The Sunderland Site Page 052

May I suggest that you navigate the site via the index on page 001.PRIOR PAGE / NEXT PAGE

On this page ... William Doxford Page 1, page bottom (turret & whaleback vessels).

Copyright? (107) Test.

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Corrections in any of the material which follows, however tiny, would be most welcome. And additions, of course!

WILLIAM DOXFORD (1840/1875?)
JOSEPH DOXFORD (1841)
WILLIAM DOXFORD and W. CROWN (1845/1851)
WILLIAM DOXFORD AND SONS (1875?/1890)
WILLIAM DOXFORD AND SONS LIMITED (1891/1957)
WILLIAM DOXFORD & SONS (SHIPBUILDERS) LIMITED (1957/ )

(OF COX GREEN, THEN PALLION, SUNDERLAND)

First a few images. Hover your mouse over each thumbnail to read the subject matter.

Whatever data I now have in this section, will, almost certainly expand as new data is received.

There would seem to be quite a lot of it! Indeed, the increasing number of listings re Doxford built vessels has already required a 2nd, 3rd & 4th pages - pages 053, 054 & 055.

It would seem that William Doxford and Sons, Limited was established by one William Doxford (1812-1882) in 1840, building wooden boats at Coxgreen (there are a great many references to 'Cox Green' but while Cox Green was correct (a train ticket is here), I understand 'Coxgreen' is correct today), some way upstream from the centre of Sunderland. It moved its facilities downstream on the River Wear to Pallion in 1857. Pallion, is, I understand, upstream of the present rail & road bridges in central Sunderland, the shipbuilding yard being located (or I should say was located since all shipbuilding ended there in 1988) on the south side of the river close to (west of) the Queen Alexandra Bridge - about 3 miles from the mouth of the river. A larger site there was purchased, I read, in 1870, known as the 'West Yard'. I should mention, however, that the Queen Alexandra Bridge was not there in 1870. It was built rather later - completed in 1909. Do read the most interesting information available here, (the website of George H. Graham of Tulsa, Oklahoma). Alas, the many pages that used to be available at the 'Doxford Engine Friends Association' website, are no longer available. I do not know the name of the business when it was first established - maybe just 'William Doxford'?

Wiliam Doxford & W. Crown (Doxford & Crown) built 17 vessels during the years from 1845 thru 1851.

Mainly from that first website we learn that William Theodore Doxford (1841-1916) & his brother Alfred (1842-1895) joined their father in the shipbuilding business & that both were partners by 1875. Perhaps at that point the company would have become 'W. Doxford & Sons'? Robert (1851-1932) & Charles (1856-1935), two younger sons also followed into the firm. Business must have been good, because, & I quote, 'several times the Doxfords extended their premises'.

Grace's Guide advises us (thanks!) that in 1891 the business became a limited liability company with a capital of �200,000, all owned by the Doxford family. Further, as I read it, that on Jan. 01, 1891 'William Doxford and Sons Ltd.' was registered as a public company to acquire the family limited company & its business of iron ship builders and marine engineers. William Doxford was its Managing Director.

The Doxford Turret Ships by Leonard
Gary and John Lingwood. Published 1975 by World Ship Society

In 1893, Doxford launched its first 'Turret Ship', designed with the objective of saving on canal & harbour dues & financed 50/50 with ship owner William Peterson. Named, the Turret. The upper deck area was reduced to a minimum, the net tonnage was reduced & the cargo area was increased. I read that Lloyd's was initially not happy that the vessel was seaworthy, but the design proved in practice to be both seaworthy & a considerable commercial success, so long as the fee computation rules remained. 176 (or maybe 177) 'turret ships' (one authoritative site says 184) were built by Doxford in the years through to 1911. (94 so far referenced in these pages.) And a few more (6) were built by others. Then with the fee rules changed, & bigger vessels being needed, the design was discontinued.

At right, a portion of an image of Doxford riveters in 1895. The source of the original image, an e-Bay item in Apl. 2012, is unknown.

World Ship Society published in 1975 'The Doxford Turret Ships' by Leonard Gray & John Lingwood. ISBN 0950004464. The cover of that volume is at left above.

This on-site page is a start of coverage of 'whaleback' ships, the U.S. design which surely was a major influence in the design of the Doxford 'turret' ships.

Doxford riveters in 1895. An e-Bay item in Apl. 2012, origin unknown.

A 1931 W. D. & H. O. Will's cigarette card depicting the Doxford Turret Ship.

I can do no better than next quote text from George Graham's site (here): 'In 1902, the yearly tonnage output had reached 44,000 tons, but two years later, the capacity was more than doubled by the completion of the East yard. The new premises, together with a fitting out quay, equipped with a 100 ton radial crane, was commenced in 1902. The original five berths were scrapped to make room for three berths of greater length and breadth. This enabled the firm to build vessels up to 540 feet in length and of 20,000 tons capacity. The result of these elaborate extensions was that in the next three years, 1905, 1906, and 1907, the output was 87,000 tons, 106,000 tons and 92,000 tons. The years 1905 and 1907 found Doxfords with the highest production of any yard in the world, and 1906 was practically a ship a fortnight, which was an achievement only surpassed many years afterwards.'

The City of Sunderland used to advise us in a 'pdf' file that 'In 1904 the East Yard was built, and the 3 extra berths helped Doxford's to win the blue riband in 1904 and 1907 for the highest production rate in the world.' The webmaster had thought that the term 'blue riband' was reserved for the vessel which achieved the fastest passage between Europe & North America - but it would seem that the term had other usages. The Doxford East Yard was located on the North Sands at Palmer's Hill Quay, about where the Glass Centre is now, as was the William Pile yard through 1873.

Now to build 25 or so vessels in a year & produce a total of 100,000 tons means that most of them were probably vessels of about 4/5,000 tons each. And a 20,000 tonner was the rarity.

A kind visitor to this site has provided an amazing amount of data to the webmaster about Sunderland shipbuilders & their ships. And amongst that data is a 'Report to the Shareholders' of 'William Doxford and Sons, Limited', respecting a meeting of Ordinary Shareholders held on March 11, 1907. Re Dec. 31, 1906 financials, of course. How amazing! At that date there were five directors, & every one of them was a Doxford! Sir Theodore Doxford was the Chairman. Also as directors were, Robert Pile Doxford, Charles David Doxford, Albert Ernest Doxford & Robert Doxford. John Holey at that time was the Secretary. The webmaster has spent a large portion of his life creating such documents for public companies in both Canada & the U.S. The texts must now, & probably then also, be absolutely perfect but, truth be known, the 1906 notice texts are virtually identical to what would be said today, over 100 years later. I have not provided images on site of the 4 pages since they might be of interest to relatively few site visitors.

Images of Doxford family members prominent in the history of the shipbuilding company can be seen here, in a page from a 1922 promotional booklet published by the company.

The family members depicted include William Doxford (1812/1882), founder of the company (image at left) & W. Theodore Doxford, his son, (1841/1916), later Sir Theodore Doxford (image at right). Other family members, active in the early 1920s, are shown also.

Sir Theodore Doxford (1841-1916)

An interesting e-Bay item, in Oct. 2010, was the will of Sir W. Theodore Doxford. The webmaster bid on the item, for inclusion in these pages, but was not successful. The item sold, on Oct. 03, 2010, for GBP 26.53 or approx. U.S. $41.95. It would have been good to have been able to include the document on site. So anybody interested might be able to read it.

Marine engine building had commenced at Doxfords in 1878, but I read that in 1909 the first prototype of the Doxford Marine Diesel Engine, an opposed piston, airless injection oil engine, was built, design work having commenced some three years earlier. Development work, suspended for the duration of WW1, resumed in 1919.

The Doxford diesel engine became world famous. Doxford of course used it in vessels they themselves constructed, but over a dozen other firms were licensed to also build it.

Literature re the Doxford Marine Diesel Engine.

The image above is of a most interesting item indeed. The tiny white area in the middle at the bottom is a cog wheel & when it is rotated the pistons go up and down! To demonstrate how the engine worked. An e-Bay item that sold for U.S. $53.90 quite a while ago. Another copy of it sold for GDP 41.00 or U.S. $67.29 in Nov. 2009. The vendor stated that the 'mechanical book' was made by White & Pick Ltd., model specialists, of Birmingham. Another copy was e-Bay available in late Apl. 2017 from an Australian vendor (images here & here), stated to date from 1922.

A most interesting item came up for sale via e-Bay in late January 2007. It was a patent re improvements in and relating to engines. Listed essentially as follows: 'PATENT SPECIFICATION No. 163,453. APPLICATION DATE: Feb 16, 1920. SPECIFICATION ACCEPTED: May 17, 1921. TITLE: IMPROVEMENTS IN AND RELATING TO ENGINES. APPLICANT: ROBERT PILE DOXFORD and KARL OTTO KELLER both of Pallion Yard, Sunderland, County of Durham. Size: 195mm x 275mm. 6 text pages and one drawing. Brief Description of Patent: This invention relates to the construction of engines. Opposed-piston engines are already known of a type comprising a pair of parallel cylinders, two pistons in each cylinder reciprocating in them, two cranks allotted to the respective pairs of pistons, and main connecting rods each such rod operatively connecting the piston that is at one end of each cylinder with one of the cranks aforesaid.... A patent specification that has been disbound from a volume of 100 different patents - an original HMSO published item at the time.'

Could that have been the principal patent for the Doxford diesel engine? The three bidders presumably know the answer to that question! Realistically it probably was not. There surely were a bushel of patents. The modest listing image is here. The name of Robert Pile Doxford interests me. I thought that I had read that he and other family members had resigned from the company in 1919 when ownership changed. Maybe that name was to perpetuate the famous shipbuilding name of William Pile? If so, there may well be a family relationship between the Pile & Doxford families?

And there is! Arron Pile has kindly been in touch. He has been busy researching the family history & tells me that the mother of 'Robert Pile Doxford' was Hannah Pile, the aunt of William Pile (1823-1873), the famous shipbuilder. Arron tells me also that William Pile had a younger brother named 'Thomas Hunter Pile' & that Thomas is Arron's great, great grandfather. Arron, thank you so much for that most interesting information.

'Doxford Engine Friends Association' used to have lots more on the general subject. Including some wonderful images - but the site is now long gone.

Walter Lewis years ago advised (thanks Walter!) that details about a few Doxford patents were WWW available - you can find them by inserting 'Charles David Doxford patent' into a Google search box.

The Doxford family ownership connection with the yard & engine works ceased in January 1919, I read, when the company was sold to the Northumberland Shipbuilding Company (the only vessel I have so far seen referenced to 'Northumberland' is Success built 1919. But the name of Robert Pile Doxford is on that patent, filed in 1920 & described above. I now see that members of the Doxford family rejoined the company in 1922 - as senior officials or as managers.

After WW1, orders for new ships dried up, & Doxfords closed down from September 1924 to April 1927.

An image of the yard in 1921 is here.

I read that in 1946, the company took over the Palmer's Hill, Sunderland, engine works of John Dickinson & Sons Ltd.

The next image depicts the railway shed at the Doxford Pallion shipyard on Apl. 08, 1969, with five workhorse locomotives at rest. Four of the locomotives are crane tank locomotives ('Hendon', 'Roker', 'Millfield' & 'Southwick', from left to right) while at extreme right is saddle tank locomotive 'General'. A larger image of 'Southwick' is available here. I am advised that rail operations at the yard, ceased in Feb. 1971, but that all of the 4 locos at left in the image, are preserved.

The railway shed at Doxford's on Apl. 8, 1959, with 4 crane tank locomotives, and a single saddle tank locomotive. See text.

In 1956 the two parts of the business were placed in separate entities - re the shipbuilding side into 'William Doxford & Sons (Shipbuilders) Ltd.' (a booklet published by that company, likely in 1962, is here) & the engineering side into 'William Doxford & Sons (Engineers) Ltd.'.

I have read that the company became 'Doxford & Sunderland Shipbuilding & Engineering Company Limited' in 1961, following a merger with 'Sunderland Shipbuilding, Dry Docks & Engineering Co. Ltd.' which company was itself the result of the 1954 merger of Sir James Laing and Sons Limited with Joseph L. Thompson & 'The Sunderland Forge & Engineering Co. Ltd.' (Note), manufacturers of switchboards, generators, alternators, electric winches, control & switch gear.

Now tracking these events at Sunderland 50 years ago is not a particularly easy thing for the webmaster to accomplish. I say that because an article published in Sep. 1959, talks about 'William Doxford & Sons (Shipbuilders) Ltd.' and its total reorganisation of the facilities at Pallion, then recently completed. Initially I had though that this referred to the 'Ship Factory' but that would seem to have been a rather later reorganisation. The earlier one, which took place over a ten year period, was intended to and apparently did achieve its objective of increasing productivity, while providing better working conditions for shipyard workers & effecting general efficiencies. The reorganisation was in progress as ships were continuously being built. The flow of steel was improved using flow-line principles & a new steel stockyard was constructed. Steel was moved to a preparation shop where it was marked, cut to shape, prepared for edge welding, drilled & countersunk as required & then moved to assembly shops. There the steel pieces were put together into sub-assemblies & assemblies of up to 20 tons & moved as one piece to the particular ship for installation. Similar flow procedures were followed with the other trades - joiners, shipwrights, riggers. painters, blacksmiths etc., with all necessary work being undertaken in modern but specialised facilities, to generally speed up the work, & consistently increase the levels of efficiency.

The company became 'Doxford & Sunderland Ltd.' in 1970.

It would be good to show these many changes step by step in date order, but I do not have the knowledge to be able to do that.

Late in 1966, on Oct. 30, 1966, seven Doxford workers were killed as a result of a fire in inaccessible places of Toronto City. Known as the 'Doxford Disaster of 1966'. I am advised (thanks Tony Frost) that a fire broke out in the shaft tunnel, when hydraulic oil escaped from an incorrectly fitted pipe coupling close to an oxy-acetylene burning torch. The resulting men's deaths were caused by asphyxia due to carbon monoxide poisoning. The verdict was accidental death. The circumstances that made the fire possible are unusual, i.e. it only could have happened in the circumstances of an oxygen enriched atmosphere created by leaking burning gear - as you can read here in the words of Robert Snowdon (thanks!), who was there that day.

Doxford & Sunderland Ltd. was taken over by Court Line in 1973 (ex page 15 of a Tyne and Wear Archives 'pdf', now available in archive) with the company being renamed, on Mar. 05, 1973, 'Sunderland Shipbuilders Limited'

I read that in 1973, the many buildings at Pallion were torn down, & Sunderland Shipbuilders Limited built a fully enclosed 'Ship Factory' in their place. When the new facility opened in 1975, Doxford's (or we really should now say Sunderland Shipbuilders Ltd.) became the world's largest enclosed yard with a truly 'state of the art' shipbuilding facility. Now John Bage worked at that 'Ship Factory' from 1975 to 1988. And he has a number of web pages about it. The index to that section of his site is here. Do drop by and view his interesting & extensive pages!

Such data as I have so far read on the history of the company, in many different WWW sources, is amazingly confusing, with names, spellings & dates used loosely & I suspect quite inaccurately. So until I am able, if I am ever able, to clarify the history with precision, I must limit myself to saying simply that the shipyard, then the 'Ship Factory', ultimately closed in 1988. The ownership history? I cannot summarise the conflicting data that I have any better than has been done above but will do so as and when it becomes clear. Can you help?

A Doxford song, sung to 'MacNamara's Band'!

The webmaster knows next to nothing about Doxford engines. He notes in passing however that, in the 1960s perhaps, 'The Motor Ship' published a 36 page magazine devoted exclusively (I think) to the Doxford 58JS3 engine. Its title was 'The Doxford 58JS3 for smaller ships'. It would be good to be able to show its content on site for those who do appreciate & understand engines.

In late 2019, a history of the 'Doxford' company became available, entitled 'William Doxford & Sons Ltd. - Shipbuilders & Engineers - Sunderland'. Written & published by author Patricia Richardson. You can read a little about the book here.

Build lists? A list of 'Doxford' built vessels is now on site, at page 143. Miramar has lists re 'Doxford' built vessels (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:- 30, 60, 100, 120, 150, 180, 210, 240, 271, 300, 330, 363, 390, 420, 451, 496, 515, 547, 595, 628, 658, 688, 718, 758, 792, 820, 889, 881, 898. (898) A list of Doxford built vessels used to be available (including those built at the Doxford yard in its later years after it was taken over) thanks to Fred Gooch & John Bage. Such list was presumably not complete since it commenced in 1863. But I cannot find such list anymore - but leave these words on site so that if somebody does find it again, I can again provide a good link. But! I find it is still available thanks to Archive Today.

Names of just a few of the vessels constructed by William Doxford & Sons of Sunderland & other Doxford related shipbuilders - as I happen to spot references to them. In a table in build date sequence. And alphabetically within a year. But just a start! The first of 4 pages, the second being here. And the 3rd & 4th are here & here.

VESSELS BUILT BY 'W. DOXFORD' - AT COXGREEN (1837 to 1841)

Swallow
198/184 later 167 tons

19668

1840

A snow or brig.
Swallow, which was launched in Apl. 1840, is Lloyd's Register ('LR') listed from 1840/41 thru 1847/48, from 1850/51 thru 1851/52, & from 1857/58 thru 1861/62. It was owned thru 1847/48, per LR, by 'Thompson', likely John Thompson, of Sunderland. For consistent service from Sunderland to Hamburg, Germany, with T. Chevers always serving as her captain.
In 1850/51 & 1851/52 Swallow was, per LR, owned by Gutch & Co. of Poole, Dorset, for service from Poole to Sunderland, with C. Pinton her captain. The vessel had been registered at Poole in 1849 (scroll to #19668).
Then a 5 year LR period of 'silence'. During the period from 1857/58 thru 1861/62, Swallow, now a 167 ton brig, was, per LR, owned by G. Bramble of Hull (G. Brambles from 1860/61) for service from Hull to the Baltic (thru 1858/59), & for service ex London thereafter. With T. Barrett her captain from 1859/60. Christie's Shipping Register of 1858 lists George Brambles of Bridlington Quay as the vessel's then owner.
LR of 1861/62 notes that Swallow had been 'Lost'. Ian Whittaker has kindly been in touch to advise that on Dec. 24, 1862, with Captain Fraser in command, the vessel left Sunderland for Tain, Ross-shire, Scotland, with a cargo which included coal. The vessel was never heard from again.
No crew lists seem to be available for the vessel.
Can you add to (and/or correct in any way) this modest listing? #2284

VESSELS BUILT BY JOSEPH DOXFORD' - 1841

Amelia Mary
237/237 later 215 tons

11536

1841

A snow or brig.
Amelia Mary, which was launched in Aug. 1841 & first registered at Sunderland on Aug. 16, 1841, is Lloyd's Register ('LR') listed from 1841/42 thru 1856/57 (ex 1853/54) - & not thereafter thru 1859/60 at least.
LRs of 1842/43 thru 1847/48 lists 'Culliford' of Sunderland as Amelia Mary's owner, for service from Sunderland to London with 'Wandlass' serving as the vessel's captain. I note, however, that site page 143, a list of vessels built by 'Doxford', records Joseph Culliford & John Wolstenholme as the vessel's initial owners.
LRs of 1848/49 thru 1852/53 all record 'Wistenhlme' or a slightly varied rendering of that name, as Amelia Mary's owner. With G. Leng her captain. While LRs of 1854/55 thru 1856/57 list 'Wolstnhlm' as her then owner, with J. May her captain. For continued service (where LR noted) from Sunderland to London thru 1849/50, from Sunderland to Hamburg, Germany, in 1851/52 & 1852/53 & from Sunderland to the Mediterranean in 1854/55.
The owner's name is clarified by a number of shipping registers. The North of England Maritime Directory of 1848/9, in Apl. 1848 data, lists John Wolstenholme of Sunderland as the vessel's then owner. The equivalent directory of 1854/5, in 1854 data, lists John Wolstenholme of Sunderland with Jas. H. May her then captain. Turnbull's Shipping Register ('TR') of 1855 lists John Wolstenhome (no 'l') with W. Weares her captain, while TR of 1856 lists J. Wolstenholm. Christie's Shipping Register of 1858 lists Amelia Mary, now of 215 tons, as owned by John Wolstenholme.
The vessel would seem to have been reported often as being Amelia & Mary or Amelia and Mary. Now I have not so far spotted any ship register listings for any vessel of the period of such names. Which does not mean that such vessels did not exist. I note however that on Apl. 26, 1855, a vessel noted to have been named Amelia and Mary ran aground on the Goodwin Sands, Kent, in conditions of dense fog, while en route from Newcastle to Constantinople (now Istanbul), Turkey, As also did Joseph, a Belgian schooner. Both vessels engaged assistance to get off & were re-floated on the flood tide next morning. This vessel was surely 'our' vessel, i.e. Amelia Mary. Her captain at the time of the grounding was reported as being 'Wears'. However when it anchored at Deal, Kent, on Apl. 27, 1855, her captain was then noted to have been 'Legender'. Some contemporary news reports 1 & 2.
What finally happened to Amelia Mary? The Mercantile Navy List notes that a certificate re the vessel's loss was dated Mar. 08, 1859 (scroll to #11536) & last lists the vessel in 1859.
On Oct. 29, 1858, Amelia Mary, 'Laing' noted to be in command, arrived at Antwerp, Belgium, ex Middlesboro'. It arrived back at Sunderland, 'Laing' still in command & ex Antwerp, on Feb. 04, 1859. Its next voyage would seem to have been from Sunderland to Hamburg.
'Lloyd's List' ('LL') advised, in a report from Hamburg dated Feb. 18, 1859, that the crew of Amelia and Mary, which surely means Amelia Mary, en route from Sunderland to Hamburg, had abandoned their vessel in a sinking state - further i) that the vessel had been under the command of 'Leng' & ii) that her crew had arrived at Cuxhaven, Germany. Such sinking was between the 'Eyder and the Elbe', I have read. The exact date of the vessel's sinking seems not to have been published. Later, her crew were landed at Newcastle by Chevy Chase a Hamburg steamship (as I interpret the words I read). There does seem to have been confusion not only as to the vessel's proper name but also re the name of her captain. LL advised that on Mar. 01, 1859, George Levy, the master of Amelia Mary, had filed a deposition presumably re the vessel's loss. Some contemporary news reports - 1 & 2.
Is there anything you can add or correct? #2868

VESSELS BUILT BY 'WILLIAM DOXFORD & W. CROWN' (1845 to 1851)

3	Eliza Robson 286 later 262 tons 11580	1847	A snow or brig. The webmaster believes that this newspaper article (in blue) records the launch of *Eliza Robson* on Jun. 15, 1847. While this page (scroll to #11580) notes that the vessel was first registered, at Sunderland, on Jul. 07, 1847. The vessel is Lloyd's Register ('LR') listed from 1848/49 thru 1862/63. It seems likely that the vessel was registered at Sunderland thru 1861 & in 1862 & 1863 at South Shields. Though LR reports the vessel as London registered thru 1857/58. *Eliza Robson* was, per LR, initially registered at London & owned by Gray & Co. of London, thru 1857/58. For a variety of service - initially from Sunderland to the Mediterranean (thru 1850/51), to Rio de Janeiro, Brazil, i) from London in the 1851/52 & 1852/53 period & ii) from Blyth in the 1853/54 thru 1855/56 period, thereafter from Hartlepool to North America. The North of England Maritime Directory of 1848/9 lists the vessel as registered at Sunderland in Apl. 1848 & owned by H. Taylor of London, M. Gray, H. Taylor & S. E. Patterson, all of Blyth & J. Robson of Newcastle. The equivalent register of 1854/5 lists Matt. and Robt. Gray, of Blyth, & Henry Taylor of London as the vessel's owners in Mar. 1854 with Jas. Robertson her captain. Turnbull's Shipping Register of 1856 lists her then owners as being M. & R. Gray of Blyth & H. Taylor of London. The vessel's captains while 'Gray' owned? Per LR. 'Taylor' thru 1852/53, W. Barris from 1853/54 thru 1855/56 & T. Robertson in 1856/57 & 1857/58. LRs of 1858/59 thru 1860/61 list 'Thurlbeck' of Sunderland as *Eliza Robson's owner for service ex Sunderland & in 1860/61 from Sunderland to Antwerp, Belgium. The vessel is listed as Elizabeth Robson in Christie's Shipping Register of 1858, registered at Sunderland & owned by Michael Thurlbeck. 'Smith', per LR, served as the vessel's captain in 1858/59 & 1859/60, & G. Robinson in 1860/61. In 1860/61 the vessel, per LR, became of 262 tons. In 1861/62, per LR, W. Davis of Shields became the vessel's owner, with J. Davis her captain, for service from Shields to Hamburg, Germany (in 1861/62) & to Copenhagen, Denmark (in 1862/63). What finally happened to Eliza Robson? LR of 1862/63 notes that the vessel had been 'Lost'. On Dec. 23, 1862, per line 2918 of this U.K. Government wreck listing page, the 262 ton snow en route from an unstated port to London, was wrecked at the entrance to the Thames river. Crew of 11 - none lost. Then stated to be owned by William Davis. It is clear that major gales hit the U.K. east coast from London as far north as the Tyne in the three days of Dec. 18 thru 20, 1862. Many vessels were wrecked or damaged up & down the coast. Eliza Robson*, then near London, was one of the casualties. It seems that the vessel was in fact lost on the Barrow Sands (approaches to Thames Estuary, N. shore, Essex) on Sunday Dec. 20, 1862. A modest contemporary reference to the vessel's loss (1). No crew lists seem to be available for the vessel. Is there anything you can add? Or correct? #2549
4	Ceylon 289 tons	1849	The 'Doxford' built list, on site here, tells us that Ceylon, a snow or brig, was launched on Mar. 26, 1849. Armed with that knowledge, I have found this (in red) launch announcement re what clearly is this vessel, which, then unnamed, soon became Ceylon. Launched for Mr. Charles Alcock of Sunderland. Ceylon's launch was modestly notable because a ladder up the vessel's side had inadvertently not been removed & when the ship slid towards the water that ladder fell & hit the head of Mr. William Crown. 'A rather severe crack on his crown!' That launch report is to the webmaster more unusual for what it did not report. That when the vessel slid into the water it collided with a vessel named Unique, moored in the river, & damaged Unique's keel to the extent of �26 in damages. Oddly, Unique was also owned by a Mr. Alcock, surely not the same one. How do I know all this? Because in Aug. 1850 the Unique Mr. Alcock sued 'Doxford' to recover his �26, which must then have been a considerable sum of money. The jury found in favour of Mr. Alcock as you can read here. Ceylon is Lloyd's Register listed only in 1850/51. Owned by C. Alcock for service from Sunderland to Ceylon (now Sri Lanka) with 'Johnson' serving as the vessel's captain. The vessel's initial voyage was indeed to Ceylon. On Apl. 30, 1849, Ceylon, under the command of 'Johnson' was at Deal commencing its voyage to Ceylon where it arrived - at Point de Galle - on Sep. 05, 1849. It left that port on Oct. 01, 1849 for Tuticoreen (now Thoothukundi, Tamil Nadu, India) & London. And was entered in at London on Apl. 01, 1850. To be soon entered out for a voyage to Boston (U.S.A.), Saint John (New Brunswick, Canada), & Port Natal (Durban, South Africa). It left Deal on May 04, 1850, again with 'Johnson' in command, arrived at Boston on Jun. 02, 1850 & on Jun. 20, 1850 left Boston, in ballast, for Saint John. Alas, on Jul. 03, 1850, word came from New York that Ceylon had gone on shore on Little River Head, near Cutler, Maine, on the morning of Jun. 23, 1850. During a fog. With stern post out & full of water, the vessel was condemned, stripped & would be sold. The hull was, I read, sold for $338. Other gear was to be sold. These contemporary news reports relate - 1 & 2. Can you add anything additional. Or correct the above text in any way. #3069
5	Ocean Breeze 298/301 later 276 tons 25972	1850	*Ocean Breeze, a snow or brig which was launched in Aug. 1850 was first registered, at Sunderland, on Aug. 20, 1850. It is Lloyd's Register ('LR') listed from 1851/52 thru 1864/65 & not thereafter (I checked thru 1871/72). Ocean Breeze* was owned, thru 1862/63, by 'Brantingham' of Sunderland. For service from i) Sunderland to the Mediterranean from 1851/52 thru 1854/55, in 1861/52 & 1864/65, ii) Liverpool to Montreal, Canada, from 1855/56 thru 1857/58, iii) Sunderland to the Black Sea in 1858/59 & 1959/60. And to the Mediterranen from Swansea, Wales, in 1860/61 & Cardiff, Wales, in 1862/63 & 1863/64. With W. Young the vessel's captain thru 1857/58 & 'Leighton' from 1858/59 thru 1864/65. The North of England Maritime Directory of 1854/5, lists *Ocean Breeze, in Mar. 1854 data, as owned by Geo. Brantingham of Sunderland with Wm. Young her captain. Turnbull's Shipping Registers ('TR') of 1855 & 1856 also list George Brantingham as the vessel's then owner, as does Christie's Shipping Register of 1858. I note that TR of 1855 records R. M. Leighton as the vessel's then captain. LRs of 1863/64 & 1864/65 do not identify the then owner. Some Ocean Breeze* operational history that the webmaster happened to spot:- i) In early May 1854, *Ocean Breeze* was advertised for a departure ex Liverpool to Montreal, Canada, noted therein to be the first ship of the season bound for Montreal - with 'Young' in command. On May 11, 1854, it left Liverpool with a general cargo but struck ground in the Zebra Channel while leaving port & had to put back. Have not spotted the date when it finally left for Montreal. After presumably unloading its cargo at Montreal, the vessel took on a cargo of timber at Quebec & left Quebec on Oct. 13, 1854 for Newcastle where it arrived on Nov. 27, 1854. ii) On Dec. 28, 1854, now with 'Leighton' in command, the vessel tried to leave North Shields for Constantinople (now Istanbul), Turkey, with a cargo of coal, but ran aground in the harbour there. It came off without damage & proceeded on its voyage. Per this report. iii) On Oct. 30, 1859, *Ocean Breeze, with R. M. Leighton in command, left Swansea for Gibraltar with a cargo of coal. The vessel anchored for the night in Swansea Roads but parted from her anchor during a gale & went aground on the Mumbles. On Nov. 02, 1859, it was still aground & its cargo, or part of it certainly, had to be discharged into a lighter. It would seem that the vessel was not permitted to return to the South Dock though it did dock again at Swansea. The record is not clear but the vessel would seem to have suffered some damage as a result of the grounding. Per these contemporary reports - 1 & 2. 95.0 ft. long, signal letters PJFL, of 275 tons from LR of 1858/59, some crew lists are available via this page. The Mercantile Navy List ('MNL') records Ocean Breeze* as registered at Sunderland from 1857 thru 1866 & registered at Middlesbro', Yorkshire, thereafter. Of 276 tons. Owned in 1865 & 1866 by E. P. and C. R. Rayner, of Sunderland. MNLs of 1867 thru 1870 rather record Elliott Baxter of Middlesbro' as her then owner. What finally happened to *Ocean Breeze*? I read that on Mar. 29, 1870, the vessel was entered out of Newcastle, with 'Wood' in command, for a voyage to Alten (near Kaafjord see following text). With a cargo of coal. 'Wood' would seem to have been the vessel's captain from Apl. 1866. Per line 171 on this U.K. Government wreck listing page, the 276 ton brig stranded, on Apl. 17, 1870, at Kaafjord, in the far north of Norway (now G�ivuotna-K�fjord, near Troms�) while en route from Newcastle to Kaafjord with a cargo of coal. Crew of 9 - none lost. The vessel is then stated to have been owned by Elliot Baxter. The vessel had arrived at Kaafjord, & was proceeding to her discharging berth, when she grounded, sprang a leak & sank. Crew all saved of course. It was feared that the vessel would have to be condemned & sold. 'Lloyd's List' contemporary news reports from Troms� & Hammerfest, Norway. Can you tell us anything additional. #2869
6	Refuge 253 later 226 tons 14651	1851	A snow or brig. Refuge is Lloyd's Register ('LR') listed from 1851/52 thru 1869/70. Thru 1856/57, Refuge was owned by W. Doxford of Sunderland, for service from Sunderland to the Baltic & from 1853/54 from Sunderland to the Mediterranean. With J. Pile always noted to be the vessel's captain. The North of England Maritime Directory of 1854/5 records Refuge, in Mar. 1854 data, as registered at Sunderland & owned by Wm. Doxford of Sunderland. With Joseph Pile her captain. LR of 1857/58 records W. Blumer of Sunderland as new owner of Refuge, now of 226 tons, for service from Shields to France. With W. Blumer her captain thru 1860/61 & then 'A. Phnster' for a portion of 1861/62. Turnbull's Shipping Register ('TR') of 1855 lists William, Luke & Elizabeth Blumer, all of Sunderland, as Refuge's then owners, with W. Blumer her then captain. TR of 1856 lists W., L., and E. Blumer of Sunderland as her then owners while Christie's Shipping Register of 1858 states Luke and John Blumer of Sunderland and Richard Reay & Elizabeth Blumer of South Shields. In 1861/62, per LR, R. Sharp of Sunderland became Refuge's owner for service from Shields to the Baltic. With J. Sharp always her captain. The Mercantile Navy Lists of 1865 thru 1870 all list Richd. Sharp of Sunderland as her then owner. 96.0 ft. long, signal letters LPBR. Many crew lists are available via this page. LR of 1869/70 notes that Refuge had been 'Wrecked'. On Mar. 03, 1870, per line 749 of this U.K. Government wreck listing page, the 226 ton brig was abandoned off the Dudgeon (a shoal 20 miles N. of Wells, Norfolk, I think), while en route from Sunderland to London with a cargo of coal. Crew of 8 - none lost. Then owned by Richard Sharp. Is there anything you can add? Or correct? #2283

VESSELS BUILT BY 'WILLIAM DOXFORD' - AT PALLION - (1858 to )

Elizabeth Ray
160 (later 199) tons

27212

1859

A brig, which later in life became a barquentine.
Per 1 (wreck ref. 70% down, search for vessel name).
84.0 ft. long, later lengthened to 100.0 ft., signal letters PQJC.
The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, but only thru 1889/90, see left.
Elizabeth Ray was built for 'Ray & Sons' & registered at London. A puzzle perhaps is that the 'Ray & Sons' name would seem to have been deleted in the 1864/65 edition, with no new name substituted, & no owner's name at all is recorded in 1865/66.
Elizabeth Ray would seem to have traded to Algoa Bay, on the E. coast of South Africa.
By the 1869/70 edition the vessel had been lengthened from 84.0 ft. to 100.0 ft., the tonnage had increased to 199 & the owner became 'Fraser & Co.', of Portsmouth.
The Mercantile Navy List ('MNL') of 1870 records Elias T. Fraser & John White, both of Portsmouth, as the vessel's owners. 'J. White', also of Portsmouth is the owner in 1878/79, thru to, in the available registers, 1883/84.
The MNLs of 1880 & 1890, however, record Albert E. Flowers of Landport, Hants, as the vessel's then owner.
By 1887/88, the vessel had become a barquentine, (a major change in the rigging, perhaps), & 'A. E. Flowers', also of Portsmouth, had become the owner - thru to 1889/90 which is the last Lloyd's Register that the webmaster has available.
I am not aware of the later history of the vessel but David Watts has come to my rescue - thanks so much!
David advises that per the Shipwreck Index of the British Isles Vol. 3 (The East Coast), Elizabeth Ray was stranded & lost on Apl. 08, 1894, during a storm, while en route from Hartlepool to Portsmouth with a cargo of coal - lost at Staithes, Saltburn (E. of Middlesbrough, North Yorkshire), specifically at 53.33.30N/00.47W. The vessel, then was still owned by A. E. Flowers of Landport, was under the command of Captain J. Moon & had a crew of 7. No lives were lost.
Can anybody provide more data?

