THE SUNDERLAND SITE - PAGE 071
SHIPBUILDERS - PAGE 23
Copyright? (2 + 37 + 4 + 1 + 30 + 1 + 2 + 3 = 80) Test.
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On this page ... Ogden, Oswald & Co., Robert Pace, H. Panton, William H. Pearson, H. Penman, W. Petrie, George Peverall, page bottom (Last of the Summer Wine).
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Corrections in any of the material which follows, however tiny, would be most welcome. And additions, of course!
I know nothing about T. Ogden, alas. He built, I read, 15 or 16 vessels between 1824 & 1845. Including the two vessels referenced below.
237, later 242 & 232 tons
A snow or brig. Thornley is Lloyd's Register ('LR') listed from 1836/37 thru 1842/43, from 1846/47 thru 1856/57 & from 1860/61 thru 1869/70. Now the LR listings of 1836/37 & 1837/38 are skimpy indeed in that they list no owner name, rig, routing, year & place of build etc. So the vessel's initial owner is not provided by such listings. It would seem, however, that Thornley's initial owner was Messrs Nesbitt and Parkin as per this contemporary announcement of the launch of the vessel on Nov. 19, 1835.
From 1838/39 thru 1842/43, the vessel was owned by 'Hartlpl Gn Sh. Co.' (Hartlepool General Shipping Co.?), registered at Stockton, for service from Stockton to London.
In 1846/47 & 1847/48, per LR, T. Sharer was her owner for service from Hartlepool, where registered, to London - Thomas Sharer, in May 1848, as per the North of England Maritime Directory of 1848/49.
In 1848/49, per LR, 'Longstaff' of Sunderland became Thornley's owner, thru 1856/57, for service to London ex Sunderland & Shields & ex London. As is confirmed by the North of England Maritime Directory of 1854/55 which in Mar. 1854 has Henry Longstaff as her owner & Edwd. Burkitt as her captain. Turnbull's Shipping Registers ('TR') of 1855 & 1856 & Christie's Shipping Register of 1858 all record, however, her owners in those years as being Barker & John C. Fairley of Sunderland & John D. Clark of Ilderton, Northumberland, with T. Fairley the vessels captain in TR of 1855. From 1860/61 B. Fairley of Sunderland is her LR recorded owner, spelled B. Fairly from 1863/64, for service from Sunderland to London. Owned by B. Fairley per the Mercantile Navy List ('MNL') of 1865 & by N. Fairley in both 1866 & 1867.
Some operational history. On Sep. 26, 1864, at night, Thornley was in the river Thames at London, with a cargo of coal aboard. Specifically the vessel was attached to a buoy off Charlton Pier, off the Kentish shore near Woolwich Dockyard. Admiral, a steamship collier, somehow went off course & ran full into a number of colliers including Thornley. Thornley was 'cut down' by the force of the collision & sank. As per these contemporary news reports. Clearly Thornley was later raised, repaired & returned to service.
86.7 ft. long. Have not spotted her call letters. Some crew lists are available here.
MNL of 1868 lists James Ayre of Sunderland to be her then owner, while MNL of 1869 lists William Hall of Seaham Harbour. The MNL of 1870 records John Appleby of Seaham Harbour, County Durham, as her then owner.
On Aug. 29, 1870, per line 331 here, the 232 ton snow was stranded at Texel (an island 3 km. off the coast of North Holland) while en route from Seaham Harbour to Nieuwe Diep. (N. end of North Holland Canal, effectively Amsterdam) with a cargo of coal. Crew of 8 - none lost. Then owned by John Appleby.
Can you tell us anything additional? #2469
288 tons (or 305 using new measurements)
A barque. Per 1 (1854 wreck data). The vessel is Lloyd's Register ('LR') listed from 1839/40 thru 1854/55 (ex 1848/49), owned for that entire period by 'Borrie' of Dundee, initially, thru 1846/47, Borrie & Co., & from 1846/47, J. Borrie. An expired link used to tell us that the vessel was repaired in 1847, 1849 & 1853. Its initial service, in 1839/40, was, per LR, from Sunderland to St. Petersburg, Russia, then from 1840/41 thru 1844/45 for service from London to Calcutta (now Kolkata), India. From 1845/46 thru 1847/48 at least, the vessel served Archangel, Russia, ex Dundee & in 1849/50 served the West Indies ex Dundee. LR of 1850/51 records her intended service from Liverpool to the Cape of Good Hope, South Africa. In 1853/54 & 1854/55, per LR, the vessel served Melbourne, Victoria, Australia, ex Dundee. Thanks to Trove, Australia, we can provide some detail. On Feb. 22, 1853, the vessel left Dundee for Melbourne, arriving there on Jul. 17, 1853. On Sep. 7, 1853 it left Melbourne, in ballast, for Sydney, New South Wales ('NSW'), under the command of S. G. Jamieson, however on Sep. 13, 1853 it rather arrived at Newcastle, NSW, & there took on cargo including 430 tons of coal for Melbourne. On Jan. 21, 1854 the vessel left Melbourne in ballast, now under the command of captain A. Scott, for Port Fairy/Belfast, on Victoria's coast W. of Melbourne. Later that day, when off Bird Rock, Geelong, the vessel ran into the starboard quarter of Osprey, a schooner, carrying away her mizzen mast. Dundee was not damaged in the encounter. The vessel then went on to Port Fairy & was moored there taking on a cargo of wool for London when the area was hit early on Feb. 26, 1854 by a major SE gale with giant seas. On Mon. Feb. 27, 1854, Innellan, a barque, was driven on shore, soon followed by Dundee which broke her moorings & fouled Benjamin Elkin, said to be a ship, on its way to shore. Dundee ended up completely broken up on the beach with its cargo of about 900 bales of wool floating out to sea. No lives were lost in the disaster. As per this contemporary newspaper cutting. Link 2 indicates that J. Borne was Dundee's then owner, rather than J. Borrie as is LR listed for many years. Can you add anything?
First a few images. Hover your mouse over each thumbnail to read the subject matter.
The first image above is the listing image of a long expired eBay item, of a print from the Mar. 1, 1872 issue of 'The Engineer'. Showing the engines that were installed in two ships that were built, in 1871, at the Oswald shipbuilding yard at Sunderland, specifically Bertha & Scindia. Neither of those vessels are detail listed yet on this site. The page was offered by vendor 'prints-4-all', of Scotland, who surely must be commended for posting listing images of such an amazing quality. I should add that these words were not solicited by 'prints-4-all'! Just written to recognise the quality of an eBay listing image, with no logos to destroy the visual impact of the print.
Like many other names in these pages today, really just names. That require research - to the extent I can in fact do that. I have seen a few references to T. R. (Thomas Ridley) Oswald. Need help!
But now, thanks to Brenda Avery, of Southampton, England, to the words of C. H. G. Hopkins ('Hopkins') in 'Pallion, 1874-1954 Church and people in a shipyard parish' published in 1954, & also to this fine page, I learn as follows:-
Thomas Ridley Oswald (known as 'Ridley' it would appear) was born Jun. 29, 1836 at Lewisham, Kent, the son of William Oswald (Aug. 8, 1795/Sep. 11, 1876), a Deptford Provision Merchant, and Elizabeth Florence (née Laing) (Aug. 12, 1805/Oct. 8, 1889), his wife. Ridley or his family must first have moved to Stepney, in the East End of London, & then to the north-east because he later became an engineer & shipbuilder & established a shipbuilding business in Bishopwearmouth, Sunderland. Hopkins advises, based upon the knowledge of Mr. J. W. Smith , i.e. 'Blue Peter' - He is first heard of as taking over a little "wood" yard from his father-in-law, Charles Malling Webster (presumably one of the Websters of Pallion Hall). The business, I presume, was not a success, since Ridley became bankrupt in 1862 (rather 1861, it would seem). But he recovered, rebuilt his business, & by 1871 he employed 19 men and boys. Per Hopkins, written in 1954, 'When Oswald decided to build ships of iron he built iron works at Castletown, imported and processed iron ore to the plates required in the shipyard.' Also - 'In 1872 came crash number two, when he failed for £300,000 and his Pallion Yard was advertised to let on a 21-year lease with the option of renewal. It is probable that when re restarted in Pallion it was at the foot of Grace Street, where Shorts' Quay now stands.' Ridley went bankrupt for the third time in 1875 & moved his business in 1875 from Sunderland to Woolston, Southampton, Hampshire, & there went into business (1876) with John Murray Mordaunt, i.e. 'Oswald, Mordaunt & Co.' Hopkins uses these words to describe the move - the whole yard was dismantled, and everything was packed into wooden boxes and shipped to Woolston ... The business was, I presume, a success because by 1881, it was employing no less than 1200 men. A giant business at the time, I am sure. It would seem, however, that Ridley failed once more at Woolston, likely about 1900 when the yard was sold. Ridley moved to Milford, Glamorganshire, where he continued for many years to build high-class ships, without getting into any more financial difficulties. He died at Greenwich on Jun. 22, 1916, at the age of 79.
Hopkins commented - He must have been a great character, and every inch a man of iron to have been knocked down four times, and always to have come back to the great craft of shipbuilding.
Brenda Avery, who is, I understand, a very distant cousin of Thomas Ridley Oswald, advises me that the 'Oswald' family was involved with shipping literally for centuries - since as far back as the 1600s! A Scottish family, from Kirkcaldy, with family members who served with distinction as Members of Parliament and with the military, but with, over the years, a continuing tradition of involvement in shipping & in shipbuilding.
Ridley married at least twice. And had at least one son (by his second marriage to Wilhelmina Catherine), i.e. William Digby Oswald (1880/1916), who served in the Boer War but was later killed in France during WW1.
'Merchantnavyofficers.com', no longer in operation, used to advise that 'Oswald, Mordaunt & Co.', of Southampton, were the successor shipbuilding company to T. R. Oswald. Yes indeed, as the above confirms.
Miramar lists (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, 51, 103, 121, 149, (149)
Names of vessels constructed by 'Oswald'. In Sunderland. As I find them. In a table in build date sequence.
An iron ship. There clearly is confusion as to the correct name of this vessel. Two lists of Sunderland built vessels refer to Buronsmore (with a 'u') of 899 tons built by T. R. Oswald in 1860. An Australian newspaper rather refers to Burrensmore. While a U.K. government report refers to Baronsmore. As does a Google 'snippet' ex the London Standard newspaper of Apl. 8, 1861. So far as I can see, the vessel was never listed in Lloyd's Register in any of those names, likely due to its having a very short life.
The vessel would seem to have correctly been named Baronsmore, first registered, at Belfast, Ireland (now Northern Ireland), on Jun. 28, 1860 (scroll to #21478). On Feb. 18, 1861, per line 1111 here, the 899 ton ship foundered off Mauritius while en route from Rangoon, Burma, (now Yangon, Myanmar), to Liverpool with a cargo of rice. Crew of 20 - 2 lost. Then stated to have been owned by Thomas Sinclair. (Maybe rather by T. & J. Sinclair & Co., of Tomb Street, Belfast). Jill Jenkins has been in touch to advise that Thomas Mcclements, her GG grandfather, was, she believes, aboard Baronsmore & lost his life in the disaster. Jill seeks to confirm that data. The vessel's loss was apparently referred to in an Irish newspaper but the article did not name the two who were lost.
What happened to the vessel is now becoming clear. The London Standard newspaper of Apl. 8, 1861 reported from Denis (Sainte Denis), Réunion (an island located 140 miles to the SW of Mauritius) that Baronsmore, en route from Akyab (now Sittwe, Myanmar) to Liverpool, had been lost due to a hurricane on Feb. 17 & 18, 1861. That two crewmen had been washed overboard on Feb. 17, 1861, & that a total of five crew members were drowned. The survivors landed at Sainte Rose on the S. side of the island of Réunion. All as per this 'Google' snippet - which may be interpreted to mean that 7 were lost. That data is somewhat contradicted by this 'Trove' newspaper article which tells us that 'Burrensmore' foundered at sea off the island of Bourbon (as Réunion island was named from 1649 to 1848), not in Feb. 1861 as stated above but rather during another hurricane in the Indian Ocean on Mar. 2, 1861. Further that her 3rd officer & 7 crew members were brought to Mauritius by a French ship. The crew numbers clearly do not jive - 5 or 7 drowned plus 8 in the French vessel is 13 or 15 only - where Jill Jenkins' data states a total crew of 20. Can anybody further clarify the circumstances of her loss or otherwise add anything? #2080
2 Elizabeth Hargrove
Hull # ?
An iron barque. The vessel, which was completed on Jul. 21, 1860, & first registered, at Liverpool, on Aug. 09, 1860 (scroll to #28633). The vessel is Lloyd's Register ('LR') listed from 1861/62 thru 1869/70, owned for its entire life, per LR, by Hargrove & Co. of Liverpool & always registered at Liverpool. A tiny puzzle. Two lists of Sunderland built ships, compiled, I believe, from original records at Sunderland, both list the vessel as Elizabeth Hargrave (with an 'a'). It seems likely that the vessel's first voyage was from Sunderland to South America. Then from Liverpool to South America from 1861/62 thru 1865/66 (except for 1862/63 where no destination is noted). From 1866/67 thru 1868/69 it would seem to have served South America ex London & in 1869/70 service from Bristol to Valparaiso, Chile. With 'Chenoweth' serving as the vessel's captain thru 1864/65, then J. Tucker thru 1866/67, & thereafter L. Gambles. Now the Mercantile Navy List ('MNL') of 1865 lists Hargrove, Ferguson, and Co. of Chapel Street, Liverpool, as the vessel's then owner. While MNLs of 1867, 1868 & 1870 rather list John Hargrove of the same address. 140.0 ft. long, signal letters QBHT.
LR of 1869/70 notes that the vessel had been 'Wrecked'. On Mar. 1, 1870, per line 90 on this page, the vessel was lost at Caranmilla Point (near Valparaiso), while en route from Swansea to Valparaiso with a cargo of coal. Crew of 15 - no loss of life. Then stated to be owned by J. Hargrove. I now read that the vessel arrived safely at Valparaiso at the end of Feb. 1870. The captain went ashore for orders & on Mar. 1, 1870, while he was away the vessel came too close to the land, became becalmed & drifted onto rocks S. of 'Curomilla' Point. The rocks penetrated the vessel's bottom & she became a total wreck. Only a few light sails were saved, along with the crew, of course. As per this contemporary newspaper cutting (in red). Crew lists thru 1870 are available here. Is there anything additional you can add? #2111
3 John Bull
484 (later 492 & 499) tons
A 3-masted iron barque. Per 1 (1886 wreck data, image), 2 (data & Charles Biggs image), 3 (Wikipedia, Mexico), 4 (text ex Illustrated London News, Dec. 18, 1886, re wreck of Mexico), 5 (images of 2 Eliza Fernley survivors 60% down), 6 (2 E. D. Walker prints of Mexico, larger images available), 7 ('wrecksite.eu', Mexico), 8 (the lifeboat house at St. Anne's in c.1887, ex a large Lancashire Libraries 'pdf' file, which seems no longer to be available) 10 (Miramar, link, you now must be registered to access). There are a great many WWW pages that cover the 1886 wreck. Just a few of them are referenced above. 150.1 ft. long, signal letters PWFR. Built for Temperley & Co. of London & registered there. The webmaster has, thanks to 'Google books', a number of editions of Lloyd's Register ('LR'), visible in a giant image at left. The vessel would seem to have served North America, China & New Zealand in its early years. In 1878/79 'Carter & Darke', of London, became the owners. The Mercantile Navy List of 1880 references James W. Temple, of London, as being the vessel's owner. By 1880/81, in which year there are two register entries, the vessel was owned by H. Ellis & Sons, of London. But was sold, to 'Oetling Gebruder', of Hamburg, Germany, & renamed Mexico. On Dec. 3, 1886, the vessel, Captain Burmeister in command, with a crew of 12 all told, left Liverpool for Guayaquil, Ecuador, with a general cargo. The vessel was hit by a severe westerly gale off the Lancashire coast, & anchored, in a dangerous position, off Ainsdale. In the night, she dragged her anchors & was driven ashore at Horse Bank, Birkdale, opposite the Palace Hotel, close to Southport, Merseyside, near the mouth of the Ribble Estuary. But a long distance from the shore. The nearby lifeboat stations at Lytham, St. Anne's & Southport came to her rescue & all of the crew was rescued. But at a giant cost. Three open rowed lifeboats with sails, manned by 44 volunteer crewmen went to the vessel's night time rescue. Lifeboat Eliza Fernley of Southport was at the vessel's side when a huge wave turned the lifeboat upside down. It never righted itself. 13 of her 16 man crew were drowned. Three were saved but one of the three soon died. Laura Janet, of St. Anne's, with a crew of 13 was also lost. So 27 of the 29 crewmen in those two boats were lost. Charles Biggs, Thomas Clarkson in command, of St. Anne's, on her maiden rescue run, rescued Mexico's crew & returned safely to St. Anne's. The worst such disaster ever - a sad procession through the streets of Southport at the civic funeral for the lost. A long expired website referred, I know, to the Official Inquiry into the loss of Mexico, but I do not recall if the site presented the actual Inquiry report. Can anybody provide the text of the report that likely was issued in the first few weeks of 1886? Also ... can anybody provide a large image of this related print. The Mexico was later re-floated, sold for £45 to a firm at nearby Preston, was repaired at Preston & became a tourist attraction for two years, moored at the Lytham St. Anne's pier. Later, presumably when owned by L. T. Merrow & Son, of Glasgow, she completed a journey to the Falkland Islands & back.
The 1886 disaster is the subject of 'The Great Lifeboat Disaster of 1886' (1 & 2) by J. Allen Miller, published in 2001. If any good came from the disaster, it was from its impact upon the design of later lifeboats to make them safer & self-righting.
In late 2020, Ian Whittaker has kindly advised that Mexico was later renamed Valhalla & was of that name when she was lost. Yes, indeed! In the period after the first creation of this listing, many more editions of LR have become WWW available to the webmaster. LRs of 1890/91 thru 1897/98 (ex 1895/96) all record L. T. Merrow & Son as the owners of the Glasgow registered Mexico, with J. Moncrieff serving as the vessel's captain. LR of 1898/99 records the vessel, still named Mexico, as owned by J. P. Clausen of Nordby, Fanø, Denmark, with J. P. Lybecker her new captain. While LR of 1899/1900 lists the vessel twice. Firstly, still named Mexico & owned by J. P. Clausen, & secondly, in the supplement, renamed Valhalla, owned by Blom & Ohlsen, of Fredriksværn (Stavern), Norway, & noted to have been 'Wrecked 2,00'. skipshistorie.net tells us, however, that the vessel was rather owned by A/S Walhalla, of Fredriksværn & that Hans Blom & Frithjof Ohlsen, of Fredriksværn, were the vessel's managers. The vessel was lost on Feb. 27, 1900 - stranded at Tantallon, Haddingtonshire, Scotland, while in ballast & in a NE gale. She became a total wreck. Such brief data, about the vessel's loss on Feb. 27, 1900, is, Ian advises, confirmed in 'Parliamentary Papers' for 1901 ref: LXVIII under Strandings. But ... Wrecksite.eu tells us that the vessel was en route from London to Grangemouth, Falkirk, Scotland (located W. of Edinburgh) with a cargo of clay. This contemporary newspaper report (in red) refers to a cargo of loam & that all ten crew members were safe.
Can you correct the above, or add anything? Another image?
4 Little Edith
569 later 571 tons
A wooden ship. A modest puzzle to start this listing. The vessel would seem to have been launched in Feb. 1860 but was first registered, at Liverpool, only about a year later - on Mar. 19, 1861 (scroll to #29612). Yet Lloyd's Register ('LR') lists the vessel as an 1860 vessel, 2nd month. The vessel is LR listed from 1861/62 thru 1871/72. Per LR, the vessel was initially owned by J. Spence of Liverpool for service from Sunderland to Liverpool. In 1865/66, Smith & Co., also of Liverpool, became the vessel's owner for service from London to India, soon Liverpool to South America. The Mercantile Navy Lists ('MNL') of 1865 thru 1869, however, all rather list Geo. Okell, of Liverpool, as the vessel's owner. In 1869/70, per LR, Barr & Co. became her owner, however in the next year, i.e. 1870/71, the owner is listed as Barr, Hope & Co., of Liverpool for continued service from Liverpool to South America. The MNLs of 1870 thru 1872 list Peter William Barr of Liverpool as her then owner. 162.0 ft. long, signal letters QGKC.
On Jul. 18, 1871, per line 1425 here, the 571 ton ship stranded at Prong Point, SE tip of Lively Island (Falkland Islands), while en route from Hamburg, Germany, to Callao, Peru, with a general cargo. Crew of 13 - none lost. Then owned by P. W. Barr. Can anybody provide any additional detail re her loss or otherwise provide more data? #2127
569, later 482/618 (N/G) tons
An iron steamship, which was first registered, at Sunderland, on Sep. 19, 1860 (scroll to #28790). So far as I can see this vessel is not Lloyd's Register ('LR') listed. So I presently cannot tell you who owned her nor can I tell you when she was completed from such source. Now Alex Glover has kindly been in touch (thanks Alex!) with his research about the vessel which is of family interest to him. And has provided this newspaper cutting which tells us that on Oct. 10, 1860 the vessel was advertised for departure on Oct. 18, 1860 from London to St. Petersburg, Russia, via Middlesboro. Alex has also provided this contemporary newspaper article which tells us that Vedra, owned by Messrs. Stobart & Co. of Monkwearmouth Colliery & under the command of Captain Carmichael, left Sunderland on Dec. 31, 1860 bound for Copenhagen & likely had gone missing. And further that Captain Carmichael's only son had also been aboard the vessel. The loss of the vessel is confirmed by line 2015 here, which tells us that on Jan. 2, 1861 the 482/618 ton 70 HP steamer left Sunderland for Copenhagen, Denmark, with a cargo of coal. The vessel was not heard from again. Crew of 21 all told - all lost. Then stated to be owned, however, not by 'Stobart' but rather by Chris M. Webster. Alex provided additionally these death register entries which list 18 names of Vedra crew members that were lost, which list includes James Burn & James Carmichael. Now James Carmichael (1816/1861), her captain, had earlier been the captain of another vessel named Vedra built at Sunderland in 1855. James Burn (1818/1861) was a licensed Master whose brother John Burn had also been the captain of the earlier Vedra. Alex advises that John Burn later married the widow of James Carmichael. All most interesting. Can any site visitor add anything additional? #2140
6 Z. C. Pearson
484/712 (N/G) tons
An iron steamship, which was first registered, at Hull, on Mar. 27, 1860. The vessel, which per LR was completed in Jan. 1860, had a very short life indeed. It is only listed in Lloyd's Registers ('LR') of 1860/61 & 1861/62. Owned by Pearson & Co. of Hull, for initial service ex Sunderland but in 1861/62 for service from Hull to the Baltic. In 1861/62, per LR, her captain was Illingsworth. I have read that the vessel was 195.6 ft. long & had 100 HP engines. On Jul. 26, 1861, per line 2016 here, the 484/712 ton (N/G) steamer left Riga, Latvia, for Hull with a cargo of grain. The vessel went missing en route. Crew of 21, all lost of course. Then stated to be owned by Zachariah C. Pearson. You can read a little detail about the life of Z. C. Pearson (1821/1891, the C. stands for Charles) here. Marian Shaw wrote a book about him, published in 2016. Its title gives a hint as to his life story - 'Zachariah Pearson: Man of Hull. A tale of philanthropy, boom & bust'. A ship's captain, a fleet ship owner, twice Mayor of Hull, philanthropist, donor in 1860 of 50 acre Pearson Park to the City of Hull, bankrupt in 1864 (images). Can anybody tell us about the circumstances of the vessel's loss? #2141
An iron schooner or ship which had a very short life. The vessel was launched on Jan. 26, 1861 & first registered, at Sunderland, on Mar. 15, 1861 (scroll to #29260). Was Lloyd's Register ('LR') listed in 1861/62 only, a 700 ton iron schooner owned by 'E. Gourl'y' of Sunderland for service from Sunderland to North America. With J. Studley her captain. That LR listing also notes that the vessel had been 'Wrecked'. On Apl. 17, 1861, per line 1186 here, the vessel, stated to be an iron 700 ton ship, stranded at Point Des Monts (N. shore of the St. Lawrence River, near Baie-Trinité & Baie-Comeau, Quebec) while en route from Sunderland to Montreal, Quebec, Canada, with a cargo of coal. Crew of 17 - none lost. Then owned by E. T. Gourley. Can you tell us about the circumstances of the vessel's loss or otherwise add anything? #2154
898 (or 899), later 952 tons
An iron fully rigged ship, later a barque. Which had an amazingly long life. Per 1 (extensive Norwegian data, image Fjellheim), 2 (extensive data in Norwegian, ex 3 a 'doc' file difficult of access), 4 (data in Norwegian, re Fjellheim, that was available, ex 'Lardex' years ago. Cannot find it again in May 2021), 5 (data, Ironsides), 6 (1864 passenger data), 7 (data Kotka), 8 (Kotka, damaged by U39), 9 (Miramar, link, you now must be registered to access, but data is limited). 185.0 ft. (later 190.7 ft.) long, signal letters QHBM later HBVM. Some confusion as to the name - both Ironsides & Ironside are referred to. The Lloyd's Register ('LR') data that I can access, from 1861/62 thru 1889/90, is clear - the vessel was registered as a ship thru 1878/79 & as a barque from 1880/81 but was always registered as Ironside. Built for Temperley & Co. of London & registered there. The Mercantile Navy List ('MNL') of 1870 lists John Temperly of London as the registered owner of Ironside. It would seem that the more complete owner's name was 'Temperley, Carter & Drake'. 6 records a May 6, 1864 voyage, from Gravesend, River Thames, London, to Auckland, New Zealand, with 197 immigrant passengers. Damaged? & repaired in 1867. A now long gone New Zealand website used to record the 1864 voyage & 4 more voyages to Auckland, 2 in each of years 1867 & 1879. The MNL of 1880, however, states that Wm. Leonard Darke, of London, was the vessel's owner. Listed as a barque in the LR 1880/81 register. In 1891, Alex. Stephens, of London, became her owner with no change of vessel name. The MNLs of 1890 thru 1897, however, state that Andrew Stevens, of Swansea, was the vessel's owner. In Apl. 1897, the vessel was sold to A/S Kotka, of Fredrikstad, Norway, 'Johan Kjelsen & Lars Hauglund' the managers, & renamed Kotka. In 1899, Lars Hauglund became the manager. On Jun. 29, 1915, the vessel, en route from Stockton Springs, Maine, U.S.A., to Cork, Ireland, with a cargo of planks (timber), was attacked by German submarine U39, Kapitänleutnant Walter Forstmann ('Forstmann') in command. At 51.00N/11.20W, west of Fastnet Rock, (SW tip of Ireland), 30 miles SW of Bull Rock Lighthouse, County Cork. There was no loss of life - the crew of 12 took to the boats & landed at Queenstown. U39 shelled the barque but it didn't sink. It was later towed to Cork, its original destination, beached, refloated & repaired. Repaired at Cork? Forstmann was the 2nd most successful German u-Boat commander during WW1. He sank or captured an amazing 149 allied ships & damaged others. Later in 1915, the vessel was sold to 'A/S Larvik D/S', of Larvik, Norway, A. S. Hasle the manager. In Mar. 1916, the vessel was sold again, to A/S Fjellheim, also of Larvik, 'A. S. Hasle & Jacobsen & Thon' the managers, & renamed Fjellheim. It would seem that in Feb. 1919 the vessel became registered at Christiania (Oslo), Norway. I direct you to the Norwegian words re an event in Mar. 1921. The vessel was, it would seem, en route from Iddefjorden (a fjord between Norway & Sweden) to Havana, Cuba, with a cargo of granite. It ran into trouble of some sort in the North Sea, returned to Fredrikstad & was repaired. (3/1921: Led sjøskade i Nordsjøen på reise Iddefjorden til Havana med granitt. Returnerte til Fr.stad. Ble losset. Ikke reparert) The vessel was sold to ship breakers in Apl. 1922. An expired eBay item referenced the vessel being broken up at Greenock, Scotland, in 1923. The WWW translation of Norwegian is most difficult, so the above text may well need correction. Can you help with more data or another image?
