User:Acad Ronin/sandbox

Hernæs, Per O, Slaves, Danes, and African Coast Society: The Danish Slave Trade from West Africa and Afro-Danish Relations on the Eighteenth Century Gold Coast (Trondheim, 1995).

On the evening of 16 July 1835 the barque Enchantress was nearing the end of a passage from London to Hobart with a valuable general cargo and nineteen passengers, under the command of owner David Roxburgh. At about 10 pm the vessel was tacking offshore from Bruny Island when it struck heavily on uncharted rocks, while Roxburgh and the chief officer were below checking the charts. The Enchantress slipped off, fatally holed, and within minutes there was nine feet of water in the hold. Roxburgh ordered the boats to be swung out and the vessel to be abandoned. The quarter boats cleared the sinking ship with the master, the ship’s boys and all but one of the passengers while the remainder of the crew struggled to lower the longboat. About fifteen to twenty minutes after striking, the Enchantress sank bow first in deep water. The longboat, along with the second officer, fifteen of the crew, and a passenger, became entangled in the rigging and went down with the ship, never to be seen again. The quarter boats were almost swamped on several occasions during the night but the survivors were able to land at Partridge Island the following morning, where they remained for the rest of the day. The passengers were subsequently picked up by the cutter Friends, and taken on to Hobart while Roxburgh and the four remaining crew came up in a gig. After a heavy gale on 27 February 1836 wreckage from the sunken Enchantress washed ashore at Bruny Island, and a few items were recovered by bay-whalers. Enchantress was a barque of 376 tons, built at Bristol in 1826, and registered at London in the name of David Roxburgh. The vessel had been a regular trader between London, Sydney and Hobart since 1832, when it carried convicts to Sydney.

https://www.environment.gov.au/shipwreck/public/wreck/wreck.do?key=7114

Courier (1781 ship)

Courier, a brig of 160 or 167 tons (bm), was launched in Boston in 1781. She first appeared in Lloyd's Register (LR) in 1786 as a West Indiaman, sailing out of Greenock. From 1793, she was a Guineaman. She made two voyages as a slave ship in the triangular trade in enslaved people. French vessels captured her on both voyages. The first capture followed a notable single ship action, with her captor ransoming Courier. The second capture, in 1794, resulted in Courier remaining in French hands.

On her first voyage transporting enslaved people.

She was again captured in 1794 on her second voyage transporting enslaved people.

In October 1793, Lloyd's List (LR) reported that the French privateer Citoyen had captured Courier, Rigby, master, as Courier was sailing for Liverpool from Africa and Jamaica. Citoyen plundered Courier and then ransomed her. Another source states that the French vessel was the frigate Citoyen, and that she had ransomed Courier for £300 from her captain. The report also stated that Citoyen had lost her captain and 63 men killed in an engagement with a British frigate and was under the command of her first lieutenant, an American. Twenty-seven men of her crew were Englishmen, calling themselves Americans. Two days earlier, Citoyen had captured Golden Age. The capture of Golden Age had occurred on 1 September, meaning that the plunder and ransoming of Courier occurred on 3 September.

On a subsequent voyage, Courier, Rigby, master, arrived at Dominica from Barbados, having been dismasted. On 9 December 1793, Courier, Gilbert Rigby, master acquired a letter of marque. In December 1794, Lloyd's List reported that a privateer had captured Courier, Rigby, master, in the Gulf of Mexico as Courier was on her way from Jamaica to Liverpool.

References

• Behrendt, Stephen D. (1990). "The Captains in the British slave trade from 1785 to 1807" (PDF). Transactions of the Historic Society of Lancashire and Cheshire. 140.
• Crow, Hugh (1830). Memoirs of the late Captain Hugh Crow, of Liverpool; comprising a narrative of his life, together with descriptive sketches of the western coast of Africa; particularly of Bonny ... To which are added, anecdotes and observations illustrative of the Negro character. Compiled chiefly from his own manuscripts, etc. Longman, Rees, Orme, Brown & Green.
• Williams, Gomer (1897). History of the Liverpool Privateers and Letters of Marque: With an Account of the Liverpool Slave Trade. W. Heinemann.

Gilbert Curry (slave trader)

1) Seaflower (1783 ship), of 94 tons (bm), had been launched at Nova Scotia. Curry was first mate on Seaflower on her two last voyages (of four), transporting enslaved people. On her last voyage her master was John Garnett, but by the time she arrived at Africa in 1793, Curry had replaced him. After she arrived in St Croix, her owners sold her.

2) Little Ben (1792 ship), of 113 tons (bm), was built at Liverpool. Her owners, Robert Bent, Thomas Rodie, and Thomas Mather, appointed Curry master in May 1794. War with France had broken out in 1793, and Curry acquired a letter of marque on 12 May 1794, shortly before he sailed. In February 1795 Lloyd's List reported that the French had captured Litle Ben, probably before she had embarked any captives.

3) Britannia (1783 Saltcoats ship). In 1796, Curry was her master on her second voyage transporting enslaved people when a French privateer captured her and took her into Guadeloupe.

4) Achilles (1795 ship), of 117 tons (bm), was launched in France in 1787, possibly under another name, and taken in prize. She was on her second voyage as a slave ship and under Curry's command when on 9 June 1797 the French privateer Driade, of Bordeaux, captured her. Driade had already captured eight other British vessels.

5) Duke of Cumberland (1778 ship), of 186 or 200 tons (bm), was launched at Falmouth. Captain Currie sailed her from Liverpool on 25 September 1797, on her second voyage to transport enslaved people. On 6 November two Spanish frigates captured Duke of Cumberland, Currie, master, at 6°N 17°W and took her into the River Plate.

6) Mentor (1799 ship), of 527 tons (bm), was launched in Spain and Liverpool owners acquired her in 1799 by purchase of a prize. On 12 May 1799, Mentor, Curry acquired a letter of marque. She acquired captives in West Africa and arrived at Kingston with 651 captives. On 22 September Mentor, Currie, master, foundered on her way to Liverpool. Hope rescued the crew and brought them to Liverpool.

7) Windsor Castle (1783 ship), of 316 tons (bm), was built at Whitby. Curry acquired a letter of marque on 8 July 1801. He sailed from Liverpool on 1 July 1801, bound for West Africa, on the fourth of her five voyages transporting enslaved people. She delivered 280 captives on 10 February 1802 to Kingston. She returned to Liverpool 0n 2 May.

Of the seven voyages during which Gilbert Curry was master, French or Spanish vessels captured four of his vessels. One other vessel foundered after she had delivered her captives. During the period 1793 to 1807, war, rather than maritime hazards or resistance by the captives, was the greatest cause of vessel losses among British enslaving vessels.

References

• Behrendt, Stephen D. (1990). "The Captains in the British slave trade from 1785 to 1807" (PDF). Transactions of the Historic Society of Lancashire and Cheshire. 140.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.

Hillsborough

History
United Kingdom
Launched	1775, London
Renamed	Hillsborough (1803)
Fate	Wrecked 1812
General characteristics
Tons burthen	86 (bm)
Complement	17
Armament	8 × 6&12-pounder cannons

Hillsborough (or Hilsborough), was launched in London in 1775, possibly under another name. She became a slave ship in the triangular trade in enslaved people. In the early nineteenth century only two enslaving ships, both Liverpool-based, brought captives to Nevis: Ann arrived in September 1803 and Hillsborough in November 1805 and again in December 1806.

Career

Hilsborough first appeared in Lloyd's Register (LR) in 1803. She was also registered at Liverpool in 1805.

Captain Thomas Keen acquired a letter of marque on 6 June 1803.

Year	Master	Owner	Trade	Source & notes
1803	T. Keen	E. Smith	Lancaster–"Tercera"	LR
1805	R.Lundy	Hind & Co.	Liverpool–Africa	LR; repairs 1805

1st enslaving voyage (1805–1806): Captain Richard Landy sailed from Liverpool on 29 April 1805. Hilsborough arrived at Newcastle, Nevis, in December 1805.

She sailed for Liverpool on 2 February 1806 and arrived back there on 19 April. She had left Liverpool with 17 crew members and had suffered one crew death on her voyage.

2nd enslaving voyage (1806): Captain Landy sailed from Liverpool on 26 June 1806. Between 1 January 1806 and 1 May 1807, 185 vessels cleared Liverpool outward bound in the slave trade. Thirty of these vessels made two voyages during this period. Of the 155 vessels, 114 were regular slave ships, having made two voyages during the period, or voyages before 1806.

Landy acquired captives at the Congo River, sailing from Africa on 24 September. Hillsborough arrived at Newcastle on 4 November, and sailed from there on 19 November. She sailed from Tortola on 19 November with the homeward bound fleet, but parted from it two days later. She arrived back at Liverpool on 28 December. She had left Liverpool with 22 crew members and had suffered one crew death on her voyage.

3rd enslaving voyage (1807): Captain Landy sailed from Liverpool in February 1807. Hillsborough thus was one of the 30 vessels that twice sailed on enslaving voyages during the 1806–1807 period. She was run afoul of on her way out of Liverpool and sustained some damage. She arrived at Kingston on 5 December 1807 with 125 captives.

The Slave Trade Act 1807 ended British participation in the trans-Atlantic enslaving trade. Lloyd's Register continued to carry Hilsborough with data unchanged from the 1804 volume until the 1811 volume. Frequently, unless owners advised changes, entries in Lloyd's Register were at best only updated at the time of a survey. She was surveyed in 1807 and again in August 1811.

Year	Master	Owner	Trade	Source & notes
1811	R.Landy C.Gordon	Hind & Co.	Liverpool–Africa	LR; repairs 1805
1812	C.Gordon	Hind & Co.	Cork	LR; repairs 1805

Fate

Hillsboro, Gordon, master, sailed from England, bound for Newfoundland. From Newfoundland she sailed to Oporto, Portugal.

Hillsborough was lost in 1812, near Alderney, Channel Islands. She was on a voyage from Oporto to London, via Cork.

References

• Eickelmann, Christine (n.d.) The Mountravers Plantation Community, 1734 to 1834. [7] (Bristol University).
• Williams, David M. (1973). "Abolition and the re-deployment of the slave fleet, 1807-1811". Journal of Transport History. 2 (2). Sage: 103–113.
• Williams, David M. (2017). Scholl, Lars U. (ed.). Merchants and Mariners: Selected Maritime Writings of David M. Williams. Liverpool University.

Chalmers

• Chalmers was built in 1851 at Sunderland. Chalmers was wrecked on the Murray Reef, 30 nautical miles (56 km) off Fremantle, Western Australia. She was on a voyage from Mauritius to Fremantle.

Chalmers (1801 ship)

History
United Kingdom
Name	Chalmers
Launched	1801, Yarmouth
Fate	Wrecked 24 February 1808
General characteristics
Tons burthen	269, or 271 (bm)
Complement	32
Armament	16 × 12-pounder guns

Chalmers (or Chalmer), was launched at Yarmouth in 1801 as a West Indiaman. After a change in ownership she made one complete voyage as a slave ship in the triangular trade in enslaved people. She was lost on her second enslaving voyage.

Career

Chalmer first appeared in Lloyd's Register (LR), in 1802.

Year	Master	Owner	Trade	Source
1802	French	Captain & Co. G.French	London–Suriname London–Jamaica	LR
1805	J.Hudson Anderson	G.French Dalziel & Co	London–Jamaica	LR

On 20 September 1805, Captain Charles Anderson acquired a letter of marque.

1st enslaving voyage (1805–1806): Captain Anderson sailed from London on 8 October. Chalmers started embarking captives on 22 January 1806 at Cape Coast Castle. She also embarked captives at Accra, and Anomabu. She sailed from Africa on 4 April and arrived at Trinidad and Tobago in May. She sailed from there on 22 July and arrived back at London on 1 October.

2nd enslaving voyage (1807–loss): Captain Joseph Tyack sailed from London on 12 April 1807. Chalmers acquired captives at Accra and Fort Tantumquery.

Fate

A first report from Barbados dated 17 April 1808, reported that Chalmers, of London, had wrecked on Margarita Island on her way from Africa.

A later report stated that Chalmers, Tyack, master, was wrecked on 28 February 1808, on the Spanish Main. She was on a voyage from Africa to the West Indies. The slaves were rescued by the Spanish. A secondary source reports that the location of the loss was Cabo de la Vela. It too reported that the crew and slaves were saved.

There was a report that Chalmers had been captured in March 1808, on her way from Africa to the West Indies and had been taken into Guadeloupe.

References

• Rawley, James A. (2003). "A further light on Archibald Dalzel". London, Metropolis of the Slave Trade. University of Missouri. pp. 98–107. ISBN 9780826264527.
• Sandz, Victoria; Marx, Robert F. (2006). Encyclopedia of Western Atlantic Shipwrecks and Sunken Treasure. McFarland. ISBN 9780786429028.

Lists of shipwrecks has her lost on 17/4 1808 and 28/Feb, and unknown.

Alknomac (ship)

Several ships have been named Alknomac (or Alknomack, or Alnomac):

• Alknomac (1796 ship) was launched in Boston in 1796. She began trading between the southern states of the United States and Great Britain. In 1800 a French privateer captured her, but she was released in 1801. As of January 2023, her subsequent fate is obscure.
• Alnomac, of 195 tons burthen, was launched at Wisscasset in 1796. On 18 May 1797, as she was sailing from Glasgow to the United States, the French privateer cutter Vengeance captured her. HMS Apollo recaptured Alnomac, of Wisscasett.
• Alknomac, of 285 tons burthen, made one voyage in 1800 from Newport, Rhode Island. Then between 1803 and 1810 she made seven whaling voyages from Sag Harbor. Her owners surrendered her registration in 1871. She may have been the Alknomack, of 258 tons burthen and 88 ft 2 in (26.9 m) that Thomas Childs built on the Connecticut River and launched in 1800.
• Alknomac (1806 ship), of 19853⁄95 tons burthen, 85 feet in length and 23 feet in breadth, was launched at Triverton. She was registered at Newport, Rhode Island in 1807, and then in May at New York In March 1823, Alknomac, brig, 200 tons (bm), N. Williams, master, was advertised to sail immediately for Poyais. The Poyais scheme was found to be fraudulent and she returned to Gravesend on 24 June from Madeira.

References

• Anon. (1941). Ship Registers and Enrollment of Newport, Rhode Island, 1790-1939. Vol. 1–2. National Archives Project, Survey of Federal Archives (U.S.).
• Fish, Peter Graham (2002). Federal Justice in the Mid-Atlantic South: United States Courts from Maryland to the Carolinas, 1789-1835. Administrative Office of the United States Courts.

Poisson Volant

She started as the Montagne-class cutter Poisson Volant (no759, p.117) of the French Navy, built in Boulogne from May 1793 to April 1794 after plans by Daniel Denys (plans of 27 January 1793 available at SHM in Paris under reference number rf 8DD1.5, no38, and plans of 4 February 1793 available from SHM Cherbourg under reference number rf 2G2 no 349 through 351). 2 6-pounders and 8 4-pounder guns.

Cutter type Alguille (1794 -1795) Chantier : Bou/ogne-sur-Mer. Commence : 05/1793 ; Mis a flot : 18/02/1794 ; En service : 04/1794; Retire: 1795. Caracteristiques: 80 t; 19,5 x 6,5 x 3,3 m; Vlll.4 + 11.6. Observations : 12/8/1793: POISSON VOLANT; 4-12/1794 : Traversee de Boulogne a Dunkerque, station de Dunkerque (EV Thurot) ; 3-7/1795 : Le Havre, Dieppe (EV Thurot) ; 8/1797 : Anne; 9/1797: Prete a la course; +PRESIDENT PARKER; 10/1798: Pris par HMS FLORA & CAROLINE ; 9/1800: Repris+POISSON VOLANT; 2/1802: Depece a Rochefort.

President Parker

From September 1797 the French Navy lent Poisson Volant to private parties for use as a privateer operating from Dunkirk. The operators changed her name to President Parker Her captain was an American, J.B. Ferrey. During the period 1797–1798 he captured prizes worth 300,000 livres.

On 26 February 1798, President Parker captured the U.S. ship James and William, Nicholas Monnycott, master. James and William was a ship of 209 tons (bm), built in Virginia in 1796. She was on her way from Norfolk, Virginia to London with 1,878 barrels of turpentine and 96 barrels of tar, worth $5,922. President Parker captured her and took her into Roscoff. The Tribunal of Commerce of Morlaix condemned vessel, and the bulk of the cargo on the grounds that the turpentine and tar were contraband, and that documents were not in order. The vessel was valued at $9,405, and the freight at $3,500. Lloyd's List reported that Polly, of Charleston, Lewis, master, had arrived at Cowes. She had been boarded by President Parker, and reported that on 21 February President Parker had captured James and William, Wonicer, master, which had been on her way from Norfolk to London with a cargo of naval stores.

Captain Robert Tyrer sailed Bud from Liverpool on 9 September 1798. On 27 September, President Parker, of L'Orient, captured Bud, of 10 guns and 30 men, Captain Robert Tyrer, bound from Liverpool to the coast of Guinea. The capture took place at 37°N 18°W, after a severe action of half-an-hour. Bud had two men killed and two wounded.

, 81-tonne privateer cutter . She sailed under with 67 men and 10 4-pounder guns, plus 6 swivel guns. Captured by HMS Flora and Caroline in October 1798.

HMS Caroline and Flora gave chase to and captured President Parker on 4 October, while Caroline also recaptured Bird. President Parker, Captain Ferry, was provisioned for a cruise of six months. the capture letter by Captain R.G. Middleton, of Flora, described her as

described the 36-pounder cannons as carronades.

by the privateer . President Parker was armed with 8 brass guns (thirty-six pounders), and one long nine-pounder; she had a crew of 65 men

Poisson Volant

In September 1800, the French recaptured the vessel that had been President Parker. The French Navy recommissioned her as Poisson Volant. She was broken up in February 1802.

References

• Demerliac, Alain (1999). La Marine de la Révolution: Nomenclature des Navires Français de 1792 à 1799 (in French). Éditions Ancre. ISBN 9782906381247. OCLC 492783890.
• Fonds Marine. Campagnes (opérations; divisions et stations navales; missions diverses). Inventaire de la sous-série Marine BB4. Tome premier : BB4 1 à 209 (1790–1804) (1790-1804)
• Malo, Henri (1911). "American Privateers at Dunkerque". U.S. Naval Institute Proceedings. 37 (3).
• Roche, Jean-Michel (2005). Dictionnaire des bâtiments de la flotte de guerre française de Colbert à nos jours. Vol. 1. Group Retozel-Maury Millau. ISBN 978-2-9525917-0-6. OCLC 165892922.
• Williams, Gomer (1897). History of the Liverpool Privateers and Letters of Marque: With an Account of the Liverpool Slave Trade. W. Heinemann.
• Williams, Greg H. (2009). The French assault on American shipping, 1793-1813: a history and comprehensive record of merchant marine losses. McFarland. ISBN 9780786438372.
• Winfield, Rif; Roberts, Stephen S. (2015). French Warships in the Age of Sail 1786–1861: Design Construction, Careers and Fates. Seaforth Publishing. ISBN 978-1-84832-204-2.

Hance Hamilton

List of enslaving vessels of which Hance Hamilton was master (1799–1808)

Captain Hance Hamilton was master of six vessels in the triangular trade in enslaved people, making one voyage in each vessel between 1798 and 1808. He was born in Whitehaven. He acquired captives in Loango and the Congo River. Each complete voyage took about a year, and voyages were a year or two apart. This is long enough for Hamilton to have made a round trip on a West Indiaman, but there is no obvious evidence for such a voyage or voyages.

• Don was a schooner of 71 tons (bm). Hamilton sailed from Liverpool on 2 May 1798 and arrived at Kingston on 25 April 1799. She was sold there. This was her only enslaving voyage.
• Sally, of 144 tons (bm), was launched at New Brunswick in 1796. Hamilton sailed from Liverpool on 28 June 1800. On 29 August three privateers captured her at 12°N 21°W before she had embarked any captives. They sent Sally to the River Plate. Hamilton arrived at Lisbon. In 1800, 34 British enslaving ships were lost, three on their way to Africa and 20 on the African coast. During the period 1793 to 1807, war, rather than maritime hazards or resistance by the captives, was the greatest cause of vessel losses among British slave vessels.
• Dasher: Hamilton sailed from Liverpool on 1 June 1802 and returned on 11 April 1803. This was her second and last enslaving voyage. she then became a warship in the Royal Navy.
• Marquis of Huntley: Hamilton sailed from London on 19 August 1804 and returned on 15 July 1805. This was her first of two enslaving voyages.
• Caledonia: Hamilton sailed from London 16 October 1805 and returned on 25 October 1806.

References

• Behrendt, Stephen D. (2007). "Human Capital in the British Slave Trade". In Richardson, Richard; Schwarz, Suzanne; Tibbles, Anthony (eds.). Liverpool and Transatlantic Slavery. University of Liverpool. pp. 66–97.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.

Syren

History
United Kingdom
Name	Syren
Owner	Samuel Enderby & Sons
Launched	1812, or 1813, in Antwerp, or France
Fate	Last listed 1825
General characteristics
Tons burthen	500, or 510 (bm)
Armament	4 × 6-pounder + 2 × 9-pounder guns

Syren's origins are ambiguous, but by 1816 she was sailing as a whaler in the British southern whale fishery for the famous whaling company Samuel Enderby & Sons. She made three whaling voyages. On the second she made a highly successful voyage to the Japan grounds, with the result that in subsequent years many British whalers followed her there. On her third voyage a melee developed between islanders who had come aboard Syren, and the crew. The crew was able to drive the islanders off, but not before a crew member was killed and several were injured.

Career

Syren first appeared in Lloyd's Register (LR) and the Register of Shipping (RS) in 1816.

Year	Master	Owner	Trade	Source & notes
1816	J.Christie	Enderby	London–South Seas	LR & RS; raised 1815

Charles and Samuel Enderby purchased Syren for use as a whaler.

1st whaling voyage (1816–1818): Captain Joseph Christie sailed from London on 6 March 1816. Syren returned from Timor on 4 December 1818 with 600 casks of whale oil. She brought with her letters from the Cape of Good Hope dated 3 October.

Year	Master	Owner	Trade	Source & notes
1819	J.Christie F.Coffin	Enderby	London–South Seas	LR & RS; raised 1815

2nd whaling voyage (1819–1822): Captain Frederick Coffin sailed from London on 10 August 1819, bound for Timor, but also the seas off Japan. She stopped at Rio de Janeiro between 3 and 10 October. Syrene was reported to have been "on the coast" on 13 September 1821 with 1800 barrels of oil.

She was the first British vessel on the Japan grounds. In his journal, Coffin reports that he sailed north from Timor because a Captain James Gage had reported seeing in 1806 many whales at 34°52′N 158°22′E.

She returned to London on 23 April 1822 with 850 casks (2768 barrels), or 346 tons, of sperm oil from 183 sperm whales.

Following his success,  Coffin made one further voyage to the Japan grounds on the Syren, also with reasonable success (2,200 barrels).

3rd whaling voyage (1822–1824): Captain Coffin sailed from London on 3 August 1822. On 31 March 1823 Syren was off the southernmost of the Pelew Islands. Some 30 canoes, each holding six to 10 locals, approached. They asked to come on board and Coffin permitted some 100 to do so. They had little to trade, but when Coffin attempted to sail away, two of the locals attempted to throw him overboard. A melee broke out during which the British whalers were able to gain control of their vessel and expel the islanders. The British suffered one sailor killed and several wounded, including one man mortally wounded. On 25 October 1823 Syren was at Rinar with 1900 barrels of oil. On 16 December Cyrene, Coffin, master, was at Timor. She returned on 8 September 1824 with some 320 tons of oil.

Fate

Syren was last listed in the 1825 volumes of the registers.

References

• Chatwin, Dale; Lund, Judith (2017). "Nantucket-born masters in the British southern whale fishery". Historic Nantucket. 67 (1): 8–11.
• Mawar, Granville (1999). Ahab's Trade: The Saga of South Seas Whaling. New York: St. Martin's Press. ISBN 0-312-22809-0.
• Richards, Rhys (1999). "Honolulu and Whaling on the Japan Grounds". American Neptune. 59 (3): 189–197.