8		Superb 321 later 305 tons 28583	1860	*Superb, a barque, was launched on Sep. 01, 1860, & is Lloyd's Register ('LR') listed from 1861/62 thru 1876/77. LRs thru 1868/69 record 'Davison' of Shields as Superb's owner while LRs of 1869/70 thru 1871/72 rather record J. Davison of Sunderland. For service, per LR, from i) Sunderland to the Mediterranean in 1861/62 thru 1863/64 & from & after 1869/70, ii) from Harwich, Essex, to the Mediterranean in 1864/65, & iii) from Shields to Spain from 1875/66 thru 1868/69. With 'Hastings', per LR, always the vessel's captain during the total period of 'Davison' ownership. A major Superb* operational event in late 1864. On Dec. 27, 1864, the vessel, 'Hastings' in command, was en route from Shields to Alexandria, Egypt, with a cargo of coal. At 2 to 3 a.m. that day, off the coast of Norfolk (Hasbro' Gat), the vessel was in collision with Florence Braginton, 'Turner' in command, en route from Sunderland to Hong Kong, also with a cargo of coal. *Florence Braginton* continued on to Plymouth, where its cargo had to be discharged to effect repairs. And *Superb? It was, I read, much damaged in the collision with Florence Braginton* & put into Lowestoft on Dec. 27, 1864. To soon to be towed to Harwich, Essex, to be repaired. The owners of *Superb* later filed a lawsuit against the owners of *Florence Braginton, the case being held at Admiralty Court, London, on May 03, 1865. You can read about the court proceedings here. And here. The Court's conclusion was that Superb* was solely responsible for the collision. A couple of related news reports - 1 & 2. What is strange about the matter is that at that court hearing *Superb* was noted to have been a total loss. The webmaster presumed that the vessel had proved to be too damaged to be repaired. But that clearly was not so. The vessel continued in service for many more years. In 1871/72, per LR, *Superb* became owned by J. Morgan of Sunderland, for continued service from Sunderland to the Mediterranean, at least thru 1873/74 (when LR data re voyages came to an end). With J. Storm the vessel's captain from 1869/70 thru 1871/72, then J. Street from 1871/72 thru 1874/75 & finally A. Calder from 1874/75 thru 1876/77. The Mercantile Navy List ('MNL') records Superb's ownership & registration rather differently. It records the vessel as Shields registered thru 1864, North Shields registered from 1865 thru 1869, & Sunderland registered from 1872 thru 1877. MNL records William Dawson of North Shields as the vessel's owner from 1865 thru 1869. Then John Davison of Sunderland in 1870 & 1871. And John Morgan, also of Sunderland, from 1872 thru 1877. Turnbull's Shipping Register of 1874 confirms the J. Morgan then ownership. Were 'Dawson' & 'Davison' the same person? The names are quite similar with just a few letters different. I cannot tell you. 114.0 ft. long., per MNL of 305 tons from 1870, many crew lists are available via this page. What finally happened to *Superb? I have read that on Jan. 13, 1877, with 'Calder' in command, Superb* both arrived at Sunderland from Lisbon, Portugal, & Jamaica & departed for Lisbon also. Which sounds unlikely. Regardless, on Feb. 23, 1877 it was reported from Le Havre, France, that Superb, with about 500 tons of coal, had stranded at Port-en-Bessin (to the W. of Le Havre). It was hoped that the vessel could be floated off, but on just the next day, it was reported that the vessel had become a total wreck. It was later reported that the vessel & her rigging would be sold. While the webmaster has read nothing of the weather conditions at the time it seems likely that gales had hit in that area of the English Channel. Superb's crew were all saved, the captain (not named in the reports) being noted to have been very ill at the time. We do know however that her captain at the time was Adam Calder, because he was later charged with fraud having falsely claimed to have lost some personal effects in the *Superb* stranding & wreck. Some contemporary news reports - 1 & 2. And this 1877 U.K. Government wreck listing confirms her loss - on Feb. 22, 1877. Can you correct or add to the above? #2864
9		Alexandra 898 tons 47317	1863	Always a ship, per both Lloyd's Registers ('LR') (from 1863/64 thru 1881/81) & Mercantile Navy Lists ('MNL'). Alexandra was launched on Feb. 19, 1863 & first registered, at London, on Apl. 17, 1863 (scroll to #47317). 171.0 ft. long, signal letters VNDK, a few crew lists are available via this page. Per LR, Alexandra was owned, thru 1865/66, by Blyth & Co., of London, for service ex Sunderland. I have previously referred to the owner's name possibly being 'Blythe'. In 1865/66, per LR, Alexandra became owned by Weguelin & Co., of London, for service from London to New Zealand in 1865/66 & from Newcastle to Callao, Peru, in 1866/67. In 1867/68 per LR, Alexandra became owned by Thompson & Co. of London, thru 1871/72, for service from Bristol to a) South America (thru 1869/70) & b) North America in 1870/71. In 1871/72, per LR, Alexandra became owned by Trail & Sons of London (Traill & Sons from 1875/76) for service from London to India. LR reports 'Delgarno' as the vessel's captain thru 1867/68 or 1868/69, then 'Kearten' thru 1871/72, J. Geerie from 1871/72 thru 1872/73, & T. Bulman thereafter. MNL records the ownership data a little differently. From 1865 thru 1871, MNL records either Thos. M. Meguelin (1868), or Thos. M. Weguelin (1870) as the vessel's owner, being replaced by Geo. Traill, of London, from 1872 thru 1879. It would seem that the vessel must have been lost in or about 1879. I say that because the vessel is not MNL recorded in 1880. And, while LR records the vessel thru 1881/82, after 1878/79 LR records no owner name, Official Number, or signal letters. Is there anything you can add? Or correct? Maybe you might be able to advise what happened to the vessel & when? #2279

Golden Sunset
628 tons
Hull 1

47625

1863

So far as I can see, Golden Sunset, an iron barque which was launched on Nov. 10, 1863, is recorded once only in Lloyd's Registers - in the supplement to the 1864/65 edition.
The Lloyd's Register Foundation has kindly made available a Lloyd's Survey document re the vessel, conducted in April/May 1865.
Golden Sunset was there reported as being owned by Wilson & Co. of Liverpool for service from Liverpool to India indicated. With 'Tidmarsh' her captain. The 'Doxford' build list on site page 143, however, references the owner names of H. T. Wilson & Chambers of Liverpool. While the Mercantile Navy List of 1865 records Henry T. Wilson of Liverpool as her then owner or managing owner.
172.2 ft. long, signal letters VPJW, an 1866 crew list is available via this page.
Golden Sunset proved not to be an easy vessel to research - it was one of many ships daily advertised all around the U.K. by the White Star Line.
Golden Sunset's initial voyage left London on Feb. 18, 1864 for Canterbury, New Zealand ('NZ'), (40 miles N. of Lyttelton, NZ), with 'Tidmarsh' in command. With 22 passengers, nine of whom were in steerage, and a general cargo - which cargo included an ornamental iron bridge to be installed at the Lyttleton railway station. The vessel left Canterbury on or soon after Jul. 16, 1864 for Valparaiso, Chile, where it arrived on Aug. 20, 1864. On Sep. 05, 1864, the vessel left Valparaiso for Iquique (in northern Chile). It later arrived at Liverpool, ex Islay, on Mar. 21, 1865. Clearly I am missing data - Islay is in the Inner Hebrides, of Scotland.
Golden Sunset (Tidmarsh) was advertised for a departure to Hong Kong & Whampoa (i.e. Huangpu, an outer port of Guangzhou, China), but the destination was soon changed to Calcutta (now Kolkata), India. Golden Sunset left Liverpool for Calcutta on May 27, 1865, arriving there on Sep. 13, 1865. The data again is fragmentary but the vessel would appear to have contracted to carry saltpetre and gunnies (coarse hard-wearing fabric usually made from jute, used for sacks, etc.) to San Francisco, California, U.S.A.
On Aug. 30, 1866, Golden Sunset arrived at Sydney, New South Wales ('NSW'), Australia, from California, with a cargo of cereals - wheat, oats & flour in bags. On Nov. 10, 1866, the vessel left Newcastle, NSW, with a cargo of 890 tons of coal, bound for San Francisco. The vessel was under the command of Captain Edward Hudson Tidmarsh with a crew of 13 (or maybe 18) all told & 20 passengers, ten of whom were children.
What finally happened to Golden Sunset?
On Dec. 12, 1866, per line 16 on this U.K. Government 1867 wreck listing page, Golden Sunset struck on a reef off Enderbury's Island. One crew member lost his life. The events were reported by a Hong Kong newspaper & by an Australian newspaper article (1 ex 2). Both of which state that the vessel struck on a reef at Enderby's Island - Enderbury Island is an island in the Phoenix Group of Islands located in the middle of the South Pacific Ocean about 1,850 miles S. of Hawaii. It struck at about 2 a.m. on Dec. 11, 1866. A crewman (John Pitblado Proudfoot, I read) was drowned when a ship's gig capsized as it was being launched. All others aboard the vessel safely made it to shore, & were rescued 11 days later by Kamehameha V & taken to Honolulu, Hawaii. In due course, on Mar. 15, 1867, they all safely arrived at San Francisco aboard Camden, a barque. Golden Sunset broke up 8 days after grounding.
Apparently Enderbury Island was not then recorded on the ship's charts - an inquiry into the vessel's loss was conducted at Honolulu & the British Commissioner there accordingly held that the ship's captain & officers were blameless for the loss.
Can you add anything? #2870

11	Adalia 1270/1023 (gross/net), later 1270/958 tons Hull 5 51165	1864	An iron passenger & cargo steamer. Per 1 (data & engraving), 2 (data Adalia). 231.6 ft. long, speed of 9 knots, 130 HP, spar-decked, signal letters HVGF. The webmaster had a number of editions of Lloyd's Register ('LR'), ex Google Books, available to him, see left (he now has a few more editions). It would seem that Adalia was initially owned by 'Gourley & Co.', of Sunderland for service ex Sunderland. The 1866/67 edition of LR records Anglo-Egyptian Navigation Company Limited ('Anglo'), of London, becoming Adalia's owner. For service ex Liverpool. Such registration is confirmed by the Mercantile Navy List ('MNL') of 1867. Could it be that Adalia was chartered to Anglo & put in their name for the duration? I say that because the vessel reverted to E. Gourley, of Sunderland, in the 1867/68 edition of LR, for service from London to the Mediterranean. The 1870 edition of MNL records Edward T. Gourley, of Sunderland, as her then owner. On Nov. 29, 1869, the vessel commenced a single round trip voyage from London to Charleston, South Carolina, chartered by 'Liverpool & Charleston Steamship Line'. But may have been generally used on that route. On Jun. 05, 1872, Adalia, chartered by 'London Line' & commanded by Captain Thomas Sanderson, left London for Quebec, Canada, via Plymouth with general cargo & approximately 125 passengers who boarded at Plymouth. That number is surely a combination of a crew of 39 & 96 passengers (see below) though the numbers do not jive. On Jun. 24, 1872, Adalia ran aground in fog on the S. side of St. Paul's Island, Cape Breton, Nova Scotia, her stern soon 14 ft. under & her bow high out of the water. St. Paul's Island is bad news for all ships but was particularly hazardous for sailing ships in the foggy conditions which abound in the area - it is essentially in the Cabot Strait, the main access to the St. Lawrence River, an isolated island 15 miles off mainland Cape Breton & close to the shipping channels. It would appear that Adalia had stopped in the fog for a couple of hours very close to the island where it ran aground. The nearby lighthouse was supposed to fire guns under such conditions to warn mariners of the danger but apparently did not do so on that occasion because their inventory was low, just 20 cartridges left! No loss of life. 'A party of wreckers were on the island and attempted to plunder, and had to be beaten off by the crew and passengers with firearms.' Passengers & baggage were taken aboard Pictou on Jun. 30, 1872, & landed at Quebec on Jul. 04, 1872. But a now dead website said landed there by Briton. A 'good' part of the cargo was saved by the captain & crew who remained on St. Paul's Island to save what was possible. Now St. Paul's Island is a most difficult island with no easy places where you can land - to land passengers & save cargo must have been a most difficult task. I presume that Adalia was a total loss. The loss of Adalia is confirmed by line 2866 of this U.K. Government 1872 wreck listing page which states that the vessel stranded at St. Paul's Island on Jun. 25, 1872, while en route from London to Quebec with a general cargo, a crew of 39 & 96 passengers - none of whom were lost. Then owned by E. T. Gourley. Can anybody provide more data?
12	Hesperia 449 tons 47271	1864	A barque. Per 1, 2 & 3 (Northumbria, 1869 collision), 4 (a murder aboard this Hesperia? Ex 5). 149 ft. 4 in. long, signal letters VMWH, launched Jul. 1864, crew lists thru 1883 are available via this page. The webmaster has a number of editions of Lloyd's Register ('LR'), ex Google Books, available to him, thru 1880/81, see left. Hesperia was built for E. Jarvis, surely Edward Jarvis, ('Jarvis') of Kingsbridge, Devon, registered at Salcombe, Devon. The vessel's captains in time sequence? T. Rundle, J. Bellett & 'Luckham'. Hesperia likely traded to the Indian Ocean & points east, incl. Cape of Good Hope, Mauritius, Ceylon, Singapore & China. In Sep. 1864, Hesperia sailed for Shanghai, China, & took much longer to reach her destination than was expected - the vessel was becalmed in the Timor Passage, for 70 days. There is a tiny reference in the 'New York Times' to an 1865 voyage from Shanghai, China, to New York, with tea. On the night of Aug. 19/20, 1869, Hesperia, 'Jarvis' in command, was at anchor off Gravesend, River Thames, London, intending to set sail for the far east at daybreak. She had a general cargo aboard - most reports stated that her hull & cargo had been insured for �30,000, but some reports stated that was for the cargo only. Anyway, in the early hours of Aug. 20, 1869, at 1:30 a.m., the anchored vessel was struck by Northumbria, Henry Jones in command, a brand new steamship leaving the Thames on her very first voyage. Hesperia's bow was stove in. It took a while, I read, for the vessels to come apart. When they did so, about 15 minutes later, Hesperia sank. Henry Jones sent a boat to take on board Hesperia's crew. But that crew had already taken to a longboat & made it safely to Clara, anchored nearby, a schooner, also Salcombe based. Northumbria suffered damage of course, but relatively modest. Hesperia was raised on or about Sep. 03, 1859 by the Thames Conservancy - to be pumped out & then taken back to St. Katharine dock to discharge her cargo. She was repaired (I wonder where) & returned to service. I earlier read that Northumbria & its captain were placed under arrest. But that seems, per Henry Jones, to be incorrect, except perhaps in a legal sense. The owners of Hesperia sued the owners of Northumbria for �12,000 in damages & the cargo owners sued also Now the webmaster does not pretend to be a legal expert. The case referred to at link 2 above is important in legal history but seems to be solely about whether interest should be paid on the settlement. Which apparently was limited to the sum of �7,197 a sum computed at �3 per ton of Northumbria's registered tonnage - plus, I think, interest. These contemporary newspaper reports relate to the whole situation - 1, 2, 3 & 4. Hesperia stayed in Jarvis ownership (Edward later William Jarvis), thru 1878 or 1879, per Mercantile Navy Lists ('MNL') of 1870, 1878 & 1879. In LR of 1878/79, the sale of Hesperia to B. Balkwill & Co., fleet owners of Salcombe, is recorded. MNL of 1880 still records William Jarvis but the 1881 edition records George Balkwill as her then owner. In Jan. 1880, the vessel arrived at New York ex Colombo, Ceylon (now Sri Lanka). In 1881 Hesperia was sold 'foreign' & is not recorded in the 1882/83 or later editions of LR. I should indicate, however, that the vessel was still listed in the 'The Record - 1885', i.e. 'Record of American and Foreign Shipping', with a last survey date of Jan. 1880 & with 'Luckham' her captain. Much of the above text was written many years ago. Now, in Apl. 2026, the webmaster has tried to address the later history of Hesperia. It is his conclusion that the vessel was sold, probably in Oct. 1880, to Norwegian owners (names unknown) likely of Arendal (S. coast of Norway nr. Kristiansand) soon after arriving at Ymuiden, Netherlands, on Oct. 04, 1880 - ex Algoa Bay, South Africa, with 'Luckham' in command. Her name was not changed by her new owners. Some Hesperia operational details:- i) On Jul. 17, 1881 Hesperia arrived at Cronstadt (St. Petersburg, Russia) ex Maceio (Macei�, Alagoas, Brazil) with 'Skangen' in command. ii) It would seem that a major storm must have hit Newport, Wales, on Oct. 14, 1881. Hesperia was one of many ships there that broke loose from its moorings & was damaged. Its damage must have been minor, however, for on on Oct. 20, 1881 it was entered out of Newport for Pernambuco, NE Brazil. iii) The vessel left Pernambuco on Jan. 26, 1882 for St. Thomas - going on to Dublin, Ireland. Which port it left for Bell River (I cannot place Bell River but there is such a place in Louisiana, U.S.A., possibly for timber). Word came in Oct. 1882 from Frontera (which I believe is located 12 miles up-river from the mouth of the Tabasco River (now the Grijalva River), Bay of Campeche, Mexico). That nine vessels, including Hesperia ('Skangen' in command) went on shore there on Sep. 11/12, 1882. Hesperia ended up a wreck but her crew were all saved. These news reports relate. I note that the 'Shipping & Mercantile Gazette' published on Oct. 13, 1882 a lengthy list of vessel casualties that, per Lloyd's, had occurred between Oct. 04 & Oct. 11, 1882. Included in that list was a sailing vessel named Hesperia, owned by Norway, of 446 tons, built in 1864. The webmaster would welcome new data, if you can add to or correct the above history. As would Roger Barrett, the source of much of the above info, who years ago now was researching Salcombe based vessels.
13	Zoe 492 tons Hull 6 51186	1865	A composite barque which was launched on Mar. 25, 1865 (possibly on the 17th) & registered, at Sunderland, on May 16, 1865 (scroll to #51186). And had a very short life. Per 1 (Mercantile Navy 1867 List, Zoe). Zoe was built for Candlish & Co. of Sunderland. 151.4 ft. long, signal letters HCJK, a crew list or lists re 1866 is available via this page. Zoe is Lloyd's Register ('LR') listed from 1864/65 thru 1867/68, always, per LR, of 492 tons & owned by Candlish & Co. of Sunderland - with 'G. C'chrne', presumably G. Cochrane, serving as her captain. The Mercantile Navy List of 1867 lists Jno. Candlish, of Sunderland, as Zoe's then owner. For service from Sunderland to Singapore (with the notation of [Expl B.S.] - its meaning? LR of 1867/68 notes that Zoe had been 'Wrecked'. In Oct. 1866, per line 10 here, Zoe went missing while en route from Kurrachee (now Karachi, Pakistan) to Marseilles, France, with a crew of 15 & an unknown cargo. So 15 lives were lost. The listing simply states lost 'On Voyage' with no indication as to where she was when she went missing. Her departure date from Kurrachee is not known to the webmaster. Can anybody provide more data? #1957

Dorothy Thompson
411/432 tons
Hull 12

54838

1866

An iron barque which was launched on Apl. 14, 1866 & first registered on Apl. 20, 1866.
Dorothy Thompson is Lloyd's Register ('LR') listed from 1865/66 thru 1879/80 only.
In all of those years Dorothy Thompson was owned by the 'Tully' family of Sunderland - by Tully Jnr. of Sunderland thru 1874/75, by Tully & Co. in 1875/76 & by J. Tully & Co. from & after 1876/77. The Mercantile Navy Lists ('MNL') of 1867 thru 1871 (1870) confirm such data - i.e. John Tully, jun. of Monkwearmouth, thru 1871, later, from 1872 thru 1880, John Tully of Sunderland.
Per LR, Dorothy Thompson served Caldera, Chile, ex Sunderland in 1865/66 & ex Southampton in 1867/68. Caldera is, I learn, the port from which silver & copper, extracted from mines at nearby Copiap�, Chile, were exported.
The vessel served from Newcastle to Valparaiso, Chile, from 1868/69 thru 1870/71. It served ex Swansea, Wales, in 1871/72 & 1872/73 & served from Shields to Oporto, Portugal, in 1873/74 (the last year for which LR provided voyage data).
Per LR, J. Anderson served as Dorothy Thompson's captain thru 1870/71, 'Mackie' from 1870/71 thru 1873/74, & 'Frostick' from 1873/74 thru 1879/80 - T. Frostick thru 1875/76 & J. Frostick thereafter.
Some Dorothy Thompson operational data:-
i) On Feb. 10, 1869, a California newspaper reported that the vessel had rescued the crew of Golondrina (built at Sunderland in 1862), which had burned while off the Horn when its cargo of coal caught fire - & had landed them at Valparaiso, Chile. ii) Wikipedia advises (thanks!) that on Dec. 06, 1869, Otto, a Swedish brigantine, parted her cables & stranded on Southward Well, Isles of Scilly. In so doing she fouled the cables of Dorothy Thompson. Otto, which had been en route from Jacobstad, Finland, to Bristol, soon became a total loss & broke up. Dorothy Thompson was not damaged. iii) On Nov. 03, 1871, while en route from Huelva (Andalusia, SW Spain) to Newcastle, a Dorothy Thompson crew member was lost overboard when the vessel was off Lisbon, Portugal. iv) Wikipedia advises that on Feb. 06, 1877, Bavaria, a passenger steamship en route from New Orleans, Louisiana, U.S.A., to Liverpool, caught fire in the Atlantic Ocean & had to be abandoned. All those on board took to ship's boats from which they were rescued on the next day, i.e. on Feb. 07, 1877, by Dorothy Thompson.
To digress a little, I learn, thanks in large part to Michael W. Pocock, that Bavaria was built as Petropolis by Caird & Co. of Greenock, Scotland, in 1856, of 2273 tons gross (per LR of 1877/78). In 1858 it became Bavaria, renamed when sold to Hamburg America Line. In 1877 it was owned by Mississippi & Dominion Steamship Co. Ltd., of Liverpool - ON #76386, & caught fire when 151 miles ESE of Savannah, Georgia, U.S.A. I learn further that 64 Bavaria passengers were rescued by Dorothy Thompson & landed at Beaufort, South Carolina, U.S.A.
136.2 ft. long, signal letters HJQG. Crew lists of many years are available via this page.
What finally happened to Dorothy Thompson?
On Feb. 16, 1880, still owned by J. Tully of Sunderland, Dorothy Thompson foundered when 22 miles SSW of The Lizard. She was en route, with a crew of 12, from Newcastle to Cannes, France, with a cargo of 647 tons of coal.
A Court of Inquiry was held into the vessel's loss - it concluded that the foundering was caused by a sudden squall which laid her over on her beam ends - a position from which she did not recover. This summary of the Inquiry (in red), alas, adds little additional information. It would be good to be able, some day, to access the full text of the Court of Inquiry's report.
The date of loss, as reported above, looks to be slightly incorrect. I learn that on Feb. 17, 1880, the No. 4 Plymouth pilot cutter fell in with the abandoned & sinking Dorothy Thompson when about 25 miles SW of the Eddystone. Madge Wildfire, a barque (ON #1096 built at Waterford, Ireland, in 1854), was close to her & part of her crew had, in fact, been on board Dorothy Thompson trying to save her. Dorothy Thompson soon sank.
On Feb. 18, 1880, the master & crew of Dorothy Thompson were landed at Plymouth by Louisa Fletcher (ON #60052, a 1396 gross ton ship, built in 1867 at Saint John, New Brunswick, Canada).
Can you add to and/or correct the above text? #2391

Runnymede
641 tons
Hull 7

29999

1866

Runnymede, an iron barque which was launched on Jan. 01, 1866, is Lloyd's Register ('LR') listed from 1865/66 thru 1878/79.
Its initial owner per LR, thru 1871/72, was Jackson & Co. of Liverpool.
The Mercantile Navy Lists ('MNL') of 1867 thru 1872 rather list Jackson and Honan, of Liverpool as Runnymede's then owners (per MNLs of 1870 & 1872). For service from Sunderland to China in 1865/66 & 1866/67, from Liverpool to Valparaiso, Chile, in 1867/68, & from Liverpool to S. America from 1868/69 thru 1870/71. With, per LR, J. Owens serving as the vessel's captain thru 1867/68 & 'Hore' from 1867/68 thru 1871/72.
From 1871/72 thru 1873/74, per LR, 'F. Carvill & S.', also of Liverpool, was Runnymede's owner for service from Liverpool to Ceylon (now Sri Lanka) in 1871/72 & 1872/73, & for service from Liverpool to S. America in 1873/74. With 'Fearon' her captain from 1871/72 thru 1873/74, maybe T. G. Lewis in 1873/74, & E. (Edward) Way also in 1874 indeed through to 1878/79 per LR. MNLs record the vessel's ownership rather differently. They record Patrick George Carvill, of Liverpool, as the vessel's owner, only in 1874.
Runnymede's final owner, per LR, from 1874/75 thru 1878/79, was J. M. Way of Liverpool. MNLs of 1875 & 1876 list John M. Way, of Portland, Dorset, as the owner of the Liverpool registered vessel. While MNLs of 1877 thru 1879 rather list Jno. M. Way.
A little Runnymede operational history. Thanks to Trove, Australia:-
i) I read, but cannot confirm that Runnymede, in or about 1873, carried grain from Australia to the U.K. ii) On Jan. 15, 1876, the vessel, Edward Way in command, arrived at Adelaide, South Australia, with a cargo of deals (timber). She had left Leith, Scotland, for the Baltic & had loaded timber at Svartwick (Svartvik, S. of Sundsvall, Sweden), for passage to Adelaide via a stop at Portland Roads, Dorset (left Sep. 22, 1875). On Mar. 10, 1876, the vessel left Adelaide for the U.K. with 8,972 bags of wheat. iii) on Apl. 29, 1878, the vessel arrived at Adelaide ex Liverpool (left Jan. 17, 1878), Way in command. On Jun. 15, 1878 Runnymede was cleared for departure ex Adelaide for Browse Island (see below) with materials for the Browse Island Company.
169.8 ft. long, signal letters HGPL, built, I read, with thicker iron plates than the rules required, many crew lists are available via this page.
I understand that from 1876 thru 1887, the 'Browse Island Guano Company', mined guano from Browse Island, a small, 35 acre, uninhabited island lying in the Timor Sea about 110 miles off the Kimberley coast of NW Australia. Guano is, of course, the accumulated excrement & remains of birds, bats, & seals (in this case surely of seabirds) most valuable for use as a fertiliser. Runnymede had been engaged by the above named company for the shipment of guano.
On Dec. 22, 1878, Runnymede, at anchor waiting to take on cargo, was driven onto a reef NE of Browse Island, by the force of a cyclone. The crew (14 in number) were all saved & were landed at Timor (Lesser Sunda Islands, today East Timor & Indonesia) on Jan. 22, 1879 by George Arcle (an 1854 built barque).
Later, at Sourabaya (now Surabaya, Island of Java, W. of Timor), an Inquiry (right column) was held into Runnymede's loss. The vessel's master was, I read, held to be free from blame while the vessel's mate was censured - for reasons presently unknown to the webmaster. This U.K. Government wreck listing page tells us that J. M. Way was at the time of the vessel's loss her owner & E. Way was her then captain.
An Australian website, now long gone, used to tell us that some wreckage, which may possibly be of Runnymede, 'still sits on the eastern edge of the fringing reef with its bow to shore, the site dries at low tide and is easily distinguishable amongst the reef'. At 14.07S/123.33.6E. A 'Heritage' protected site.
Is there anything you can add? And/or correct? Maybe provide a full copy of the Inquiry report? #2396

16	Catalina 500/515 (N/G) tons, later 484/511 (N/G) tons Hull 27 87085 (later)	1868	An iron 3-masted barque, launched in Nov. 1868. Catalina is Lloyd's Register ('LR') listed from 1868/69 thru 1892/93. 151.1 ft. long, signal letters KBND, later QFST, an 1889 crew list is available via this page. Catalina was built for 'Ylurriaga & Co.', of Bilbao, Spain, for service to Ferrol, Spain, & later to the West Indies. There are a number of references to Catalina in 'Welsh Newspapers Online' thru 1874. Carrying coal ex Cardiff & Newport, also Liverpool, to such places as Manila (Phillippines), Havannah (Havana, Cuba), Barcelona, & Simon's Town, Cape of Good Hope, South Africa. In May 1870 the vessel was spoken to, en route from Manila to Liverpool. The '& Co.', would indicate a partnership which likely included 'Ansuategui' (earlier LR listed as, likely misspelled, 'Ausuatequi'), the vessel's captain thru 1878/79 when the vessel was sold to other Spanish owners. Maybe 'Ausuntique'. Simon Monterola has kindly been in touch to advise that his GG grandfather, of Bilbao, was a crew member on Catalina & deserted the ship in Adelaide, South Australia, in May 1875. According to newspaper records he has been able to locate, Catalina left Cheribon (now Cirebon, NW Java), Indonesia, on Feb. 07, 1875 (Pedro Benguria in command) with a cargo of sugar for delivery to the Victorian Sugar Company in Melbourne, Australia (arrived Apl. 04, 1875). The vessel went in for hull cleaning & painting & that accomplished, continued on to Adelaide (arrived May 22, 1875), & then to the U.K. under charter (left Jun. 19 or 21, 1875, with cargo unknown). Simon adds - 'I would love to know more about where the ship came from before picking up the load of sugar at Cirebon. My assumption is that, being a Spanish ship, it had probably visited the Philippines for some reason, but I have not been able to confirm this'. The 1878/79 edition of LR, advises that 'P. Benguria', also of Bilbao, had become Catalina's new owner. With V. Bilbao her captain thru 1880/81 & then J. B. Goitia. In 1882/83 per LR, the vessel, now of 484/511 (N/G) tons, became owned by W. (William) O. Gilchrist (Mercantile Navy List ('MNL') of 1884), of London, with E. Williams her master thru 1886/87. First registered as a U.K. vessel on Apl. 20, 1883 (scroll to #87085). LRs of 1883/84 & 1884/85 list only one British vessel named Catalina - this one. It would seem that Rainier, a ship, was lost near Ujaal in the S. Pacific (Marshall Group) early in 1884. The Rainier crew, along with one passenger, were rescued from the wreck & cared for by South Sea islanders. Such crew were taken aboard Catalina, & landed at Saigon. As per this article. No vessel named Rainier is recorded in applicable LRs. Catalina, still owned by Gilchrist, became registered at Sydney, New South Wales, Australia, in 1886/87 (MNLs of 1887 thru 1990) with Gardiner her captain, maybe replacing Pilkington. In 1889/90, 'F. Hilken', of Vegesack, Bremen, Germany, became Catalina's owner with S. Sch�tte her captain. Thanks to David Watts, I can now tell you what eventually happened to the vessel - as it is advised in Vol. 4 of Richard Lam's Shipwreck Index of the British Isles. In Feb. 1893, Catalina was en route from Bowling, River Clyde, to Cardiff, Wales, to load a cargo of coal - in ballast with a crew of 12. On Feb. 14, 1893, in SW force 11 winds, the vessel was driven ashore on the rocks at the foot of the cliffs 4 miles N. of Crammag Head, Mull of Galloway (1 & 2), Scottish W. coast - at 54.40N/04.58W. Catalina slipped off the rocks but was thrown back by a huge wave & was continuously battered by wind & sea. The vessel eventually capsized, in so doing drowning the 63 year old captain (his name?) who had lashed himself to a mast. The barque was totally destroyed. Just 4 crew members, including Claus Dunker (1st mate) & Jenson (the ship's cook), survived the ordeal - they had jumped or been swept into the towering seas, & clung to rocks until rescued by the Coastguard. Catalina, at the time of her loss, was probably still owned by F. Hilken, as suggested by a Google 'snippet' re a German book entitled 'Von der Galiot zum F�nfmaster. Unsere Segelschiffe in der Weltwirtschaft 1780-1930', published in 1934. The vessel's loss is referred to in this U.K. wreck list published in 1894. And in this 1893 newspaper article. Can anybody provide more data? Another image? No.1852
17	Ganymede 569 (or 573) tons Hull 21 60041	1868	An iron 3-masted barque. Per 1 (arrival of Ganymede at Timaru, New Zealand ('NZ'), in Dec. 1881), 2 (Nelson Evening Mail, NZ, 1909 article, 3 (image, Ganymede), 4 (An Arthur L. Haylock watercolour of Ganymede, a hulk, at Wellington, in Dec. 1920). 167 ft. 6 in. long, iron hull & masts, accommodation for 40 passengers (20 in saloon & 20 in fore cabin), crew of 18, signal letters JHTG. Ganymede was built for 'Jackson & Co.' of Liverpool, which would seem to mean 'James Jackson or James Jackson & Co.'. Built for the 'West Coast of America copper trade'. In 1873 or soon thereafter, Ganymede was sold to 'Thompson & Co.' (Thos. Thompson of Halifax), also of Liverpool. And was engaged, it would seem, in trade between Adelaide, South Australia, Cape of Good Hope (South Africa) & Mauritius. The 1880/81 edition of Lloyd's Register records the vessel as sold to H. C. Fletcher, of Adelaide. When in Adelaide, the vessel suffered a fire which destroyed her cabin accommodation. She was especially surveyed, for the account of A. (Alexander) White ('White'), coal & produce merchant, of Timaru, NZ, who on or about Oct. 17, 1881 purchased the vessel & refitted her. Ganymede returned to Newcastle, New South Wales, & left that port under the command of Captain J. Morgan (image) with a cargo of coal for Timaru. It arrived there on Dec. 02, 1881, to be greeted by the new owner, a grand reception & a banquet. The vessel was clearly in tip-top condition at that time. Registered at Lyttelton, NZ, it was used in the 'Home trade'. On Feb. 17, 1889, Ganymede, J. Allison in command, left Timaru for London, with a cargo that included 2,968 bales of wool. At a date unknown to the webmaster, Ganymede, under the command of Captain Morton, was caught in a gale off the Snares, (an island group 200 km. S. of NZ South Island) & was dismasted. The vessel was refitted & served until 1893 when laid up at Timaru. White then had financial difficulties as a result of which the vessel was sold to W. (Walter) S. Waterston, of Invercargill, NZ, who used her to serve Australia & South Africa, in the inter-colonial trade, presumably to & from England. In Jul. 1907, the vessel carried timber from Greymouth, NZ, to Melbourne. On May 31, 1909, Ganymede was sold again, at Christchurch or maybe at Lyttelton. To William Todd, an auctioneer of Invercargill, it would seem. On Mar. 04, 1910, the 'Evening Post' advised that the vessel had been sold by Mr. Todd to an unnamed Otago firm, for use as a hulk either at Port Chalmers or Wellington. Her last voyage would appear to have been from Hokianga (NW, North Island) to Sydney & Newcastle with timber, returning to be hulked. She was a hulk at Port Chalmers in Aug. 1910. An e-Bay item advised that the vessel was hulked, at Wellington, NZ, in 1912. But that date may well be way off. It surely was (4) a hulk at Wellington in Dec. 1920. This site advises, referenced to 'Evening Post' of May 21, 1934, as follows:- 'GANYMEDE'S LAST TRIP The Union Company hulk Ganymede, which is to be broken up at Nelson, left her moorings in Evans Bay in tow of the Titoki shortly, before 7 o'clock yesterday morning.' We thank 'paperspast' of NZ, for much of the above data. Can anybody provide more? Another image? No.1872
18	*Cosmopolyta* 515 (498 net) tons Hull 29 78439 (later) Cosmopolita Serita Angelino	1869	A 3 masted iron barque that was launched on Feb. 13, 1869 & completed in that month. Per 1 (detailed history, now in archive Cosmopolita), 2 (Italian page, vessel history, image Serita). 151.4 ft. long, later 151.6 ft., signal letters WBGM, later JGRK & SHDP. The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. *Cosmopolyta* was built for 'Olano & Co', of Liverpool. For service to Spain & later to the Far East (Manila, Philippines). In 1875, the vessel was transferred to 'Olano, Larrinaga & Co.', of Bilbao, Spain, & became Bilbao registered. It would seem that at that time the vessel's name became Cosmopolita. In 1881, Cosmopolita was sold, to 'Morgan Tutton', managing owner, of Swansea, Wales, & became Swansea registered. As per the Mercantile Navy List of 1890. On Sep. 30, 1896, the vessel was sold to 'Nils Svensson Fex and partners', of Lerhamn, Sweden. In 1899, Cosmopolita was sold again, for SEK 30.000, to 'H. R. Lassen' ('Lassen'), of Hamburg, Germany, & renamed Serita. Many sales soon followed with no change of vessel name. In 1903, upon the death of Lassen, the vessel was sold to 'Giovanni Lubrano' or maybe 'S. Lubrano fu Z.', of Naples, Italy, & in 1905, to 'Rev. D. Gennaro Nugnes', also of Naples. In 1907, the vessel was sold to 'B. Schiaffino fu P.', of Genoa, Italy, & in 1908 was sold to 'Mrs. E. Canale', also of Genoa. In 1911, the vessel was acquired by G. Montefiore, of Monaco. The vessel was sold in 1916 to 'Giovanni Ferrara' of Torre del Greco & was then sold for the last time, in 1916, to 'Ditta G. Pittaluga' of Genoa, Italy, & renamed Angelino. Later that same year, in Dec. 1916, Angelino was sold to Torre del Greco ship breakers & broken up. The WWW available ownership data re this vessel is somewhat confusing - it would be good to be able to access the data in later editions of Lloyd's Register. The American & Foreign Shipping 'Record', of 1889, reports (see left) M. Fulton, of Swansea, as then being the vessel's owner - a name not referenced above - a listing mistake, possibly. It seems likely to relate to Morgan Tutton as above. Can you add to and/or correct the above? This listing was first created many years ago. The website 'bruzelius.info' was important in that regard, a website that seemed to be gone but is still available, as you can see above, in archive.

Pepita
241 later 224 tons
Hull 35

69309

Flora

1869

Initially an iron brigantine, later a barque, later a brigantine again.
Pepita, completed in Oct. 1869, is Lloyd's Register ('LR') listed from 1869/70 thru to 1885/86. And in 1887/88 I now see.
Pepita was initially owned, thru 1873/74 by 'de Zuricaldy' of Bilbao, Spain, with 'Sagre' serving as her captain. For service from Sunderland to Bilbao.
In 1873/74, LR advises that J. Pender had become the new owner of the vessel, now a barque & renamed Flora, registered at Liverpool, with W. J. Rule & then 'Ferris' serving as her captain - for service from Liverpool to Africa. The Mercantile Navy List ('MNL') of 1875 reports 'John Pender' as being of Manchester.
Part way thru 1879/80, per LR, J. T. Cowley became Flora's owner, thru 1882/83, with P. H. Cowley & then 'Turner' her captains. MNL records the Liverpool registered vessel as being owned from 1880 thru 1883 by John T. Cowley of Manchester.
LR of 1882/83 reports the Liverpool registered Flora as now being owned by P. H. Cowley & Co. & a brigantine again, while LRs of 1883/84 & 1885/86 report the ownership changing from P. H. Cowley & Co. to McVicar, Marshall & Co., with 'Turner', then 'Black' & then 'Chichester' serving as the vessel's captains.
MNLs of 1884 & 1885 report Anthony R. Marshall of Liverpool to be the vessel's owner or managing owner. All a bit confusing - sorry about that!
110.6 ft. long, later 111.0 ft, signal letters NDMR. Crew lists, thru 1886, are available via this page.
An English & French edition of LR of 1887/88, in red, (but not the English) reports that the vessel had 'Stranded'. I cannot tell you yet where nor exactly when. Likely in 1887.
Can you tell us? #2280

David Burn
750/480 (G/N) tons
Hull 42

65568

1871

David Burn, an iron steamship which was launched on Mar. 23, 1871, & completed, I have read, on May 02, 1871, is Lloyd's Register ('LR') listed from 1870/71 thru 1873/74, owned by R. Hindhaugh of London. Such LR listings are, to the webmaster at least, a modest puzzle. See below.
I note that 'Lloyd's Register Foundation' makes available some survey documents for the vessel, including this Survey, dated May 04, 1871 & conducted while the vessel was being constructed.
David Burn was registered, at London, on May 05, 1871.
On May 06, 1871, per line 2129 in this U.K. Government wreck listing page, David Burn was involved in a collision & sank near Marsden Rock (located near Souter Point, 1 mile south of the mouth of the River Tyne). A crew of 18 along with 69 passengers were aboard at the time - none of them lost. Then owned by, the text should correctly read, Robert Hindhaugh.
Why is all of that a puzzle? David Burn is stated to have been on its trial run. Does not a trial run take place so that the vessel's owner-to-be can check that the vessel is up to specification before he accepts it? If that understanding is correct the vessel should have still been owned by its builder & not by its intended purchaser. But I am clearly wrong, at least in this case.
What exactly happened?
On May 06, 1871, at about 3 p.m., David Burn, intended for the coal trade between Newcastle & London & owned by D. Burn & Robert Hindhaugh (both of Newcastle) & partners, left the entrance to the Tyne Dock for her trial trip. Under the command of Captain William Esson & with Thomas Tinmouth, a pilot, aboard. About 1 1/2 hours later, the ship was enveloped in dense fog & brought up about a mile SE of the harbour until the fog cleared. Out of the fog came Earl Percy, a steamer en route from the Tyne to London, proceeding under a full head of steam, under the command of James William (known as William) Newton (1831/1906). With a general cargo & 40 passengers.
David Burn was struck amidships on the starboard side, to sink stern foremost a few minutes later at about 5 p.m. Before she sank, all of the David Burn passengers & crew were successfully transferred to Earl Percy, which also was significantly damaged.
There were two casualties only, a dog that died & the David Burn's steersman (of Wisbeach) had his left arm badly hurt & was disabled for two months.
Rambler, a steam tug, took all of the passengers & crew from Earl Percy & safely landed them at New Quay, North Shields. David Burn had only been insured at 12 noon that day - for �14,000 or �15,000 (reports vary). I have read that she was worth between �15,000 & �20,000. You can read about the collision here ex this (1 & 2) fine Google volume. The collision was extensively covered in the newspapers of the time. A couple of contemporary news reports - 1 & 2.
200.5 ft. long, 90 HP engines by Hawks, Crawshay and Sons of Gatehead, no crew list is available.
The necessary repairs to Earl Percy were estimated at about �400 to �500. While the almost submerged (just the masts above water) David Burn became a major danger to shipping in the Tyne area & notices to that effect were widely published. Divers went down to examine the ship's hull on May 22, 1871 & it was later reported that in about mid June the vessel had broken into two pieces. Many attempts were made to raise the ship's sections. The last definitive reference that the webmaster has seen to the situation was that an attempt to raise her on Aug. 05, 1871 failed when the chains slipped. It would seem likely that the sections were raised later in Aug. 1871.
The webmaster wonders whether there were any lawsuits related to the collision. But he has not seen any references to any such lawsuits.
I wonder why David Burn was still LR listed as late as 1873/74?
Two marine artists were amongst David Burn's passengers that day. I would be astonished if they did not create paintings or prints of the disaster scene.
Earl Percy was not built at Sunderland. She rather was built at Jarrow (S. bank of River Tyne, E. of Newcastle) in 1857 - by Palmer�s Shipbuilding and Iron Co. Ltd. - of 544/841 (N/G) tons per LR of 1874/75, of 543 tons per Turnbull's Shipping Register of 1874 - ON #51362.
This vessel listing was extensively revised in early Jan. 2024, when a message was received from Tom Fitton (thanks so much!) - whose 2x great-grandfather was Captain James William Newton, the captain of Earl Percy. Tom kindly provided a photograph of the collision scene (at left). Which seems likely to be a photograph of a watercolour painting. The webmaster had thought that marine artist J. G. Campbell, one of the two marine artists aboard David Burn at the time of the collision, likely was the artist concerned, but Tom believes, based upon an interview that 'Campbell' gave, that it was rather by a colleague of 'Campbell'. Could it have been by W. T. Baldwin, a marine artist who also was aboard David Burn? I note that the publication of the 'carte de visite' is referred to in this May 17, 1871 newspaper report.
Last but not least, Tom Fitton tells me that he has lots of information about the life & career of Captain Newton, should any site visitor/researcher wish more data about him. The webmaster will gladly forward to Tom any correspondence he receives re such captain.
Can you add anything additional? #2904