937/1090 (N/G) tons
Dwina? The name may relate to northern Dwina river, which empties into the White Sea at Archangel, Russia, better known perhaps as Dvina. The vessel, which was launched on Jul. 15, 1862 & completed in Jul. 1862, has a quite complicated history. It is Lloyd's Register ('LR') listed as Dwina from 1862/63 thru 1864/65. And, with its new name of Viceroy, is LR listed from 1864/65 thru 1874/75. Its initial owner, per LR, was G. (George) Fleming of London, thru 1864/65, for service from Sunderland to Hull with 'Brown' serving as the vessel's captain until part way thru 1863/64 & then, for service from Hartlepool to the Mediterranean, with R. Leighton serving as her captain. In 1864/65, per LR, Gee & Co., of Hull, became the owner of the vessel, now named Viceroy & per LR they owned the vessel thru 1869/70, with Leighton serving throughout as her captain. For service from London to the Baltic in 1864/65 & ex Hull thereafter, including to the Baltic in 1865/66 & to Hamburg, Germany in 1866/67. A puzzle indeed is the fact that the Mercantile Navy Lists ('MNL') of 1865, 1867 & 1868 do not list Gee & Co. as the vessel's owner, rather they list John Richardson Duncan of Kingston-upon-Hull. The vessel to this point was of 823 gross tons & 671 tons net, 220 ft. long, 3 masts, & had 90 HP engines of a maker not known to the webmaster which maker may well, however, have been Robert Stephenson of Newcastle.
The ownership history is much more complicated than so far stated. This page (scroll to 45027), in words difficult to read, tells us that in 1864 the vessel became foreign owned. Another site, who request no identification or links, refer to the vessel changing hands 5 times in 1864. From i) George Fleming & J. Spence of London to ii) those same parties plus J. Pile of West Hartlepool to iii) William Liddell & John R. Duncan - Gee & Co. of Hull to iv) Johann George Kirsten of Hamburg, Germany to v) William Liddell & John R. Duncan - Gee & Co. again. The webmaster has no info about any of such ownership matters.
1869/70 was an important year in the vessel's history as it was both sold & extensively modified. The webmaster does not know at which shipyard these modifications were effected. The vessel now became 225.4 ft. in length, of 1090 tons gross & 937 tons net, with signal letters VQPW & with 95 HP engines by R. & W. Hawthorn of Newcastle. Her new owner, per LR, was Bailey & Co. of Hull, which name is clarified perhaps by the MNLs of 1870 & 1872 to mean William Leetham & W. Bailey, both of Kingston-upon-Hull. The 1874 & 1875 equivalent registers list Bailey & Leatham of Hull. LR indicates that G. Shetliff was the vessel's captain from 1869/70 thru 1873/74. And that in 1874/75 her captain was C. Omand. And that the vessel served the Baltic from Hull (1869/70 thru 1872/73) & ex London (in 1873/74).
Line 22 on this page tells us that on Oct. 20, 1874 the vessel left Hull for Cronstadt (St. Petersburg, Russia) with a crew of 23, a general 1173 ton cargo & with 200 tons of bunker coal. I am unable to yet tell you who was in command during that voyage. The vessel was never heard from again. Miramar indicate (thanks!) that the vessel's destination was Reval (now Talinn, Estonia), rather than Cronstadt. Both destinations are in fact correct. The vessel carried cargo for both Reval & Cronstadt & it is believed that the vessel was lost in a gale in the North Sea on the day after she left Hull. The vessel did not pass Copenhagen, Denmark. As per this newspaper report. The vessel's loss was the subject of a Board of Trade Inquiry which learned that the vessel had been thoroughly overhauled in the early part of 1874. And determined that her load was not excessive & the mode of stowage was appropriate. Indeed, as per this newspaper article 'The owners are entirely exonerated from the charge of sending her to sea in an unseaworthy condition'. Many crew lists for the vessel are available here. One of the links above refers to the vessel having an Official Number of 47940. The webmaster believes such reference to be in error & of no significance. Is there anything you can add to the above text? Or correct? #2184
10 Saint Thomas
1246/998 (or 1274 or 1283) tons
An iron single screw steamer, brig rigged. A passenger & cargo vessel, it would appear. Per 1 (launch announcement), 2 (data incl. 1893 pilgrims to Mecca), & 3 (both same Etna data), 4 (West India & Pacific, St. Thomas). 150 H.P., 226.0 ft. long, signal letters VNQW, with accommodations for 40 1st class & 20 2nd class passengers. The webmaster has a number of editions of Lloyd's Register ('LR') available to him ex 'Google' books, thru 1890/91 - see left. Such listings generally clarify many matters but in this case the listings are a real puzzle. The vessel is LR recorded, in 1863/64 (not in image at left) & 1864/65, as Saint Thomas. The Mercantile Navy List ('MNL') & Maritime Directory for 1867 (page 338, image soon) & 1870 similarly names the vessel Saint Thomas. And it then totally vanishes from the LR registers for many years until 1873/74 when it appears as Etna. In 1887/88, LR advised that the vessel's name had changed from St. Thomas to Etna, a change that actually occurred 4 or so years earlier, in Apl. 1883. As I say, a puzzle.
The vessel was built for Imrie & Co. and later the 'Liverpool, Western & Spanish American Steam Packet Co. Ltd.', which company was formed in 1863 & owned by Imrie, Tomlinson & Co. & Alexander Duranty & Co., both of Liverpool, who also were joint managers. The launch announcement states the vessel's initial owners to be Imrie and Tomlinson, & Dranty & Co., of Liverpool. 'Imrie &' is recorded as the vessel's owner in 1863/64, and 'Imrie & Co.' with the name struck out, in the 1864/65 edition of LR. Likely used for passenger & cargo service between Liverpool & ports in the West Indies. In Jan. 1864, the vessel was sold to 'West India & Pacific Steam Navigation Co. Limited', but I read that the registered ownership was not changed until Apl. 1865. In Jul. 1872, the vessel was sold to W. B. Forward, of Liverpool, & in Mar. 1873 sold or transferred to T. B. Forward, also of Liverpool, & 're-engined' in Oct. 1873 by G. Forrester & Co. of Liverpool. I have read that when 'Atlas Steam Ship Co. Ltd.' ('Atlas'), of Liverpool, was formed (in 1873?) the vessel was transferred to that company. For service between New York & the West Indies. And renamed Etna in Apl. 1883 - but that date is clearly incorrect since the 1874/75 LR records the vessel then i) named Etna & ii) owned by Atlas. And MNL of 1875 lists Atlas as the vessel's owner. In May 1884, the vessel was sold to Charles H. Pile, a ship broker, of London. In Oct. 1884, the vessel was sold to a name that I really cannot read in the available 'Google' data snippet, maybe 'J. H. Peel & S. A. L...', of London, & then sold by the mortgagee to William Ross, also of London. In 1885, (or maybe in 1886) the vessel was sold to A. Laming & Co., of London, maybe 'Alfred Laming & Co.' or A. H. Laming, (their sole vessel apparently). The vessel was 're-boilered' in 1893. On May 13, 1893, Captain Straker in command, the vessel left Swansea, Wales, for Jeddah (Jiddah, Saudi Arabia for Mecca) & Yembo (Yanbu, Saudi Arabia for Medina) via Tangier, carrying pilgrims from Morocco. A Sep. 8, 1893 report in LR advised that 100 passengers (pilgrims) & 8 crew members aboard Etna died of cholera in the Red Sea en route from Jeddah to Karaman, an island N. of Hodeidah (Al Hudaydah), Yemen, & a 'sanitary station for inward pilgrims from the East'. The vessel returned to Jeddah & then via Yembo, Beirut & Algeria to (ultimately) Middlesbrough. I am advised that on Aug. 8, 1893, the vessel arrived at Genoa, Italy, to be broken up. I thank Ted Nutt for his assistance re the above data. Can you help with more data and/or an image?
11 Spirit of the Morning
A 3-masted iron barque. Per 1 (extensive history, in Norwegian & English), 2 (Miramar, link, you now must be registered to access). 168.6 ft. long, signal letters WHMS, later HGDM. I have read that the vessel was built for J. Jackson of Liverpool, from 1875 James Jackson & Co., both of Liverpool. Lloyd's Register ('LR') of 1864/65 (the first LR mention), in the supplement, indicates however that the vessel was owned by Cunard & Co. & then Jackson & Co., both of Liverpool. Per the Mercantile navy List ('MNl') was owned by James Jackson of Liverpool in 1870. In 1880, R. B. Honan (Robert B. Honan per the MNL of 1880) became the vessel's owner. The vessel was sold in 1887 to J. M'Fee (presumably means 'McFee'), also of Liverpool. In 1889, A. W. Johanning (Arnold W. H. Johanning, of London (1890) became her managing owner), still registered at Liverpool. The vessel was removed from the U.K. registers in 1896. In 1896, the vessel was sold to 'A/S Bark Ellen' of Drammen, Norway, (Peder Wiborg the manager, & renamed Ellen, (though Miramar does nor reference the name). In Jul. 1900, while en route from Vera Cruz, Mexico, to Falmouth with a cargo of beans, Ellen was abandoned by her crew in the Atlantic, in a dismasted condition. She was presumably found, towed, initially maybe to the Solent, & then to Gravesend, repaired & returned to service. I have WWW found no detail as to the circumstances. It would seem that there was no loss of of life. In or about Sep. 1902, Ellen left Norway for Mombasa, Kenya, with a cargo of timber & then went to Zanzibar awaiting orders. On Mar. 25, 1903 the vessel left Zanzibar, in ballast, for Fremantle, Western Australia ('WA'), under the command of Elias Knudsen, aged 47, with a crew of 11 all told. The captain's son & nephew were amongst the crew. Dysentery struck the vessel when 4 days out of Zanzibar, the outbreak, caused by swarms of flies near Zanzibar, resulting in the death of her captain, the ship's steward & 2 other crew members, the sons of the captain & the steward. Theo Jorgensen, 2nd officer, took over command. The vessel encountered severe storms while en route to WA a situation most difficult with such a depleted crew. You can read all about it at 1 & via contemporary Australian newspaper cuttings (A & B). When the vessel arrived at Fremantle, on Jun. 10, 1903, the first mate (Andres or Andrea Olsen) & another crew member were sick & one of them was not expected to recover - I have not spotted what later happened to them both. In 1907, as is confirmed by LR of 1908/09, Ellen became owned by 'Actieslsk, Ellen' with Pettersen & Ullenæss the managers, & registered at Porsgrund (Porsgrunn), Norway. I read that in 1916 A/S Ellen (Johs. Jürgens), of Kristiania (Oslo), acquired the vessel. In 1917, Skibs A/S Sandø (or Sandøi) (Christianssands Shipping Co. Ltd.), of Kristiansand (Oslo) became the vessel's owner & in 1920 H. T. Realfsen of Skien, Norway. The vessel was de-rigged in 1921 & became in 1922 a barge used to transport limestone, & owned by 'A/S Christiania Portland-Cementfabrik'. Was removed from the registers by 1924. We thank the folks who provided the data at link 1. Can you help with more info and/or another image?
An iron steamship, first registered on Aug. 27, 1864. The vessel is Lloyd's Register ('LR') listed from 1864/65 thru 1869/70, owned, per LR for its lifetime by Swainston & Co. of Sunderland. Initially for service ex Sunderland to the Mediterranean but soon to St. Petersburg, Russia ex Liverpool & Sunderland, then Cardiff to France. The Mercantile Navy Lists of 1867 & 1868 both list George Swainston, of Sunderland, as her then owner while the equivalent list of 1870 lists William Hopper of Sunderland. 213.6 ft. long, signal letters VPTD, 99 HP engines. LR of 1869/70 states 'wrecked'. On Feb. 8, 1870, per line 642 here, the 598/746 ton (net/gross) vessel was stranded NW of Heligoland (a small German archipelago located in the North Sea, 46 km. off the mouth of the Elbe) while en route from Sunderland to Hamburg (& thence to the Baltic) with a cargo of coal. What exactly happened? The vessel did not get stranded, she rather foundered 70 miles NW of Heligoland. The vessel, under the command of Captain Cumming, ran into heavy gales with high seas. It is possible that her steering apparatus was carried away by a tremendous sea which hit her aft. She did for sure suffer a leak, a leak so bad that it could not be controlled despite all efforts & the fires went out leaving the vessel helpless. A boat was launched but became destroyed. The lifeboat was launched but it got stove in. During such launch, George Seymour, a seaman, received a severe blow on the head from which he soon died. Amazingly they fixed that boat & some of the crew got off. A third boat was launched with the Captain & many crew aboard. But not all of the crew. 5 crewmen chose to stay aboard Tasso rather than risk their lives in such a tiny boat in the high seas. The five soon drowned when Tasso sank. On one piece of wreckage sat the dead body of the mate, frozen in a sitting posture. Elbe, of Bremerhaven, a smack, picked up the 15 survivors after about an hour in the boats & landed them at Grimsby. All as you can read in these contemporary newspaper articles, which contain the names of the lost (1, 2). Crew of 21 then - 6 lost. Vessel then owned by Robert S. Briggs, however the newspaper articles state that the vessel was still owned by George Swainston & others. The loss of the vessel is also noted on this report, at the 2nd line 4 low on the page, with the date of loss stated as being Feb. 7, 1870. Can you add anything to this modest vessel history? #1974
An iron immigrant/cargo steamer. Per 1 & 2 (data, Medway, British Colonial/Temperley), 3 (detailed data re 14 voyages to Canada), 4 (an 1871 voyage), 5 (data), 6 (the launch of Medway), 7 (Miramar, link, you now must be registered to access). 285.2 ft. long, 220 or 230 HP, one funnel, single screw, two masts, speed of 10 knots. With a 'clipper stem'. The vessel, launched on Mar. 28, 1865, was built, per 7, for Temperley, Baster and Drake, of London, for the Atlantic & Mediterranean trade, but per LR for 'Temperley', of London, who owned the vessel in the 1865/66 & 1866/67 editions of LR. The Mercantile Navy List ('MNL') of 1867 records the vessel as owned by Jno. Temperley of London. In Apl. 1867, she was chartered to 'Hiller & Strauss' (have seen referred to as a U.S./Belgian company) & made 3 return voyages for them on the Antwerp, Belgium, to New York route. The vessel was repaired in 1867. In 1869, perhaps, she became owned by the British Colonial Steamship Company Limited, which company later, in 1872, became the Temperley Line ('Temperley'). However the MNL of 1870 states that Jno. Temperley was her then owner. Was damaged & repaired in 1871. Her 1st voyage for Temperley (London to Quebec & Montreal, Canada) commenced on Jul. 27, 1869. Registered at London. 14 voyages, 1870 thru 1873, London to Quebec & possibly to Montreal listed at link 4. LR of 1871/72 & 1872/73 refer to intended voyages to the Cape of Good Hope, while LR of 1873/74 refers to service from London to Boston. On Sep. 6, 1873, the vessel was wrecked in the Strait of Belle Isle (between the northern tip of Newfoundland & the mainland coast of Canada). 4 lives were apparently lost. Rex Harries advises (thanks!) that his great great grandfather’s brother – Captain David Harries of Soar Hill, Dinas Cross, Pembrokeshire, was the Captain of Medway when it was wrecked in the Strait of Belle Isle (and for a few years prior). Recorded in Lloyd's Register as D. Harris. During his career, David was commended for recovering the transatlantic cable when they were laying it and it got lost. David Harries' nephew (Rex's great grandfather's brother) was one of the crew members lost in the Medway wreck. Can you help with more data?
An iron cargo ship, brig rigged. Per 1 (Dunkerley, data), 2 (Miramar, link, you now must be registered to access). 212.1 ft. long, single screw, signal letters HGLT. Built for 'John A. Dunkerley and Co.' ('Dunkerley'), of Kingston upon Hull, a long established company (have seen an 1847 ref.) which served Scandinavian ports & the Baltic likely to as far E. as Saint Petersburg, Russia - since the Neva River enters Neva Bay at that city. There was a relationship between Dunkerley & The Mercantile Steamship Co. Ltd. ('Mercantile') of London, which named its ships after world rivers, hence Neva. In 1874/75 Mercantile became the owner of the vessel. The vessel was re-engined, in 1873, with compound machinery provided by C. D. Holmes & Co., of Hull. Mercantile was recorded in the Mercantile Navy List ('MNL') of 1880 as then owning the vessel. In 1888 it was sold to W. H. Stott & Co., of Liverpool (the MNL of 1890 states Wm. H. Stott), which company later became 'Stott, Cocker & Co.'. In the 1900 MNL list, the vessel is recorded as being owned by "Neva" Steamship Co. Ltd. of Liverpool. On Feb. 16, 1907, the vessel was stranded on the coast of Denmark, (exactly where & in circumstances unknown, can you tell us about them) was towed (I presume) to Hamburg, Germany, where, seriously damaged, it was broken up. We thank Ted Nutt, for providing most of the information in this listing. The WWW record for this ship is essentially non-existent. Can you help with more data? Now I have also read, in a Google data 'snippet', that in the 1870s, Dunkerley 'passed over' its ships to Newcastle Steam Shipping Co. I suspect however, in view of the data above, that I have misunderstood & may have mis-quoted that reference.
725 (later 973) tons
Hull 44 or 45 perhaps
An iron cargo ship, brig rigged. Per 1 (Miramar, link, you now must be registered to access). 211.9 ft. long, single screw, signal letters HNDT. Built for 'John A. Dunkerley and Co.' ('Dunkerley'), of Hull, a long established company (have seen an 1847 ref.) which served Scandinavian ports & the Baltic. I now read that Mercantile (see below) named its ships after world rivers, hence the Nile. So I presume there was a relationship between Dunkerley & Mercantile. Dunkerley, I see, managed ships for others also. The vessel was re-engined, in 1873, with compound machinery provided by C. D. Holmes & Co., of Hull. Dunkerley & Mercantile Steamship Co. Limited, ('Mercantile') of London, would seem to have jointly owned Nile in 1874/75 & in 1880/81 (do I understand the Lloyd's references correctly? - at left. Incidentally, I cannot spot the vessel in Lloyd's Registers prior to 1874/75). We thank Ted Nutt, for providing most of the information in this listing. Ted advises, however, that in 1875 the vessel was transferred 100% to Mercantile who owned it presumably until the end. Confirmed in part by the Mercantile Navy List of 1880 - which states that the vessel was then owned by 'The Mercantile S. S. Co. Ltd.' of London. In 1881, either at Oct. 10 or Nov. 13, the vessel left Shields for Kronstadt (30 km. W. of Saint Petersburg, Russia) & went missing. While the WWW record for this ship & its loss is essentially non-existent, Brian Curtis advises (thanks Brian!) that the vessel in fact left Shields with a cargo of coal on Oct. 13, 1881 under the command of William G. Curtis, with a crew of 18. The vessel is believed to have been lost in severe storms on the following day. William Curtis was Brian's great grandfather. Can you help with more data? Now I have also read, in a Google data 'snippet', that in the 1870s, Dunkerley 'passed over' its ships to Newcastle Steam Shipping Co. I suspect however, in view of the data above, that I have misunderstood & may have mis-quoted that reference.
An iron immigrant sailing ship, perhaps. Per 1 (Naval Court inquiry at Valparaiso, ref. 1720, ex 2), 4 (Miramar, link, you now must be registered to access). 198.6 ft. long, signal letters WQNH. Cemented in 1866. In 1867 owned by John Temperley of Cornhill, London. Damaged & repaired in 1870. Soon, certainly in 1872, the vessel was owned by Temperley & Co. of London. However, the vessel seems not to be referenced on this 'Temperley' fleet page. A long expired link used to refer to voyages to India & New Zealand. So this page (Merkara about 50% down) might possibly relate. Other owners? In 1880 the vessel was owned by Henry W. Carter of London & in 1882/83 by Temperleys, Carter & Darke. I see that Miramar now states that the vessel was lost in the S. Atlantic due to fire on Jan. 3, 1883 when 25 miles SE of Staten Island. Thanks for that data, Miramar! It surely makes sense since Lloyd's Register of 1882/83 (image at left) states the vessel to have been abandoned. Now that is not Staten Island, New York, rather Isla de los Estados, known as Staten Island, located off the coast of Tierra del Fuego, Argentina. A Naval Court inquiry into the loss (Inquiry #1720) was held on Jan. 26, 1883 at Valparaiso, Chile, the loss being stated as having been on Jan. 4, 1883. No blame was attributed to the captain & the abandonment was considered justifiable. Can anybody provide any additional detail re her loss (the official inquiry text would surely help) or otherwise provide more data?