Rose

Several vessels have been named Rose:

• Rose (1786 EIC ship) was launched in 1786 as an East Indiaman. She made six voyages between 1787 and 1800 for the British East India Company (EIC). She also participated as a transport for a military expedition to the West Indies. She then made one more voyage for the EIC, bringing rice back to England from Bengal. Next she sailed as a general trader, but also made one voyage seal hunting. She was last listed in 1820.
• Rose (1806 ship) was launched at Liverpool in 1806. She made one voyage as a slave ship in the triangular trade in enslaved people. Following the abolition of the slave trade new owners sailed her to South America, to New South Wales, and then to the South Seas as a whaler. While Rose was off Peru the U.S. Navy captured her, but released her as a cartel. She returned to England and began trading with Savannah. She was last listed in 1823.
• HMS Rose (replica ship) is a modern tall ship built at Lunenburg, Nova Scotia, Canada. The vessel was built in 1970 as HMS Rose to a Phil Bolger design based on the original 18th-century British Admiralty drawings of HMS Rose, a 20-gun sixth-rate post ship from 1757. Her name now is HMS Surprise.
• MV Rose (1938), a Norwegian cargo ship in service 1938–1939

See also

• Rose in June (1810 ship) was a galliot built in Denmark in 1808 and taken in prize in 1810 by the British. The French navy captured and burnt her in 1813 off the coast of West Africa.

Cognac

History
United Kingdom
Name	Cognac
Launched	1789, Pilton (Barnstable)
Captured	5 December 1805 (and recaptured)
Fate	Foundered 15 December 1809
General characteristics
Tons burthen	115, or 118 (bm)
Sail plan	Brigantine, or brig

Cognac (or Cogniac), was a square-sterned brigantine built in Pilton, Devon (now a suburb of Barnstaple), in 1789. French privateers captured her in 1805, but she was immediately recaptured. She foundered in December 1809.

Career

Cognac first appeared in the 1790 volume of Lloyd's Register (LR), with T.Thorne, master, Snow & Co., owners, and trade Bristol–Oporto.

Year	Master	Owner	Trade	Source & notes
1796	T.Thorne	Thorne "sn"	Bristol–Milford	LR
1797	T.Thorne N.Mudge	Thorne "se" Captain	Bristol–Milford	LR
1798	N.Mudge	Captain & Co.	Cork–London	LR
1799	N.Mudge J.Townsend	Captain & Co. Rouse & Co.	Cork–London Greenock–Oporto	LR
1800	J.Townsend	Rouse & Co. Fox & Co.	Greenock–Oporto	LR

In 1796, Thomas Fox and William Fox, Sr., purchased Cognac. They registered her in May 1796 at the Port of Exeter. In 1800, they admitted William Fox, Junior, to the partnership. In 1803, Row left the partnership, but in 1805 Thomas Fox, William Fox, Senior's younger son joined the partnership. In 1805, Stephen Harvey married Sarah Thomas Fox, and in 1807 he joined the partnership.

On 5 December 1805, several rowboats captured Cognac, Harvey, master, Priscilla, Blondet, master, and Mary, Shapley, master, off the Oporto Bar. The three had been coming from Newfoundland.

On 9 December 1805, HMS Hearty recaptured Cognac, Success, and Priscilla. However, Mary's captors had succeeded in sending her into Guarda.

Year	Master	Owner	Trade	Source & notes
1810	S.Harvey	Fox & Co.	Liverpool–New Brunswick	LR; new keel 1803

Fate

Cognac, of Teignmouth, Devon, Harvey, master, foundered on 15 December 1809 in Tor Bay. Her crew and cargo was saved. She was on a voyage from Prince Edward Island.

References

• Hancock, W. Gordon (1989). So longe as there comes noe women: origins of English settlement in Newfoundland. Breakwater Books.

Appocrate

Appocrate was a privateer brig from an unknown homeport, operating in the Caribbean in early 1797 with 65 men and 14 guns. HMS Stag captured her on 21 February 1797. She was renamed Express, of Dartmouth. The French privateer Trompeur captured her in early September 1797. She was recommissioned as a privateer in Saint-Domingue. HMS Pelican captured her on 17 September.

• Demerliac, Alain (1999). La Marine de la Révolution: Nomenclature des Navires Français de 1792 à 1799 (in French). Éditions Ancre. ISBN 9782906381247. OCLC 492783890.

Manchester

History
United Kingdom
Name	Manchester
Launched	1790, Liverpool
Captured	1796 (and recaptured), and 1797
Fate	Last listed in 1807
General characteristics
Tons burthen	158, or 160, or 162 (bm)
Complement	1793: 16 1794: 18 1796: 15
Armament	1793: 10 × 4&6-pounder guns 1794: 10 × 4-pounder guns 1796: 10 × 4&6-pounder guns 1800: 12 × 6-pounder guns

Manchester was launched in 1790 at Liverpool. She traded widely, and in 1795 made at least one cruize as a privateer during which she took a prize. In 1796 she began a voyage as a slave ship in the triangular trade in enslaved people. While she was on the African coast a French privateer captured her, but she was recaptured. She then returned to merchandise trade. She was captured a second time, but returned to British ownership. She was last listed in 1807.

Career

Manchester first appeared in Lloyd's Register (LR), in 1791.

Year	Master	Owner	Trade	Source
1791	T.Wilson	Captain & Co.	Liverpool–Straits [of Gibraltar]	LR
1793	T.Wilson	Thorne & Co.	Humber–Belfast	LR
1794	T.Wilson J.Gwynn	Thorne & Co. R.Kendal	Humber–Belfast London–Barbados	LR

Captain John Given acquired a letter of marque on 23 December 1793.

Then in April 1794 Lloyd's List reported that Manchester, Kendall, master, was at Barbados, having come from Africa. However, in May Lloyd's List reported that Manchester, Kendall, master, was at Barbados, having come from Liverpool. In June, Lloyd's List reported that Manchester, Kendall, master, had returned to Liverpool from Barbados. She had returned on 20 June.

Year	Master	Owner	Trade	Source
1795	R.Kendal	Captain & Co.	Liverpool–Madeira	LR
1796	J.Holmes J.Kendal	R.Kendal	Cork–Liverpool Liverpool–Africa	LR

On 21 July 1795, the privateer Manchester, John Holmes, commanding, of Liverpool, captured the American vessel Hannibal, Christopher Clouser, master, which was sailing from Surinam to Amsterdam with a cargo of coffee, cocoa and sugar. Manchester brought Hannibal into the Cove of Cork, and then into the River Thames. The owners of part of the cargo appealed to the High Court of Admiralty (HCA), and then from the HCA. The final decision was that the goods were lawful prizes to His Majesty as (droits of Admiralty, as the capture had taken place before the declaration of war with the Dutch.

Enslaving voyage (1796-capture): Captain John Kendall acquired a letter of marque on 18 June 1796. He sailed from Liverpool on 11 July.

In August 1796, the French privateers Africane and Carmagnole captured Ocean, Macaulay, master, Speedwell, Payne, master, Manchester, Kendall, master, and Atlantic, Rae, master, all off the coast of Africa.

In 1796, 103 vessels sailed from British ports bound on enslaving voyages. Twenty-two ships (21%), were lost. Five, Manchester among them, were lost on the coast.

Lloyd's List reported that Manchester, Kendall, master, had been retaken and carried into New Providence.

On 1 March 1797, Richard Kendall and William Brettargh, operating as the Liverpool firm of Kendall and Brettargh, announced that they were, by mutual agreement, dissolving the partnership. Anyone having an outstanding claim against Manchester was instructed to present the claim to the Counting House as it came due.

Year	Master	Owner	Trade	Source
1797	J.Kendall T.Atkinson	J.Kendall T.Moss	Liverpool–Africa Liverpool–New Providence	LR

Lloyd's List reported that Manchester, Atkinson, master, had been captured while sailing from Liverpool to the Bahamas. Her captor took her into Guadeloupe.

Manchester was last listed in Lloyd's Register in the volume for 1798. However, Manchester, of 158 tons (bm), launched in Liverpool in 1790, reappeared in the supplementary pages of the volume of Lloyd's Register for 1799.

Year	Master	Owner	Trade	Source
1799	Borrowdale	T.Moss	Liverpool–New Providence	LR
1800	Borrowdale A.Atkinson	T.Moss	Liverpool–New Providence	LR

Lloyd's List's ship arrival and departure data showed Manchester, Atkinson, master, still sailing between Liverpool and the Bahamas in 1799–1800.

Year	Master	Owner	Trade	Source
1802	A.Atkinson D.Bousfield	T.Moss	Liverpool–New Providence	LR; new deck & beams, and large repair 1802

Fate

Manchester was last listed in the Register of Shipping in 1804; she was last listed in Lloyd's Register in 1807.

References

• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.
• Williams, Gomer (1897). History of the Liverpool Privateers and Letters of Marque: With an Account of the Liverpool Slave Trade. W. Heinemann.

Active

History
United Kingdom
Name	Active
Launched	1821, Shoreham
General characteristics
Tons burthen	105, or 107, (bm)
Sail plan	Schooner

Active was launched at Shoreham in 1821.

Career

Active first appeared in Lloyd's Register in 1821.

Year	Master	Owner	Trade	Source & notes
1821	Charlton	Palmer	London–Van Diemen's Land	LR

Year	Master	Owner	Trade	Source & notes
1829	Charlton Shaw Wright	Palmer Weeks	Falmouth–South Seas	LR; some repairs 1829
1830	Wright	Missionary	London–Africa	LR
1831	Wright	Missionary	London–New South Wales	LR

Fate

Lloyd's Register last listed Active in

SS Nestorian

History
United Kingdom
Port of registry	Glasgow 7 December 1866
Builder	Barclay, Curle & Co. Ltd., Glasgow
Yard number	Clydeholm Yard No. 148
Launched	11 September 1866
Fate	Broken up 1897
General characteristics
Tonnage	1866: 2,466 GRT 1878: 2,689 GRT
Length	1866:317 ft 7 in (96.8 m) (oa) 1878:
Beam	38 ft 5 in (11.7 m)
Propulsion	2 triple expansion engines, 2 screw propellers
Speed	maximum 18.5 kn (34.3 km/h) 1897: 19 kn (35.2 km/h)

SS Nestorian was an iron screw, three-masted steamer launched at Glasgow in 1866 by Barclay, Curle & Co., as a Royal Mail steamer for the Allan Line. She made numerous voyages from Liverpool or Glasgow, and later London, to Quebec,

1867 	 	Jan. 31, maiden voyage Liverpool - PortlandAtlantic Journey ID 569
1870 	 Liverpool 	 Dec. 23 	 Portland 	 Jan. 04 	Halifax N.S.Transatlantc ID
1870 	 Liverpool 	 Feb. 03 	 Portland 	 Feb. 15 	Halifax N.S.Transatlantc ID
1870 	 Liverpool 	 Mar. 17 	 Portland 	 Mar. 29 	Halifax N.S.Transatlantc ID
1870 	 Liverpool 	 Apr. 28 	 Quebec 	 May 10 	LondonderryTransatlantc ID
1870 	 Liverpool 	 June 09 	 Quebec 	 June 21 	LondonderryTransatlantc ID
1870 	 Liverpool 	 July 21 	 Quebec 	 July 31 	LondonderryTransatlantc ID
1870 	 Liverpool 	 Sept. 01 	 Quebec 	 Sept. 11 	LondonderryTransatlantc ID
1870 	 Liverpool 	 Oct. 13 	 Quebec 	 Oct. 25 	Transatlantc ID
1870 	 Liverpool 	 Nov. 24 	 Portland 	 Dec. 06 	(Arrival 1870-12-05)Transatlantc ID
1871 	 Liverpool 	 Jan. 05 	 Portland 	 Jan. 19 	Transatlantc ID
1871 	 Liverpool 	 Mar. 30 	 Portland 	 Apr. 12 	Transatlantc ID
1871 	 Liverpool 	 May 11 	 Quebec 	 May 22 	LondonderryTransatlantc ID
1871 	 Liverpool 	 June 22 	 Quebec 	 July 02 	Londonderry. Also reported arrival 1871-07-03Transatlantc ID
1871 	 Liverpool 	 Aug. 03 	 Quebec 	 Aug. 14 	Londonderry. Also reported arrival 1871-08-13Transatlantc ID
1871 	 Liverpool 	 Sept. 14 	 Quebec 	 Sept. 24 	LondonderryTransatlantc ID
1871 	 Liverpool 	 Oct. 24 	 Quebec 	 Nov. 10 	Queenstown - Halifax 1871-11-06Transatlantc ID
1872 	 Liverpool 	 May 09 	 Quebec 	 May 20 	Londonderry 1872-05-10Transatlantc ID
1872 	 Liverpool 	 June 20 	 Quebec 	 July 02 	LondonderryTransatlantc ID
1872 	 Liverpool 	 July 30 	 Quebec 	 Aug. 13 	Queenstown - HalifaxTransatlantc ID
1872 	 Liverpool 	 Sept. 12 	 Quebec 	 Sept. 23 	LondonderryTransatlantc ID
1872 	 Liverpool 	 Oct. 24 	 Quebec 	 Nov. 03 	Londonderry 1872-10-25Transatlantc ID
1873 	 Liverpool 	 May 06 	 Quebec 	 May 20 	Transatlantc ID
1873 	 Liverpool 	 July 29 	 Quebec 	 Aug. 12 	Queenstown - St Johns - HalifaxTransatlantc ID
1873 	 Liverpool 	 Oct. 21 	 Quebec 	 Nov. 07 	Queenstown - St. Johns - HalifaxTransatlantc ID
1874 	 	Laid upAtlantic Journey ID 565
1874 	 Liverpool 	 Jan. 27 	 Halifax 	 Feb. 05 	Arrival date estimatedTransatlantc ID
1874 	 Liverpool 	 Mar. 10 	 Halifax 	 Mar. 19 	Arrival date estimatedTransatlantc ID
1874 	 Liverpool 	 Apr. 21 	 Halifax 	 May 01 	Arrival date estimatedTransatlantc ID
1875 	 	Laid upAtlantic Journey ID 566
1875 	 Liverpool 	 May 18 	 Halifax 	 May 28 	Arrival date estimatedTransatlantc ID
1875 	 Liverpool 	 July 12 	 Halifax 	 July 22 	Arrival date estimatedTransatlantc ID
1876 	 	Laid upAtlantic Journey ID 567
1877 	 	Laid upAtlantic Journey ID 568
1878 	 	Rebuilt, new tonnage: 2,689 gross, new compounded engines by Laird Bros, BirkenheadAtlantic Journey ID 570
1879 	 Glasgow 	 May 17 	 Quebec 	 May 29 	Transatlantc ID
1881 	 Glasgow 	 Feb. 23 	 Halifax 	 Mar. 14 	Transatlantc ID
1881 	 Glasgow 	 Apr. 27 	 Quebec 	 May 09 	Transatlantc ID
1881 	 Liverpool 	 July 13 	 Quebec 	 July 24 	QueenstownTransatlantc ID
1881 	 Glasgow 	 Aug. 25 	 Quebec 	 Sept. 07 	Liverpool - QueenstownTransatlantc ID
1881 	 Liverpool 	 Oct. 04 	 Quebec 	 Oct. 17 	QueenstownTransatlantc ID
1882 	 Glasgow 	 Feb. 22 	 Halifax 	 Mar. 05 	Transatlantc ID
1882 	 Glasgow 	 Aug. 31 	 Quebec 	 Sept. 13 	Transatlantc ID
1882 	 Glasgow 	 Oct. 08 	 Quebec 	 Oct. 19 	Transatlantc ID
1883 	 Glasgow 	 May 10 	 Quebec 	 May 26 	Liverpool 1883-05-11 - Queenstown 1883-05-12Transatlantc ID
1883 	 Glasgow 	 June 22 	 Quebec 	 July 07 	QueenstownTransatlantc ID
1884 	 Glasgow 	 Apr. 17 	 Quebec 	 May 04 	LondonderryTransatlantc ID
1884 	 Glasgow 	 May 29 	 Quebec 	 June 11 	QueenstownTransatlantc ID
1884 	 Glasgow 	 July 11 	 Quebec 	 July 23 	Transatlantc ID
1884 	 Glasgow 	 Aug. 16 	 Quebec 	 Aug. 29 	MontrealTransatlantc ID
1884 	 Glasgow 	 Sept. 19 	 Halifax 	 Oct. 04 	PhiladelphiaTransatlantc ID
1885 	 Glasgow 	 Feb. 05 	 Halifax 	 Feb. 18 	PhiladelphiaTransatlantc ID
1885 	 Glasgow 	 Apr. 16 	 Quebec 	 May 11 	Transatlantc ID
1885 	 London 	 June 11 	 Quebec 	 June 28 	Plymouth, England 1885-06-12Transatlantc ID
1885 	 London 	 July 25 	 Quebec 	 Aug. 07 	Transatlantc ID
1885 	 London 	 Sept. 10 	 Quebec 	 Sept. 25 	Transatlantc ID
1885 	 London 	 Oct. 23 	 Quebec 	 Nov. 10 	Transatlantc ID
1886 	 London 	 Apr. 22 	 Quebec 	 May 09 	Plymouth 1886-04-23Transatlantc ID
1886 	 London 	 June 10 	 Quebec 	 June 24 	Transatlantc ID
1886 	 London 	 Sept. 02 	 Quebec 	 Sept. 17 	Transatlantc ID
1886 	 London 	 Oct. 15 	 Quebec 	 Oct. 30 	Transatlantc ID
1887 	 London 	 Apr. 20 	 Quebec 	 May 06 	MontrealTransatlantc ID
1887 	 London 	 June 04 	 Quebec 	 June 18 	MontrealTransatlantc ID
1887 	 London 	 Aug. 26 	 Quebec 	 Sept. 14 	Transatlantc ID
1887 	 London 	 Oct. 13 	 Quebec 	 Oct. 27 	MontrealTransatlantc ID
1888 	 London 	 Apr. 13 	 Quebec 	 May 02 	Indian Cove - MontrealTransatlantc ID
1888 	 London 	 May 30 	 Quebec 	 June 14 	Transatlantc ID
1888 	 London 	 Aug. 25 	 Quebec 	 Sept. 09 	Transatlantc ID
1889 	 London 	 Apr. 18 	 Quebec 	 May 03 	Transatlantc ID
1889 	 Glasgow 	 July 13 	 Halifax 	 July 23 	PhiladelphiaTransatlantc ID
1890 	 Glasgow 	 Mar. 22 	 Halifax 	 Apr. 08 	Transatlantc ID
1891 	 Liverpool 	   	 America 	 June 17 	?? Port of QuebecTransatlantc ID
1891 	 Liverpool 	   	 America 	 July 27 	?? Port of QuebecTransatlantc ID
1891 	 Liverpool 	   	 America 	 Oct. 22 	?? Quebec - Allan & State LineTransatlantc ID
1891 	 Glasgow 	 Nov. 10 	 Halifax 	 Nov. 24 	Transatlantc ID
1892 	 Glasgow 	   	 Halifax 	 Mar. 01 	Transatlantc ID
1892 	  	   	 Philadelphia 	 Mar. 05 	Allan & State LineTransatlantc ID
1892 	 Glasgow 	   	 Halifax 	 May 27 	Transatlantc ID
1892 	  	   	 Philadelphia 	 Aug. 23 	Allan & State LineTransatlantc ID
1893 	  	   	 Boston 	 May 24 	Allan & State LineTransatlantc ID

Fate

In September 1797 the Allan Line sold Nestorian to Thomas W. Ward Ltd., of Sheffield. She was broken up at Preston.

HMS Wizard

For other ships with the same name, see HMS Wizard.

History
United Kingdom
Name	HMS Wizard
Ordered	4 January 1805
Builder	Thomas Sutton, Ringmore
Laid down	April 1805
Launched	November 1805
Fate	Sold 17 October 1816
General characteristics
Class and type	Fly-class brig-sloop
Tons burthen	28479⁄94 (bm)
Length	Overall:96 ft 4 in (29.4 m) Keel:79 ft 9 in (24.3 m)
Beam	25 ft 10+1⁄2 in (7.9 m)
Depth of hold	11 ft 6 in (3.5 m)
Complement	94
Armament	16 × 24-pounder carronades + 2 × 6-pounder bow chasers

HMS Wizard was launched in

Career

1807 Edmund PALMER, Mediterranean. During March 1807 she was part of the escort for a convoy of 5,000 troops which sailed from Messina on 6 March to take possession of Alexandria. She was detached to bring off Major Misset, the British Resident, and Mr Briggs, the Vice-Consul, so that they could inform Major Gen. Frazer of the enemy's strength and disposition when Capt. HALLOWELL arrived in TIGRE on the 16th.

In August she was at anchor off Tenedos at the entrance to the Dardanelles as part of Lord COLLINGWOOD's fleet.

1808 Abel FERRIS Mediterranean.

From 10 to 14 May 1808 Wizard engaged in an 88-hour, 369 mile running fight with the French brig Requin, of 16 guns. The chase started off Toulon and ended when Requin took refuge in the the guns of Fort Goleta (or Goulette) in the bay of Tunis. Wizard lost one man killed and five wounded. HMS Volage captured Requin on 28 July; the Royal Navy took Requin into service as HMS Sabine.

During the summer of 1808 WIZARD and KENT were stationed off Genoa and almost entirely stopped the only trade the enemy had in very small vessels and during their time there they captured 23 of these coasters.

On 1 August they were running along the coast from Genoa towards Capo del Melle when they discovered a convoy of ten coasters under the protection of a gunboat at anchor close to the beach at Noli. Because there was little wind, Capt. ROGERS of KENT directed Capt. FERRIS to tow the boats of the two vessels into the beach and cover them while the enemy coasters were brought out. When they got near they found that these were moored to the shore with ropes to their keels and mastheads, so they had to land on the beach under the fire of two guns from the bows of the gunboat, two field pieces in a grove and a heavy gun in front of the town. The gun was taken and spiked by seamen and marines and the troops defending the field pieces in the grove were driven back and the guns taken off. Meanwhile Lieut. BISSETT of WIZARD and two from KENT were taking possession of the gunboat (the VIGILANTE) and cutting the moorings of the others. They were all brought out under the covering fire of WIZARD which suffered no casualties.

A little later the boats brought out three laden vessels from under the guns of a fort near Livorno and burnt a fourth which was aground.

1811 John Bowker, 10/1810, Mediterranean, until the spring of 1811 when he moved to the SAN JOSEF.

1812 Francis MOREBY, Spithead. In the Greek Archipelago on the 3 April 1812 Wizard captured the privateer xebec Corcira. Corcira, of Corfu, was armed with eight guns and had a crew of 60 men.

1813 Fairfax MORESBY, Mediterranean. In September MILFORD and WIZARD were off Fiume which was now guarded by MILFORD's marines. Nearly the whole of Istria and Croatia was up in arms and had driven out the French. A force of 2,000 Austrians and Croats under General Count Nugent was at Lippa, about 22 miles from Fiume. 600 French soldiers which had marched from Pola to relieve Fiume were disarmed and made prisoners by the 1,500 Croats accompanying them. Pola was taken possession of by WIZARD with some of MILFORD's marines and 50 Austrian soldiers.

WIZARD took part in the siege of Trieste between 11 and 29 October 1813. with MILFORD, ELIZABETH, EAGLE, TREMENDOUS and WEAZLE. Captain MORESBY commanded one of the batteries from the 16th. to the 24th. when he was ordered to construct a new battery of four 32-pounders within breaching distance of the walls of the citadel which contained 800 Frenchmen and 45 large guns. In spite of bad weather he accomplished it in the space of 56 hours using 50 men from MILFORD and 20 from WIZARD.

One of WIZARD's people was killed and six wounded including Mr William WATTS, the acting master, who was severely wounded and Mr YOUNG, midshipman. At times the naval squadron had 1200 men on shore and their losses numbered 10 men killed and 35 wounded.

1815 Walter CROCKER, Mediterranean.

On 14 May 1815 Korein and Torpion, under Swedish colours, came into Malta. They had been on their way from Gallipoli to Bristol when they were captured. Wizard had retaken them and sent them into Malta.

In June Wizard captured Sophie, Roose, master, and took her into Port Mahon. Sophie had been sailing from Havre to Marseilles when Wizard captured her. The Spanish government ordered Sophie's cargo sold.

On 17 September Wizard was off Dover, having returned from the Mediterranean.

Fate

The "Commissioners and Principal Officers of His Majesty's Navy" offered the "Wizard brig, of 283 tons", lying at Deptford for sale on 18 April 1816.

References

• Winfield, Rif (2008). British Warships in the Age of Sail 1793–1817: Design, Construction, Careers and Fates (2nd ed.). Seaforth Publishing. ISBN 978-1-86176-246-7.

Sir Sidney Smith

During the periods of the French Revolutionary and Napoleonic Wars, several British vessels were named Sir Sidney Smith for Admiral Sidney Smith.