21	Hutton 1528/2343 later (from 1879/80) 1515/2323 tons Hull 41 67298	1871	An iron, brig rigged, steamship. Hutton, which was launched on Sep. 16, 1871, is Lloyd's Register ('LR') listed from 1871/72 thru 1882/83. 300.0 ft. long (301.0 ft. from 1875/76), signal letters WRDP, 200 HP engines by George Clark of Sunderland. Hutton was, per LR, owned thru 1879/80 by Heald & Co. of Newcastle, for i) initial service from Sunderland to India, ii) to New York ex London in 1872/73 & iii) from Liverpool to India in 1873/74. With J. Castle, per LR, serving as the vessel's captain until part way thru 1872/73 & F. W. Hodges thereafter thru 1879/80. Now per LR, H. Clapham, also of Newcastle, was Hutton's next owner, in 1879/80, with J. K. Henderson serving as her captain. But that surely is incorrect. The Mercantile Navy Lists ('MNL') tells us that Joseph Heald was the vessel's owner thru 1877. In 1878, MNL lists Charles Mitchell of Low Walker, Newcastle, as the vessel's then owner. MNL of 1879 lists William Swanston of Newcastle. Only from 1880 thru 1883 does MNL list Henry Clapham, of Newcastle, as the vessel's owner. I read that in Aug. 1875, Livorno (ex Mecca, Iliff Mounsey & Co., 1871) broke her transmission shaft twice when in the Red Sea. And that on the 2nd occasion, Hutton came to her rescue & towed Livorno to Aden. As per this extensive 'pdf' which I should note, refers rather to James Hutton, in error. LR of 1882/83 notes that the vessel had 'Stranded'. On Dec. 12, 1882, Hutton (then valued at c.�30,000) left Bombay (now Mumbai) India, for Port Said, Egypt, with a cargo of about 2,700 tons of linseed & a crew of 28. The vessel safely passed Aden (left Dec. 21, 1882) & proceeded up the Red Sea. In conditions of poor visibility, the vessel sailed thru the Small Straits between Perim Island & the Arabian coast. Soon after 4 a.m. on Dec. 22, 1882, Hutton went aground S. of Obstruction Point, Perim Island. Efforts to back the vessel off had no effect. Over the next 4 days, the pumps were manned to try to control the rising water in the vessel's holds & cargo was jettisoned. At midnight on Dec. 22, 1882, further effort being futile, the pumps were stopped - next day the captain left for Aden to arrange for the salvage of his ship. About 1/4 of the vessel's cargo was eventually saved. The wreck was later sold at Aden for R3,200. One crew member drowned in trying to reach the shore. A Court of Inquiry was held in Aden on Jan. 05, 1883. Such Court determined that under the weather conditions Hutton's captain should have used the lead in negotiating the Small Straits & that the captain 'was guilty of rash navigation ...'. His certificate was suspended for a 3 month period. All as per this detailed summary of the events. The report does not name the vessel's then captain. Now the webmaster tried to skim through the many Hutton references in Lloyd's List to spot the name of her captain. Just one of them seemed to name the captain - Hutton. Can anybody provide more data and/or correct the above? #2227
22	Broomhall 1380/1430 (N/G) tons later 1338 tons Hull 64 68272	1874	An iron ship which became a barque in 1880/81. So far as I can see, *Broomhall* is Lloyd's Register ('LR') listed from 1874/75 thru 1894/95 at least. I use such words because not all editions of LR are available to the webmaster, & the 1895/96 edition in particular is not available. LR of 1875/76, in green. *Broomhall* was launched on May 30, 1874 as *Acton Bridge* & was owned, per LR, from that date thru 1894/95 by W. S. Croudace of Dundee, Scotland. On Apl. 10, 1876, *Broomhall* left Shields for Rio de Janeiro, Brazil, with 1700/1800 tons of coal & with a crew of 28 all told. The vessel was then owned by William Storey Croudace & two others of Dundee. Having discharged her cargo at 'Rio', the vessel proceeded in ballast to Calcutta (now Kolkata), India, to there load a cargo consisting mainly of 1,700 tons of baled jute, for delivery to Dundee. Broomhall encountered severe weather, particularly in the Bay of Bengal & near the Cape of Good Hope. On Jan. 09, 1877, the vessel developed a strong list to starboard, when at 28.37N/37.37W - in the North Atlantic about 1,100 miles SW of the Azores. With great difficulty the vessel changed tack. It took the crew until Jan. 18, 1877 to discover & temporarily fix the problem which was that the outlet pipes re 5 of the vessel's 6 water closets had been broken, presumably by the stress of the sea & weather, & were permitting water to enter the cargo area. About 15% of the cargo of jute had to be jettisoned in both getting access to the pipes & in plugging them. Broomhall arrived safely at Dundee on Feb. 06, 1877. How do I know all of this? A Board of Trade Inquiry was held into the matter in early Mar. 1877 - the report of such Inquiry can be accessed here, thanks to Southampton City Council (Plimsoll). I cannot spot, in that report, the name of Broomhall's captain at the time, but it was likely was H. Bate. A shorter summary of the hearing is available here. Time has not permitted the webmaster to search for data at Trove, Australia & at Paperspast, New Zealand ('NZ'). It would seem, however, that on Jun. 30, 1877 Broomhall, under charter to Shaw, Savill & Co. & under the command of H. Bate, arrived at Wellington, NZ, with 12 passengers & a cargo which included equipment for the Wellington tramway (1). The vessel was in New Zealand & Australia later also - in the 1890/92 period. In mid 1881, Broomhall was en route from Hull to Calcutta with a cargo of railway ties, coal & coke. It went aground on Sakral Sand, Hooghly River, Calcutta, on Jul. 20, 1881 (ex here), was floated off after 10 hours & suffered no damage. In early 1894 or thereabouts, *Broomhall* was en route from Hamburg, Germany, to New York. It was hit by a succession of cyclones, was driven far to the north to a point between Greenland & Iceland & eventually made New York after a voyage of 113 days. As per this para ex page 143 (true) of this 'pdf' volume. In Jul. 1895, Broomhall was sold to an Italian owner for �4,500 as per this newspaper cutting. LR of 1894/95 is most difficult to read. I think that it reads that the vessel had become owned by S. Repetto, of Genoa, Italy. *Broomhall* is Mercantile Navy List ('MNL') listed from 1875 thru 1895, always registered at Dundee. Its owner or managing owner thru 1888 (1880) was Wm. S. Croudace of Dundee, however from & after 1889 (1892) such name was recorded as William S. Croudace. A ship thru MNL of 1881, & a barque thereafter. 243.7 ft. long, signal letters NJMV, many crew lists are available via this page, per MNL from 1891 of 1338 tons. What finally happened to Broomhall? I read (thanks Histarmar!) that in Sep. 1895, *Broomhall* was involved in a collision off Cape Horn & sank. The collision was, in fact, on Aug. 29, 1895. I gather ex (Hawaii Newspaper p#8) that Captain Repetto & 6 Broomhall crew members were lost in the disaster. The vessel was en route from the Tyne to Caleta Buena, Chile, when it collided with *Condor, a British barque, en route to Caleta Buena from Rio de Janeiro. The Broomhall* survivors were landed by *Condor* at Montevideo, Uruguay. *Condor* was badly damaged in the collision. Now the webmaster has read that the collision occurred off Staten Island. At 55.40S/63.30W. Not the Staten Island in New York harbour but rather Isla de los Estados, Argentina, in the South Atlantic near the southern tip of South America. These reports (1 & 2) summarise the Inquiry into the collision, which Inquiry was held at Montevideo. At such Inquiry *Broomhall* was held to be solely responsible for the collision having failed to maintain a proper look out. Can you tell us anything additional? #2836
23	HMS Cygnet 455 tons Hull 60	1874	A Forester Class composite Navy steam gunboat. At its time of launch, the 15th Navy vessel of the name. Per 1 (fine & extensive history 35% down). HMS Cygnet was built for Royal Navy. 125 ft. long, 4-gun. In Jun. 1876, HMS Cygnet took part in a small expedition up the river Niger (West Africa) to restore British trade in the area. Also that year was in the fleet that blockaded Dahomey (now Benin, West Africa) on the coast of Nigeria for 11 months. Re-commissioned in Malta in 1879. In 1882 HMS Cygnet was in the 14 ship fleet which bombarded Alexandria, Egypt. And assisted Condor in an attack on Fort Marabout, located on a promontory at the west end of the bay at Alexandria. Cygnet anchored so close to the fort that the enemy's guns could not be depressed sufficiently to attack her. In 1885, the vessel took part in the Egyptian campaign & assisted in the defence of Suakin (NE Sudan) from the Mahdists. HMS Cygnet was sold & broken up in 1889. Can anybody provide more data?

24	*Delscey* 704 tons Hull 68 70954 Vidonia	1875	An iron barque. Per 1 (image, Yorke oil painting, Delscey). The webmaster has a number of editions of Lloyd's Registers, available to him, thru 1898/99, see left. 55.2 metres long perpendicular to perpendicular, 181.0 ft., signal letters PNTF, many crew lists are available via this page. Delscey? An unusual name, I wonder as to its origin. *Delscey* was built for Shallcross & Higham, of Liverpool. By the 1894/95 edition of Lloyd's Register, Japp and Kirby, also of Liverpool, were the registered owners, with no change of vessel name. In 1897 or 1898, *Delscey* is said to have been sold to 'Mentz Decker & Co.', of Hamburg, Germany, & renamed Vidonia. But Japp & Kirby were still the owners in 1898/99 though the change of name, to Vidonia was noted - the new owner's name was likely recorded in the badly scanned Supplement. There are a few references to Vidonia in service in Australian waters:- On Mar. 08, 1899, Vidonia, Captain Voss in command, arrived at Rockhampton, Queensland, with a cargo of salt ex Sharpness, Gloucestershire, which it had left on Dec. 01, 1898. After unloading, the vessel proceeded to Newcastle, New South Wales, (arrived May 10 or 13, 1899 & left Jun. 04, 1899) to load 1174 tons of Wallsend coal for Valparaiso. There are later (1900) Australian references also. A Feb. 1905 reference, available here in archive, indicates that Vidonia, en route from Petty Harbour, Newfoundland, to Bahia, Brazil, was caught in ice, off Petty Harbour, & was crushed ashore. But - it must have been another barque of the identical name. I have found no WWW references to what later happened to Vidonia, but Miramar years ago came to my rescue. Miramar advised 'wrecked off Borkumriff 26.2.07 & BU' which would seem to indicate that the vessel was wrecked at Borkumriff, North Sea, off the Island of Borkum in the East Frisian Islands of NW Germany. But later re-floated & broken up. Thanks to Arie Jan de Lange's research of Dutch newspaper records, we can advise that Vidonia, Captain Voss in command, was en route from Hamburg, Germany, to Guayaquil, Ecuador, with cargo when it went aground. Otto Hass, a lifeboat, (an image source, now in archive) saved seven of the crew & left eight aboard. The earlier image sources are mainly long gone - here is what I still have) Later, an attempt to salvage the wreck was made, but the project was abandoned. A German company with 4 large tugs then succeeded in recovering the wreck of Vidonia & took it to Emden, where it stayed just a couple of days - until the wreck was taken on to Hamburg with the help of two barges. And presumably was there broken up. Thanks to Arie, five 1907 Dutch press clippings - difficult of WWW translation - are at left & above. An 1886 oil painting of Delscey by William H. (Howard) Yorke (1847/1921) was sold at Sotheby's, London, on May 29, 2002, for �7,285 - image at left & at link 1. The work depicts 'Delscey signalling for the Falmouth pilot, with a cutter in the background'. Can you help correct the above and/or add to the data? Another image? #1831
25	Opal 2162 (or 2120) tons Hull 63 Laid down as Magicienne	1875	A British Navy steam corvette. Per 1 (Opal), 2 (image, left of 2 vessels), 3 (said to be a Henry King (1855/1923) photo at Sydney, dating from 1875 but more likely dating from very much later, i.e. 1889/1892), 4 (1885 engraving. Opal firing 17 gun salute at Albany, Western Australia on Jul. 08, 1885.). This listing may well contain unintended errors. 12 guns, composite construction. A long gone link described the vessel as 'Cruiser 3rd Class, late Corvette.' The vessel was ordered & laid down as Magicienne, but commissioned at Sheerness, Kent, on Jan. 10, 1876 as HMS Opal. 1879 in Pacific. 'Ordered home to Spithead. 14 guns.' In Apl. 1886 Opal was sold to Australia? Or just deployed there? Opal was re-commissioned, on Oct. 27, 1886, at Sydney, Australia. An expired e-Bay item said 'Reduced to barque rig in 1880s'. (Which now makes some sense. Since Link 4, dating from 1885, shows a steam vessel but links 3 & here , dating I believe, in fact, from c. 1889/92 show a sailing vessel. HMS Orlando, shown in those images, was not built until 1886.) The vessel was the first 'composite' corvette built for the Royal Navy. Opal was sold in 1890 to Australian owners? And sold on Aug. 11, 1892? Scrapped 1892 (have read 1891 also). I wonder where the vessel was scrapped? Can anybody provide more data? The data above is most confusing!
26	Glandinorwig 1107 tons Hull 85 74870 Sivah	1876	An iron 3-masted barque. Per 1 (Norwegian page, extensive data, image, Sivah & Glandinorwig), 2 (vessel history), 3 & 4 ('Vallejo Gallery' & 'Christie's', data, painting, Glandinorwig), 5 (half block builder's model of vessel). 66.7 metres long, perpendicular to perpendicular, 215 ft. 6 in., or 219.0 ft. long, signal letters WTSR, carrying royals over single topgallant sails. Have read described as 'flush decked'. Glandinorwig? I think a slate mining village in N. Wales & a slate works. The webmaster has a number of editions of Lloyd's Registers, thru 1889/90, ex Google Books, available to him, see left. Glandinorwig was built for W. E. Jones, of Port Dinorwig, Menai Strait, Caernarvon, Wales (Y Felinheli today). In May 1877, Glandinorwig became jointly owned by Samuel Jones of Glandinowig, William Parry of Llanddeiniolan, Hugh Williams of Llanbeblig, & D. P. Williams, the latter being the managing owner. D. P. Williams was, I read a Llanberis, Caernarvon, druggist, who through either 'Gwynedd Shipping Company' or 'Eryri Shipping Company' or both, owned/managed four vessels engaged in the shipment around the world of Welsh slate, mined from the Snowdonia region of North Wales. Glandinorwig was one of those four ships, the others being the 'practically identical', Glanivor, Glanpadarn & Glanperis, all of which were also Doxford built. I read that Glandinorwig principally traded with North America, returning with either cotton from New Orleans, or Canadian timber. However the vessel would also seem to have travelled to the Far East (returning with spices, silk & silver) & to Australia. On Apl. 26, 1882, indeed, in a Port Adelaide, Australia, court, H. H. D. O'Kelly, a steward aboard Glandinorwig, charged R. Williams, the ship's captain, with unlawfully assaulting & beating him. On Oct. 27, 1882, Thomas E. Walton, an apprentice, fell overboard during a squall. William Coleman, the boatswain was found guilty of dereliction of duty in not ensuring that the captain knew that a man was overboard. In 1886, Glandinorwig was sold or transferred to Williams, Jones & Co., also of Caernarvon. On Nov. 04, 1889, the vessel arrived at Sydney, Australia, from Hamburg, Germany. On Sep. 26, 1894 the vessel was at Rio bound for Portland, Oregon. In 1899, Glandinorwig was sold to 'A/S Sivah', Hans & Axel Hanssen, of Arendal, Norway, the managers, & renamed Sivah. On May 06, 1908, Sivah was reported as being ashore at Hokianga, New Zealand, as a result of a heavy gale. It must have been got off. Since in Jun. 1908, Sivah left Hokianga, for Sydney with 800,000 ft. of kauri timber. Manager changes in 1909 & 1911, to Axel Hannsen & then to O. P. Olsen. I read that in 1913 Sivah was stranded at Weymouth, Nova Scotia, Canada, was later refloated & presumably repaired. In Nov. 1913, Sivah was sold, for 45,000 Norwegian crowns, to Otto Lindell, of Ecker�, �land Islands, Sweden, & used in the West Indies logwood trade. In Aug. 1914, the vessel was laid-up, re WW1, at Copenhagen, Denmark, thru 1916. In Feb. 1917, Sivah was sold again, for FIM 340.000, to 'Rederi A/S Sivah', George Stenius, of Helsinki, Finland, the manager, with no change of vessel name. And in 1919, the vessel was sold, for DKK 600.000, to 'Rederiet Falken A/S', Erik B. Kromann, of Svendborg, Denmark, the manager. In the 1st quarter of 1923, Sivah was broken up at German ship breakers. Can anybody provide more data? Another image?
27	*Scottish Hero* 911 tons (became 929 tons when re-measured Sweden May 30, 1914) Hull 79 73670 Saturnus	1876	An iron barque. Per 1 (data), 2 [Scottish Line, Scottish Hero (1)], 3 (passenger lists, Scottish Hero - other places also), 4 (images of vessel & of Captain Fraser, & 1876 passenger list), 5 (voyages to Australia). *Scottish Hero* was built for McIlwraith, MacEacharn & Co., of London, (Scottish Line), for the emigrant trade to Australia & New Zealand ('NZ'). 196.6 ft. long, 59.9 metres perpendicular to perpendicular, signal letters PWNM. *Scottish Hero's first such voyage left London on Aug. 19, 1876, & arrived at Rockhampton, Queensland, on Nov. 28, 1876. James Fraser, the master, from 1881 to 1890. On or about Apl. 05, 1882, Scottish Hero* dragged its anchor at San Francisco & was in collision with City of Paris, which vessel would seem to have suffered the greater damage. On Oct. 20, 1883, while en route from London (Gravesend) to Rockhampton, *Scottish Hero* was in collision with Ella of Quebec (a barque), at anchor in the Downs (E. Kent coast). The vessel was delayed 5 days for repairs. Slight damage to Ella of Quebec. The vessel clearly did not just travel to Australia & NZ - also Portland, Oregon, & ports in Chile, & Argentina were visited. On Dec. 07, 1889, the vessel ran aground entering Brisbane, Australia - not damaged. *Scottish Hero* was sold, in 1893, to A. H. Arnold, of Brake, Germany, & renamed *Saturnus. And sold in 1900 to G. O. K�ster, also of Brake, Germany. And sold again, in 1905, to 'A/S Saturnus (Chr Trondsen)', of Sarpsborg, Norway. And sold, on May 30, 1914, to 'Oscar Mod�n and partners', of Simrishamn, Sweden. Became 929 GRT. On Oct. 12 (or maybe Oct. 13, 1915), Saturnus* was abandoned, a danger to shipping in the North Atlantic (at 49.4N/29.48W), on a voyage from Miramichi, New Brunswick, Canada, to Cork, Ireland, with timber. The crew were saved by British steamer Colorado. Much of the above is thanks to Fraser Morrison, a site visitor, who kindly provided his research paper which includes an extensive listing of Scottish Hero voyages from 1876 to 1893. And provided also his research study of McIlwraith, MacEacharn Ltd. & its fleet, available here. Can you help correct and/or add to the above?
28	*Scottish Knight* 875/916 (N/G) tons Hull 80 73682	1876	An iron passenger/cargo barque, launched on Jun. 08, 1876 & first registered, at London, on Jul. 04, 1876. Per 1 (Scottish Knight, launch), 2 (Scottish Line, Scottish Knight), 3 (maiden voyage, low on page, but the reported arrival date is, I believe, incorrect), 4 (Lloyd's Survey document at time of construction - many more survey documents are available thanks to Lloyds Register Foundation). The webmaster had a number of editions of Lloyd's Registers, ex Google Books, available to him thru 1889/90, see left (many more today). Scottish Knight was built for McIlwraith, MacEacharn & Co., of London, (Scottish Line), for the emigrant trade to Queensland, Australia. However, in 1880, such trade ended when the Queensland Government contracted with 'British India Associated Steamers' for such service. Scottish Knight continued to trade with Australia - carrying wool, produce & passengers, but also travelled to U.S.A., Chile, etc. Scottish Knight is Mercantile Navy List ('MNL') listed from 1877 thru 1896, always registered at London. From 1877 thru 1891, Andrew McIlwraith, of London, is consistently recorded as the vessel's managing owner. MNLs of 1892 thru 1896 rather record 'The Scottish Line, Lim.', of London, as the vessel's owner with Andrew McIlwraith her manager. 196.0 ft. long, 59.7 metres perpendicular to perpendicular, signal letters PWNV, many crew lists are available via this page. Some best-efforts *Scottish Knight* operational data:- a) On her maiden voyage, *Scottish Knight* left London (Gravesend) on Sep. 29, 1876, & arrived at Cleveland Bay, Townsville, Queensland, on Jan. 23, 1877. b) On Jan. 12, 1880, the vessel, Captain Lawson in command, struck a shoal near Sandy Cape, Queensland, Australia, was beached at Port Curtis, an island off Gladstone, Queensland, & later was re-floated & repaired. A contemporary news report. c) Bill Sargent advises that John Rose, Bill's g-grandfather, was one of 295 immigrants aboard Scottish Knight when it left Glasgow, Scotland, for Mackay, Queensland, on Jul. 15, 1882, captain Lawson in command. Carrying, amongst its cargo, machinery for the Habana sugar mill at Mackay. The vessel arrived at Mackay on Nov. 02, 1883. A passenger list re such voyage. An extensive account of the voyage, written much much later. d) On Jun. 23, 1886, the vessel, Captain Gray in command, left London for Maryborough, Queensland. After a voyage of 95 days, it arrived at Maryborough on Oct. 18, 1886 with 245 passengers - now under the command of Robert Irvine, previously the vessel's first officer, who assumed command upon the death of Captain Gray on Aug. 29, 1886 - Captain Gray had been ill for many weeks with consumption. An extensive account of the voyage. What finally happened to *Scottish Knight? On May 05, 1895, the vessel left Newcastle, New South Wales, Australia, for Tocopilla (northern Chile), under the command of W. E. Little, with a cargo of Duckenfield coal. In Feb. 1896, Scottish Knight* was near the end of her voyage from Tocopilla to Leith (Edinburgh) via Queenstown, Ireland, with a cargo of nitrates when, on Feb. 11, 1896, in fog, it struck Longships Rocks, 1 1/4 miles off Land's End, Cornwall. The vessel was taken in tow by Henry Fisher, a steamer, but never reached safe haven at St. Ives, Cornwall. The vessel foundered 2 miles off the coast near Pendeen, at 'Three Sisters Oar'. With no loss of life. The crew of 18 were landed at St. Ives by Pilot Cutter 49, of Cardiff. An Australian account of the vessel's loss. We thank Fraser Morrison for much of the earlier data above, since expanded. Can you help correct and/or add to the data? An image?
29	*Barbara* 1108 tons Hull 86 76475	1877	An iron barque. Per 1 & 2 (both re Capt. Pritchard's watch, images), 3 & 4 (reports re Board of Trade stranding inquiry ex 'Liverpool Mercury' of (3) Dec. 20, 1881 & (4) Dec. 22, 1881), 5 (hard to access) & 6 (two Barbara wreck videos thanks to Richard Hughes), 7 (Amlwch vessels, incl. ref. to Barbara) . Alas a 3:19 min. 'YouTube' video by BBC Wales is no longer available. 220.0 ft. long, 67.1 metres perpendicular to perpendicular, signal letters QMHK. Barbara was built for Capt. William Thomas & other shareholders of Amlwch, a village on the NE tip of the Island of Anglesey, just off the North Wales coast. Capt. William Thomas (or maybe W. Thomas & Co. or Capt. William Thomas and Sons), I read, built, owned & managed schooners & ketches in the 19th century & also had a yard at Duddon in Cumberland. He had dealings with but was not related to another William Thomas - of Liverpool. But Barbara was registered at Liverpool. Under the command of Captain John Jones, (of Catherine Street, Cardigan, West Wales), Barbara was wrecked at Freshwater Bay, Pembroke, on Nov. 22, 1881, while returning to Liverpool from Rangoon (left Jun. 07, 1881) with a cargo of rice. A crew of 15 all told plus 1 passenger, the son of the principal owner. Captain Jones, previously ship's mate, assumed command when Richard Prichard, the captain, had died on May 12, 1881 at age 38 on the outgoing voyage to Rangoon. Barbara left Queenstown, Ireland, on Nov. 21, 1881 with Thomas Lewis (referred to as Thomas Jones in one report) as pilot. While he held a master's licence, he was unlicensed as a pilot. The ship went off course, into the Bristol Channel instead of St. George's Channel, tried to correct & in high seas, indeed a major storm, found itself in Freshwater Bay. Anchors did not hold her. Barbara dragged inshore under towering cliffs &, pounded by the waves, became a total wreck - a beach was 150 yards to the east. Captain Jones, who was swept away in the high seas & lost his life, was held to be responsible, & the 'so-called' pilot, who was saved, bore no legal responsibility. Richard Hughes, of Red Dragon Divers, advises (thanks Richard!) that the modest remains of the vessel lie in 8 metres of water, 150 yards from Freshwaterwest Beach. Those remains, found in the late 1970s by Ivor Johnson, were previously known as the G.B. wreck - because the remains were below a gorse bush which used to look like a map of Great Britain! Doubly G.B.! Anyway, in Apl. 2000, Richard Hughes found Captain Prichard's pocket watch - 119 years on the sea bed - it was later returned to the captain's closest relative today. He also advises that brass letters were found at the wreck site 10 & 15 years ago, particularly a letter 'W' and a letter 'D'. The Barbara crew were all saved by rocket apparatus, with one exception, Captain Jones himself. Most of this data is thanks to the 'digging' of historian David Roberts. I do not have an exact location, but it would be roughly at 51.42N/04.54W. Anything you could add to the above would be gratefully received. An image?
30	*Caesarea* 1294 tons Hull 87 76959 Otra	1877	A 3 masted fully rigged sailing ship. Per 1 (Norwegian data & image). 229.1 ft. long, 69.9 metres perpendicular to perpendicular, signal letters SGVK. The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. *Caesarea* was built for 'W. Pellier', of London, though link 1 above states William Potter, of London. In 1890, *Caesarea* was sold to C. M. D. J�rgensen, of Hamburg, Germany. And in 1902, was sold again, to 'A/S Jernskib Otra' (Thv. B. Heistein the manager?), of Kristiansand, S. coast of Norway, & renamed Otra. Presumably named after the Norwegian river of the name which flows to Kristiansand. I think, correct me if I am wrong, that the 2nd image at left depicts a barque. So the vessel was likely re-rigged to become a barque. On Jun. 05, 1912, while en route from Libau, Latvia, to West Hartlepool, with a cargo of pit props, Otra was stranded in fog & wrecked near to West Hartlepool. Can you help correct the above?
31	*Gateacre* 1409 (or 1401) tons Hull 94 76541 Kehrewieder Alauda Vigo	1877	A 3 masted steel sailing ship. Per 1 (data, Gateacre, with Alexander Wilson image), 2 (Norwegian data), 3 (image, which relates in a way that I cannot today define), 4 (image, Vigo), 5 (image & a little data), 5 (Vigo at page bottom), 6 (re Amadeo). The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. 231 ft. long, 70.4 metres perpendicular to perpendicular, signal letters RCFK. This listing may well contain errors due to my inability in both Norwegian & Spanish. WWW translation is often most difficult. *Gateacre* was built for C. W. Kellock and Co. of Liverpool. In 1894, *Gateacre* was sold to C. H. H. Winters, of Elsfleth or Bremen, Germany, & renamed Kehrewieder. The vessel was sold again, in 1901, to C. F. A. Flugge, of Hamburg, Germany, & renamed Alauda. In Feb. 1905, Alauda was sold to 'A/S Vigo', of Tvedestrand, Norway, & renamed Vigo. In 1915 the managers changed? In Jul. 1916, the vessel was sold to 'Holmestrands Rederi A/S' of Holmestrand, Norway. And in Jun. 1922, Vigo was sold, for the last time, to 'A/S Fredriksen & M�ller', of Mandal, Norway. On Mar. 16/17, 1923, Vigo was shipwrecked, near Policarpo Creek, Tierra del Fuego, en route, laden with coal, from Cardiff to Antofagasta, Chile. Chilean steamer Amadeo effected the rescue of the crew on the next day. No loss of life. Can you help add to or correct the above text?
32	*Duncow* 1715 tons Hull 108 78806 Michele Bianchi Vesuvio	1878	An iron 3 masted fully rigged ship, that had the unusual 'distinction' of being abandoned twice in her lifetime. Per 1 (data in Italian, Michele Bianchi, image alas with logos), 2 (a Feb. 1882 arrival at Melbourne, Australia), 3 (abandoned at Dunkirk in 1888), 4 (articles in Dutch re the 1888 abandonment), 5, 6 & 7 (the *Duncow* 'wreck' at Kangaroo Island in 1897), 8 (Report of the Court of Enquiry into the 1897 wreck/abandonment). The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. 252.0 ft. long, 76.8 metres perpendicular to perpendicular, signal letters RWQT. *Duncow* was built for 'John Houston & Co.', of Liverpool. On or about Nov. 20, 1888, *Duncow* arrived at Falmouth with 2200 tons of nitrate of soda ex Iquique, Chile, & was instructed to proceed to Dunkirk, France. On Nov. 25, 1888, she ran aground on a sandbank off Dunkirk, heavy seas broke over her & she lost anchors & chains. Assistance was requested & the entire crew of 23 was taken off by the Dunkirk lifeboat. The overnight rising tide lifted *Duncow* off the sandbank & it drifted in a north-easterly direction. Fishermen found her off La Panne & Blankenberg, & a Belgian tug was called in to tow her into Terneuzen, the Netherlands, on the Scheldt estuary. Why not into Dunkirk? Apparently because there would have been no salvage claim had she been taken to a French port. The fishermen claimed 1/3 of the value of the ship & cargo, a sum then estimated at over 1 million francs, as salvage. I have not read how much they ended up with! It would seem that some felt that *Duncow* had been too soon abandoned. We have more! Arie de Lange has kindly provided 3 newspaper articles in Dutch re the abandonment & advises that *Duncow, being too heavily loaded to enter Oostende, was in fact towed by a French tug & by Remarqueur, a Belgian tug, initially to Flushing & then to Rhynkaai (not Terneuzen) harbour at Antwerp. Duncow* was unloaded at Antwerp, 50 tons of nitrate of soda being found damaged. The vessel was repaired, over a 3 week period, at the cost of nearly �1,000. It would appear that the Belgian Court was to decide who were to be awarded salvage moneys, but Arie has not spotted the conclusion & whether the fishermen were successful in their claim. In 1895, en route to Chile, *Duncow* collided with & sank another vessel in the South Atlantic, apparently S. of Rio de Janeiro. It was, I believe, the barque Queen of the West (built in 1867 by Pile, Hay of Sunderland). The barque was in collision with Duncow & was abandoned at sea on May 14, 1895. At 27.43S/45.50W. On Feb. 25, 1897, *Duncow* left Puget Sound, Washington, for Port Pirie (N. of Adelaide, Australia) with a cargo of 1800 tons of Oregon pine, with Captain F. A. Graves in command & a crew all told of 26. On May 25, 1897, during a fierce storm, the vessel found herself off course & close to land. She anchored for safety close below the 300/400 ft. cliffs at Cape Couedie (or Cape du Couedic), Kangaroo Island, South Australia, located about 70 miles SW of Adelaide. At about 36.4.0S/136.41.60E. The deck cargo of 70 tons of timber was jettisoned. The storm did not abate, rather it strengthened in the next days. To ensure no loss of life, the order was given, on May 28, 1897, that the entire crew abandon the ship. They made it to shore at Smith Bay after a 22 hour row in high seas in a single lifeboat, walked 75 miles across the island to Kingscote. They eventually arrived at Queenscliffe. *Duncow* was reported in the press to have hit a reef & been wrecked. Yatala, a tug, was sent from Adelaide to the scene & en route picked up Captain Graves & his crew. They found that the vessel was not wrecked, rather was riding at anchor apparently with no damage. Amazingly close to the cliffs (60 ft.) & to jagged reefs. Yatala towed the ship clear of the rocks & onwards to Port Pirie where her cargo was discharged. A Court of Enquiry was held at Port Pirie on Jun. 16, 1897. The court determined that the Captain was guilty of navigational misjudgements but also agreed that abandoning the ship in her then circumstances was the appropriate course of action. In 1899, *Duncow* was sold to 'Bianchi', of Genoa, Italy, & renamed Michele Bianchi. The vessel traded in the Pacific Ocean for the next 10 years. It was sold again, in 1907, to 'Michele Borrello', of Torre del Greco, near Naples, & renamed Vesuvio. Used in the Atlantic trade. On Jun. 25, 1914, the vessel arrived at Genoa with a cargo of 2250 tons of timber ex Pensacola, Florida, after a voyage of 72 days. In Dec. 1914, Vesuvio was broken up at Naples, Italy. In 1979, Alan Osterstock authored a limited circulation (400 copies only) volume, of 72 pages, entitled 'The Duncow Report', about the 1897 abandonment. Can you add to and/or correct the above?
33	*Scottish Admiral* 986 tons Hull 104 77111	1878	An iron passenger/cargo barque. Per 1 (Scottish Line), 2 (Trinidad, Nov. 08, 1882, 20% down), 3 (image). The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. *Scottish Admiral* was built for McIlwraith, MacEacharn & Co., of London, (Scottish Line), for the emigrant trade to Queensland, Australia, however in 1880 such trade ended when the Queensland Government contracted with 'British India Associated Steamers' for such service. *Scottish Admiral* continued to travel to Australia - & elsewhere also. 217.8 ft. (66.4 metres perpendicular to perpendicular) long, signal letters RSCN. There are references to a number of *Scottish Admiral* voyages to Australia in 1878, 1888 & 1889 & a voyage to Wellington, New Zealand, where it arrived on Sep. 04, 1885. On Nov. 08, 1882, the vessel arrived at Trinidad with 424 East Indian indentured labourers (port of origin not stated). In Feb. 1894, *Scottish Admiral* was laid up & at anchor in the River Medway, Kent, where, on Feb. 10, 1894, she was struck & sunk by the battleship HMS Edinburgh, whose steam steering gear had failed. HMS Edinburgh suffered no damage. WWW data is limited & I could find no detailed reference to what happened in Feb. 1894. We thank Fraser Morrison for that data, indeed for much of the above text. Can you help correct or add to the data? An image?

34	*Henry Edye* 2417 tons Hull 111	1879	An iron passenger/cargo steamship. Per 1 (auction ref., 1881 painting by Antonio Jacobsen), 2 (German page, image, Antonio Jacobsen painting etc.), 3 (data). *Henry Edye, which was launched on Mar. 25, 1879, is Lloyd's Register listed from 1879/80 thru 1881/82 only. Henry Edye* was owned, thru such period, by Steinmann, Ludwig & Co. of Antwerp, Belgium. Which seems to mean White Cross Line, a passenger & cargo line which served New York, U.S.A., out of Antwerp. Funch Edye & Co. Inc., of New York, were the vessel's agents, hence, presumably the vessel's name. The vessel would seem to have, in its brief lifetime, carried many immigrants to the United States. 311.1 ft. long. I read that *Henry Edye* went missing in late 1881, when en route from Antwerp to Boston, U.S.A., with a crew of 35 & cargo stated to be worth $200,000. A total of 45 lives are said to have been lost so presumably just a few passenger were on the voyage. There were, I read, major storms in the North Atlantic at the time. *Henry Edye* left Antwerp on Nov. 21, 1881, passed St. Catherine's Point, Isle of Wight, on Nov. 25, 1881 & was not heard from again. The vessel was painted, twice at least, by Antonio Jacobsen (1850/1921). The first image at left, one of such works which dates from 1881, was sold for U.S. $8,500 at a Duane Merrill & Company auction held at Williston, Vermont, on May 28, 2016. Is there anything you can add?
35	*Grecian* 3613 tons Hull 116 82296 laid down as Maxima	1879	An iron passenger/cargo steamship. Per 1 & 2 (Norway-Heritage pages Grecian), 3 (Allan Line, Grecian), 4 ('Sinking of La Bourgogne', Wonderful newspaper page 'pdf' ex 'chroniclingamerica'.). The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. 360.5 ft. long, 109.7 metres perpendicular to perpendicular, three masts, single funnel, speed of 11 knots, signal letters TGJN. Accommodation for 820 passengers (50 in 1st Class, 270 in 2nd & 500 in 3rd). Miramar years ago indicated the vessel to be an 1880 vessel but Lloyd's states 1879. Laid down as Maxima. But delivered to J. & A. Allan, i.e. 'Montreal Ocean Steamship Company', Allan Line, incorporated in Canada, perhaps, but of Glasgow, as Grecian. Grecian's maiden voyage, on Apl. 21, 1880, was from Glasgow to Montreal via Quebec (both Canada). Would seem to have travelled mainly to Canada & to the eastern seaboard of U.S. ex Glasgow but for a while to South America (River Plate) also. In 1882 Grecian was chartered for use as a 'Troopship for the Egyptian Expedition'. Allan Line would seem to have become 'Allan & State Line' & later maybe just 'State Line' as a result of acquisitions. See Corean for a little more of the corporate history. On Jul. 04, 1898, the vessel received 165 survivors from the collision, early in the morning & in dense fog, of Cromartyshire (a sailing ship of 1,462 or 1,554 tons, en route from Dunkirk to Philadelphia with coal) & La Bourgogne, 60 miles off Cape Sable. La Bourgogne sank 40 minutes after the collision. A range of 546 - 584 lives lost ex La Bourgogne, including its captain (Deloncle) & many officers. La Bourgogne was the fastest fleet vessel of Compagnie Generale Transatlantique. It was, I read, carrying 711 persons that day, was off course & travelling at an excessive speed for the conditions. It would seem that Cromartyshire, herself badly damaged (bow cut off by the impact & her foremast & main top-gallant mast carried away), rescued the 165 survivors, transferred them later that day to Grecian, which then towed Cromartyshire to Halifax, Nova Scotia, Canada. Do read the horrific account of the disaster here. Only one woman survived - in part since a lifeboat carrying mostly women & children was crushed by one of the ship's funnels as it collapsed. Grecian was wrecked on Feb. 08, 1902 at Sandwich Point, Nova Scotia, while entering Halifax Harbour under pilotage in a snow squall. No loss of life. The cause of the wreck seems to be unknown, but the conditions were adverse. Can you add anything? Or correct any errors? Samantha Bradbury (thanks!) has written in to advise that 'Charles Edward Le Gallais', her GG grandfather, was Captain of the Grecian from 1880 to his retirement in about 1892/3. Lloyd's seem not to reference, for some reason, any Master's name for the Lloyd's Registers available to the webmaster of 1887/88 & 1889/90.
36	*Rumney* 523/812 tons Hull 113 79399	1879	An iron cargo steamship which was built in Apl. 1878, was first registered, at Cardiff, Wales, on Jun. 02, 1879 & was always registered at Cardiff. *Rumney* is Lloyd's Register ('LR') listed from 1878/79 thru 1883/84 only. Always owned, per LR, by J. Cory - but owned, per the Mercantile Navy List ('MNL') (1884), by 'John Cory, jun.', though other records state J. Cory, Sons & Co. of Cardiff. *Rumney's captain thru Jul. 1881 was T. (Thomas) Williams of Cardiff. I learn that from Jul. 06, 1881 thru Dec. 21, 1881, John C. Tyacke, also of Cardiff, was the vessel's captain. In about Aug. 1883, 'Davis' per LR, correctly John Davies of Carmarthen, became the vessel's captain. The vessel was engaged in the carriage of coal ex Welsh mines. 201.0 ft. long, signal letters HLTG, many crew lists are available via this page. A half hull ship model of Rumney* is in the collection of Amgueddfa Cymru Museum, in Wales - not sure exactly which museum - but no image of it seems to be online. LR of 1883/84 notes that the vessel had 'Foundered'. On Mar. 17, 1884, *Rumney* left Cardiff for Rochefort, France (W. coast of France about 75 miles N. of Bordeaux), with a cargo of 920 tons of coal, under the command of John Davies. At about 7.30 a.m. on Mar. 19, 1884, when close to the French coast & about 5 miles SW of the tiny island of �le de Sein, near Ushant, Finist�re, the weather became dense fog. *Rumney* both reduced her speed & sounded her ship's whistle every two or three minutes. On Mar. 20, 1884, the Lloyd's agent at nearby Audierne, France, reported that *Rumney* had been in collision, off �le de Sein, with *Frigorifique, which, while registered at Bordeaux had been built in Liverpool in 1869 as Eboe* by Thomas Royden & Sons. *Eboe/Frigorifique? Initially owned by African Steamship Co. of London. Eboe* was later, in 1875, sold to 'La Soci�t� pour le Transport de la Viande Fraiche' ('Viande'), of Rouen, France, by Boustead & Dunbar of Glasgow & Greenock, Scotland. And renamed *Frigorifique. It had been extensively modified & became a refrigerated ship for the purpose of transporting meat from Uruguay, South America, to France. The testing of the efficiency of the system took place in 1876 when Frigorifique* carried 25 tons of meat from Rouen, France to Buenos Aires. It arrived at Buenos Aires on Dec. 25, 1876 with the meat in excellent condition. I read that in 1881 Charles Tellier, the owner of Viande, went bankrupt. *Frigorifique* was at that time sold & acquired by Messrs Worms, Josse and Co. of Bordeaux for use in the carriage of wine. Back to *Rumney. The foundering history of Rumney* is far more interesting than just stated. Soon after the fog commenced on Mar. 19, 1884, sounds of another vessel were heard by the *Rumney* crew. Suddenly, out of the fog, came *Frigorifique, proceeding at full speed & sounding no bell or whistle. It would seem that Rumney* was struck on her right quarter, had her bow ripped off & parts of the ship instantly flooded. *Frigorifique* had been en route from Pasaia (then known as Passages or Pasajes), in northern Spain, to Rouen, France, via Bordeaux, with a cargo of wine - under the command of Captain Raoul Lambert. Such captain name may well prove to be incorrect, however. I have also read that Le Dr� or Le Dret was the name of the captain of *Frigorifique. Frigorifique* clearly was also badly damaged as a result of the collision. Her entire crew, 22 in number, abandoned ship & jumped aboard *Rumney, made their way to a Rumney* ship's boat, launched it, boarded it, & took off. For a short period the two ships were locked together but the ships did soon separate. But about ten minutes later a ship loomed out of the fog & hit *Rumney* amidships, causing her to soon sink. That 'attacking' ship proved to be none other than the *Frigorifique. What had happened was that the entire crew of Frigorifique* had abandoned their vessel with the engines running at full speed & with her rudder jammed. *Frigorifique, now with nobody aboard, sailed in a full circle, & struck Rumney* a second time causing her to sink a couple of minutes later. *Frigorifique* itself sank, I read, about 2 hours later. The crew of *Rumney, 15 in total, took to the remaining Rumney* ship's boats & all three of the *Rumney* boats, one with the Frenchman's crew aboard her of course, were escorted into �le de Sein by French fisherman. What an extraordinary story! These events were extensively documented in Cardiff's 'Western Mail' newspaper on Mar. 25, 1884. As you can read here. Now this extensive archived 'Escob�n' Spanish webpage covers the situation extensively - click at top right to translate the text into English. Such page does, however, report the history rather differently, casting the blame & responsibility for these events on *Rumney. Such webpage, alas, provides no contemporary, explanatory, newspaper reports. The webmaster is not aware of what texts such page's authors may have read to reach their conclusion. Such site also tells us that both captains, i.e. Lambert & Davies, did return briefly to Frigorifique* with a few volunteers to ensure that nobody had been left behind. And that *Frigorifique* sank a few minutes after they then left her. Which puts the time above stated (2 hours later) as to when *Frigorifique* sank in some doubt. Now this website tries to report data accurately but succinctly. It would be remiss if I did not reference the fact that Frenchman Louis-Abel Charles Tellier (1828/1913), seemingly known as 'Charles Tellier', owned Viande. Tellier, an engineer & chemist, had amongst his many interests an interest in refrigeration. *Frigorifique* was been fitted with a Methyl-ether refrigerating plant of Tellier's design. This most extensive & brilliantly illustrated website is about Tellier & also about the Rumney/*Frigorifique* collision. Such site is in French but a Google translation into English is available. I urge you to visit such site. That site indicates that the owners of *Rumney* took legal action against the owners of *Frigorifique. And there was a counterclaim also. I learn that such Court hearing was held in London in late May 1884. The Court heard extensive evidence from both sides. But the witnesses were of no help to the Court in determining the truth. In the Court's judgment, neither party provided proof of the negligence of the other party. Which was essential since, by the then laws in the U.K., every ship must bear her own loss by collision unless it is proved to have been caused by the negligence of the other. The Court accordingly ruled against both the claim and the counterclaim, and said that each party must bear their own loss. The Shipping & Mercantile Gazette of Jun. 03, 1884 (following 'The Gazette'), provided extensive coverage of the Court hearing. In its report it advised that Frigorifique* had acknowledged in Court that it did not slacken, stop or reverse, as was required by the established rules for preventing collisions at sea. I personally interpret those words to mean that *Frigorifique* would have had the greater responsibility of the two for the resulting collision. But the Court thought otherwise. Additional data would be most welcome.
37	*Corean* 3488 tons Hull 122 84312	1881	An iron passenger/cargo steamship. Per 1 & 2 (Norway-Heritage pages), 3 (data), 4 (fine 1881 *Corean* image at St. John's, Newfoundland). The webmaster has a number of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. 360.1 ft long, single funnel, single screw, 3 masts, speed of 11 knots, signal letters V.M.P.J. With accommodation for passengers in 1st & 3rd class. How many, I wonder? *Corean* was built for J. & A. Allan, i.e. Allan Line (founded in 1846), Montreal Ocean Steamship Company, of Glasgow, incorporated in 1854. Allan Line would seem to have become 'Allan & State Line' & later 'Allan Line Steamship Company Limited' ('ALS') as a result of the acquisition in 1891 of 'The State Line Company of Glasgow' & the incorporation of ALS in 1887. *Corean's maiden voyage, on May 10, 1881, was Glasgow to Montreal via Quebec (both Canada). The vessel would seem to have travelled mainly to Canada & to the eastern seaboard of the U.S. (New York, Boston & Philadelphia) ex Glasgow & London. On Dec. 05, 1897, Corean* was slightly damaged in a collision with Mobile off the Newfoundland Banks, but completed her voyage. The vessel arrived at Messina, Italy, on Sep. 24, 1908 to be broken up. Link 3 provides a source for an image. Is it possible that you have anything to add?