An iron cargo ship. Per 1 (data), 2 (Quebec Steamship Co., Flamborough), 3 (Miramar, link, you now must be registered to access). Only limited data is available re this vessel. 198.7 ft. long, signal letters HTFP. Built for 'J. (James) Livesay' of Sunderland (1870 of London) for service from Sunderland to Halifax, Nova Scotia, Canada. Per the Lloyd's Registers, J. Livesay owned the vessel thru 1872/73 but from 1873/74 no owner name is indicated. From 1876/77 the registers state Quebec & Gulf Ports Steamships Co., of Quebec, Quebec, Canada, (or per the Mercantile Navy List of 1880 The Quebec & Gulf Ports S. S. Co.) to be the vessel's owner. Rebuilt in 1878. Became owned by Quebec Steamship Co. (or Steam Ship) from 1880/81 thru 1889/90, the last edition of Lloyd's Register that the webmaster has available. I read however, that in 1888, the vessel was registered at Hamilton, Bermuda, still in the name of Quebec Steamship Co. It was still registered there in 1900, but then was owned by Richard Williams, jun. of Cheshire, England. He would seem to have bought the vessel in 1896. Note that much of the above data differs from the data at 1 which states the vessel to have been owned in 1867 by Sandford Fletcher (Dominion Line of Steamers). And in 1870 by Montreal & Maritime Provinces Steamship Line. Quebec & Gulf Ports Steamship Co. are stated to have been the owners but from 1875. Initially in service from Montreal, Quebec to the Maritimes but based at New York c. 1877. The vessel would seem to have been frozen in at Charlottetown, Prince Edward Island, Canada, in the winter of 1871/2. And stranded on Jul. 29, 1876 at Bonaventure Island, below Quebec City & re-floated. What eventually happened to her, I wonder. Can you help with more data and/or an image?
An iron steamer. Per 1 (National Archives, Southampton, data, Bromsgrove, ex 2), 3 (data at Danish Maritime Museum, data, Bromsgrove, ex a giant 'pdf' file, at p#678, a 'pdf' that used to be available here 4), 5 (Miramar, link, you now must be registered to access). 191.1 ft. long, signal letters HQSJ. 95 HP later 90 HP. Built for Hill & Co., of Sunderland. Presumably named, for reasons unknown, for Bromsgrove, a town in Worcestershire, U.K. It would seem that 'Hill' family interests owned the vessel for its entire lifetime - thru to 1890/91 is visible in the Lloyd's Register entries available at left. But the detail ownership data looks to be complex. John George Hill & partners were the initial owners. The vessel would seem to have soon become associated with the port of Southampton - the vessel was first surveyed there in 1870/71 & in 1876/77 the vessel became registered there & owned by 'W. (means William it would seem) Hill & Co.'. 'John G. Hill' of West Sunniside, Sunderland, became the owner in 1878/79 & continued to be the owner for many years, being joined, in 1898, by John G. Hill junior. In 1904 thru 1907 the owner was 'The John George Hill Steamship Co. Ltd.', of Newcastle with 'John W. Witherington & Henry P. Everett' the managers). 1 refers to many of the 'Hill' family ownership names. The vessel would seem to have frequently traded between Southampton & Sunderland & Cardiff and also to Hartlepool & Newport, Wales. Also to the Continental ports of Le Havre, Rouen & Brest, all in France, & to Hamburg in Germany. Its cargoes may well have been of or included coal - Sunderland & Cardiff both being noted for the shipment of coal. 3 indicates, I believe, that the vessel was deleted from the registers in Nov. 1907, & was broken up at Copenhagen, Denmark. The above text most surely will need correction. Can you help with more data and/or provide another image? #1897
1245 later 1277 tons
A 3-masted iron ship, later a barque. Per 1 (fine data page, image), 2 (extensive wreck & history data), 3 (data & tiny image thanks to William L. Trotter, an illustrator, probably ex 'Thirty Florida Shipwrecks', published 1992), 4 ('pdf' wreck data), 5 (page featuring Apl. 2015 wreck images), 6 (2003 & 2005 photo sets of wreck available), 7 (a fine 'Peter Schulz' wreck image, thanks so much Peter!), 8 ('wrecksite.eu' Lofthus wreck data), 9 (Miramar, link, you now must be registered to access). The above links & this summary are repetitive! Someday soon, I should summarise such Lloyd's Register data from 1868/69 as is available to the webmaster. 222.8 ft. long, signal letters JHDR. Built for De Wolf & Co., later, in 1870, J. S. & J. R. De Wolf, both of Liverpool, (the identical text at many of the above links states Liverpool Shipping Company, of Liverpool, with H. Fernie & Sons the managers). Note that the Mercantile Navy List of 1880 records Henry Fernie as the vessel's then owner & David Hernie in 1890, both of Liverpool. Engaged in the East Indian trade & accordingly sported false gun ports to (hopefully) ward off far east pirates, a common practice at the time, it would seem. The vessel was given a new deck in 1890. And, I presume, was damaged in some way in 1893 which necessitated repairs. The vessel was sold in 1897 to 'Barque Lofthus Actierederi', of Lillesand, Norway, (J. A. Henschien, manager), registered at Lillesand, & renamed Lofthus. Used in the American trade. On Feb. 4, 1898, while en route with a cargo of lumber from Pensacola, Florida, to Buenos Aires, Argentina, Lofthus (Captain Fromberg in command) was blown off course & driven high onto the beach at Boynton Beach, N. of Ft. Lauderdale, on the Florida east coast (off Manalapan). The vessel was a total loss but the crew of 16 & the ship's dog & cat were all saved. The dog & cat received immigrant status! - the captain gave them both to a local family. Three Friends, (a tug more normally engaged in running guns to Cuba!), offered assistance but could do little to save her. The vessel was stripped of its usable items & then sold for $1,000 for the 800,000 ft. of timber contained in its holds. In Sep. 1898, the vessel suffered the indignity of being blown up with dynamite so the lumber in its hull could also be salvaged. The wreck, today an easy dive site, lies in 15/20 ft of water, 175 yards offshore, in (since 2003) a 'Florida Archaeological Preserve'. Deck beams, an iron mast, hull plates & maybe the bow are still there today. I gather that the anchor was moved from where it was found, to be closer to the wreck site. And now has a commemorative plaque attached to it (half down the page). Can you help with more data and/or an image?
1668 (or 1707) tons
A 3 masted fully rigged iron ship. Per 1 (image, click 'Display item' at right), 2 (Lloyds Register 1869/70), 3 (list of 36 passengers, Aug. 1872 arrival at Victoria, Australia), 4 (Australian newspaper references to vessel), 5 (1890 wreck of Penthesilea ex 6), 7 (Miramar, link, you now must be registered to access). 243.3 ft. long, signal letters JCKP. Built per an expired eBay listing for James MacKnighton, of Liverpool. If so, the vessel must have soon been sold because Lloyds 1868/69 indicates 'Jones & Co.' of Liverpool to be the owner, which, I believe means W. H. & S. Jones & Co. Storm damage in 1876 (in blue). I suspect that the MacKnighton reference is in error. The Mercantile Navy Lists of 1870 & 1880 state William Hen. Jones to be the vessel's then owner. The vessel certainly travelled extensively to Australia. D. Venters was her captain for many years. On Nov. 18, 1873, when at Williamstown (Melbourne), a fire aboard was speedily extinguished. It was feared that major damage had resulted but that would seem not to have been the case. William Dossett, about 16 years old, pleaded guilty to starting the fire & was sentenced to 2 years hard labour. J. M. Joshua was one of a number of vessels which helped put out the fire. The vessel surely carried passengers to Australia. A search at 'Mystic Seaport' indicates that 'Jones' was the owner during years 1875/1882 but in 1883 records W. (William) D. Reid of Liverpool as the owner. It would seem that he previously was her captain. No records there after 1883. The Lloyds Register for 1885/86 indicates that E. S. Jones, also of Liverpool, was then her owner, while in the 1887/88 & 1889/90 editions the ownership had reverted to W. (William) D. Reid. On Jan. 19, 1890, under the command of Captain F. Wilson, & while en route from Newport, Wales, to Mauritius with a cargo of coal, the vessel went ashore in force 10 winds at Baggy Point Rocks, about 15 miles WNW of Barnstable, North Devon (possibly at Saunton Sands). No loss of life. All aboard were rescued by the Braunton lifeboat. The Appledore lifeboat was at the scene also but broke all of its oars in trying to effect a rescue & had to return to land. See 5. Per an eBay item, 'some reports state she was re-floated, but BOT states she became a total loss'. It seems to me that she must have been re-floated, because there is only one Miramar ref. to a vessel of the name & there are Australian references to Penthesilia, which I believe is this vessel, certainly thru 1904. In 1900 the vessel was owned by Walter de Wolf (managing owner) & associates, of Liverpool. On Aug. 14, 1903, during a gale, Electra, a ketch, smashed into Penthesilia at Adelaide & lost its mainmast as a result. Penthesilia was at Fremantle in Aug. 1903 & at Newcastle, New South Wales, in Jun. 1904. 'Recent to' Apl. 18, 1901, the ship was in a collision (where?) with steamer Hinemoa. What eventually happened to Penthesilea/Penthesilia? A long gone eBay item advised us that the vessel was 'lost, whilst engaged in the timber trade, near Puget Sound (Washington State NW USA) in heavy weather in 1904.' Can you correct the above data and/or add anything?
1166 later 1226 tons
An iron barque. Per 1 (a 'doc' file in Norwegian #513 Edel), 2 (link 1 translated, #513), 3 (data Edel, ex 4), 5 (extensive page in Norwegian, image, re Edel), 6 (Miramar, link, you now must be registered to access). 215.5 ft. long, signal letters WHKB later KDRV. Built for Saunders & Co. of Liverpool. Lloyd's Register of 1872/73 states Merchant Shipping Co. Ltd., of London, to be the new owner. The vessel was sold, in 1888, to 'Conrad Paulsen' of Elsfleth, Germany. And sold again, in 1903, to 'Fr. Johannessen', also of Elsfleth. In May 1907, the vessel was sold to 'A/S Sandøi', C. A. or A. C. Olsen, V. Sandøy, the managers, of Tvedestrand, Norway, & renamed Sandøi. In Sep. 1915, the vessel was sold once more, to 'A/S Edel', of Skien, Norway, H. T. Realfsen, the manager, & renamed Edel. In 1917, the vessel was sold for the last time, to 'Skibs-A/S Sandø' of Kristiansand, Norway, with Christiansand Shipping Co. Ltd. the manager. On Nov. 30, 1920, the vessel lost rigging & had its hull damaged while en route from Norfolk, Virginia to Bordeaux, France with a cargo of coal. On Dec 20, 1920, the vessel put into St. Thomas, Virgin Islands, to effect repairs. Either in 1920 or on May 11, 1921, the vessel was condemned. The webmaster regrets his inability in Norwegian. He has tried to report correctly the available data. A site that appears no longer to be available seemed to indicate that the vessel went all over the world in the years of 1907 thru 1913. Can you correct the above data or add anything?
An iron steamship which was launched on Nov. 26, 1870 & first registered, at Newcastle, on Feb. 23, 1871. Per 1 (Miramar, link, you now must be registered to access). The vessel would seem to have been Lloyd's Register ('LR') listed from 1874/75 thru 1879/80. Its owner thru 1875/76 per LR was T. Henderson of Newcastle, which owner name, per the Mercantile Navy Lists ('MNL') of 1872, 1875, 1876, 1879 & 1880 means Thos. Henderson. Now LR editions from 1876/77 rather list the vessel's owner as Middle Dock Co. ('Middle') of Newcastle. It seems likely that 'Henderson' & 'Middle' were related parties. I say that because i) MNL of 1876 states that Henderson was of Middle Dock, South Shields, ii) the vessel in 1873 was insured in the name of Middle, & iii) detail from the Official Inquiry as follows below.
302.3 ft. (92.14 metres) long perpendicular to perpendicular, signal letters JWPB, speed of 10 1/2 knots, 177 HP engines by Blair & Co. Ltd. of Stockton. A fine description of the vessel can be read here.
Some operational events. In early 1872 the vessel carried to Calcutta (now Kolkata), India, on its deck, a complete 5 ton steam launch built at Poplar, London, for the Maharajah of Vizianagram. On Jun. 2, 1872 the vessel, en route from Calcutta to London, put into Galle (SW Ceylon, now Sri Lanka) for coal & was detained there by the Customs authorities. To address a claim by Serendib, a Ceylon Government steamer for £15,000 for towing Emblehope 8 miles into Trincomalee (NE Ceylon) when her engines were disabled. Emblehope must have been further towed since she was, I read, in Tuticorin (Thoothukudi, SE India) for 12 days to effect repairs. LR does not advise any captain's names. For a number of years, James Robson Stephenson was the vessel's captain, certainly from 1873 thru 1876. And in Jul. 1879. In early Jul. 1873, the vessel carried another unusual cargo - granite blocks to be delivered to Point de Galle (SW Ceylon as above), said to be used in the construction of a new lighthouse to be built there. But maybe rather to construct breakwaters to protect the existing lighthouse. On May 1, 1876 the vessel arrived at New York from Gibraltar. On Feb. 2, 1877, the vessel, en route from Cardiff, Wales, to Aden, entered the Suez Canal. The vessel would seem to have frequently traded out of Cardiff.
LR of 1879/80 notes that the vessel had been 'Abandoned'. It in fact was abandoned in the Bay of Biscay on Nov. 29, 1879 at 44.30N/9.4W as per this page. An Inquiry into the vessel's loss was held & the results of such Inquiry can be read in this 'pdf' Report (which was also published in 1880 in Vol. 11, Parliamentary Papers). The Report advises that Emblehope, then owned by Messrs Henderson & Woods of Newcastle, carried a cargo of coal to Odessa (Ukraine, Black Sea), went on to Sulina (Romania, Black Sea) & there loaded a cargo of about 2,500 tons of barley & rye grain in bulk for delivery at Antwerp, Belgium. The vessel was under the command of Charles Ellis & had a crew of 28 all told. The vessel left Sulina on Nov. 11, 1879, arrived at Malta on Nov. 17, 1879 & there took on bunker coal. The vessel continued on her course which required her to cross the Bay of Biscay. In light conditions the vessel proceeded at half speed & on Nov. 27, 1879 in increasing winds & a heavy sea the vessel developed a small list, due to the shifting of the cargo. At 9 p.m. that day, a heavy sea broke over the vessel, causing much structural damage & in particular destroying the 14 ft. long engine room skylight. Water poured into the engine room & two seamen were seriously injured trying, unsuccessfully, to stop up the hole. Water entered the ship faster than it could be pumped out. The list increased as the cargo further shifted & the vessel ended up on her beam ends with her engines fires out. Efforts to save the vessel continued throughout all of the next day & on the morning of Nov. 29, 1879, no hope remaining of saving the ship, the crew were rescued by Selina & landed at Bristol. The Report makes most interesting reading. The Court held that the loss was in no way due to the acts or defaults of her captain & that the loss of the vessel 'was due mainly, if not entirely, to her defective construction' - too deep in relation to her beam & as a result having insufficient stability, certainly to carry a cargo such as bulk grain. The Court was also critical of the construction & strength of the engine room skylight. The Report indicates that Oswald, her builder, having failed, had gone to Southampton & that in the course of removal the vessel's original plans had been lost. This newspaper article describes in detail the vessel's experiences in the Bay of Biscay. It tells us that during the storm the ship's cook was swept overboard with the ship's galley but was swept back on again by another wave. It also tells us that the rescuing vessel was the Zaripha, which I learn was built in Liverpool in 1870. This article refers to Zeliner which would seem not to have existed. Crew lists for the vessel are on file at Memorial University in Newfoundland, Canada. Is there anything you can add or correct? #2062
1082 (or 1050 or 1054 or 1950) tons
A composite clipper which later became a barque. An immigrant ship. Per 1 (55% down), 2 (Shaw Savill), 3 (Sep. 24, 1875 to New Zealand ('NZ'), 4 (image), 5 (1872 voyage to Lyttleton, NZ, & data), 6 (1876 voyage to Lyttleton). 7 (1879 voyage, then rigged as a barque, sinking report), 8 (an 1870 passenger ticket, how interesting!), 9 (1870 voyage), 10 [A truly fine painting of Lyttleton in 1886, by John Gibb (1831/1909)], 11 (Miramar, link, you now must be registered to access). 203 ft. 3 in. long. Built for Shaw, Savill & Co. In 1882 the vessel was transferred to 'Shaw, Savill and Albion Co.' or maybe 'Shaw, Savill and Albion Co. (Limited)'. Made 18 voyages to NZ, including 12 to Lyttleton, one at least of which was under charter to NZ Shipping Company. She mostly sailed from East India Dock in London, but 2 voyages departed from Glasgow. In 1871/5 the vessel carried 'assisted immigrants' to NZ. One voyage (3): arrived at Timaru, NZ, on Sep. 24, 1875 with 264 passengers ex London, 84 days out from Plymouth. On Apl. 4 (or 11), 1890, returning on her 19th voyage, under the command of Captain Thomas, she left Wellington, NZ, for London, with a cargo of wool, tallow & flax. On Jun. 26/27, 1890, the cargo 'fired spontaneously'. The fire spread quickly; the vessel had to be abandoned; only 2 boats could be launched. Where did it happen? 'Off the Western Islands'. I have read off the River Plate, but have also read nearing the Azores, which seems to be the correct version. The Azores were known as the 'Western Islands'. At 40.56N/32.26W. On Jun. 26, 1890, vessel was 'burnt nearly to the water's edge'. The words re the rescue efforts are most confusing to the webmaster. It would seem that the crew was rescued by either Servia or Servantia, bound for Hull, which landed the Captain & 11 crew at Deal, Kent, on Jul. 14, 1890. But 7 of the crew were transferred from that vessel to Blue, or W. F. Babock, an American vessel bound from San Francisco to Liverpool & presumably landed there. No passengers aboard & no lives lost. A litho of the vessel exists, by T. G. Dutton. Can you correct the above data or add anything?
1878 (or 1829) tons
An iron passenger/cargo ship. Per 1 (Baltic Lloyd), 2 & 3 (same data), 4 (Miramar, link, you now must be registered to access). 282 ft. long, one funnel, two masts, speed of 12 knots. With a 'clipper stem'. Built for 'Baltischer Lloyd' or 'Baltischer Lloyd-Stettin-Amerikanische Dampfs AG' (Baltic Lloyd), of Stettin, Germany, (& German registered), which company would appear to have gone into liquidation on Apl. 25, 1876. Her maiden voyage, from Stettin to New York via Copenhagen, Denmark, commenced on Aug. 8, 1871. 14 voyages on that service, the last being in Jul. 1874. Later that year she was sold to 'Raffaele Rubattino' of Genoa, Italy, & renamed Batavia. Webmaster's guess! 'Rubattino' ran steamers to India, Singapore and Indonesia. This vessel, in view of its name, was probably used on that service. Why do I say that? Because Indonesia used to be known as Batavia. 'Rubattino' together with I. & V. Florio, of Palermo, Italy, later formed 'Navigazione Generale Italiana'. On Nov. 23, 1877, Batavia was wrecked on 'Capy Shoals' nr. Ile Jaire, Marseilles, France while en route from Bombay, India, to Marseilles with a cargo of cotton & passengers. I cannot see that the vessel was listed in Lloyd's Register, in either name. Can you help any? Maybe confirm or deny my guess!
1824 (or 1801 or 1869 or 1880) tons
An iron passenger/cargo ship. Per 1 (Baltic Lloyd), 2 & 3 (both the same data), 4 (Sumatra), 5 (Miramar, link, you now must be registered to access). 294.0 ft. long (per Lloyd's Register of 1878/79, have also read 282 ft.), one funnel, two masts, speed of 11 knots, signal letters SKJP. With a 'clipper stem'. Built for 'Baltischer Lloyd' (Baltic Lloyd), of Stettin, Germany, (& German registered), which company would appear to have gone into liquidation on Apl. 25, 1876. Her maiden voyage, from Stettin to New York via Copenhagen, Denmark, & Christiansand, Norway, commenced on Jun. 27, 1871. She arrived at New York on Jul. 16, 1871 with 655 passengers. 15 transatlantic voyages, the last commencing Jul. 9, 1874 (Stettin to New York via Antwerp, Belgium, & return). Later that year she was sold to 'Raffaele Rubattino', of Genoa, Italy, & renamed Sumatra. 'Rubattino' ran steamers to India, Singapore & Indonesia. This vessel, in view of its name, was probably used on that service. In 1880, the vessel was transferred to 'Società per la Navigazione a Vapore Raffaele Rubattino', also of Genoa. In 1881, the vessel was transferred to 'Navigazione Generale Italiana' ('Generale'), formed that year by the amalgamation of 'Rubattino' with I. & V. Florio, of Palermo, Italy. None of those ownership changes seem to be reflected in the Lloyd's Registers available to the webmaster which record 'R. Rubattino & C.' from 1878/79 thru 1885/86 & Generale from 1887/88. In 1910, the vessel was transferred to newly formed 'Societa Nationale del Servizi Marittimiti'. And in 1913, transferred to 'Societa Marittima Italiana', of Genoa. Scrapped in the 3rd quarter of 1923. Can you help any? An image perhaps?
26 Hylton Castle
A cargo ship, a steamer. Per 1 (1876 collision with Agrigento, ex 2, 3 (limited 1886 sinking story, image, wreck location & newspaper cuttings), 4 (essentially the same data), 5 (First Mate's account of the sinking), 6 (extensive 'Richmond Dispatch' article re the sinking, commencing top left of page), 7 (New York Times fine article, with most names), 8 (Jan. 12, 1886 New York Tribune newspaper article re Hylton Castle sinking), 9 (Fire Island Lighthouse, at lower left in this map), 10 (Miramar, link, you now must be registered to access). 251.0 ft. long, signal letters WQRD. Built for Laws, Cleugh & Co., of North Shields, who were the vessel's registered owner thru 1883/84. An extraordinary disaster happened on Apl. 3, 1876, involving the vessel. Agrigento, owned by The Trinacria Company, left Piraeus, Greece, on Apl. 2, 1876, for Corfu with 30 passengers & a crew of 33 (or maybe 34). Hylton Castle, under the command of J. R. Lascelles, was en route to Constantinople. Early on the morning of Apl. 3, 1876, both ships were off Cape St. Angelo/Cape Malea, approaching one another. Hylton Castle struck Agrigento amidships with very great force. Agrigento's boiler exploded killing 5 crew members, but, worse than that, Agrigento sank within about 10 minutes. There was, it would seem, mass confusion aboard Agrigento. None of its boats were launched, panic ensued, & as a result 29 lives including women & children were lost. Do read the story at 1. A Greek Vice-Consul, a passenger aboard Agrigento, was published in a Greek newspaper as saying that Hylton Castle i) changed course & caused the accident, ii) kept on her course after the collision, & iii) intended to continue on to the Dardanelles. Further that that her crew were intoxicated & could not launch any boats. Per that Vice-Consul, it was Agrigento crew members, who had clambered aboard Hylton Castle at the time of the collision (15 of them did), who forced Hylton Castle with axes & knives, to return to the scene. Lascelles disputed all of that. And two Agrigento passengers, one American & one Greek, close witnesses to the events & to the conduct of Lascelles & his crew, supported Lascelles. Per such witnesses, the Hylton Castle crew were not intoxicated, the ship did return & further did all that was possible to effect rescues in the circumstances. Hylton Castle returned with the survivors to Piraeus, where the ship was supposedly seized by the Archangel Insurance Company. Alas, I cannot tell you what really happened nor what later happened. Surely there must have been an Inquiry. I have read, however, that Captain Lascelles was tried for manslaughter, but was acquitted. And that the owners of Agrigento took action against the owners of Hylton Castle for the loss of their ship. Can anybody tell us if there was, in fact, a Court of Inquiry, & if so tell us of its findings. Or otherwise add to this extraordinary story. On Mar. 7, 1877, the vessel, Lashelle in command, arrived at Trieste (Adriatic), ex Cardiff, Wales. The vessel was chartered, I have read, for a period of 3 years thru 1883 to R. Dunsmuir of Nanaimo, British Columbia ('BC'), Canada, for use in the coal trade. The vessel arrived at Victoria, BC, from the U.K. in 1880. The vessel returned to U.K. waters at the end of that charter. By 1885/86, the owner had become Laws, Surtees & Co., also of North Shields (G. A. Laws & R. W. Surtees). I read that in 1886 the vessel was owned by Surtees & Co., of North Shields (but I believe that to be incorrect and that it was still owned by Laws, Surtees & Co. as registered), when, at about 8 p.m. on Friday Jan. 8, 1886, the vessel encountered a heavy & violent snow storm off Long Island, New York, when en route from New York to Rouen, France, with a cargo of maize (corn) - 57,880 bushels it would appear. The vessel would seem to have been overloaded, though Captain Colvin, her captain, denied it was so. In hurricane force winds, the vessel sprang a leak, everything on deck including the tarpaulins were ripped off, the ship became ice-covered & water entered the holds. The crew attempted without success to get the vessel safely back to port. All power was lost when the water reached the engine room. The wet grain swelled & the pressure literally broke the vessel apart even though iron hulled. This all took place over a number of days - the vessel's stern rose high in the air & the vessel sank, bow first, at about 9 a.m. on Monday, Jan. 11, 1886, 2 1/2 days after the storm had hit. It sank 15 miles SE of Fire Island Lighthouse, S. of Long Island, New York, U.S.A., at or about 40.33N/72.51W. The crew of 22 abandoned the vessel & took to the lifeboats, initially 8 in a boat commanded by Chief Mate John R. Marshall & 14 in a larger second boat commanded by Captain Colvin (his first name?). It was soon determined that the captain's boat was overloaded & 2 men were transferred from the captain's boat to John Marshall's boat. The first boat, now with a total of 10 men aboard, made it safely to land, 5 miles E. of the lighthouse. Both boats witnessed Hylton Castle vanishing under the surface. The second boat, commanded by Captain Colvin, now with a total of 12 men aboard, lost all but two oars & ended up at sea for three more days. Eventually, frostbitten & coated head to toe in ice, they reached a fishing smack at anchor - Stephen Woolsey, commanded by N. S. Keeney. The smack took the Hylton Castle crew aboard, took their lifeboat in tow & headed W. to near Sandy Hook. The survivors were soon taken aboard Millard, a tug, & landed at Castle Garden, S. tip of Manhattan. So no loss of life, though a harrowing experience for all concerned - freezing & frostbitten in the high seas. And for those that made shore an awful long freezing trek to safety. Remains of the wreck are still on the seabed, 100 ft. below the surface, now the home of lobsters. A dive site today. 5 advises us that the wreck was, in fact, dynamited to reduce its danger to shipping. Anything you can add?