• Sir Sidney Smith (1799 ship) (or Sidney Smith, or Sir Sydney Smith) was a French vessel taken in prize in 1799. She served the Royal Navy for two years during the French Revolutionary Wars as a hired armed schooner. She then became a merchantman, sailing to the Mediterranean, the Baltic, and the West Indies. She was last listed in 1814.
• Sir Sidney Smith (1802 ship) was a ship launched in 1802 at Dover. She was a West Indiaman. A United States privateer captured her in 1812.
• Governor Simcoe (1793 ship) was a merchant schooner launched in 1793. The Provincial Marine acquired her in 1813 and renamed her Sir Sidney Smith. She saw service on Lake Ontario during the War of 1812. The Royal Navy acquired her in 1814 and renamed her HMS Magnet. A few months later her captain had to blow her up to prevent the Americans from capturing the vessel.

History
United Kingdom
Name	Sir Sidney Smith
Namesake	Admiral Sidney Smith
Launched	1807, Cowes
General characteristics
Tons burthen	112, or 114, or 115 (bm)
Complement	25
Armament	2 × 12-pounder + 8 × 6-pounder guns

Sir Sidney Smith was a ship launched in 1807 at Cowes, or Woodbridge.

Career

Sir Sidney Smith first appeared in Lloyd's Register (LR) in 1808. Lloyd's Register gave the launch venue as Woodbridge. Later volumes would give the launch venue as Cowes. The Register of Shipping volume for 1809 gave the launch venue as Cowes.

Year	Master	Owner	Trade	Source
1808	E.Lawson	Lovell & Co.	London–Brazil	LR

On 28 February 1810 Sir Sidney Smith, Lawson, master, arrived at Port Royal in a very leaky state and sank there. She was recovered and returned to service.

Year	Master	Owner	Trade	Source & notes
1811	E.Lawson Wishart	Lovell & Co.	London–Brazils	LR; annotation "sunk"

On 28 April 1812 Captain William Wishart acquired a letter of marque. Then some two weeks later, Captain Thomas Woodbridge acquired a letter of marque.

Year	Master	Owner	Trade	Source
1816	Wishart Bedford	Lovell & Co.	Cork	LR
1819	Bedford	Lovell & Co.	Cork	LR
1819	W.Anderson	T.Lovel	London–Cadiz	Register of Shipping
1820	Bedford leCross	Lovell & Co.	Cork London–Rio de Janeiro	LR
1821	Bedford	Lovell & Co.	Cork	LR

HMS Cyane (1796)

History
Great Britain
Name	HMS Cyane
Namesake	Cyane
Ordered	24 January 1795
Builder	John Wilson & Co., Frindsbury
Laid down	May 1795
Launched	9 April 1796
Fate	Sold 12 January 1809
General characteristics
Class and type	Bittern (1795)-class sloop
Tons burthen	4238⁄94 (bm)
Length	Overall: 111 ft 9 in (34.1 m) Keel: 90 ft 10+5⁄8 in (27.7 m)
Beam	29 ft 7 in (9.0 m)
Depth of hold	8 ft 6 in (2.6 m)
Sail plan	Sloop
Complement	121
Armament	Upper deck: 18 × 6-pounder guns QD: 6 × 12-pounder carronades Forecastle

HMS Cyane (or occasionally Cayenne)

HMS Cyane

Captain Robert Manning commissioned Cyane in April 1796. He sailed her for the Leeward Islands on 20 February 1796.

Commander Henry Matson was appointed to Cyane on 22 March 1799.

1800 Ditto, Jamaica.

On 9 February 1801 CYANE was in company with DAPHNE, Richard MATSON, off Guadaloupe when the saw some coasters inshore being escorted by a French schooner. Lieut. PEACHY of CYANE and Lieut. MACKENZIE of DAPHNE went in the boats but, as they approached, the enemy vessels moved under cover of the batteries at Basseterre except for one which anchored near the Vieux fort and was taken by MACKENZIE during the night. In the morning the schooner was sighted at anchor at Trois Rivieres where she was protected by three batteries. At sunrise on the 18th the two Lieutenants with 30 men ran the schooner on board and, after fifteen minutes hard fighting, they succeeded in bringing her out under heavy fire. The French captain, his two Lieutenants and six of his men were wounded, one man was killed and two drowned. The schooner was the ECLAIR, capable of carrying twelve 6-pounders and twenty brass swivels. At the time of her capture she was going to Pointe Petre to complete her armament, having left Rochefort with only four brass 4-pounders and twenty small guns. She was taken into the Royal Navy under the command of Lieut. MACKENZIE.

On 2 February 1801, Tamar, Gipsey, and Cayenne recaptured the American brig Industry. Industry was carrying a cargo of cattle and mules.

Commander Matson was promoted to post captain on 15 December 1802.

1803 Murray MAXWELL, 12/1802, Barbados.

CYANE formed part of Commodore HOOD's squadron at the reduction of St. Lucia on 22 June 1803.

Commander Maxwell was promoted to post captain on 4 August 1803.

1803 Joseph NOURSE, 06/1803.

On 2 January 1804 he recaptured an English Guinea trader which had been taken by privateers and in the following six weeks he took three French privateers carrying 30 guns and 236 men between them.

NOURSE was promoted out of CYANE in April 1804.

1805 Hon. George CADOGAN, West Indies.

She was captured on 12 May 1805 by the French L'HORTENSE and L'HERMIONE and recaptured off Tobago on 5 October 1805 by Capt. George TOBIN in PRINCESS CHARLOTTE (38).

HMS Cerf

After her recapture, the Navy reamed Cyane Cerf, there being another Cyane already in service. She was commissioned under Commander Robert Nicholas. She returned to England in September 1806 as an escort to a convoy from the West Indies.

Fate

Cerf was laid up at Deptford on 11 October 1806. She was offered for sale at Deptford on 12 January 1809. She was sold there on 12 January 1809.

References

• Hepper, David J. (1994). British Warship Losses in the Age of Sail, 1650-1859. Rotherfield: Jean Boudriot. ISBN 0-948864-30-3. OCLC 622348295.
• Marshall, John (1825). "Matson, Henry" . Royal Naval Biography. Vol. 2, part 2. London: Longman and company. p. 743–744.
• Winfield, Rif (2008). British Warships in the Age of Sail 1793–1817: Design, Construction, Careers and Fates (2nd ed.). Seaforth Publishing. ISBN 978-1-86176-246-7.
• Winfield, Rif; Roberts, Stephen S. (2015). French Warships in the Age of Sail 1786–1861: Design Construction, Careers and Fates. Seaforth Publishing. ISBN 978-1-84832-204-2.

Aurora (1796 ship)

Aurora was launched at Philadelphia in 1796, possibly under another name. She first appeared in British records in 1806.

Career

Aurora first appeared in Lloyd's Register (LR) in 1806.

Year	Master	Owner	Trade	Source
1806	J. Philips	Taylor & Co.	Demerara–Cork	LR

Lloyd's List ship arrival and departure (SAD) data showed a voyage by Aurora, Phillips, master, in 1807 to Trinidad and back to Liverpool, but nothing thereafter.

Year	Master	Owner	Trade	Source
1810	J. Philips	Taylor & Co.	Demerara–Cork	LR

Fate

Aurora was last listed in 1813 with data unchanged from 1810.

Lindsay

History
United Kingdom
Name	Lindsay
Launched	1810, Savannah
Acquired	1813
General characteristics
Tons burthen	251, 254, or 264, or 270 (bm)

Lindsay (or Lindsey, or Lindsay's) was built at Savannah in 1810. She was taken in prize in 1814 and her new owners retained her name. She traded between England and the Mediterranean, New York, South East Asia, Brazil, .... The voyage to South East Asia was probably under a licence from the the British East India Company (EIC).

Career

On 14 November 1813 HMS North Star detained Lindsay, Winder, master, and carried her into Jamaica. Lindsay had been on her way from St Domingo to London. She was liberated (released). On 12 February 1814, Lindsays, Winder, master, put into Havana, leaky. She had been sailing from San Domingo and Jamaica for London. She arrived at Gravesend on 11 July.

Lindsay first appeared in Lloyd's Register (LR), in the volume for 1814.

Year	Master	Owner	Trade	Source & notes
1814	G.Winder	Illegible	Illegible	LR
1815	G.Winder A.Turner	A. Henry & Co.	London–Naples	LR
1816	A.Turner	A. Henry & Co.	London–Naples London–New York	LR
1820	A.Turner Lockerby	Turner & Co.	London–Berbice	LR
1821	Lockerby	Captain & Co.	London–Cape of Good Hope	LR; good repair 1819

In 1813 the EIC had lost its monopoly on the trade between India and Britain. British ships were then free to sail to India or the Indian Ocean under a licence from the EIC. The reference to the Cape in the 1821 volume of Lloyd's Register concealed a voyage to the East Indies.

On 10 December 1820 Lindsays was at 1°26′N 85°00′E on her way to Penang. On 6 August 1821 she was at St Helena, having come from Mauritius. On 9 August she sailed for Gibraltar. On 14 August she was reported off Ascension on her way to Gibraltar, having come from Mauritius and Sincapore. On 11 October she was reported to have arrived at Gibraltar from Sincapore, Pulapenang, Bencoolen, Mauritius, and St Helena.

Year	Master	Owner	Trade	Sources & notes
1822	Lockerby	Captain & Co.	Liverpool–Brazil	LR; good repair 1819

On 7 March 1822 Lindsays, Lockerty, master, had to put back to Liverpool. She had just set out for Rio de Janeiro when a gale came up that cost her her anchors and cables. She arrived at Rio on 12 May. By 1 October she off Dover. On 15 November she arrived at Liverpool from Hamburg.

Year	Master	Owner	Trade	Sources & notes
1824	Lockerby Andersens	Captain & Co.	Liverpool–Bahia	LR; good repair 1819
1825	W.Anderson	Lockerby & Co.	Liverpool–Belfast	LR; good repair 1819
1826	G.Hudson	Lockerby & Co.	Liverpool–St Thomas	LR; good repair 1819
1828	R.Dixon Robinson	Lockerby & Co.	Liverpool–Bahia	LR; good repair 1819 & damages repaired 1826
1829	Robinson J.Rowe	Lockerby & Co.	Liverpool–Pernambuco	LR; good repair 1819 & damages repaired 1826
1830	J.Rowe	Lockerby & Co.	Liverpool–Newfoundland	LR; good repair 1819 & damages repaired 1826
1831	J.Rowe	Lekerby & Co.	Liverpool–Maranham	LR; good repair 1819 & damages repaired 1826
1832	J.Rowe D.Ross	Lekerby & Co.	Liverpool–Maranham	LR; good repair 1819 & damages repaired 1826
1833	D.Ross	T.Fenton	Greenock–Van Diemen's Land	LR; good repair 1819 & damages repaired 1826

Lindsay, Ross, master, sailed from Sligo on 26 November 1831 and Greenock on 24 January 1832. She arrived at Hobart on 22 June with 88 passengers, of whom 76 were steerage. The regular passengers included Captain Fenton, his wife, and their eight children. By another account, she had 107 emigrants aboard from Ireland and only put into Greenock because she had developed a leak. A third account stated that the 76 steerage emigrants were the first set arriving under the auspices of the Emigration Committee. The colony was to pay Captain Fenton £20 per head for the labourers.

On 27 June 1832 Lindsay was offered for charter, freight, or sale at Hobart. By October an eigth share of Lindsays was on offer. The advertisement stated that she had been fitted for the sperm whale fishery. On 25 October she sailed for the fishery.

On 9 February 1834, Lindsays, Lovell, master, arrived from the sperm fishery with 1800 barrels of sperm oil. On 9 April she was again offered for sale.

On 9 June Lindsays, Lovett, master, sailed for the South Seas. The desertion of some sailors compromised the voyage and Captain Lovett had to delay his sailing. She sailed again on 26 July for the whaling grounds. She arrived back from the whaling grounds on 1 November 1835. She was again offered for sale on 17 November.

From then on Lindsays engaged in coastal trade between Tasmania and Australia's east coast.

On 1 March Lindsays, Walsh, master, sailed to Twofold Bay. On 6 April Lindsays arrived at Hobart from Twofold Bay. She was carrying 91 head of horned cattle, 300 sheep, and 253 casks of beef. She had developed a leak that the pumps were able to manage until she succeeded in entering the harbour. In March she sailed again for Twofold Bay, and returned on 5 May with 108 cattle, 16 calves, two horses, and 212 sheep.

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.

Queen Charlotte Packet

History
Great Britain
Name	Queen Charlotte
Launched	1787, The Thames
Captured	1795
General characteristics
Tons burthen	214, or 240 (bm)

Career

Queen Charlotte Packet first appeared in Lloyd's Register (LR) in 1787.

Year	Master	Owner	Trade	Source
1787	R.Clark	Captain & Co.	London	LR
1789	R.Clark	Captain & Co.	London–West Indies	LR

In 1790 Queen Charlotte Packet made one voyage from New York to Falmouth, Cornwall in 21 days. On 6 December she arrived at Falmouth from Jamaica in six weeks.

Queen Charlotte Packet was last listed in Lloyd's Register in 1790. However, she continued to appear in Lloyd's List.

EIC voyage (1793–1794)

Captain William Fairfax left Falmouth on 5 March 1793, bound for Madras and Bengal. Queen Charlotte reached St Helena 30 May and the Cape on 23 June, and arrived at Madras on 21 August. She arrived at Calcutta on 2 October. On 14 November she left Bankshall. On 26 January 1794 she reached St Helena and on 30 March she arrived back at Falmouth.

Fate

Lloyd's List reported in February 1795 that the Queen Charlotte Packet had been captured and taken into Brest. She had been returning to Cornwall from the Leeward Islands.

References

• Pawlyn, Tony (2003). The Falmouth Packets, 1689–1851. Truran. ISBN 9781850221753.

Chance

History
Great Britain
Name	Chance
Owner	1787:William Swales & Co. 1789: Jonathan Lacey, Jonathan Saunders, & James Atty
Launched	1760, or 1765, Whitby
General characteristics
Tons burthen	326, or 3266⁄94, or 350, or 400 (bm)
Armament	6 × 6-pounder + 4 × 4-pounder guns (1780)

Chance was launched at Whitby in 1760 or 1765, under a different name. She first appeared as Chance in 1779. She became a whaler in the British northern whale fishery. She was lost in the ice in 1788.

Career

Chance first appeared in Lloyd's Register (LR) in the volume for 1779. Her entry in the 1780 and 1781 issues agreed with respect to master, owner, and trade, but the two disagreed on facts about the vessel. In the 1780 issue, her previous name was given as Friendship, her burthen as 350 tons, and her launch year as 1765. In the 1781 issue, her previous name was given as Hunter, her burthen as 400 tons, and her launch year as 1757. Later issues showed Chance, of 400 tons (bm), being launched at Whitby in 1765. However, her entry in Weatherill, who used Whitby registers as his source, makes no mention of previous names, gives her burthen as 326 tons, and her launch year as 1760. It also does not carry data for her before 1780.

The whaling season generally ran from March-April to September-October. Between whaling voyages, Chance sailed to the Baltic.

Year	Master	Owner	Trade	Source & notes
1779	G.Ismay	W.Swales	Whitby–Riga	LR: small repairs 1779
1780	G.Ismay	Swales & Co.	Whitby–Riga Whitby–Davis Strait	LR; thorough repair 1779
1781	G.Ismay	Swales & Co.	Whitby–Petersburg Whitby–Davis Strait	LR; thorough repair 1779

Chance, Ismore, master, sailed from Whitby on 27 August 1779, bound for Riga. She sailed via Elsinor. After her return she was next reported in 1780 to be returning from Davis Strait with two "fish" (whales).

Year	Master	Grounds	Whales	Tuns whale oil	Seals
1780	Ismay	Davis Strait	2	35	0
1781	Ismay	Davis Strait	1	20	0
1782	Ismay	Davis Strait	6	115	0
1783	Ismay	Davis Strait	1	15	0
1784	Ismay	Greenland	1	20	0
1785	Borley	Greenland	4	68	3
1786	Borley	Greenland	3	57	24
1787	Borley	Greenland	0	0	0

Chance had gathered one whale in 1787, but Molly claimed it. The matter went to court and on 30 November 1787 the judge found for the plaintiff. The judge awarded Molly £478.

Year	Master	Grounds	Whales	Tuns whale oil	Seals
1788	Borley	Greenland	0	0	0

Loss

Chance, Burleigh, master, was lost in the ice in 1788. A secondary source gives the master's name as "Buller".

References

• Lubbock, Basil (1937). Arctic Whalers. Glasgow: Brown, Son & Ferguson.
• Weatherill, Richard (1908). The ancient port of Whitby and its shipping. Whitby: Horne and Son.

Molly

History
Great Britain
Name	Molly
General characteristics
Tons burthen	(bm)

Molly was launched in

Career

Molly first appeared in an online copy of Lloyd's Register in

Year	Master	Owner	Trade	Source & notes

Notes, citations, and references

Notes

Citations

References

• Powell, J. W. Damer (1930). Bristol privateers and ships of war. J.W. Arrowsmith: Bristol.
• Williams, Gomer (1897). History of the Liverpool Privateers and Letters of Marque: With an Account of the Liverpool Slave Trade. W. Heinemann.

HMS Blazer (1805)

History
United Kingdom
Name	HMS Blazer
Fate	Sold 15 December 1814
General characteristics
Class and type	Archer-class gunbrig
Tons burthen	1802⁄94 (bm)
Length	Overall: 80 ft 0 in (24.4 m) Keel: 65 ft 10+5⁄8 in (20.1 m)
Beam	22 ft 8 in (6.9 m)
Depth of hold	9 ft 5+1⁄2 in (2.9 m)
Complement	50
Armament	12 × 18-pounder carronades + 2 × 12-pounder bow chasers

HMS Blazer was a later Archer-class British Royal Navy gunbrig, launched in 1805.

Career

Operations in the Elbe, 1813

On 14 March 1813 Lieutenant Francis Banks, of Blazer, who commanded the small British force stationed off the island of Heligoland, received information that the Russian Army had entered Hamburg and that the French at Cuxhaven were in some distress. He took Brev Drageren and proceeded to the river Elbe to intercept any fleeing French vessels. Early in the morning he found two abandoned gun-vessels that he destroyed. Then the British found that the French were destroying their flotilla of 20 large gun schuyts. The next day, by invitation from the shore, Banks landed with 32 troops that he had embarked at Heligoland and took possession of the batteries of Cuxhaven. On 17 March he agreed a treaty with the civil authorities that the British flag should be hoisted in conjunction with the colours of Hamburg. The Russians agreed that they would deliver all the military stores they captured to the two British vessels.

Brev Drageren and Blazer shared in the prize money for Ever Pascal, Deux Freres, Vrow Elizabeth, and stores at Cuxhaven and St. Cricq that they captured on 17 March.

On 21 March 1813, Devon took eight men and his 12-year-old brother, Midshipman Frederick Devon, in Brev Drageren's gig. William Dunbar, Master of Blazer, took 11 men in Blazer's cutter. Together the two boats went up river in search of a privateer reported to be in the area. Off the Danish port of Brunsbuttel they sighted two boats, one of which hailed them, ran up Danish colours, and opened fire, fortunately over the heads of the British. Devon boarded the gunboat in the smoke of her second broadside, and possibly the explosion of some cartridges on her deck, and captured her. Blazer's cutter came up and together the British sailors succeeded in imprisoning the Danish crew below deck. The gunboat turned out to be Jonge-Troutman. She was under the command of Lieutenant Lutkin, had a crew of 25 men, and carried two 18-pounder and three 12-pounder guns. Dunbar and the cutter then turned their attention to the second gunboat, Liebe, and captured her too. She was under the command of Lieutenant Writt and had the same establishment as Jonge-Troutman. The British suffered no casualties and the Danes suffered two wounded.

Admiral Young, the commander-in-chief of the British navy in the area, wrote to Devon, asking him to convey to his men the Admiralty's approbations of their conduct. He acknowledged that "gun-boats make but bad prizes" and therefore pledged that his share of any prize money should be distributed to the crews of the boats. Prize money was paid in June 1815.

In 1847 the Admiralty issued the Naval General Service Medal with clasp "21 March Boat Service 1813" to all surviving claimants of the action. There were three claimants. Frederick Devon was one. The other two went to Thomas Davies, then Assistant Surgeon of Brev Drageren, and James Whiteman, then a Private in the Royal Marines, stationed on Blazer.

Fate

The "Principal Officers and Commissioners of his Majesty's Navy" first offered "Blazer, lying at Sheerness" for sale on 1 December 1802. She sold in 15 December 1814 .

References

• Winfield, Rif (2008). British Warships in the Age of Sail 1793–1817: Design, Construction, Careers and Fates. Seaforth Publishing. ISBN 978-1-86176-246-7.

Commerce Newfoundland 220

History
Great Britain
Name	Commerce
Builder	Newfoundland
Launched	1798
Captured	1806
General characteristics
Tons burthen	220, 222, or 225 (bm)
Complement	22
Armament	1804: 8 × 9-pounder guns 1805:10 guns

Commerce was launched at Newfoundland in 1798. In 1801 she became a whaler and made two voyages to the Southern Whale Fishery.

Career

Commerce entered Lloyd's Register (LR) in 1799 with J. Besant, master, J. Neave, owner, and trade London–Newfoundland. Lloyd's Register for 1802 showed her master, owner and trade changing. In particular, her trade changed to London–South Seas, meaning that in her case she was to engage in whaling.

1st whaling voyage (1802–1803): Captain Long sailed from England on 18 February 1802, bound for Delagoa Bay. She was reported to have been there on 1 August 1802. In June 1803 she was at Saint Helena. On 12 August 1803, Lloyd's List reported that Commerce, Long, master, arrived at Cork from the South Seas. She returned to England on 26 August 1803. She was reported to have returned to the Thames in September.

2nd whaling voyage (1803–Loss):

Commerce, John Wilkinson, master, entered Port Jackson from King George's sound on 12 October 1805 with 600 barrels of oil.

Commerce was condemned at Sydney in October 1805; Captain Wilkinson had her stores and equipment auctioned.

Fate

Lloyd's List reported on 19 August 1806 that Commerce, Wilkinson, master, had been captured and taken into Amboyna. Lloyd's Register for 1807 carried the annotation "captured".

The registers

Year	Master	Owner	Trade	Source and notes
1799	J. Besant	J. Neave	London-Newfoundland	LR
1800	J. Besant	J. Neave	London-Newfoundland	LR
1801	J. Besant	J. Neave	London-Newfoundland	Register of Shipping (RS)
1802	J. Besant Wilkinson P.Long	Collins	London−Naples London–South Seas	LR
1803	Long Williamson	Collins	London–South Seas	LR
1804	Wilkinson	A. Collins	London–South Seas	RS
1805	Wilkinson	A. Collins	London–South Seas	LR
1806	Wilkinson	A. Collins	London–South Seas	RS
1807	Wilkinson	Collins	London–South Seas	LR; "Captured"

Citations and references

Citations

References

• Bladen, Frank Murcot, ed. (1897) Historical Records of New South Wales, Vol. 5. (C. Potter)
• Clayton, Jane M (2014). Ships employed in the South Sea Whale Fishery from Britain: 1775–1815: An alphabetical list of ships. Berforts Group. ISBN 9781908616524.

In November 1806, Governor King, in a conversation with the master of the Commerce (James Birnie), observed that this ship would be in a similar situation on her arrival in England with the Lady Barlow. On 11 November 1806 a bill of sale was made by Lord Kable and Underwood (owners of the Commerce) to James Birnie for £2,000, and she was registered in New South Wales. This same expedient was suggested by Campbell in relation to the Lady Barlow before she left New South Wales in 1805. The Commerce was to remain the property of Birnie from November 1806 to cancellation of the transfer in October 1807* though she was to be assigned to Lord & Co. on her arrival in England, along with the bills for £2,000. With the ship ostensibly the sole property of Birnie it was hoped to ensure her acceptance by the English customs. The Commerce left in February 1806 for London, via the Penantipodes, with a cargo of oil, skins and wood valued by Lord at £30,000; but she returned to the colony in April, and after a long and bitter dispute her cargo was transferred to the Sydney Cove. Later in the year Lord brought a law suit against Birnie. Lord v. Birnie, S.C.P* Appeals Court, 1807, pp. 245–339.

Beaufoy

History
United Kingdom
Name	Beaufoy
Launched	Dover, 1803
Fate	Last listed 1833
General characteristics
Tons burthen	62, or 66 (bm)

Beaufoy was launched at Dover in 1803, but did not appear in Lloyd's Register until 1822 when she sailed on the first of three voyages to engage in seal hunting in the South Shetland Islands. From 1827 on she sailed first to Málaga and then regularly to Madeira. She was last listed in 1833.

Career

Beaufoy first appeared in the 1822 volume of LR.