County of Pembroke
1098 (or 1065) tons
Hull 130

84171

1881

A 3-masted iron barque.
Per 1 (NY Times report), 2 (Principality, ref to County of Pembroke), 3 (William Thomas), 4 (wreck image, ex 'Square Rigger Days', said to be County of Pembroke but in fact, per Vanessa Maitland ('VM'), wreck archaeologist & author, of Durban, South Africa, of Arnold, a German barque of 854 tons) - my image originated, many years ago now, I think ex 5), 6 (a better copy of the image at 4), 7 (an image stated to be of County of Pembroke, but per VM in fact the Bramblebyte), 8 (image in 1881), 9 (1904 salvage, at page bottom).
221.5 ft. long (67.51 metres) perpendicular to perpendicular, signal letters WFCS. Per site correspondent Alun Jones, built to a design by William E. (Edward) Jones, shipbuilder, of Caernarvonshire.
Data is quite limited. County of Pembroke was initially owned by 'W. (William) Thomas & Co.' ('Thomas'), of Liverpool, 'Welsh County Line' per 'scott-base', though 2 suggests that it was owned by 'Principality Shipping Co. Ltd.' ('Principality'), ('William Thomas & Sons Co.' managers?) of Liverpool. Can anyone clarify? Was registered at Liverpool. Perhaps Thomas owned or was a major shareholder in Principality?
In c. 1899, Jimmy Bisset, aged 16, was swept overboard off County of Pembroke in monstrous seas off the Cape of Good Hope, hung onto a rope & was swept back aboard with the next sea. The first mate roared 'The next time you do a thing like that, I'll log you for attempting to desert ship!' Bisset went on to a long & distinguished career with Cunard-White Star.
County of Pembroke, carrying a mixed cargo including 100 tons of 'cement powder', & under the command of Captain John Parry, was moored at Algoa Bay, Port Elizabeth, South Africa, on Nov. 14, 1903 when she & five other ships were wrecked in a SE gale. This archived page advised that there was a collision. e-Bay vendor 'scott-base' advised 'she had been at Algoa Bay since 15th October discharging cargo, she had recently moved berth, she was secured by two anchors in rising winds and sea. She parted her cables and drove ashore becoming a total wreck.'
The vessel lay on the beach, in a dangerous position until Mar. 1904, when, some repairs effected, it was towed by 2 tugs to the mouth of the Coega River, 14 km away, & scuppered.
In May 1904, Messrs G. E. Austin & Co., salvage contractors of East London & Port Elizabeth, were engaged in salving the cargo of County of Pembroke, 'on the 50 percent, no-cure-no-pay basis'.
The wreck was identified in 2004 - it had to be removed so dredging work re the new Port of Ngqura could be completed. Artefacts recovered include crates of sealed bottles, with contents intact. No advice as to what the bottles contain! Probably not party time!
As I update this page, the cargo of County of Pembroke is now well documented in Vanessa Maitland's 2nd report available via a link below. Full bottles of Rose's Lime Juice & Cordial, vinegar & ink were found in the wreck, along with 400 bottles of castor oil.
A puzzle would seem to be the identity of the vessel in the image at 4. Virtually the same image is, I understand, in 'Sail Ho!: My early years at sea' by Jimmy Bisset (Sir James G. P. Bisset), published in 1958.
We thank Nigel Parry, of Kent, U.K., for his assistance concerning this listing. John Parry, who was in command of County of Pembroke in 1903, was Nigel's grandfather.
Data about the wreck? Due to the nature of this website, I can devote but limited space to the history of any single vessel. But, the definitive work on the subject of the wreck of County of Pembroke, a giant & splendid 'pdf' by Vanessa Maitland, can be accessed here. It contains a list of the vessel's many lifetime voyages. Do not miss, either, the second part of her report, which is likely available via the prior link.
Can you add anything?

39	*Olive Branch* 1728 (or 1721) tons Hull 126 84993	1881	An iron steamship that had a short life. Per 1 (Branch Line & ref). 260.0 ft. long, signal letters WDQF. The webmaster has a couple of editions of Lloyd's Registers, ex Google Books, available to him, thru 1883/84, see left. *Olive Branch* was built for Nautilus Steam Shipping Co. Ltd., known as 'Branch Line', owned by F. & W. Ritson, of Sunderland. On Jun. 05, 1885, while en route from Sunderland to Palermo, Sicily, with a cargo of coal & gas fittings, *Olive Branch* was, per a site now long gone, in collision with Tudor, 20 miles S. of St. Catherine's Point, the southernmost point on the Isle of Wight. Olive Branch sank. But now, thanks to David Wendes, I learn, from a reference in a contemporary local paper, that Olive Branch in fact collided with Tudor Prince (a Sunderland built ship), which was en route from Taganrog (Sea of Azov, Black Sea, Rostov Oblast, Russia) to Lynn (in Norfolk?). And had a very long life indeed. Anyway, Olive Branch sank in just 10 minutes. Her crew of 22 were taken aboard the seriously damaged Tudor Prince, which initially anchored at Motherbank (a shallow sandbar off the NE coast of the Isle of Wight) & then proceeded to Southampton for repairs. There was dense fog at the time. This contemporary news report relates. WWW data is most limited. Anything to add? An image perhaps?
40	*Coban* 1063 (initially recorded as 1055, later corrected to 1063?) tons Hull 132 86071	1882	An iron steamship, a collier. Per 1 (ref. July 14, 1882, 2nd ref.), 2 (July 14, 1882, 2nd item, ref. 'steamer'), 3 (1903 explosion, about 50% down, 5th 1903 item), 4 (also 1903 explosion). 230.0 ft. long overall, signal letters WHNK. The webmaster has a number of editions of Lloyd's Registers ('LR'), ex Google Books, available to him, thru 1889/90, see left. I used to state that *Coban* was built for 'Black Diamond Steamship Co. of Montreal Limited' ('BlackDiamond'), of Montreal, Quebec, Canada, initially belonging to the port of Sunderland & later of Montreal. But I now read that *Coban* was launched on Feb. 06, 1882 for Dent & Co. ('Dent') of Newcastle. It would seem likely that it was delivered to Dent also since the ship's bell (image at left), references Newcastle & Miramar years ago used to reference Dent as the vessel's owner. BlackDiamond were, however, the recorded owners in & after the 1882/83 edition of LR. *Coban* would seem to have had a history of 'scrapes':- On Jun. 17, 1882, the vessel, just 3 months old, chartered for the season to 'Block House Mining Company', went aground near 'the Northern Head of Cow Bay', Newfoundland. 'A company from Quebec, with the steamer Conquer, were using steam-pumps and other appliances for the purpose of floating the vessel, and the Dominion Wrecking Company was at hand, ready to offer their services if required. As the Coban does not appear to have sustained much damage, it is quite possible the Company will get her off during next high tide.' In 1898, *Coban* was engaged in the Montreal to St. John's, Newfoundland, service via Charlottetown, P.E.I., & Sydney, Nova Scotia - for 'Black Diamond Line'. 'Dent & Co.' the managers? On Dec. 11, 1897 *Coban* was disabled, having lost her propeller, 30 miles off St. Pierre. On Jun. 19, 1888, *Coban, with a cargo of 1,400 tons of coal, was aground at Green Island. On Mar. 23, 1899, Coban* was damaged in ice off Cape Breton, Nova Scotia, en route from Louisburg to St. John (means St. John's?), & put into Halifax, Nova Scotia, for repairs - per this archived website. On May 21, 1903, 3 aboard *Coban* were killed in an explosion, likely of coal gas, in the Gulf of St. Lawrence - William Dawe & another passenger &, I think, William Morgan, but maybe 'McGrath', a waiter. The saloon & ladies' cabin were destroyed. On Apl. 06, 1908 *Coban* ran aground off Yarmouth, Nova Scotia. What finally happened to *Coban? On Jun. 19, 1927, Coban* was wrecked in fog at Partridge Island, Bay of Fundy, en route from Sydney, Nova Scotia, to Saint John, New Brunswick, with a cargo of coal. Then owned by 'Black Diamond Steamship Co.' I presume the wreck stayed in situ. The vessel broke up in gales in Jan. 1928. 'Black Diamond' may well have owned her throughout her lifetime & leased her to Dominion Coal Company? Ashley Clarkson, of Montreal, has been in touch to advise that back in 1937 Coban's ship's bell was donated to 'The Last Post Fund's National Field of Honour' in Pointe-Claire, Quebec, Canada, & placed within the 'Gate of Remembrance' there. It was rung whenever a veteran who had died passed through those gates. Due to upkeep issues, the bell was later removed from the gate & a stained glass window took its place. Ashley has now created an exhibit to explain the significance of the Coban bell & what it's ringing used to mean for the veterans. Ashley would be happy to receive any additional data you might have about Coban's history. *Coban*'s bell itself? It is most distinguished - you can see it at left. Can you add anything? An image?
41	*Ednyfed* 1081/1115 (N/G) tons later 1056/1152 (N/G) tons Hull 141 87026 215216 Erna Edith Jones Edith Wolden Oriole	1882	A 3-masted iron barque. Per 1 (extensive data, Erna, images), 2 [data, Ednyfed, ex Trove, Australia, (3)], 4 (F. Hopper, 1891 oil painting, Christie's, Ednyfed), 5 (Lloyd's Register ('LR') data, Oriole, at 'Southampton City Council/Plimsoll', 1930/31 thru 1938/39, build stated as 1881). *Ednyfed* was launched on Nov. 11, 1882 & first registered, at London, on Dec. 15, 1882 (scroll to #87026). 221.0 ft. long (67.36 metres) perpendicular to perpendicular, 3 masts, signal letters WHBC, WHMK, & later KNVV & LHJD. Crew lists thru 1907 are available via this page. When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. The vessel was christened Ednyfed by Mrs. Davies, wife of the Master of the Sunderland Workhouse - named after the residence of one of the owners. *Ednyfed* was built for 'Robert Thomas & Co.', of Criccieth, Carnarvon, Wales, later of Liverpool. *Ednyfed's maiden voyage was to Rangoon (now Yangon, Myanmar), Owen Jones in command, but after that, during its first 7 or 8 years the vessel served the W. coast of S. America. On Apl. 28, 1890, Ednyfed* left Chatham, River Thames, with a cargo of cement bound for Port Melbourne, Victoria, Australia. And later left for Pisagua, Chile. She visited Brisbane, Queensland, in Aug. 1891, bringing a cargo which included steel rails & water pipes, & then left for Oregon in ballast. In Oct/Nov 1896 the vessel carried Wallsend coal from Newcastle, New South Wales, to the Australian west coast. It was frequently in Australian waters, ex Liverpool, in the following years generally carrying coal to ports on the W. coast of S. America. I read that on a date quite unknown, Ednyfed was 100 days overdue on a voyage from Trapani, Italy, to Gloucester, Massachusetts. I have not read the date, circumstances or outcome. Somewhere along the way R. Jones was Ednyfed's captain. He later, in 1897, was swept off Powys Castle in giant seas & was lost. In Apl. 1908, *Ednyfed* was sold to 'A/S Erna', of Porsgrund, Norway, 'Pettersen & Ullen�s', also of Porsgrund, the managers, & renamed Erna. The vessel continued to serve Australia - for example on Jan. 27, 1909 the vessel left S. Australia for Falmouth with 18,457 bags of wheat. In Jul. 1912, Erna was sold to 'Cia. Mercantil Chubut', (Chubut Mercantile), of Buenos Aires, Argentina, & renamed Edith Jones. And in 1917, it was sold again, to H. E. Wolden, of Montevideo, Uruguay, & renamed Edith Wolden. In 1918, 'Oriental Navigation Corp. Inc.', of New York, N.Y., U.S.A., became the vessel's owners & renamed her Oriole. In 1923, then over 40 years old, Oriole was converted into a 'schooner barge', owned by 'Sipsey Barge & Towing Co. Ltd.', of New Orleans, Louisiana, U.S.A., R. D. Reeves the manager. In Apl. 1927, Oriole was under the tow of 'De Bardeleben', a tug, proceeding upbound in the Mississippi river at New Orleans, with no cargo. Norne, carrying gasoline, was headed down river at speed. Norne hit the tug's tow cable, collided with both De Bardeleben & Oriole & considerably damaged both. Norne was held to have been at fault. In 1936, H. F. de Bardeleben became the vessel's manager. The vessel was shortened a little - it became 219.8 ft. long in 1936/37. The vessel was reported abandoned & in the 1938/39 edition of Lloyd's Register was stated to have been 'Broken up'. Can you add anything? #1900
42	*Hanoverian* 2353/3603 (N/G) tons Hull 129 85931	1882	An iron 'schooner-rigged' passenger/cargo steamship. Per 1 & 2 (Norway-Heritage pages), 3 (data, Hanoverian 1882), 4 (1885 passenger list), 5 ('pdf' report of Inquiry into the vessel's 1885 loss), 6 (Allan Line, Hanoverian), 7 (New York Times, Sep. 03, 1885), 8 (1885 sinking with image), 9 (two 1883 voyage references), 10 (c. 1882 image at St. John's). 366.0 ft. long, single funnel, single screw, 3 masts, speed of 11 knots, signal letters WJRV, 450 HP engines by William Doxford & Sons Ltd., of Sunderland. Accommodation for passengers in 1st & 3rd class (an 1883 voyage had 29 in cabin & 273 in steerage), some crew lists are available via this page. *Hanoverian, which was launched on Mar. 21, 1882 & first registered, at Glasgow, on May 23, 1882 (scroll to #85931) is Lloyd's Register ('LR') listed from 1881/82 thru 1885/86 - images of the listings of a couple of those years are at left. Hanoverian's initial captain thru 1883/84 was J. Stephen. In 1884/85 & 1885/86 LR advises that B. Thomson was her then captain. Hanoverian* was built for 'J. & A. Allan', of Glasgow, Alexander Allan being the managing owner. Per LR, always owned by 'Allan'. Most references are however to Allan Line, [i.e. Montreal Ocean Steamship Company ('Steamship')], of Liverpool, which is a puzzle because 'J. & A. Allan' clearly owned the vessel rather than Steamship. Another puzzle is that the wreck Inquiry report says it was owned by 'T. & A. Allen', i.e. with a 'T' and an 'e'. Allan Line would also seem to have become 'Allan & State Line' & later maybe just 'State Line' as a result of acquisitions. See Corean for a little more of the corporate history. The Mercantile Navy Lists of 1883 thru 1885 all list Alexander Allan, of Glasgow, as the vessel's then sole or managing owner. *Hanoverian's maiden voyage, on May 25, 1882, was from Glasgow, Scotland, to Montreal via Quebec (both Canada). The vessel would seem to have travelled mainly ex Glasgow & Liverpool to Canada, & (from 1883) to the eastern seaboard of U.S. (Baltimore & Philadelphia). Hanoverian* left Baltimore on Aug. 25, 1885, for Liverpool via Halifax & St. John's, Newfoundland, with a cargo of grain, flour & meat, with passengers & under the command of Benjamin Thomson, (Lieut. B. Thomson, RNR, it would seem), ('Thomson'). The vessel made it safely to Halifax & left for St. John's with 152 passengers & a crew of 78 all told. *Hanoverian* was wrecked, in foggy conditions, soon after 9:20 a.m. on Sep. 02, 1885, in St. Mary's Bay, 7 miles E. of Trepassey, Newfoundland, approx 400 yards from shore - stated to be near Portugal Cove, Trepassey Bay, in the Inquiry report. 'Grounded on Catherine's Point with the bottom ripped out for nearly the entire length of the ship'. The passengers & crew were all safely landed, 'with safety and rapidity', as were the mails that the vessel carried & a part of the cargo. Nimrod was sent to the scene but did not make it due to the 'impenetrable' fog. Steam tugs & other vessels also went to the scene but it would seem that H.M.S. Tenedos, a British warship, came from St. John's & carried the passengers & the remainder of the crew to that port. The Captain, along with 3 of his officers, remained at the wreck site for 6 weeks. The passengers, in a few days, continued their journey ex St. John's to Liverpool aboard Polynesian (built Greenock 1872 - ON#67944). The Inquiry found Thomson alone to be at fault for having failed to make sufficient allowance for the current & a heavy beam sea, which combined to result in the vessel being off course. Thomson believed the vessel to be on Pig Bank. The number of passengers aboard is confusing indeed. Some passengers clearly originated in Baltimore, but I presume that the official Inquiry would have accurately reported the numbers of those aboard at the time of the wreck. Professor Alexander Graham Bell, aboard along with his wife & family, was, I have read, a calming voice in the disaster. He may have boarded *Hanoverian* at Halifax, but I have not read that that was so. Miramar years ago stated, in error clearly, that the wreck was on Aug. 31, 1885. Four contemporary newspaper cuttings - 1, 2, 3, 4. The wreck was later sold for $1,000, I read. One final word. When *Hanoverian* was constructed, her boilers were clearly considered to be technologically worthy of reference in the magazine 'Engineering' of Jan./Jun. 1883. Two full page engravings of the boilers & extensive descriptive text are available for those who wish to know more at pages 337 thru 339 in the 'pdf' volume available here. Anything to add?
43	*Abington* 1332/2053 (N/G) tons Hull 143 87333	1883	A cargo steamship. Per 1 (data, Abington). 285.2 ft. long, single screw, 3 masts, signal letters HDMW, 250 HP engines by W. Doxford & Sons of Sunderland, many crew lists are available via this page. Lloyd's Register Foundation kindly makes available 22 survey related documents re the vessel, including this Survey dated Feb. 10, 1883. When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers ('LR'), ex Google Books, available to him, thru 1889/90, see left - the top item is re 1883/84. *Abington, which was first registered, at Sunderland, on Feb. 10, 1883 (scroll to #87333), was initially, per LR of 1883/84, owned by 'Renton & Co.', of Glasgow. But it soon, per LR, became registered at Glasgow & owned by 'Abington Steam Ship Co. Ltd.' with Renton & Co. & then Raeburn & V�rel, her managers. In the 1887/88 edition of LR, 'J. A. Sillars' had become Abington's owner, but the ownership would seem, per LR at least, to have reverted to 'The Steamship Abington' in 1890/91. Her captains per LR? Cotter (M. & then A. Cotter), thru 1885/86, 'Wilson' from 1886/87 thru 1888/89 & J. Langwill from 1889/90. The Mercantile Navy List ('MNL') records the vessel's ownership rather differently. It records Abington* as Glasgow registered from 1884 thru 1892, owned thru 1888 (1887) by The Steamship "Abington" Co. Lim. of Glasgow. From 1889 thru 1892 MNL lists John A. Sillars, of Glasgow, as the vessel's owner with Wm. H. Raeburn, of Glasgow, noted to have been the vessel's manager. A major event in the life of the vessel. At 6 a.m. on Apl. 23, 1889, *Abington* left Gaerucha, Spain (today Garrucha, SE Mediterranean coast of Spain) for Glasgow, with a cargo of about 2,500 tons of iron ore - with David Wilson in command & a crew of 25 all told. The vessel was then owned by John Alexander Sillars of Glasgow. Later that day, just before 11 p.m., the vessel was proceeding in heavy seas off Cape Sacratif (Mediterrean coast of Spain about 100 miles E. of Gibraltar), when a light was spotted just a few ship's lengths off the vessel's bow. *Abington* hit such vessel, a schooner, on her left side. The sounds of falling masts were heard & of the schooner scraping along *Abington's side & then vanishing into the night. Such schooner is stated to have been of unknown name, but is also stated to be supposed to have been Narissa. It would seem that in the turmoil those aboard Abington* thought that she had been holed & was about to sink. Which soon was proven to be totally incorrect. But during the course of the turmoil, ship's boats were prepared for launching. Captain Wilson, and only Captain Wilson, boarded one ship's boat & instructed that it be lowered & released. He headed off into the darkness & was never seen again. It seems clear that the vessel's chief mate, name of 'Taylor', now in command of the vessel, did not make the necessary efforts to keep *Abington* at the scene of the collision to permit i) the schooner to be possibly located & ii) Captain Wilson to be possibly recovered. The chief mate's actions, or lack of them, were considered, by an Inquiry into these events, to have been an error of judgement but he was not otherwise censured. There would not seem to have been a logical explanation as to why Captain Wilson acted as he did, though 'Taylor' suggested that he may have been attempting to see the extent of the damage to *Abington's hull. The 'pdf' report of the Court of Inquiry can be read here. Related contemporary news reports can be read here - 1 & 2. What finally happened to Abington? On Mar. 16, 1892, the vessel was involved in a collision at Antwerp, Belgium, & was beached at Palingplaat, a mud flat in the Scheldt estuary. Thanks to Arie Jan de Lange back in 2012 (a modest 1892 newspaper cutting is here ex 'Midelburgsche Courant' - but now see below), we can advise that Abington* was in collision with Activa, a 556 ton German cargo vessel (built at Flensburg, Germany, in 1883), & broke in two. A Norwegian (per that cutting) company failed in its attempt to salvage the wreck & in the spring of 1893 the wreck was blown up with dynamite. But Arie, who is side scan sonar equipped, advises that parts of the Abington wreck were still on the sea bed in 2012. When this listing was first created, I commented that the available data re the collision was most limited. As this listing was updated in 2024, I learned that *Abington, then stated to be owned by the Abington Steamship Company with 'Raeburn & Morel' her managers, was exiting her dock at Antwerp on Mar. 16, 1892, bound for Buenos Ayres with a cargo of railway materials including rails. Coming out backwards & at full speed under the control of a pilot. Abington* was run into & sunk by *Activa, a vessel owned by the Neptune Company of Bremen, Germany, with Captain Pieper (S. Pieper per LR) in command - but also under the control of a pilot. The collision shock was severe, but none of the crews were injured. Abington* was beached on the left shore but almost immediately broke in two with the rear portion sinking. *Activa* was taken into dock, presumably to be surveyed & repaired. By Mar. 24, 1892, almost all of the *Abington* cargo had been salvaged from holds 1 & 2 in the forward section & that portion of the ship was floated off. Divers were engaged to recover cargo from the rear portion & it was hoped that it, also could be floated off. Alas ultimately without success. By Apl. 05, 1892, the Antwerp authorities determined that the rear portion of *Abington* was a hindrance to navigation & would have to be blown up - but it took a while to actually do it - read on! Now the Liverpool Journal of Commerce ('LJC') .... (the title is long!) was particularly diligent in reporting on these many events. Some selected LJC news reports - 1 & 2. The above is by no means the end of the story. On Jun. 20, 1892, the *Abington* wreck, still with some remaining cargo, was offered for sale at an Antwerp public auction - but there were no offers. (Not sure if both portions of the ship were included in the offer). On Jun. 25, 1892 the Neptun Salvage Company, of Stockholm, Sweden, was engaged to raise the forward part of *Abington* by a contract valued at 87,500 florins. But on Oct. 22, 1892 that company was forced to admit it could not accomplish the task & gave up all attempts. On Oct. 20, 1892, the 'materials' (whatever that means) saved from *Abington* were sold for 49,070 florins. On Mar. 21, 1893, work commenced to blow up the sunken portion of *Abington, such work being in full progress on Mar. 18, 1893 & presumably completed soon thereafter. And, last but not least, on Apl. 15, 1893, the Marine Board of Bremerhaven conducted an Inquiry into the Abington/Activa* collision. With, to the webmaster at least, a 'non conclusion' of blame - the Board simply concluded that neither vessel saw the other until it was too late to take avoidance measures. A report re the findings of such Inquiry is here. I should note that LCJ earlier reported, from London, that on Mar. 19, 1892 an Official Inquiry into the collision had commenced. Such report likely was in error. The webmaster did not spot any further word about such Inquiry. I should further note that I have not spotted the name of the captain of *Abington* at the time of the 1892 collision. But, LRs of 1890/91 & 1891/92 both reported J. Langwill to be the vessel's then captain. Can you help with more data?
44	*Ella Sayer* 1744 (later 1694) tons Hull 148 88744	1883	An iron cargo steamship. Per 1 ('wrecksite.eu', wreck data). 258.0 ft. long, signal letters HWRM. When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. *Ella Sayer* was built for Fisher Renwick & Co. ('Fisher'), of Newcastle. In the 1889/90 edition of Lloyd's, 'Ella Sayer Steamship Co. Ltd.', had become *Ella Sayer's owner, Fisher being, I believe, the owner of that company. On Sep. 01, 1897, while en route from Kotka, Finland, to Hull with a cargo of pit props, Ella Sayer* was wrecked about 7 (maybe 10) miles N. of Scarborough. Miramar, years ago noted as follows:- 'wrecked N Hayburn Wyke 1.9.97 & beached'. Hayburn Wyke is on the Yorkshire coast. At 1 a.m. on Wed. Sep. 01, 1897, *Ella Sayer* struck rocks & a large hole resulted in the ship's plating. The Robin Hood's Bay Coast Guard responded, as did a steam tug. Cargo was jettisoned & the vessel was towed free but had to be pushed back on shore because so much water was entering the ship. The crew stayed aboard, but that night the weather worsened, *Ella Sayer* had to be abandoned & it became a total loss. The wreck lies in 12 metres of water, at 54.22.554N/00.27.061W. WWW data is limited. Can you add anything?
45	Warrego 1552 tons Hull 147 87149	1883	A steel passenger/cargo steamship. Per 1 (20% down, data & image, Warrego), 2 (image, Warrego). 250.0 ft. long, signal letters HVWC. When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. Warrego was built for the Australian coastal trade of Queensland Steamship Company Ltd. ('Queensland') & designed to compete in the then trade war of Queensland with Australasian Steam Navigation Company ('Australasian) of Sydney, New South Wales. Registered at London. Australasian was owned, from 1886, by British India Steam Navigation Co. Ltd. In Apl. 1887, an agreement was reached & the fleets of Queensland & Australasian were combined into 'Australasian United Steam Navigation Company Ltd.' Registered at Brisbane, Australia. Warrego was later laid up. And was sold, in 1912, to the Royal Australian Navy. Was converted into a stores ship. A short lived career as such! Warrego became a coal hulk at Sydney early in 1913. In Oct. 1913, as a coal hulk, the vessel was towed by Coolgardie to Darwin, Northern Territory, & beached there. In 1919, in a cyclone, Warrego, with 600 tons of coal aboard, was driven higher onto the beach near the Darwin wharf. The hull was bombed by the Japanese on Feb. 19, 1942. The remains are still there today but invisible - buried under landfill re the 1960 construction of a power station. Can you provide more data?
46	Airlie 2337 (or 2338) tons Hull 158 89595	1884	An iron passenger/cargo steamship. Per 1 (Eastern & Australasian, Airlie), 2 (Burns Philp, Airlie), 3 (an image source), 4 (1900 grounding), 5 (data & image, 1st vessel), 6 (launch etc. data re Airlie ex 'The Marine Engineer' of 1884, a Google book). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, thru 1889/90, see left. 314.0 ft. long, speed of 14 knots, 2 masts & bowsprit, signal letters JMSK. Fitted with an aluminium propeller - aluminium was extensively used in the ship's interior. A sister to Guthrie. Airlie was built for 'Eastern & Australian Mail Steamship Co. Limited', of London, which company provided mail & passenger service from Sydney, Brisbane & other Australian ports to Japan, Shanghai, Hong Kong, Manila & Thursday Island. Melbourne soon became the Australian terminal. The owner would seem to have soon become 'Eastern & Australian Steamship Co. Limited'. In Jan. 1900, Airlie, under the command of captain Kock, was stranded on Chapman Island, Torres Straits, off the Queensland coast. The vessel was initially thought to be a total loss, but that proved not to be so since the vessel safely made it to Sydney. Passengers were landed (where?) by Culgoa. A 'seagoing certificate' in 1901 for 128 passengers & a crew of 64. In 1904, Airlie was sold to 'Burns Philp & Company Limited', of Sydney. I need help re the next item! From Feb. 10, 1904 to Sep. 05, 1905, Russia & Japan were at war (Russo-Japanese War). It would seem that at a 1904 date that I have not read, related to that war, Airlie was 'overhauled & boarded' by a Russian cruiser (its name?) in the Red Sea. An artwork by E. S. Hodgson, depicting the incident was published in the Mar. 12, 1904 edition of Illustrated London News. A postcard image of that artwork, ex e-Bay, can be seen at left. The ILN illustration can be seen here. Can anybody tell us what really happened & why? Refrigeration machinery was added to the vessel in 1905. And in 1909, Airlie was on the Australia, Japan & China service. In Apl. 1910, Airlie picked up 78 lascars from the wreck of Satara, wrecked on Apl. 20, 1910, at Edith Breaker, 2 miles from Seal Rocks, New South Wales. Airlie was laid up in 1910. And broken up in China, in Q1 of 1911. Much of the above was provided by Mori Flapan, of Sydney, Australia (thanks!). Can you add anything?
47	*Cloncurry* 2662 (or 2579 or 2580 or 2963) tons Hull 156 89623 Yoneyama Maru	1884	An iron passenger/cargo steamship. Per 1 (McIlwraith McEacharn, Cloncurry), 2 (an 1884/85 Cloncurry arrival in Australia), 3 (article re the arrival of Cloncurry at Brisbane on Aug. 07, 1885 ex 4), 5 (Allan C. Green watercolour), 6 (image, Cloncurry, ex State Library of Victoria), 7 & 8 (data re Sir Malcolm D. McEacharn). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 300.0 (or 314) ft. long, schooner rigged, signal letters JPWS, crew of 51 (carrying passengers, I presume). *Cloncurry* was built for McIlwraith, McEacharn & Co. (or Ltd. or Limited?), of London, & later Melbourne perhaps, whose fleet, known as 'Scottish Line' ('Scottish') carried cargo & immigrants to Queensland, Australia. The vessel was christened by Miss McIlwraith, daughter of Sir Thomas McIlwraith, ex Premier of Queensland. On Oct. 29, 1884, Cloncurry left Glasgow for Townsville, Mackay, Rockhampton & Brisbane, all Queensland, with 265 immigrants & a varied cargo that included 5 locomotives. Scottish soon began to carry frozen meat to the U.K. from Australia. Cloncurry was chartered, from 1885 to 1888, to British India Steam Navigation Company. On Jan. 03, 1890, *Cloncurry* was in collision with Maple Branch, (built at Sunderland by Bartram & Haswell, & not Maplebranch) in Suez Bay. Cloncurry was sunk, but was re-floated & repaired. In 1905, *Cloncurry* was sold to 'Itaya GK' of Japan & renamed Yoneyama Maru. Yoneyama Maru was wrecked at Kinkazan (near Sendai, in Tohuku, Japan) on Jan. 12, 1911. WWW data is quite limited. Can you add anything?
48	*Guthrie* 2338 tons Hull 157 89561	1884	An iron passenger/cargo steamship. Per 1 (Eastern & Australasian), 2 (Burns Philp), 3 (data & image), 4 (Australia & Oriental Line). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 314.0 ft. long, speed of 12 knots, with a clipper bow & 2 masts, signal letters JLDW. *Guthrie* was built for 'Eastern & Australian Mail Steamship Co. Ltd.', of London. A sister to Airlie. By the 1887/88 edition of Lloyd's, *Guthrie* was owned by 'W. Mactaggart', of London. It would seem that William McTaggart, of McTaggart Tidman & Co., of London, was one of the partners that created 'Eastern & Australian Mail Steamship Co.' The vessel was engaged on the Australia to Singapore run until 1902 & then on the Australia to Hong Kong & Japan route. *Guthrie* was sold, in 1904, to 'Burns Philp & Company Limited' ('Philp') & reverted to the Singapore route (via Port Darwin, Java & Thursday Island). I have read that *Guthrie* was laid up in 1911. And was sold, in 1912, to G. S. Yuill and Company Ltd., of Sydney, i.e. 'Australian & Oriental Line'. Used by them on a single trip to Japan & then chartered to Philp. *Guthrie* was laid up in 1913, & in 1914 was sold to White Cross Steamship Co. (A. Gallussen & Co. the manager?). Link 3 indicates that *Guthrie* may then have been renamed Helvette, a name not referenced, years ago, at Miramar. On Nov. 01, 1914, while en route from Taku Bar to Vladivostok, Russia, with a general cargo, *Guthrie* was wrecked off Taku Bar, or Tientsin Bar, nr. Tientsin, 170 km. E. of Beijing, China, & its port. Am grateful for the data from a long expired e-Bay listing for much of the above. But can you add anything?
49	Maelgwyn 1235/1276 (N/G) tons Hull 161 89625	1884	A 3-masted iron barque. Launched on Sep. 08, 1884 & first registered on Oct. 09, 1884. Per 1 (70% down, or search for Maelgwyn), 2 (R. Thomas fleet), 3 (ref. to 1907 abandonment). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 220.0 ft. long, 67.1 metres perpendicular to perpendicular, signal letters JQBF. Maelgwyn had, thru its entire lifetime, I understand, a single owner. 'R. Thomas & Co.' of London. Which means, I gather Robert Thomas & partners of Criccieth, a small coastal village in North Wales. The 'Thomas' fleet was managed, until 1899, from Criccieth, & then from Liverpool. E. Jones was the vessel's initial captain. J. Rowland was a later captain. The Mercantile Navy List records the vessel from 1885 thru 1907, her owner or managing owner thru 1904 being Robert Thomas of Criccieth. From 1905 her managing owners are recorded as being Robert Thomas and Robert Lees Thomas, of Liverpool. On Dec. 01, 1891, Maelgwyn arrived at Newcastle, New South Wales, Australia, from Natal (Durban, South Africa). It took on board 1984 tons of coal for delivery at Valparaiso, Chile & on Dec. 16, 1891 was cleared for departure. On Dec. 18, 1901 Maelgwyn, in the harbour at Newcastle, was in collision, at 1:30 in the morning, with Era (ON 95955) a Melbourne, Australia 1888 built steamship, then under the tow of Hero, also a steamship (ON 101078, built at Sydney in 1893). The collision was apparently caused by Hero abruptly changing her course without notice. Hero's captain Peter August Bjorkman was held by the later Court of Marine Inquiry held in Sydney, New South Wales, Australia, to have been responsible for the collision. His certificate as a master was suspended for a 3 month period. The report of the Inquiry. Captain Thomas was in command of Maelgwyn at the time. His vessel was significantly damaged, fortunately above the waterline. This contemporary news report relates. On Jan. 26, (or 25) 1907, Maelgwyn's ballast shifted, presumably in bad weather. She lost her masts & had to be abandoned about 20 miles NW of Lord Howe Island (off E. coast of Australia). The crew of 26 were all saved & landed at Sydney, New South Wales, Australia. WWW data is most limited. Can you provide additional data?
50	*New Guinea* 2674 tons Hull 160 89634	1884	An iron steamship, passenger & cargo. Per 1 (data, New Guinea), 2 (text & images), 3 (a report re the 1911 loss of New Guinea ex here, on page 11.) When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 300.0 ft. long, single screw, schooner rigged, 2 masts, speed of 11 knots, signal letters JRFT. *New Guinea* was built for McIlwraith, McEacharn & Co. of Melbourne, Australia. On Jun. 16, 1885, *New Guinea* first sailed from London to Batavia (now Jakarta, Indonesia) & Brisbane. Described as a collier but link 2 indicates that its voyages from U.K. to Australia (Brisbane) from Jun. 1885 through May 1889 would be unlikely if a collier & it was probably a general cargo vessel. A new propeller shaft was fitted in 1910. On Nov. 25, 1910, under the command of E. L. Coleman ('Coleman'), New Guinea ran aground in the West Channel at Hobson's Bay, Melbourne, Australia & tried to get off without success. Early the next morning, having dumped his ballast, New Guinea did float off having suffered no damage. A modest matter? The Victorian Marine Board did not think so & in late Dec. 1910 held an Inquiry into the grounding. While they considered the matter not to be of sufficient importance to be sent up to the Marine Board, they felt it necessary to 'caution' New Guinea's captain Coleman for his conduct & did so. On Feb. 13, 1911, still owned by 'McIlwraith' but chartered to Huddart, Parker & Company Ltd., & en route from Melbourne to Sydney with a general cargo, *New Guinea* ran aground at speed, in dense fog, W. of Green Cape Lighthouse, at Disaster Bay, New South Wales. Again with Coleman in command. The vessel hit rocks at speed & soon was a 'hopeless' wreck with only the bridge above the surface of the water. A contemporary report on the grounding. In 2 days, *New Guinea* slipped off the rocks & sank. It would seem that the entire crew (28) survived & eventually, after considerable difficulty, landed at Eden, some 26 km. away. A Marine Court of Inquiry into the loss was held in Sydney on Mar. 09, 1911. Evidence was heard from Coleman of course & also from Charles Alexander M'Alister, the vessel's 3rd officer who had been on watch at the applicable time. Their reports I read were in conflict. The Captain (Coleman) was held to be at fault at such Inquiry for sailing too fast in the conditions - it would seem that he took his vessel on a dangerous circuitous inside course to avoid both winds & currents, & proceeded at speed in conditions of dense fog. Coleman's licence was suspended for 6 months. An extensive newspaper report re the Court hearing. I read that Coleman appealed the decision. But the Court's findings as above were upheld at that later reopening of the Inquiry. It seems apparent that Captain Coleman had disregarded the 'caution' from the earlier hearing. A calm weather wreck site today. Anything to add?
51	*Principality* 1758 tons Hull 165 91258 Ordered as Annie Thomas	1885	A 4 masted iron ship, rigged with double top sails, single topgallant sails & royal sails. Per 1 (data), 2 (data), 3 (1885 ref. to launching, in red), 4 (an 1895 image of the crew of Principality). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 258.5 ft. long, 78.75 or 78.8 metres, perpendicular to perpendicular. *Principality* was built for Principality Shipping Co. Ltd., of Liverpool (William Thomas & Sons Co. owners & managers). Per Alun Jones, to a design by William E. (Edward) Jones, shipbuilder, of Caernarvonshire. Captain J. Jones her first Captain. Sister to *Kate Thomas* & *Colony. The vessel was ordered as Annie Thomas* but launched as Principality. In 1890, or maybe a little earlier since the vessel is listed as a barque in the 1889/90 edition of Lloyd's Register, *Principality* was re-rigged as a four-masted barque. In 1895, *Principality* sailed from Astoria, Oregon, to Queenstown, Ireland, in 96 days. And in 1898, it sailed from Cardiff, Wales, to Valparaiso, Chile, in 74 days. While I have no detail, G. W. Hilliard, an apprentice aboard *Principality, was granted the prestigious Sea Gallantry Medal in silver for an incident on Nov. 19, 1899. On May 04, 1905, Principality* left Junin, Chile, for Rotterdam with 2,600 tons of nitrate of soda. The vessel was last heard from on May 13 (or May 23, sources differ), 1905. Believed to have been lost at Cape Horn, where wreckage, identified as being from Principality, was later found. A crew of 25 were aboard - presumed all lost. Miramar used to state, years ago, that the vessel was last spoken to at 23.30S/22.05W on May 13, 1905. A watercolour by Godfrey, of New South Wales, exists, but no WWW image of it seems to be available. Can you add anything?
52	Cadwgan 1303 (or 1264) tons Hull 164 91866	1885	A steel barque. Per 1 (R. Thomas fleet). The webmaster has a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 222.0 ft. long, 67.7 metres perpendicular to perpendicular. Cadwgan was built for R. Thomas & Co. of Liverpool (or maybe, at the time, of Criccieth, in Wales). Registered at London. The Mercantile Navy List ('MNL') records the vessel from 1886 thru 1911, with her owner or managing owner thru 1904 being Robert Thomas of Criccieth, Carnarvon, Wales. From 1905 thru 1908, MNL records Robert Thomas & Robert Rees Thomas, of Liverpool, as the vessel's managing owners. And from 1909 thru 1911 records just Robert Rees Thomas. The webmaster has really not researched this vessel. But he did do a quick search for data. And spotted references to 'Davies' being Cadwgan's captain, then 'Jones' - 'Jones' for, I think, many years. I also spotted that on quite a number of occasions Cadwgan went overdue & was thought to possibly have been lost. Such a thing does not happen to an individual vessel too often but it did happen to Cadwgan a great many times. I wonder why? As follows:- i) On May 11, 1898 Cadwgan left Caleta Buena, Chile, for Falmouth & was considered to be overdue. But it did safely arrive at Queenstown, Ireland, on Oct. 07, 1898. An interesting story because before the vessel had earlier left Newcastle, New South Wales, Australia, for Chile, all of the rats on board had deserted the ship en masse. ii) The vessel similarly 'went missing' on a voyage from Liverpool (left Jan. 10, 1899) for Port Natal, South Africa. But arrived safely. iii) On Jul. 21, 1899 Cadwgan left Newcastle, NSW, for Antofagasta, Chile, but safely arrived there on Oct. 04, 1899. iv) The vessel left Newcastle, NSW, for Algoa Bay (E. coast of South Africa about 425 miles E. of Cape of Good Hope) on Aug. 05, 1908, went overdue but did eventually arrive at Barry Island, South Wales, in Oct. 1908. I asked above why Cadwgan had been reported as overdue on so many occasions. I can only conclude that the vessel was a slow vessel. What other conclusion can one reach when the vessel, on so many occasions, did not complete a voyage in the time other vessels would regularly take & the insurance market expected. Plus a chunk more time because a vessel was not reported as overdue until it was significantly late. What other explanation would make sense? Cadwgan was, I have read, sold in 1911, to French owners - per a long expired e-Bay item, to 'F. Ballasky & Sons' or a name similar to that. It was in fact sold in or prior to Oct. 1910, then lying at Ghent, Belgium, & loading cargo for Noumea, New Caledonia (France), in the S. Pacific, for use there as a hulk. Cadwgan was hulked, in 1911, at Noumea. Broken up soon thereafter. Some 1886/7 documents may exist at University of Exeter (Henry Parry Collection). Onr final comment. A Sunderland shipping website, which website requests no links or recognition, features an image of the hull of Cadwgan, courtesy of Mary Collard. A builder's model, it would seem. Such image is at left, enlarged by the webmaster. The webmaster has no ability to seek Mary Collard's approval. I trust that Mary will be content with the image appearing on this site also. Can you add to the above limited data?
53	*Kate Thomas* 1748 tons Hull 163 91233	1885	A 4-masted iron ship. Per 1 (history data), 2 (extensive data, India & Kate Thomas), 3 & 4 (both images), 5 (1885 launch of Kate Thomas), 6 (collision report, Evening Telegram, N.Y., May 01, 1906, Kate Thomas/Blanefield, - read the report at bottom image at left), 7 (data, Kate Thomas). When the vessel was first listed, the webmaster had a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 258 ft. (78.63 metres) long, signal letters KBGF. Sister to Annie Thomas/Principality. Per Alun Jones, *Kate Thomas* was built to a design by William E. (Edward) Jones, shipbuilder, of Caernarvonshire. *Kate Thomas* was owned by 'Kate Thomas Sailing Ship Company', of Liverpool & there registered. Thomas Williams was her first Captain. The vessel traded between British (mainly Cardiff) & Continental ports & South America with general cargoes. On May 01, 1906, Kate Thomas collided with & sank the steamer Blanefield, 3,411 tons, off Beachy Head, Sussex. I have not read the circumstances. It would seem however that a Court found in favour of Kate Thomas. There is some confusion as to how many died - most WWW sites state that 36 Blanefield lives were lost but read the text re *Blanefield, & the bottom image at left there, which indicates that it may have been five only. Kate Thomas* was towed into Southampton in a damaged condition. Also in 1906, the vessel was in collision with the steamer Pyrgos. On Apl. 04, 1910, *Kate Thomas* was sunk off Pendeen Light, Land's End, while on tow, in ballast, by Belgian tug John Bull, from Antwerp to Port Talbot, Glamorgan, South Wales. Penzance steamer India, of 364 tons, ran into the starboard side of Kate Thomas at 4 a.m. There were 20 aboard, & 19 died. John J. (Jack) Nelson, an apprentice, was the only survivor. The vessel sank a few minutes (10 or 15) after the collision. India, which suffered major bow damage, did not stop at the accident scene. The Board of Trade Inquiry (2 bottom), determined that the collision was caused by the default of the India Master (Thomas F. Mitchell) in going below & leaving an able seaman in charge of the deck, & by the default of that able seaman in not keeping a proper look-out. Of interest is the fact that Mitchell did not have a 'certificate of competency'. Anything to add?