1305 later 1436 & 1449 tons
An iron cargo ship, with 2 masts, brigantine rigged. Per 1 (data, dive images, etc.), 2 ('pdf' file, Apl. 1881 London wreck inquiry), 3 (extensive data), 4 (diving images), 5 (French 2-page 'pdf' re wreck, thanks to Laurence Verjus), 6 (Miramar, link, you now must be registered to access). 79.9 metres long perpendicular to perpendicular, 262.2 ft., speed of 11 knots, signal letters KMCT. The webmaster has a few editions of Lloyd's Register available to him from 'Google' books - see left. The vessel was built for 'Mutual Steam Shipping Co.', of London. By the 1876/77 edition of Lloyd's, the vessel was owned by 'Commercial Steamship Company Limited' ('Commercial'), of London & registered there. John S. (Sheriff) Hill was the ship's managing owner. She was re-boilered in 1878, I read. On Jan. 20, 1881, with Captain Thomas R. (Richard) Cousins in command, the vessel left Cardiff, Wales, with a cargo of coal & a crew of 25, bound for Aden via the Suez Canal. She passed through the Suez Canal safely, leaving it early on Feb. 16, 1881 & proceeded S. through the Gulf of Suez until just before midnight that day when she ran aground at Shag Rock (Sha'ab Ali Reef). On the eastern shore of the Gulf. The night was clear, the sea was calm. At 27.46.42N/33.52.36E. At the SW corner of the rock. Quite close, in fact, to where Thistlegorm later sank. The dates are a matter of confusion to the webmaster. Many references are to the vessel having run aground on Feb. 22, 1881, but the wreck Inquiry report seems to most clearly state Feb. 16, 1881. The crew tried to free the ship & jettisoned 60 or 70 tons of coal to assist in the effort. F. W. Ward came upon the scene, offered to take off the crew but did not offer a tow. Columbian came by later, did provide a tow but was unsuccessful in the attempt. Freeing the ship being considered now impossible, 17 crew members were taken aboard Almora on Feb. 19, 1881. The Master & the remaining 7 crew members left the ship by boat on the evening of Feb. 20, 1881 & made it to Jubal Island (on the W. coast of the Gulf of Suez). They ran short of water, it would appear, & headed out into the Red Sea again where Strathmore rescued them on Feb. 24, 1881 & landed them at Suez. The ship? It slipped backwards off the reef & sank - into 14 to 20 metres of water. On Feb. 20, 1881 or maybe later. Declared a constructive total loss on Feb. 28, 1881. No loss of life. There was an inquiry into the sinking & Cousins was found to have neglected proper navigation. Though he had, by the time of the Inquiry, already been suspended for 2 months by Commercial, his master's certificate was suspended for a further 6 months, during which period the court recommended that he be allowed a first mate's certificate. The second officer bore part of the blame. I read, how very interesting, that Cousins later was given command of Harvest in Oct. 1881 & ran her aground twice that year. And he ran it aground again a year later. No further mishaps (gratefully!) in the balance of his career. The wreck was not identified until quite recently & while found but unidentified was known as 'Sarah H'. The vessel would seem to be in good condition considering its age & the corals are said to very fine. Remains of an older wreck seem to lie under her starboard side. A dive site today. Can you add anything?
2660 (or 2659) tons
A steamship, a passenger ship that became a cargo ship & had a short & difficult life. Per 1 (launch of Dhoolia, ex Mechanics Magazine of 1872), 2 (data re Dhoolia, ex Nautical Magazine 1872, p#1043), 3 ('pdf' file, Court of Inquiry re 1876 sinking), 4 (summary of the Court hearing), 5 (loss report at line 56), 6 (Miramar, link, you now must be registered to access). 330.8 ft. long (100.83 metres) perpendicular to perpendicular, signal letters WRJS, 350 HP engines by Oswald & Co. of Sunderland, launched Jun. 22, 1872, then the largest ship ever built on the River Wear. Schooner rigged with three masts & with passenger accommodation most luxurious (with a dining table 50 ft. long & punkahs). Dhoolia? Not sure exactly where it is located in India, but it is 215 miles from Bombay, today's Mumbai. The webmaster has a few editions of Lloyd's Register available to him from 'Google' books - see left. The vessel was built for C. M. Norwood & Co. of Hull, intended for their 'Red Cross Line' of Calcutta (now Kolkata), India, passenger trade between England & Calcutta, via the Suez canal. In Sep. 1873, the vessel ran aground in the Red Sea, en route to India, & 'sustained very considerable damage to her bottom'. The vessel was then sold, to Hill, Smith & Co. of Hull, brought to Hull & there repaired by Earle's Shipbuilding and Engineering Company. At considerable expense it would appear. Captain Hill, presumably the 'Hill' of Hill, Smith & Co., stated that the cost of acquisition & repair amounted to about £14,000. The vessel voyaged to Calcutta & Colombo (Ceylon, now Sri Lanka) but en route, in Apl. 1875, the vessel grounded again, this time in the Suez canal. She was not seriously damaged, completed her voyage & upon return to Hull was again repaired. There would seem to be no possibility that these groundings & repairs made her any the less seaworthy, all repairs being completed quite properly. The vessel made 2 voyages to New Orleans, U.S.A., a voyage to Odessa in southern Ukraine, & two to Alexandria, Egypt, likely returning with grain. On Dec. 3, 1876 the vessel left Alexandria for Hull, with 2800 tons of cargo, largely cotton seed & barley & also wheat & beans. John H. (Henry) Stephens was in command with a crew all told of 43. On Dec. 11, 1876, the ship lost the use on one of her boilers due to the action or perhaps inaction of Henry Dibb, the 2nd engineer. The ship left Gibraltar on Dec. 17, 1876, & encountered strong head seas & high winds, soon a major gale, after rounding Cape St. Vincent. I must direct you to the Court record above (3) for the blow-by-blow of what then happened, but in a nutshell, heavy seas broke over the ship on the evening of Dec. 22, 1876. Those raging seas broke open the doors to the officers' berths, & broke thru a wooden bulkhead between those quarters & the very large engine room hatchway. The water cascaded down into the engine room. The crew did what they could to repair the bulkhead & keep the ship in as safe as possible a position relative to the seas. Steering chains broke & steering had to be done from the aft wheel. The water continued to pour in, the boilers became extinguished & the ship wallowed. By 8:30 a.m. on Dec. 23, 1876, there was 10 or 11 feet of water in the engine room. Malta (not sure which one) arrived on the scene & the crew left the ship, some at 9:30 a.m. & others later, I think, but am not sure, via Malta's boats. The Captain & the donkey-man were the last to leave at 2:30 p.m. that day when there were 16 to 17 feet of water in the engine room. The ship foundered during the night, at or about 43.26N/9.30W, close to the NW tip of Spain. Malta continued with her voyage to Corunna, (I presume A Coruña in Spain), & in due course landed all of the crew except one, back in England. So no loss of life. The conclusion of the Court was that had the bulkhead been of iron rather than wood, the ship would likely have survived the storm. In the future no ship with such a bulkhead would ever get surveyor approved. The master & crew were commended for their actions throughout except for Henry Dibb, whose licence was cancelled for neglect of duty & drunkenness. Can you add to and/or correct the above?
29 Ernst Moritz Arndt
A passenger/cargo ship. Per 1 (Baltic Lloyd), 2 (Ernst Moritz Arndt), 3 (Habana), 4 (modest image of Habana), 5 (Miramar, link, you now must be registered to access). 317.0 ft. long, one funnel, two masts, speed of 12 knots, signal letters QPBH. Built for 'Baltischer Lloyd' (Baltic Lloyd), of Stettin, Germany, (& German registered), which company would appear to have gone into liquidation on Apl. 25, 1876. Her maiden voyage was from London to New York via Le Havre, France, on Feb. 2, 1873. Six transatlantic voyages, the last being Stettin to New York via Antwerp, Belgium, on May 28, 1874. In 1879, the vessel was sold to 'A. López Y Compañia', of Barcelona, Spain, & renamed Habana. It was sold again, in 1881, to 'Compañia Trasatlántica Española', which company in 1886/1896, & maybe before, served the New York to Havana, Cuba, route. Lloyd's Register of 1882/83 states 'Delegacion de la Cia Trasatlántica' of Barcelona to be her registered owner. The vessel was used on the New York to Havana route. Habana was scrapped at Genoa, Italy, in the 3rd quarter of 1900. Can you help any?
2545 (or 2600 or 2206) tons
A passenger/cargo ship or cargo/passenger ship. Per 1 (page bottom), 2 (ref.), 3 (85% down page), 4 (NY Times archive re 1873 wreck), 5 (possibly 2 ref. to Thorwaldsen's passengers arriving at New York in 1873), 6 (Miramar, link, you now must be registered to access). 319 ft. long. Built for Baltischer Lloyd (Baltic Lloyd), of Stettin, Germany. Clearly used in the Transatlantic passenger trade to North America & carried cargo also. Had a very short life, it would seem, since on Apl. 4, 1873, while en route from New York to Copenhagen, Denmark & on to Stettin, the vessel ran aground & was wrecked at Toreko (Torekov today?), on the SW coast of Sweden (at 56.26N/12.30E). The vessel was 50 miles off the normal course for shipping entering Skälderviken Sound there, if, that is, she was attempting to do that. Copenhagen is not very far to the south & she may have just been off course. No loss of life. 4 lists her most interesting cargo, which included 17 packages of whalebone, 213 'reapers' & '500 barrels extract of logwood', whatever that is. Do read the list! The article does not mention how many passengers she was carrying. 5 refers to 128 Thorwaldson passengers having arrived at New York. Can you add anything?
A cargo ship. Per 1 (data, Zulu), 2 (Union Steamship Co.), 3 (Miramar, link, you now must be registered to access). Launched as Zanzibar. 224.7 ft. long. The vessel was completed on Nov. 16, 1872 & acquired by Union Steamship Company Ltd., of Southampton, as Zulu. From the names we may conclude it was intended to serve South Africa ('SA') & indeed the vessel provided 'intercontinental mail service' to SA &, per 2, provided SA coastal service. Per 3, the vessel was sold, in 1877, to 'Solomon Ezekial' of London (or maybe, per 1 to David Sassoon & Co.). It sailed, it would seem, to Bombay, India, ex Southampton & Cardiff. On Jul. 31, 1877, likely on her first run under new ownership & while en route from Cardiff to Bombay with a cargo of coal, Zulu was wrecked at Foz do Azelho, 20 miles NE of Peniche, Portugal (I think). That's all for now! Need help!
A cargo ship, which was launched in Apl. 1873. Per 1 [Royal Mail Steam Packet Co., Severn (2)], 2 ('pdf', 1879 collision with Edinburgh), 3 ('wrecksite.eu', wreck Turc), 4 (dive site, data & images, Turc), 6 (Miramar, link, you now must be registered to access). Link 2 is, as this page is updated, not available. The vessel is Lloyd's Register ('LR') listed from 1874/75 thru 1893/94 at least, though the webmaster does not have access to all of such volumes.
281.5 ft. long, signal letters MFBV, 220 HP engines by T. R. Oswald of Sunderland. The vessel was, per LR, owned by Royal Mail Steam Packet Co., of London, from 1874/75 thru 1887/88, with the names of none of her captains referenced thru such period. Such owner name is confirmed by Mercantile Navy Lists of 1874 thru 1888 (1880) which record the vessel as registered at London but later (from 1881) at Sunderland.
On Mar. 12, 1879, Severn, Captain Lawson in command, was en route from Hamburg, Germany, to Southampton, Hampshire, U.K., with 5 passengers & a crew of 49. At midnight on Mar. 13, 1879, the vessel was in the vicinity of Dungeness, Kent, headed west. Also in the vicinity was Edinburgh, a 62 ton sailing pilot cutter out of Dover, with a crew of 8 & 12 pilots aboard. At 12:20 a.m. on Mar. 14, 1879, Severn struck Edinburgh's starboard bow at nearly a right angle. Edinburgh sank quickly. Severn launched its boats but 15 aboard Edinburgh, being 5 crew & 10 pilots, were lost. The Court determined that responsibility for the collision was shared between the vessels. However the 2nd officer of Severn, Clement J. (James) Bateman, had his licence suspended for 6 months for failing to keep a proper lookout, for failure to reduce speed etc. Hopefully, by the time you read this, you will be able to read all of the details at 2. Regardless, you can read the circumstances as per these references (7, 8 & 9).
Per 6, the vessel was, in 1887, sold to 'Karamanyan Sahinoglu ve Ortaklari' ('Karamanyan'), of Istanbul, Turkey, & renamed Tunc. But it would seem, per LR, as you can read at left, that Turc is the correct spelling of the vessel's new name. Now LR of 1888/89 records that the vessel, still named Severn, was then owned by the Ottoman Government - LR does not refer to Karamanyan. 6 also advises that the vessel was sold again, in 1888, to Idare-i Mahsusa, also of Istanbul, which name is LR recorded as (also at left) 'Idarei Massousich' of Constantinople (now Istanbul) in LRs from 1889/90 thru 1893/94. With Mustapha Bey, per LRs, her captain from 1889/90. I should note that a number of sites (incl. this site) state that Severn was first renamed Mustapha Bey & only later renamed Turc.
I read that on May 19, 1895, Turc ran agound & was wrecked on Abu Madafi Reef, about 40 miles N. of Jeddah, E. coast of the Red Sea - at 22.03N/38.45E, with no loss of life. It broke into two pieces I read. Can anybody provide detail about the circumstances of her loss? Or otherwise correct or add to the above text?
917 (or 863 or 919) tons
A cargo ship. Per 1 [Müller, Caledonia (3)], 2 (Miramar, link, you now must be registered to access). 231.5 ft. long, later 228.5 ft, signal letters WSPD, later NHPD, 99 HP later 126 HP. Built for 'Burrell & Son' of Glasgow. This page states that Robert Donaldson, of Glasgow, was the owner in 1880, which data is not confirmed by Lloyd's Register ('LR') of 1880/81 but is confirmed by the Mercantile Navy List of 1880. In 1889, the vessel was sold to 'London & Rotterdam Steam Ship Co. Ltd.', of London, with, in 1890 at least, Joseph Owen the manager. 1 indicates that in 1898 the vessel, then owned by 'London Rotterdam Steamship Co.', was sold to 'Wm. H. Muller & Co.', of Rotterdam, & renamed Caledonia. Miramar refer to that sale & also to a later transfer, in 1901, to 'Wm. H. Muller & Co.'s Algemeene Scheepvaart Mij', also of Rotterdam. LR of 1911/12 lists 'W. H. Müller & Co.'s Algemeene Scheep Maats' as her then owners with 'W. H. Müller & Co.' the managers. The vessel was apparently re-engined in 1908 with the original engines by T. R. Oswald being replaced with engines by Amos & Smith of Hull. And was scrapped at Ghent, Belgium, in 1928. Can you add anything?
1664 (or 1652 or 1662 ) tons
An iron sailing ship. Per 1 (text and image 20% down), 2 (Jarlen, data ex 3 a 'doc' file, #47), 4 (Nourse, Foyle ), 5 (Miramar, link, you now must be registered to access). Built for Nourse Line (James Nourse 1828/1897), of London. 243.0 ft. long, signal letters PDMQ, later KBMP. Initially registered at London. An eBay item described the vessel as a 'full-rigger main skysail yarder'. On May 19, 1897, the vessel was transferred to C. A. Hampton & E. Bromehead, of London. The vessel was sold, in 1899, to C. H. Hampton & E. Bromehead (both sentences are correct? My distant memory thinks that I have read somewhere that Hampton/Bromehead were creditors or maybe executors of the James Nourse estate). The vessel was sold, in 1903, to 'A. F. Klaveness m.fl.', of Sværdstad/Sandefjord, Norway & renamed Jarlen. In 1904 it was taken over by A. F. Klaveness & Co., of Sandefjord, Norway. 1908 - Unable to translate the following 'Overført til reg. i Kristiania' ('overført' means attack or raid). On Jun. 16, 1908, the vessel left Lobos de Tierra, Peru, bound for Antwerp with a cargo of guano. The vessel was never heard from again, it disappeared with all hands. 20 lives were lost. Can you help any, perhaps with the above translation from Norwegian?
1719 became 1736 tons
A 3-masted iron fully-rigged sailing ship. Per 1 (30% down, with image), 2 (Nourse Line), 3 (data, including Nourse routes), 4 (nr. bottom, labourers India to British Guiana), 5 & 6 (images, Bann), 7 (image, Hildedgard), 8 (Miramar, link, you now must be registered to access). 250.1 ft. long, signal letters PDML. Built for James Nourse (1828/1897), of London. The vessel clearly travelled to Australia. Interesting data at link 5, as follows 'Nourse's established service was Europe to Calcutta with salt or railway iron. From there, a cargo of rice and a party of coolies would be picked up for non-stop transport to the West Indies, followed by a passage (usually in ballast) to the east coast of North America where grain or case oil was loaded for Europe. London - Calcutta - Australia voyages were also made and possibly London - Australia direct.' On May 19, 1897, the vessel was transferred (see words re Foyle above) to C. A. Hampton & E. Bromehead, of London, & on Mar. 20, 1903, was sold or maybe transferred or reverted to 'James Nourse Ltd.', also of London. In 1904, the vessel was sold to 'O. D. Ahlers', of Bremen, Germany, & renamed Hildegard. In 1911, the vessel became a coal hulk at Port of Spain, Trinidad. Can you add anything?
A 3-masted iron full-rigged sailing ship. Per 1 (Italian page, history data & painting, Beecroft), 2 (brief ref. Beecroft), 3 (cargo re an Aug. 1881 voyage to Melbourne, Australia, ex 4), 5 (Loss of Captain overboard, ex 'Trove'), 6 (Miramar, link, you now must be registered to access). 76.6 metres long perpendicular to perpendicular, 251.3 ft. long, signal letters NTWD. The webmaster has a number of editions of Lloyd's Register available to him from 'Google' books & from 'www.archive.org' - see left. Built for 'Hargrove, Ferguson & Jackson', of Liverpool. The name of 'Hargrove' was consistent in ownership for many years - to 'J. Hargrove' by 1878/79, to 'Hargrove & Hellon', by 1880/81, & then 'Hargrave & Fraser' in 1896/97, always of Liverpool. Note, however, that the 'Record of American and Foreign Shipping' records 'Hargrove, Ferguson & Jackman' as still the owner in 1889. The vessel was clearly a frequent visitor to Australia as 'Trove' Australia advises. On Jun. 29, 1880, the vessel arrived at Sydney, New South Wales ('NSW'), & on Aug. 14, 1880, left Newcastle, NSW, for San Francisco, presumably with coal. A varied cargo (3) to Melbourne in Aug. 1881. It was at Melbourne again in late 1882. And was at Sydney in May 1884. And on Jul. 9, 1884, in an unusual story, Captain W. J. Christie, the captain of Beecroft, married Miss Christie, the eldest daughter of Colin Christie a Newcastle, NSW, alderman. When the vessel arrived at Melbourne on Aug. 16, 1886, the vessel had 42 passengers in second-cabin & steerage. It returned to London with a cargo of wool. On Apl. 26, 1888, the vessel left Newcastle for Wilmington, South Australia, with 2,490 tons of coal, & in 1889 left with coal for San Francisco. In Sep. 1890, Beecroft was driven ashore during a gale, at Durness Island in the Orkneys, en route from Gelfe, Sweden, to Melbourne. It was later floated off & proceeded to Kirkwall, Orkney, for necessary repairs. It left London for Melbourne on Feb. 28, 1891 & lost a crew member in heavy seas en route. I did not spot voyages to Australia in the next many years. On Aug. 26, 1899, the sale of the ship, for about £4,900, was reported. The 1899/1900 edition of Lloyd's records 'Fili. Repetto fu GB' ('Repetto'), of Genoa, Italy, the new owner, with no change of vessel name. 2 states that Repetto was still the recorded owner in the 1907/08 Lloyd's Register. It would seem, however, that Repetto may correctly mean 'Repetto di Camogli'. On Sep. 11, 1900, the vessel left London in ballast for Fremantle, Western Australia, Captain L. Repetto in command, arriving on Dec. 12, 1900 & leaving for London via Cape Town on Mar. 13, 1901 with karri & jarrah timber. A similar voyage at the end of 1901 from Albany. 1 would seem to indicate that on Mar. 7, 1901 the vessel suffered significant damage in a storm S. of Tasmania while en route from Wallaroo, South Australia, to Falmouth. I didn't spot that data on 'Trove' but may have missed it. But are those dates in fact correct? On Jun. 30, 1903, the vessel arrived at Sydney from Buenos Aires with 2,518 tons of wheat - necessary due to the Australian wide drought of 1902 with its crop failure & sheep loss. The Darling River ran dry for a year, I read. The vessel left for East London, South Africa, with a cargo of ironbark sleepers. On Apl. 22, 1904, Bermuda, a 4-masted barque, collided with Beecroft, at anchor at Wallaroo, however neither vessel was damaged. In early Jun. 1904, the vessel left Wallaroo for London with 22,507 bags of wheat. On Apl. 7, 1910, the vessel left Marseilles, France, for Wellington, New Zealand ('NZ'), in a voyage that may have commenced at Frederikstad, Norway. It arrived at Port Chalmers, Dunedin, NZ, on Sep. 1, 1910, in a damaged condition under the command of Giovanni Obvari (correctly 'Olivari' it would seem), the 1st mate. Captain Pellegro Ferrari, aged 32, the vessel's captain, had been swept overboard on Aug. 3, 1910, at night, by a mountainous sea which swept over the ship. The ship's compass was lost & its boats were destroyed. Two helmsmen were swept up the deck but survived. On Feb. 8, 1911, the vessel left Newcastle for Callao, Peru, with 2,402 tons of coal. 2 advises us that the vessel later left Marseilles for Dunedin, & that en route, on Nov. 18, 1911, the vessel was partially dismasted at Valparaiso, Chile. Have not read the circumstances. The vessel was later condemned, was sold for use as a pontoon, (can anyone clarify the meaning of those words?) & was deleted from Lloyd's Register in 1913. The above may well require correction - the data at 'Trove' is extensive but time consuming to understand, while WWW translating the Italian is most difficult. We thank Ian Bradford for the wonderful 1879 crew image available at left. Ian advises. An 1879 crew list is here. Can you add anything? #1878
1625 (or 1585) tons
Cavaliere Michele Russo (all one name)
An iron full-rigged sailing ship. Per 1 (ref.,Hospodar), 3 & 4 (Algoa Bay 1902 storm), 5 (NY Times, 1889/90 voyage to San Francisco), 6 (Miramar, link, you now must be registered to access). 249.8 ft. long (76.1 metres), signal letters PFRG. Built for J. Hargrove, of Liverpool or maybe instead for 'Hargrove, Ferguson & Jackson', see left. Likely the vessel was owned, in fact, by many individual owners with J. (John) Hargrove being the managing owner. Later, from 1882/83, 'Hargrove & Hellon'. I thank Stephen Davies, Museum Director of the Hong Kong Maritime Museum, for his assistance re this listing. He advises that his museum contains 4 James Imray 'blueback' charts of the vessel's 1881/84 circle voyage from Liverpool to China via S. America, Australia & the U.S. At a date between 1882 & 1885, the vessel was sold, to Gavin B. Millar, of Glasgow, but the vessel was still registered at Liverpool. On Jun. 27, 1889, the vessel left London bound for San Francisco. The voyage was not routine & she arrived at San Francisco only 474 days later, then the longest recorded passage between the two ports. The vessel had arrived at Rio de Janeiro ('Rio'), Brazil, at the end of Dec. 1889, in a dismasted condition & with the captain sick. The Captain (L. Lloyd) returned to England (with the ship's log), J. Thomason, the ship's mate, took command, & the vessel was refitted with rigging sent out from England. In 1890, Daniel S. Hellon, of Liverpool, was the managing owner. On Mar. 18, 1890 the vessel left Rio for San Francisco, & arrived there (via Valparaiso, Chile), on Oct. 16, 1890. I wonder what her cargo was? Hopefully not perishable! In 1898 the vessel was sold, to Hargrove & Fraser (the Hargrove name again), however Fraser, i.e. James T. Fraser, was the managing owner. In 1901, it was sold to 'Russo Bros.' of Sorrento, Naples, Italy, (have also read Castellamare, nr. Naples, Italy) & renamed Cavaliere Michele Russo. On Aug. 31, 1902, the vessel was at Algoa Bay, nr. Port Elizabeth, S. Africa, having arrived from New South Wales, Australia, with a cargo of coal ex the Burwood Colliery at Newcastle. Half of her cargo was successfully discharged. It & 37 other ships were at anchor when 'the great gale' hit on Aug. 31 & Sep. 1, 1902. The greatest storm ever in a place long noted for its storms. The vessel, & maybe 20 others, were driven ashore & destroyed. If I understood correctly the translation of a now long gone Italian site, 19 crew were aboard Cavaliere Michele Russo at the time & 16 (have also read 17) lost their lives. The Captain, F. (Ferdinando) Russo, was not aboard at the time. I note that the ship's chief officer was named Valentino Lauro - & note also that a couple of reports described the vessel as being a barque rather than a ship. In total, in the storm, maybe more than 60 lives were lost, & 300 or so were rescued. Have also read that 18 vessels were destroyed & 63 lives were lost. A little trivia next! Port Elizabeth was noted for the export of ostrich feathers. Can you add anything? An image?