Year	Master	Owner	Trade	Source
1822	M.M'Leod	Strachan	London–South Seas	LR; new bottom 1818 & new topsides and small repairs 1819

For the first two of her three sealing voyages Beaufoy served as a ship's tender to Jane, a larger vessel that Stachan co-owned with James Weddell, Jane's master.

1st sealing voyage (1821–1822): Captain Michael M'Cleod sailed from London on 13 July 1821, bound for the New South Shetland Islands. Beaufoy returned on 12 July 1822 with 22 casks of oil and three casks of blubber.

2nd sealing voyage (1822–1824): Captain Matthew Brisbane sailed from London on 17 September 1822, bound for the New South Shetland Islands. She returned on 22 June 1824 with 11⁄2 tons of oil and 1215 skins.

3rd sealing voyage (1824–1826): Captain Brisbane sailed from London on 24 August 1824. She returned on 18 April 1826 with 3620 skins.

After returning from his third sealing voyage, Captain Brisbane became master of Prince of Saxe Coburg, owned by Pirie & Co. He then ailed her on what would be an ill-fated sealing voyage, again to the South Shetlands. Strachan and Co., stopped sealing and moved Beaufoy to sailing to Malaga, and then Madeira.

Year	Master	Owner	Trade	Source
1826	Brisbane R.Holmes	Strachan	London	LR;new bottom 1818, new wales 1819, & 1824 decks doubled
1826	Brisbare Holm	Strachan Mitchell	London–South Seas London–Malaga	Register of Shipping
1827	R.Holmes	Strachan	London–Malaga	LR;new bottom 1818, new wales 1819, & 1824 decks doubled
1828	R.Holmes	Strachan	London–Madeira	LR;new bottom 1818, new wales 1819, & 1824 decks doubled

Fate

Beaufoy was last listed in 1833 with data unchanged since 1828.

Napoleon

After the invasion, on 13 March Atlas sailed as a cartel with the crews of Atalanta and Napoleon. The French frigate Atalante had been wrecked on 3 November 1805 in Table Bay, Cape of Good Hope. She was repaired but Commodore Home Riggs Popham's squadron drove her ashore on 10 January 1801 in Table Bay where her crew burnt her to prevent the British from capturing her. Napoleon was a corvette that HMS Narcissus ran onshore on 25 December 1805 as Napoléon was coming from Table Bay. Napoléon's crew managed to escape. Napoléon, ex-Bonaparte, was a three-masted privateer from Saint-Malo built in 1803 and 1804, and commissioned at Saint-Servan in January 1805. Her draft was 3.35 metres empty, and 4.87 metres when fully loaded; she was of 400 tons (French; "of load"). She was armed with 28 guns (four 8-pounders, six 6-pounders, sixteen 32-pounder carronades, and two 36-pounder obusiers. She sailed to Isle de France (Mauritius) under Malo-Jean Le Nouvel with 147 to 180 men. She then made two more cruises from Île de France with 180 to 250 men, and 32 guns. French sources give the date and place of her loss as 23 November 1806 at Hood Bay.

Fanny

History
United States of America
Name	Fanny
Owner	Miller & Co.
Builder	Philadelphia
Launched	1798
General characteristics
Tons burthen	375 (bm)
Armament	10 × 6-pounder guns
Notes	Pine beams

Fanny was launched at Philadelphia in 1798. She sailed to Great Britain and the British East India Company (EIC) chartered her for one voyage.

Career

Fanny, M'Alister, master, arrived at Deal from Philadelphia on 25 June 1800, and Gravesend on 4 July.

Fanny first appeared in Lloyd's Register (LR), in 1800.

Year	Master	Owner	Trade	Source & notes
1800	M'Alister	Miller & Co.	London–India	LR

Fanny sailed via Madeira, having left Gravesend on 17 August. On 6 November 1800 Fanny, Macalaster, master, was at the Cape of Good Hope on her way to India. In August 1801 Lloyd's List reported that Fanny, M'Alister, master, had arrived at Philadelphia from Bengal.

Fanny foundered while on passage from Madras for the Cape of Good Hope. She was not carrying any cargo for the EIC as she does not appear in the most comprehensive listing of EIC losses.

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• House of Commons, Parliament, Great Britain (1830). Reports from the Select Committee of the House of Commons appointed to enquire into the present state of the affairs of the East India Company, together with the minutes of evidence, an appendix of documents, and a general index. Vol. 2.{{cite book}}: CS1 maint: multiple names: authors list (link)

VENUS

History
Great Britain
Name	Venus
Builder	Calcutta, India
Launched	1792
Fate	Missing 1803
General characteristics
Tons burthen	135, or 142 (bm)
Complement	18
Armament	1800:2 × 4-pounder guns 1801:8 × 9-pounder carronades
Notes	Teak-built

Venus was probably launched at Calcutta in 1792.

Career

Venus does not appear in the most complete list of vessels built at Calcutta, but that is not surprising given that she was apparently built before 1800.

She first appeared in Lloyd's Register (LR) and the Register of Shipping (RS) in 1801. Both registers agreed in the name of her master and of her owner, C[harles] Bishop and G[eorge] Bass. They disagreed in her trade. LR gave it as London–South Seas. RS gave it as London-CGH.

The listing in LR of Venus's trade as London–South Seas or London–Southern Fishery has led various sources tentatively to view her as a whaler. Venus was a trader, not a whaler.

Captain Charles Bishop acquired a letter of marque on 14 November 1800. On 25 December he sailed from Gravesend for the Cape, apparently via Salvador, Bahia. From the Cape she sailed to Botany Bay. She arrived at Port Jackson from England on 20 August 1801, with merchandise. She then sailed on 23 November for Tahiti to bring back pork.

Venus sailed via New Zealand, where she gathered supplies, including timber, to make barrels for pork. She spent 14 days at Dusky Sound stripping iron from the hulk of Captain Brampton's old ship Endeavour. The blacksmith converted the iron into axes which they then used in Tahiti to trade for pork.

Venus returned to Port Jackson on 14 November 1802, with pork. She then sailed for Tahiti again on 5 February 1803.

Haklyut has book of his voyage to NW. Also book: Flinders: The Man Who Mapped Australia By Rob Mundle.

See also Margaret Steven book.

Fate

Bass sailed from Port Jackson on 18 May 1803 in company with Greenwich. The two parted company on 11 June in a gale at 50°30′N 140°30′W. Greenwich returned to England, which she reached on 27 September, but neither Bass nor Venus and her crew was ever heard from again.

Various sources continued to list Venus as a whaler until about 1806, but that was based on stale data that assumed her trade.

Post-script

Venus's disappearance gave rise to a contested insurance claim. The insurance company refused to pay out on her loss, arguing that Bass had violated the terms of his license from the EIC, and so vitiated the contract. The plaintiffs argued that there was no violation. The court found for the plaintiffs.

References

• Clayton, Jane M (2014). Ships employed in the South Sea Whale Fishery from Britain: 1775–1815: An alphabetical list of ships. Berforts Group. ISBN 9781908616524.
• Phipps, John (1840). A Collection of Papers Relative to Ship Building in India ...: Also a Register Comprehending All the Ships ... Built in India to the Present Time ... Scott.
• Taylor, Rowley (2006). Straight through from London, the Antipodes and Bounty Islands, New Zealand. Christchurch: Heritage Expeditions New Zealand. ISBN 0-473-10650-7.

Roehampton

History
United Kingdom
Name	Roehampton
Namesake	Roehampton
Builder	London
Launched	1785
General characteristics
Tons burthen	305 (bm)

Roehampton was built on the Thames in 1785.

Career

Roehampton first appeared in Lloyd's List (LR) in an on-line copy of the volume for 1786.

Year	Master	Owner	Trade	Source
1786	Wilkinson	Wilkinson	London–Halifax	LR
1787	G.Ross	Wilkinson	London–Antigua	LR
1789	G.Ross P.Miller	Wilkinson	London–Antigua	LR
1796	P.Miller	Wilkinson	London–Philadelphia	LR

Citations and references

Citations

References

• Jackson, Melvin H. (1969). Privateers in Charleston 1794–1796: An account of a French palatinate in South Carolina. SMITHSONIAN STUDIES IN HISTORY AND TECHNOLOGY NUMBER 1. United States Government Printing Office.
• Moore, John Bassett (1895). History and Digest of the International Arbitrations to which the United States Has Been a Party: Together with Appendices Containing the Treaties Relating to Such Arbitations, and Historical and Legal Notes on Other International Arbitrations Ancient and Modern, and on the Domestic Commissions of the United States for the Adjustment of International Claims. Vol. 4. U.S. Government Printing Office.
• Williams, Greg H. (2009). The French assault on American shipping, 1793-1813: a history and comprehensive record of merchant marine losses. McFarland. ISBN 9780786438372.

Mexican Libertador - not Surat Castle

http://www.historic-shipping.co.uk/robwigram/sucastle%2024.html

2) Or Libertad was formerly the Danish East Indiaman Arveprindsen built in 1798 and purchased in 1824. "Built as French merchant vessel Union in 1798 in Bordeaux, purchased by Danish Asiatisk Kompagni and renamed Avreprindsen, 13. 04.1805 sailed from Kopenhagen, via Dover to Canton, then after from Feb 1808 till Apr 1810 was armed as a frigate 22x18pdr & 16x8pdr. Taken by British at Kopenhagen. Offered for sale in The Times 23.04.1824 Rebuilt and armed in 1825 at Curling , Young & Co shipyard at Limehouse. Declased into corvette in 1828."

23rd July 1825. Passed Portsmouth, the ‘Surat Castle’, Mexican frigate of 56 guns, Captain C. T. Smith, for Vera Cruz, being one of a squadron of frigates preparing for the Mexican Government, with a view to commence offensive hostilities on the island of Cuba, and the Spanish naval force in that quarter.

17th December 1825. The Mexican squadron consisted off the ‘Libertado’ frigate (formerly the ‘Surat Castle’) a brig and five schooners were off the castle of St. Juan d’Ulloa, and were hourly expected to engage the Spanish squadron.

(Renamed and lengthened?)

King George

History
United Kingdom
Name	King George
Launched	1796
Captured	31 July 1803
France
Name	Brave
Acquired	1803 by acquisition of a prize
Renamed	1806: Boléro December 1806: Atrevido
Fate	Sold 1809
General characteristics
Tons burthen	Packet: 179 (bm) Privateer: 175 (French: "of load")
Length	18.8 m (62 ft)
Beam	7.1 m (23 ft)
Draught	4.2 m (14 ft)
Complement	1804: 98–120 1807:
Armament	1796: 6 × 6-pounder guns 1798: 8 × short 12–pounder cannons 1804: 8 × 12-pounder guns + 8 × 12-pounder carronades 1806: 14 × 3-pounder guns 1807: 8 × 6-pounder guns + ×8 ×12-pounder howitzers 1807: 8 × 6-pounder guns + 4 × 4-pounder guns + 6 × 12-pounder cannons

King George was a Falmouth, Cornwall Post Office Packet Service packet launched in 1796. She sailed between Falmouth and Lisbon until 1803 when a French privateer captured her in a notable single-ship action. She became the successful French privateer Brave. After several years of prize taking Brave first became Boléro, and then Atrevido. She was sold in 1809.

Falmouth Packet

On 27 August 1802, King George arrived from Lisbon with Baron Slaten, the Russian ambassador to the Portuguese court, the Portuguese consul to St Petersburg, his secretary, and a messenger.

By 19 May 1803, King George was at Lisbon, having come from Falmouth. On 7 June she was back at Falmouth, having come from Lisbon in nine days.

On 23 July 1803, King George, Yescombe, master, set sail from Lisbon, bound for Falmouth. Lloyd's List on 23 August carried information from the French papers that the French privateer Représailles had taken King George, described as a packet. Représailles, from Bordeaux, had captured King George Packet on 31 July. French reports were that Représailles captured King George by boarding after about an hour-long hard-fought engagement; Yescombe, her mate, and three seamen were wounded. English accounts reported that King George, had been captured on 30 July. The privateer had been armed with fourteen 4-pounders and had a crew of a hundred men; King George was armed with six guns and had a crew of only twenty-six men. French fire had so damaged her spars and rigging that the French had been able to board, pouring 50 men, "chiefly blacks", on her. All the British casualties occurred during the fight on her decks, with Yescombe falling wounded after having been shot through the thigh.

She was carrying 15,000 carets of diamonds, worth some £45,000. She was also carrying $40,000. The French took King George into Vigo. The passengers and some of the crew chartered a Swedish galliot to take them back to England. Yescombe's wounds proved to be mortal; he died aboard the galliot on 11 August. Sixteen crew returned later on the Duke of Cumberland packet from Lisbon. The galliot left the passengers and Yescombe's body at Scilly. The revenue cutter Providence, Captain Worsell, then carried them to Plymouth. The diamonds captured on King George sold for more than 700,000 livres.

Yescombe's wife had a plaque erected to his memory in St Mylor's Church, Mylor Churchtown, Cornwall.

Sacred/to the Memory of/EDWARD BAYNTUM YESCOMBE Esq/late Commander of/the King George Lisbon Packet/who was alike distinguished for/His Manners as a Gentleman/His Conduct as an Officer/and/His Benevolence as a Christian/A Man of strict Integrity/worthy of Imitation/in his public Capacity/and in his domestic Life/honoured and beloved/He lost his Life/in bravely defending his Ship/against the Enemy/He died August 12 1803 Aged 35/His Widow erected this Marble/as a Testimony of Her Esteem/and affection

Lloyd's Patriotic Fund voted to present Yescombe's widow with a piece of plate worth £50, suitably engraved.

French privateer

French owners named the captured vessel Brave and recommissioned her in Bordeaux as a three-masted privateer. Luis-Joseph Quoniam sailed her on her first cruise from February 1804 to some time in 1805. In 1804 she captured the West Indiaman Resolution, which had been sailing from Jamaica to London. HMS Diamond recaptured Resolution and set off, unsuccessfully, after Brave.

She was sold to Lapeyre and son in early 1806 at Vigo; she was schooner-rigged and renamed Boléro. She cruised under an unknown captain from some time in 1806 to December 1806.

In December 1806, Lapeyre and Son sold her to Pierre Labat in Bayonne, who renamed her Atrevido and recommissioned her in Santander or Bayonne. She made one cruise from January 1807 to October under Jean-Marie Cochet. from November 1807 to April 1808 she made another cruise under Cochet.

Atrevido was decommissioned in Bayonne in April 1808. In May 1809 she was sold to Paul Lafargue, a shipowner from Bordeaux.

References

• Demerliac, Alain (2003). La Marine du Consulat et du Premier Empire: Nomenclature des Navires Français de 1800 à 1815 (in French). Éditions Ancre. ISBN 9782903179304. OCLC 492784876.
• Long, William H. (1895). Medals of the British navy and how they were won: with a list of those officers, who for their gallant conduct were granted honorary swords and plate by the Committee of the Patriotic Fund. London: Norie & Wilson.
• Norway, Arthur H. (1895). History of the Post-Office Packet Service between the Years 1793-1815. London:: Macmillan & Co.{{cite book}}: CS1 maint: extra punctuation (link)
• Pawlyn, Tony (2003). The Falmouth Packets, 1689–1851. Truran. ISBN 9781850221753.
• Steel, David, ed. (1802). Steel's Original and Correct List of the Royal Navy, Hired Armed Vessels, Packets, Excise and Revenue Cutters, &c: With Their Commanders and Stations[...] Steel.

Loo Fort

Loo Fort was the name British mariners used in the 18th and 19th centuries for a fort at Funchal. The Fort is located in what is now the Principality of Pontinha. The Fort, more formally known as Fort Saint-joseph, or Forte São Jose sits on a basalt island that was located about 70 meters off shore. In the 1950s a causeway was constructed that incorporated the island, joining it to the mainland and encroaching on the Fort's structures.

Loo Fort and the onshore Forte de São Tiago protected the anchorage at Funchal.

Between 1801 and 1802, and 1807 and 1814, i.e., during the French Revolutionary and Napoleonic Wars the British occupied Madeira and garrisoned the Fort in conjunction with the Portuguese.

Lord Wellington2

Launched by William & John Titterton, Stockwith on 5 October 1810 for Hesseltine & Godman of Hull.

LL28-02-1837: Brown, master, foundered off Southwold. 400, or 254bm

Mystery ships

Albion

In 1782 the Albion was involved with several other letters-of-marque ships (Lord North, Hector, Friendship, John, Byron and Britannia) in the capture of a Spanish built ship the Three Brothers. The Three Brothers was legally condemned as prize at a court of the Vice Admiralty in Jamaica on the 27th January 1783. She was then transferred to Liverpool for sale.

Swift

Swift, a schooner of 80 tons (bm), and clinker-built, armed with four 2 or 4-pounder guns, was a French prize taken in 1799. She had been launched in 1795.

Captain Lamb sailed on 1 March 1800 from Gravesend, Kent, bound for Sierra Leone. In September 1800, Lloyd's List reported that the French privateer Bergen had captured Swift as she was sailing from Sierra Leone to London and had taken her into Tenerife.

Year	Master	Owner	Trade	Source
1800	J.Lamb	W.Beatson	London–Sierra Leone	Register of Shipping

Privateer Eugene

On 19 April 1805, a privateer Eugène, commanded by a Joseph Sires and reportedly owned in Havana and New Orleans, captured the American sloop George and looted it, after having threatened her captain, Read, with death if he did not sign papers declaring the George to be British, as well as a draft for US$1000 drawn on Mr. Granberry, George's owner, representing ransom for the vessel and her cargo. They then put on board the George Captain James Newell and seven seamen from the Benjamin, of New York. Read then sailed George to Havana. Eugène had also captured an American schooner sailing from Port-au-Prince with a cargo of coffee.

Other reports of Eugene privateer in 1805 exist. It is not clear what became of her.

Camden

In December 1825 Camden, Dove, and the cutter Susannah Ann were off the coast of Patagonia.

In March 1826 the sealer Camden was wrecked on the coast of Patagonia. Dove rescued her crew.

Dove and Susannah Ann are well documented. Nothing on Camden. Possibly a cutter launched in 1794 that disappears from LR c.1823.

ALEXANDER

1813. 229 H249. 1813: Built at Halifax, Nova Scotia, for Walkinshaw & Co.

May be conflated with a different Alexander.

BOMBAY

Ship. 1801. 315 77/94 bm. 98'4 x 26'11. 1801: Built by Bomanjee, Daman, for J. Dare & Co.

CLARISSA

1804. 318 bm. 1804: Built at Hull for Heathorn & Co.

Nothing in LR or RS upto 1816. FFOrmer transport? Former Navy? <- nothing jumps out.

Clarisse

On 21 December 1803, Albion and Sceptre captured the French privateer Clarisse at 1°18′S 95°20′E in the eastern Indian Ocean. Clarisse was armed with 12 guns and had a crew of 157 men. She had sailed from Isle de France (Mauritius) on 24 November with provisions for a six-month cruise to the Bay of Bengal. At the time of her capture she had not captured anything. Albion, Sceptre, and Clarisse arrived at Madras on 8 January 1804.

First appears in LR in 1806 Supple. pages "C", Seq.No.C50. Built in Bayonne; 135 bm. American vessel ("A" mark)

Year	Master	Owner	Trade	Source
1806	S.Brisk	Captain	Cowes–Saint-Malo	LR

Ganges

The New Oriental Register published in 1802 listed Ganges's captain as Thomas Scott and her owner as Fairlie, Gilmore, & Co., 450bm, and built in France.

A Ganges was in 1802 sent out to India for the local trade. Captain Charles Langford. This was the Ganges of 660 tons (bm) and French origin.

MINERVA

For other ships with the same name, see Minerva (ship).

History
Great Britain
Name	Minerva
Builder	Demaun
Launched	1790
General characteristics
Tons burthen	987, or 997, or 1057 (bm)
Notes	Teak-built

Minerva was launched at Demaun in 1790 as Amelia.

1797: Built in India, of teak, for Lennox & Co. Captain J. Dinnett (or Dinnert). Listed 1801, 1803, 1805, 1806: London transport.

Career

In 1808 Al Qasimi pirates captured Minerva and massacred almost the entire crew. (This is probably a different Minerva.)

References

• Bulley, Anne (2000) The Bombay Country Ships, 1790-1833. (Routledge) ISBN 978-0700712366
• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• Low, Charles Rathbone (1877) History of the Indian Navy: (1613-1863) (R. Bentley and son).
• Phipps, John, (of the Master Attendant's Office, Calcutta), (1840) A Collection of Papers Relative to Ship Building in India ...: Also a Register Comprehending All the Ships ... Built in India to the Present Time .... (Scott).
• Reports and Papers on the Impolicy of Employing Indian Built Ships in the Trade of the East-India Company, and of Admitting Them to British Registry: With Observation on Its Injurious Consequences to the Landed and Shipping Interests, and to the Numerous Branches of Trade Dependent on the Building and Equipment of British-built Ships. (1809). (London:Blacks and Parry).
• Committee on Petitions Relating to East-India-Built Shipping, House of Commons, Parliament of Great Britain (1814) Minutes of the Evidence Taken Before the Select Committee of the House of Commons on Petitions Relating to East-India-built Shipping. (His Majesty's Stationery Office).

• Demerliac, Alain (2003). La marine du Consulat et du Premier Empire: nomenclature des navires français de 1800 à 1815 (in French). Éd. Ancre. ISBN 2-903179-30-1. OCLC 162449062.

Nid Elven

LR1816: Need Elven/Nie Elven 267 tons, Norway 1804. https://hdl.handle.net/2027/mdp.39015005689511?urlappend=%3Bseq=432 Entered LR in 1805. Different vessel.

1813 Nidelven LL:24-01-1834 Ojen, master. Brig. Wreckage found. Penzance.

Oscar

Two Oscars: One was built at Sunderland in 1814 and was of 294 tons bm. She was condemned at Batavia in 1828. She is not in Hack and apparently did not sail under a license. (Article now exists.) The other was of obscure origin and was of 217 tons bm. This is probably the one wrecked and plundered in the Gulf.

1829: 217 bm, Forbes & Co., owner, A.C.Clarke, master.

LL: 11-12-1827: India to China. Threw opium overboard in Straits of Malacca, repaired at Singapore and sailed for China.

When lost, Beattie, master. Cargo valued at Lstg50,000, insured at Bombay.

Lost 31 May 1829, 11 miles south of Cape Rouse. Loss was due to an error in the chronometer and strong currents that put the ship 60 miles away from her reckoning.

The ship was wrecked 10 nautical miles (19 km) south of Cape Rouse (21°45′N 59°40′E). She was on a voyage from Bombay to Bushehr, Iran. Different Oscar?

Low. pp. 329–330; Selections 198–199.

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• Low, Charles Rathbone (1877) History of the Indian Navy: (1613-1863) (R. Bentley and son).
• Selections from the Records of the Bombay Government (1856) (Government at the Bombay Education Society's Press)

Les freres Uni/Calcutta

French privateer that HMS Caroline captured in the Far East in 1804. The EIC took her into service and under Lieut. Robert Deane she captured Calcutta. The Sambas had captured Calcutta and were using her as an armed ship. SHIP NEWS The Morning Chronicle (London, England), Monday, January 6, 1806; Issue 11431.

There was a Calcutta, of 300 tons. Possibly listed in Phipps.

Low: pp. 215 & 254–5. Includes recapture of Calcutta.

Shah Hormuzear

The Shah Hormuzear ("Shah Hormuzeir"), Capt. Bampton, arrived from Calcutta 25/2/1793, with a cargo for sale. The Chesterfield and Shah Hormuzear sailed 19/4/1793 for Bengal to get provisions and stores for the Government, but a ship hove in sight and they waited. The sighted vessel Daedalus, store ship, from Nootka Sound, North America, for assistance for Capt. Vancouver, at Sandrouth Islands or Nootka Sound, in October, 1793. She had touched at New Zealand and brought two young Maoris to teach the Norfolk Islanders how to manufacture the flax plant, and were just in time to be put on board the Shah Hormuzear (the tragedy of these Shah vessels after leaving Norfolk Island was printed in Calcutta).

Captain William Wright Bampton, of the ship Shah Hormuzear, entered into a contract with Lieutenant-Governor Grose, of New South Wales, to supply cattle and grain from India. Shah Hormuzear sailed from Sydney on April 21, 1793, but as the result of delays from various causes, did not reach Bombay until February 1, 1794.