Richard Hayward
1687 (or 1637 or 1686) tons
Hull 162

80244

1885

A 4-masted steel barque.
Per 1 (data), 2 (wreck report), 3 (Launch ex The Marine Engineer of Jun. 1, 1885. Marked in blue.).
The vessel is not recorded in Lloyd's Registers of 1887/88 & 1889/90.
258 ft. (78.63 metres) long.
Richard Hayward was built for William Edward Jones (1844/1910), ('Jones') (or maybe W. E. Jones & Co.), of Caernarvon, Wales (but owned by 'Richard Hayward Ship Company Limited' of which Jones was the managing owner.
Richard Hayward was named by Mrs. Williams of Treborth, Bangor, & cost �15,750 or �15,850.
On Jul. 11, 1885, Richard Hayward left Sunderland on her maiden voyage, under the command of Captain Joseph G. Richardson (1828/1885) ('Richardson'), bound for Singapore with a cargo of coal - from the Dudley Pit of Cramlington Colliery, 11 miles N. of Newcastle. The vessel must have passed Cape of Good Hope & was last seen by Great Surgeon, an American barque, on Sep. 29, 1885, abandoned & on fire. At or about 38S/35E in the Indian Ocean, about 600 miles SE of the South African coast. Fire probably due to 'spontaneous combustion' of the cargo.
It seems that the crew of 26 had taken to the boats, were not heard from again & all lost their lives.
Alun L. Jones of North Wales advises (thanks Alun!) that Richardson lost his life as a result of the fire, as did Harry, Richardson's 19 year old son. Indeed 7 men from the village of Y Felinheli, Gwynedd, North Wales, were serving aboard Richard Hayward & lost their lives.
A memorial to Richardson is in the lych gate at Llanfairisgaer Parish Church, on the mainland side of the straits at Menai, North Wales. Alun has further advised the names of the 7 village men who were lost. Here.
Anything to add? Or correct?