Data about Robert Pace (Oct. 8, 1809/Nov. 17, 1886) is fragmentary. But thanks to a number of parties, & principally thanks to David Elliott, of Gloucestershire, England, & Andrew Pace, from N. of Sydney, New South Wales, Australia, we can advance this 'Pace' listing.
Robert Pace came from a large family. A son of Joseph Pace, a sailor from Sedgefield & his wife Mary. Robert had 8 brothers & sisters & two at least of his siblings were baptized at Hartlepool, of interest in view of the shipbuilding association of the 'Pace' & 'Blumer' families. We do know that on Aug. 8, 1831, he married Eleanor Spraggon at Holy Trinity Church in Sunderland. He was, we believe, foreman for George Booth, a shipbuilder at North Sands until 1859 when the Booth family emigrated to New Zealand ('NZ'). During those years he was recorded as a 'Foreman Shipwright' on the birth certificates of three of his children (1853, 1854 & 1858). When the Booths emigrated to NZ, Robert & John Blumer would seem to have set up business together under the name of 'Pace, Blumer'. Robert may have been the senior partner since his name is recorded first? It seems not to be known how long the two were associated but it may have been through 1864 (that is my guess) when John Blumer established a new business at North Dock, & the 'Pace, Blumer' (or whatever then was the true name) North Sands location was taken over by Mr. Joseph L. Thompson.
It would seem that Robert Pace (in 1864?) went into business for himself assisted by three of his sons - William who acted as draughtsman & also Robert & Thomas. Witness the following data.
David Elliott's research indicates that, per the 'Sunderland Weekly News', Robert Pace began a 350 ton barque in Jan. 1865. In Oct. 1865 he began a 340 ton barque. And in the week of Nov. 17, 1865: 'Launched from the yards of Robert Pace a 9 years barque, 360 tons, measuring 120 feet long, breadth of 27.5 feet, depth of 17.5 feet. Sold to Mr Eggleston of Monkwearmouth. A similar listing in the week ending Apl. 6, 1866 records the launch from Southwick of another '9 years barque' of 418 tons for J & E Lumsden, Sunderland.' The first reference to a named vessel, that David found, was to the Minerva as below. A 9 years barque? Peter Sill, of the U.K., has kindly advised (thanks!) that the '9 years' may well refer to the then typical period of 9 years between complete vessel surveys - required for Lloyds certification.
For quite a while, we did not know what later happened to Robert Pace's shipbuilding business. Or indeed, exactly where it was. But David Elliott has now alerted me to 'Reflections of Southwick', a text written in or around 1893 by Luke Crown. On p.8 of the 'pdf' is a paragraph about Robert Pace (1st column of the 3rd page here) which helps clarify the history. It would seem (do correct me if I have misunderstood) that the 'Pace' shipbuilding site was west of the George Clark Engine Works & east of the 'Austin & Mills' yard. On the N. bank of the river of course. About where the Queen Alexandra Bridge was later built, it would appear. The site was then less that perfect, presumably before the river was dredged. '... the stream was not very strong in his favour, and rather shallow, he struck the gound (sic) at last and failed. But it was not for want of perseverance ...'. When the business ended, Robert Pace worked at the North Sands yard of 'Joseph L. Thompson and Sons'.
Robert Pace, described as being a very quiet, sedate, religious person, a leader of the free Church, would appear to have lived in Southwick & had, I understand, 12 children, (forgive me if I say that I have some sympathy for Eleanor!), 2 of whom, both sons named Joseph, did not survive childhood, 3 at least of whom emigrated. 2 daughters went to NZ (Sarah Jane & Eva). And Robert, who was David Elliott's great great grandfather, and also a shipwright, emigrated to the U.S. in the 1880s - to Elizabeth, New Jersey. Isabella, born in 1838, clearly was one of the children who did not emigrate. She married George H. Wrightson, a ship surveyor. And Robert was living with the 'Wrightson' family, at 44 Dock Street, Monkwearmouth Shore, in 1881 & later died at 28 Dean Terrace, in Sunderland, on Nov. 17, 1886, at age 72. His wife Eleanor died about a month after her husband.
It is of interest to note that 'David Elliott' & 'Andrew Pace' family traditions both state that the emigration of Robert (one of Robert Pace's sons) to the U.S. was precipitated by a fire at the Pace & Blumer shipyard. That tradition says that the fire took place on a Sunday & that John Blumer (a most religious man) would not allow the fire to be put out on a Sunday. So all was lost. But no date is available for that fire and its existence has not yet been confirmed by contemporary records. David indicates that the Pace family were members of the Salvation Army & speculates that maybe neither party was prepared to tackle any fire on the Sabbath! Andrew confirms that the association of the Pace family with the Salvation Army was very long term indeed, & is so in Australia today (in early 2009).
If you can add additional data related to Robert Pace, your contribution would be most welcome.
361 later 349 tons
A wooden barque which was launched or completed on Dec. 12, 1864. The vessel is Lloyd's Register ('LR') listed from 1864/65 thru 1876/77 & was initially owned, thru 1872/73, by Richard Sheraton of Sunderland. For consistent service from Sunderland to the Mediterranean with 'Tillman' her initial captain (thru 1866/67), followed by 'Hutchinson' (thru 1871/72) & G. R. Nesbit from that date until as late as 1875/76. The 'Sheraton' ownership is confirmed by the Mercantile Navy Lists ('MNL') of 1865 thru 1872 - 1870 is here. In 1873/74, per LR, J. G. Little became the owner pf the Liverpool registered vessel, for service ex Sunderland, however MNL of 1874 lists the now 349 ton vessel as registered at London & owned by John George Little of Menai Bridge, Anglesea. In 1874/75, per LR, J. Hedley became what came to be the vessel's final owner. MNLs of 1875 & 1876 list John Hedley of Blyth as the owner of the North Shields registered vessel. In 1875/76, per LR, T. F. Atkinson took over the captaincy of the vessel (from 'Nesbit'). LR of 1875/77 notes that the vessel had been 'Burnt'. 121.1 ft. long, signal letters JGND. Burned? Yes indeed! In late 1876, Geraldine was en route from Liverpool to Constantinople (now Istanbul, Turkey) with a cargo of 589 tons of steam coal ex the Crow Orchard Colliery Co. On Nov. 1, 1876, per item 608 on this page, the vessel was lost when in the Sea of Marmora when the cargo spontaneously caught fire. Brief report (in red). Crew of 12, no lives lost. The page comments that the cargo was not ventilated. Then owned by J. Hedley of Blyth. Is there anything you can add to this history summary? Or correct? #2033
349 (later 357 & 348) tons
A '9 years barque'. 118.0 ft. long, signal letters MDWJ. From the 'Sunderland Weekly News' for the week ending Aug. 17, 1866 'On Tuesday (14th) Mr Robert Pace launched a 9 years barque, 349 tons register, measuring 118 feet long, 27.5 feet breadth and 17 feet depth, named 'Minerva'. Owners are Kirkwood and Taylorson of Sunderland', though Lloyd's Register ('LR') advises Kirkwood & Co. Peter Sill, of the U.K., has kindly advised (thanks!) that the '9 years' may well refer to the then typical period of 9 years between complete vessel surveys - required for Lloyds certification. The vessel initially intended to trade into the Black Sea, later to the Mediterranean. One register & also the Mercantile Navy List stated that in 1870, Jonathan Taylorson, of Sunderland was the vessel's owner. In 1872/73 Brown & Co., of Sunderland became the vessel's owners. In 1880, John Denholm of Greenock is recorded as the owner however in the 1881/82 edition of LR, J. & J. Denholm. of Sunderland were the recorded owners. The last LR reference to the vessel under the name of Minerva is that in 1881/82, see left. What happened to the vessel, I wonder? Can anybody tell us?
350/362 (N/G) tons, later 349/361
Chagford? A market town & parish in Devon, U.K., located on the NE edge of Dartmoor. A wooden barque, which was first registered, at Sunderland, on Aug. 11, 1869 (scroll to #62531). The vessel is Lloyd's Register ('LR') listed from 1869/70 thru 1886/87. 124.5 ft. long, signal letters JFWR. The vessel was initially owned by J. G. Hill of Sunderland (John George Hill per Mercantile Navy Lists ('MNL') of 1870 thru 1872 at least, but only for a short period, thru 1871/72 per LR. For service ex Sunderland. J. Shields, per LR, served as captain of the vessel thru 1871/72 when the vessel was sold & indeed for a few years thereafter.
In 1871/72, the vessel became owned by W. (Wm) Brown & Co. of Sunderland thru 1883/84, as is confirmed by MNLs of 1874 thru 1883 (1880). Turnbull's Shipping Register of 1874 advises that the vessel was then owned by Wm. Brown, Joseph Brown & George Crosby with respectively, 21, 22 & 21 shares. With, per LR, a number of captains - J. Stothard from 1873/74 thru 1879/80, T. W. Heppell briefly, E. Smith from 1880/81 thru 1882/83, R. Hearn thru 1883/84. In 1883/84, per LR, the vessel became owned by J. B. Gibbs & Co. & was registered at London. MNLs of 1884 thru 1887 tell us that John B. Gibbs was of Portland, Dorset. During the 'Gibbs' period of ownership, J. Davis is LR stated to have served as her captain.
A little operational history:- On Oct. 26, 1878, the vessel, T. W. Heppell in command, arrived at Melbourne, Australia, ex Cheribon, Java (now Cirebon, Indonesia), with a cargo of sugar, later delivered to the Yarraville Sugar Works. Interestingly, the vessel was then offered for sale at a public auction held in Melbourne on Nov. 15, 1878. Clearly it did not sell. On or about Nov. 23, 1878, the vessel left Melbourne for Maiden (sic) Island to load guano for delivery at Hamburg, Germany. Maiden Island, correctly Malden Island, is an uninhabited 12 square mile coral atoll located in the middle of the Pacific Ocean, now part of the Republic of Kiribati. Located at about 4.1S/154.56W. There are a few references to the vessel passing the signal station at The Lizard, including one on Aug. 19, 1881 when the vessel was headed eastbound on a voyage from Cochin, W. coast of India, to Hamburg.
What finally happened to Chagford? On Aug. 28, 1886, the vessel left Santa Anna, Mexico, (exactly where is it in Mexico?) for Portland, Dorset, for orders, with a cargo of 362 tons of mahogany, 22 of which (if I interpret the words correctly) were stored on deck. It was never heard from again. As you can read here (in blue). I have read that the vessel was reported as 'missing' on Jan. 14, 1887. 8 crew members were lost in the disaster. An Inquiry into the vessel's loss was held in London on Dec. 19, 1887 - 'there was every reason to suppose that the Chagford encountered very severe weather on her homeward voyage'. Crew lists? Many crew lists are available. Is there anything you can add? Or correct? #2246
354 (later 363) tons
A 3-masted wooden barque. 122.8 ft. long, later 120.0 & 120.2 ft., signal letters HQVR, later HRLM. The vessel is not listed at Miramar. The webmaster has a number of editions of Lloyd's Register available to him, thru 1898/99, from 'Google' books & from 'www.archive.org' - see left. Built for W. C. Allen, of South Shields, for service from Cardiff to the Mediterranean & to the Continent. That would be Wm. Chris. Allen of 'Shields, South' as per these pages [1 (but page #413) & 2 (but page #579)]. 'S. Allen', presumably related to the owner, was the vessel's initial captain & captain for a later period also. The 1883/84 edition of Lloyd's Register states that the vessel was then owned by Swedish owners but did not name them. In the 1887/88 edition, the then Swedish owner was identified as 'N. M. Bank' ('Bank'), of Arildsläge, Skane Lan, SW Sweden. And Bank is the recorded owner thru 1898/99. The sole vessel that Bank owned. That name may correctly be 'Banck' since 'N. M. Banck' was the vessel's captain. 'J. Mauritsson' was later recorded as the vessel's captain. I mention that because Nils Persson, of Sweden, has kindly advised that Janne Mauritzon, Nils's grandfather, was the owner of the ship from 1889 to 1896, that the vessel had been sold to Swedish owners in 1883 & further that the vessel was known in Sweden as 'William of Kullen'. It would seem that the vessel may have still been Lloyd's listed in 1904. It final disposition is not known to the webmaster. Can you add anything? Nils seeks additional data about the vessel, particularly vessel plans & an image. Should you have any such data, by all means provide it to the webmaster for forwarding to Nils. #1864
A small shipbuilder indeed. He would seem to have built just one vessel.
A snow. The vessel, which was, I read, launched in Apl. 1839 but is Lloyd's Register ('LR') referenced as being a May 1839 vessel, is LR listed from 1839/40 thru 1849/50 only. It was, per LR, owned from 1839/40 thru 1846/47 by Ord & Co. of Sunderland, for service from Sunderland to Cuba. With 'Bainbridge' her captain thru 1843/44 & 'Wilson' from 1843/44 thru 1846/47. I note in passing that a captain named 'Bainbridge' was, per LR, in command of a vessel named Cubana from 1836/37 thru 1838/39 - that particular vessel being built in Sunderland by Laing in 1834.
In 1846/47, 'our' Cubana became owned, per LR, by Garrick & Co., of Sunderland (later, from 1848/49, of Hartlepool), for service ex Hartlepool incl. as a Hartlepool coaster. With R. Brown serving as the vessel's captain thru 1848/49 & J. Dolbel from 1848/49.
The North of England Maritime Directory of 1848/49, records the vessel in May 1848, as registered at Hartlepool & owned by the representatives of the late W. Garrick, Geo. Portous & Robert Brown, all of Hartlepool, & Elizabeth Pattinson of Sunderland.
On Jan. 28, 1849, the vessel, en route from London to Hartlepool with 'Dobel' noted to be in command, struck upon the Barrow Sand (approaches to Thames Estuary, N. shore, Essex). And entered Yarmouth, Norfolk, 'making a little water'. Per this contemporary report from Yarmouth on Jan. 29, 1849. A little later in 1849, LLoyd's List referenced both 'Dolkel' & 'Dolbel' as the vessel's captain.
What finally happened to Cubana? Wikipedia advises (thanks!) that on Oct. 15, 1849, Cubana was wrecked on Anholt (a Danish island, in the Kattegat, located about midway between Denmark & Sweden), while en route from Stettin (now Szczecin, NW Poland), to London. With no loss of life. As is confirmed by the following words in the 'Morning Chronicle', of London, on Nov. 3, 1849 - 'The Cubana, Stettin to London, was wrecked on Anholt Island 15th inst. ; crew and part of materials saved'. I have read (Lloyd's List, Nov. 2, 1849) that 'Lewis' was in command of the vessel at the time of her loss.
Is there anything you can add or correct? #2504
I think that Pearson had a shipyard on the south bank of River Wear a bit east of the road bridge. And that his facility was then taken over by John Denniston. And that the premises they had both occupied were later taken over by S. P. Austin and Son as it expanded after 1870. Need help!
We do have the advertisement at left, for 'W. H. Pearson, Ship Builder & Repairer', published in the 1858 edition of 'Christie's Annual Shipping Register, Maritime Compendium, and Commercial Advertiser'. Published by John Christie, of Nelson Street, Newcastle-upon-Tyne, & available as a Google Book here. On site (ship data) here.
'W. Thompson & Pearson' would seem to have been building ships in the period of 1840 thru 1846.
The above advertisement confirms that in 1858 the shipyard location was to the east of the bridges, which area was and maybe still is known as Panns.
W. H. Pearson is referred to, in an 1852 volume, as being a builder at Ayre's Quay. Now I had thought that also was at Panns, but that seems not to have been so. It was rather a bit upstream of the bridges, on the south bank, at the location you can see here. Just south of the Laing yard. A bottling works, 'Ayre's Quay Bottle Co.', is roughly at the site in the Ordnance Survey map of 1897. More data as it is found!
It would seem that the 'Pearson' yard was later located at Pallion. I say that because an agreement was likely executed on Aug. 31, 1867 between William Henry Pearson & James Ayr (or Ayre) respecting a vessel to be built at Pallion. That vessel, when completed later that year, was named Clematis.
Murray Wright, of Auckland, New Zealand has been in touch, trying to research his family history. His great grandfather was William Hanson who in 1845 married Catherine Mary Ann Pearson, most likely the daughter of W. H. Pearson, & emigrated to New Zealand in 1858. And built ships there. William had a brother George, and William (presumably Catherine also) & George lived together on Low Street, Sunderland, in 1851. The webmaster will gladly forward to Murray Wright any communication you might have concerning this family history.
A 'Pearson', largely 'W. H. Pearson' build list is here. Which includes vessels built by 'W. Thompson & Pearson'. 55 vessels are there listed, in what I presently believe is now a complete list.
Vessels built by W. Thompson & Pearson.
A snow. This vessel may have had a very short life indeed. But it is also possible that the vessel was sold 'foreign' & for that reason ceased to be recorded in the U.K. It was launched from the 'W. Thompson & Pearson' shipyard on May 29, 1840 & is Lloyd's Register ('LR') listed in 1841/42 only, then owned by J. Donkin of North Shields (previously of Newcastle), for service from Newcastle to Constantinople (now Istanbul, Turkey), previously Sunderland to Quebec, Canada. With 'Sims' her then captain. Thanks to Welsh Newspapers Online, I can tell you also that on Feb. 18, 1842, 'Phillips' in command, it was reported that the vessel had arrived at Milford, Wales, ex Odessa (Ukraine, Black Sea) for Plymouth. And on Apl. 1, 1842 (Phillips) it was reported that the vessel had sailed from Milford for London continuing a voyage ex Odessa. Alas that is all I can today tell you about the vessel. So far as I can see, the vessel is not later referenced in LR - I checked thru 1860/61. Can you tell us more? #2256
The snow, which was launched in Jul. 1840, is Lloyd's Register ('LR') listed from 1840/41 thru 1853/54 & not thereafter. It was initially owned by 'Thompson' of Sunderland for service thru 1841/42 ex Sunderland to St. Petersburg, Russia, soon Liverpool to St. Petersburg (1842/43 & 1843/44) & to Genoa, Italy, (1844/45), brief service, perhaps, as a Cork coaster, & Cardiff to Hamburg, Germany (1845/46 thru 1847/48). J. Thompson of Bishopwearmouth her owner per the North of England Maritime Directory of 1848/49. With 'Turnbull' the vessel's captain for most of that total period except for a couple of years (1842/43 thru 1844/45) when H. Cawsey, per LR, so served.
In 1848/49, per LR, R. Benson of Sunderland became the vessel's owners for service from Liverpool to the Mediterranean. With, per LR, R. Parkin serving as the vessel's captain. From 1852/53, Smurthwaite of Sunderland became her owner for service ex Sunderland. With 'Baily' her captain. The webmaster is not aware of what finally happened to the vessel & when. I note, in that regard, that the vessel is not recorded in the North of England Maritime Directory of 1854/55. Can you provide more information? #2265
3 Thomas & Joseph Crisp
A barque was built in Oct. 1840. The vessel is Lloyd's Register ('LR') listed from 1841/42 thru 1856/57. It was initially owned, thru 1849/50 per LR, by T. Crisp (Thomas Crisp, I believe) of London. For service from London to Cape of Good Hope, South Africa, with, per LR, 'Cole' serving as the vessel's captain thru 1845/46, then W. Potts thru 1848/49 & 'Blackall' thru 1849/50 when the vessel was sold. The above data re 'Cole' is surely incorrect - I have read that on Jun. 15, 1841, it was published that Absalom Cole, aged 55, captain of the vessel, had died. In 1850/51, per LR, the vessel became owned by Gumm & Co., of London, it would seem the vessel's final owner. For service from London to Sydney, Australia, in 1850/51, from London to Launceston, Tasmania, Australia, from 1851/52 thru 1853/54 & ex London in 1856/57. During the period of 'Gumm' ownership, D. (David) Williams is always LR stated to be the vessel's captain.
A little operational data, mainly ex 'Trove'. i) On Jul. 29 1843 'The Spectator' reported that the vessel had arrived at London ex Mauritius, Lawrence in command. ii) In Sep. 1848, Blackall in command, the vessel is reported to have carried 436 tons of coal from Newport, Wales, to Ceylon (now Sri Lanka). iii) On Oct. 8, 1850, David Williams in command, the vessel arrived at Launceston with a varied cargo, having left Gravesend, London, on Apl. 19/20, 1850. She had lost her rudder, en route. iv) On Jan. 14, 1851 she left Launceston for London, arriving there on May 20, 1851 with a cargo of wool, bark & trenails (hard wooden pins used for fastening timbers together). v) On Dec. 11, 1850 she again arrived at Launceston, with a varied cargo & 6 passengers, having left London on Jul. 19, 1851 & the Downs on Jul. 24, 1851. vi) On Mar, 23, 1852, the vessel left for London, with 2 passengers & arrived there on Aug. 10, 1852. vii) She again left London for Launceston arriving there on May 18/19 1853 with 12 passengers. viii) The vessel then went back & forth 4 times between Launceston & Newcastle, New South Wales, returning with cargoes of about 500 tons of coal, under the command of Peter McTavish. ix) On Jan. 17, 1855, the vessel again left Launceston for London, with 24 passengers & Williams back in command.
This page (2nd item) tells us that the vessel had been 'Abandoned' on Nov. 26, 1856. 'The Cornwall Chronicle' (Launceston) of Mar. 25, 1857 (also here) published a report from David Williams that details the circumstances of her loss. On Nov. 23, 1856, en route from Alexandria, Egypt, for Marseilles, France, with a cargo of wheat, the vessel encountered a furious gale which lasted for 3 days. When between the islands of Minorca & Sardinia. Two violent seas struck the vessel on Nov. 26, 1856 & the vessel was thrown on her beam ends. After clearing away the wreckage, the vessel had 7 ft. of water in her holds, increasing at the rate of a foot an hour. The pumps were useless - clogged with wheat. With no possibility of saving the ship, the captain determined that the ship should be abandoned - in the one remaining ship's boat - when Gertrude Jemina, a Dutch schooner under the command of Captain Bakker, en route from Amsterdam to Naples, Italy, & Messina (Sicily, Italy), arrived on the scene. The crew were all rescued & on Nov. 6, 1856 were landed at Messina. The text of the captain's report is a little difficult to read. This is what it says. Can you tell us more? #2264
The barque, which was launched on Feb. 22, 1841, is Lloyd's Register ('LR') listed from 1840/41 thru 1842/43 only. It was initially owned, per LR of 1840/41, by T. Gibson, of Newcastle, for service from Sunderland to London, with Adam her captain. But later that year, the vessel became owned by Ingram & Co., of London, for service from London to New Zealand ('NZ'), with 'Stead' serving as the vessel's captain. The vessel was engaged by the New Zealand Company to transport immigrants to the new settlement at Port Nicholson (soon became Wellington), NZ. It loaded at London & on Jun. 18, 1841, under the command of Stead, left the Downs, with, I have read, 6 passengers & 169 in steerage. Some doubt about those passenger numbers. It arrived at Port Nicholson on Oct. 31, 1841 - but I have also read an arrival date of Oct. 20, 1841. This page tells us that the vessel arrived at Port Nicholson with 216 immigrants, 90 of whom were children. On Dec. 5, 1841, the vessel sailed for Calcutta (now Kolkata), India.