On 29 September 1794 the Belfast Newsletter reported of the fate of Captain William Hill...The following melancholy circumstance is mentioned in a letter, received from the Shah Hormuzear, dated the 20th ult. lately arrived at Tellicherry from Botany Bay...."A most unhappy occurrence befell us in a newly discovered island near New Holland. Mr. Carter a young gentleman late of Calcutta and Captain William Hill of the New South Wales corps, with six other Europeans, who had gone ashore with one of our boats were cut off by the natives, and were devoured by these animals"

On 25 February 1793, the Shah Hormuzear, commanded by William Bampton, from Calcutta, came to anchor in Sydney Cove. This vessel had come to New South Wales on a private speculation, with the approval of the Governor-General of Bengal, Lord Cornwallis. She had in fact set out from Bombay, now Mumbai, in September 1792, but during the voyage had sprung a leak, and been obliged to put in for repairs at her home port of Calcutta.

The Shah Hormuzear made the passage of Torres Strait, in company with the Chesterfield, between 10 June and 30 August 1793, losing her ship's boat and several men in hostilities with the islanders during the passage, and running aground near Deliverance Island: Collins, An Account of the English Colony, I, pp. 379—81. Flinders later commented: 'This passage of the Hormuzeer and Chesterfield in seventy-two days, with that made in nineteen, by the captains Bligh and Portlock, displayed the extraordinary dangers of the Strait; and appear to have deterred all other commanders from following them, up to the time of the Investigator Lin 18021.': Matthew Flinders, A Voyage to Terra Australis, 2 vols, London, 1814, I, p. xlv.

Paragon

The registers were only as accurate as owners chose to keep them. Both Lloyd's Register and the Register of Shipping continued to carry stale data until 1811 when Paragon disappeared from the registers between 1811 and 1814.

Between 1811 and 1814 Paragon may have served as a transport for the government. as entries for the "Paragon transport" appeared in Lloyd's List during this period.

On 6 November 1807 Lloyd's List reported that the "Paragon transport" had recaptured Reliance, Thompson, master. Reliance had been sailing from Riga when she was captured in the North Sea. Paragon sent her into Bridlington.

On 1 May 1808 the "Paragon armed transport" was spoken with at 39°49′N 11°27′W.

Hunter

ex-Nostra Senora de Bethlehem, captured by Cornwall (1794 ship). William Hingston, former master of Hillsborough (1783 EIC ship) purchased her in partnership with two locals. She was authorized to sail to New Zealand for spars, which she did, and then to go on to Bengal to be sold as a prize. Hingston did go to Bengal, where she was seized by the authorities as he had 23 convicts aboard.

Maybe conflated with Hunter, 300 bm that Campbell purchased and took to Bengal in 1798. Supposedly built in Java.

True Blooded Yankee

By some reports said to be ex-Fly-class gun brig Challenger. However, bms don't appear to match. Rebuilt in France prior to privateering? Still, in Roch, p.106. No info though. Check Fonds, and Demerliac.

In October 1813, the American privateer The True Blooded Yankee captured six merchant ships lying at Port Charlotte, Islay, casting them adrift and setting fire to three.

Captures

Date	Vessel	Master	Voyage	Disposition
c.July 1814	Schooner Nelly	Jennings	New Providence to Greenock	Recaptured by HMS Bulwark and arrived at Halifax, Nova Scotia
c.6 Nov 1813	Aron		Bristol to the West Indies	Recaptured by HMS Eurotas
30 Oct 1813	Collin		Bristol to Trinidad	Recaptured by HMS Whiting and Helicon, and arrived at Plymouth

Salvador, Bahia

On 20 December 1814 Manchester Packet repelled an attack by an American privateer at 17°9′S 35°50′W, but had to put into Salvador, Bahia to repair. She left on 3 January 1815 under convoy by HMS Albacore. When Manchester Packet sailed she left behind True Blooded Yankee. Albacore, then under the command (pro tem April 1814 to July 1815) of Lieutenant Joseph Patey, had chased True Blooded Yankee (of 18 guns), into Salvador. True Blooded Yankey was sold there to defray the expenses of her stay. A slightly earlier report from Bahia via Rio de Janeiro (dated 31 December 1814), also reported that she was at Salvador. On 3 November 1815, the Salem Gazette reported that the former American privateer True Blooded Yankee was being fitted out at Salvador under the Patriot flag to cruise against the Spanish Royalists.

Albacore 18. In the latter vessel it was Commander Joseph Patey's good fortune, in Dec. 1814, to chase the True-Blooded Yankee, a mischievous privateer of 18 guns, into Salvador, Bahia, where he kept her closely blockaded until she was sold to defray the expenses of her stay. He was thus the means of saving two of the king's packets from capture, as well as many valuable merchantmen. (Lieut. Joseph PATEY was pro-tem commander from April 1814 to July 1815 when he was superseded.)

Emmons Only has Hailey as master, and has homeport of Portland, Maine.

Young True Blooded Yankee

On 28 June 1813 HMS Hope captured a rowboat armed with swivels and carrying a crew of 32 men. She had left Brest five hours earlier and had not yet captured anything. A later prize-money notice revealed she was a rowboat belonging to True Blooded Yankee. Several accounts apparently conflate the rowboat Young true Blooded Yankee, with her parent ship. Apparently Hope took her prisoners on to Gibraltar.

Notes, citations, and references

Notes

Citations

References

• Coggeshall, George (1856) History of the American Privateers, and Letters-Of-Marque. (New York).
• Emmons, George Foster (1853) The navy of the United States, from the commencement, 1775 to 1853; with a brief history of each vessel's service and fate ... Comp. by Lieut. George F. Emmons ... under the authority of the Navy Dept. To which is added a list of private armed vessels, fitted out under the American flag ... also a list of the revenue and coast survey vessels, and principal ocean steamers, belonging to citizens of the United States in 1850. (Washington: Gideon & Co.)
• Faye, Kert (1997) Prize and Prejudice Privateering and Naval Prize in Atlantic Canada in the War of 1812. (Research in maritime history, no. 11. St. John's, Nfld: International Maritime Economic History Association).
• Maclay, Edgar Staton (1899). "A History Of American Privateers". D. Appleton And Company. p. 275. Retrieved 18 December 2013.

Rebecca

This may take some sorting out.

Nantucket whaler sailing since 1789. The Brits captured her.

A Rebecca made two voyages for Enderbys, replacing an earlier Rebecca. Appears in Lloyd's Register in 1812 with Barnett, master, etc.

There is London Gazette prize notice that has HMS Satellite (the Cruizer-class brig sloop) capturing an American SS whaler on 30 March 1813. The Enderby's Rebecca is of 270 tons bm; the Nantucket Rebecca is of 175 tons.

Higginson

Higginson, in three positions, in the Mersey River, arriving at Liverpool
History
United Kingdom
Name	Higginson
Owner	Barton & Co.
Launched	1814, Liverpool
Fate	Last listed in 1856
General characteristics
Tons burthen	Old Act: 475 (bm) New Act (post 1836): 453, or 454 (bm)
Length	115 ft (35.1 m)

Higginson was launched at Liverpool in 1814 as a West Indiaman (1814–1839). In 1839 Higginson disappeared from the registry. Humphrey Owen purchased her in February 1848 after her former owners declared bankruptcy. Subsequently, Higginson sailed with W.H. Owens, the owner's son, as master from the Menai Straits to New York with cargoes of slate and emigrants. The Welsh American paper, Y Cyfaill noted in 1850 that 150 Welshman arrived in New York on Higginson.

The vessel was owned by Sir William Barton, George Irlam, and John Higginson. When Barton died in 1826, Irlam and Higginson took up his share.

The painting by Samuel Walters shows the , England. It is a harbor scene showing a good view of the city of Liverpool waterfront with churches, municipal buildings, mills and fortifications are shown. Evernton Hill is in the background. A three-part view of the ship shows the Higginson from starboard, astern, and port. The main view is a starboard profile with the sails unfurled. Several other smaller craft can be seen in the harbor. According to A.S. Davidson in the book Samuel Walters - Marine Painter (1992, p.64), "The convention of successive views relates a progressive furling of sail, and alteration of course, until the vessel finally comes to anchor stemming the incoming tide off the distant Liverpool docks. Identity is possible from the inscription "Higginson-Liverpool" on the stern in the port quarter view, and the Liverpool Code flags, 1, 8, on the foremast. Miles Walters (1773-1855) was a British tradesman and marine painter. Samuel Walters (1811-1882) under the influence and guidance of his father also became a marine painter. This painting may be a collaborative product of both men.

Info and painting: http://americanhistory.si.edu/collections/search/object/nmah_1301964

Career

Sold in 1848 after on the company's bankruptcy.

Year	Master	Owner	Trade	Source
Year	Master	Owner	Trade	Source & notes
1856	R.Jones	Owen & Son	Swansea–Mediterranean	LR; small repairs 1853, damage and small repairs 1854

Fate

Higginson was driven ashore and wrecked on 28 September 1856 at Wicklow with the loss of a crew member. She was on a voyage from Quebec City to Caernarfon with a cargo of lumber.

ELIZA

History
Great Britain
Name	Eliza
Launched	1794
General characteristics
Tons burthen	126,(LR) or 135(RS) (bm)

Eliza

There could be a conflation going on. 1806 RS shows two vessels, one of Scotland at 125 bm and one out of America at 136 bm.

Eliza first appeared in 1799 with "M'Milag", master, Martin, owner, and trade Greenock–Demerara. The 1800 volume carried some changes and added that she was built in America in 1794, and was a prize.

Year	Master	Owner	Trade	Source
1800	M'N'ldge	Martin & Co. Steele & Co.	Greenock–Demerara Cork–Savannah	LR
1801	M'Nilidge	Steel & Co.	Cork–Swansea	LR
1805	M'Nilidge	Steel & Co.	Cork–Swansea	LR
1807	M'Nilidge	Steel & Co.	Cork–Swansea	LR

Notes, citations, and references

Notes

Citations

References

Mercury

History
United Kingdom
Name	HCS Mercury
Launched	1806
Fate	Lost 1833
General characteristics
Tons burthen	Originally: 185 (bm) Later: 198, or 255 (bm)
Sail plan	Originally: Sloop Later: Barque
Armament	14 guns

The H[onourable] C[ompany's] S[hip] Mercury was launched in 1806 by the Bombay Dockyard for the Bombay Marine, the naval arm of the British East India Company (EIC). She was condemned during the Anglo-Burmese War. Thereafter she became a merchant vessel. She was lost in 1833 while sailing from Calcutta to Western Australia.

Career

Bombay Marine

Mercury was sold during the Rangoon War.

Merchantman

Mercury was lost on the Swan River in Western Australia in 1833.

Notes, citations, and references

Notes

Citations

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• Low, Charles Rathbone (1877). History of the Indian Navy: (1613-1863). R. Bentley and son.
• Phipps, John (1840). A Collection of Papers Relative to Ship Building in India ...: Also a Register Comprehending All the Ships ... Built in India to the Present Time ... Scott.
• Wadia, R. A. (1986) [1957]. The Bombay Dockyard and the Wadia Master Builders. Bombay.{{cite book}}: CS1 maint: location missing publisher (link)

TELEGRAPH

Brig. 1797–1803. 166 bm. 1797: Built in France and taken in prize on her first voyage. Purchased by the East India Company as a fast dispatch vessel. 1) 25.10.1801 – 18.10.1803: China and Bengal. Captain Henry Morse Samson. 2) 165 tons. Voyages: (1) St Helena, China and Bengal. Capt Henry Morse Samson. Downs 25 Oct 1801 – 18 Oct 1803 moorings. http://searcharchives.bl.uk/IAMS_VU2:IAMS045-001115824 1804: Sold to H. Swain, London. Converted to a South Sea whaler. No LoM

BWF has Telegraph as whaler before EIC. Probably two or more vessels

Year	Master	Owner	Trade	Notes	Source
						1800	T. Harris	Cole & Co.	Cork—London	French prize, 1 year, 159 bm	LRSeq.№T32
1801	J.Jones	Cole & Co.	Cork—London	160 bm	LR
1801	H.Swain	J.Iggulden	South seas fishery	152 bm, 10x3, FP99	RSSeq.№T27.
1802	J.Jones	Cole & Co.	Cork—London	160 bm	LR
1802	H. Swain	Deal	South seas fishery	166 bm, FP, launched 1797	LR
1802	H.Swain	J.Iggulden	South seas fishery	152 bm, 10x3, FP99	RS
1803	J.Jones J. Wood	Cole & Co. J.Iggulden	Cork—London	160 bm, 1799 (or 1796?)	LR
1803	H.Swain	Deal	South seas fishery	166 bm, FP, launched 1797	LR
1804	H.Swain	Deal	South seas fishery	166 bm, FP, launched 1797	LR
1804	J.Wood	J.Iggulden	Cork	160 bm, 1796	LR
1804	H.Swain	J.Iggulden	South Seas fishery	152	RS
1805	H.Swain	Deal	South Seas fishery	166 bm, FP, launched 1797	LR
1805	J.Wood	J.Iggulden	Cork	160 bm, 1796	LR
1805	H.Swain	J.Iggulden	South Seas fishery	152	RS

Royal Dock Yard Corps

The Royal Dockyard Corps was formed in 1847 and disbanded circa 1858.

General Order No. 586, in 1846 authorized the formation of militia battalions of armed and trained volunteers, drawn from the work forces at the Royal Dockyards at Chatham, Devonport, Pembroke, Portsmouth, Sheerness, and Woolwich. A Royal Commission, concerned about the implications of steam-powered warships for Britain's vulnerability to invasion, had recommended strengthening the defences of the ports in which the dockyards lay.

In 1847 the dockyards organized battalions, or brigades. The government provided uniforms and small arms such as carbines and bayonets.. The officers of the battalions came from managers in the dockyards. They were not gazetted. In some cases, such as Pemmroke, the men had been in other, similar units, such as the Pater Volunteer Artillery, which disbanded, with the men transferring to the 8th Battalion of the Corps. The men of the battalions would drill for two hours after work; in return they received 6d per hour overtime pay. Although the men were true volunteers, later membership came to be expected of workers.

Once the Corps had formed, it received the title "Royal".

Most of the battalions trained as infantry. some however, trained as artillery or sappers. The 8th Battalion, having manned the guns at Pater Fort, trained as artillery, and continued to man the guns there.

Uniforms

The uniform was a dark blue double-breasted tunic with red collar, cuffs and epaulettes. It had sixteen gilt buttons down the front, four buttons on the rear skirt of the tunic, and two smaller buttons on each cuff. The belt was of black leather with gilt snake clasp. Trousers were dark blue and carried a red stripe on the outside of the legs.

The original headdress was a dark blue shako with black peak, gilt chin chain and brass shako plate topped by white over red tuff ball. The plate showing a crowned wreath with scroll below inscribed "Royal Dockyard Battn", inside the wreath was a fouled anchor. Shortly after the formation of the Corps, a spiked home service style helmet replaced the shako.

The officers' uniform was similar, but with gold lace epaulettes and gold embroidered grenades on the collar. Belt clasp rectangular gilt plate with fouled anchor surrounded by crowned wreath superimposed on crossed flags. Officers swords were of naval pattern with slightly curved blades 31 ins long.

The men were armed with carbines and sword bayonets.

http://www.kenthistoryforum.co.uk/index.php?topic=12278.0

In 1846 permission was granted under General Order No 586 to raise another Defence Force again at little cost to the Government, it was titled 'The Dock Yard Corps' as its name implies the job of this new force was to protect all Ports where Royal Dockyards were located. In order to enroll the men had to be employed in these dockyards, here in Pembroke Dock the 8th Battalion formed and on doing so the Pater Volunteer Artillery, having formed in 1840 stood down. As previously mentioned other Battalions of this Corps were being formed in principal Royal Dockyards, those that appeared in the 1847 Army List were; . Following the Corps formation they were granted a 'Royal' title so becoming the Royal Dock Yard Corps, while the majority of these Battalions would train solely in the infantry role others would also train as artillery and sappers. The Royal Dock Yard Corps lasted less than ten years when with the exception of the Maltese Battalion all were removed from the 1857 Army List, there was an attempt to reform them in 1860 but it came to nothing. In that year the Pater Artillery Volunteers reformed to stay in service until 1884

Prince Lee Boo

Prince Lee Boo 1792
History
Great Britain
Name	Prince Lee Boo
Namesake	Prince Lee Boo
Owner	Priestly
Launched	1791 on the Thames
General characteristics
Tons burthen	56 (bm)
Sail plan	sloop
Armament	Armed, number of guns unknown but fewer than a handful

Prince Lee Boo was a small sloop of 56 tons (bm), that had been launched on the Thames in 1791. She was the smallest of the three vessels of the Butterworth Squadron and served the lead vessel Butterworth, as a ship's tender; a key role was to take take soundings ahead of the larger ship. In practice, the two tenders, Prince Lee Boo and Jackall came to operate independently of Butterworth. The Squadron's objective was to hunt seals on the Northwest Coast, possibly on the Queen Charlotte Islands. Instead, the squadron shifted to collecting sea otter furs, with Jackall and Prince Lee Boo operating on the coast for three seasons, delivering their furs to Canton between seasons.

Prince Lee Boo was sold at Canton in 1795 and then her name disappears from readily available sources.

Butterworth Squadron

Main article: Butterworth Squadron

The squadron sailed from London in 1791. In early 1792 Butterworth and Prince Lee Boo arrived at Nootka.

Prince Lee Boo was loaned to Captain George Vancouver for this purpose in Queen Charlotte Sound in 1793. Masters of Prince Lee Boo were Mr. Sharp, and later Robert Gordon, and then William Bonallack.

On 14 March 1794 Butterworth and Prince Lee Boo were well at "Mout Lerry", Nootka. HMS Discovery and HMS Chatham had wintered there and then sailed for the Sandwich Islands.

Butterworth then sailed to the California coast, and from there to the Galapagos.

Jackall and Prince Lee Boo arrived at Honolulu in 1794, as did the American ship Lady Washington. there they found themselves in the middle of the civil war.

Jackall and Prince Lee Boo were at Hawai'i by 1 January 1795. There Brown and Gordon were killed defending their vessels from an attack by the locals. The Hawaiians captured both vessels but their crews recaptured them. George Lampert and William Bonallack replaced Brown and Gordon as captains of the two vessels.

Fate

Prince Lee Boo and Jackall arrived in China, and are reported to have been sold there. Prince Lee Boo is last listed in Lloyd's Register for 1794.

Notes

Notes

Citations

References

• Ogden, Adele (1975) The California Sea Otter Trade, 1784-1848. (University of California).

Phebe

• Phébé: whaler commissioned by Coffin (? I suspect Coffyn) in Dunkirk in 1792, 270 tons of load. Captured by the armed whaler Liverpool. She might be the same ship as Hébé, a whaler that the De Baecque brothers considered purchasing in the USA in 1802. (3160 p. 329, and 3126 p 326 for Hébé)

French whaler Hebe captured 1793?

Comet bomb

1776 becomes Adventure. 310 bm, built 1740 in the River. 20x4. What is this vessel? All data from Lloyd's Register.

Took French prize into Cape Breton in 1747. LL https://hdl.handle.net/2027/mdp.39015028378944?urlappend=%3Bseq=144 No.1232 15 Sep 1747. Offered for sale in 1749 per LGaz. 275 bm.

1756 vessel (Comet galley?): https://books.google.com/books?id=u6VAAQAAMAAJ&pg=PT171&dq=%22Cornet+bomb%22&hl=en&sa=X&ved=0ahUKEwj40_zXjbTRAhVl74MKHVhFAn4Q6AEIKjAB#v=onepage&q=%22Cornet%20bomb%22&f=true

HMS Jackall

HMS Jackall was a 10-gun brig that the Royal Navy purchased in 1792 to act as a tender to Lion and the East Indiaman Hindostan when they carried Lord George Macartney on a special embassy to China. The Admiralty sold Jackall after she returned to Britain in September 1794.

Jackall was a small vessel, a former Welsh coaster, that the Navy purchased for the sole purpose of giving Lion, which was a 68-gun third rate, and Hindostan, a merchantman of 1463 tons (bm) and 30 guns, a smaller, shallower-draft vessel to scout and run errands. Lion provided the officers and crew, including her commander, Midshipman Mr. James Sanders. He was appointed her captain after he returned to Britain in May 1782.

The voyage

Lion, Hindostan, and Jackall sailed from Spithead on 26 September 1792. However, a gale caused Jackall to part company from the two ships on the 28th.

When Sanders reached Madeira on 22 October, after encountering much bad weather, he found there letter from Captain Sir Erasmus Gower of Lion directing him to follow on to the Cape Verde islands. If Jackall was unable to rejoin the two ships there, the next rendezvous point was to be North Island, near Banca Strait.

A gale drove Jackall out to sea for seven days and she was not able to leave Funchal until 30 October. She arrived at Porto Praia on 10 November, only to discover that Lion had left two days earlier.

Sanders sailed on, reaching St Paul's Island on 13 February 1793. He then arrived at North Island on 23 March, where he found Lion. By the time Jackall arrived at the rendezvous, she was low on provisions as salt water had damaged her stores, and her small crew of nine sailors (not including passengers), were exhausted.

While she was absent, Lion, on her way from Batavia to the rendezvous, grounded in three fathoms of water. Macartney felt that the grounding might have been avoided had the embassy had a tender to go in front and take sounding in unknown or suspicious waters. Fearing that Jackall might have been lost, and the East India Company having advised him that they could not provide two boats that they had promised, Macartney sent back to Batavia for the purchase of a new tender.

The vessel Macartney purchased for 5000 Spanish dollars was an almost-new, European-built, copper-sheathed brig of 100 tons (bm), armed with six 2-pounder guns. The brig's name was Nereide; Macartney renamed her Duke of Clarence. Two or three days after Duke of Clarence arrived on 23 March 1793, so did Jackall, after an absence of some six months.

Abraham Lowe commanded her during in China.

When Jackall and Sanders returned to Britain, Lord Macartney recommended Sanders for promotion. Shortly thereafter Sanders received promotion to Lieutenant in Prince George.

Nothing in pbenyon

Notes, citations, and references

Notes

Citations

HAT Elizabeth

Two vessels served the British Royal Navy as His Majesty's hired armed tender Elizabeth during the Napoleonic Wars.

First Elizabeth

The first tender Elizabeth served under contract from 19 March 1805 to 1812. She was of 16022⁄94 tons (bm), and was armed with ten 12-pounder carronades. In 1807 the hired ship Elizabeth was on the Greenock station and under the command of Lieutenant Robert Morris, serving as a tender. Elizabeth was again reported as being on the Greenock Station on 1 March 1811, and under the command of Lieutenant Robert Morris. However, she was also reported as on that day cruising in the Channel under the command of Master R.W. Hamilton.

Scorpion

History
Great Britain
Name	HMS Scorpion
Namesake	The scorpion
Ordered	23 August 1782
Builder	Ashman & Son, Shoreham
Laid down	November 1782
Launched	26 March 1785
Fate	Sold 1802
United Kingdom
Name	Scorpion
Owner	Mather & Co.
Acquired	1802 by purchase
Captured	Ship seized 1808
Spain
Name	Scorpion
Acquired	1808 by seizure
Fate	Unknown
General characteristics
Tons burthen	305, or 33991⁄94, or 343, or 346(bm)
Length	Overall:101 ft 6 in (30.9 m) Keel:83 ft 6 in (25.5 m)
Beam	27 ft 8 in (8.4 m)
Depth of hold	12 ft 11 in (3.9 m)
Complement	HMS Scorpion:125 (121 from 1793) Scorpion (1803):25, or 40 1805:32
Armament	HMS Scorpion Upper deck: 16 × 6-pounder guns D: 4 × 12-pounder carronades Fc: 2 × 12-pounder carronades Scorpion 1803: 20 × 6-pounder guns 1805:14 guns 1808: 8 × 6-pounder guns + 4 × 12-pounder cannon (NC) + 4 * 18-pounder cannon (NC) 1809: 12 * 6-pounder guns + 4 * 24-pounder cannon (NC).

HMS Scorpion was launched in 1783 for the Royal Navy as one of six Echo-class ship sloops built to a design by Edward Hunt. In 1802 the Navy sold her to Mather & Co. She then made two voyages as a whaler until Spaniards murdered her captain and seized her in September 1808 in Chile while she was on her third whaling voyage.

HMS Scorpion

The Navy put Scorpion into Ordinary immediately after launch. Then in April 1787 Captain William Otway commissioned her. On 20 April she was at Portsmouth undergoing fitting for sea service. She then served in the Channel.

In 1788 Commander Paget Bayly commanded Scorpion. He sailed for the coast of Guinea and then the Leeward Islands on 9 January 1788. After visiting West Africa, Bayly prepared a report in March detailing the "Condition of the Forts and Settlements on the Coast of Africa, in Possession of the Company of Merchants, trading thither". On 4 August Paget had his sailing master court-martialed at English Harbour, Antigua for neglect of duty, disrespect, drunkenness, and unofficerlike behavior. The board ordered the master dismissed the service, never to serve as an officer in the Navy again.