55	*Colony* 1694/1750 (N/G) tons later 1598/1750 (N/G) tons Hull 167 93697 Kringsjaa	1886	A 4 masted iron ship, rigged with double top & topgallant sails. Launched on Sep. 30, 1886 & first registered, at Liverpool, on Oct. 06, 1886 (scroll to #93697). Per 1 (data, if you cannot see the page due to a pop-up click here), 2 & 3 (data), 4 (USS Patterson, DD-36, Jun. 14, 1918), 5 ('uboat.net', sinking Kringsjaa, image). When this listing was first created the webmaster had just a couple of editions of Lloyd's Registers, ex Google Books, available to him, see left. 258.0 ft. long, signal letters KHWP later WKJL, many Colony crew lists are available via this page. *Colony* was built for 'Ogwen Ship Co. Ltd.', of Liverpool, William Thomas & Co. ('Thomas'), also of Liverpool, the managers & probably the managing owners. Mercantile Navy Lists ('MNL') of 1890 & 1900. Per Alun Jones, to a design by William E. (Edward) Jones, shipbuilder, of Caernarvonshire. In 1899, *Colony* was re-rigged as a 4-masted barque. 'Went in 1899 from Flamborough to Rio in 39 days.' In 1910, *Colony* was sold to 'The County Shipping Co. Ltd.', of London (MNL of 1915) but still registered at Liverpool with Thomas still the vessel's managers. *Colony* was sold again, in Jul. 1915, to 'Kr. Knudsen' of Christiansand (or Kristiansand), Norway, for �7,500 & renamed Kringsjaa. In 1917, the vessel became owned by 'Skibs A/S Kringsjaa (Kr. Knudsen)', also of Christiansand. On Jun. 14, 1918, under the command of Captain G. Magnusdal, Kringsjaa was sunk by German submarine U-151, while en route from Buenos Aires to New York with a cargo of linseed oil. At 38.02N/71.40W, 90 miles off the Virginia, U.S.A., coast. U-151 was commanded by Korvettenkapit�n Heinrich von Nostitz und J�nckendorff. The entire Kringsjaa crew were picked up, 'one day out of Bermuda', by USS Patterson & landed at Cape May Naval station. Can you add to or correct any of the above?
56	*Fee Cheu* 1034 tons Hull 171 94292	1887	A steel armed cruiser & cable vessel. The vessel's Far East service is covered, I understand, in 'The Chinese Steam Navy 1862-1945', by Richard N. J. Wright, published in 2000. 220 ft. long perpendicular to perpendicular (67.1 metres), single screw. The vessel was fitted as an armed cruiser (2 Armstrong 6 in. breech loaders & 4 small Armstrong guns in the 'tween decks) & cable vessel (cable-layer), & attained an average speed of 12.8 knots at its trials at Whitley (North Tyneside). It was launched on Apl. 23, 1887 & sailed for the East on Jun. 28, 1867. *Fee Cheu* was built for James Whittall (maybe Whittal), Esq., of London, it would seem to the order of the Governor of Formosa. '..expected to sail shortly for the China station under the command of Captain Lugar'. 'Fee Cheu' means 'Foochow'. Under the command of Captain W. R. Lugar, the vessel laid cable to connect the Island of Formosa i.e. Taiwan, (at Tamsui, northern Taiwan) with mainland China [at Sharp Peak (Foochow or Fuzhou) at the entrance to the Min river] & similarly connected Formosa with Pescadore islands located 30 miles to the west of Formosa, then occupied by the French. *Fee Cheu* Was at one period armed with 'two Armstrong 6in BL (breech loading guns), mounted on bow & stern' - but the guns were too heavy for the vessel & were surely removed. *Fee Cheu's service at Formosa ended when the island was ceded to the Japanese in 1895. She was used to transport disbanded soldiers ex Formosa. Taken over by the Fukien (China) Government, possibly as Fei Chieh* or Feichieh. The vessel, Fee Cheu, was at Amoy (Xiamen, Fujian Province, China) in 1908, for the visit of the U.S. battle squadron on its world tour. It would seem that the ultimate fate of the vessel is unknown, to me at least. Richard Wright (thanks!) kindly corrected my earlier version of the above text & then advised that a model of Fee Cheu is in the 'Merseyside Maritime Museum'. Entry to the Museum is free, I see. Dr. Alan Scarth, Curator of Ship Models at 'Merseyside', advises, however, that the Fee Cheu model is not on public display. But he has kindly provided (thanks so much!) the splendid photographs available at left, both of which are 'Copyright of National Museums Liverpool'. An extensive Richard Wright article about the vessel was published in the Nov. 2011 issue of the World Ship Society Marine News. Can you add anything?
57	*Transpacific* 6037 (or 5874 or 5270) tons Hull 166 95098 Durbhunga? Golconda Laid down as *Nulli Secunda*	1887	A 4 masted 'whaleback' passenger/cargo steamer. Per 1 (extensive data, ship's bell, Golconda, Christies 2006 auction), 2 [British India, Golconda (2)], 3 ('uboat.net', Golconda sinking, image), 4 (Nulli Secunda engraving ex Engineering Vol. 42, Jul/Dec 1886). Am confused by the presently & previously available data re this vessel. When this vessel was first site isted, the webmaster has just 2 editions of Lloyd's Registers, ex Google Books, available to him, see left. 128.6 metres long, perpendicular to perpendicular, 422.0 ft. long, 2 funnels, barquentine rig, officers & a crew of 100, speed of 12 knots, signal letters KVCG. Attained 13.9 knots on her trials. The vessel was laid down on speculation as Nulli Secunda, for Guion Line. But launched as Transpacific for Canadian Pacific Railway Co. When that deal fell through the vessel was sold to a Hull owner (whom?) who named her Nulli Secondus, but that data may be incorrect, though the name appears often. 'Marine Engineer', in its Jan. 1888 issue, p.335, (1 ex 2) stated that the Transpacific had not by then found a buyer. The limited passenger capacity was, I read, a 'sales problem', only 80 in 1st class & 28 in 2nd. The vessel was acquired, in late 1887, by British India Steam Navigation Company Ltd. ('India'), of London?, as Golconda. But a long gone link stated that the vessel was completed only in Sep. 1888 & link 1 says that it was completed Dec. 1887. The vessel was the India 'flagship' for 12 years (through 1902) with service during that period as a Boer War transport. Somehow the name Durbhunga seems to come into the history. Not sure how. Perhaps before Sep. 1888 when commissioned (as per Miramar years ago)? It would seem that a passenger, arriving at Plymouth from India in late Dec. 1899, suffered from a mild case of the bubonic plague. 'The rats on board the steamer have been utterly exterminated by burning...'. From 1900 to 1902, i.e. during the 2nd Boer War, some 5,000 Boers were shipped by the British to prison camps on the island of St. Helena in the S. Atlantic. To camps at Deadwood Plain & Broad Bottom, with Deadwood being by far the largest. In Oct. 1902, when the war had ended, Golconda carried most of the last of the Boer prisoners held on St. Helena back to South Africa. In Mar. 1913, she was transferred to India's E. African service & in Oct. 1915, became an Indian Government (Army) transport. Whay finally happened to Golconda?. On Jun. 03, 1916, en route from Tees (Middlesbrough) to London, for Calcutta, India, with a general cargo, Golconda was sunk by a mine laid by UC-3, Oberleutnant zur See G�nther Kreysern in command. But I have also read that the vessel was torpedoed & sunk by a German U-boat. The vessel sank, close to Aldeburgh (Suffolk, East Anglia coast). At 52.09N/01.45E. 19 lives were lost. The captain (his name?) survived. Golconda? Today a ruined city & fort, located west of Hyderabad, India, but steeped in centuries of history quite beyond the terms of reference of this site. The 'Koh-i-Noor' diamond, was likely found nearby. There were many vessels of the name. A wonderfully detailed model of Golconda is in the Thomson Ship Models Collection at the Art Gallery of Ontario in Toronto, Canada. Images of the model are in the beautiful volume - 'Ship Models: The Thomson Collection at the Art Gallery of Ontario' Can you help with more data and/or an image about this Golconda?
58	*Brenner* 1878 (or 1579 or 1841) tons Hull 176 88814 Borg	1888	A cargo steamship. Per 1 (Ref. 176), 2 (Cay, Hall & Co.). 80.8 metres long, perpendicular to perpendicular, about 85 metres long overall. *Brenner* was built for 'Cay, Hall & Co. Ltd.' ('Cay'), of South Shields, which company, originally a sailing ship owner, became a steamship owner in 1880 by buying second hand tonnage. Cay moved to Bristol in 1904. *Brenner* was sold, in 1920, to 'H. Uner', of Norrk�ping, eastern Sweden, ('R. Gohle' the managers), & renamed Borg. In 1922, the vessel was transferred to 'H. Uner A/B, also of Norrk�ping, with no change of vessel name. In the 3rd quarter of 1934, was broken up at Oskarshamn, Sweden. WWW data is most limited. Need help!
59	*Kong Frode* 954 tons Hull 181	1888	A cargo steamship which carried a few passengers? Per 1 (Norway-Heritage), 2 (data, ex here (#16). 215 ft. 5 in. long. *Kong Frode* was built for 'Det S�ndenfjelds-Norske Dampskibsselskab', of Kristiania (Oslo), Norway. Active in Caribbean? And Norway to Hamburg, Germany. *Kong Frode* was sold, in 1908, to 'D/S A/S Kong Frode (Lauritz Kloster)' of Stavanger, Norway. On Apl. 29, 1909, *Kong Frode* ran aground at Lighthouse Reef, British Honduras, (now Belize), while en route from New Orleans, U.S.A., to Puerto Cort�s, Honduras (I think that is what link 2 (#16) says). Need help! With Norwegian also! And an image.
60	*Mamari* 3583 tons Hull 186 95289 Hesione	1889	A refrigerated cargo steamship. Per 1 (4 Jul. 1889, name spelled Marmari), 2 [Shaw Savill, Mamari (1) 85% down], 3 (20 Nov. 1891, search for *Mamari), 4 (Hesione* in 1st group), 5 [Houston Line, Hesione (1)], 6 (U-41), 7 (sinking, & image). 360.0 ft. long, triple expansion engines, 2 masts, speed 10 or 11 knots, signal letters LFNP, fitted with large refrigerating machinery, by Haslam Foundry Company of Derby. *Mamari* was built for Shaw, Savill & Albion Line. Fitted for the New Zealand meat trade with refrigeration capacity for 40,000 carcasses. 'Suffered a broken tail shaft when rounding Cape Horn in her year of build and had to be towed to Montevideo by the steamer Gulf of Corcovado.' Known, it would seem, as 'New Zealand Thief'! I wonder why? In the 1891 reference, she carried grain & wool. *Mamari* was sold, in 1903, to Houston Line of Liverpool, i.e. R. P. Houston & Company, but maybe more accurately 'British & South American Steam Navigation Company', a line which specialised in refrigerated ships, & renamed Hesione. On Sep. 23, 1915, Hesione was hit by a torpedo & captured by U-41, Kapit�nleutnant Claus Hansen in command, while 86 miles SE of Fastnet (SW Ireland) & en route from Liverpool to Buenos Aires, Argentina, with a general cargo. Was shelled & sunk. At 50.15N/8.30W. No loss of life. Can you add anything? And can anybody ensure that I have the correct vessel images at left - there were a number of vessels named Mamari.
61	*Setiembre* 1652/2165 (N/G)tons Hull 189	1889	A steel cargo steamship. Per 1 (launch of *Setiembre* on Aug. 14, 1889), 2 (wrecksite.eu *Setiembre* page). 83.8 metres long, 275.0 ft., perpendicular to perpendicular, speed of ? knots, 193 HP, later 189 NHP, engines by W. Doxford & Sons, signal letters JRGS, christened by Miss Mabel Dickinson of Newcastle. *Setiembre* was built for 'La Compa��a Bilba�na de Navega�i�n', of Bilbao, Spain, which company named its vessels for months of the year. Eduardo Aznar & Ramon de la Sota were the 2 principals, hence, perhaps, Miramar, years ago, referencing 'Aznar & Co.' Who would seem, in fact, to have become the vessel's owners in 1899. In 1903, Cia. Bilbaina de Navegacion became her owners, with Aznar y Tutor, then N. de Mendinldua her managers. Her captains? E. Aspiazu for many years. I also spotted W. Marsh & G. Eiguren. Spanish web sites used to consistently refer to the vessel as Septiembre. Surely used to carry iron ore from Spanish mines to English ports, returning with cargoes of coal. In Mar. 1911, *Setiembre* was en route from 'Porman' (which surely means Portm�n, on the Mediterranean coast of Spain, near to Cartagena, Mercia), to Maryport, Cumberland, with a cargo of iron ore. On Mar. 26, 1911, *Setiembre, ran aground on Hat Ledges, Crow Sound, Isles of Scilly, & became a total wreck. I cannot tell you exactly where Hat Ledges are located but Crow Sound lies between the islands of Tresco & St. Martins, both in the Scilly Isles. Hat Ledges are, I read, submerged rocks covering an area of about 3 1/2 acres. What caused the grounding? I learn that there was a massive gale in the English Channel & Setiembre* put into the Scilly Isles for shelter from the storm. Once grounded, the vessel's crew abandoned the vessel so there was no loss of life. The crew landed at nearby St. Mary's. *Setiembre* rapidly filled with water, lost its rudder & sternpost & developed a large crack down its port side. It looks as though the *Lady of the Isles, a salvage vessel perhaps, commenced salvage work but later on the Western Marine Salvage Company tried to refloat the vessel. By Apl. 11, 1991, however, it was reported that salvage efforts had to be abandoned & that Setiembre* had become a total loss. Of human interest the crew left two pigs on board *Setiembre, & left for them a liberal supply of potatoes & cabbages. The two pigs, alone on the stranded vessel, were soon noted to be on the vessel's bridge with lots to eat. The reports of the day seem not to state what later happened to those well fed pigs! I trust they were later rescued or maybe they swam to shore. Do not miss the interesting related image at left. Some contemporary newspaper reports - 1 & 2. I did not spot the name of Setiembre*'s captain at the time of loss. Do you happen to know his name? Can you help with more data?
62	*Fazilka* 2698/4152 (N/G) tons Hull 199 98578	1890	An iron passenger/cargo steamship. Per 1 (Wikipedia, Fazilka), 2 (British India, Fazilka). *Fazilka* was built for British India Steam Navigation Company, of Glasgow, Scotland. 366 ft. (111.6 metres) long, speed of 12 1/2 knots, 450 (per MNL) or 462 (per Lloyd's Register - 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, accommodation for 12 passengers in 1st Class & 1,650 Deck Class. An e-Bay item said 'carried up to 1,667 deck passengers.' Sister to Fultala. In Oct. '1897 during a particularly bad spell of weather whilst on passage she actually ran out of coal and subsequently burnt most of her wood fittings to make port.' *Fazilka* was used as a troop carrier re the Boer War (Transport #30) & re the Boxer Rebellion. You used to be able to read the story 'Possibly The Greatest Ever Repair at Sea.' - but no longer, alas - the source is now long gone! But you can still read about it here (thanks to Benjidog!). (A sheared propeller shaft in Feb. 1900 while en route in ballast from Mauritius to Colombo, Ceylon, (now Sri Lanka). The vessel was given up for lost - it took 48 days to reach Colombo after the shaft sheered. I now find that the website I referred to as long gone is still available in archive - here. *Fazilka* was used to transport Indian indentured labourers to the colonies (5 such trips to Fiji, in 1901 thru 1907 (listed at link 1 with passenger load of each trip indicated). The vessel was requisitioned, in 1915, as a troop transport & in May of 1917 came under the 'Liner Requisition Scheme'. *Fazilka* was returned to Madras/Singapore service. On Oct. 31, 1919, *Fazilka* ran aground on the E. coast of Great Nicobar Island (an Indian island located far from India's shores, N. & W. of Sumatra) in bad weather en route Penang/Calcutta (or Madras) with cargo & passengers. The vessel was lost. All passengers aboard taken by Sabang to Penang, Malaysia. The crew was rescued also. So no loss of life. But link 1 indicates that 2 lives were, in fact, lost. Do you have anything to add?
63	*Federal* 1840/2403 (N/G) tons Hull 195 95970	1890	A steel steamship which was launched on Apl. 05, 1890 & completed in May 1890. Per 1 (data, image), 2 (launch, ex 'The Engineer', of Apl. 11, 1890), 3 (launch, ex 'The Marine Engineer', of May 01, 1890), 4 (an Aug. 1890 arrival at Hobart), 5 (Huddart, Parker & Co., 55% down), 6 & 7 (loss of Federal, partial crew lists), 8 (wreck data, Federal). 88.4 metres long, perpendicular to perpendicular, 290 ft., two masts, schooner rigged, speed of 10 or maybe 11 knots. When the vessel was first site listed. the webmaster had just 2 editions of Lloyd's Registers available to him, ex Google Books, see left. *Federal* was built for 'McIlwraith McEacharn & Co. Ltd.', of Melbourne, Australia. Built to serve the Newcastle, New South Wales ('NSW'), Australia, & Melbourne coal trade. I read that in Jul. 1898 the vessel was chartered to Adelaide Steamship Co. And in early 1899, it would seem, was chartered to Huddart, Parker & Co. On Mar. 20, 1901, *Federal, Captain J. Coull in command, with a crew of 30 all told (have also read 21, 29 & 37), left Port Kembla, NSW, bound for Albany, Western Australia, with a cargo of coal. It would seem that the vessel ran into a full gale (a terrific cyclone) & possibly also fog. I find the various accounts of what happened to be a little confusing. The vessel would appear to have been seen a few miles N. of Gabo Island by Peregrine. And is said to have been last sighted by Melbourne* on Mar. 21, 1901, SE of Gabo Island. Gabo Island is a small uninhabited island in Bass Strait, just 500 metres off the coast of Victoria. At 37.33.32.64S/ 149.54.40.95E. But I read also that Federal was sighted presumably later that day, in the afternoon, hugging the shore, by the lighthouse keeper at Gabo Island. So close indeed that he could have thrown a stone into her and could almost have spoken to the men on board. The keeper was surprised the ship was not in more open water since there are hundreds of submerged rocks along the coast, the scene of many a shipwreck. Anyway, *Federal* went missing, & is understood to have foundered on Mar. 21, 1901 in the area between Gabo Island & Ram Head & Point Hicks, both of which points are on the Victoria coast. All aboard *Federal* were lost. 5 lifebuoys, & a portion of the hatches, cabin fittings etc., I read, washed ashore on Gabo Island. But I also read that there was wreckage at Ram Head where bodies also came ashore. Can you help with more data?
64	Fultala 2692/4156 (N/G) tons Hull 200 98589	1890	A steel steamship which was launched on Oct. 04, 1890, christened by Miss Aline Doxford. Per 1 [British India, Fultala (1)], 2 (Wikipedia, Fultala), 3 (clearly involved with Boer War), 4 (artwork by E. Wilkinson, image can also be seen via image link at left), 5 (image). 366 ft. long, speed of 11 knots. Sister ship to Fazilka. If so, may also have had accommodation for 12 passengers in 1st Class & 1,650 in Deck Class. Fultala was built for the British India Steam Navigation Company, of Glasgow, Scotland. The vessel was used as troop carrier re the Boer War. And, on Jan. 20, 1900, carried 280 horses contributed by Indian princes, to Durban, South Africa, ex Bombay (now Mumbai), India. Fultala was used to transport Indian indentured labourers to Fiji (4 such trips, 1901 thru 1906 listed at 2 with passenger load of each trip indicated). Maybe requisitioned in 1914 as a troop transport? In 1923 Fultala was scrapped at Bombay, India. Can you help with more data?
65	*Mary Beyts* 2434/3790 (N/G) tons (or 3764) Hull 193 98053 Hestia	1890	An iron steamship which was launched on Jan. 23, 1890 & completed in Mar. 1890. Per 1 (Donaldson Line, Hestia), 2 (data, Hestia), 3 & 4 (*Hestia, wreck detail, including a list of those aboard), 5 (NY Times article), 6 (p#1 of a 216 page transcript of the Montreal hearing - it would seem that the pages can be accessed one by one). 111.2 metres long, perpendicular to perpendicular, 365 ft., speed of 10 knots, signal letters LPTC, expressly designed for the Bombay (now Mumbai), India, trade. Mary Beyts's topmast could be lowered in case the vessel needed to use the Manchester Ship Canal. When the vessel was first listed, the webmaster has just 2 editions of Lloyd's Registers, ex Google Books, available to him, see left. Mary Beyts* was built for 'Bombay, London Steamship Co. Limited', of London, with Beyts, Craig & Co., also of London, her managers. In 1893, *Mary Beyts* was sold to Donaldson Bros, of Glasgow, Scotland, & renamed Hestia. Probably primarily for their Glasgow, to Quebec & Montreal, Canada, service. On Oct. 10, 1909, with Captain H. M. Newman in command, a crew of 35 all told & five passengers, Hestia left Glasgow for Saint John, New Brunswick, & onwards to Baltimore, Maryland, with, I have read, a cargo of sugar. However the cargo would seem to have been, in fact, most varied & included carpets, fabric, rope, horses, tombstones, 900 tons of iron, Scotch whisky & pickles. More about the last two a little later on. 4 of the 5 passengers were young boys from Glasgow tending the farm horses. It is thought that Hestia may have misidentified a navigation light - regardless, the vessel was off course when, at 1:10 a.m. on Oct. 25, 1909, during a heavy north-easterly gale, Hestia ran ashore at Old Proprietor Ledge, off Seal Cove, Grand Manan Island, Bay of Fundy. At 44.33N/66.40W, 4 miles ESE of Southwest Head Light. Hestia's bow became 'impaled on a rock, and her after part, swinging free, was tossed high by the heavy seas'. Three Hestia ship's boats would seem to have been launched. The first was lost at its launch. The second, launched with very great difficulty, either soon after impact or 4 hours later, had 16 aboard including 4 of the young horse handlers. It capsized during launch. Two crewmen survived the turbulent seas & were able to scramble back aboard the ship while 2 others were taken aboard the 3rd boat. The third boat was launched with 18 aboard including the Captain. All aboard that boat were lost. Left aboard Hestia were two men from the first ship's boat, (who declined to board the 2nd boat), & 4 others. But it may rather be that there was simply no space for them in the 3rd boat. They prepared a raft for a possible escape, but instead lashed themselves to the upper rigging. After 24 hours, fearing that the mast would topple, they made it to the ship's bridge, still above the surface, but that position was untenable & they had to return to the rigging. Now Hestia had gone aground way off the main shipping lanes. Grand Manan fishermen realised the ship's predicament on the afternoon of Oct. 26, 1909, & a score of small craft tried to get near the wreck. Eventually, lifeboats were sent from Seal Cove Station & they rescued the six survivors, by then all in pitiable condition after 38 hours in the rigging. So 34 lives were lost & just 6 survived (but there are many references to 35 being lost, & there being 41 aboard). The ship's boats drifted ashore as did many bodies of the drowned. I read that local fishermen salvaged everything that floated. The ship of course broke up. On Nov. 10, 1909, a hearing was held at Montreal, Quebec, into the Hestia disaster. The causes were believed to be i) compass error, possibly due to the iron in the cargo, ii) a lack of depth soundings being taken, iii) an insufficient allowance for tide & wind, iv) the Captain's error of judgment in misinterpreting the light that the vessel did see. The whisky & the pickles? I read that in the 1970's three cases of Scotch whisky, a part of the ship's cargo, were found intact on the seabed. It sounds like it still tasted pretty good! You might term it naturally aged? 'Allaby, Cook and Green', a team of divers, found pickles, now in the New Brunswick Museum, that also were part of Hestia's cargo. I rather doubt if anyone chose to taste them! I have not spotted what Hestia wreckage exists at the site today. There are inconsistencies in the WWW available accounts. So the above will surely need correction. Can you add to and/or correct the above? An image?
66	*Hawkes Bay* 2960/4583 (N/G)tons Hull 201 98893 Chasehill	1891	A refrigerated cargo steamship which was launched on Nov. 27, 1890 & completed in Feb. 1891. Per 1 [Tyser, Hawkes Bay (1)], 2 (Essex Steamship, Chasehill), 3 & 4 (Kronprinz Wilhelm), 5 (data, *Hawkes Bay), 6 (data, Guadeloupe). 383 ft. 1 in. long, speed of 13 knots, clipper bowed. Hawkes Bay* was built for The Tyser Line Ltd., of London, with G. D. Tyser & Co. or Wm. H. Tyser her managers. In fact their first steamship. Engaged in the shipment of refrigerated meats from Australia & 'one of the finest looking vessels operating in Australian waters'. *Hawkes Bay* was sold, in 1912, to Chasehill Steamship Co. Ltd. (which company was wound up in 1915, but is stated as being 'restyled' as Essex Chase Steamship Co.), (Kaye Son & Co. managers) & renamed Chasehill. In 1915 Essex Steamship Co. Ltd., of London, (Meldrum and Swinson the managers) became her owner. In early WW1, Chasehill rammed Prinz Eitel Friedrich in an attempt to sink her. Chasehill made it to New York with her bow stove in. On Feb. 22, 1915, Chasehill, en route from Newport, Wales to Zarate, Argentina, with a cargo of 4,000 tons of coal, was captured by the successful German Armed Merchant Cruiser Kronprinz Wilhelm ('Wilhelm'), off the E. coast of S. America. At 06.15S/28.15W. But was soon (on Mar. 09, 1915) released (absent most of her coal & heavily damaged), at 06.57S/26.05W, with 400 captured prisoners, largely from passenger liner Guadeloupe, that Wilhelm was unable to accommodate or feed. Chasehill made it to Pernambuco, Brazil, on Mar. 12, 1915. On Jan. 18, 1916, Chasehill foundered (at approx. 40.00N/63.00W) while en route from New York to Le Havre with a varied cargo for the French Government. Under what circumstances? Her crew of 32 was rescued by Mar Adriatico, & landed - at Gibraltar? Can you help with more data?
67	*Honresfeld* 2873/3045 (N/G) tons Hull 202 97867	1891	Honresfeld? A community at Littleborough, Lancashire, it would seem. A 4 masted steel barque which was launched on Feb. 09, 1891 & completed in Mar. 1891. Per 1 (data). The launch of *Honresfeld* is referenced in the image at left, & its registration, at Liverpool in 1891, is noted here (scroll to #97867) with no date of registration stated. The Mercantile Navy Lists of 1892, 1893 & 1894 all record *Honresfeld* as then owned by The "Honresfeld" Ship Co. Ltd. ('HShipCo'), of Liverpool, with John Joyce then her manager. Lloyd's Register ('LR') of 1891/92 reports, however, that J. Joyce had become the vessel's owner replacing HShipCo. LR of 1892/93 records *Honresfeld* as a 4 masted steel barque of 2873/3045 (N/G) tons, 312.9 ft. (95.37 metres) long, owned by J. Joyce & Co. of Liverpool & registered there, G. Guthrie her then captain, signal letters MFBR. At her time of launch *Honresfeld* is stated to have been the largest sailing vessel ever built on the NE coast. On Aug. 12, 1892, *Honresfeld* left Liverpool for San Francisco, California, U.S.A., with a cargo of 4,570 tons of coal, under the command of J. Shaw - with a crew of 33 & a stowaway aboard. Two major events in the life of *Honresfeld* occurred throughout the voyage. i) on Oct. 21, 1892, when at 57S/63W in the South Atlantic, the vessel's main deck was carried away & one crew member was lost, presumably in a storm. ii) later, on Dec. 20, 1892, *Honresfeld* burned at sea due to the spontaneous combustion of its cargo of coal. At 8.20N/ 116.30W, in the North Pacific Ocean, about 1,200 miles off the coast of Mexico. I have read in a 'Google' data snippet, however, that she was lost 100 miles only off Mexico's coast. No lives were lost on this occasion. The crew were saved by Stronsa, a British iron ship, en route from San Francisco to Queenstown, Ireland, but were landed at Valparaiso, Chile. That is not the end of the story! Prior to Feb. 18, 1893, City of Florence, a British steamship, saw the derelict *Honresfeld* still floating at 20N/110W & the coal was still then burning. It was seen again on Jun. 11, 1893 by Sharpshooter (low in the article), a barque. Link 1 states that on Dec. 28, 1895, a little over three years later, a whale ship saw the vessel still drifting at 9�N/175�W. It would seem to be true. Certainly the sighting, by Alice Knowles, that American whaling ship, was reported in Chambers Journal of 1912, as you can read here. Anything you can add? #2251
68	*Manchester* 2851/3046 (N/G) tons Hull 211 99391	1892	A 4-masted steel barque which was launched on Dec. 17, 1891 & completed in Mar. 1892. Rigged with royal sails over double top & topgallant sails. Doxford's very last sailing ship. Per 1 (data), 2 (plans available), 3 (image, State Library of South Australia). The last sailing ship built by Doxford. Not built for speed. 95.31 metres (312' 9") long. *Manchester* was built for Manchester Single Ship Co. Ltd., of Liverpool, with J. Joyce & Co., also of Liverpool, her managers. In 1899, the vessel sailed from New York to Shanghai, China, in 127 days. And, later that year presumably, sailed from Shanghai to Puget Sound, Washington, U.S.A., in 23 days. In Sep. 1900, *Manchester* left New York bound for Yokohama, Japan, Captain N. F. Clemens in command, with a cargo of kerosene & a crew of 25. The Captain's wife & 2 children were also aboard. The last contact with *Manchester* was on Sep. 23, 1900 at 12N/29W (SW of Cape Verde Islands). It was never heard from again. Now Carl Holmberg, of Hawaii, is (or was) researching Bikar Atoll, an uninhabited atoll in the Ratak Chain of the Marshall Islands in the Pacific Ocean - for a Wikipedia article. And Carl has advised (thanks!) that, per a Nov. 07, 1901 article in 'The Republican' of Estherville, Iowa, (at left) that 'Wreckage and signs of habitation was discovered on Bikar in 1901, suggesting that the ship had come to grief there, and that the survivors had pushed off in lifeboats shortly before the discovery. No sign of the crew or passengers has since been found.' The 'ship' referred to was, of course, *Manchester. I have since located an earlier article, ex the New York Times of Oct. 14, 1901 (also at left). Which article states that some of the wreckage had the vessel's name (Manchester) upon it & that one body was also found. It must then be that Manchester* foundered at or near Bikar Atoll. Can you help with more data?
69	*Sagamore* 1801/2309 (N/G) tons, later 1601/2140 (N/G) tons Hull 218 Solideo Ilva	1893	A self-powered 'whaleback' steamship (most of them were towed barges). The available data re this vessel is, to me at least, confused. While I provide the best data I can locate, this listing may well contain unintended errors. Per 1 (Wikipedia, whaleback), 2 (whaleback *Thomas Wilson), 3 (the image that used to be available, years ago, at 'modelshipworld.com'), 4 (Johnston Line, Sagamore), 5 ('uboat.net', sinking, Ilva), 6 (my source of the top Sagamore* image at left, soon after its launch in 1893. Just cancel the pop-up. We thank Tyne & Wear Archives & Museums for the fine image). 311.0 ft. (94.79 metres) long, signal letters MBSG, 233 HP engines by William Doxford & Sons Ltd. of Sunderland. I believe that Sagamore was initially owned by 'Belgian Maritime Trading Co. S.A.', (or maybe 'Belgian American Maritime Co.' which was restyled 'Belgian American Maritime Co. S.A.' in 1896), of Antwerp, with W. Johnston & Co. her manager). 4 includes the vessel as a 'Johnston Line' ship. LRs of 1897/98 & 1908/09 . The now gone 'www.doxford-engine.com' site indicated that the vessel was built under licence from Alexander McDougall (1845-1923, a Scottish born Great Lakes ship's master from Duluth, Minnesota). While 1 used to state that the Doxford vessel was unapproved & not therefore built under licence. Sagamore was, I read (at a now dead link), refused registry in the U.K. (because of unconventional design!) & was registered instead in Belgium. Most of the above is consistent, or so it seems to the webmaster - i.e. in substance, Captain McDougall developed the concept of the whaleback design in the U.S. And Doxford built a single 'whaleback' vessel, i.e. Sagamore, & then went on to develop its own series of 'turret' ships, similar in appearance to a 'whaleback' but with one continuous turret rather than individual turrets. It's whaleback 'prototype', i.e. Sagamore, had to be registered outside of the U.K. The vessel was at Sharpness Docks, Bristol, in Feb. 1904. In 1911, Sagamore was sold to Cognati Schiaffino, of Genoa, Italy, & renamed Solideo. In 1914, the vessel became owned by Filippo Bertolotto, also of Genoa. In 1916, Solideo was sold to 'Soc. Anon. Ilva' of Genoa, & renamed *Ilva* (maybe A. Piaggio of Genoa) (Ilva is the Latin word for Elba). (But a now dead link used to state that the vessel was renamed Ilva in 1914 & sold in 1916). While en route from Genoa to Barry Roads, Wales, Ilva was sunk on May 04, 1917 by submarine UC-69, Oberleutnant zur See Erwin Wa�ner in command, 5 miles from 'Isla Colleira', Spain, (Atlantic coast). No loss of life. I have read, at a site which requests no links or recognition, that Ilva was captured & then scuttled. Any help you could provide to clarify the above data would be surely welcomed! Now as this page is updated in May 2026, Wikipedia lists 8 other vessels that were named Sagamore in their lifetimes. I refer here to just two of them:- i) a vessel named Sagamore, 'defensively armed', that on Mar. 03, 1917 was torpedoed by U-49 without warning & sunk in the North Atlantic, 150 miles west of Fastnet (SW tip of Ireland), with the loss of 52 lives, including her master. Built in 1892 by Harland & Wolff of Belfast, Northern Ireland, & owned by White Diamond Steamship Co. of Liverpool. Of 5,197 (or 5,036) tons. See A, B (3 March 1917), C (u-boat.net). ii) an unpowered 'whaleback' barge named Sagamore that was built in 1892 by American Steel Barge Co. of Superior, Wisconsin, U.S.A. Official No. 57932 - an American number I believe. The barge sank on Jul. 29, 1901 as the result of a collision with Northern Queen near Point Iroquois, Whitefish Bay, in Lake Superior. With the loss of two lives. Per D, E (image, at anchor?).
70	Turret Age 1382/2232 (N/G) tons Hull 219 101841 Firth of Forth	1893	A schooner rigged 'turret' steamer, which was launched on Jul. 27, 1893 & completed in Sep. 1893. The 2nd ship built to such design. With a checkered history indeed. Per 1 (a splendid illustrated 'pdf' article, Turret Age, at pages 220/222), 2 (1898 collision, Lloyd S. Porter), 3 (Lloyd S. Porter), 4 (1900 wreck report #6125, Turret Age), 5 (1902 wreck report #6482, Firth of Forth), 6 (1903 wreck report #6603, Firth of Forth). 311.0 ft. (94.79 metres) long, perpendicular to perpendicular, speed of about 11 knots, 233 NHP engines by William Doxford & Sons Limited of Sunderland, engines aft, signal letters NDWP. Could carry 3,700 tons of coal, but intended, perhaps, to carry wheat in bulk. Turret Age was built, at a cost of about �25,000, for Petersen, Tate & Co., of Newcastle, who registered the vessel in the name of 'Turret Steam Shipping Company Ltd.' - LR of 1899/1900 (in black), J. Haylon then her captain In Apl. 1898, while en route from Maryport, Cumberland, U.K., to Louisburg, Cape Breton Island, Nova Scotia, Turret Age's propeller was damaged by contact with ice floes off St. John's, Newfoundland. The vessel was repaired at St. John's. In late Oct. 1898, Turret Age, then of Black Diamond Steamship Line (charterers of the vessel), James Russell Brady in command, was en route from Picton (Cape Breton, Nova Scotia) to Montreal, Quebec, both Canada, with a cargo of coal, & under the control of a pilot. Soon after 6 p.m. on Oct. 23, 1898, she was in collision with Lloyd S. Porter, a 536 ton steam barge, near Ste. Croix, about 40 miles above Quebec City on the St. Lawrence river. Lloyd S. Porter proceeded to shore but sank within 5 minutes in 45 plus maybe 60 feet of water. Captain Snow, & about 11 of Lloyd S. Porter's crew, safely escaped in a rowboat, while the remaining crew, five in number, & a pilot, climbed the ship's mast from which they were rescued by a Turret Age lifeboat. Lloyd S. Porter was soon re-floated, by 'Donnelly Wreckage & Salvage Company', while Turret Age suffered negligible damage. I read that the owners of Lloyd S. Porter took legal action re the matter & it would seem that Lloyd S. Porter was, in a manner of speaking, 'in the wrong lane'. But clearly my understanding may be wrong, or incomplete. W. J. Jenks et al., the owners of Lloyd S. Porter, were awarded $45,000 in damages against Captain Brady, who was held responsible even though a pilot was in control. And it would seem they were awarded also a similar sum in a claim against Turret Steam Shipping Company Ltd. Were those decisions upheld, I wonder? Early on Aug. 24, 1900, Turret Age left Lulea, Gulf of Bothnia, Sweden, with a cargo of iron ore, under the command of John George Purvis. 19 hours later, at 0:45 a.m. on Aug. 25, 1900, the vessel, approaching the Quarken Channel, stranded on the Sor Gadden Reef, 1 1/2 miles ESE of the Holmogadd Light (near Umea, Sweden). A salvage vessel was summoned, the holes in her hull were stopped & she was floated off & anchored. To fill again, perhaps in bad weather, & sink the next day. She was refloated on the 29th, sank again on the 30th & was abandoned on Oct. 05, 1900. No lives were lost. The Court found the Captain to be in default for failing to verify the vessel's position in relation to the 3 visible lights. His licence was suspended for 6 months. Turret Age was considered to be a total loss & was sold by the vessel's underwriters for �4,900 to 'Firth Steamship Company Limited' , Arthur Tate of Newcastle the managing owner. They spent �11,300 to make her seaworthy again. Maybe at Stockholm, Sweden. In 1901 she was renamed Firth of Forth & registered at Blyth, Northumberland. On Oct. 30, 1902, Firth of Forth left Mobile, Alabama, U.S.A., for Amsterdam & Sunderland with a cargo of pitch pine logs, a portion of which was on deck - apparently with a 10 degree list to port. On Nov. 01, 1902, a major gale was encountered & the list increased significantly. The ship proceeded to pass through the Rebecca Channel (E. of the Dry Tortugas & W. of Key West, Florida). In the conditions, the decision was made to jettison the deck cargo & the engines were stopped for about 7 hours to avoid damaging the propeller in the high seas. Captain Brady became incapacitated due to fever & William Tate (first officer & brother of Arthur) assumed command. On Nov. 03, 1902, Firth of Forth stranded at full speed 2 1/2 miles NW of Lavina Bank (W. of Key West) - due to compass deviation errors. Coal was discharged to lighten the vessel & with the assistance of two tugs, she was pulled off to then proceed to Newport News, Virginia, where she re-coaled. With a new crew she then left for the Tyne where serious damage to the ship's bottom was repaired. William Tate's licence was suspended for 6 months & Brady was censored i) for his lack of action re the compass errors & ii) for setting the dangerous course thru Rebecca Channel when a safer course was available. 'Hocking' advises that on Jul. 25, 1903, while en route from Hamburg, Germany, to Vladivostok, Russia, (Sea of Japan), with a general cargo, Firth of Forth foundered 25 miles off Cape Bengut, (near Algiers), Algeria. There is far more to the story however. Firth of Forth left Hamburg, Germany, on Jul. 13, 1903 bound for Manila, China & Siberia, with a truly varied cargo. Poorly trimmed - 6 ft. deeper at the stern. Early on Jul. 24, 1903, when 40 or so miles E. of Gibraltar, water was reported to be entering the vessel's auxiliary bunker (No. 3 tank). The pumps were started & the vessel was headed towards land. After 10 or 15 minutes, however, the captain ordered the engines to be stopped & the boats got out. Pumping was therefore stopped (no power), water continued to flood in & at 7 a.m. just 4 1/2 hours after the water was first discovered, the vessel was abandoned - at 37.18N/3.48E, close to Algiers. And sank by the stern. Eddystone of London took the crew aboard, but later the crew took to the boats again to land at B�ne (Annaba, Algiers). And home via Marseilles. The cause of the water entering Firth of Forth is not known, however the Court found no justification for the engines being stopped, the ship not being kept afloat & beached. The Court was not satisfied with the manner in which both the captain & Arthur Tate gave evidence. It would seem likely that the vessel had been deliberately scuttled. 'The vessel's insurance did 'not apparently err on the side of inadequacy'. Strange indeed since Firth of Forth carried 200 unmanifested cases of whisky, the private speculation of the captain. I wonder how the insurance claims were settled? Captain Brady was found to be solely at fault for the loss & his licence was suspended for a year with no recommendation that he be granted a mate's certificate during that period. Firth Steamship Company Limited went bankrupt, it would seem. We thank 'Suzanne' (who requests anonymity) for much of the detail above. Can you add anything?
71	Bencliff 1385/2210 (N/G) tons Hull 224 102718 Caroline Hemsoth Holland	1894	A 'turret' steamer which was launched on Apl. 18, 1894 & completed in May 1894. Per 1 (data Caroline Hemsoth). 297 ft. (about 95 metres) long, speed of 8 1/2 knots. Bencliff was built for George Horsley & Son, of West Hartlepool. In 1899, the vessel became a 'Horsley Line Ltd.' vessel, with M. H. Horsley the manager. I read that 'Horsley's' were both ship owners & managers & operated a timber importing business in West Hartlepool. Bencliff 'often carried coal out/timber home (Baltic) although she was to be found in Trieste/ New Orleans and east coast of the USA'. The vessel was sold in 1913 to 'Wilh. Hemsoth'?, (Wilhelm Hemsoth A.G., the managers) of Emden, Germany, & renamed Caroline Hemsoth. The vessel was a WW1 war prize & became owned by the Shipping Controller, of London, (J. & J. Denholm managers). In 1921, Caroline Hemsoth was sold to 'Alfred Calvert Ltd.' & registered at Poole. It was intended that she be renamed 'Maud Larssen' but that did not happen. Rather the vessel was resold to 'Wilh. Hemsoth' in 1922. The vessel was sold again, in 1926, to "Holland" Sciffahrts G.m.b.H., 'C. F. Schutt & Co.' the managers, of L�beck, Germany, & renamed Holland. And sold again, to 'Zerssen & Co.', of Rendsburg, Germany, in 1930. Holland was broken up at Flensburg, Germany, in May 1931. Can you add anything?
72	*Carlisle City* 1894/3002 (N/G)tons Hull 221 102717 Oracabessa Belem	1894	A cargo steamship which was launched on Feb. 19, 1894 & completed in Apl. 1894. Which carried some passengers also. Per 1 (Norway-Heritage), 2 (Furness Withy, Carlisle City), 3 (Elders & Fyffes, Oracabessa). 345 ft. long, speed of 11 knots, signal letters NJBD. *Carlisle City* was built for Furness Withy & Company of West Hartlepool. The vessel was chartered, in 1896, by Beaver Line (Canada Steamship Lines), for two return voyages from Liverpool to Montreal (via Quebec). In 1903, *Carlisle City* was sold to 'Elders & Fyffes Shipping Ltd.' (of Avonmouth?) & renamed Oracabessa. In 1909, Oracabessa was sold to W. Garthwaite & Co., of Hartlepool. And sold again, in 1916, to 'Soc. Anon Martinelli', of Rio de Janeiro, Brazil, & renamed Belem. In 1925, the vessel was sold, or maybe transferred, for the last time, to 'Lloyd National, Martinelli'. Belem was hulked at Rio de Janeiro in 1932. And scrapped that same year. Can you add to or correct the above? Another image?
73	*Celaeno* 1712/2704, later 2079/2760 (N/G) tons Hull 222 Prado Bego�a No. 2 Sodupe	1894	A cargo steamship, which was launched on May 19, 1894 & delivered on Jun. 27, 1894. Per 1 (data, ex here), 2 (extensive data, with 4 images). 300.0 ft. (about 95 metres) long, speed of 8 knots, signal letters NJSG, later, as *Sodupe, HDQW, single screw, 251 NHP engines by W. Doxford & Sons. Her lifetime captains names, or at least the names that I have happened to spot - J. C. Bakker, A. O. Posthumus, J. Houwink, G. Telleria. Celaeno* was built for 'Firma Hudig & Veder' which became, in 1899, 'Hudig & Veder's Stoomvaart Maats' with Hudig & Veder, her managers, both of Rotterdam, Netherlands, & Rotterdam registered. On Oct. 12, 1907, the vessel, J. C. Bakker in command, arrived at Leghorn (Livorno, Italy) with a cargo of coal ex West Hartlepool. Link 2 above tells us, I think, that it arrived leaky. In 1912, *Celaeno* was sold to 'Juan L. Prado' of Bilbao, Spain, & renamed Prado. The vessel was sold again, in 1918, to Compa�i� de Navegaci�n 'Bego�a', with J. M. Urquijo her manger, of San Sebastian, Spain, & renamed Bego�a No. 2. Bego�a No. 2 was sold (for the last time), in 1926, to 'Maura y Aresti', of Bilbao, Spain- both her owner & manager. And was renamed Sodupe. Sodupe was broken up in Spain in the 4th quarter of 1933. WWW data is limited. Can you add more? An image?
74	*Turret Bell* Note the vessel was sometimes referred to as Turrett Bell 1376/2211 (N/G) tons Hull 231 104263 Kwasind	1894	A steel 'turret' steamer, which was launched on Jul. 03, 1894 & whose trial trip was held on Oct. 05, 1894. Per 1 (Toronto Marine Historical Society webpage incl. summary history para. re Turret Bell), 2 (11 Mar 1917, brief ref. to her final loss), 3 (3 page illustrated article re 1906 wreck, ex 'The Island Magazine' #24 of 1988), 4 ('uboat.net' re Kwasind), 5 (the *Turret Bell* 1906 storm & grounding, now in archive). 297.0 ft. (90.5 metres) long, speed of 10 knots, signal letters NLWT, later, as Kwasind, TQWK, fitted with 233 NHP engines by George Clark Limited of Sunderland. The vessel is Mercantile Navy List ('MNL') listed from 1895 thru 1906, consistently registered at Newcastle. From 1907 thru 1912, the vessel was not MNL listed at all, but in 1912 the vessel, renamed Kwasind, became Quebec, Canada, registered - thru 1917. The vessel is not MNL later listed. *Turret Bell* was owned from 1894 thru 1901 by Turret Steam Shipping Co. Ltd., of Newcastle, with Peterson, Tate & Co. or Arthur Tate thru 1898 then William Petersen thru 1901, her managers. - LR of 1899/1900 (in blue), J. C. Blenkarn then her captain. I gather that the vessel was contracted in 1900 to haul coal from Sydney, Nova Scotia, to Montreal, Quebec, (both Canada), for Dominion Iron & Steel Co. Ltd. Turret Bell was one of at least 7 turret steamers (names) engaged in that trade. There are some references to the vessel being rather 'Turrett Bell', including this reference to the vessel going aground, on Jul. 13, 1900, on the N. side of Byron Island in the Gulf of St. Lawrence. With 'Morbray' in command. I learn that on Jun. 27, 1902 *Turret Bell* stranded near Lampoul Bay, Ushant, France. The vessel was en route from Garrucha (Almeria, Mediterranean coast of Spain) to Rotterdam with 3,450 tons of iron ore under the command of Arthur James Wilds - with a crew of 23 all told. The vessel encountered significant fog, at times dangerously thick. At 2:25 a.m. on Jun. 27, 1902, rocks were seen immediately ahead of the vessel. Having reversed their engines they successfully cleared those rocks, then another rock was cleared, but the vessel soon struck some under water rocks which damaged her hull badly & caused water to enter the ship's holds. A lifeboat pilot assisted in getting the ship into Lampoul Bay where they arrived at 6:30 p.m. To avoid her sinking, the vessel had to be beached. They tried to control the interior water levels with pumps. With the help of *Ranger, a Liverpool salvage tug, efforts were made to get the vessel off. The hull apparently had a large hole under No. 1 hold & other damage. The holes were 'wedged up' which I presume means repaired as best they could & the vessel was towed off. To sail to Falmouth under her own power & then to Rotterdam, where her cargo was discharged. Turret Bell* then left Rotterdam in ballast for Sunderland, arriving there on Jul. 26, 1902. To presumably be properly repaired. A Board of Trade Inquiry into the vessel's grounding was held at Sunderland on Aug. 12 & 13, 1902. The Inquiry held Captain Wilds to be solely responsible having improperly verified the position of his vessel in the dense fog & having sailed too close to the Channel Islands. You can read the report of the Board of Trade here. MNLs of 1902 thru 1904 record Canadian Ocean & Inland Navigation Co. Ltd., of Newcastle, as the vessel's owner with Wm. Petersen still her manager. MNLs of 1905 & 1906 rather record Douglas A. Howden of London as the vessel's then owner. I have read that the vessel was along the way owned by 'MacKenzie & Mann' of Montreal. Canadian Lake & Ocean Navigation Co. Ltd., was a subsidiary of 'Mackenzie & Mann'. The vessel was chartered to 'Inverness Railway and Coal Company' of Port Hastings, Cape Breton. It seems clear that the vessel's owners wanted the vessel to serve in the Great Lakes. But *Turret Bell* was physically too long to be able to transit the St. Lawrence & Welland canals without being 'cut down' in size. Before that could be done, on Nov. 02, 1906, (still registered at Newcastle), the vessel ran into one of the worst storms ever in the Gulf of St. Lawrence. Turret Bell, en route from Montreal to Port Hastings to load a cargo of coal, was driven ashore at Cable Head, St. Peters, on the N. shore of Prince Edward Island ('PEI'). She ended up upright, 150 yards offshore, on a rocky ledge. The storm continued to rage & Turret Bell was soon driven inland to just 20 yards from the shore. Her captain, name of 'Murcassen', was brought ashore in a boatswain's chair & his wife too a little later, while the crew stayed aboard until the wreck could be surveyed. As a result of that survey, the vessel was abandoned, & declared a constructive total loss. It is interesting to note that three other ships were also wrecked in that storm, which amazingly lasted two weeks, all on a 20 mile stretch of PEI coastline. Sovinto, a Finnish barque was one of those other wrecked vessels. Olga, a Norwegian barque was another. *Turret Bell* lay there for the better part of 3 long years. An attempt was made to free her in the summer of 1907 but it failed. Further most difficult efforts followed & eventually, Reid Wrecking Company completed the task. And on Jul. 31, 1909, Turret Bell was towed to Charlottetown, PEI, by wrecking tug James Reid. Very very rusty but substantially intact. On Aug. 13, 1909, the vessel was towed to Quebec & repaired. ...'the versatile Capt. Tom Reid of Sarnia and Port Huron eventually salvaged her and sent her back to salt water service as KWASIND'. Reid Wrecking Co., of Sarnia, Ontario, is said to have taken over her ownership in 1907 - thru 1912. I have read that her name had been changed in 1911 or 1912. In 1912 the vessel returned to 'salt-water'. From 1913 thru 1917, per MNL, Kwasind was owned by Arctic Steamship Co. Ltd. ('Arctic'), of Quebec. In early 1917, (thanks Michael Lowery), Arctic was part owned by 'W. F. Bentinck-Smith' of Quebec, Canada. On Mar. 11, 1917, when en route from Bilbao, Spain, to Hartlepool with a cargo of iron ore, Kwasind hit a German mine, laid by German minelaying submarine UC-4, off the E. coast of England. Have read near Southwold, Suffolk, but have also read near Southend, Essex, both U.K., but I believe that Suffolk is correct. (52.08N/1.45E). 12 lives lost (10 of the 12 names are listed here). The captain survived. But ... the names of the other two are recorded on this page, now in archive - i.e. Ali Farali & Ahmed Mathen. The vessel's ownership history is still quite cloudy. Needs further research! Can you add anything? Or correct the above in any way?
75	*Elm Branch* 2065/3265 (N/G) tons Hull 239 106404 Wisla Ellen Jensen Purley Beeches	1895	A 'turret' steamship which was launched on Nov. 18, 1905 & completed in Dec. 1895. Per 1 (vessel launch ex Marine Engineer... of Dec. 01, 1895), 2 (Nautilus, Elm Branch), 3 (1899 loss of propeller, alas the source is today unknown), 4 (Polish-American, Wisla), 5 (Elm Branch in 1900 ex here). 103.6 metres long, perpendicular to perpendicular, 340 ft., speed?, signal letters (as Ellen Jensen) NFRJ, accommodation for 3 passengers. *Elm Branch* was built for Nautilus Steam Shipping Co. Ltd. with F. & W. Ritson her managing owners, both of Sunderland. Launched, on Nov. 18, 1895, by Mrs. W. Ritson, the wife of the owner. ... the officers' quarters are superior to those in most ocean liners, They are fitted up in bird's-eye maple and mahogany and, instead of stoves, have dainty fireplaces inclosed in handsome tile work. As times goes by, more & more old newspapers become WWW available. It is clear that *Elm Branch* travelled much of the world - ports mentioned in such newspapers are Adelaide, African coast, Antwerp, Astoria, Durban, Mediterranean, Newchang (China), New York, Pensacola, San Francisco & Vancouver. On or about Jan. 12, 1900, during a voyage in ballast, Captain Iliff in command, from Nagasaki, Japan, to Puget Sound, Washington, U.S.A., under charter to Pacific Export Lumber Company, *Elm Branch* lost a propeller & anchored near the Umatilla lightship. Off Cape Flattery, Washington State. The newspaper references are 'difficult' but you can read a summation here:- link 3. And here also. Elihu Thompson found Elm Branch & tried, unsuccessfully, to tow her to port, but her tow hawser separated. She did, however, raise the general alarm as to Elm Branch's predicament. Wahtenau, a collier, also tried to tow her. It was a 'Puget Sound Tugboat Company' tug however, Tyee I believe, one of two tugs (Tacoma was the other) that attended the scene, that brought Elm Branch safely to Seattle, being later awarded $8,500 for her efforts by a Seattle court. The whole matter is said to have cost the owners of Elm Branch $20,000. I read that in Jul. 1919 *Elm Branch* was sold to Christoffer Hannevig, of Norway, for �76,000, before being resold, in Aug. 1919, for $550,000, to Polish-American Navigation Corp.', of New York, & renamed Wisla. A series of Wisla sales one after the other - in 1922 to Wisla Steamship Corp., of New York, in 1923 to Wabash Steamship Corp., also of New York or maybe of Delaware. Both with no change of vessel name. And then, in 1924, to 'Jensen Linien Aktieselskab', (H. Jensen), of Copenhagen, Denmark, & renamed Ellen Jensen. The vessel was sold again, in 1926, or perhaps in 1927, to T. E. Evans & Co., of London, & renamed Purley Beeches - though there may have been a sale ahead of that one, to 'D/S Codan'. Frederick H. Gethring, of Aberavon, was her captain for a number of years from Ellen Jensen thru to Purley Beeches. On Mar. 29, 1928, Purley Beeches arrived at Bo'ness, i.e. Borrowstounness, Firth of Forth, Scotland, to be broken up. Anything to add?
76	*Forest Abbey* 1113/1770 (N/G) tons Hull 229 104276 Stiklestad	1895	A 'turret' steamship which was launched on Feb. 28, 1905 & completed in Apl. 1895. Per 1 (Norwegian page, image, English translation), 2 (Norwegian page, image). 280.0 ft. long, signal letters NVWS, 203 NHP engines by Wm. Doxford & Sons of Sunderland, some crew lists are available via this page. *Forest Abbey* was built for Forest Oak Steam Shipping Co. Ltd. of Newcastle with H. Sherwood her managers. In 1898, *Forest Abbey* was sold to 'A/S D/S Stiklestad' (A. F. Klaveness & Co., the managers), of Sandefjord, Norway, & renamed Stiklestad. The managers moved (the owners also?) to Kristiania (Oslo) in 1907. On Nov. 23, 1908, Stiklestad left Glasgow for Sydney, Cape Breton, Canada, with a cargo of bricks & clay & with a crew of 20. The vessel was never heard from again. Anything to add?
77	*Scottish Hero* 1386/2202 (N/G) tons Hull 235 105718	1895	A steel 'turret' steamship that was launched on Jun. 20, 1895 & completed in Aug. 1895. That was cut into two pieces & reassembled twice! Per A (e-Bay, image, Scottis Hero at Lorain, Ohio, in or prior to Jun. 1908), 1 (Toronto Marine Historical Society web page incl. summary history para. re Scottis Hero), 2 (10 June 1917), 3 (1905 stranding), 4 ('uboat.net', 1917 sinking). 297.0 ft. long (95.5 metres) perpendicular to perpendicular, 315 ft. 6 in. overall. Ray Lloyd advises that *Scottish Hero* was built for 'Scottish Line Ltd.', of London, but was sold in 1899 to 'Scottish Hero Steamship Co. Ltd.' of Newcastle. McIlwraith, McEacharn & Co. Ltd. were the vessel's managers. Under contract, the vessel carried coal from Sydney Mines, Nova Scotia, to Montreal, Quebec, both Canada. In foggy conditions, *Scottish Hero* was on Apl. 30, 1905 stranded, 22 miles E. of Halifax Harbour, Nova Scotia, Canada, while en route from Sydney, Nova Scotia to Havana, Cuba. Link 3 describes the grounding as a partial loss. The vessel was presumably damaged but was soon repaired. *Scottish Hero* was sold, in 1907, to 'Canadian Lake & Ocean Navigation Company, Limited'. Being of too long a length to be able to transit the then St. Lawrence & Welland canals, the vessel was cut into two pieces at Levis, Quebec, & in 1907, brought up through those canals to the Great Lakes & there the pieces were 'rejoined'. I wonder where they were joined together? The vessel being 297.0 ft long would not fit in the 270 ft. long locks of the then Welland Canal Do not miss the fine image of the vessel at Lorain, Ohio (Lake Erie about 25 miles west of Cleveland), in or prior to Jun. 1908. *Scottish Hero* was sold, in 1913, to 'Canada Steamship Lines, Limited', of Montreal. The vessel was requisitioned for war service in 1916. Accordingly, it again had to be cut in two - at Ashtabula, Ohio, to be able to return to the Atlantic (in 1917). The vessel was sold in 1917 to 'Hero Steamship Company' of Halifax, Nova Scotia. On Jun. 10, 1917, while en route from Sydney, Cape Breton, Nova Scotia, Canada, to Le Havre, France, with a cargo of steel products, *Scottish Hero* was captured by submarine U-155, Kapit�nleutnant Karl Meusel in command - & sunk by gunfire, in the N. Atlantic, 440 miles 'W by S 1/2 S' from Fastnet (SW tip of Ireland). At 46.59N/18.12W. One life was lost - I have not spotted his name. Link 4 indicates that at the time of her sinking the vessel was owned by 'Merchants Mutual Lake Line, Ltd. (Canada Steamship Lines, Ltd.)'. The above may well require correction. Need an image!
78	*Turret Cape* 1142/1827 (N/G) tons (became 1158/2079 in 1941) tons Hull 234 104283 Sun Chief Walter Inkster	1895	A steel 'turret' steamship with a turtle-backed forecastle. That had an amazingly long life. She was launched on Apl. 23, 1895 - her trial trip was on Jun. 08, 1895. Per 1 (Toronto Marine Historical Society webpage & summary history para. re Turret Cape), 2 (trial trip again), 3 (a mid-ship section), 4 (September 28, Mon, in 1941, search for Alcoa Mariner), 5 (Australia, search for the name), 6 (1942 rescue, Alcoa Mariner), 7 (image, *Turret Cape), 8 (data & image Turret Cape). 253.0 ft. long, speed of 9 knots, signal letters NVHP, 217 NHP engines by Wm. Doxford & Sons Ltd. of Sunderland, many crew lists are available via this page. Turret Cape* is Mercantile Navy List ('MNL') listed from 1896 thru 1912, a gap of 3 years, & again from 1916 thru 1936. It was registered at Newcastle thru 1912, at Toronto, Canada, in 1915 & 1916, & at Montreal, Canada, from 1917 thru 1936. The vessel is not MNL later listed. *Turret Cape* was owned from 1894 thru 1898 by Turret Steam Shipping Co. Ltd., of Newcastle, with Petersen, Tate & Co. or Arthur Tate her managers. From 1899 thru 1901 *Turret Cape* was owned by St. Bede Trading Co. Lim., of Newcastle, with Arthur Tate her manager & then William Petersen. In 1899, the vessel was in collision with Australia, a tug, off Gravesend, River Thames. I gather that *Turret Cape* was contracted from 1900 to haul coal from Sydney, Nova Scotia, to Montreal, Quebec, (both Canada), for Dominion Iron & Steel Co. Ltd. Turret Cape was one of at least 7 turret steamers engaged in that trade. From 1902 thru 1912 at least, the vessel was owned by Canadian Ocean & Inland Navigation Co., Lim., of Newcastle, with Wm. Petersen her manager & then Bernard H. Binder. On Sep. 18, 1904, *Turret Cape, en route from Port Hastings for the great lakes with a cargo of coal, ran aground on Goose Island Shoal in the St. Lawrence river. The vessel was under the control of a pilot - Joseph Delisle, E. L. Stephens was then the vessel's captain. The pilot was determined to have been solely responsible. The Inquiry report is here. Turret Cape* was brought to Great Lakes, in 1907 I read. I direct your attention to the report of an Inquiry into *Turret Cape's grounding on Nov. 17, 1911 at a point near to Cove Ialand in Georgian Bay, Lake Huron. While en route to Port Arthur. Which report tells us that the vessel was LOST as a result of that grounding - but clearly, of course, it was not lost. The grounding was most serious however & the insurance market did consider the vessel to be a total loss for a couple of months. The vessel was then under the command of Captain Wharry who was held to be solely responsible. I have not spotted what then happened & where she was repaired. I read also that from 1913 thru 1916 the vessel was owned by Canada Steamship Lines, Turret Cape* was requisitioned in 1915 for WWI service. In 1916, the vessel, now registered at Toronto, was still owned by Canadian Ocean & Inland Navigation Co., Lim., But from 1917 thru 1927 the vessel became Montreal registered, owned by Cape Steamship Co., Lim., (Dominion Iron & Steel), of Halifax, Nova Scotia, Canada. Link 1 refers rather to Turret Steamship Co. The vessel operated in the 1920s on the lake & river trade. From 1928 thru 1932, *Turret Cape* was owned by Inland Waters Navigation Co. Lim., of Montreal. The vessel's engines were condemned in 1930. From 1933 thru 1935, per MNL, the vessel was owned by International Waterways Nav. Ltd. (R. W. Campbell & J. E. Russell), of Montreal. *Turret Cape* lay idle until 1936 or 1937 when sold to Fort William-Montreal Nav. Co. Ltd. (Robin Hood Flour Mills Ltd.) & converted to a flour storage barge. Miramar used to state, years ago, that the vessel was a dumb barge from 1933 to 1941. That is not the end of the story! The vessel must have been incredibly strongly constructed. The barge was sold, in 1941, to Saguenay Terminals Ltd., of Montreal, Quebec, which was a subsidiary of Aluminum Company of Canada. And was rebuilt in 1941 as a diesel stemwinder for the shipment of bauxite from Georgetown, British Guiana, to St. Thomas, British West Indies. On Sep. 28, 1942, *Turret Cape* rescued 41 merchant seamen & a 13-man armed guard from U.S. freighter Alcoa Mariner, torpedoed off the Orinoco River, Venezuela, & landed them at Georgetown, British Guiana. *Turret Cape* was converted in 1943 to a suction dredge for the Demerara River. In 1948, the vessel's name was changed to *Sun Chief, (or maybe Sunchief). In 1947 (or maybe in 1949) the name changed, again, to Walter Inkster* (R. Scott Misener). The vessel returned to the Great Lakes in 1949. A gap in the ownership data, it would seem (1949/51). Was inactive at the Lakehead for some years. Owned by Colonial Steamships Ltd. (1951-56). Walter Inkster was sold, in 1956, for scrap to A. Newman & Co., of St. Catharines, Ontario but sailed to Port Dalhousie (Lake Ontario shore at St. Catharines) under her own steam & was actually scrapped in 1959. Miramar used to state, years ago now, that she rather arrived at nearby Port Weller, Ontario, on Aug. 17, 1959 to be broken up. Lots of data. A long & interesting history. The above history is amazingly complicated. Alas it probably contains some unintentional errors. Can you add or correct anything? More images maybe?
79	*Turret Crown* 1142/1827 (N/G) tons Hull 233 104279	1895	A steel 'turret' steamship with a turtle-backed forecastle. That was launched on Mar. 16, 1895 & completed in May 1895. Per 1 (Toronto Marine Historical Society web page, image Turret Crown & summary history para. re Turret Crown), 2 (image), 3 (image), 4, 5 & 6 (fine Wm. Notman & Sons 1895 images at Lachine Canal & Locks, Montreal, Quebec), 7 (c. 1916 image at Seward Dock, Alaska), 8 (1917 image at Anchorage, Alaska unloading Panama freight), 9 (an 1896 voyage from Cadiz), 10 (3 images of vessel at Anchorage, Alaska, c.1917. Do view them in full size). 253.0 ft. long, speed of 9 knots, signal letters NTSL, 217 NHP engines by Wm. Doxford & Sons Ltd. of Sunderland, many crew lists are available via this page. The vessel is Mercantile Navy List ('MNL') listed from 1896 thru 1925, registered at Newcastle thru 1916, at Vancouver, British Columbia, Canada, from 1916 to 1919 & at Toronto, Ontario, Canada, from 1920. A minor collision on Jun. 08, 1895, when 15 miles off Cape Rosier, Gasp�, Quebec. *Turret Crown, en route from Montreal to Sydney, Nova Scotia, collided with Forest Holme, bound for Montreal from Maryport, Solway Firth, Cumberland. Both vessel suffered some damage. Turret Crown* was owned, per MNL, from 1896 thru 1902 by Turret Steam Shipping Co. Ltd., of Newcastle, with Petersen, Tate & Co. or Arthur Tate then William Petersen, her managers - LR of 1899/1900 (in green), W. D. Goodrich then her captain. I gather that *Turret Crown* was contracted from 1900 to haul coal from Sydney, Nova Scotia, to Montreal, Quebec, (both Canada), for Dominion Iron & Steel Co. Ltd. Turret Crown was one of at least 7 turret steamers engaged in that trade. The vessel, at about 3.30 a.m. on Jul. 22, 1903, was in collision with & sank Waverly, off Harbor Beach, Michigan, when *Turret Crown's steering gear failed. Fortunately with no loss of life. Waverly* was, I read, bound for Milwaukee with *W. S. Crosthwaite, a barge in tow. Waverly's crew were taken aboard the barge. I have read that Waverly* was then valued at $30,000. Two links that provide detail of the matter - 1 & 2. MNLs of 1903 thru 1905 record the vessel as owned by George M. Stamp of Newcastle, & then by Douglas A. Howden of London. MNLs of 1906 & 1907 record Henry M. Hubbard, of London as her then owner. LR of 1905-06 records H. M. Hubbard as her then owner with J. Hayton then her captain. Brought to the Great Lakes (I have read) in 1907. *Turret Crown* was beached, trying to make harbour, in a storm off Grand Marais, Michigan, in 1907 or earlier. And, on May 04, 1913, was in collision with William C. Mack near Sault Ste Marie, requiring repairs to Turret Crown at Collingwood, Ontario. Here is how Lloyd's List reported the collision. Which report seems not to explain why they collided. This report from Hamilton, Ontario, Canada, explains the colliison in great detail but refers to Mack & not to William C. Mack. Anyway, the two vessels were sailing in dense fog, but they apparently did not know how close they were to one another. An ice flow, presumably a large ice flow, suddenly loomed out of the fog ahead of them. Both vessels immediately put their engines into full reverse. Mack or William C. Mack, described as a stern-wheeler, proceeding backwards, collided with Turret Crown which was unable to get out of the way. A most unusual set of circumstances indeed. Turret Crown was under the command of Captain McGlennan & bound for Port McNicholl on Georgian Bay. From 1908 thru 1916, per MNL, *Turret Crown* was owned by "Turret Crown" Lim. of Toronto & managed by Harry W. Harding of London. The vessel was requisitioned for WWI service in 1915. 'Operated late in war on Pacific although owned in Toronto'. *Turret Crown* became Vancouver, British Columbia, Canada, registered in 1916, owned by Coastwise Steamship & Barge Co. Ltd. of Vancouver. Thru 1918. In 1919 & 1920, again per MNL, the vessel, now Toronto registered, was owned by Commonwealth Steamship Co. Ltd. of Toronto. *Turret Crown, I have read, returned to the Great Lakes in 1922. Owned from 1922 thru 1924, per MNL, by William J. Herival of London, but have also read W. J. & S. P. Herivel, of London. On Oct. 09, 1922 Turret Crown* grounded on Cove Island, Georgian Bay, Lake Huron. But was salvaged. On Nov. 02, 1924, the vessel was driven ashore in a gale & snowstorm at Meldrum Bay Point, N. side of Manitoulin Island, Lake Huron, Ontario. And abandoned as a total loss. No loss of life. A now long gone site, here in archive, advised 'She drove ashore in a snowstorm and gale and stranded. Her hull was wrecked during storms that winter. She was cut up and removed for scrap the following year. Some reports claim that she was run ashore intentionally'. *Turret Crown* was, I have read, owned by Capt. William C. Jordan, of Goderich, at the time of loss. In 1925, again per MNL, the vessel was owned by William J. McCormack of Sault Ste. Marie, Ontario. How can that be? Did he just own the wreck? Later was cut up for scrap. When is confusing. 1 says removed for scrap in WW2. The above history, particularly its ownership history, is most complicated. The above may well contain unintentional errors. Can you add anything?
80	Ashmore 2191/3461 (N/G) tons Hull 241 106420 Almond Branch	1896	A steel 'turret' steamship which was launched on Mar. 28, 1896 & completed in May 1896. Per 1 ('uboat.net', sinking, Almond Branch), 2 (image), 3 (Nautilus Steam Shipping, Almond Branch). 340.0 ft. long, signal letters as Almond Branch PWMH, 300 NHP engines by Wm. Doxford & Sons Ltd., of Sunderland. Ashmore was built for Belgian-American Maritime Co. Soc. Anon. ('Belgian), of Antwerp, with W. Johnston & Co. her managers). Belgian was soon 'restyled' & became Belgian Maritime Trading Co. Soc. Anon. Ashmore was sold, in 1897, to The Nautilus Steam Shipping Co. Ltd. of Sunderland (F. & W. Ritson. managers), known as 'Branch Line', & became Almond Branch. On Nov. 27, 1917, defensively armed, Almond Branch was torpedoed without warning by UB 57, Kapit�nleutnant Otto Steinbrinck in command, & sank, 2 miles SE of Dodman Point (S. coast of Cornwall), while en route from London to S. America via Port Talbot, Wales, with general cargo. At 50.12N/04.45W. 1 life lost. It would appear that the wreck has never been located. Can you help with more data?
81	Castello 2339/3635 (N/G)tons Hull 246 106727 Grigorios Anghelatos	1896	A steel 'turret' steamship which was launched on Nov. 21, 1896 & completed in Dec. 1896. Per 1 (Wilson Line, Castello), 2 ('uboat.net', sinking, Grigorios Anghelatos, incl. map location of loss). 107.0 metres long, perpendicular to perpendicular, 351.0 ft. (about 110 metres) long overall, signal letters PNGJ. Castello was built for Thomas Wilson, Sons & Co. Ltd. (Wilson Line), of Hull. Castello was sold, in 1913, to 'Anghelatos Bros', of Constantinople (Istanbul) or maybe to 'D. Anghelatos' of Piraeus, Greece, (who owned the vessel in 1916) & renamed Grigorios Anghelatos. On Dec. 05, 1916 (Greek registered then), en route to Genoa, Italy, with a cargo of coal, Grigorios Anghelatos was torpedoed & sunk, by U-63, Kapit�nleutnant Otto Schultze in command, 20 miles S. of Genoa. At 43.52N/08.49E. No loss of life. WWW data re this vessel is most limited. Can you add anything?
82	*HMS Hardy* 260 tons displacement Hull 226	1896	A 'Hardy' class torpedo boat destroyer which was launched on Dec. 16, 1895 & completed in Aug. 1896. Per 1 (Wikipedia), 2 (Haughty Class, near top of page). 196.0 ft. long, speed of 26.8 knots, armed with one 12 pounder & 2 torpedo tubes, complement of 53 (or 50). *HMS Hardy* was built for the Royal Navy. The class is confusing! Only two vessels in 'Hardy Class', i.e. this vessel & HMS Haughty, built by Doxford in 1895. But 2 says was 'Haughty' class & not 'Hardy' class. And a now gone site said was instead 'Havock (A) Class', & built by 'Northumberland Shipbuilding Company' of William Doxford & Sons. Those are words that I do not presently understand since i) ownership of Doxford's would seem to have been sold to 'Northumberland' only in 1919, & ii) 'Northumberland', even in 1919, would seem to have been a shareholder rather than a shipbuilder. I read that Royal Navy vessels named 'Hardy' are named after Sir Thomas Masterman Hardy (1769-1839), Captain of HMS Victory during the Battle of Trafalgar. *HMS Hardy* was commissioned on Aug. 01, 1896. Served 'in home waters'. It was present, I read, at the Naval Review at Spithead in celebration of the Diamond Jubilee of Queen Victoria. On Jul. 17, 1911 the vessel was sold off, to 'Garnham', of Chatham, to be scrapped. Need help!
83	*HMS Haughty* 260 tons displacement Hull 225	1896	A 'Hardy' class torpedo boat destroyer which was launched on Sep. 18, 1895 & completed in Aug. 1896. Per 1 (Wikipedia), 2 (Haughty Class, near top of page, with images). 196.0 ft. long, speed of 27 knots, armed with one 12 pounder, & 2 torpedo tubes. Complement of 50 or 53. *HMS Haughty* was built for the Royal Navy. Only two vessels in 'Hardy Class', i.e. this vessel & HMS Hardy, built by Doxford in 1896. But 4 says was 'Haughty' class & not 'Hardy' class. I have not so far spotted when the vessel was commissioned. *HMS Haughty* served 'in home waters'. And was present, I read, at the Naval Review on Jun. 26, 1897 at Spithead in celebration of the Diamond Jubilee of Queen Victoria. On Apl. 10, 1912 the vessel was sold off, to be scrapped. Need help!
84	Imperialist 2177/3442 (N/G) tons Hull 242 106016 Clan Shaw Vine Branch	1896	A refrigerated 'turret' steamship which was launched on Apl. 25, 1896 & completed in Jul. 1896. Per 1 [Clan line, Clan Shaw (1)], 2 (Nautilus, Vine Branch), 3 (a turret ship at Fitzroy Dock, Sydney, Australia. The webmaster believes that the vessel depicted is Vine Branch), 4 ('uboat.net', sinking, Vine Branch, with map location of loss), 5 (U-55), 6 (origins of Clan Line). 340.2 ft. long (103.69 metres) perpendicular to perpendicular, speed of ? knots, a crew of 44 in 1909, carried a few passengers, signal letters PJSC (as Vine Branch), 300 HP engines by W. Doxford & Sons Limited of Sunderland, crew lists are available via this page. Imperialist was built for Angier Line (1877) Ltd., owned & managed by Angier Brothers of London. It would seem that Imperialist was acquired by 'The Clan Line of Steamers Limited' ('Clan'), of Glasgow, as an experiment to gain experience with a 'turret' ship, which experience was positive since they ended up owning 30 ships of the design. I have read that Clan bought the vessel in Sep. 1896, & renamed the vessel Clan Shaw. On Aug. 08, 1898, the New York Times reported that Clan Shaw, en route from the Clyde to Bombay (now Mumbai), India, had towed Cashmere (ex *Thibet, built at Dundee in 1874, ON#70628, 1671/2593 N/G tons), en route from Aden to Bombay, for 250 miles until the tow hawser parted. Cashmere* had lost her rudder & rudder post in a storm. Clan Shaw continued to Bombay & help was sent to Cashmere. The matter was the subject of a later court case, in which the meanings of the words 'towage' & 'salvage' were important. I have not WWW read details of the case, but an Official Inquiry into the later loss of *Cashmere* in 1898 can be read here. In 1898, Clan Shaw was sold to Nautilus Steam Shipping Co. Ltd. ('Nautilus'), Wm. Ritson, then Frank W. Ritson, then Arthur Ritson, have also read F. & W. Ritson the managers, all of Sunderland, & renamed Vine Branch. I have read also that the renaming was in 1900, but that would seem to be unlikely since there are many 1899 & forward references to Vine Branch being in Australian & New Zealand waters. Vine Branch carried many cargoes of oats, frozen meat, livestock, & general cargo to Durban & Cape Town, South Africa, related, I believe, to supplying the British forces in the Boer War. One reference indicates that the vessel carried 140 horses on deck in one such voyage. Another indicates that the vessel was owned by the 'Australian-South African Steamship Company Limited', but it may be that the vessel was rather chartered by them. Vine Branch did not only carry such cargoes. It frequently carried coal & grain also. On one voyage from Lyttleton, New Zealand, to Albany, Western Australia, the vessel encountered heavy seas & lost 160 tons of coal overboard. There are a great many references to the vessel at Trove, Australia, thru 1910, & indeed later than that re WW1. H. J. Ritson was the vessel's captain in the period of 1908/1911. It is possible that Vine Branch was requisitioned by the British Government for service during WW1. Can anybody confirm that? It was reported, falsely, that Leipzig, a German cruiser, had sunk Vine Branch off the W. coast of S. America in Nov. 1914. Early in 1917, Vine Branch, defensively armed, left Valparaiso, Chile, for Liverpool, with a cargo that included nitrates & frozen meat. The vessel safely reached Dakar, Senegal, & left there on Mar. 23, 1917 for Liverpool. On Apl. 06, 1917, Vine Branch, was SW of Ireland. She was struck in the engine room by a single torpedo fired by U-55. Vine Branch sank, with the loss of all aboard including the Master (44 lives). At 50.02N/13.58W, but 4 says rather at 49.45N/14.08W. Both are about 400 miles SW of the southern tip of Ireland. Only on Jul. 04, 1917 was the vessel posted missing by Lloyds. U-55, mostly captained by decorated Oberleutnant zur See Wilhelm Werner (Blue Max & other medals), sank 64 ships in WW1, took 2 vessels as prizes, & damaged 7 more (all, except 4 sunk, by Wilhelm Werner). U-55 surrendered to Japan in Nov. 1918. I find what then happened to her a bit confusing. Despite the above, the WWW record for the vessel is scanty. Can you help with additional data?
85	Turret Chief 1197/1881 (N/G) tons per Lloyd's Register. Have also read 1150/1850 tons. Became 1688/1731 tons in 1928 as a barge. Hull 248 106605 later 170538 (U.S.) Vickerstown Jolly Inez Salvor	1896	A steel 'turret' steamship which was launched on Sep. 08, 1896 & completed later that month - how did they do that? Quite a history! Lots of material. Abandoned twice & resurrected. The vessel ended its 34 year life as a barge! Per 1 (Toronto Marine Historical Society webpage, image as Jolly Inez & summary history para. re Turret Chief), 2 (fine Bowling Green State University data page, & image), 3 (1903 image), 4 (a 1923 image of Jolly Inez), 5 (launch on Sep. 08, 1896). 253.0 ft. long, signal letters PLTK, 203 NHP engines by Wm. Doxford & Sons Ltd. of Sunderland, many crew lists are available via this page . Turret Chief is Mercantile Navy List ('MNL') listed from 1897 thru 1915, a gap of 4 years, & then again in 1920, always registered at Newcastle. *Turret Chief* was built for Petersen, Tate & Co., of Newcastle but registered by them in the name of Dominion Turret Line Ltd. of Newcastle, with, per MNL, from 1897 thru 1901 Arthur Tate her manager, then William Petersen. Lloyd's Register recorded her managers as rather being Petersen, Tate & Co. - LR of 1899/1900 (in red), T. C. McOutrey then her captain. I gather that *Turret Chief* was contracted from 1900 to haul coal from Sydney, Nova Scotia, to Montreal, Quebec, (both Canada), for Dominion Iron & Steel Co. Ltd. Turret Chief was one of at least 7 turret steamers engaged in that trade. From 1902 thru 1915, Turret Chief was owned by Canadian Ocean & Inland Navigation Co. Lim., also of Newcastle with William Petersen then Bernard H. Binder her managers. On Aug. 16, 1904 the vessel left Indian Cove, Quebec, in ballast for Port Colborne, Ontario, under the control of N�r� Bellisle, a pilot. Turret Chief went aground abreast of Portneuf River (roughly 1/2 way between Quebec City & Trois Rivieres), causing damage which required a week's stay in dry-dock. Bellisle was held to be solely responsible. You can read the Court's report re the matter here. Turret Chief was brought to the Great Lakes in 1907 & served there from 1907 thru 1913. I have read (at link 1), not confirmed by MNL, that the vessel was briefly owned, in 1913, by Canada Steamship Lines Ltd. Is that true? On Nov. 08, 1913, Turret Chief, under the command of captain Paddington, stranded 6 miles E. of Copper Harbor, Michigan (Keewenaw Peninsula, Lake Superior) while en route from Midland, Ontario, to Fort William in ballast, in a hurricane & snow-storm - the hurricane of the century - 12 vessels (maybe 19) foundered in the Great Lakes that day. The vessel was abandoned to her insurers. She was later, in 1914, salvaged by The Great Lakes Salvage Company with great difficulty - hydraulic jacks had to be used to lift her off the rocks - then towed to Port Arthur & there offered for sale. I hope it will prove possible to record the detail events of that grounding in Nov. 1913. But not today. This contemporary news report, however, is a modest start on such a plan. And these two pages from 'The Wide World Magazine', Vol. #43, will help too. Turret Chief, after its salvage, was sold to A. B. Mackay of Hamilton, Ontario in 1915 - I have read the name of Turret Chief Ltd. associated with Mackay. But was soon acquired by Entente Steamship Co. Ltd. of London, with Leopold H. G. Walford her manager. The vessel's name was changed to Vickerstown. And changed again, in 1918, to Jolly Inez. Turret Chief was requisitioned in 1914 re WW1 service & carried munitions from the U.K. to Archangel, Russia. In 1920, per MNL, the vessel, now named Jolly Inez, was still owned by Entente Steamship Co. Lim., of London. Link 1 tells us that the vessel came back to the Great Lakes in 1922 & was owned by International Waterways Navigation Co. Ltd., of Montreal, from 1922 thru 1927. On Nov 16, 1927, Jolly Inez was stranded (Per link 1 'under peculiar circumstances' - what were they?) on Saddlebag Island, False DeTour Channel, Lake Huron. En route from Milwaukee to Fort William. Per this contemporary news report. It was again abandoned, but salvaged, in 1927 or 1928, by T. L. Durocher, of Detour, Michigan, converted to a steel lightering barge & became *Salvor, a 'stone-hauler and wrecker' - U.S. Registration number 170538. On Sep. 26, 1930, when carrying stone, Salvor* broke loose from the tow of tug Fitzgerald (or maybe Richard Fitzgerald) in a gale & foundered in Lake Michigan almost 3 miles N. of Muskegon, Michigan, in 25 ft. of water, near the pier it was helping to build. All 5 aboard (maybe 11) were lost (data conflicts). The location is a dive site today. Quite a story indeed. Have I missed anything significant?
86	Turret Court 1197/1879 (N/G) tons. Became a barge in 1930 Hull 249 106608	1896	A steel 'turret' steamship, launched on Sep. 22, 1896 & completed in Nov. 1896. Designed to be able to transit the locks, then 270 ft. long, of the Lachine Canal in Montreal, Canada. Per 1 (Toronto Marine Historical Society webpage incl. summary history para. re Turret Court), 2 (fine Bowling Green State University data page, & image). 77.1 metres long, perpendicular to perpendicular, 253.0 ft., speed of 10 1/2 knots, machinery & bridge amidships, signal letters PMJL, 203 NHP engines by Wm. Doxford & Sons Ltd. of Sunderland,. Turret Court is Mercantile Navy List ('MNL') listed from 1897 thru 1940, registered at Newcastle thru 1915, then at Montreal, Quebec, Canada. Turret Court was, per MNL, owned, from 1897 thru 1901, by 'Dominion Turret Line, Ltd., of Newcastle, managed by Arthur Tate, then by William Petersen. But I read also that it was rather registered in the name of Petersen, Tate & Co. and only in 1898 transferred to Dominion Turret Line Ltd. - LR of 1899/1900 (in red), J. Marcussen then her captain. I read that the vessel was contracted to haul coal from Sydney, Nova Scotia, to Montreal, Quebec, (both Canada), for Dominion Iron & Steel Co. Ltd. Turret Court was one of at least 7 turret steamers engaged in that trade. On Jul. 28, 1898 Turret Court hit Black's Bridge, a swing bridge over the Lachine Canal in Montreal. The collision caused major damage to the bridge, 'the south end being completely wrecked, and the north portion more or less twisted'. The whole bridge was lifted off & floated away with scows to Wellington basin for extensive repairs - which cost $3,104 which cost was borne by the vessel's owners. These images relate - 1 & 2 (drawing of the damaged bridge). On Aug. 05, 1899, Turret Court's steam steering gear failed, & the vessel veered to port & collided with Ramillies, when in the St. Lawrence River 1 1/2 miles below Pointe � la Citrouille lighthouse, Batiscan, Quebec. From 1902 thru 1915 the vessel, per MNL, was owned by Canadian Ocean & Inland Navigation Co. Ltd., of Newcastle, with Wm. Petersen her manager, later Bernard H. Binder of London. Per the N.Y. Times, Turret Court first came to Montreal in May 1902 & lay there until the fall of 1902 when she carried coal from Cleveland to Fort William. It would appear that she was a tight fit in the Welland Canal & was stuck, for a short while, 'in the bridge at St. Catharine's'. Then used to carry western grain from Fort William to ports in Georgian Bay. 1 however states, incorrectly it would seem, that she first came to the Great Lakes in 1907. On Jul. 22, 1903, Turret Court was in collision with while overtaking bulk freighter *Waverly, which was at the time towing W. S. Crosthwaite, a schooner, 5 miles S. of Harbor Beach, Michigan, Lake Huron. Turret Court's steering failed, causing the collision & Waverly* sank. Have not read what happened to Turret Court nor to W. S. Crosthwaite, but no loss of life aboard Waverly. On Dec. 02, 1904, Turret Court ran aground, in a snow storm, near Vermillion, Michigan, perhaps? Or at Whitefish Point. Was repaired at Owen Sound. In or about 1915, the vessel was sold to 'Canadian Lake and Ocean Navigation Co. Ltd.', of Toronto, Ontario, R. O. & A. B. MacKay of nearby Hamilton, the managers. The vessel was requisitioned in 1915 re WW1 service, but where did it serve? In 1916, per MNL, the vessel became registered at Montreal, Quebec, Canada, owned by Merchants' Mutual Lake Line Lim., of Toronto, with Joseph W. Norcross of Toronto her manager. From 1917 thru 1927, again per MNL, the vessel was owned by Turret Steamship Co. Ltd., of Halifax, Nova Scotia, Canada, with Dominion Iron & Steel Co. Ltd., her managers, later British Empire Steel Corp. Lim. At an un-stated date in or about 1921, the vessel was in collision with & sank Acadia, a barge, in Montreal harbour. MNL tells us that from 1928 thru 1930, Turret Court was owned by International Waterways Navigation Co. Ltd. of Montreal. The machinery was, I have read, condemned in 1930, & the vessel was converted to a salvage barge. Was owned from 1931 thru 1935 by Sin-Mac Lines Ltd., of Montreal, & from 1936 thru 1940 by Sincennes - MacNaughton Tugs Ltd., (or possibly Lines Ltd.), also of Montreal. But inactive at Sorel, Quebec, for a long period. In Nov. 1940, the vessel was broken up at the Hamilton, Ontario, facilities of Steel Company of Canada Ltd. Much of the above references are from incomplete 'snippets' of data. Can you add anything?
87	Clan Murray 3121/4835 (N/G) tons Hull 251 106077	1897	A steel 'turret' steamship, which was launched on Apl. 17, 1897 & completed in May 1897. Her trial trip was on Jun. 03, 1897. Per 1 [Clan Line, Clan Murray (2)], 2 ('uboat.net', UC 55, with map location of loss), 3 (a worthy page re John Edward Woodall, Clan Murray's captain when she was lost), 4 (now in archive, survivors landed, search for 'Murray'), 5 (origins of Clan Line). Clan Murray is Mercantile Navy List ('MNL') listed from 1898 thru 1917, always registered at Glasgow, Scotland. 400.0 ft. (about 126 metres) long, speed of 11 or 12 knots, signal letters PRHT, 413 (per Lloyd's Register) or 437 (per MNL) NHP engines by W. Doxford & Sons Ltd. of Sunderland, many crew lists are available via this page. In 1898 & 1899, per MNL, Clan Murray's managing owner was Sir Charles Cayzer of Glasgow. From 1900 thru 1910, MNL records 'The Clan Line Steamers Ltd.', of Glasgow as the vessel's owner with Thomas Barr her manager. MNLs of 1911 & 1912 rather record Sir Charles W. Cayzer, Bart., as the vessel's owner with Thos. Barr. And last but not least, MNLs of 1913 thru 1917 (1916) list The Clan Line Steamers Ltd. again, as Clan Murray's owner, still with Thos. Barr. Link 1 above seems not to explain those varied ownership names per MNL. I note that Lloyd's Register ('LR') of 1899/1900 records Cayzer Irvine & Co., as the vessel's then owner. As do LRs of 1905/06 & 1912/13. LR of 1914/15, in blue. The webmaster has not researched the operational history of Clan Murray. He did spot, however, many references to the vessel being active in Australian & New Zealand waters & serving many ports in India. At 4 a.m. on May 29, 1917, under the command of Captain John E. Woodall, while en route from Port Pirie, S. Australia to Belfast, northern Ireland, with a cargo of wheat, Clan Murray was torpedoed by UC 55, Oberleutnant zur See Theodor Schultz in command, 40 miles WxS of Fastnet (SW tip of Ireland). At 50.57N, 10.21W. Clan Murray was armed with just one recently installed (earlier in the voyage), 4.7 in. gun. The Captain & the 3rd officer, A. G. Macpherson, were 'blown off the bridge by the force of the explosion'. The Captain recovered somewhat, stopped the engines, went below to destroy the code books & was never seen again. Macpherson, the 3rd officer, was taken aboard UC 55, as was one other crew member, & taken to Germany as a prisoner (per link 2). I read that the submarine circled the vessel, took two prisoners & departed leaving the survivors clinging to wreckage. To be picked up six hours later - I read by Q-Ship HMS Pargust, transferred to USS Conyngham & landed at Bantry (County Cork, SW Ireland). Clan Murray sank within 5 minutes of the hit. 64 persons died - nearly all of those on board. Were there survivors? The data is conflicting - Link 3 reports, in one version of the events, that there was just one survivor. The other version has 12 survivors incl. the two taken prisoner. While link 4 clearly states that HMS Pargust picked up 16 survivors. Can you help with additional data?
88	Maud Cassel 2955/3924 (N/G) tons Hull 247	1897	Maud Cassel? The daughter of industrialist Ernest Cassel. She later became mother-in-law to Earl Mountbatten of Burma. A steel 'turret' steamer. Which was launched on Dec. 26, 1896. Surely an ore carrier since Oxel�sund was the port from which iron ore from the mines in central Sweden was shipped. Per 1 (Batavier Line, Maud Cassel), 2 (Dutch data page - 7 vessel images). 370.0 ft., about 115 metres long, speed?, signal letters PLRB, 300 NHP engines by Wm. Doxford & Sons Ltd. of Sunderland. Maud Cassel was built for 'N.V. Maats SS Maud Cassel' (Wm. M�ller & Co. the managers? But maybe also the owners), (Batavier Line) of Rotterdam, Holland. Miramar used to state, years ago, Wm. H. Muller & Co's 'Algemeene Scheepvaart Mij'. I read that the vessel was stranded on Aug. 31, 1900. Maud Cassel had left Oxel�sund for Rotterdam with a full cargo of iron ore, under the command of 'van Keulen'. But soon after the pilot left the ship, the vessel stranded on a rock 23 ft. under the water surface i.e. Korpuguagrund Rock, located near the Hafringe lighthouse. The vessel, stranded in a very exposed position, was pivoted on the top of the rock, suffered considerable damage, filled with water & for a time it was thought that she would end up a total wreck. Maud Cassel was got off, however, &, after she was pumped out was escorted to Nyk�ping, Sweden, by salvage steamers & a tug. Temporary repairs effected, from there she sailed under her own steam to Rotterdam via the Baltic (Kiel) Canal - since, at that time, there wasn't a dock big enough in Sweden to accomodate her. I presume that in due course, she was repaired, at Rotterdam, & returned to service. Some contemporary news reports. In early Aug. 1905, on Aug. 04, 1905 I read, Maud Cassel lost her screw (propeller) off Hoomarift or a place name phonetically close to that (likely near the North Sea Frisian Islands but cannot identify). Swanbridge, a Swedish steamer, towed her into Delfsijl. From which Netherlands port she was towed by Poolsee, a Dutch tug, to Commissioners Dock in Sunderland. For repair. On Feb. 22, 1906, Master 'de Jonge' in command, while en route in ballast from Rotterdam to Oxel�sund, Sweden, Maud Cassel grounded in heavy weather at Ark�b�dan (but sometimes Ark�b�den) Reef, near the Oxel�sund pilot watch station called H�vringe, about 2 miles from Oxel�sund. The crew were all saved. Two salvage ships, Belos & Argo (both 'Bergningsbolaget Neptuns') tried to refloat the ship, but their efforts were not successful. The vessel later broke in two & sank. I read, at link 2, that the wreck was sold to 'Stockholms Transport og Bogserings A/B' for GBP 1,000 - to be salvaged by Gripen. Further that explosives were used to break up the wreck. We thank Bj�rn Waldenstr�m for his kind guidance re Swedish place names. And for the links to Maud Cassel images that he provided - which links no longer work so I have provided the images themselves at left all these years later. WWW data about vessel is limited. Can you add anything?
89	Pearlmoor 2235/3480 (N/G)tons Hull 257 108272	1897	A steel 'turret' steamship, that was launched on Oct. 26, 1897 & completed in Dec. 1897. That had a short life. Was christened by Mrs. Jeffrey (or Jefferson) Stephens, of Newcastle. I have for many years listed 'South Shields Steam Ship Co.', (see link 1 below) as Pearlmoor's initial owner. It would seem, however, that such company became Moor Line Ltd. in Apl. 1897 - 6 months prior to the launch of Pearlmoor. I now believe that the vessel was initially owned by Walter Runciman & Walter Runciman Junior. of Newcastle, but became owned by Moor Line Ltd., in or about 1899. Per 1 (Pearlmoor (identified as 'Pearlmoore') a builder's model of ship, Bonhams, New York, Apl. 2010 auction, sold for $30,500 incl. premium - click image to see in larger size), 2 (1963 sale of the builder's model, realised $8,125 - but is it the correct Pearlmoor?), 3 (report of the Inquiry into the vessel's loss in 1904), 4 (archival data, Walter Runciman & Moor Line), 5 (Moor Line). Pearlmoor is Mercantile Navy List ('MNL') listed from 1898 thru 1904 only, always registered at London. In MLN of 1898, Walter Runciman & Walter Runciman junr., of Newcastle, were noted to be her managing owners but from 1899 the vessel was, per MNL, owned by Moor Line Ltd. of Newcastle with Walter Runciman her manager. 103.7 metres long, perpendicular to perpendicular, 340.2 ft., speed of 8 knots fully laden, signal letters PWBQ, 266 (not 300 it would seem) NHP engines by Wm. Doxford & Sons Ltd. of Sunderland, crew lists are available via this page. Lloyd's Register of 1898/1899 lists H. Sandison as her then captain. LR of 1899/1900 lists C. C. Bruhn as her then captain. On the afternoon of Nov. 17, 1904, in good conditions, Pearlmoor struck a rock on or near the Kuria Muria Islands, during the SW monsoons & became a total loss. The 5 island group, located in the Arabian Sea, lies 40 km off the SW coast of Oman. In 1904, the islands were British, but in 1967 they were returned to the Sultanate of Muscat & Oman. Pearlmoor was en route from Kurachee (Karachi, then India, now Pakistan) for Port Said, Egypt, for orders, under the command of August Peterson with a crew of 27 all told. Carrying a cargo of 5,400 tons of wheat. On Jan. 31 & Feb. 01, 1905 an official Inquiry into Pearlmoor's loss was conducted in Newcastle. It is clear that the vessel had all of the desirable & necessary charts etc. on board, but the vessel was apparently navigated by means of a small-scale chart too tiny to show the navigating hazards. Pearlmoor struck upon a small submerged rock to the east of Tilly Rock off the eastern end of Kabliya Island. When the vessel hit, water rushed into the vessel's fore-hold. 50 tons of grain were jettisoned & with pumps the crew tried to keep the water under control. To no effect, alas. The vessel listed to port, with bow deep in the water & sank. Her crew took to four ship's boats, were picked up by Aviemoor & landed at Port Said. The Court concluded that Pearlmoor's master, i.e. August Peterson, was solely responsible for the vessel's loss, having sailed too close to land & having not consulted his sailing directions & charts. He was reprimanded by the Court. The Court did not deal with the matter of his certificate. Can you add anything?
90	Clan Macfarlane 3107/4823 (N/G) tons Hull 261 108742	1898	A steel 'turret' steamer, which was launched (also at left) on May 06, 1898 & completed in either May or Jul. 1898. Was christened by Lady Cayzer. Per 1 [Clan Line, Clan Macfarlane (1)], 2 ('uboat.net', sinking, & map location of loss), 3 (U-38), 4 (1910 voyage, Wellington & Napier, NZ, to London & Antwerp with 15,800 bales of wool, at page bottom), 5 (origins of Clan Line). 400.5 ft. long (122.07 metres) perpendicular to perpendicular, speed of 12 knots, signal letters QFGL, 413 HP engines by William Doxford & Sons Ltd. of Sunderland, crew lists are available via this page. Clan Macfarlane is Mercantile Navy List ('MNL') listed from 1899 thru 1916, always registered at Glasgow, Scotland. Clan Macfarlane was built for 'The Clan Line of Steamers Limited' ('Clan'), of Glasgow, with Cayzer, Irvine & Co. her managers. It would seem, however, that the vessel was initially registered & managed, thru 1910, in the name of Sir. Charles W. Cayzer (MNL of 1899). Thomas Barr became her manager in 1900. MNLs of 1911 thru 1916 record Clan as the vessel's owner with Thomas Barr her manager. But I read that Clan had become 'Cayzer, Irvine & Company, Limited' in 1907. I note that Lloyd's Registers ('LR') of 1905/06, of both 1912/13 & 1914/15 all rather record Cayzer, Irvine & Co. as the vessel's owner. Clan Macfarlane was chartered to Mr. G. H. Scales in 1910. W. H. Price is listed as the vessel's captain in LR of 1911/12. I have read that from Aug. 29, 1914 thru Dec. 12, 1914 the vessel was used as an Indian Expeditionary Force Transport vessel. On Dec. 30, 1915, Clan Macfarlane was in the eastern Mediterranean, en route from the Clyde & Liverpool to Bombay (now Mumbai), India, with a general cargo. It was torpedoed & sunk by U-38. At 34.06N/26.08E, per U-38's KTB ('kriegstagebuch' or war diary) or 34.50N/25.55E per Miramar years ago, or 34.05N/25.44E, 66 miles SExS of Cape Martello, Crete. Of the 75 aboard, 52 lost their lives, including the Captain. U-38 sank 138 vessels in its long career. It was captained by the much decorated (including 'Pour le M�rite', i.e. the Blue Max) Max Valentiner who was responsible for the sinking of 143 merchant ships, 1 warship, with others captured & damaged. The sinking of Clan Macfarlane was extensively covered in the press of the time. What exactly happened? The vessel left Malta headed eastbound on Dec. 26, 2015, under the command of captain Swanston, with a complement of 74 all told including 61 lascars. On the afternoon of Dec. 30, 2015, in high seas, Clan Macfarlane was struck by a torpedo fired by U-38 which surfaced after the hit. All aboard Clan Macfarlane left the stricken ship in 6 ship's boats - Captain Swanston was interrogated by U-38 as to the ship's identity, destination, cargo etc., but was not taken prisoner. Apparently Clan Macfarlane did not sink fast enough for the submarine commander so he fired 5 shots into the vessel's hull below the waterline. She soon sank & the submarine departed. The six ship's boats were lashed together one behind the other & for three days they tried to make their way towards the coast of Crete. On Jan. 02, 1916, two of the boats broke away from the mini 'convoy' & were never seen again. Many lascars died aboard the boats, unable to survive the exposure to the elements, the brutal cold, the starvation & the high seas. On Jan. 04, 1916, the ship's boat containing the captain & others broke away also. For 3 more days the remaining three boats, with 24 collectively aboard, drifted helplessly. But on Jan. 07, 1916, they were able to attract the attention of an unnamed British steamship which rescued them & in due course landed them back at Malta. There was no word about the boat containing captain Swanston. Now the webmaster believes that he spotted a reference to the name of that rescuing steamship but cannot find his reference again. My notes state that it was Crown of Arragon, of Glasgow. Captain Swanston, a long-term Clan captain, J. W. W. Swanston I believe, was married with one child & lived in Edinburgh, Scotland. His wife & family were surely elated when it was reported on Jan. 16 or 17, 1916, that Lotus, a French steamship, had arrived at Marseilles, France, with Swanston & five other Clan Macfarlane crew members on board. To cruelly learn a day or so later that the report was a mistake - the six landed at Marseilles were a part of the 24 crew members earlier landed at Malta. So 50 lives would appear to have been lost - though 52 lives lost is noted above. These contemporary news reports relate - 1 & 2. Can you help with additional data?
91	Guernsey 2808/4375 (N/G) tons Hull 262 Walsung	1898	A steel 'turret' steamer, whch was launched on Jun. 21, 1898, & completed in Aug. 1898. Christened by Mrs. Hans Nieisen of West Hartlepool. Per 1 [Wilh. Wilhelmsen, Guernsey (2)], 2 (data in Norwegian & English). 365.6 ft. (111.4 metres) long, speed of 10 knots, signal letters HMJQ, 396 NHP engines by Wm. Doxford & Sons Ltd., of Sunderland. Guernsey was built for A. N. Hansen & Co. of Copenhagen, Denmark, & registered at T�nsberg, Norway, in the name of 'Dampsk. Acties Guernsey', a company in which Wilh. Wilhelmsen was a shareholder. Listed (1) in the Wilh. Wilhelmsen Line fleet. Lloyd's Register of 1899/1900 records H. Krogh-Hansen as the vessel's then master. On Dec. 22, 1922, Guernsey was sold to Emil R. Retzlaff, of Germany, & renamed Walsung. In 1923, the vessel was registered to 'Dampfer Reederei "Merkur" (1922) Gmbh. (Emil R. Retzlaff, of Szczecin (Stettin) the managers), of Germany'. Walsung was wrecked, on Jan. 21, 1925, at Stangholmen Light near Trannoy, Norway, en route from Stettin (Szczecin), then Germany now Poland, to Narvik, Norway, in ballast. Can you add anything additional?
92	Sylvia 350 tons Hull 253	1898	A 'turtleback' or 'turtle-bowed' destroyer. Per 1 (about 70% down, search for Sylvia), 2 (C Class data). 3 funnels, 210 ft. long, speed of 30 knots (though in normal service 27 knots). Initially of 'Violet' class but became C Class in 1913. Sylvia was built for The Admiralty. Russell Kennedy advises, (thanks!), that on Aug. 30, 1912 the Admiralty directed that all destroyer classes were to be designated by alpha characters starting with the letter 'A'. Since Sylvia's design speed was 30-knots & she had three funnels she was assigned to C Class. After Sep. 30, 1913, she was known as a C Class destroyer & had the letter 'C' painted on the hull below the bridge area and on either the fore or aft funnel. She would appear to have later become 'D' Class- D 23 on Dec. 06, 1914. Became D 69 in 1918, & then D 84, & finally H 03. Was commissioned on Jan. 01, 1899. Armed with a single 12 pounder gun, five 6 pounder guns & two 18-inch torpedo tubes. Complement of 63. Link 2 states that the distinctive 'turtleback', intended to clear water from the bows, 'actually tended to dig the bow in to anything of a sea, resulting in a very wet conning position and poor seaboats that were unable to reach top speed in anything but perfect conditions.' An e-Bay item advised that HMS Sylvia spent her entire career in home waters attached to the Devonport Flotilla & by the beginning of WW1 was a tender to HMS Leander. On Jul. 23, 1919, Sylvia was sold for breaking up at Thomas W. Ward Ltd.'s shipbreaking facilities at New Holland, Lincolnshire, on the Humber river estuary. It would seem that there also was HMS Violet, built by Doxford in 1898. Those 2 destroyers (Sylvia & Violet) constituted the entire 'Violet Class'. But 2 states that HMS Lee, built 1899, was also part of that Class. But was it? The reference relates, I believe, to HMS Lee, a 350 or 365 ton destroyer, also built by Doxford, which vessel was launched in 1899 but only completed in 1901. Can anyone add anything? And explain the '6' on the image at the top thumbnail?
93	Violet 350 tons Hull 252	1898	A 'turtleback' or 'turtle-bowed' destroyer. Per 1 (Violet Class), 2 (about 70% down, search for Violet), 3 (data, C Class). 3 funnels, 210 ft. long, speed of 30 knots (though in normal service 27 knots). Violet was built for The Admiralty. Initially of 'Violet' class but became C Class in 1913. D 09. Became D 73 in 1918, & then D 94. Was commissioned on Jun. 01, 1898. Armed with a single 12 pounder gun, five 6 pounder guns & two 18-inch torpedo tubes. Complement of 63. Served in home waters throughout WW1. Link 3 states that the distinctive 'turtleback', intended to clear water from the bows, 'actually tended to dig the bow in to anything of a sea, resulting in a very wet conning position and poor seaboats that were unable to reach top speed in anything but perfect conditions.' On Jun. 07, 1920, Violet was sold for breaking up at J. Houston, at Montrose (NE of Dundee, Scotland?). It would seem that there also was HMS Sylvia, built by Doxford in 1898. Those 2 destroyers (Sylvia & Violet) constituted the entire 'Violet Class'. But link 3 states that HMS Lee, built 1899, was also part of that Class. But was it? Can anyone add anything?
94	Beechmore 2180/3355 (N/G)tons Hull 268 110333 Inverness Flamingo Trento	1899	A steel 'turret' steamer. Launched on Dec. 30, 1898, her trial trip was on Feb. 08, 1899. Per 1 [Sutherland, Inverness (1)], 2 ('uboat.net', sinking, Trento), 102.4 metres long perpendicular to perpendicular, 355.0 or 356.0 ft., signal letters MBDH (as Beechmore) & RDHQ (as Inverness), speed?, 258 NHP engines by Wm. Doxford & Sons Ltd., of Sunderland. Beechmore was built for 'Belgian Maritime Trading Co. Ltd.' (or S.A.), of Liverpool, W. Johnston & Co., the managers, & registered at Antwerp, Belgium. Later in the year of delivery, i.e. 1899, Beechmore was sold to Sutherland Steamship Co. Ltd. ('Sutherland'), of Newcastle, & renamed Inverness. The vessel is Mercantile Navy List ('MNL') listed in 1900 & 1901 as Inverness & from 1902 thru 1912 as Flamingo. Always registered at Newcastle. In 1901, the vessel was sold again, to 'Burrakur Coal Company Ltd.' ('Burrakur'), Walter Leigh-Hunt, of London, the manager, & renamed Flamingo. MNL of 1902. Now Burrakur would seem to have been, indeed may well have been until quite recently, a long established coal company based in Calcutta (now Kolkata), India, controlled then perhaps by 'Andrew Yule' & 'Bird & Company'. Known as 'Bird Line'? It would seem that they owned also Florican, another Doxford turret steamer yet to be detail site listed. The vessels served, for a few years carrying coal to Karachi (now Pakistan) for use by the North-Western Railway ex company mines in Gourangdhi & Loyabad, (both West Bengal), & Kumardhubi (Jharkhad state), India. In 1912, Flamingo was sold to A. Parodi, of Genoa, Italy, 'Soc. Anon. Ilva', of Genoa, the managers?, & renamed Trento. On Aug. 07, 1917, while en route from Cardiff, Wales, to Torre Annunziata, Naples, Italy, with a cargo of coal, Trento was captured & sunk by U 61, Kapit�nleutnant Victor Dieckmann in command, approx. 150 miles WSW of Ushant. Any loss of life? The WWW record for the vessel is most scanty. Can you help with additional data? Images?
95	Clan Colquhoun 3760/5856 (N/G) tons Hull 269 111187 Nasco Cengio	1899	A steel 'turret' steamer. Which was launched on Mar. 11, 1899, christened by Miss Portlock. Per 1 [Clan Line, Clan Colquhoun (1)], 2 (origins of Clan Line). 134.1 metres long, perpendicular to perpendicular, 440.0 ft., signal letters RCQK, speed of 12 knots, 436 (per Lloyd's Register) or 477 (per Mercantie Navy List - 'MNL') NHP engines by Wm. Doxford & Sons Ltd. of Sunderland. Clan Colquhoun is MNL listed from 1900 thru 1925, always registered at Glasgow, Scotland. Clan Colquhoun was built for 'The Clan Line of Steamers' ('Clan'), of Glasgow, with Cayzer, Irvine & Co. her managers. It would seem, however, that the vessel was initially registered, from 1900 thru 1913, in the name of Sir. Charles W. Cayzer, with Thomas Barr her manager. MNLs of 1914 thru 1925 record Clan as the vessel's owner, still with Thomas Barr. I read that 'The Clan Line of Steamers Ltd.' became 'Cayzer, Irvine & Company, Limited' in 1907. It would seem, however, that LRs from 1899/1900 thru 1918/19 (at least) consistently rather record Cayzer, Irvine & Co. (with Ltd. added certainly from 1914/15 & surely from earlier), as the vessel's owner. With, re years where I was able to access editions of LR, C. E. Darley the vessel's captain in 1899/1900, H. S. Sumner from 1905/06 thru 1914/15 & J. E. Gourlay in 1918/19 (in red). A fine model of the ship is on display in the Science Museum in South Kensington, London - see top image at left. This record card likely relates. On Dec. 25, 1899, Cora Maria, a small iron steamship, sank in the River Thames as a result of a collision with Marne, a French steamer. The crew of Cora Maria made their way to the Marne & placed a small boat, a rowing boat it would seem, at the sinking site, with an oar, a piece of canvas & a blue peter flag. Four hours later, Clan Colquhoun hit the submerged wreck of Cora Maria causing modest internal damage to Clan Colquhoun. A court case resulted. The Court found in favour of Cora Maria, negligence not having been proven. On Nov. 02, 1916, Clan Colquhoun was in a collision, at Gibraltar Bay, with Gargoyle. Modest damage it would seem. I read that on Nov. 25, 1916, Clan Colquhoun was attacked by gunfire from a submarine in the Mediterranean, but escaped the encounter. Per this page, search for 'Colquhoun'. Saved by her defensive gunfire. I have tried to locate greater detail as to what exactly happened without success. Years ago I noted in this spot that I had then found a brief reference to the vessel having suffered a dynamite explosion. Clan Colquhoun was sold, in 1925, to 'Villain & Fassio', of Genoa, Italy, & renamed Nasco. And was sold again, in 1927, to 'Soc. Anon. Parodi & Corrado', also of Genoa, & renamed Cengio. Cengio arrived (was it not already there?), at Genoa, Italy, on Jun. 26, 1929 to be broken up. And maybe was broken up in 1930. WWW data is quite limited. Can you help with additional data?
96	Clan Urquhart 3757/5855 (N/G) tons Hull 272 111219 Generaldirektor Sonnenschein	1899	A steel 'turret' steamer, launched on Aug. 22, 1899. Christened by Miss Constance Cayzer. Per 1 [Clan Line, Clan Urquhart (1)], 2 (extensive data & images), 3 (origins of Clan Line). 134.1 metres, 440.0 ft. long, signal lettsrs HNWV, 435 (per Lloyd's Register - 'LR') or 477 (per Mercantie Navy List - 'MNL') NHP engines by Wm. Doxford & Sons Ltd. of Sunderland. Clan Urquhart is MNL listed from 1900 thru 1929, always registered at Glasgow, Scotland. Clan Urquhart was built for 'The Clan Line of Steamers' ('Clan'), of Glasgow, with Cayzer, Irvine & Co. her managers. It would seem, however, that per MNL the vessel was initially registered, from 1900 thru 1913, in the name of Sir. Charles W. Cayzer, with Thomas Barr her manager. MNLs of 1914 thru 1928 record The Clan Line Steamers Ltd. as the vessel's owner, still with Thomas Barr. MNL of 1929 records Fred Bedford as her then manager. I read that 'The Clan Line of Steamers Ltd.' became 'Cayzer, Irvine & Company, Limited' in 1907. It would seem, however, that LRs from 1905/06 (surely earlier too) thru 1927/28 consistently rather record Cayzer, Irvine & Co. (with Ltd. added certainly from 1914/15 & surely from earlier), as the vessel's owner. With, re years where I was able to access editions of LR, James Alexander Macpherson the vessel's captain from 1905/06 thru 1908/09 & G. A. Shearer in 1914/15 & 1918/19. A modest event in the life of the vessel. On the evening of Jun. 26, 1905, Clan Urquhart was waiting to enter the harbour at Malta at daybreak. To recoal. While en route from Bombay (now Mumbai), India to Liverpool with a full cargo. A thick fog set in. A pilot, John Cutajar, came aboard the vessel & moved it closer in shore. At 3.27 a.m. on Jun. 27, 1905, the vessel grounded on a rock off St. George's shoal, piercing the vessel's forepeak ballast tank. An Inquiry was held at Malta. The vessel's captain (Macpherson) was held not to be at fault, though he was mildly blamed for trusting the pilot. The report of the Inquiry can be read here On Apl. 23, 1915, an explosion occurred aboard Clan Urquhart when near San Juan, Puerto Rico. While en route from New York to Capetown, South Africa, with flour & 200 automobiles. A most serious explosion indeed - that resulted in the deaths of seven firemen. When the main steam pipe, or maybe two pipes, ruptured. John E. Berwind, a tug, towed the vessel into San Juan. It was reported that the repairs were expected to cost �1,000. This news report relates. Clan Urquhart was sold for �12,000, in 1929, to 'Retzlaff, Rostock' (maybe name relates to Emil R. Retzlaff, above re Guernsey), & renamed Generaldirektor Sonnenschein. Of Stettin (then Germany now Szczecin, Poland, on the Baltic). For service in the ore trade from Lulea, Gulf of Bothnia, Sweden, to Stettin. A brief notation re the sale was reported in the Liverpool press on Feb. 09, 1929. In 1931 the vessel was 'transferred' to W. Kuntsmann, also of Stettin. Though 'Fairplay' of Apl. 09, 1931 said 'sold'. I read also that the vessel was laid up, in the Baltic, for much of 1932 & was sold, in 1933, to Stettiner Odenwerke A. G., of Stettin, to be broken up. The webmaster has not researched the operational history of the vessel but this 1932 newspaper report is worthy of your interest in that regard. But stop the presses - re the matter of her being scrapped! It would seem that may not be so! On Jun. 07, 2008, a Dutch dive team of 'Duikteam Zeester', dived a wreck in the North Sea near the Dutch island of 'Schiermonnikoog', one of the West Frisian Islands. Visibility was poor - 2 metres & murky. The team found that the wreck has a brass bell inscribed 'CLAN URQUHART 1899 GLASGOW'. We thank Remy Luttik, of Bellingwolde, Netherlands, for this exciting new data. And we have an image of the bell, no less! Thank you, Remy, so very much! Arie Jan de Lange advises (thanks!) that he has checked all of the 1927/1933 Dutch newspapers, especially those from the N. of Holland, but could find no reference to the ship being sunk there. Can you help with additional data? WWW data is most limited.
97	Skandia 2805/4336 (N/G) tons Hull 274	1899	A steel 'turret' steamer. Per 1 (Batavier Line/M�ller, Skandia), 2 & 3 (both data in Swedish re Skandia), 4 (the correct Freikoll? 80% down, built 1905), 5 (Skandia page). 123.0 (or 121.6 or 121.85) metres, 403.6 ft. long, 16 knots (probably truly 11 or so knots), signal letters PSGR, 329 NHP engines by Wm. Doxford & Sons Ltd., of Sunderland. Skandia was built for Wm. H. M�ller & Co.s 'Algemeene Scheepvaart Mij', of Rotterdam. Lloyd's Register of 1905/06. Skandia was sold, in 1905, to 'Rederi AB Lule�-Ofoten' (P. A. Welin), of Stockholm, Sweden ('Lulea'). On Nov. 09, 1915, Skandia sank after a collision with Freikoll, a small Norwegian vessel, nr. Haugesund, Norway (W. coast of Norway, S. of Bergen). Miramar, years ago, indicated that the collision was outside Aalesund (N. of Bergen). We thank Bj�rn Waldenstr�m for advising the collision circumstances:- 'Skandia was at night anchor because of the ongoing war, which did not allow for night travel. The little steamer Freikoll saw the light from the huge Skandia but thought it was from two different ships and planned to pass between them. But it was one long ship. Four people died. The Skandia was loaded with iron ore and sank very fast.' Bj�rn also advises that Lulea changed it's name to Trafikaktiebolaget Gr�ngesberg-Oxel�sund in May 1916, which name was shortened to Gr�nges Shipping in 1971. Anything to add?
98	Tullochmoor 2251/3520 (N/G) tons Hull 270 110130	1899	A steel 'turret' steamer. Which was launched on Apl. 25, 1899 & had her trial trip on Jun. 03, 1899. Per 1 ('uboat.net', 1915 sinking with location map re loss), 2 (U-41), 3 (ref. to sinking), 4 (archival data re Moor Line). Tullochmoor is Mercantile Navy List ('MNL') listed from 1900 thru 1915, always registered at London. 340.0 ft. (about 109 metres) long, 103.6 metres perpendicular to perpendicular, speed of 11 knots, signal letters RDVC, 307 (per MNL) or 300 (per Lloyd's Register - 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Tullochmoor was built for Moor Line Ltd., of Newcastle, with Walter Runciman (or Walter Runciman & Co.) of Newcastle her managers. LRs rather record A. Guias her manager from 1903/04 thru 1907/08 at least, & O. G. Owens in 1908/09. On May 28, 1915, while under the command of Captain Holford, & en route, in ballast, from Genoa, Italy, to the Tyne, Tullochmoor was captured by U-41, Kapit�nleutnant Claus Hansen in command. At 49.19N/05.21W, 52 miles N. of Ushant, off Brittany, France. A shot was fired by U-41 from 15 yards distance. The crew were given 10 minutes to abandon ship & take to the boats. And then the vessel was shelled (almost 40 shells) until it sank. Tullochmoor was not boarded. Before it sank, Engineer Dockeray swam back to the ship & rescued the ship's papers. No lives were lost. After 3 hours in the boats, the entire crew of 26 were rescued by the Spanish ship Olizarra & landed at Barry, Wales. The loss of the vessel was extensively reported in the newspapers of the time. Most of such reports essentialy report the events as above, though many details incl. the captain's name are clearly incorrect. J. H. (John Henry) Koefod was the vessel's captain & he was interviewed back in Shields in early Jun. 1915. Per Captain Koefod:- the attack was at 7:30 p.m. on May 28, 1915. After many shots, about 35 per the captain, Tullochmoor settled down & sank vertically at 9.00 p.m. The submarine stayed on the scene until she had sunk. The ship's papers were not recovered by Dockeray, rather by the captain himself. But that name was in error - Dockwray was the vessel's chief officer, while Reed was the vessel's chief engineer. The crew were picked up by Olazarri, of Bilbao, Spain, built, as Beechdene, by Short Bros., of Sunderland in 1890, Olazarri picked them up at 10:30 p.m., 1 1/2 hours after she sank. As per this contemporary newspaper report. Anything to add? Another image?
99	Banca 3794/5995 (N/G) tons Hull 275 109708 Taiyu Maru	1900	A steel 'turret' steamer. Which was launched on Jan. 30, 1899 & completed in late Apl. 1900. Per 1 (P&O Line, Banca), 2 (data), 3 (article). Banca is Mercantile Navy List ('MNL') listed from 1901 thru 1923, always registered at Sunderland. 134.0 metres, 439.8 ft. long, speed of 11 1/4 knots, signal letters RPMB, 500 (per MNL) or 413 (per Lloyd's Register - 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Per a long expired website, the vessel was named for 'Bangka', an island & strait off the northeast coast of Sumatra. Banca was built for The Peninsular & Oriental Steam Navigation Company ('P&O') of London at a cost of �77,879 - the only 'turret' ship that was ever owned by P&O. Per MNL, Franklin R. Kendall was the vessel's manager from 1901 thru 1906, then Herman W. Uloth from 1907 thru 1912, Isaac M. Shields from 1913 thru 1920 & Frank Ritchie thereafter. LRs note in 1905/06 that J. B. Ferguson was her then captain, in 1914/15 A. B. Garwood, & G. Phillips in 1918/19. The vessel's maiden voyage was from London to China & Japan. In 1914 the vessel was used in Rangoon to Bombay service carrying coal, & after WW1 was used on the India to Japan & India coastal services. In Aug. 1923 the vessel was sold for �13,500 to 'Hinode Kisen Kabushiki Kaisha', of Dairen, Japan & renamed Taiyu Maru. The vessel served between Japan & Siberia & also on transpacific services. Taiyu Maru was sold, in 1930, to Japanese ship breakers. And in 1932 was broken up at Yokohama, Japan. Can you add anything additional?