At that time, England was at war with the Chinese Qing Empire in what is termed the first Opium War. Many merchant vessels were engaged to help in the campaign & Gertrude served as one of a great many transport vessels. I read, per the Launceston Examiner of Jul. 29, 1843, that on Jan. 26, 1843 Gertrude was wrecked about 7 miles N. of Guindy, Madras (now Chennai), India. It was carrying, from China, 200 members of the 63rd Regiment, Madras Native Infantry. Everybody aboard safely left the ship on Jan. 25, 1843. Per 'Wiki', the vessel was wrecked on Pulicat reef. Can you add to and/or correct the above? #2266
The barque, which was launched in Oct. 1841, was Lloyd's Register ('LR') listed from 1841/42 thru 1850/51 and not thereafter. It was owned thru 1848/49 by Reed of London (initially 'Reed', from 1846/47 'Reed & Co.'), with Reed her captain ('Reed' thru 1845/46, 'F. Reed' thereafter). For initial service from Sunderland to France, but thereafter, thru 1848/49, for service from London to Mauritius. In 1848/49, the vessel became both owned & captained by T. Jackson of London for service from London to Montreal, Canada, in 1848/49 & 1849/50, & from Liverpool to Montreal in 1850/51. On Feb. 9, 1850. per line 51 here, the 357 ton square foundered S. of Sapienta Island, while en route from Alexandria, Egypt, to the Clyde. So far I have not figured out where Sapienta Island is - perhaps Sapientza or Sapienza Island located S. of the Peloponnese, Greece? The vessel's cargo is not identified. It most likely was wheat. Crew of 15 - none lost. Vessel then owned by Thomas Jackson. The detail circumstances of the vessel's loss are not yet to hand. Can you tell us more? #2267
6 Prince of Wales
The snow or brig is Lloyd's Register ('LR') listed only from 1841/42 thru 1848/49. For that entire, if short, period, the vessel, per LR, was owned by White & Co., of Sunderland, for consistent service from Sunderland to London. With 'Welch' always noted to be the vessel's captain. The only operational data I have spotted is that on Mar. 25, 1846, the vessel, Welch in command, arrived at Quebec, Canada, with a cargo of coal. The data provided in LR of 1848/49 is limited which suggests that the vessel may well have been sold at about that time. In that regard, the North of England Maritime Directory of 1848/49 lists R. Pearson of South Shields & W. Briggs, of Sunderland as the then owners of the 249 ton brig.
However, LR of 1848/49 also notes that the vessel had been 'Wrecked'. Detail as to exactly what happened to the vessel & where is not yet to hand. However, 'Wiki' reference a vessel of the name which ran aground on Herd Sand, near S. Shields, on Nov. 8, 1849, when en route from London to South Shields. It was refloated on the next day & taken to South Shields. Was it 'our' Prince of Wales? The webmaster does not know - the report in Edinburgh's 'Caledonian Mercury' of Nov. 12, 1849 (not available to the webmaster) may well contain additional identifying detail. Can you tell us more? #2268
315/347 tons, later 327 tons
A barque. 100.0 ft. long. The vessel is Lloyd's Register ('LR') listed from 1844/45 thru 1864/65. It was initially owned, thru 1853/54 per LR, by Scurfield of Sunderland, for service from Sunderland to America, which service became Sunderland to the Mediterranean in 1845/46 & London to Calcutta (now Kolkata), India, from 1850/51. During the period of Scurfield ownership, 'Lambton' was LR reported as being always her captain. The North of England Maritime Directory of 1848 lists the vessel as then being owned by R. & B. Scurfield & J. & P. Lambton, both of Bishopwearmouth.
LR of 1854/55 reports J. Crowe of Sunderland as the vessel's new owner, thru 1859/60, with J. Smith her captain, for service from Sunderland to the Mediterranean. The sale to Crowe must have been in 1854 - since Marwood's North of England Maritime Directory of 1854 lists John Crowe as the vessel's then owner & John Smith as her then captain. As does Turnbull's Shipping Register (Turnbull's) of 1855. J. Crowe is again recorded as the vessel's owner in Turnbull's of 1856 & in Christie's Register of 1858.
In 1860/61, per LR, the vessel, now of 327 tons, became owned by J. Snowden of Shields. For service from Shields to Spain with D. Small serving as the vessel's captain. Registered at South Shields. LR of 1864/65 notes that the vessel had been 'Wrecked'. That is all that the webmaster today knows about the vessel, other than the fact that a return dated Nov. 25, 1864 noted the vessel's loss. Can you tell us more about what exactly happened to Comet & when? #2257
The barque, which was launched in Aug. 1845, is Lloyd's Register ('LR') listed from 1845/46 thru 1862/63. It was initially owned, thru 1854/55 per LR, by S. Alcock of Sunderland. The North of England Maritime Directory of 1848/49 lists her then owners as being S. & C. Alcock. Her service? Thru 1847/48, from Sunderland to Rochfort (Rochefort, near La Rochelle, France?). LR of 1848/49 notes service from Liverpool to Odessa (Ukraine, Black Sea) becoming Liverpool to Singapore & that latter service continued thru 1850/51. From 1851/52 thru 1854/55, the vessel, per LR, served the Mediterranean ex Sunderland. During the period of Alcock ownership, Petrie was noted as being the vessel's captain thru 1847/48, W. Wellon, briefly, in 1848/49, Ritchie from 1849/50 thru 1850/51 & Forbes from 1851/52 thru 1854/55.
LR of 1855/56 lists G. Maltby of North Shields as the vessel's new owner, for service (where LR indicated) thru 1857/58 from Shields to the Mediterranean. With T. Mills serving as the vessel's captain. It would seem, however, that the vessel was sold a little earlier than LR indicated. The North of England Maritime Directory of 1854/55 lists George Robinson Maltby, of North Shields, as already her owner with Thomas Mills her then captain. Data confirmed by Turnbull's Shipping Register of both 1855 & (re owner) 1856.
LR continued to list the vessel thru 1862/63 & records C. Maltby rather than G. Maltby in the registers of both 1861/62 & 1862/63. Those final LR listings are surely in error since the vessel, in fact, was lost on Jan. 21, 1860. On that date, per line 32 here, the 328 ton barque stranded near Pembrey, Carmarthenshire, Wales, while en route from Llanelly, Wales, to Dieppe, France, with a cargo of coal. Crew of 11 - none lost. Some Pembrey locals were later charged with stealing ropes etc., part of the wreckage of Fairy. At that last link, the vessel is stated to have been owned by Francis Ritson, rather than by 'Maltby'. Was there, truly, a late sale to Francis Ritson? Can you tell us? A final anomaly in the records re this vessel. I read, here, that crew lists exist re the vessel from 1899 to 1910. How odd! #2269
The snow, which was launched in Sep. 1846, is Lloyd's Register ('LR') listed from 1847/48 thru 1856/57. It was initially owned by 'Thompson' of Sunderland, surely its builder, until it was sold to a third party. For service from Sunderland to Rochester, Kent, with 'Spraggon' noted as being the vessel's captain. LRs from & later than 1848/49 all list the vessel as registered at Aberdeen, Scotland, & owned by Webster & Co., of Aberdeen. Do note, however, that the North of England Maritime Directory of 1848/49 records the vessel as then owned by J. Hanns, of Aberdeen, an owner name not LR referenced. Turnbull's Shipping Register of 1856 does record the vessel as owned by J. Webster & registered at Aberdeen. J. Webster means John Webster, I have read. During the period of 'Webster' ownership, LR notes J. (Joseph) Flann to have been the vessel's captain thru 1853/54 &, from 1854/55 thru 1856/57 J. Ganson. The vessel's service? Always ex Aberdeen - to Newcastle thru 1853/54 & to the Mediterranean in 1855/56 & 1856/57. No crew lists are available.
Now Struggler is not a particularly common name for a ship. But it would seem that Aberdeen was experienced with vessels named Struggler. Aberdeen shipbuilder Duthie built an 105 ton schooner named Struggler, in 1827. And re 'our' Struggler, I read that the papers of Robert William Carr, record, in verse, the loss of Struggler, brig of Aberdeen, which foundered off the coast of Lapland shortly after leaving Archangel, Russia, in Oct. 1856 bound for Grimsby. If I understand the words written here, Robert William Carr, a sail maker & the son of the Robert William Carr previously noted, was a sailor aboard Struggler at the time of its loss. Lapland is in the far N. of Finland. Can you add anything additional? #2270
Vessels built by W. H. Pearson.
A snow. The 1835-01 vessel is Lloyd's Register ('LR') listed from 1835/36 thru 1840/41 only & throughout such period LR advises that T. C. Gibson or T. Gibson, of Newcastle, was always the vessel's owner, with 'Harvey' the vessel's initial captain & from 1836/37 Thomps'n (presumably Thompson). For service from Sunderland to Quebec, Canada, in 1835/36, & ex London thereafter. LR of 1840/41 notes that the vessel had 'Foundered'. That is all that the webmaster today knows about the vessel. Can you tell us more? #2256
11 John Hunter
The snow or brig is Lloyd's Register ('LR') listed from 1846/47 thru 1856/57 only, owned thru that entire if brief period by Denton & Co. of Sunderland. For service from Sunderland to the Baltic (thru 1850/51), ex the Clyde (from 1851/52 thru 1854/55) & from Sunderland to the Mediterranean (in 1855/56 & 1856/57). With Petrie, per LR, serving as the vessel's initial captain, then J. Tulloch from 1851/52 thru 1854/55 & 'G. Matth's' (Matthews?), in 1855/56 & 1856/57. The North of England Maritime Directory of 1848/49 lists W. Denton & J. Taylor, both of Sunderland, as the vessel's then owners. Which owner names are clarified by the equivalent directory of 1854/55 to mean Wm. Denton & Jameson Taylor, both of Sunderland, as the vessel's then owners with John T. Tulloch her then captain. Turnbull's Register of 1856 confirms such ownership. I cannot tell you yet what happened to the vessel but it would seem to have been lost in late 1856 or possibly very early in 1857. Can you tell us more? #2271
166/179, later 155 tons
Likely a brig, later a brigantine. The webmaster finds it remarkable that a modest wooden vessel such as this could have survived the storms & high seas for over 50 years. The vessel seems not to have been Lloyd's Register ('LR') listed for its first 28 years of existence, then is LR listed from 1874/75 thru 1897/98. I do not know where it was registered during those years but I cannot spot that the vessel was registered in the North East as per the 1848/49 & 1854/55 editions of the North of England Maritime Directory. When official numbering was introduced in 1855, Reward was registered at Guernsey, Channel Islands. LR records J. H. Guilbert as the vessel's owner in 1874/75 & J. H. Guilbert & Co. from 1876/77 right thru to 1897/98. Both of Guernsey. 'Guilbert' would seem to be a prominent family name in Guernsey. The Mercantile Navy Lists ('MNL') of 1865 thru 1897 record the vessel as owned, thru 1872, by John Guilbert, & from 1874 thru 1897 (1870, 1880, 1890) owned by John Hy. Guilbert, both of St. Peter's Port, Guernsey. At 178 tons thru 1872, 166 tons from 1874 thru 1882, & of 155 tons only from 1891 - a brig thru 1885 & thereafter a brigantine. LR has the vessel as a brig thru 1886/87 & a brigantine from 1887/88. In all of those years LR reports the names of her captains only from 1891/92, i.e. 'Wright' in 1891/92 & 1892/93 & J. Buckley from 1892/93.
A little operational detail. i) On Jun. 19, 1873, Finch in command, Reward lost much of her rigging in high seas off the Caskets (a cluster of rocks located 8 miles NW of Alderney) while en route from St. Sampson's (Guernsey) to London with a cargo of stone. Princess towed the vessel into harbour. ii) On Sep. 30, 1873, lying outside No. 1 spout at Northumberland Docks laden with coals for Guernsey, Reward was hit by Camilla, a French steamer. Reward sank almost immediately, with no loss of life. Must have been re-floated & repaired. Both as per these reports.
National Archives advises that the vessel's U.K. register was closed in 1897. As is confirmed by LR of 1897/98 which notes the vessel as 'abandoned 9 97'. I learn that on Sep. 9, 1897 the vessel was en route from Guernsey to London with a cargo of broken granite, with J. Buckley in command & a crew of 7 in total. Reward foundered at about 50N/4W, off the S. coast of Devon. Presumably the vessel had to be abandoned. No loss of life. As per this page (in red). 89.1 ft. long, signal letters HBLP. Can you tell us more about her abandonment or otherwise add to or correct the above text? #2275
357/369 tons, later 339 tons
The barque is Lloyd's Register ('LR') listed in 1846/47 & from 1848/49 thru 1882/83. It was initially owned by Sundius & Co. of London for service, in 1846/47, from Sunderland to Odessa (Ukraine, Black Sea). LRs of 1848/49 & 1849/50 record service from Hull to the Baltic with 'Brown' serving as the vessel's captain.
In 1850/51, per LR, Nathan & Co., also of London, became the vessel's owner, thru 1854/55, for service from London to Australia - to Port Philip (Melbourne), in 1850/51 & to Hobart Town, Tasmania, thereafter. With 'Austen' serving as the vessel's captain.
In 1855/56, per LR, Wilson Bros. of Sunderland became the owners of Cornhill. And owned it for many years, thru 1875/76. The vessel's service seems mainly to have been to the Mediterranean i) ex Sunderland (1855/59 & 1860/61), ii) ex Cardiff, Wales, (in 1867/68 & 1872/74), & iii) ex Newport, Wales in 1870/71 & 1871/72. It is recorded as serving the West Indies ex Sunderland in 1865/66 & 1866/67. Under 'Wilson' ownership maybe 4 captains are LR listed. 'Topliffe' thru 1861/62, A. Dunn maybe thru 1863/64, C. Fenbow for about 3 years thru 1865/66, 'Chappel' or H. Chappel from 1865/66 thru 1872/73 & R. Wigzell thereafter thru 1875/76. Turnbull's Register of 1856 lists her then owners as being H. C., & C. S. Wilson, W. Topliff & T. Blain, all of Sunderland. While Christie's Shipping Register of 1858 lists Henry Wilson, Charles Wilson, Caleb S. Wilson, William Topliff & Thomas Blain as her then owners. The Mercantile Navy Lists ('MNL') of 1865, 1870 & 1875 all list Charles Wilson, of High Street, Sunderland, as the vessel's then owner. The vessel was first LR recorded at 339 tons only in 1861/62.
The vessel was briefly owned by 'Spence' of Sunderland. J. Spence, per LR, became the vessel's owner in 1875/76, MNL of 1876 lists John Spence at Olson & Wright, Shipbrokers, of Stockholm, as her then owner. In LR of 1876/77 Mrs. M. Spence is recorded as her owner. With Stephenson serving as the vessel's captain.
In that last year, i.e. 1876/77, J. R. Watson, soon J. R. Watson & Co., of Sunderland, became the vessel's owner, with R. Cooper serving as her captain. MNLs of 1878, 1879 & 1880 all record John R. Watson, of Newcastle, as the then owner of the Sunderland registered vessel. LR of 1882/83 lists no owner or captain name but does indicate that the vessel had become registered in Norway. 104.0 ft. long, signal letters NSVG. The webmaster has seen no references to the vessel after 1882/83. It may well have been renamed. Can you tell us anything about her Norwegian ownership period & maybe advise what finally happened to her? #2272
330/356 (N/G) tons, later 330 tons
The barque, which was launched in Aug. 1847, is Lloyd's Register ('LR') listed from 1848/49 thru 1864/65. It was owned, for that entire period, per LR, by 'Glaholm' of Newcastle for initial service from Newcastle to the Mediterranean, thru 1855/56. The North of England Maritime Register of 1848/49 lists T. Glaholm & Co., of Newcastle, as her then owners. Turnbull's Registers ('TR') of 1855 & 1856 reference J. Glaholm, of Newcastle, which owner name Christie's Shipping Register of 1858 clarifies as meaning James Glaholm. I have previously referenced in this spot T. Glaholm, J. Glaholm & J. Smith of Newcastle & have also read of Sunderland. In 1856/57, the vessel, per LR, served Callao (Lima, Peru) ex Shields, & later served ex Newcastle or Shields to the Mediterranean - except for 1858/59 in which year it served the West Indies ex Newcastle. 101.5 ft. long. Became of 330 tons in 1860/61.
Her captains? Per LR, Smith thru 1852/53, then Campbell - J. Campbell per TR of 1855.
LR of 1864/65 notes that the vessel had been 'Wrecked'. Rather earlier than 1864/65 it would seem! On Jun. 1, 1861, per line 1254 here, the 330 ton barque foundered at Europa Point (southernmost point in Gibraltar), while en route from Sulina (Romania, Black Sea, at the mouth of Sulina branch of the Danube River), to Queenstown, Ireland, with a cargo of maize. Crew of 12 - 2 lost. Then owned by John Glaholm. No crew lists are available. Anything you can add? #2273
330/360 (N/G) tons, later 319 tons
The vessel, a barque launched in Jan. 1847, is Lloyd's Register ('LR') listed in both 1846/47 & 1847/48, then a silence of 8 years, then again LR listed from 1856/57 thru 1861/62. It was owned initially by Dryden of Newcastle, for service from Sunderland to Odessa (Ukraine, Black Sea). LR did not name the vessel's captain under Dryden ownership.
Bill Swift has brilliantly explained the lack of a LR listing from 1848/49 thru 1855/56. On Aug. 31, 1855, per this announcement, a public auction was held at Lloyd's of vessels taken from the Russians as prizes during the Crimean War of Oct. 1853 to Feb. 1856. Nina, surely Ocean of 1847 renamed, was sold at that auction for £1,500. It is not yet clear how the Russians came to own the vessel in the first place. Maybe it was sold to Russian owners in or about 1848 or 1849 or maybe was acquired by them in some other way.
In 1856/57, LR records Ocean as being owned by Thompson of Shields for service from Shields i) to the Mediterranean (in the period of 1856 thru 1858), to Spain (in the period of 1858/1860), to the Black Sea (in 1860/61) & to the Mediterranean (in 1861/62). Turnbull's Register of 1856 lists E. D. Thompson, of South Shields as the vessel's then owner which owner name Christie's Shipping Register of 1858 clarifies as meaning Enoch D. Thompson. Under 'Thompson' ownership, LR reports 3 captains i.e. W. Wilfred (in 1856/57 & 1857/58), W. Rowley (in 1858/59) & W. Harcus (from 1860/61).
LR of 1861/62 notes that the barque had been 'Abandoned'. On Nov. 21, 1861, per line 1466 here, the 319 ton barque was abandoned at sea, while en route from Sulina (Romania, Black Sea) to Queenstown (County Cork, Ireland), with a cargo of grain (corn). The location where she was abandoned is not there noted. Crew of 11 - none lost. Then owned by Enoch D. Thompson. These announcements state that the vessel was rather abandoned on Nov. 20, 1861, at 42N/15W (about 95 miles off the W. coasts of Portugal & Spain). Further that the crew were rescued by Charlotte, a Dutch brig, & landed at Madeira. Captain Harcus & 8 crew members were later landed at Southampton by Celt, a steamship. Can you add anything additional? The circumstances which caused her to be abandoned perhaps? No crew lists are available. #2274
16 Maria and Elizabeth
209 later 196 or 197 tons
A snow. The vessel is listed in Lloyd's Register ('LR') from 1850/51 thru 1857/58, a gap of 16 years, & then again listed from 1874/75 thru 1881/82. In the initial LR period, Maria and Elizabeth was owned, per LR, by Muir & Co. of Sunderland, with 'Carr' serving as the vessel's captain. It would seem that M. (Maria) Muir had owned an earlier vessel of the same name, built in Sunderland in 1834. The North of England Maritime Directory of 1854/55 lists Maria Muir & Thomas Carr, both of Sunderland, as the vessel's owners in Mar. 1854 with Thos. Carr serving as the vessel's captain. Such owner names are confirmed by Turnbull's Shipping Register of 1856. While Christie's Shipping Register of 1858 lists her then owners as being Andrew & Maria Muir, Martin Finlay & Robert S. Newton, all of Sunderland. Under 'Muir' ownership, LR lists the vessel's consistent service to be from Sunderland to 'Pamb'f' or 'Pamb'uf', wherever that place is.
The vessel is fortunately listed in the Mercantile Navy Lists ('MNL') during the period of LR silence. MNLs of 1865 & 1867 both record W. Anderson of Seaham, County Durham, as the then owner of the 197 ton vessel, registered at Sunderland. MNLs of 1868 & 1870 both list John Scott of Seaham as the new owner of the Sunderland registered vessel. When LR coverage of Maria and Elizabeth resumed in 1874/75, J. Scott was reported, thru 1881/82, as being the vessel's owner with no captain's name recorded. It would seem that the owners names as just above noted likely do not properly evidence the vessel's ownership. Turnbull's Shipping Register of 1874 lists John Scott & John Anderson, both of Seaham, as each owning 32 shares in the vessel. MNL of 1880 also lists John Scott of Seaham as her owner.
MNL of 1882 (1881 is not available) lists William Watson, of Seaham Harbour, as her then owner.
86.4 ft. long, signal letters HQVW. Crew lists of many years, 1863 thru 1881, are available here.
LR of 1881/82 notes that the vessel had gone 'Missing'. As per this page, Maria and Elizabeth left Seaham for Southampton, Hampshire, on Nov. 21, 1881, with a cargo of coal, & a crew of 6. Under the command of R. Wilkinson. The vessel was never heard from again after its departure. The vessel is there stated, at the time of her loss, to have been owned by W. Watson of Seaham. Can you tell us anything additional? Or otherwise add to or correct the above text? #2258
260, later 251, later 242, later 254 tons
The snow or brig is listed in Lloyd's Register ('LR') from 1850/51 thru 1869/70 & not thereafter (but now see below). It was owned, thru 1854/55, by Pearson of Sunderland, i.e. by its builder, for service from Sunderland to the Mediterranean, with 'Robson' serving as the vessel's captain. The vessel seems not to be recorded in Marwood's North of England Shipping Register of 1854/55. In 1855/56, per LR, the vessel became owned by Blyth of Sunderland, with W. R. Blyth her captain thru 1857/58. For service from Sunderland to Hamburg, Germany, in those 3 years. The vessel is, however, listed in Turnbull's Register of 1856, owned by T. Stamper & T. C. & T. Potts of Sunderland - owners not LR referenced. While Christie's Shipping Register of 1858 lists her then owners as being Thomas Stamper, Francis Liverseed, Thom. C. & Guy Potts, all of Sunderland. From 1858/59 until part way thru 1861/62, Blyth, per LR, continued to own the vessel but with 'Liverseed' serving as the vessel's captain - for service ex Gloucester. In 1861/62, Richardson, also of Sunderland, became the vessel's owner, for service ex Sunderland, with Liverseed continuing as her captain. Part way thru 1864/65, per LR, J. Smurthwaite of West Hartlepool, became the vessel's owner for service ex Sunderland with Liverseed still continuing as her captain. LR of 1869/70 lists no owner name which suggests that at about that time the vessel may well have been sold. The Mercantile Navy List ('MNL') comes to our rescue! MNL of 1868 lists the vessel as registered at W. Hartlepool & lists Geo. Pyman, of West Hartlepool, as her then owner, while MNL of 1870 lists William George Clark, of Hartlepool, as owner of the now 242 ton vessel. I now see that LRs of 1874/75, thru 1876/77 list W. G. Clark as the vessel's owner. 91.5 ft. long, signal letters HPWJ.