At the latter end of 1789 Bayly received promotion to post-captain and transferred to the command of Lapwing. His replacement was Lieutenant Sir Charles Hamilton, who was promoted to Commander into Scorpion at Antigua. Scorpion returned to Britain in 1790, after an absence of almost three years and was paid off. Between August and October Scorpion was at Sheerness undergoing repairs and refitting. Commander Benjamin Hallowell recommissioned her in September. He sailed for the African coast on 22 September 1791.

In October 1792 Commander Solomon Ferris recommissioned Scorpion and the next month sailed for the African coast again. She sailed along the coast and on 4 March 1793 Ferris was at Cape Coast Castle, participating in a meeting of Dutch and English officials that agreed to support each other in the event of French moves against the two countries' outposts on the coast. Scorpion next touched Ascension Island, and from there reached Barbados. On her return to Britain she was at Sheerness between September and December 1793 undergoing fitting.

French Revolutionary Wars

In March 1794 Commander Thomas Western took command of Scorpion. He sailed for Jamaica on 20 March 1794.

On 2 August 1794 Scorpion recaptured Sundown, and captured the French privateer Guillotine. Guillotine had captured Sundown, Aspey, master, on 22 July at 23°40′N 31°58′E as she was sailing from Jamaica to London. Scorpion sent the two into Havanna. Guillotine had also captured Nancy, Cooke, master, on 27 July as she was sailing from Jamaica to London. Guillotine carried ten guns.

On 19 April 1795 Scorpion captured the French 18-gun privateer Victoire. Then on 8 May Scorpion captured another French privateer, Egalité. She too was armed with 18 guns.

Later that year Scorpion captured three more, smaller, French privateers:

• Sans Pareil (22 July);
• Républican (3 August); and,
• Hirondelle (8 August).

Commander Stair Douglas replaced Western later in 1795. On 9 May 1796 Scorpion captured the French cutter Argus. Douglas paid off Scorpion in October.

Scorpion underwent repairs at Sheerness between April and September 1797. Commander Horace Pine recommissioned her in July for the North Sea, but drowned shortly thereafter. Charles Austen, a future admiral, and a brother of the novelist Jane Austen, was promoted as Lieutenant into Scorpion on 13 December, by which time she was under the command of Commander John Tremayne Rodd.

On the night of 25 April Scorpion was about two or three miles off Flamborough Head when she encountered the Batavian Republican brig Courier. Courier was pierced for 12 guns but mounted only six 4-pounder and some Swivel guns. She had a crew of 30 men under the command of Lieutenant Johan Ysbrands. She had sailed eight days earlier from Helvoetsluys, and had captured the brig Lark, of Whitby, and her cargo of coal; Scorpion also recaptured Lark.

On 7 September 1798 Rodd received promotion to post-captain. On 17 December Lieutenant Austen received a letter transferring him to the frigate Tamar.

On 24 October 1798 HMS Sirius took two Dutch ships, the Waakzaamheid and the Furie in the Texel. Scorpion, the sloops Kite and Martin, the hired armed cutter Diligent, and several other vessels shared in the proceeds of the capture of Waakzaamheid.

In early 1799 Commander Charles Tinling replaced Rodd. Scorpion and the hired armed cutter Fox (1), Lieutenant Robert Balfour, in the capture on 21 April of Harmonie, M.C. De Boer, late master. Then Scorpion, Fox, Hazard, and Cruizer shared the proceeds of the capture on 24 April 1799 of the Swedish brig Neptunus. Two days later, Scorpion and Cruizer captured Adelaide, Bose, late master.

On 3 May, Scorpion, Jane, and Griffin captured Calypso, Scheerman, master. Later, Scorpion was in company with some other hired armed vessels. On 29 May Scorpion and the hired luggers Jane and Lady Ann captured Goede Hersight. Then on 21 June Scorpion and Lady Ann captured Maria Adrianna. The next day, Scorpion, Lady Ann, and Phoenix captured Anne Rouke, Foukcs, master.

Lastly, on 30 June Scorpion captured Herbst. Also on 1 May Scorpion and Jane captured Geode Venners and on 1 June Scorpion and Lady Ann captured Mary.

Tinling and Scorpion sailed from Portsmouth for Jamaica with Severn and Amazon on 26 April 1800 as escorts for a large convoy. Amazon would only accompany the convoy to "a certain latitude."

The convoy, together with Dromedary, arrived at Martinique on 20 May. Dromedary was wrecked on the Parasol Rocks, Trinidad on 10 August 1800. Her entire complement survived. Scorpion, "Captain Finley", returned to Portsmouth on 2 October. She had been separated in a gale in the Western Isles from the rest of the homeward-bound convoy.

Disposal

Scorpion was paid off in November 1800. The "Principal Officers and Commissioners of His Majesty's Navy" offered the "Scorpion Fire-Ship, 349 Tons, Copper-bottomed and Copper-fastened, lying at Plymouth" for sale in December 1802. The Navy then sold her on 6 December.

Mercantile Scorpion

Mather & Co. purchased Scorpion and in 1802-03 she underwent a thorough repair. On 23 May 1803 William Dagg received a letter of marque as master of Scorpion. Mather & Co. registered her trade as London-South Seas Fisheries, meaning that she was a whaler.

1st whaling voyage (1803–1805): Captain Dagg sailed from Britain on 9 June 1803. By 25 September Scorpion was at Delagoa Bay on the east coast of Africa. There she captured two French whalers: Cyrus, and Ganges. Scorpion then carried both into St Helena. Cyrus, for one, went on to London, where Mather & Co. took her into service as a whaler.

On 10 March 1804 Scorpion arrived at Port Jackson, from New Zealand, with a cargo of oil. She left for England on 27 April 1805. The explanation for the year-long period is that these arrival and departure dates are actually start and end dates for her time in the South Seas fisheries. She cleared Port Jackson on 27 April 1805, bound for England with 94 tons of elephant seal oil, 80 tons of sperm oil, and 15,000 seal skins.

Scorpion arrived back at London on 11 October, or at Yarmouth Roads on 18 October. One record states that she was carrying 700 barrels of whale oil.

After her return Scorpion underwent a thorough repair. Lloyd's Register for 1806 gave her a master as T. Bunker, but still showed Mather & Co. as her owner and the South Seas Fishery as her trade. Tristram Bunker, though commanding a British merchant sailing ship, was a North American, born and raised on Nantucket Island, Massachusetts.

2nd whaling voyage (1806–1807: Captain Bunker sailed from Britain on 4 March 1806. Scorpion returned on 6 September 1807.

3rd whaling voyage (1808–Loss): Captain Bunker sailed from Britain on 5 March 1808, bound for the Pacific Ocean. She was reported to have been at 2°30′S 23°40′W on 12 April, bound from London to the South Seas in company with Venus.

Bunker entered into an agreement with various local notables in Chile to smuggle in some cloth.

Main article: Scorpion scandal

Then in September 1808 the Spanish brig San Andrés, under Captain José Medina, brought 80 men to the rendezvous. captured Scorpion.

Notes, citations, and references

Notes

Citations

References

• Bladen, Frank Murcot, ed. (1897) Historical Records of New South Wales, Vol. 5. (C. Potter)
• Crooks, Major J.J. (2013) Records Relating to the Gold Coast Settlements from 1750 to 1874. (Routledge). ISBN 978-0415760652
• M'Arthur, John (1792) A Treatise of the Principles and Practice of Naval Courts-martial: With an Appendix, Containing Original Papers and Documents Illustrative of the Text, Opinions of Counsel Upon Remarkable Cases, the Forms Preparatory to Trial, and Proceedings of the Court to Judgment and Execution. (Whieldon and Butterworth).
• Marshall, John (1823–1835). Royal naval biography, or, Memoirs of the services of all the flag-officers, superannuated rear-admirals, retired-captains, post-captains, and commanders, whose names appeared on the Admiralty list of sea officers at the commencement of the present year 1823, or who have since been promoted ... London: Longman, Hurst, Rees, Orme and Brown.
• Norie, J. W. (1827) The naval gazetteer, biographer and chronologist; containing a history of the late wars from ... 1793 to ... 1801; and from ... 1803 to 1815, and continued, as to the biographical part to the present time. (London, C. Wilson).
• O'Byrne, William R. (1849) A naval biographical dictionary: comprising the life and services of every living officer in Her Majesty's navy, from the rank of admiral of the fleet to that of lieutenant, inclusive. (London: J. Murray), vol. 1.
• Salmond, Anne (1997) Between Worlds. (Penguin Books (NZ)). ISBN 0-670-87787-5.
• Stackpole, Edouard A. (1972) Whales & destiny: the rivalry between America, France, and Britain for control of the southern whale fishery, 1785-1825. (University of Massachusetts). ISBN 978-0870231049
• Winfield, Rif (2008). British Warships in the Age of Sail 1793–1817: Design, Construction, Careers and Fates. Seaforth. ISBN 1-86176-246-1.

Isabellas

In December 1814 Indispensable and Asp, John Kenny, master, rescued Charles H. Barnard, the former master of the Nannina, and four others, two from Isabella. Barnard had rescued the crew of Isabella in April 1813, only to have them take over his ship and leave him and the four men stranded on New Island.

ISABELLA (2) Description: Chartered ship, 579 tons. Principal Managing Owners: Chalmers & Guthrie. Voyages: (1) 1825/6 China. Capt William Wiseman. Downs 1 Jul 1826 – 24 Dec Whampoa – 10 Feb 1827 Second Bar – 26 Apr St Helena – 3 Jun Downs. NA: http://discovery.nationalarchives.gov.uk/details/rd/0857b9f6-c4eb-4e13-9b58-95435165b01d

ISABELLA. Ship. 1826-1827.

579.23/94 bm. 122'0 x 32'9

9.1.1818: Launched by John Warwick, Rotherhithe, for Chalmers Guthrie. Captain William Wiseman

1818-1826: In private trade to India as a licensed ship

1) 1.7.1826 – 5.6.1827: China direct.

1828-1848: In private trade to India. 1837: Sold to Duncan Dunbar.

1848: Sold to Simson & Co., London. Placed in the North American trade.

1854: No longer in Lloyd's Register.

Beaver's Prize

HMS Beaver's Prize was the Pennsylvania State privateer Oliver Cromwell, of 263 tons burthen, 135-150 men, and 24 guns, that Beaver captured on 18 July 1777. Beaver had only two men wounded, while the American loss was 20 killed and as many wounded.

Origin and capture

Oliver Cromwell may have been the Rhode Island privateer Ye Terrible Creture.

The Royal Navy commissioned Oliver Cromwell as the sloop-of-war Beaver's Prize. Later, the Admiralty ordered her renamed HMS Concord but then rescinded the order.

Loss

She was under the command of Commander John Drummond when she wrecked 11 October 1780. She was sailing from Saint Lucia to Bermuda when she was caught up in the Great Hurricane of 1780. The hurricane drove her ashore near Vieux Fort, Saint Lucia; only 17 crewmen survived. She was lost within a few miles of where Beaver had captured her.

Citations and references

Citations

References

• Colledge, J. J.; Warlow, Ben (2006) [1969]. Ships of the Royal Navy: The Complete Record of all Fighting Ships of the Royal Navy (Rev. ed.). London: Chatham Publishing. ISBN 978-1-86176-281-8.

La Crete

La Crête Fort

La Crête Fort (The Crest Fort) on the island of Jersey sits on headland and commands Bonne Nuit Bay on the east and Giffard Bay on the west. It was built to defend Bonne Nuit against a possible French invasion. The present fort dates to 1834, but today La Crête is the official summer residence of the Lieutenant-Governor of Jersey. Jersey Heritage Trust uses it as a holiday-let property.

Military history

The first defenses on the site date from the 16th Century. In 1810 the British placed a battery consisting of two French 18-pounder guns, a magazine, and a store on the headland. An officer and 30 men from the Jersey Militia provided the garrison. In 1834 the government built a more substantial fort, which it armed with six 32-pounder guns. The fort lost all military importance in the latter-half of the 19th century. However, during the German occupation of the Channel Islands the fort housed a 3.7 cm PAK anti-tank gun, one heavy machine gun, two light machine guns, a mortar, and a 30cm searchlight. Three Non-commissioned officers and 17 other ranks manned the site.

Citations and references

Citations

References Brice, Martin (1993) "La Crete Fort - 'A respectable little work'". Annual Bulletin of La Société Jersiaise, Vol. 26, No. 1, pp. 63–70.

Fort Luneta Warsaw

The Austro-Hungarian Empire constructed Fort Luneta Warszawska (or Fort Luneta Warszawskiego) between 1850 and 1856 as part of their Festung Kraków (Kraków Fortress). The Austrians annexed the Free City of Kraków in 1846 to form the Grand Duchy of Cracow. They then built a second ring of fortresses (the first ring being the city walls from the late medieval period) to consolidate their hegemony. Most critically, Festung Kraków was just a few kilometres from the Russian Empire to its north and west.

Fort Luneta Warszawska and its neighbour, Fort Kleparz, are only a few hundred metres apart and straddle the train line from Warsaw that had been constructed shortly before the Austrian annexation.

Fort Luneta Warszawska was fort No. 12 (Bastion IVa), of a system of over 60 forts and emplacements. Originally it was one of six forts but the Austrians augmented the city's defences with another six or so forts in the so-called third ring, as well as the emplacements.

Location and current status

The fort sits on Kamienna Street in the northern part of central Kraków. It is about a 20-minute walk from the centre of the city. It is badly neglected and much of it is inaccessible. It is not wholly inaccessible because a restaurant occupies the ground floor of the keep, and a motorcycle repair shop occupies some spaces at the east end of the internal open space between the keep and the surrounding embankments.

Apparently, Hamilton & Co., a real estate development company, has bought the fort from the city, as well as two adjacent parcels of land. They plan to create a mixed-use complex comprising offices, residential buildings and a hotel. They state that they will preserve part of the fort as a history museum.

Design

The fort consists of a multi-tier, horseshoe-shaped keep. A pentagonal earthwork and brick rampart surrounds the fort, with the base of the pentangle integrating in with the base of the keep.

History

During the German occupation of Poland, the Gestapo used the fort as a prison.

References

The fort was built in the years 1850–1856. Protect, among other things, the rogatkę Route. For those times it was a modern fort reditowy. Initially put forward as a typical telescope outside the line of fortifications of the core-defended then far foregrounds. A consequence of leveling up in 1885, the bastion of IV and the inclusion of a spotting scope in a string of Warsaw berms core along with a new bastion of IVb was the change in the numbering of the Fort. Received designation as a Bastion of IVa. It was constantly being improved (years 1888–1890). In the 1990s. The 19th century began to perform storage functions. His new feature was to protect railway freight and forwarding node of the fortress. on October 17, 1907 the construction of tradytora, which was located on the left shoulder spotting scope. A fully equipped infantry casemate was given to use on 21 November 1908. The cost of construction is 38 320 kroons.

In 1919, the fort was taken over by the military property Directorate and continues as warehouses. During the occupation, it was changed into a prison. Then until 1950 he served as a prison and UB (according to oral communications [whose?]) place of execution around 500 people. On the walls are inscriptions showing that this place of the martyrs. IPN currently (2007) investigates in this case.

The warehouse was later INTERIOR MINISTRY. Since 1993 it has warehouses and offices trading firms. A few years ago was by AMW sold at auction in private hands, but despite the commitments not started or security redevelopment of the Fort, and it continues to deteriorate. In 2007, the fort once again changed ownership. Despite his age Fort 12 is preserved in good condition. In June 2007, he was included in the list.

Moselle

Moselle 16 guns and 121 men in RN service. Was part of Sir George Kieth Elphinstone's squadron on 17 August 1796 at Saldanha Bay. She was under the command of Commander George Brisbane.

Citations and references

Citations

References

• Demerliac, Alain (1996) La Marine De Louis XVI: Nomenclature Des Navires Français De 1774 À 1792. (Nice: Éditions OMEGA). ISBN 2-906381-23-3
• Hepper, David J. (1994). British Warship Losses in the Age of Sail, 1650-1859. Rotherfield: Jean Boudriot. ISBN 0-948864-30-3.

Comment

Keep. I would like to make three points concerning databases, categories, and selection bias. I focus my editing on the period of the French Revolutionary and Napoleonic Wars, creating articles primarily on unrated Royal Navy vessels, East Indiamen, whalers, slave ships, and convict ships to Australia.

First, the databases I use are all reliable, some online and the older ones in the form of books or appendices in books. In the case of Lucy the coverage is not tangential. Each of her three voyages has its own pop-up window in the database. At its best one of the beauties of WP is that one can often link databases via the vessel histories as the vessels move through roles. In the case of Lucy I can at least shed light on her history after she ceased whaling. I can also supplement the database with material from both primary and secondary sources. Thus the WP article is more comprehensive than the sources that make it up. I am in frequent contact with the person who maintains the whaling database and we maintain a symbiotic relationship, exchanging information. My work has resulted in the addition of voyages to the database, and the removal of others that turned out to be spurious. When I do so, the database references WP as a source.

Second, WP uses categories. My hope is that someone looking up a more famous whaler, or other ship, will explore further by clicking on the category, and then look at a random sample of the histories and so learn more about the topic, or perhaps another topic. (For instance, a reader finding a whaler that had been a warship or a slave ship, perhaps the reader will explore those topics.) If the reader is not interested they will never find the other, related articles; as an economist would put it, disposal is costless. One of the commenters above objected that WP is not the place for history. I would suggest that it is uniquely suited to this sort of history and that we should be encouraging innovative uses. My analogy would be to the IPhone, which originally was an IPod combined with a cell phone, and now does things Steve Jobs never envisioned.

Third, we should try to avoid selection bias, both macro and micro. WP has been, correctly, accused of neglecting many topics, which I would call macro bias. I am not suggesting that this deliberate, or a conspiracy. It is simply an artifact of editors being volunteers, and following well-trodden paths. I do not write about the Baltic trade, the West Indian trade in sugar, rum, cotton, coffee, etc, or the lumber trade that brought wood from what is now Canada to Great Britain. Though these were important industries, the last being vital to shipbuilding both commercial and military, I have been unable to find databases that could give me a foundation. Micro selection bias is where overemphasizing notability is most distorting. By definition, the notable is egregious, or atypical; man bites dog rather than dog bites man. But many vessels have minimal careers, foundering or being wrecked on their first voyage, or being captured. In some cases apparently owners quickly realized that the trade was not profitable and left it. Lucy's owners stopped after three voyages; clearly they thought that there were other things to do with her that had a higher expected value. If one is interested in getting a sense of the profitability of whaling or slaving, or the careers of mariners and owners, or maritime entrepreneurship, one has to take into account these vessels and their histories. Successful vessels and voyages offset the unsuccessful. By reading about a sample of vessels one can get a sense of the mean and range of outcomes, not just an extreme.

Lucy (1787 ship)

For other ships with the same name, see Lucy (ship).

History
Great Britain
Name	Lucy
Owner	Martineau (or Martinens, or Martins)}
Launched	France
Acquired	1787
Fate	Last listed 1794
General characteristics
Complement	18 LoM
Armament	6 × 3-pounder guns + 6 swivel guns LoM

Year	Master	Owner	Trade	Source & notes
1787	William Bunker	Dudman & Co.	London–Southern Fishery	LR

Year	Master	Owner	Trade	Source & notes
1789	W.Bunker William Dyer	Martineau	London–Southern Fishery	LR; new deck and upper wales 1787, & damages repaired 1791

Year	Master	Owner	Trade	Source & notes
1791	W.Dyer Burchett J.Bain	Martineau	London–Southern Fishery	LR; new deck and upper wales 1787, & damages repaired 1791
1792	J.Bain	Dudman & Co.	London–Southern Fishery	LR; new deck and upper wales 1787, & damages repaired 1791

Year	Master	Owner	Trade	Source & notes
1794	J.Bain	Dudman	London–Southern Fishery	LR; new deck and upper wales 1787, & damages repaired 1791

Trelawney (1792 ship)

History
Great Britain
Name	Trelawney
Launched	1792, Bristol
Fate	Wrecked 1806
General characteristics
Tons burthen	370, or 373, or 376 (bm)
Armament	6 × 6-pounder guns

Year	Master	Owner	Trade	Source
1792	John Blake	J.Gordon	Bristol–Jamaica	LR
1798	J.Blake J.Lake	J.Gordon T. Par & Co.	Bristol–Jamaica Liverpool–Africa	LR
1799	J.Blake R.Hooper	J.Gordon	Bristol–Jamaica	LR
1801	R.Hooper J.Tilley	J.Gordon W.Miles	Bristol–Jamaica	LR
1806	J.Tilley R.Moon	W.Miles	Bristol–Jamaica	LR

Pursuit (1800 ship)

History
United Kingdom
Name	Pursuit
Launched	1800
Captured	1812
General characteristics
Tons burthen	192 (bm)
Sail plan	Brig
Armament	4 × 3-pounder guns

Year	Master	Owner	Trade	Source & notes
1803	Ramshaw	Captain & Co.	Petersburg–Cork	LR
1810	J.Bartlett R.Stroud	Captain & Co.	Topsham transport	LR; damages repaired 1810
1811	R.Stroud	Hayward	Topsham–Poole	LR; damages repaired 1810 & small repair 1811
1813	R.Stroud	Hayward	Liverpool–Newfoundland	LR; small repair 1811; "captured"

Greyhound (1784 ship)

History
United Kingdom
Name	Greyhound (from 1791)
Owner	Dudman & Co., and various
Launched	1784, Dover
Fate	Wrecked c.June 1796
General characteristics
Tons burthen	74 (bm)
Notes	Fir-built

Greyhound was a smack launched at Dover in 1784, possibly under another name. In 1791, as Greyhound, she made a voyage as a whaler to the southern whale fishery. She then became a West Indiaman. She was wrecked in 1796 as she was outward bound on a voyage to Jamaica.

Career

Greyhound first appeared in Lloyd's Register (LR) in 1792.

Year	Master	Owner	Trade	Source & notes
1792	A.Crow	Dudman	London–Southern Fishery	LR; raised 1791

Sealing voyage (1791–1793): Captain A.Crow sailed from London on 12 November 1791, bound for Cape Verde. She arrived back at Falmouth on 28 April 1793. She had worked off Patagonia and she returned with five tuns of whale oil and 20,000 seal skins.

On her return the Dudmans decided to leave the whaling business and sold her. A new owner sailed her as a West Indiaman.

Year	Master	Owner	Trade	Source & notes
1794	A.Crow P.Smith	Dudman Skey	London–Southern Fishery London–Jamaica	LR; raised 1791
1796	P.Smith N.Todd	Skey W.Bryan	London–Jamaica	LR; raised 1791

In January 1796 Greyhound, Todd, master, arrived at Cork from Honduras, having sustained some damage.

Fate

On 18 May 1796 Greyhound, Todd, master, sailed from Gravesend for Jamaica. Lloyd's List reported on 3 June that Greyhound, Tod, master, was onshore and bilged off Portsmouth. Greyhound was last listed in Lloyd's Register in the volume for 1796.

References

• [8] Chatwin, Dale (July 2018), Analysis of Data in the British Southern Whale Fishery Datasets.
• Clayton, J.M. (2014). Ships employed in the South Sea Whale Fishery from Britain: 1775-1815: An alphabetical list of ships. Jane M. Clayton. ISBN 978-1-908616-52-4.
• Clayton, Jane M.; Clayton, Charles A. (2016). Shipowners investing in the South Sea Whale Fishery from Britain: 1775-1815. Jane M. Clayton.

Georgiana (1800 ship)

History
Name	Georgiana
Owner	Samuel Enderby & Sons
Launched	1800
Acquired	1802 by purchase of a prize
Fate	Last listed 1821
General characteristics
Tons burthen	200, or 205 (bm)
Propulsion	Sail
Armament	1811:6 × 6-pounder carronades 1813:2 × 9-pounder guns + 8 × 9-pounder carronades
Notes	Part cedar; also mahogany

Georgiana was built in Mexico in 1800, captured in 1801, and became a whaler for Samuel Enderby & Sons. She made three whale fishing voyages for them. She then became a merchantman, trading with Curaçao, and later, Argentina. She was last listed in 1821.

Career

Georgiana first appears in Lloyd's Register in 1802 with Bristow, master, and Enderbys owner. Her trade was South Seas fishery.

Whaling voyage #1: Captain Charles Caesar Bristow sailed from England on 8 January 1802, bound for the waters of Peru. On 11 November she was at 00°41′N 23°13′E. He returned on 31 December with 54 sperm whales, having lost three.