100	Clan Lamont 2286/3594 (N/G) tons Hull 278 111280	1900	A steel 'turret' steamer. Per 1 [Clan Line, Clan Lamont (2)], 2 (origins of Clan Line). Clan Lamont is Mercantile Navy List ('MNL') listed from 1901 thru 1928, always registered at Glasgow. 108.2 metres, 355.0 ft. long, signal letters RTCJ, 342 (per MNL) or 330 (per Lloyd's Register, 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Clan Lamont was built for 'The Clan Line of Steamers' ('Clan'), of Glasgow, with Cayzer, Irvine & Co. her managers. It would seem, however, that per MNL the vessel was registered, from 1901 thru 1913, in the name of Sir. Charles W. Cayzer, with Thomas Barr her manager. MNLs of 1914 thru 1928 record Clan Line Steamers Ltd. as the vessel's owner, still with Thomas Barr. I read that 'The Clan Line of Steamers Ltd.' became 'Cayzer, Irvine & Company, Limited' in 1907. It would seem, however, that LRs from 1903/04 (surely earlier too) thru 1927/28 consistently rather record Cayzer, Irvine & Co. (with Ltd. added certainly from 1912/13 & surely from earlier), as the vessel's owner. With, re years where I was able to access editions of LR, W. Elliott was the vessel's captain from 1903/04 thru 1905/06, C. C. Roden in 1907/08 & 1908/09, A. D. Turton from 1912/13 thru 1914/15 (in red), W. P. Smith in 1917/18, F. W. Last in 1918/19 & 1919/20. The vessel was requisitioned, I read, for WW1 war service during the period of 1917/1919. On Jul. 29, 1921, Naldera, a 15,825 ton Peninsular & Oriental Steam Navigation Company passenger liner, leaving Bombay (now Mumbai), India, for Australia, ran into Clan Lamont, which was lying at anchor in Bombay Harbour. Necessary repairs to Naldera were quickly completed. Damage to Clan Lamont was noted to be 'not serious'. I read on Aug. 31, 1928, Clan Lamont, under the command of Peter Urquhart, left Port Natal (Durban) with a full cargo of maize for London, & onwards to Bremen & Hamburg, both in Germany. Continuing a voyage which commenced at Tamatave (Madagascar). Soon after leaving Port Natal, Clan Lamont encountered a major storm, perhaps a tornado, with truly mountainous seas - when between East London & Port Elizabeth. Her cargo shifted & she developed a major list to starboard - of 15 degrees but on occasion twice that much. Most of her superstructure was severely damaged, one crewman was swept overboard, & three lifeboats were carried away. At one point the vessel was on her beam ends but righted herself. The very survival of the vessel was in doubt. On Sep. 03, 1928, an SOS was broadcast & Pakiparki, a British steamship owned by Federal Steam Navigation Co. Ltd., of London, came from 50 miles away & stood by. Captain Urquhart considered the necessity of beaching his vessel. Fortunately the weather improved & escorted by Pakiparki, Clan Lamont successfully made in to Port Elizabeth, Algoa Bay. Where, I presume, vital repairs were effected. These contemporary news reports relate - 1 & 2. The vessel was able to continue her voyage & in due course she safely arrived at Hamburg - on Nov. 15, 1928. Clan Lamont returned o the UK. And then, being old & the damage being most serious, the vessel was sold. To P. & W. MacLennan Ltd. of Bo'ness, River Forth/Firth of Forth, Scotland, to be broken up. Can you help with additional data? Data is most limited.
101	Clan Ranald 2286/3596 (N/G) tons Hull 279 111290	1900	A steel 'turret' steamer, which was launched on Jul. 31, 1900 & completed in Sep. 1900. Per A (e-Bay image, Clan Ranald, but is it the correct vessel? It does not look like a turret ship to me), 1 (extensive 2 page 'pdf'), 2 [Clan Line, Clan Ranald (2)], 3 (wreck article), 4 (wreck data, search for Clan Ranald), 5 (origins of Clan Line). Clan Ranald is Mercantile Navy List ('MNL') listed from 1901 thru 1910, always registered at Glasgow, Scotland. Clan Ranald was built for 'The Clan Line of Steamers' ('Clan') which company, I read, bought 30 of such steamers & was engaged in trade with S. Africa, India & Australia. 355.0 ft. long (about 112 metres), 108.2 metres perpendicular to perpendicular, signal letters RTWN, 342 (per MNL) or 330 (per Lloyd's Register, 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Clan became 'Cayzer, Irvine & Company, Limited' in 1907. The webmaster was able to access a few editions of LR - W. M. Porterfield was recorded as being the vessel's captain in 1903/04 & C. F. Mackintosh from 1905/06 thru 1908/09. Clan Ranald arrived at Port Adelaide, South Australia, on Jan. 15, 1909, in ballast, from Mauritius, with Captain Arthur S. Gladstone in command, to take on a cargo for Durban, East London & Capetown, S. Africa - 39,862 bags of wheat & 28,451 bags of flour. The water ballast tanks were emptied. The vessel had a 4 degree list to starboard as the cargo & also 638 tons of coal were loaded, (170 tons of coal on the top decks). Loading completed, on Jan. 31, 1909, at 7 a.m. Clan Ranald was towed by tug Eagle & commenced its voyage to Africa. With a crew in total of 64, largely (50) of Asian & Indian origin (lascars). The wind increased & in rough seas, when at 2.00 p.m. that same day, S. of Troubridge Island on Yorke Peninsular, Clan Ranald lurched suddenly to starboard at a 45� angle & never righted itself. 8 hours later the vessel capsized & sank, & came to rest upside down in 20 metres of water, 700 metres from an inhospitable rocky shore. The vessel's lifeboats had been destroyed. 24 of those on board survived, while 36 were found dead, battered & mutilated by the seas at the foot of the rocky cliffs. A total of 40 were lost. An Inquiry into the vessel's loss was held at Port Adelaide from Feb. 03 thru Feb. 09, 1909. The Court did not determine the cause of the disaster, but it would seem that the lack of ballast may have been a major contributing factor. 2 fires had broken out in the coal bunkers during her loading - the 170 tons of coal were as a result stored on deck. That coal may have also affected her stability. You can read the report of the Court of Inquiry here. The non-white survivors were extradited to Colombo (then Ceylon, now Sri Lanka), (with the best wishes of the Mayor of Adelaide!), being considered to be illegal immigrants. Captain Gladstone did not survive. The dead that were found were buried in a mass grave at the rear of the nearby Edithburgh Cemetery, in an area now described as an empty paddock. Which I presume means that there are no gravestones. A dive site today, currents dangerous, however. Can you add anything?
102	Argyll 2282/3547 (N/G) tons Hull 287 114403	1901	A steel 'turret' steamer, which was launched on Apl. 20, 1901 & completed in May 1901. Per 1 (B. J. Sutherland, re Argyll (1), 2 ('uboat.net', sinking with location map of Argyll loss), 3 (U-84). Argyll is Mercantile Navy List ('MNL') listed from 1902 thru 1916, always registered at Newcastle. 340.3 ft. (about 109 metres) long, 103.7 metres perpendicular to perpendicular, speed of 9 1/2 or 10 knots, signal letters SHDL, 307 (per MNL) or 300 (per Lloyd's Register, 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Argyll was built for 'The Sutherland Steam Ship (or Steamship) Co. Ltd.' of Newcastle, with A. M. Sutherland, her manager - registered on May 03, 1901. Owned by them thru 1915. On Aug. 12, 1915, 'Shipbuilding and Shipping Record' reported the sale (A) of the vessel, to an unnamed buyer, for �42,500. That buyer was surely 'The Routhi Steamship Co., Ltd.', of London, with Gerasimos Lykiardopulo her manager. Link 2 refers to them being the owners & managers of Argyll at the time of the sinking. As is confirmed by MNL of 1916 as above. The webmaster was able to access a few editions of LR - A. Harrison is recorded as being the vessel's captain from 1903/04 thru 1907/08, G. W. Robinson in 1908/09, W. H. H. Peart in 1912/13 & W. Wood in 1914/15. On Apl. 13, 1917, while en route from Port Kelah, Algeria, to Middlesbrough with a cargo of iron ore, Argyll was torpedoed & sunk by U-84, Kapit�nleutnant Walter Roehr in command, at 49.23N/09.07W, 110 miles W. of Bishop Rock (Isles of Scilly). 22 lives were lost, the Captain was amongst the survivors. Rhys Jones advises (thanks) that Argyll was at the time, in fact, registered at Newport, Wales. Rhys seeks data re his ancestor John Parry Williams, the vessel's 3rd Engineer in Apl. 1917. I have tried to locate contemporary news reports re the vessel's sinking, so far without success. Which puzzles me greatly. It would be good to record additional details, incl. the name of her then captain, & how the Argyll survivors were rescued. I did however locate this Welsh news report which tells us that Argyll was rather lost on Apl. 14, 1917, that she had a crew of 34 & that 11 were saved - incl. the captain & her 2nd officer. The ship's 4 engineers (incl. David Jones) & most of the firemen lost their lives. The article does not advise the name of Argyll's then captain nor her routing except to note that the vessel was returning to the U.K. - possibly to Cardiff. Little data is WWW available. Can you tell us anything additional?
103	Blakemoor 2409/3748, later 2410/3752 (N/G) tons Hull 292 114820 Wye Valley Yorkvalley	1901	A steel, schooner rigged, 'turret' steamer which was launched on Sep. 29, 1901 & completed in Nov. 1901. Per 1 (data ex a long gone website). Blakemoor is Mercantile Navy List ('MNL') listed from 1903 thru 1915, always registered at London. And, so far as I can see, it is also MNL listed from 1921 thru 1925, as Wye Valley. 104.4 metres long perpendicular to perpendicular, 342.4 ft., speed of 9 knots, signal letters TDNV, later, as Wye Valley, JMTS, 307 (per MNL) or 300 (per Lloyd's Register, 'LR') NHP engines by Wm. Doxford & Sons Ltd., of Sunderland, many crew lists are available via this page. Blakemoor was built for North Moor Steamships Ltd. of Newcastle, with Walter Runciman of Newcastle her manager. In 1906 the vessel was transferred to Moor Line Ltd., of London, again with Walter Runciman, now Sir Walter Runciman, her manager. The webmaster was able to access a number of LR editions. They record J. R. Lascelles as the vessel's captain in 1906/07, R. C. C. Dunn in 1907/08 & 1908/09, & G. Knott in 1912/13 & 1914/15. In mid Feb. 1915, Blakemoor was en route from London to the Tyne, in ballast, with G. Knott in command. It encountered a major storm when near Flamborough Head, Yorkshire, & at 5 a.m. on Feb. 15, 1915 was driven onto rocks at the base of Speeton Cliffs between Filey & Flamborough. The vessel ended up just 20 ft. away from the foot of the cliffs there 300 or maybe 400 ft. high (reports differ). Later in the day when the tide had ebbed, her crew of 21 were able to scramble onto the rocks. To be extracted from there by the Speeton Rocket Brigade, which, it would seem dramatically hauled them one by one to the top of the cliff. Blakemoor was considered likely to become a total loss - indeed Moor Line Ltd. later reported that her insurers had paid out Moor's insurance claim as a constructive total loss. That is not the end of the story! The vessel sat in situ at the base of those cliffs for about 8 months. With salvage work clearly proceeding. In mid Sep. 1915, Blakemoor was floated off & beached on Filey Sands. Then moved to Sunderland. I read that Blakemoor was then sold by the insurers to some Cardiff owners & was expected to be moved to Cardiff & repaired there. It was however rather moved to Gray's shipyard at West Hartlepool for permanent repairs - expected to take 3 or 4 months. It seems clear that the purchaser of the Blakemoor wreck had been Berg Shipping Co. Ltd. ('Berg'), with T. (Therolf) G. Berg her manager. Perhaps they were Cardiff based? - the vessel was still London registered (or re-registered). LRs of 1917/18 & 1918/19 record Berg as Blakemoor's owner with E. D. Barron now her captain. I have read that in 1917, on two occasions, the vessel was attacked by German submarines in the North Atlantic, but both torpedoes missed. LR of 1919/20 records Wye Shipping Co. Ltd. (maybe Wye Valley Shipping Co. Ltd.) as now her owner with T. G. Berg her manager. Soon thereafter, in 1920 perhaps, the vessel would appear to have been renamed Wye Valley. While I cannot document the matter, I read that the vessel was sold again, in 1923 or maybe in Feb. 1924, to 'Monument Steam Navigation Co. Ltd.' ('Monument'), of London, with Richards, Longstaff & Co. the managers. And renamed Yorkvalley. But ... a Sunderland shipping website, which website requests no links or recognition, states that Gracechurch Transports Ltd. of London was also briefly the vessel's owners - in Feb. 2024 before Monument. In Apl. 1926, Yorkvalley is noted to have arrived at Venice, Italy, to be broken up. Her register was closed in 1926. Can you add anything?
104	Horsley 2410/3717 (N/G) tons Hull 290 112447 Fructidor Reims Consuelo Aranguren	1901	A steel 'turret' steamer, which was launched on Jul. 20, 1901 & completed in Sep. 1901. Per 1 (data), 2 (Horsley Line Ltd., click link), 3 (Lloyd's Register ('LR') data, 1930/31 & 1931/32, Aranguren, ex 'Southampton City Council/ Plimsoll'). Horsley is Mercantile Navy List ('MNL') listed from 1902 thru 1915, always registered at West Hartlepool. And, so far as I can see, it is MNL listed in 1916 as Fructidor, registered at London. And is not MNL listed thereafter. 342.2 ft. long perpendicular to perpendicular (104.3 metres), speed of 8 1/2 knots, signal letters SNMF, later HJLN, 310 HP engines by Richardsons, Westgarth & Co. Ltd. of Hartlepool. Horsley was built for Horsley Line Ltd. ('HorsleyCo') of West Hartlepool, with M. H. Horsley the vessel's manager. Lloyd's Register of 1912/13. HorsleyCo, a tramp ship company, owned a total of 8 Doxford turret ships in its history. In 1915, Horsley was sold to Plisson Steam Navigation Co. Ltd. of London, & renamed Fructidor. It was sold again, in Sep. 1915, (item B, here), to Union Shipping & Trading Co. Ltd. ('UnionCo') of London, W. (Walter) T. Jacques the manager, & was soon renamed Reims. Very early on Apl. 25, 1918, Reims, under requisition by the British Admiralty, was proceeding up the Gironde River (SW France) towards Pauillac (Gironde River, N. of Bordeaux, France) under the control of a licenced pilot. A thick fog set in & Reims was anchored. At 3:40 a.m. that day, Berwind came out of the fog, struck Reims on her starboard side & grazed along the side of the ship. Berwind (which was built by John Blumer & Co. of Sunderland in 1893 as Boston City), at the time was owned by New York & Puerto Rico Steamship Co. Ltd., but was then in the service of the U.S. Army Transport Service. Reims proceeded to Pauillac, was grounded lest she sink & block river traffic & a portion of her cargo was unloaded. I wonder what the cargo was - most likely it was coal. On May 02, 1918, Reims left under her own power for nearly Bordeaux where she completed the unloading of her cargo & then entered dry-dock for 10 days to permit repairs to be effected. The damages to Reims were estimated at $85,000. It would seem that a special Act of Congress was required to permit UnionCo to bring suit against the U.S. Government for damages. The U.S. Congress would seem to have passed the necessary Act in 1937. All as per this text ex here (U.S. Senate publication). In 1919, Reims was sold to 'R. O. Arti�ano', of Bilbao, Spain, i.e. Ricardo Ortiz Arti�ano, & renamed Consuelo. In 1930, the vessel was sold for the last time, to 'Maura y Aresti', also of Bilbao, & soon was renamed Aranguren. In mid Nov. 1931, Aranguren was en route from Braila (eastern Romania, Black Sea) to Hamburg, Germany, with a cargo of grain. Have also read that her voyage rather originated at Galati (Galatz, on the Danube, Eastern Romania, Black Sea). Anyway, on Nov. 14, 1931, Le Loing (about 50% down page), a 10,128 ton French naval tanker, then in ballast, ran down Aranguren in dense fog, in the Sea of Marmara (Turkey), about 4 miles NE of Khairsis Island (near to Marmara Island). Aranguren soon capsized & sank as a result of the collision. This contemporary news report also relates. A day or so later the salvage of Aranguren was noted to be 'definitely impossible'. One Aranguren crew member was lost, the ship's cook apparently, others being rescued & landed by Le Loing (which was built in 1927 at Penho�t, Saint-Nazaire, France, by The Ateliers et Chantiers de la Seine Maritime), which vessel was believed to be little damaged. James Smith has kindly provided this 'pdf' study of the vessel's history, which includes some detail of its WW1 service as a Collier Transport. Can you add anything? An image? #1935
105	Ivydene 2277/3541 (N/G) tons Hull 288 114405	1901	A steel 'turret' steamer which was launched on May 18, 1901. Per 1 (Keighley & the loss of Ivydene), 2 (uboat.net sinking, Ivydene, with location map of loss), 3 (UB-52), 4 (loss of Ivydene, search for Ivydene). 340.0 ft. (103.6 metres) long perpendicular to perpendicular, signal letters SJQF, 300 (per Lloyd's Register - 'LR') or 307 (per Mercantile Navy List - 'MNL') NHP engines by W. Doxford & Sons of Sunderland, many crew lists are available via this page. The vessel is MNL listed from 1902 thru 1918, always registered at Newcastle. Ivydene was built for John T. (Thomas) Lunn & associates of Newcastle, her owners being noted in the early LRs as being 'J. T. Lunn & Co.' In 1905, per MNL, Dene Steam Shipping Co. ('Dene'), of Newcastle became her owners with J. T. Lunn & Co. serving as her managers. LR of 1905/1906 (in red) with J. Tippett her then captain. On Nov. 04, 1903, Ivydene was approaching Adelaide, Australia, with a cargo of sugar ex Java. On Feb. 15, 1908 Ivydene left Madras (now Chenai), India, for Akyab (now Sittwe, Myanmar). On Feb. 23, 1908, in the late evening, Ivydene left Akyab for an unknown destination, under the command of a pilot, with Andrew W. Yule her captain & with Patrick John Shea serving as the vessel's 2nd mate (though he had a 1st mate's certifcate of competency). The pilot soon left the ship. 1 1/2 hours later Yule left the bridge leaving Shea in control of the ship. It is clear that Shea did not maintain a proper look-out. As a result, the vessel, 2 1/2 hours later, struck ground on Oyster Reef, badly damaging her hull. The vessel ended up with 15 1/2 feet of water in her holds. In an attempt to get the vessel off, 700 tons of her cargo of paddy (rice still in its husk) & rice was jettisoned. And, with the assistance of Wanderer, a port buoy vessel, Ivydene was got off on at about midday on Feb. 25, 1908. Ivydene returned to Akyab, likely for repairs to be effected. The resulting losses were reported at an estimated �12,000 to the vessel & �3,000 re cargo. On Mar. 21, 1908, the vessel left Akyab for Calcutta (now Kolkata), India. This contemporary news report relates. A Special Court was convened to investigate the grounding. Shea's certificate of competency was suspended for a 6 month period, while Yule was only cautioned though his conduct was criticised also. You can read the report of the Inquiry here. A modest puzzle is that the court stated that J. T. Lunn & Co. was then the owner of the ship. Dene clearly owned the vessel for most of the vessel's life - thru to 1918 per MNL. On Jan 29, 1918, upon the instructions of the liquidator of Dene Steam Shipping Co. Ltd., Ivydene was offered for sale by C. W. Kellock & Co., Auctioneers, at the Baltic Mercantile & Shipping Exchange in London. This announcement relates. Ivydene was clearly acquired by 'Keighley Shipping Co. Ltd.', of Hull, (James Bell & Co., the managers). Per LR of 1918/1919 (in red), with L. Johnson her then captain. Sold, it would seem, for �65,000. How do I know that? Apparently a contract was made to sell the vessel for �66,500 to a Mr. Fawke. But the sale was not completed & the liquidator sold it to another party for �65,000 - such other party presumably being Keighley Shipping Co. Ltd. The liquidator sued Mr. Fawke for the difference. The resulting court case was set out in great detail in Lloyd's Lists of Jul. 04, & Jul. 06, 1918. I direct the reader to such sources for greater detail re the court case. I read that on Mar. 17, 1918, while en route from Sfax & Bizerta (both Tunisia) to Gibraltar with a cargo of phosphates, Ivydene was hit by a torpedo fired by UB-52, Oberleutnant zur See Otto Launburg in command, & sank. At 38.49N/06.32E, in the Mediterranean, 36 miles NNE of Cape Bougaroni, Algeria. One life was lost. The webmaster has tried to locate contemporary news reports re the loss of Ivydene. So far without success. Can you add anything?
106	Jerseymoor 2408/3746 (N/G) tons Hull 291 114763	1901	A steel 'turret' steamer, launched on Aug. 30, 1901 & completed in Sep. 1901. Per 1 (1902 image, Jerseymoor, 2nd image down), 2 (archival data, Walter Runciman & Moor Line), 3 (Moor Line). 104.2 metres long, perpendicular to perpendicular, 342.0 ft., speed of 9 knots, signal letters SPRV, 300 (per Lloyd's Register - 'LR') or 307 (per Mercantile Navy List - 'MNL') NHP engines by W. Doxford & Sons of Sunderland, crew lists are available via this page. The vessel is MNL listed from 1902 thru 1915, always registered at London. Jerseymoor was built for Moor Line, Ltd., of London, with Walter Runciman or Walter Runciman & Co. Ltd., of Newcastle, the managers. LR of 1905/06. The webmaster was able to access a number of LR editions. They record C. S. Moffett as the vessel's captain in 1903/04, A. W. Stonehouse from 1905/06 thru 1908/09, & W. B. Barton in 1912/13 & 1914/15. On Jun. 23, 1915 (maybe on Jun. 24, 1915), while en route from Bombay (now Mumbai), India, to Manchester, with a cargo of wheat, Jerseymoor ran aground & was wrecked at Burbo Bank, at the entrance to the River Mersey. It would seem that the vessel ran aground, in foggy conditions, at a point where, when the tide turned, she unfortuntely broke her back, broke in two, & became a total loss. At about 2 1/2 miles from Leasowe. Her cargo was 5,800 tons of wheat ex Bombay (now Mumbai), India, (left May 13, 1915), valued at over �75,000. The vessel itself was then stated to be worth �27,000. One of the many contemporary news reports. I have not spotted the name of her then captain. The WWW record re this vessel is non-existent. Can you add anything?
107	Lee 350 (or 365) tons Hull 263	1901	A 'turtleback-bowed' destroyer. 'Violet' class. Per 1 (extensive data), 2 (very brief data, 20% down). 210 ft. long perpendicular to perpendicular, 214.9 ft. long overall, 3 funnels, speed of 30 knots (though in normal service 27 knots). Armed with a single 12 pounder gun, five 6 pounder guns & two 18-inch torpedo tubes. Completion & acceptance was delayed - she was launched on Jan. 27, 1899 & only completed in Mar. 1901 - she was apparently not able to reach her 30 knot contract speed & her construction may have been effected by labour troubles in the shipbuilding trades. Wikipedia advises that after commissioning she was deployed to the Channel Fleet, based at Shearness as part of the Medway Instructional Flotilla - but was replaced in that role in Dec. 1901 by Mermaid which, in fact, took over her crew. Was paid off into the Fleet Reserve. Have read that the vessel was 'wrecked near Blacksod Bay' (County Mayo, W. coast of Ireland) on Oct. 05, 1909. Can anybody tell us what exactly happened? A collision it would seem, link 2. Or maybe (or as well) grounded per an expired link. Kevin Murphy confirms (thanks!) that the vessel was grounded off Doolough Point, within Blacksod Bay. Can you add anything additional?