The listing was first created as a result of input received (thanks so much) from Niels Hald-Andersen of Denmark. Niels advises that a brig named Phoenix, of 254/245 tons (gross & net) built at Sunderland in 1849, was acquired in 1874 by H. Rasmussen, of Stubbekoebing, Denmark. And was named or re-named Phønix. In 1879, such vessel was sold to P. Jansen, of Copenhagen with no change of vessel name. 'The crew left the ship in Nov. 1879 in the Eastsea on voyage from Skelleftaa, Sweden, to Grimsby with timber. She was later towed to Kalmar, Sweden & sold inside Sweden and renamed Gottfried. Further data unknown to me'. I cannot tell you what finally happened to the vessel. I did not spot any of the above names in LRs thru 1887/88. Can you tell us anything more? #2276
231, later 214 tons
The snow, which was launched in Jun. 1850, is Lloyd's Register ('LR') listed from 1850/51 thru 1862/63, owned, thru 1860/61 at least, by Scurfield of Sunderland. With 2 captains per LR. i.e. J. Henderson, in 1850/51 & from 1857/58 thru 1862/63, & Williams from 1851/52 thru 1856/57. For initial service ex Sunderland (1850/52) specifically to the Mediterranean in 1851/52 & from Shields to the Mediterranean from 1853/54 thru 1856/57. The vessel would seem to have served ex Sunderland again from 1857/58, to France in 1857/58. Marwood's North of England Maritime Directory of 1854/55 lists Robt. Scurfield, John Lambton & Bryan Scurfield, all of Sunderland, as the vessel's then owners with Jas. Henderson her then captain. As does Turnbull's Register of both 1855 & 1856 (re owners). While Christies Shipping Register of 1858 lists Robert & Bryan Scurfield and John Lambton, all of Sunderland as owning the snow, now of 214 tons only. LR of 1861/62 & 1862/63 both recorded Scurfield as the vessel's owner but struck the name out. It would seem that the vessel was in existence thru 1864 when it was still, per the Mercantile Navy List, registered at Sunderland. Signal letters LPQG. A couple of crew lists seem to be available. This page (scroll to #14795) advises, as I read the words, that the vessel was lost 'per return 31/12/1864'. The date of the report? Or the date of loss? So far, the webmaster has seen no references to exactly what happened to the vessel & when. Can you tell us about it? #2277
304/335, later 302 tons
The vessel, which was launched on Oct. 5, 1850, is Lloyd's Register ('LR') listed from 1851/52 thru 1873/74, owned for her entire lifetime, per LR at least, by Reid & Co. of London. Her initial service looks to have been from Sunderland to the West Indies, however from 1851/52 she served ex London, always to the West Indies except in the period of 1860/63 where no destination is indicated. With just 4 captains per LR. i.e. G. Milne thru 1854/55, J. Spicer from 1855/56 thru 1859/60, 'Dickensn' from 1860/61 thru 1862/63 & J. Scouler from 1863/64 thru 1873/74. Certainly from 1860, the vessel would seem to have become 302 tons only. The Mercantile Navy Lists ('MNL') of 1865 thru 1869 all record Thomas Reid of London as Electra's then owner. While the equivalent lists of 1870 & 1871 rather list Richard May Lean, of Gosport, Hampshire, as the then owner of the London registered vessel. 105.0 ft. long, signal letters NPVF. Crew lists, including one dating from 1871 are available here. I cannot yet tell you what happened to the vessel nor when - a cryptic comment about the matter is here (scroll to #23014) but the writing is unintelligible to me. That said, I think it refers to a sale to foreign interests rather than to the loss of the vessel. Can you help any in that regard or otherwise add anything?
A friend of the site has tried to track the vessel's movements over the years. He notes that the vessel had a number of captains after Scouler, specifically Burgoyne (certainly from May 1869), and Warren & Doherty in 1870. He found a number of references to the vessel being 'leaky' & on one occasion, the vessel was making water, with no food or boats, while en route from Port Maria, Jamaica, to London on Jan. 24, 1870. Having encountered a hurricane, it would seem. The vessel was then making for the Azores & would seem to have made it safely back to London, arriving there on Feb. 25, 1870. She went into the West India Dock until Aug. 1870, presumably to be repaired. This article relates to that particular voyage. In Jan & Feb. 1871 the vessel was advertised for sale. By May of that year & thru to Oct. 1871 at least, the vessel, still named Electra, had become Swedish owned & trading ex Stockholm with a captain named Soderholm. From there the U.K. record seems to be silent. Good progress, none-the-less. Anything to add? #2278
20 Time & Truth
A (3-masted?) barque, 124.0 ft. long, signal letters HCPS. Per 1 (an 1854 voyage with immigrants to Port Adelaide, Australia), 2 & 3 (newspaper reports ex 4 & 5), 6 (Wreck Inquiry reference). The webmaster has a number of Lloyd's Registers available ex Google books - see left. But placing 100% reliance on such Registers may not be advisable. The vessel would seem to have been sunk in Jan. 1863, yet the vessel is Lloyd's Register listed thru 1869/70 with its listing data quite unchanged after 1863/64. Assuming, of course, that the vessel of the name lost in 1863 is this Time & Truth, which assumption looks to be so but is not fully proven to the webmaster's satisfaction at least. See at the bottom of this listing how the vessel was recorded in the Merchant Navy List. The vessel was built at Sunderland, by W. H. Pearson, for 'Mitcheson' of London (note that Byers, of Sunderland, built a ship for Mitcheson, the Fanny Mitcheson). Intended for voyages to India. Justin Bartlett ('Justin'), of Brisbane, Australia, advises (thanks!) that Mitcheson likely means the partnership of Joseph John Mitcheson, Robert William Mitcheson & William Mitcheson, of Garford Street, Limehouse, Middlesex, (& maybe also of Sheffield) which partnership i) operated as 'J. Mitcheson & Sons', anchor smiths, ironmongers, ship chandlers & ship owners & ii) was dissolved in Mar. 1858. Anyway, the vessel's maiden voyage was ex Liverpool via Plymouth, Devon, which it left on Sep. 17, 1852 for Geelong, near Melbourne, Victoria, Australia, James Dodds in command, carrying 281 immigrants. It arrived at Geelong on Jan. 5, 1853. On one voyage to Australia, the vessel was, I am advised, quarantined at Port Nepean, Melbourne, due to whooping cough. In the 1860/61 edition of Lloyd's, the owner became stated to be A. Brown, likely of Liverpool since the vessel was registered there. However, Justin advises that he understands that the vessel was sold to Australian owners in 1860. The vessel was likely mostly engaged in the shipment of coal. For example, in late Oct. 1862, the vessel arrived at Port Chalmers, Dunedin, South Island, New Zealand, with a cargo of 700 tons of coal ex Newcastle, New South Wales, & also with four houses & 8 cabin passengers. On Dec. 25, 1862, the vessel, then owned by 'Monroe', left Williamstown, Melbourne, for Bluff, southern tip of South Island, New Zealand. The vessel, commanded by Captain Slater, carried 2,613 sheep & two passengers - Mr. & Mrs. Darton. The vessel made swift passage & arrived off the entrance to Bluff Harbour at 2:30 a.m. on Jan. 4, 1863. The vessel stood by, awaiting a pilot, intending to enter the harbour at 6:00 a.m. when the tide was slack. The weather turned bad - wind from the SW which rapidly became a heavy gale. It would seem that the Captain had a choice. He could have run to the east, likely with the loss of the sheep, or attempt to enter the port. He chose the latter. A pilot vessel approached but as the pilot was boarding Time & Truth, the vessel struck a rock a few yards off Stirling Point. The vessel was freed & the damage was initially thought to be minor. But the vessel took on water rapidly & it heeled over. Captain Thompson (or Thomson), the harbour master, came aboard with 20 men, & an attempt was made to tow the vessel & ground it in a safe place. The ship's pumps were manned for many hours. Aphrasia, a steamer, took off the crew & the two passengers & 450 (or 459) of the sheep, all the other sheep being drowned. By 1:00 p.m. that day, the vessel had sunk in 5 fathoms of water. The vessel later lost her main & mizzen masts in the heavy seas & broke up. The wreck had to be removed being a danger to shipping. The vessel was insured, but likely not the sheep. An inquiry was held into the sinking & the master was not, I read, held to be at fault. Additional data or corrections to the above would be welcomed. The Wreck Inquiry report, perhaps? Which may prove the identity of the ship. It would be good also to to be able to read, in its entirety, 'The Barque Time and Truth', an article written for a Cornish newsletter by A. T. Thomas. Which was referenced at a long gone website. Alas, many of the links that used to be referenced above & were the sources of much of the data no longer exist. A few more words re the vessel. The Mercantile Navy List ('MNL') seems to list only one vessel of the name - with Official Number 387. MNLs of 1865, 1870 & 1880 all list John Munro of Melbourne, Australia, as the then owner of the 537 ton vessel, which vessel would seem not to have then existed. Help!
21 Prima Donna
Probably a brig. The detail vessel listings throughout this site typically end by asking site visitors if they have additional information. In this case I commence with such a request, to help prove that this ship truly existed in the first place. What the webmaster seeks is i) the 'Corder' pages re the shipbuilder 'Pearson' & ii) any newspaper reports which document a launch by Pearson in Mar. 1854.
There were, the webmaster believes, two vessels named Prima Donna built at Sunderland in the early 1850s. On Mar. 24, 1853, John Smith launched a 136 ton brig of the name. The vessel is well documented & you can read all about it here. A second vessel of the name was launched a year later, in 1854, by Pearson. Also of 136 tons, also in the month of March. Similarities, surely in the basic detail re both vessels.
Now lists of vessels built at Sunderland were compiled by John Oliver (thanks John!) from the historical records at Sunderland. John's records include both vessels, one in 1853 & the other in 1854. The webmaster also has a list of all of the vessels built at Sunderland, a very large 'Excel' file - of unknown origin I should indicate - which list has, however, proven itself over the years to be amazingly accurate. It too lists both vessels. Yet a Sunderland 1854 build list in the 1855 Turnbull's Register does not reference the Pearson vessel. While Lloyd's Register ('LR') never references it at all nor, it would seem, does the Mercantile Navy List (MNL).
It is the webmaster's belief that it was not in the 1854 build list because that list was only of ships that had been registered at Sunderland. He further believes that the lack of LR & MNL references to the vessel was caused by the vessel having been sold 'foreign'.
One more fact. MNL does reference a vessel of the name which may relate - Prima Donna of Official Number 40213. Here (scroll to #40213). The vessel would seem to have been sold 'foreign' but the data is confusing indeed with its 1853 registration date & its reference to Australia (the Smith vessel). In 1860, 1861 & 1862, such vessel was registered at Singapore. Help is needed! And will be gratefully received. #2260
A barque. 119.0 ft. long. The vessel was built in Sunderland in 1857 & owned by Thomas J. Reay, James Lancaster, Stephen W. Rackley & John Smurthwaite, (as per Christie's Shipping Register of 1858), all of Sunderland, sailing ex Sunderland with Aden as its intended destination. No later change of ownership it would appear. In the next few years it sailed ex Bristol & Sunderland to the Mediterranean & ex Cardiff to South America. Lloyd's Register of 1863/64 advises that the vessel had been lost. In a report dated at Penzance on Nov. 12, 1863, a vessel named Adrien, en route from Newport, Wales, to Rochefort (near La Rochelle, France, I presume) was wrecked near Gurnard's Head, a prominent headland on the N. coast of the Penwith peninsula of Cornwall, W. of St. Ives. Only one crew member was saved. The vessel broke to pieces. The circumstances of its loss? But was that the correct Adrien? I have my doubts. This newspaper cutting provides greater detail & tells us that the Adrien which was so lost was a French lugger rather than an English barque. It would seem that we still need to find out what happened to 'our' Adrien & when. Can you add anything?
378 (later 379 & 391 tons)
A barque. Per 1 (1898 wreck). 120.0 ft. long, signal letters LVPH. I have read that this vessel was registered at Shields, in 1857, in the name of John Dale of North Shields. In 1864/65 the owner became S. Dale rather than J. Dale, clearly Shallett Dale, of London, registered at Shields as per this 1870 Mercantile Navy List ('MNL') page. In 1876/77 the vessel was sold to George Robertson, of North Shields. It would seem that George Robertson soon moved north since in 1880/81 the vessel was registered at Kirkwall, Orkney, as is confirmed by this 1880 MNL page. In 1882/83, the vessel was sold again, to O. Lamberg, of Ystad, Sweden, & renamed Gripen (Griffin in Swedish). In 1887/88 the vessel became owned by C. A. Grönvall, also of Ystad. And in the last Lloyd's Register edition available to the webmaster, that of 1889/90, the owner had become L. D. Kemnær, again of Ystad. On Sep. 24, 1898, Gripen, then owned by A. J. Rundgvist, also of Ystad, was en route from Hernösand, Sweden, to West Hartlepool, with a cargo of pit props. Captain B. Johnsson was in command. The vessel came ashore opposite Denbeath Colliery, Buckhaven, near Methil, Firth of Forth, Scotland. At or about N56.10.50/W3.1.1. The entire crew was saved but the vessel was a total wreck. Can you add anything?
24 Harvest Queen
374 (later 380) tons
A wooden barque. 118.2 ft. long, signal letters HDBM. The vessel was built by W. H. Pearson, at Pallion, for J. & R. Hopper of Sunderland. Though in 1870 John Hopper, of Sunderland, was recorded as the vessel's owner. Intended for service to the Black Sea. The vessel stayed in the ownership of J. & R. Hopper, later J. Hopper & Co., always of Sunderland, for many years, i.e. thru 1882/83, sailing to the Mediterranean ex Sunderland & also ex Cardiff. In 1880, John Hopper was still the vessel's managing owner. The 1883/84 edition of Lloyd's Register indicates that the vessel had been sold to Norwegian owners, but did not name the new owners. Some two years after the above text was written, I have stumbled upon the answer. The vessel, renamed Isploven, was Lloyd's Register ('LR') recorded from 1885/86 thru 1889/90, owned for that period by 'AktieSelskabet Ipsilen' of Kragero (Kragerø), Norway. The 1886/87 edition of LR references additionally J. Ælesen, while the 1888/89 edition references J. Olsen. The vessel is not listed in LR of 1890/91. I am still unable to tell you what finally happened to the vessel. Anything to add? I still need help.
We have a further major mystery re this vessel. David Watts advises that he has read, in a most credible source that I prefer not to name, that Harvest Queen, a barque built by Pearson at Pallion in 1865, foundered off the Old Head of Kinsale, County Cork, Ireland, on Jan. 30, 1867. At 51.36.30N/ 08.31.30W. The vessel was stated to be en route from Swansea, Wales, to Baltimore, U.S.A., with a cargo of coal, under the command of Captain Matthews & with a crew of 12 - only one of whom survived. The vessel was a total wreck. I gather that the sole survivor was found clinging to a spar, was saved by Henry of Limerick & landed at Queenstown. But I read also that the loss was rather on Jan. 5, 1867. These U.K. Government Reports (1 & 2) did not report a specific date in Jan. 1867 nor report her cargo. Clearly the data that I recorded above & this latest data are in conflict. Can anyone unravel this interesting mystery?
It is now my belief that there is no conflict. And that the words in the book that David Watts read are simply in error when they identify the vessel as being built by Pearson in 1865. The barque Harvest Queen which foundered off the Head of Kinsale in 1867 was an American & not a Sunderland vessel. It foundered on Jan. 5, 1867. As per these contemporary newspaper articles. Hopefully in due course we will have confirmation of such identification via U.S. sources.
later 313/324 tons
A wooden barque. Built, per Lloyd's Register ('LR') of 1881/82 & later, by W. H. Pearson jr. Ilva, which was launched on Sep. 20, 1865, is LR listed from 1865/66 thru 1883/84 at least. Per LR, it was initially owned by Fairley Bros. of Sunderland, for service from Sunderland to the Mediterranean. With 'Darke', per LR, serving as the vessel's captain. The Mercantile Navy List of 1866 clarifies the owner's name - it records Joseph Fairley of Sunderland as her then owner.
It would seem that the vessel's early service must have included service to South Africa. On Aug. 16, 1866 (1 & 2), Ilva was at Port Elizabeth, Algoa Bay, (now Gqeberha - about 480 miles E. of Cape Town), South Africa, loading wool for transport to London. Winds blew from the SE & increased throughout the day. At about 5 p.m., Ilva's anchor parted & the vessel began to drift. An offer of assistance was declined. Two other anchors were let go as the day advanced but they too parted. Soon after midnight, i.e. early on Aug. 17, 1866, Ilva raised sail but the wind had by then lulled & the vessel drifted onto sharp rocks where she became bilged (bottom badly damaged I presume). Her cargo of 600 bales of wool was unshipped. On Sep. 13, 1866 it was reported that the vessel had been sold & later got off. On Sep. 24, 1866 it was reported that she would likely become a total wreck. Whatever ... she must have successfully been got off & repaired because she survived for another 19 years.
Her new owner, per LRs of 1866/67 thru 1871/72 was Farmer & Co., of Port Elizabeth. Then W. Anderson, of Cape Town, from 1871/72 thru 1873/74. Such data may prove not to have been so. MNLs of 1867 & 1868 rather record W. M. Maynard of Port Elizabeth to be Ilva's new owner, while MNLs of 1869 thru 1872 (1870) record W. J. Anderson of Cape Town.
Her captains? LR records R. Christie as being the vessel's captain from 1866/67 thru 1871/72 & W. Bliss from 1871/72 thru 1873/74. The webmaster has, however, read that P. A. Scheel, a name not LR referenced, was her captain re a voyage from Port Elizabeth to Boston, U.S.A., on Sep. 12, 1868 with a cargo of wool & goat-skins valued at £13,065.
In 1873/74, per LR, the vessel became registered at Dundee, Scotland, & owned by W. Cook & Co. For service ex Dublin, Ireland initially. Per MNLs of 1874 thru 1884 (1880), William Cook who resided at London. The names of her captains during the period of 'Cook' ownership is a confusing matter. It would seem that D. Clark was her captain from 1873/74 thru early 1877, then 'Martin' thru 1880/81, G. Brown from 1880/81 thru 1881/82, A. Keddy from 1881/82 thru 1883/84 & W. Reddy for a portion of 1883/84.
Some operational history. i) On Feb. 1, 1867, Ilva was loading at East London, South Africa, with wool & other produce for London. ii) On Jan. 31, 1877, en route from Cadiz, Spain, to Montevideo, Uruguay, 'Clark', Ilva's captain, in a state of drunkenness, shot a boy & fired at the ship's mate & others. He jumped overboard & drowned when crew members tried to control him. iii) On Feb. 11/12, 1880, Ilva arrived at Plymouth, Devon, with a cargo of logwood ex Cape Hayti (Haiti).
112.3 ft. long, from 1882/83 112.1 ft., signal letters initially HFCV, but WPCB after being ashore & thought to have been wrecked in 1865. A great many crew lists are available here.
What finally happened to the vessel? I read (here) that on Feb. 1, 1884 Ilva left Liverpool for Pernambuco, Brazil, with Captain Reddie in command & a crew of 14. The vessel was never heard from again. A seaman's chest belonging to Captain Reddie came ashore at Barloces Bay (??) on the SW coast of Scotland. It seems likely that the vessel had succumbed in a terrific gale & may well have been driven ashore. Is there anything you can add to (or correct) in the above account. #2400
250 (or 264 or 265) tons
A wooden brig, which was launched in Oct. 1866 & first registered, at Sunderland, on Dec. 31, 1866 (scroll to #54897). The vessel is Lloyd's Register ('LR') listed, as a 'snow', a type of brig, from 1866/67 thru 1875/76 (many of such listings are visible at left). Per 1 (Board of Trade inquiry into 1876 grounding & loss, ex 'Accounts and Papers', published 1876, a 'Google' book), 2 (awards re the 1876 grounding also ex 'Accounts and Papers'). 104.7 ft. long, signal letters HMVQ, LR listed at 250 tons, but at 265 tons in 1875/76.
The vessel was initially owned per LR by 'Fairley B', which means, per the Mercantile Navy Lists ('MNL') of 1867 & 1868, Robert Fairley, of Sunderland - for intended voyages to the Cape of Good Hope ('CGH'), South Africa. With J. Dark LR stated to be her captain. The 1867/68 edition of LR references the sale of the vessel to J. (John) Morgan, of Sunderland. I note that MNLs of 1869 thru 1876 (1875) all list John Morgan as the vessel's owner. And that Turnbull's Register of 1874 lists John Morgan as the vessel's then sole owner. During the period of 'Morgan' ownership, 'Darke', per LR, served as the vessel's captain thru 1869/70, J. Goodwin thru 1871/72 & then W. Hildebrandt. The vessel, per LR, served CGH thru 1868/69 & thereafter, thru 1873/74, served the Mediterranean trade.
On Jan. 11, 1876, Cydonia, still owned by John Morgan of Sunderland, the vessel left North Shields, with 450 tons of coal, bound for St. Louis (Saint Louis, Guadalupe, West Indies perhaps), with a crew of 8 all told. With William H. (Henry) Hildebrandt ('Hildebrandt') in command. Soon after 5 a.m. on Jan. 14, 1876, a bright light was seen on the starboard bow. The Court concluded that that light was the North Hinder Bank (a shoal in the North Sea, between Antwerp, Belgium, & the mouth of the Thames) while Hildebrandt, expecting the Galloper Light Vessel (E. of Felixstowe, Suffolk, & Clacton-on-Sea, Essex, about 50 km. offshore), thought it was in fact a fishing smack. The conditions were hazy, though there was visibility of several miles. At 10 a.m. on the 14th, the vessel struck heavily on a shoal off the French coast near Dunkirk. The seas swept over the stranded vessel, destroyed the jolly boat & washed away the longboat containing Hildebrandt & 3 crew members, presumably preparing to abandon ship. The 4 were unable to regain the ship since there were no 'thowl pins', i.e. rowlocks, in the boat, & in the afternoon the 4 were found by a fishing smack & taken into Dunkirk. The mate, Mr. Taylor, aloft, hurt, & looking for help, slipped & fell to his death into the sea. The remainder of the crew were later rescued by a steam tug. No positional soundings were taken after noon on the 12th & at the important times Hildebrandt was not on deck - rather he was below decks and, while capable of carrying out his duties, also was 'not quite sober'. The Court concluded that the vessel & one life was lost by careless & inattentive navigation & suspended Hildebrandt's certificate for a one year period.
Any visitor who clicks on the first link above, can read the report from which the above was condensed. The rescue sounds to be, shall we say 'routine'. Another report in the same volume, also linked above, paints a very different picture. The weather was clearly very bad & the survivors clung in the masts high above the heavy seas. From such report & also from a contemporary newspaper article from Dunkirk kindly provided by Ian Clarke, we get a clear picture of what happened. Cydonia sank on shoals located about 8 to 10 miles NE of Dunkirk, likely the Outer Ratel or Small Banks. The smack which rescued the Master & 3 crewmen was Miroir de Justice. Dunkirk fishing boat Aigle, Lavie her captain, was near Cydonia on Jan. 14, 1876, but could not get near the wreck. After repeated attempts, however, a rope was thrown to one crewman, who having jumped into the water, grabbed the rope & was pulled to safety. The tug which saved the final two crew members was Marine, Charet in command, which went out to the wreck site very early on Jan. 15, 1876 with Aigle's Lavie aboard. Marine launched its boat & saved the final two with lines. The rescue took place over 2 days & no less than 19 rewards were granted for the saving of life, including 2 gold watches worth £25 each, then a considerable sum of money - to the masters of Aigle & Marine. Can you add anything?
A barque. The vessel is Lloyd's Register ('LR') listed from 1866/67 thru 1876/77, listed even though the vessel would appear to have never been U.K. registered. It was, per LR, initially owned & captained by 'L'chamim' of Syra, Greece, for service ex Sunderland. In 1867/68, 'Cochamani', also of Syra, became the vessel's owner & captain, for service from Shields to the Mediterranean (thru 1870/71) & from Gloucester to the Mediterranean (from 1870/71 thru 1873/74). LR of 1870/71 reports that the vessel had been renamed Athina. LR of 1876/77 recorded data re Athina but struck it through. The vessel is not recorded in LR of 1877/78. 109.6 ft. long. Is it possible that you can tell us why the 1876/77 data was struck out. It is likely that the strike out was because the vessel had been lost, but there might have been another reason. What definitively happened to the vessel & when? I cannot today answer that question.
What follows is almost certainly unrelated but I note it regardless. Firstly 'Welsh Newspapers Online' reported that a barque named Thalia had signalled at The Lizard, passing westbound on Aug. 3, 1877. Secondly, I read that a barque named Thalia was abandoned at sea on Nov. 18, 1878. A Court of Inquiry into the loss was held at Valparaiso, Chile on Dec. 20, 1878. It was determined that the loss 'was due to dereliction of duty on the part of the second mate'. His certificate was suspended for a three month period. As per this summation of the Court of Inquiry. Wrong vessel name. About the correct period maybe. Could it be that Athina had been named Thalia for a second time? I can spot nothing in LR that would support that supposition.
I need help re this vessel. Do you have any additional knowledge? If so, do consider advising the webmaster for inclusion of your data here. #2255
299 later 284 tons
A snow or brig, which from 1870/71 became Lloyd's Register ('LR') listed as a barque. The vessel, which was first registered, at Sunderland, on Oct. 4, 1867 (scroll to #58092), is LR listed from 1868/69 thru 1872/73 only. Owned by J. Cole of Blyth for service from Blyth to the Mediterranean. However, the Mercantile Navy List ('MNL') of 1868 lists James Ayr of Sunderland, as the vessel's then owner. My understanding is that James Ayr perhaps James Ayre ('Ayre'), was the vessel's initial owner. I say that because in Sep. 2021, a (perhaps a draft) agreement dated Aug. 31, 1967 re a Pearson vessel in course of construction (became Clematis) for Ayre, was sold via e-Bay. MNLs of 1869 thru 1872 (1870) list John Cole of Blyth as the owner of the 299 ton (in 1869) & 284 ton (thereafter) North Shields registered vessel. LR lists J. Billamy as always the vessel's captain. 110.3 ft. long.