Whaling voyage #2: Bristow sailed from England on 29 May 1804 for the Pacific Ocean. He returned on 10 September 1805.

Whaling voyage #3: Captain William Pitts sailed from England on 12 October 1805 bound for the Pacific Ocean. She returned on 23 August 1808.

Merchantman The Register of Shipping for 1809 showed Georgiana's ownership changing from Enderbys to P. Sanders, and her master from Bristow to J.Smith. Her trade changed to London—Curaçao.

Year	Master	Owner	Trade	Source & notes
1810	J. Smith Moncrieffe	Sanders & Co.	London—Curaçao	LR
1811	Moncrieffe	Sanders & Co.	London—Curaçao London—Lisbon	LR
1812	Moncrieffe	Sanders & Co.	London—Lisbon Liverpool—Cadiz	10 × 6-pounder carronades
1813	Moncrieffe J. Crisp	Sanders & Co. Christie	Liverpool—Cadiz London—Buenos Aires	LR
1814	J. Crisp	Christie	London—Buenos Aires	LR; good repair
1815	J. Crisp	Christie	London—Buenos Aires	2 × 9-pounder guns + 8 × 9-pounder carronades
1816	J. Crisp	Christie	London—Buenos Aires	LR; good repair
1817				Not available/not published
1818	J. Crisp	Christie	London—Buenos Aires
1819	J. Crisp	Christie	London—Buenos Aires
1820	J. Crisp	Christie	London—Buenos Aires
1821	J. Crisp	Christie	London—Buenos Aires

Georgiana was no longer listed after 1821.

Citations and references

Citations

References

• Clayton, Jane M (2014). Ships employed in the South Sea Whale Fishery from Britain: 1775–1815: An alphabetical list of ships. Berforts Group. ISBN 9781908616524.

Lune (1794 ship)

History
Great Britain
Name	Lune
Owner	George Case
Launched	1794, New Brunswick
Acquired	1798
Captured	1800
General characteristics
Tons burthen	190, or 200 (bm)
Complement	1798: 20 1800: 15
Armament	1798: 6 × 6–pounder guns 1800: 8 × 6–pounder guns

Lune was launched in 1794 at New Brunswick, possibly under another name. She first appeared in British records in 1798. She made one complete voyage as a slave ship in the triangular trade in enslaved people. A French privateer captured her in 1800 early in her second voyage before she reached Africa.

Career

Lune first appeared in Lloyd's Register (LR) in 1798.

Year	Master	Owner	Trade	Source & notes
1798	J.Taylor	G[eorge] Case	Liverpool–Africa	LR; pitch pine sides, raised, new deck and wales 1797

1st slave voyage (1798–1799): Captain James Taylor acquired a letter of marque on 15 February 1798. He sailed from Liverpool on 25 March 1798. Lune embarked slaves at Gabon and then at Bonny. She then stopped at São Tomé on her way to the West Indies. Lune, Taylor, master, reached St Kitts. Captain Taylor died on 23 January 1799. Next, Lune, Bullett, master, arrived at Jamaica on 17 May 1799 with 292 slaves. She sailed from Jamaica on 20 June.

While Lune was on her way to Liverpool, a French privateer captured her. The same privateer had captured two other vessels of the Jamaica fleet. The Liverpool privateer General Kepole recaptured Lune, which arrived at Liverpool on 19 September. Lune had left Liverpool with 46 crew members and had suffered nine crew deaths on her voyage. A later mention in Lloyd's List stated that Lune, Bulter, master, had arrived at Liverpool with the Jamaica fleet, after having been recaptured by General Keppel.

Year	Master	Owner	Trade	Source & notes
1800	J.Taylor M.Miles	G[eorge] Case	Liverpool–Africa	LR; pitch pine sides, raised, new deck and wales 1797

2nd slave voyage (1800–loss): Captain Michael Miles acquired a letter of marque on 11 April 1800. Captain Mills sailed from Liverpool on 6 May.

Fate

Lloyd's List reported in August 1800 that a French privateer had captured Lune and taken her into Teneriffe, as she was on her way to Africa.

Thirty-four British slave ships were lost in 1800, the third largest number in the period 1793–1807. Most (20), were lost on the coast of Africa; only three were lost on their way to Africa. The trans-Atlantic Slave Trade database records 151 slave voyages in 1800 by British flag vessels, including Lune. Thus over 20% of the slave ships were lost to their owners that year. George Case, Lune's owner, had been Mayor of the Borough of Liverpool in 1781–1782, and was one of Britain's most prolific slave traders. In 1799-1800 he owned part or all of some eight slave ships.

References

• Behrendt, Stephen D. (1990). The Captains in the British Slave Trade from 1785 to 1807. Vol. 140. Transactions of the Historic Society of Lancashire and Cheshire. pp. 79–140.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.
• Knight, John (2006). "Slave Trading: the Triangular Route, 1799-1800" (PDF). BWI Study Circle Bulletin (210): 6–10.

Lune (1799 ship)

History
Great Britain
Name	Lune
Launched	1799, Lancaster
Fate	Last listed 1820
General characteristics
Tons burthen	345 (bm)
Complement	35
Armament	1799: 4 × 24-pounder + 16 × 9–pounder guns 1805: 6 × 9–pounder guns

Lune (or Luna) was launched in 1799 at Lancaster as a West Indiaman. In 1817 she made one voyage as a whaler in the British southern whale fishery. She disappeared from online records in 1820, after her return from whaling.

Career

Lune first appeared in Lloyd's Register (LR) in 1799.

Year	Master	Owner	Trade	Source
1799	J.Moon	Worswick	Lancaster–Trinidad	LR

Captain James Moon acquired a letter of marque on 17 September 1799.

Year	Master	Owner	Trade	Source
1801	J.Moon	Aulmans	Liverpool–Barbados	LR
1803	J.Moon Cadenhead	Aulmans Captain & Co.	Liverpool–Barbados London–Jamaica	LR
1805	Cadenhead R.Young	Captain & Co. Higgins & Co.	London–Jamaica	LR
1808	Roberts	Higgins & Co.	London–Jamaica	LR; good repair 1807
1809	Roberts Young	Higgins & Co.	London–Jamaica	LR; good repair 1807 & small repairs 1808
1810	Young Corbitt	Higgins & Co.	London–Jamaica	LR; good repair 1807 & small repairs 1808
1813	Corbitt Young	Higgins & Co.	London–Jamaica	LR; good repair 1807 & small repairs 1808
1814	Young	J.Russel	London–West Indies	LR; good repair 1807, small repairs 1808, & good repair 1813
1816	R.Young	J.Russel	London–St Thomas	LR; good repair 1813
1818	W.Coffin	D.Bennett	London–South Seas	LR; good repair 1813

Daniel Bennett purchased Lune to sail her as a whaler.

Main article: List of ships owned by Daniel Bennett & Son

Whaling voyage (1817–1819): Captain William Coffin sailed from London on 20 September 1817, bound for the southern whale fishery. In late 1818 Lune was at Desolation Island. At some point Captain George Woodward replaced William Coffin. Homeward bound, Lune, Woodward, master, was at Saint Helena on 18 May 1819, and sailed for London on 20 May. Lune, Woodman, master, arrived back at Gravesend on 21 July with 450 casks of whale oil.

Fate

Lune was last listed in 1820 with data unchanged from 1818.

Vere (1803 ship)

History
United Kingdom
Name	Vere
Builder	Hull
Launched	1803
Fate	Last listed 1818
General characteristics
Tons burthen	357 (bm)
Armament	2 × 9-pounder guns + 8 × 18-pounder carronades

Vere was launched in 1803 in Hull. However, she first appeared in Lloyd's Register (LR) only in 1812. She may have sailed under another name between 1803 and 1812.

Year	Master	Owner	Trade	Source
1812	Kenney	Robertson	London–South Seas	LR

This data continued unchanged through the 1818 volume of LR. The Register of Shipping carried the same information. However, there is no evidence from Lloyd's List or press mentions that she ever sailed, let alone as a whaler in the British Southern Whale Fishery. It is possible that she was sold before setting out and that new owners changed her name.

References

• Clayton, J.M. (2014). Ships employed in the South Sea Whale Fishery from Britain: 1775-1815: An alphabetical list of ships. Jane M. Clayton. ISBN 978-1-908616-52-4.

Saville (1778 ship)

History
United Kingdom
Name	Rockhampton
Launched	1773, New Jersey
Renamed	Saville (1778)
Fate	Last listed circa 1787
General characteristics
Tons burthen	120, or 150, or 200 (bm)
Sail plan	Brig

Saville (or Savile) was launched in 1773 in New Jersey, under another name. In 1778 Samuel Enderby purchased a vessel named Rockhampton, which may or may not have been the launch-name, and renamed her Saville. Saville then made four voyages as a whaler in the British southern whale fishery. She returned to England in 1785 and was last listed circa 1787.

Career

Rockhampton first appeared in Lloyd's Register (LR) in 1778 as a later addition; at the same time her entry carried an even later annotation, "Now the Saville Gardner". This entry already gave her owner's name as Enderby, and gave her trade as London–Davis Strait, suggesting that Enderby intended to employ her as a whaler in the British northern whale fishery.

Year	Master	Owner	Trade	Source
1778	Gardner	Enderby	London–Davis Strait	LR

There was a parallel addition to the "S" pages. By 1779, Lloyd's Register was recording Saville's destination as the southern whale fishery.

Year	Master	Owner	Trade	Source
1778	U.Gardner	Enderby	London–Brasil	LR
1779	U.Gardner	S.Enderby	London–Southern Fishery	LR

Between 1778 and 1785, Saville made five whaling voyages.

First whaling voyage (1778–1779): In 1778, Saville, Uriah Gardner, master, sailed for the Brazil Banks and the coast of Africa. She returned to England on 29 October 1779 with 32½ tuns of sperm oil and 40 CWT of whale bone. The cargo had a value of £2059.

Second whaling voyage (1779–1781): Captain Barnabas Ray sailed from London in 1779. Saville arrived at Cork on 1 January 1781 with 29 tuns of sperm oil.

Year	Master	Owner	Trade	Source
1780				Not available online
1781	B.Ray	S.Enderby	London–Southern Fishery London–Quebec	LR; thorough repair 1781

Savile, Ray, master, sailed from the Downs on 18 April 1781, bound for Quebec. Lloyd's List reported in September 1781 that Saville, Ray, master, was among the Quebec vessels that had arrived at St Johns and Bay of Bulls. On 21 December Saville arrived back at Gravesend. On 12 April 1782 Saville, Ray, master, sailed for Newfoundland. In July, Lloyd's List reported that the privateer Biscayneer had recaptured Savile, Ray, master, one of the Newfoundland fleet, and brought her into Dartmouth. After being recaptured, Saville sailed to Newfoundland and was reported to have arrived at Portsmouth from Newfoundland on 28 November 1782.

Third whaling voyage (1783-1784): Captain Ray sailed from London for the Brazil Banks in 1783. Saville returned on 15 June 1784 with 49–50 tons of sperm oil valued at £2,395.

Year	Master	Owner	Trade	Source
1784	B.Ray Swain Matthew Gage	S.Enderby	London–Southern Fishery	LR; small repair 1782 & 1784

4th whaling voyage (1784?–1785): Savile, Gage, master, arrived back at Gravesend from the southern fishery on 11 July 1785 with 49 tuns of sperm oil. She had been fishing off the Brazils.

Fate

Saville, Gage, master, does not appear in Lloyd's List's ship arrival and departure data after July 1785. In September 1785, Matthew Gage went on to captain Palliser, another Enderby whaler. Saville was no longer listed in Lloyd's Register in 1789.

Fortune

History
United Kingdom
Name	Fortune
Launched	Holland
Acquired	1799 by purchase of a prize
Fate	Lost 1803
General characteristics
Tons burthen	296, or 337, or 397 (bm)

Fortune was a Dutch vessel, taken in prize c.1799. She became a merchantman that sailed between Liverpool and Denmark–Norway, or Bremen. She made one voyage as a whaler to Greenland, and was lost in 1803.

Not in Lubbock.

Career

Fortune first appeared in Lloyd's Register (LR) in 1799.

Year	Master	Owner	Trade	Source
1796	W.Garner	J.Garbers	Liverpool–Bremen	LR
1801	W.Garner Snowdon	J.Garbers Humble	Liverpool–Bremen Liverpool–Elsinore	LR; damages repaired 1801
1802	R.Snowdon	S.Humble S.Holland	Liverpool–Elsinore	LR; damages repaired 1801
1803	R.Snowdon William Jameson	S.Holland	Liverpool–Narva	LR; damages repaired 1801
1804	W.Jameson	S.Holland	Liverpool–Greenland	LR; damages repaired 1801

Lloyd's List reported Fortune, Jameson, master, had returned to Liverpool on 15 August 1803 from Davis Strait. Fortune caught one whale in the northern whale fishery in 1803.

Year	Master	Owner	Trade	Source
1804	Lightly	Humble	Liverpool–Davis Strait	RS; new deck and damages repaired 1802

It was not unusual for the owners of whaling vessels to have them trade with the Baltic, Norway, or Russia after the end of the whaling season (about February to about September).

Fate

Fortune, Leightly, of Liverpool, was reported in November 1803 to have been lost near Narva. Her entry in the 1804 issue of the Register of Shipping carried the annotation "Lost".

Venus (1805 ship)

History
United Kingdom
Name	Venus
Namesake	Venus
Acquired	1805 by purchase of a prize
Fate	Lost in 1811
General characteristics
Tons burthen	103, or 140 (bm)
Length	66 ft 6 in (20.27 m)
Beam	19 ft 3 in (5.87 m)
Armament	4 × 3–pounder guns + 2 × 9 & 2 × 12–pounder carronades

Year	Master	Owner	Trade	Source
1805	Colman	D.Bennet	London–Southern Fishery	LR
1812	Colman	D.Bennet	London–Southern Fishery	LR

Trecothick (1770 ship)

History
Great Britain
Name	Trecothick
Namesake	Barlow Trecothick
Launched	1770, Thames
Fate	Burnt 1781
General characteristics
Tons burthen	260 (bm)
Armament	2 × 3-pounder guns + 6 × 2-pounder guns

Trecothick was launched in 1770, on the Thames, as West Indiaman. She was lost in 1781.

Career

Trecothick, of 260 tons (bm), first appeared in Lloyd's Register (LR) in the volume for 1770 (mis-labelled 1768).

Year	Master	Owner	Trade	Source
1770	James Moore	Ald[erman] Trecothick	London–West Indies	LR

In 1770–1771 Trecothick traded primarily with Grenada, though in August–September 1771, Trecothick, Crozier, master, made a voyage to Petersburg. In subsequent years she continued to trade with Grenada, but also with Dominica and increasingly, Jamaica.

Missing volumes of Lloyd's Register mean that Trecothick next appeared in Lloyd's Register in 1776.

Barlow Trecothic died on 28 May 1775. By at least 1779 Trecothic had been sold.

Year	Master	Owner	Trade	Source
1776	James Moore	Trecothick	Jamaica−London	LR
1779	J.Moore T. Elder Greaves	George Greaves	London−Jamaica	LR
1781	G. Greaves	Moore & Co.	London–Jamaica	LR

Loss

A small group of ships, consisting of Trecothick, Clyde, Maria and Nancy, sailed together from Bluefields, Jamaica for London on 21 September 1781, having missed the convoy, and were joined off Cuba by Africa, under captain Wood, also from Jamaica. Africa proved to be very leaky and on 7 October was the first to be abandoned and set on fire, in position 30°31′N 77°52′W, with those aboard being taken by captains Greaves and Cook of Trecothick and Nancy respectively. Nancy was separated in a gale on 12 October, and the following day Trecothick signalled distress as leaking and with a broken rudder. She too was abandoned and burned, with the passengers and crew going aboard Maria in 35°00′N 69°30′W. Maria and Clyde subsequently parted, with the former intending to call in Ireland, and Clyde heading for the North Channel. News of the voyage was first brought by Captain John Christy of Maria, who landed at Kinsale, Ireland, on 22 November, soon after his own ship had been captured by the new Salem privateer Grand Turk, and on 24 November Captain Wright and Clyde arrived at Port Glasgow.

Liverpool Hero (1798 ship)

History
Kingdom of Great Britain
Name	Liverpool Hero
Launched	1791, Spain
Acquired	circa 1798
Fate	Lost 1801
General characteristics
Tons burthen	219, or 234 (bm)
Complement	1798:20 1798:25 1799:25
Armament	1798: 6 × 3-pounder guns 1798: 10 × 6&9-pounder guns 1798: 18 × 9&12-pounder guns 1799: 18 × 6&9-pounder guns
Notes	Two decks; mahogany-built

Liverpool Hero was built in Spain, or its colonies, in 1791, almost certainly under another name. She was taken in prize and entered British records in 1798 as a West Indiaman. She then entered into the triangular trade in enslaved people. She made one complete voyage as a slave ship and was lost in 1801 near Suriname on her second voyage. All the slaves aboard her reportedly drowned.

Career

Liverpool Hero first appeared in Lloyd's Register (LR) in 1798. Captain James Fitzpatrick acquired a letter-of-marque on 12 March 1798.

Year	Master	Owner	Trade	Source
1798	Fitzpatrick	Brettarghe	Liverpool–Barbados	LR

Lloyd's List's ship arrival and departure data show that Liverpool Hero, Fitzpatrick, master, made one voyage to Martinique.

Although the entry in LR for Liverpool Hero remained unchanged until after her loss in 1801, new owners in late 1798 entered her into the slave trade.

1st slave voyage (1799–1800): Captain Alexander Hackney acquired a letter-of-marque on 9 November 1798. Hackney (or Hackery), sailed from Liverpool on 4 January 1799. In early 1800 she was at Lisbon. Liverpool Hero acquired her slaves on the Gold Coast and arrived at Suriname on 28 September. She sailed from Suriname on 17 December and arrived back at Liverpool on 30 January 1800, having sailed via Barbados. She had sailed from Liverpool with 51 crew members and she had suffered 11 crew deaths on her voyage.

2nd slave voyage (1800–Loss): Captain Alexander Laing acquired a letter-of-marque on 16 July 1800. He sailed from Liverpool on 1 September 1800 with 39 crew members.

Loss

In June 1801, Lloyd's List reported that Liverpool Hero, from Africa, had been lost near Suriname.

A secondary source reported that Liverpool Hero, Captain Alexander Laing, had sailed from Liverpool to Porto-Novo. She then had wrecked on her voyage from Africa to the West Indies. The source reports that all hands and the slaves trapped in the hold were drowned. However, the same source states that Dick, Alexander Laing, master, had delivered slaves to Demerara in 1804. Another secondary source reports that Captain Alexander Laing died on Dick on 3 July 1804, during another slave voyage.

The Star reported that the ship's first and third mate, along with seven of the crew, made it to shore in Cayenne with the ship's boat and a canoe.

In 1801, 23 British slave ships were lost. Of these, ten were lost in the Middle Passage, between the coast of Africa and the West Indies. In 1802, a year mostly of peace because of the Peace of Amiens, the numbers were 12 and five.

References

• Behrendt, Stephen D. (1990). The Captains in the British Slave Trade from 1785 to 1807. Vol. 140. Transactions of the Historic Society of Lancashire and Cheshire. pp. 79–140.
• Dawson, Paul L. (2022). The Battle Against Slavery: The Untold Story of How a Group of Yorkshire Radicals Began the War to End the Slave Trade. Frontline books. ISBN 9781399018487.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.

Liver (1786 ship)

History
Kingdom of Great Britain
Name	Liver
Namesake	Liver bird
Launched	1786, Liverpool
Fate	Captured 1797
General characteristics
Tons burthen	1786:53 (bm) 1790:132 (bm)
Length	50 ft 4 in (15.3 m) (originally)
Beam	16 ft 2 in (4.9 m) (originally)
Complement	1793:14 1795:12
Armament	1793: 12 × 3&4-pounder guns 1795:12 × 3&4-pounder guns

Liver was launched at Liverpool in 1786, probably as a fishing smack. She was lengthened in 1790. Liver then made four complete voyages as a slave ship in the triangular trade in enslaved peoples. In these voyages she carried 827 captives. A French privateer captured her in 1797 as she was approaching the West Indies on her fifth voyage. Including this fifth voyage, over her career she almost surely delivered over 1000 enslaved people to the Americas.

Career

On 8 April 1790 the merchant George Case, one of numerous owners of the fishing smack Liver, bought out all the other owners. George Case (1747–1836), was a British slave trader who was responsible for at least 109 slave voyages.

Liver first appeared in Lloyd's Register (LR) in 1790. In 1790 Liver was raised and lengthened.

Year	Master	Owner	Trade	Source & notes
1790	Jn.Ford	George Case	Liverpool–Africa	LR; lengthened and raised 1790

The increase in Liver's size meant that the number of enslaved people Liver was allowed to carry under Dolben's Act, i.e., without penalty, was 220; had she not been lengthened the cap would have been 89.

1st slave voyage (1790–1791): Captain John Ford sailed from Liverpool on 18 August 1790, bound for West Africa. Liver acquired her slaves at New Calabar and sailed from Africa on 27 March 1791. She arrived at Grenada in May with 172 slaves. She arrived back at Liverpool on 28 July 1791. She had left Liverpool with 17 crew members and she had suffered eight crew deaths on the voyage.

2nd slave voyage (1792–1793): Captain Hamlet Mullion sailed from 9 March 1792 bound for West Africa. Liver started acquiring slaves on 5 July and departed Africa on 9 November. She arrived at Kingston on 30 December with 226 slaves, four having died on the voyage. She sailed from Kingston on 1 February 1793 and arrived back at Liverpool on 23 March. She had left with 17 crew members and had suffered no crew deaths on the voyage.

War with France had broken out before Liver again sailed on a slave trading voyage. Captain Mullion acquired a letter of marque on 31 October 1793.

3rd slave voyage (1793–1795): Captain Mullion sailed from Liverpool on 18 November 1793. Liver acquired her slaves at Cape Lopez. She arrived at Grenada on 22 December 1794 with 210 slaves. She returned to Liverpool on 4 March 1795. She had left Liverpool with 27 crew members and she had suffered seven crew deaths on the voyage.

4th slave voyage (1795-1796): Captain Philip Kewish acquired a letter of marque on 12 June 1795. He sailed from Liverpool on 4 July 1795. Liver acquired her slaves in Gabon and then at Cape Lopez. She arrived at Martinique on 4 June 1796 with 219 slaves. She arrived back at Liverpool on 26 July. She had left Liverpool with 19 crew members and she had suffered nine crew deaths on her voyage.

Fate

Captain Kewish sailed from Liverpool on 8 October 1796. Lloyd's List reported in October 1797 that Liver, Kevish, late master, had been taken to the windward of Barbados. She had been on her way from Africa to the West Indies.

It is presumed that the slaves on Lever were delivered to a French colony in the West Indies. If she carried 173 or more slaves, the total number of slaves she carried over her five voyages would have exceeded 1000.

In 1797, 40 British slave ships were lost. This was the second worst year, after 1795, for the British slave ships. Thirteen of those lost in 1797, were lost in the Middle Passage, sailing from Africa to the West Indies.

References

• Behrendt, Stephen D. (1990). "The Captains in the British Slave Trade from 1785 to 1807" (PDF). Transactions of the Historic Society of Lancashire and Cheshire. 140: 79–140.
• Craig, Robert; Jarvis, Rupert (1967). Liverpool Registry of Merchant Ships. Series 3. Vol. 15. Manchester University Press for the Chetham Society.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.

Strenshall (1825 ship)

History
United Kingdom
Name	Strenshall (or Streonshalh)
Namesake	Early name for Whitby
Owner	George and Jonathon Langborne, and William Jameson
Builder	J. Langbourne, Whitby
Launched	1825
Fate	Foundered circa February 1829
General characteristics
Tons burthen	245 (bm)
Sail plan	Snow, or brig

Strenshall (or Streonshalh) was launched at Whitby in 1825. She foundered without a trace in February 1829.

Career

She first appeared in Lloyd's Register (LR) in 1826.

Year	Master	Owner	Trade	Source
1826	Robinson	Langbourne	Liverpool–Odessa	LR
1829	Dunning	Langbourne	London–Isle de France (Mauritius)	Register of Shipping

In 1813 the British East India Company (EIC), had lost its monopoly on the trade between India and Britain. British ships were then free to sail to India or the Indian Ocean under a licence from the EIC. Strenshall, Dunning, master, sailed from London on 28 July 1828, bound for Mauritius.

Loss

On 8 February 1829, Strenshall, Constable Dunning, master, sailed from Mauritius for London and was not heard from again. A hurricane that occurred or 12 February was believed to have been the cause of the loss. The same hurricane appears to have caused the loss of Darius.