There are more (later) vessels built by 'Doxford' on the 2nd 'Doxford' page available here. And on the 3rd & 4th pages also, here & here.

TO END THE PAGE

For your pleasure and interest.

Many of the vessels listed on the first two Doxford pages on this & the following page are 'turret' ships. A 'Doxford' design, produced in considerable numbers by 'Doxford' in the years of 1893 thru 1911. 'Doxford' themselves built 176 or 177 of them, a handful (6) were built under licence at other U.K. yards, & at least one was built in Germany.

A list of 'turret ships' will soon be available, I hope, on a later page. But most of them are listed here, lower on this page.

Now while the 'turret' design was developed for a particular reason, specifically to have lower operating costs in the application of the then Suez Canal transit fee computation rules, the origins of the design, or many of its characteristics at least, came from the United States. There, from 1887 to 1898, 42 'whaleback' ships were built. They were mostly used in the Great Lakes, & were constructed to the design of Alexander McDougall (1845-1923, a Scottish born Great Lakes ship's master from Duluth, Minnesota). One of them however, the Charles W. Wetmore, ran the turbulent Lachine rapids at Montreal with a cargo of grain from Duluth, & went to Liverpool where it was of great interest & curiosity. Doxford's first effort at something similar, the Sagamore, was or was not built under licence from Alexander McDougall, according to whom you believe. The Sagamore listing provides links to sources which say it was or was not so licensed. If it was, in fact, a 'whaleback' ship, which seems to the webmaster not to be so, since the appearances of the designs are so different, the 42 stated above, the number built in the U.S., would become a world-wide total of 43. The webmaster must leave the resolution of such matters for historians & researchers to address.

But, what did a 'whaleback' ship look like? Follow this link to a page, in the course of construction, that will answer that question. With a wonderful image of a cigar box, of all things!

To whet your appetite, here is an image of the only passenger 'whaleback' vessel - Christopher Columbus, built in 1893.

'Christopher Columbus' the only whaleback vessel built to carry passengers.

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. [ ] � � � � � ^th �

To the Special Pages Index.

A SITE SEARCH FACILITY

THE GUEST BOOK - GO HERE

'Turret' ships, referenced in these pages. 94 so far. In groups of 25.

Admiraal de Ruijter, Argyll, Ashmore, Atland, Aviemoor, Banca, Beechmore, Belle of France, Bencliff, Blakemoor, Bleamoor, Bl�tberg, Cairntorr, Carthusian, Castello, Clan Buchanan, Clan Chattan, Clan Colquhoun, Clan Forbes, Clan Lamont, Clan Lindsay, Clan Macfarlane, Clan Murray, Clan Ranald, Clan Shaw,

Clan Sinclair, Clan Urquhart, Claveresk, Claverley, Countess Warwick, Dalemoor, Drumcondra, Duffield, Dunrobin, Eaton Hall, Elaine, Elgin, Elm Branch, E. O. Saltmarsh, Ethelwynne, Forest Abbey, Galavale, Garfield, Garryvale, Gellivare, Gr�ngesberg, Grindon Hall built 1905, Grindon Hall built 1908, Guernsey, Haigh Hall,

Hatumet, Horsley, Imperialist, Inland, Inverness, Ivydene, Jerseymoor, Kiruna, Komura, Koromiko, Lime Branch, Maud Cassel, Mersario, Nairn, Newbiggin, Newbridge, Nonsuch, Nordland, Orangemoor, �sterland, Oxel�sund, Pearlmoor built 1897, Pearlmoor built 1905, Penrose, Queda,

Querimba, Redbridge, Ryall, Ryton, Scottish Hero, Siward, Skandia, Sutherland, Trowbridge, Tullochmoor, Turret Age, Turret Bell, Turret Cape, Turret Chief, Turret Court, Turret Crown, Walk�re, Wellington, Whateley Hall. (19)

Turret ships built at Sunderland, not yet detail listed in these pages: (82)

Angus, Belle of England, Blake, Braziliana, Breconian, Bullionist, Caithness, Cheltenham, Clan Alpine, Clan Cameron, Clan Farquhar, Clan Fraser, Clan Gordon, Clan Graham, Clan Grant, Clan Leslie, Clan Macdonald, Clan Macdougall, Clan Maclean, Clan Macnab, Clan MacNeil, Clan Monroe, Clan Robertson, Clan Stuart, Claremont,

Clintonia, Clodmoor, Diciembre, Drumeldrie, Duffryn Manor, Dunbarmoor, Euphorbia, Fairport, Fife, Florican, Forest Castle, Gafsa, Glenaen, Glenesk, Good Hope, Greenbank, Heathdene, Holland, Hopedale, Irismere, Kattenturm, Lady Carrington, Laureldene, Lotusmere, Malmland,

Meridian, Montgomery, Nelson, Nereo, Noranmore, Norman Isles, Nyland, Oak Branch, Penvearn, Polymitis, Poplar Branch (images), Progressist, Quiloa, Reidar, Royal Sceptre, Royalist, Sanctoria, Selma, Serbury, Sheila, Silksworth Hall, Silverdale, Titania, Torringtom, Tredegar Hall,

Tunstall, Turret, Turret Bay, Turrethill, Vesterland, Walhalla, Wotan. (7)

Turret ships NOT built at Sunderland.

Just for interest, supposed to be 6 of them built in British yards. Items 1 thru 6 below. And one more, Narvik, built in Germany. Built under licence. The vessels that follow have not been researched by the webmaster, so the data presented is limited.

There is an amazing amount of data about 'Turret' ships at Wikipedia (here).

1	Forest Brook 2689 tons Hull 269 104291 Ibex Patras	1895	Built by Swan, Hunter, & Wigham Richardson, Ltd., at Wallsend, for Forest Oak Steam Shipping Co. Ltd., of Newcastle. In 1906 the vessel was sold to S.S. Ibex Ltd. & renamed Ibex. In 1909 it was sold to Anglo-Hellenic Steamship Co. Ltd., of Greece, & renamed *Patras*. The vessel was sold again in 1914 to 'Filli', of Denegri, Italy, with no change of name. Broken up at Genoa, Italy, in 1927.
2	Mayo 1778 tons Hull 215	1896	Built by Swan, Hunter, & Wigham Richardson, Ltd., at Wallsend, for Cia. Bilbaina de Navigation ('Bilbaina'), of Spain. In 1899 the vessel was sold to Aznar y Cia, also of Spain, but in 1903 reregistered to Bilbaina. On Sep. 08, 1916, while en route from Newport to Bordeaux, the vessel was torpedoed & sunk by a German submarine at 48.54N/5.28W.
3	Norham 1791 tons Hull 208 106406	1896	Built by Swan, Hunter, & Wigham Richardson, Ltd., at Wallsend for Thompson Steam Shipping Co. Ltd., of Sunderland. On Jan. 09, 1904, while en route from Bilbao, Spain to Middlesbrough with a cargo of iron ore, the vessel was wrecked on the Longsand.
4	Clan Ferguson 4808 tons Hull 267 108779	1898	Per Built by Vickers, Sons & Maxim Ltd. at Barrow, for Cayzer, Irvine & Co., of Glasgow. On Sep. 06, 1917, the vessel was torpedoed & sank 15 miles NW of Cape Spartel. At 35.50N/6.10W. With the loss of 10 lives.
5	Heathdene 3542 tons Hull 364 106644 Forest Dale Cleveland Prince Giuseppe G.	1898	Built by R. & W. Hawthorn Leslie & Co. Ltd. at Hebburn for J. T. Lunn & Co., of Newcastle. Later in 1898, the vessel was sold to Forest Oak Steam Shipping Co. Ltd., of Newcastle, & renamed Forest Dale. In 1910, the vessel was sold to Neptune Steam Navigation Co. Ltd., of West Hartlepool, & renamed Cleveland Prince. In 1913, the vessel was sold to Fratelli Gavarone, of Italy & renamed *Giuseppe G.* In 1917, the vessel was sold to Soc. Anon. Ilva, also of Italy. And sold again, in 1918, to Lloyd Mediterraneo Soc. Italiana di Navigation, of Italy. On Jul. 24, 1918, while en route from Buenos Aires to Rio de Janeiro with a cargo of wheat & oats, an explosion occurred off Cape Polonio & the vessel sank.
6	Clan Cumming 4808 tons Hull 268 108797 Ettore Elisa Campanella	1899	Built by Vickers, Sons & Maxim Ltd. at Barrow for Cayzer, Irvine & Co., of Glasgow. In 1925, the vessel was sold to Soc. Anon. Cantieri Olivo, of Italy & renamed Ettore. In 1926, it was sold to Tito Campanella Soc. Anon, also of Italy, & renamed Elisa Campanella. On Feb. 05, 1932, the vessel arrived at Savona, Italy, to be broken up.
7	Narvik 3576 tons Hull 107	1905	Per 1 (Lloyds List, 1907/08). Built by Friedrich Krupp AG, at the Germania shipyard, Kiel, Germany, for L. Possehl & Co., iron ore dealers, of L�beck. 342.2 ft. long, signal letters PBMR. The ship capsized, in 1913, off Borkum, & they bought Drumcondra, a 7 year old turret ship, as replacement. Such data is thanks to Bj�rn Waldenstr�m. I am advised that Lloyds Register refers to this vessel as being a 'Turret deck' vessel. So it is possible that Narvik is not the one Doxford design 'turret' said to have been built under licence in Germany. Can anybody clarify the matter?

Have read that the design was developed by Arthur Havers who was employed by Doxfords in Sunderland.