LR of 1872/73 states 'Wrecked'. On Aug. 16, 1872, per line 2544 here, the 284 ton vessel, said to be a brig, was stranded at Cape Kays (where is it, I wonder?), while en route from Cardiff to Lisbon, Portugal, with a cargo of (530 tons of) coal. Crew of 10 - none lost. It would seem that 'Gibb' was in command when the vessel left Cardiff on Jul. 29, 1872. Then owned by John Cole. Per this 'Welsh Newspapers Online' news report (thanks!), Clematis went ashore at Cape Rago, & became a total loss. Cape Rago is likely on the coast of Portugal, but the webmaster cannot pinpoint the exact location of that place either! Assistance to Clematis was provided by Estaphania, a Portuguese corvette. Crew lists are available here. Anything you can add? #2254
349 later 349/358
A barque. The vessel, which was completed in May 1867 & first registered, at Newcastle, on Jun. 18, 1867 (scroll to #56058), is, it would seem, Lloyd's Register ('LR') listed from 1867/68 thru 1887/88. It was owned, thru 1875/76, by White & Co., of Newcastle, with 'Turnbull', 'D. Bertie', & 'J. Turnbull' serving as her captains. For service from Sunderland to the Mediterranean thru 1870/71, then thru 1873/74 for service from Newcastle to South America. The Mercantile Navy List ('MNL') of 1870, however, lists John Turnbull, of Newcastle, presumably the Turnbull who served as her captain, as her then owner. In 1876/77, LR notes two ownership changes. First to Bell & Dunn of Newcastle with D. Beaton her captain. And then to J. Isles of Dundee, Scotland, who owned the vessel for the rest of its lifetime. With J. Isles serving as her captain throughout. MNL of 1880 confirms such ownership listing John Isles of Dundee as her then owner. LR lists the vessel always as a barque except for the years from 1879/80 thru 1882/83 where the vessel is stated to be a brig, possibly in error.
In Sep. 1878, the vessel was owned by John & James Isles, with John Isles being the managing owner & James Isles being her captain. On Sep. 4, 1878, the vessel left Algoa Bay, South Africa, for London with a 300 ton cargo mainly of wool & a crew of 11 all told. On Nov. 25, 1878, the vessel was near Beachy Head & the Royal Sovereign Shoal Lightship, & they took aboard one Charles Pearson, a Walmer boatman who was engaged to pilot the vessel as far as Dungeness. There, it was intended, a Trinity House pilot would take over. The captain, it would seem, had been on deck for 50 hours & needed rest. To cut a long story short, the vessel ran aground on the French coast, 2 or 3 miles S. of Cape Grisnez. The Court of Inquiry was quite scathing in its condemnation of Pearson, describing him as an utterly incompetent person without the skills or experience to be given such a role. It would seem that the Cape Grisnez light, one of the most brilliant lights in the Channel, with a revolving white light, was confused with the Dungeness Light, who had two continuous lights, an upper & a lower. The Grisnez light was taken to be the Dungeness Light. The vessel was stranded for 6 or 7 hours, floated off with the rising tide, & made for the English coast where it landed Pearson at Deal. A tug was engaged to then tow the vessel to London, which was reached on Nov. 28, 1878. With considerable damage as a result of the grounding, the vessel was placed in dry dock & repaired. The Court concluded that they had no power to punish Pearson, but determined that Fleetwing's captain was not justified, amongst other matters, in giving control of the vessel to a person whose qualifications he did not know. The captain's certificate was suspended for a 6 month period. All as per the Court of Inquiry Report which you can read here. In summary form here.
The vessel continued in service until being 'Condemned' as per LR of 1887/88. 124.4 ft. long, signal letters LKRN. Crew lists from 1868 thru 1887 exist at Memorial University in Newfoundland, Canada. Is there anything you can add? #2253
30 Caterina Sevastopulo
A wooden barque. 113.2 ft. long. The vessel, which is Lloyd's Register ('LR') listed from 1872/73 thru 1885/86 only was, per LR, always owned by 'Sevastopulo' of 'Syria' thru 1881/82 & of 'Syra' from 1882/83. Syra (or Syros or Siros), is a Greek Island located in the Cyclades, SE of Athens, Greece). B. Metaxa was, per LR, always the captain of the vessel whose service was consistently stated to be from Sunderland to the Mediterranean. That is all that I know about the vessel at this moment. Need help. Can anybody tell us more? And advise what finally happened to the vessel & when. #2261
A small shipbuilder indeed. He would seem to have built just 3 vessels in the years of 1838 & 1839.
A snow or brig. Arrow, which was launched in Apl. 1839, is Lloyd's Register ('LR') listed from 1840/41 thru 1852/53 only. It was, per LR, always owned by members of the 'Penman' family of Sunderland, J. Penman thru 1847/48 & I. Penman from 1848/49. With, per LR, just two captains. 'Thirkell' thru to 1847/48 & 'Hall' (J. Hall from 1850/51) thereafter. The vessel's service? Per LR the vessel served from Sunderland to London consistently thru 1849/50 & served as a Sunderland coaster or collier thereafter. Arrow is listed in the North of England Maritime Directory of 1848-9, in Apl. 1848 registered at Sunderland & owned by T. Penman of Bishopwearmouth, Sunderland.
A little operational history. On Oct. 7, 1850 (in red), in a report from Yarmouth, Norfolk, on Oct. 10, 1850, the vessel, Hall in command, suffered much damage & lost one man overboard when off Flamborough Head, Yorkshire, during a gale. The vessel was en route from Sunderland to Portsmouth at the time. The vessel was assisted into Yarmouth, Norfolk, making water. On Nov. 25, 1850, it was reported from Portsmouth that a gale had caused the parting of an anchor & some chain, when she was lying at Spithead (approaches to Portsmouth in the Solent).
What finally happened to the vessel? On Dec. 15, 1852, per line 2159 here, Arrow, incorrectly identified as being of 212 tons & built at Stockton in 1840, while en route from Sunderland to Southampton with a cargo of coal, stranded on 'Horn Sand'. Crew of 9 none lost. Stated to be then owned by Isabella Penman. This page, which properly identifies the vessel, tells us that she drove onto Horse Sand, Spithead, on Dec. 15, 1852 due to stress of weather. And adds that 'Hall' was then her master. This Lloyd's List report, dated Portsmouth, Dec. 15, 1852, tells us that in coming in at St. Helen's, Isle of Wight, during the morning of Dec. 15, 1852, Arrow struck heavily several times on Horse Sand and filled. It confirms 'Hall' as being the vessel's then master, notes that the crew had been saved & states 'is feared will become a wreck'.
Horse Sands are located in the approaches to Portsmouth, in the eastern Solent, about 5 km. off shore. They are perhaps best noted for Horse Sand Fort (1 & 2), a massive sea fort built atop the sands between 1865 & 1880, to defend against the threat of a seaborne invasion by France. One of 4 such forts, the biggest. In 2021 the fort was sold to an unnamed buyer for £715,000. The fort, & other such forts also, has since been turned into a luxury hotel.
Is there anything you can add? #2481
I know nothing about W. Petrie, alas. He built, I read, 47 vessels in the years of 1837 thru 1857.
Hopefully the first 'Petrie' vessel to be detail listed will soon be recorded below.
1 Saxon Maid
A barque, built in Apl. 1851, that had a very short life. It is Lloyd's Register listed in 1851/52 only, owned by Bradley & Co. of Sunderland, with W. Potts serving as her captain, for service from Sunderland to Aden.
I have read that on Apl. 19, 1851, Saxon Maid left Sunderland, Potts in command, for Aden.
Per line 928 on this page, the 345 ton barque, noted to then be owned by Taylor Potts & with a crew of 12, was lost on Aug. 1, 1851 off Juan de Nova, an island off the W. coast of Madagascar in the Indian Ocean. No routing or cargo data is provided in the loss listing. I gather that the crew made it somehow to Mozambique, on the African mainland to the west. Can you tell us more about the circumstances of the vessel's loss? #2419
A snow or brig. The vessel, which was launched in Aug. 1853, is Lloyd's Register ('LR') listed, registered at Sunderland, from 1854/55 thru 1862/63, owned throughout that entire period, per LR, by 'Lumsdn &' Co. of Sunderland. For service from Sunderland to the Mediterranean - with G. Innes always noted to be her captain. This launch announcement advises us that Messrs. E. Lumsden and Sons were iron merchants & that the vessel, launched in late Aug. 1853, was intended for the Mediterranean trade. Turnbull's Shipping Register ('TR') of 1855 lists E. Lumsdon & Sons (with an 'o') as the vessel's then owner with J. Lilley her then captain. TR of 1856, however, rather lists J. Downey of Newbiggin (Northumberland), H. Darling of Backworth (N. Tyneside) & T. Armstrong of Crofton (W. Yorkshire). Which owner names, Christie's Shipping Register of 1858 clarifies as meaning John Downey, Henry Darling & Thomas Armstrong.
Data about what finally happened to the vessel has not yet come to hand. This page (scroll to #23628) refers to an advice dated Dec. 12, 1864 (as I read the handwriting) that the vessel had foundered. Can you tell us what did happen to her & when? #2317
First a few images. Hover your mouse over each thumbnail to read the subject matter.
Really little more than a name today. I have added the name because of learning of Pak Wan, a vessel that he constructed in 1863, now listed below.
Bridge Dockyard in 1856
It would seem that George Peverall had a shipyard on the north bank of River Wear a little to the west of the road bridge, the only bridge there in his day. At an area called Wreath Quay. And that his facility, perhaps named 'Bridge Graving Yard' or 'Bridge Dock or Dockyard' was later (1880) taken over by Robert Thompson & Sons after being idle for some years.
For that valuable information I thank Stan Mapstone: Whose links no longer work, alas. This may relate, however.
And I thank him also for these interesting words, which I may need to soon move to the Robert Thompson & Sons section of this site:
In 1880 the Bridge Dockyard, which apparently had been idle for some years, was taken over by Robert Thompson & Sons, and from it came some spectacular broadside launches, used because the narrowness of the site precluded the ships from being launched in the normal way. There is a photograph of one of these launches in 'Where Ships Are Born'.
That photograph can now be seen on page 92.
Now that location of Wreath Quay is a puzzle to the webmaster. Elsewhere on this site is a section of an 1897 map which show the river & staiths west of the bridges. Visible here. And at that time Wreath Quay would seem to be quite a distance to the west of Bridge Dock. It is possible however that the term Wreath Quay was applied earlier to quite a long stretch of the north bank.
Peter Kirsopp advises (thank you Peter):-
George Peverall was born at Durham City in 1825 & later married Louisa Cornwell also from Durham. The couple had 9 sons & a single daughter born in a number of places in the general Sunderland area i.e. at Newcastle, South Shields, Gateshead & Bishopwearmouth. He was apprenticed to a printer but by 1851 he was 'a prosperous ship and insurance broker at Olive St., Bishop Wearmouth.' In 1861, he was indeed a shipbuilder, employing 20 men & boys, and George Peverall, one of his sons, was his clerk. In 1871 he is listed as being at Nelson Street as a ship broker again & his second son John (described as an iron ship draughtsman) was living with him. By 1881, the whole family had moved to London with employments all unrelated to shipbuilding. Peter Kirsopp further advises - 'Olive St. is behind the bus station, Nelson St. was where Nelson Close is now, SE corner of Mowbray Park.' And that Davison was 'John Davison, shipbuilder at Wreath Quay which the 1858 Directory says extended from the bridge to Low Southwick.'. It would seem that the earlier data in this paragraph came originally from Peter Brownlee, whom we also thank. See the first Annie Archbell link below.
Peter Kirsopp has additionally provided some names of a few 'Peverall' built ships ex Lloyds Register - hopefully a declining list as vessels are detail listed below:-
Belle a composite barque of 267 tons for Bowman & Co., Sunderland, 1863
Jane a barque of 265 tons for Brodie, London, 1861
Negress a barque of 242 tons for Lucas Bros, Bristol, 1860
Ibis a barque of 248 tons for Lucas & Co, Bristol, 1861
Echo a barque of 256 tons for W. Langton, London, 1859
Princess Clothilde a barque of 368 tons for Williamson, Leith, 1859
Fitzroy a composite barque of 572 tons for Adamson, London, 1863
Oriental Queen a composite ship of 898 tons for Adamson, London, 1864
It would seem that the 'Peverall' shipbuilding enterprise would therefore have come to an end before 1871? Was John Davison in business for himself, perhaps before or after any association with George Peverall?
Heather Davison has advised (thanks Heather!) that John Davison (let's call him 'JohnD' for clarity) was a partner in Davison and Stokoe shipbuilders - it is believed after Peverall and Davison came to an end. JohnD was a brother to Joseph Fenwick Davison ('JosephFD'), a brass foundryman & Heather's great grandfather. Their (JohnD & JosephFD's) father was also named Joseph Fenwick Davison & his father - John Havelock Davison - was a master mariner in his day. JosephFD & his father moved from Bishopwearmouth to Northampton in or around 1915.
Can anybody provide any more data!
A fully rigged cargo ship which carried some passengers also. Per 1 (Lloyd's Register ('LR') data etc.), 2 (1861 arrival at Sydney, Australia), 3 (1862 voyage to Sydney), 4 (sinking in 1867, a May 31, 2010 message by 'BumbleB'), 5 (1867 report re loss, 75% down). The vessel is not listed at Miramar. 155.0 ft. long. Built for Brodie & Co., John Brodie, of Trinity Square, London, likely the managing owner, & registered at London. Link 1 advises that the vessel 'started her career by taking government stores to India, but later transferred to the London-Sydney route, and finally the London-China route. Lost in 1867. Maybe named after the wife of James Archbell, of Wapping, London, listed in the 1861 census as being a ship owner. But the Archbell relationship with Brodie (who may have originated in Portsoy, Scotland), is unclear. Would seem to have carried 'stores' to India in Sep. 1860, likely to Bengal. Carried a crew of 26 & 9 passengers in a voyage ex London that arrived at Sydney, New South Wales ('NSW'), Australia, on Nov. 15, 1861. And 24 crew & 6 passengers on a similar voyage that arrived there on Oct. 30, 1862. It returned to London with a full cargo, leaving Sydney on Jan. 19, 1863. The vessel arrived again at Sydney in Sep. 1866 & left for Apia (Navigators' Islands, now Samoa), South Pacific, on Oct. 11, 1866, Captain Blacklock in command. 4 advises that the vessel was lost on Terschelling Bank, (West Frisian Islands in the North Sea, N. of Harlingen, Netherlands) on Apl. 13, 1867, with a loss of 4 lives, the remaining 14 crew being saved by Terschelling Pilot Boat #7. And adds that according to the 'Schager Courant' of Aug. 8, 1867, the skipper of the pilot boat received £19, another crew member received £6 & the remaining 4 members of the crew received £3 each from HM the Queen for their services. But see 2nd image, at left. It would seem that the crew was 25 in number, with the Captain & 6 crew still aboard on Apl. 13, 1867 & presumably later saved. Heavy seas at the time. The vessel was en route from Apia, Navigators' Islands, now Samoa, South Pacific Ocean, to Hamburg, Germany, chartered by 'Messrs Willis, Merry and Co.', of Sydney, with a cargo of guano. Additional detail concerning her loss is at the images at left. Her Master, for later voyages Blacklock, mostly was 'Morrice' I read, but the name differs from the data at the links above. I would be surprised, however, if LR & the Australian newspapers had the name wrong so many times. The vessel's loss on Apl. 13, 1867 is listed here also (at line 15) with slightly different data i.e. a crew of 23 & only one life lost. Keith Case, of the U.K., advises (thanks Keith!) that 'Morrice' was almost certainly Keith's GG grandfather, David Morrice, born in Jamaica in 1818 but from an Aberdeen seafaring family. He became Master of Pampero (ON 56597, built at Aberdeen in 1867) in 1868 & made two voyages in her. The second was to New Zealand & on to Shanghai. On Aug. 30, 1869, he sailed from Newcastle, NSW, Australia, for Shanghai & was never seen again. Anything you can add?
A fully rigged ship which was launched on Dec. 2, 1861 & first registered, at Sunderland, on Dec. 19, 1861 (scroll to #43756). It was surely soon re-registered at London. Per 1 ('TheShipsList' page re Gresham, 1869). The vessel is Lloyd's Register ('LR') listed from 1861/62 thru 1871/72, owned by Teighe & Co., of London, with L. Brayley her captain, thru that entire period. Brayley (Lewis C. Brayley) served as the vessel's captain until early 1869 & was announced as being the captain of the 1869 voyage from London to Melbourne detailed below - but he was replaced for that voyage by W. (William) Boniface. The vessel initially served from Sunderland to India, soon ex Liverpool & London. In 1867/68, LR refers to service from London to China. From 1868/69 LR references service from London to Australia.
I have been able to spot 4 voyages to Australia via Trove, Australia. Brayley was in command for the first 3 of such voyages. 1) On Jul. 24, 1862, the vessel arrived at Port Phillips, Melbourne, Victoria, Australia, ex London (dep. Apl. 24, 1862), with 35 passengers & a varied cargo. On or soon after Aug. 18, 1862, Gresham left for Guam & presumably London. 2) On Dec. 11, 1863, the vessel arrived at Melbourne, ex Liverpool (dep. Sep. 16, 1863) with 362 Government immigrants & a varied cargo. On Jan. 26 or 30, 1864 she sailed for Taranaki, New Zealand ('NZ') (arr. Feb. 13, 1864, with 426 military settlers for NZ, & onward (left Feb. 14, 1864) for Guam. On the voyage to NZ a midshipman fell from high in the rigging, hit his head on his descent & landed in the sea. From his condition in the water, Captain Brayley knew he was dead & made no attempt to recover the body. 3) On Feb. 6, 1865, the vessel left London for Melbourne (arr. May 4, 1865), with a varied cargo but no passengers. 4) On Mar. 27, 1869, the ship, Boniface in command, left Plymouth for Melbourne with cargo & about 380 immigrants. The voyage originated at Gravesend, Kent. She arrived at Melbourne on Jun. 21, 1869 & later, on Sep. 21, 1869, left for Hong Kong with Chinese passengers. Re such voyage, a contemporary newspaper article - 1 ex 2 (cargo list available). The Mercantile Navy Lists of 1865 thru 1871 (1870 is here) record the vessel's owner throughout as being Teighe and Smith of London. 184.0 ft. long, signal letters TQHB.
Of interest to visitors, I am sure. On Jan. 27, 1866, en route from Hong Kong to Portsmouth via Cape of Good Hope, Gresham, Brayley in command, spotted a dismasted vessel in the distance when 'outside the Bay of Biscay'. Five dead bodies were found on the vessel but there was nobody alive. Brayley found aboard the vessel a ship's bell inscribed with the name Jane Lowden & a chronometer which he removed from the wreck. It transpires that Jane Lowden had been en route from Quebec, Canada, to Falmouth with a cargo of wood & was swamped by high seas on Dec. 21, 1865. Her captain (John Casey) was her sole survivor. Casey was rescued on Jan. 23, 1866 by Ida Elizabeth (a Dutch vessel, Captain Doren in command) & was later landed at Texel (a Netherlands island) & hospitalized. Apparently 9 of his crew had been swept overboard & 6 others had died in the following weeks from injuries, cold & hunger. Casey, her sole survivor, had spent an amazing 33 days clinging to the vessel's upper rigging, without food for the last 28 of such days. He attributed his survival to the fact that he had much more clothing that the others - 'three woollen shirts, two pairs of stockings, two pairs of trousers, sea-boots, three coats one of which was water-proof, a cap and waterproof hat'. As per this article, this further article & a great many other articles, dated Feb. 7 to 16, 1866, available at 'Welsh Newspapers Online'. Jane Lowden was, I learn, a 500/581 ton barque, built at Miramichi, New Brunswick, in 1841, ON 21135, owned in 1865 & 1866 by Thomas L. Seaton of Padstow, N. Cornwall, U.K. What a truly amazing story of human survival!
LR of 1871/72 states 'broken up'. On Oct. 17, 1871, per line 1588 here, the 965 ton ship was stranded at Dungeness (a headland on the Channel coast of Kent), while en route from Demerera (Guyana, N. coast of South America), to London with a cargo of spirits etc. Crew of 24 - none lost. Then owned, per that link, by Thomas D. James. 'Broken up' is an unusual choice of words to describe a stranding. Now, thanks to 'Welsh Newspapers Online', I learn that a Board of Trade Inquiry into her loss was held, that the vessel stranded & became a total wreck, further that William Boniface, her captain, was found to be responsible for her loss. His master's certificate was suspended for a 3 month period. It would be good to be able to access the full Board of Trade Report. Some crew lists are available here. It would seem that the vessel's compass is preserved at the National Library of Australia, presented to them by W. G. Boniface, likely a descendent of William Boniface. No image of the compass is available. Can you tell us more? #2160
3 Pak Wan
795 (or 818) tons
A 3 masted composite fully rigged ship later, thru 1889/90, re-rigged as a schooner, a barque & then as a ship again. But a barque again at the very end. Per 1 (image, Pak Wan), 2 [1866 arrival at Sydney, New South Wales ('NSW')], 3 (Australian newspaper articles incl. her wreck in 1903 when Mauna Ala, ex 4 & 5 etc.), 6 (1903 wreck report with image), 7 (the 1863 launch of the vessel, as Flying Cloud). 186.0 ft., later 186.2 ft. long, signal letters VNHT. Pak Wan would seem to mean 'white dove'. Long after this listing was first 'published', a newspaper cutting was kindly provided to the webmaster of the launch in 1863 of a vessel built by Peverall & identified as Flying Cloud. Identifying such vessel has proved to be difficult - in particular no vessel of the name is listed in Lloyd's Registers ('LR'). An extensive build list of Sunderland built ships came to my rescue - it clearly links the two names of Pak Wan & Flying Cloud & confirms that they are one & the same vessel. The webmaster has a number of Lloyd's Registers available to him, thru 1889/90, see left. Built for J. (John) Patton of Westoe, South Shields, but registered at London, apparently intended for the China tea trade. It soon became engaged in trade with Australia, often carrying wool. The earliest Australian date reference I could find is to the vessel arriving (2) in Sydney, NSW, on Mar. 2, 1866. It later became active in trade with Japan. In the 1874/75 edition of Lloyd's Register, the vessel was owned by A. (Alex.) Lawrence, also of London. In the 1885/86 edition, & also in the 1890 Mercantile Navy List, the vessel had become owned by J. (James) Gillan, of Newcastle, NSW, Australia, though a long expired eBay listing (thank you 'scott-base'), referred to 'W. Smith', also of NSW, as being the owner. That eBay listing also referred to the vessel being sold to Hawaiian owners in 1886 (have also read 1889) & renamed Mauna Ala. But that would seem not to be so, at least per Lloyd's Registers thru 1889/90, as at left. But ... On Aug. 22, 1889, 'The Evening News' of Sydney, NSW, reported that Pak Wan had been sold at a Honolulu, Hawaii, auction to her master Captain Smith - for the sum of £400. Smith would seem to have earlier become her master - in 1888. The vessel had, prior to the sale, been active in the carriage of timber between Puget Sound, Oregon, & Australia, & that continued after the sale. I have not spotted when exactly the vessel was renamed Mauna Ala (presumably named after Mauna ʻAla, the Royal Mausoleum of Hawaii, the final resting place of Hawaii's royal families), but it surely was in or about Aug. 1890. On Aug. 3, 1903, Mauna Ala was wrecked, entering the harbour at Tofolobampo (Topolobampo), on the Gulf of California, in northwestern Sinaloa, Mexico. Under the command of a pilot, she struck the bar with terrific force & broke up. At the time, she was carrying a cargo of railway ties & timbers ex Eureka, California, (270 miles N. of San Francisco) & was owned by Captain Smith, her commander. Captain Smith is presumably the W. Smith referred to above. Was he aboard at the time, I wonder? I read via link 3 that 'She changed owners, and as the Mauna Ala hoisted the flag of Hawaii, which was carried until the annexation of the territory (webmaster note - in 1898) gave her the right to fly the Stars & Stripes. She was a vessel of 820 tons register'. It would appear that the cargo of railway ties, etc., was recovered. Can you add anything?
TO END THE PAGE
A postcard that caught my eye - it was sold on eBay in late 2013 for GBP 55.00 or U.S. $88.94 - autographed by the three cast members shown in the card - Bill Owen, Brian Wilde & Peter Sallis. There were many lead actors in the sitcom over the years - I wonder in which years the three personalities below were together on the show?
It would seem that the show was filmed at Holmfirth, West Yorkshire. There are many items of memorabilia available re the show - just check out eBay any day to see how many. The series ran from 1973 to 2010 & will continue to be broadcast into the future via reruns.
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