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• Weatherill, Richard (1908). The ancient port of Whitby and its shipping. Whitby: Horne and Son.

Venus (1802 ship)

History
United Kingdom
Name	Venus
Acquired	1802
Captured	1804
General characteristics
Tons burthen	70 (bm)
Sail plan	Schooner
Complement	1802: 10 1803: 22

Year	Master	Owner	Trade	Source
1802	Hasler	Orm & Co.	Liverpool–Africa	LR

John (1786 ship)

History
Great Britain
Launched	1779
Captured	1803
General characteristics
Sail plan	Snow

Year	Master	Owner	Trade	Source & notes
1786	T.Hooten	Tarleton	Liverpool–Grenada	LR
1791	T.Hooten John Marrs	Tarleton	Liverpool–Dominica	LR; good repair 1789
1792	J.Ma__ T.Hooten	Tarleton	Liverpool–Dominica	LR; good repair 1789 & repairs 1791
1797	T.Hooton	Backhouse	Liverpool–Martinique	LR; good repair 1789 & repairs 1791
1798	N.Ireland	Tarleton	Liverpool–Africa	LR; good repair 1789 & repairs 1791

Year	Master	Owner	Trade	Source & notes
1802 & 1803	J.Singleton A.Bird	W.Tarleton	Liverpool–Africa	LR

Highlander (1810 ship)

History
United Kingdom
Name	Highlander
Builder	Denmark
Launched	1807
Acquired	1810 by purchase of a prize
Fate	Wrecked 15 July 1812
General characteristics
Tons burthen	209 (bm)
Armament	1810:10 × 6-pounder carronades 1811:8 × 6 + 4 × 12-pounder carronades

Year	Master	Owner	Trade	Source & notes
1810	Holmes	Pirie & Co.	London–West Indies	RS
1811	Holmes	Pirie & Co.	London–West Indies	RS; large repair 1811

Year	Master	Owner	Trade	Source & notes
1811	Cuthbert	Pirie & Co.	London–Curacoa	LR; damages and through repair 1811
1812	Cuthbert	Pirie & Co.	London–Curacoa	LR; damages and through repair 1811

James (1806 ship)

History
United Kingdom
Name	James
Builder	Spain
Launched	1802
Acquired	1804
Fate	Condemned c.1808
General characteristics
Tons burthen	196 (bm)

Year	Master	Owner	Trade	Source
1806	W.Hallason	Twemlow	Liverpool–Africa	LR
1806	Tyrer	McDowell	Liverpool–Africa	RS

Caledonia (1811 ship)

History
United Kingdom
Name	Caledonia
Builder	United States
Launched	1809
Captured	c.1810
Fate	Last listed 1821
General characteristics
Tons burthen	368, or 369 (bm)
Armament	6 × 6-pounder guns + 6 × 12-pounder carronades

Year	Master	Owner	Trade	Source
1811	Tuit	Inglis & Co.	London–Demerara	LR; small repairs 1809
1813	Tuit Livingston	Inglis & Co.	London–Demerara	LR
1818	Livingston R.Wilson	Inglis & Co.	London–Quebec Greenock–Calcutta	LR; good repair 1818

Year	Master	Owner	Trade	Source & notes
1819	R.Wilson Robertson	C.Bowden	Greenock–Calcutta	LR; good repair 1818 & small repairs 1819
1821	D.Robertson	Muir & Co.	Greenock–Calcutta	LR; good repair 1818 & small repairs 1819

Olive Branch (1797 ship)

History
Great Britain
Name	Olive Branch
Launched	1797
Fate	Last listed in 1822
General characteristics
Tons burthen	180, or 187, or 194, or 200 (bm)
Armament	1804: 2 guns 1811: 8 × 6-pounder carronades + 2 × 3-pounder guns 1814:
Notes	10 × 6-pounder guns

Year	Master	Owner	Trade	Source
1797	Johnson	T.Brown	London–Martinique	LR
1798	Johnson Arthur Brown	T.Brown	London–Martinique	LR
1799	Brown J.Arthur	T.Brown	London–Jamaica	LR
1802	J.Arthur T.Stuckfield Redman	T.Brown	London–Jamaica	LR
1803	T.Stuckfield Redman R.Brenford	T.Brown Redman	London–Jamaica	LR
1804	R.Brenford (or Brandford)	Redman	London–Barbados	LR
1808	Partridge	Redman	London–Berbice	LR

Year	Master	Owner	Trade	Source & notes
1809	Partridge Williams	Redman	London–Berbice	LR
1814	Williams Redman	Redman	Falmouth–St Lucia	LR
1815	Redman D.Mays	Redman	Falmouth–St Lucia	LR; thorough repairs 1814
1816	D.Hayes	Redman	London–Sierra Leone	LR; thorough repairs 1814
1819	D.Hayes Patterson	Redman	London–Sierra Leone	LR; thorough repairs 1814 & good repair 1818
1820	Patterson	J.Cristoll	Bristol–Quebec	LR; thorough repairs 1814 & good repair 1818

George Green (1829 ship)

History
United Kingdom
Name	George Green
Namesake	George Green (shipbuilder)
Owner	Wigram & Green, London
Builder	William Smith & Co, St Peter's, Newcastle-on-Tyne
Launched	26 December 1829
Fate	Wrecked January 1830
General characteristics
Tons burthen	568, or 600 (bm)
Length	135 ft 0 in (41.1 m)
Propulsion	Sail

George Green was wrecked on her first voyage. She had been launched on 26 December 1829 at Newcastle and was sailing to London to be delivered to her owners when she wrecked on 30 January. She ran aground on the Hasbro' Sands, Norfolk, and subsequently foundered. Her crew were saved. She was valued at £25,000 and insured for £20,500.

A list of ships trading with India under license from the British East India Company indicated that George Green, W.L. Pope, master, was expected to sail to Madras and Bengal.

Citations

Bloom (1789 ship)

History
Great Britain
Name	Bloom
Launched	1789, Liverpool
Fate	Last listed in 1799
General characteristics
Complement	1793: 20 1794: 30
Armament	1793: 14 × 3-pounder guns 1794: 12 × 2&3-pounder guns

Year	Master	Owner	Trade	Source
1789	Cockrill	T.Foxcroft	Liverpool–Africa	LR

Bloom was launched in 1789 at Liverpool as a Guineaman. She was a replacement for another Bloom. The two vessels had roughly the same owners, who had the former Bloom broken up earlier in 1789. Bloom, of 143 tons (bm), first appeared in Lloyd's Register (LR), in 1789. She made three complete voyages as a slave ship in the triangular trade in enslaved people.

1st enslaving voyage (1789–1790): Captain William Cockerell sailed from Liverpool on 29 April 1789. Bloom sailed from Africa on 8 March 1790 and arrived at Kingston Jamaica on 24 April with 199 captives. She sailed from Kingston on 18 May and arrived back at Liverpool on 3 July.

2nd enslaving voyage (1790–1791): Captain Peter Garaty sailed from Liverpool on 25 October 1790, bound for West Africa. He acquired captives in the Cape Mount region and arrived at Grenada in July 1791 with 231 captives. Bloom arrived back at Liverpool on 11 September 1791. She had left Liverpool with 26 crew members and she had suffered six crew deaths on her voyage.

3rd enslaving (1792–1793): Captain William Cockerell sailed from Liverpool on 12 January 1792. He started acquiring captives at Cape Mount on 23 March. Bloom sailed from Africa on 3 December, and arrived at Kingston, Jamaica on 18 January 1793. She had embarked 237 captives and she arrived with 234, for a 1% mortality rate on the Middle Passage. She sailed from Kingston on 20 February and arrived back at Liverpool on 22 April. She had left Liverpool with 31 crew members and had suffered 10 crew deaths on her voyage. After the passage of Dolben's Act in 1788, masters received a bonus of £100 for a mortality rate of under 2%; the ship's surgeon received £50. For a mortality rate between two and three percent, the bonus was halved. There was no bonus if mortality exceeded 3%.

In 1793 the Port of Liverpool underwent a commercial crisis. This may have been a factor in most of Bud's owners deciding to leave enslaving. In 1793, they still owned three enslaving vessels: Bloom, King Grey, and Bud. They sold Bloom and Bud when these vessels returned to Liverpool in 1793, though John Welsh retained an interest in Bud. King Grey was captured and never returned to Liverpool. Bloom acquired a new owner, who did not intend to use her as a slave ship.

War with France had commenced in early 1793. Captain Edward Verling acquired a letter of marque on 18 September 1793. She then made a voyage as a West Indiaman, before trading between Cork and Liverpool. In February 1794 Lloyd's List reported that Bloom, Verling, master, had arrived at Lisbon from Cork. Captain David Baxter acquired a letter of marque on 27 September 1794. Bloom, Baxter, master, arrived back at Cork from Lisbon. From Cork he sailed to the West Indies, returning to Dublin from Martinique.Bloom was last listed in Lloyd's Register in 1799.

References

• Elder, Melinda (2007). "The Liverpool Slave Trade, Lancaster and its Environs". In Richardson, David; Schwarz, Suzanne; Tibbles, Anthony (eds.). Liverpool and the Transatlantic Slave Trade. Liverpool University Press. pp. 118–137. ISBN 9781846310669. JSTOR j.ctt1gn6bxx.
• Hyde, Francis E.; Parkinson, Bradbury B.; Marriner, Sheila (1951). "The Port of Liverpool and the Crisis of 1793". Economica. 18 (New series) (72): 363–378.

Year	Master	Owner	Trade	Source
1793	Cockerill E.Vreeling	T.Foxcroft John Roche	Liverpool–Africa	LR
1794	Verling Baxter	John Roche	Cork–Grenada	LR

Year	Master	Owner	Trade	Source
1796	Baxter	John Roche	Cork–Liverpool	LR

Woodman (1804 ship)

History
United Kingdom
Name	Woodman
Builder	Newcastle
Launched	1804
Fate	Lst listed 1815
General characteristics
Tons burthen	138 (bm)
Armament	2 × 2-pounder guns

Year	Master	Owner	Trade	Source
1805	Wanless	Reay	Newcastle coaster	RS
1812	Wanless	Reay	Newcastle coaster	RS; good repair 1808

Constantia (1822 ship)

History
United Kingdom
Name	Constantia
Owner	William, Daniel and William Acraman, Bristol
Builder	Campbell and Shepphard, Quebec
Launched	1822
Fate	Wrecked 10 or 13 May 1823
General characteristics
Tons burthen	22153⁄94, or 239 (bm)
Length	Overall: 102 ft (31.1 m) Keel: 91 ft 7 in (27.9 m)
Beam	24 ft 3 in (7.4 m)
Sail plan	Barque
Notes	Two decks & three masts

The barque Constantia was launched at Quebec City in 1822. She started trading between Quebec and Bristol but was lost in May 1823.

In 1822, there were only seven vessels built at Quebec, and only one of those was a barque. Constantia was built by Campbell and Shepphard in Wolfe's Cove. She sailed from Quebec under master Allison Davie to the United Kingdom, arriving at Bristol in mid-November 1822. The barque was sold to local merchants William Acraman Jr., Daniel Wade Acraman, and William Edward Acraman who re-registered her at Bristol on 18 December 1822 and intended her to be a regular trader to Quebec and Montreal.

Constantia sailed from Bristol in early March 1823. On 13 May, at about 2 A.M., the ship was wrecked in Gabaron Bay, near Louisbourg, Cape Breton Island, Nova Scotia, then in British North America. At the time, the passengers were asleep in their berths. With difficulty, all eight passengers were saved and reached shore, some with little more than blankets for covering. The point where the passengers and crew landed was some 40 miles (64 km) from Sydney, to where they were taken by local vessels and well looked after. Six passengers eventually reached their original destination (one couple stayed at Sydney), arriving at Quebec on 8 June in the shallop Jane.

Much of the cargo was also saved. On 14 and 15 July 1823 two schooners, Margaret and Lively, brought portions to Quebec, and on 14 October the immigrant brig Emperor Alexander, Watt, master, arrived from the wreck with the remainder of Constantia's stores and cargo.

Copernicus (1810 ship)

History
United Kingdom
Name	Unknown
Launched	1810, Thames
Acquired	1821
Fate	Wrecked March 1835
General characteristics
Tons burthen	323, or 32342⁄94 or 350 (bm)
Length	107 ft 6 in (32.8 m)
Beam	26 ft 5 in (8.1 m)

Copernicus may have been launched in 1808 or 1810 on the River Thames, under another name. She first appeared as Copernicus in 1821, as a whaler, bound for the southern whale fishery. Thereafter she sailed between England and the East Indies, including Batavia, Ceylon, and Singapore, as well as Indian ports.She was wrecked in 1835.

Origin

Copernicus's origins are obscure. One source states that she was built for the Royal Navy in 1810. However, there does not appear to be any vessel launched for the Royal Navy with a burthen similar to hers. Lloyd's Register (LR) and the Register of Shipping both stated that she was launched on the Thames, with Lloyd's Register giving 1810 as the year and the Register of Shipping reporting 1808. Neither source gave her origin as "King's Yard", and so do not signal that she had been built in a government shipyard. However, a list of vessels built on the Thames in private yards between 1804 and 1812 does not show any vessel of her burthen.

Career

Copernicus first appeared in the Register of Shipping in 1821, and Lloyd's Register in 1822, both showing the same master, owner, and trade.

Year	Master	Owner	Trade	Source & notes
1821	M'Gregor	Bell & Co.	London-Southern Fishery	RS & LR; thorough repair 1821

Captain M'Gregor sailed from London on 9 October 1821. On 6 June 1824 Copernicus reached St Helena from Timor. She arrived at Deal on 22 August. She reached London on 31 August with 492 casks of whale oil.

In 1825 Tindall, of Scarborough, purchased Copernicus, a change that the registers only caught up with a year or more later.

Year	Master	Owner	Trade	Source & notes
1827	McGregor	Bell & Co. Tindal	London–Sierra Leone London–Calcutta	RS; new deck and topsides 1827

In 1813 the EIC had lost its monopoly on the trade between India and Britain. British ships were then free to sail to India or the Indian Ocean under a licence from the EIC.

On 27 September 1827 Captain J. Stevens sailed Copernicus from London, bound for Madras and Bengal.

Year	Master	Owner	Trade	Source & notes
1829	Bolland J.Stevens	Tindal	London–Bombay	LR; thorough repair 1825, & new deck, beams, and wales 1827
1830	J.Stevens May	W.Tindal	Cowes	LR; thorough repair 1825, & new deck, beams, and wales 1827

Fate

Copernicus was wrecked on 17 March 1835 in Cochin Bay while sailing from Ceylon and Calcutta to London. Part of the cargo was saved. On 25 March the wreck was sold for breaking up. The ship ran aground and was wrecked in Cochin Bay.

Citations and references

Citations

References

• Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
• House of Commons, Parliament, Great Britain (1814). Minutes of the Evidence Taken Before the Select Committee on Petitions Relating to East-India-Built Shipping. H.M. Stationery Office.{{cite book}}: CS1 maint: multiple names: authors list (link)

References

• Farr, Grahame E., ed. (1950). Records of Bristol Ships, 1800-1838 (vessels over 150 tons). Vol. 15. Bristol Record Society.
• Marcil, Eileen Reed (1995). The Charley-Man: a history of wooden shipbuilding at Quebec 1763-1893. Kingston, Ontario: Quarry. ISBN 1-55082-093-1.

Woolton (1774 ship)

History
Great Britain
Name	Woolton
Namesake	Woolton, or Woolton Hall
Launched	1773, Lynn
Renamed	From Narr by 1774
Fate	Wrecked 1785
General characteristics
Tons burthen	180, 196, or 200 (bm)
Sail plan	Brig
Complement	30
Armament	1779: 6 × 4-pounder guns 1780: 10 × 9 + 6 × 6-pounder guns

Woolton (or Wooltown), was launched at King's Lynn in 1773 as Narr. By 1775 she was sailing between London and Liverpool as Woolton. A French privateer captured and ransomed her in September 1779. In 1781 she sailed briefly as a privateer and made one notable capture that involved a single ship action. After the war Woolton continued to trade primarily between London and Liverpool until she was wrecked in 1785.

Career

Wooltown first appeared in Lloyd's Register (LR), in 1776. Although she was launched as Narr, by 1774 she was already sailing as Woolton.

Year	Master	Owner	Trade	Source
1776	S.Blackhouse	Nic[holas] Ashton	Liverpool–London Liverpool–Petersburg	LR
1778	T.Phillips	N.Ashton	Liverpool–London	LR

In September 1779, Lloyd's List reported that off Land's End a privateer of 18 guns had taken Ashton, coming from the Baltic, and Woolton, Phillips, master, sailing from London to Leverpool. The privateer ransomed its captures for 1600 guineas each.

Year	Master	Owner	Trade	Source
1781	T.Phillips S.Backhouse	N.Ashton	Cork–Liverpool Liverpool privateer	LR

On 22 December 1780 Captain John Powell acquired a letter of marque for Woolton, but then Ashton switched him to another vessel. Captain Stephen Backhouse acquired a letter of marque for Woolton on 28 December.

In February 1781 Lloyd's List reported that the Liverpool privateer Woolton, Backhouse, master, had put into Cork. She had lost her mainmast and had had to throw her guns overboard.

On 7 March 1781, Woolton, Backhouse, master, captured Sartine, of 350 tons (bm), 16 guns, and 58 men. The two vessels exchanged fire for three-and-a-half hours. Sartine had eight men wounded, three of whom died later; Woolton had one man wounded. Sartine had come from Saint-Domingue via Havana and Woolton took her into Limerick on 17 March. Sartine entered the Mersey on 10 April. Her cargo of coffee, sugar, cotton, and indigo was worth £15,000. She had despatches from Cape Francois and Havana that she threw overboard before striking.

After the capture of Sartine, Woolton, Anderson, master, started trading with the Baltic.

Year	Master	Owner	Trade	Source & notes
1782	S.Backhouse S.Anderson	N.Ashton	Liverpool privateer	LR
1784	S.Anderson J.Turner	N.Ashton	Liverpool–London	LR; good repair 1782

Lloyd's List reported in December 1784 that Woolton, Turner, master, had to put into Ramsgate. She had six feet of water in her hold after having grounded.

Fate

In early February 1785 Woolton, Turner, master was driven ashore in Barnstaple Bay. She was on a voyage from Liverpool to London.

N.Ashton acquired a new Wool Town, of 196 tons (bm), launched at Liverpool in 1786.

Woolton (1786 ship)

History
Great Britain
Name	Woolton
Namesake	Woolton, or Woolton Hall
Owner	1786: Nicholas Ashton & Joseph Cowell 1790: Nicholas Ashton
Launched	1786, Liverpool,
Fate	Wrecked January 1791
General characteristics
Tons burthen	196, or 280 (bm)
Length	79 ft 11 in (24.4 m)
Beam	24 ft 4 in (7.4 m)
Notes	Two decks and two masts

Woolton was launched in 1786 at Liverpool. She spent her brief career sailing between Liverpool and London until she was wrecked in 1791 on a voyage to Virginia.

Career

Nicholas Ashton purchased Woolton to replace a previous Woolton, which had been wrecked the year before. His co-owner was Joseph Cowell, who would also be master.

Wool Town first appeared in Lloyd's Register (LR), in 1786.

Year	Master	Owner	Trade	Source
1786	J.Cowell	Ns. Ashton	Liverpool–London	LR

On 17 November 1790, Nicholas Ashton purchased the shares that Joseph Cowell held and appointed Nicholas Robinson as master, to replace Cowell.

Year	Master	Owner	Trade	Source
1790	J.Cowell N.Robinson	N. Ashton	Liverpool–London	LR

Fate

Woolton, Robinson, master, was driven ashore at Chester, Cheshire. She was on a voyage from Liverpool to Virginia.

On 30 July Ashton delivered her Certificate of Registry and it was cancelled, Woolton having been lost.

Woolton (1804 ship)

History
United Kingdom
Name	Woolton
Namesake	Woolton
Launched	1788, East Indies
Acquired	1804 by purchase of a prize
Fate	Wrecked 1807
Notes	Teak-built
General characteristics
Tons burthen	354, or 370 (bm)
Armament	20 × 9-pounder guns

Woolton was a French vessel launched in the East Indies in 1788 under another name and taken in prize in 1803. In 1804 Woolton became a Liverpool-based slave ship in the triangular trade in enslaved people. She made one complete enslaving voyage and was wrecked as she was almost home from her second enslaving voyage.

Career

Woolton first appeared in Lloyd's Register (LR), in 1804.

Year	Master	Owner	Trade	Source & notes
1804	Nicholson	Weston & Co.	Liverpool−Demerara	LR; good repair 1804

Between March and September 1804 Captain Alexander Nicholson sailed Woolton to the West Indies and back. He had been captain on the slave ship Bacchus, and after the voyage on Woolton he returned to her. He died on Bacchus on 2 May 1806.

1st enslaving voyage (1804–1805): Captain William Sherwood sailed from Liverpool on 1 November 1804. He acquired captives at Bonny and arrived at Kingston on 27 April 1805 with 307 captives. Woolton sailed from Kingston on 27 July and arrived back at Liverpool on 14 October. She had left Liverpool with 56 crew members and had suffered 13 crew deaths on her voyage.

2nd enslaving voyage (1806–loss): Captain Thomas Houghton sailed from Liverpool on 20 February 1806. On 10 March Woolton was one of a number of vessels that a violent gale drove ashore. On 20 July she arrived at Old Calabar, where she acquired captives. Woolton arrived at Suriname on 27 November with 320 captives. She sailed for Liverpool on 6 February 1807.

Fate

In early April 1807, as Woolton, Houghton, master, was on her way back to Liverpool from Demerara, she was wrecked at Holyhead. There was no report of any lives having been lost.

In 1807, according to one source, 12 British slave ships were lost; none were lost on their way home. That the source does not take Woolton's loss into account is not surprising because of the difficulty in identifying, absent vessel histories, whether a vessel returning to Britain from the West Indies was on the third leg of the triangular trade, and or was simply a West Indiaman. Still, during the period 1793 to 1807, war, rather than maritime hazards or resistance by the captives, was the greatest cause of vessel losses among British slave vessels.

References

• Behrendt, Stephen D. (1990). "The Captains in the British slave trade from 1785 to 1807" (PDF). Transactions of the Historic Society of Lancashire and Cheshire. 140.
• Craig, Robert; Jarvis, Rupert (1967). Liverpool Registry of Merchant Ships. Series 3. Vol. 15. Manchester University Press for the Chetham Society.
• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.
• Williams, Gomer (1897). History of the Liverpool Privateers and Letters of Marque: With an Account of the Liverpool Slave Trade. W. Heinemann.

Bristol (1806 ship)

History
United Kingdom
Name	Bristol
Builder	James, Bristol
Launched	1806,
Fate	Wrecked 9 November 1835
General characteristics
Sail plan	Ship-rigged

Bristol, a ship of three masts, three decks, and 45931⁄94 tons (bm), was launched at Bristol in 1806 as a Jamaicaman. James, Bristol, launched her. She was 109 ft 10 in (33.5 m) long, with a beam of 20 ft 10 in (6.4 m) She first appeared in Lloyd's Register (LR) in 1806. Bristol, H.Herbert, master, was driven ashore and wrecked on 9 November 1835 west of Hythe, Kent. She was on a voyage from Quebec City to London. Some part of her cargo of lumber was salvaged and auctioned on 10 December.

Citations and references

Citations

References

• Farr, Grahame E., ed. (1950). Records of Bristol Ships, 1800-1838 (vessels over 150 tons). Vol. 15. Bristol Record Society.

Bristol 1806

Year	Master	Owner	Trade	Source & notes
1806	T.Harvey	Maxe & Co.	Bristol–Jamaica	LR
1825	T.Harvey	Vaughn	Bristol–Jamaica	LR; small repairs 1822 & 1823
1826	W.Payne J.Tripp	Vaughn	Bristol–Jamaica	LR; small repairs 1822 & 1823
1832	J.Tripp	W.Brass	Bristol–New York	LR; small repairs 1823
1834	Prichard A.Herbert	W.Brass	Bristol–Sierra Leone	LR

Bristol 1818

Bristol, Of 418 or 427 tons (bm), was launched in 1818 or 1819 at Chepstow as an East Indiaman. She immediately made one voyage to India, sailing under a license from the British East India Company (EIC). On her return she left the India trade, instead trading to the Mediteranean (especially Alexandria and Malta), the West Indies, and Quebec. In 1845 Bristol, Cowart, master, once again began a voyage to India, this time sailing from London to Bombay. She was wrecked on Fogo Island, Cape Verde Islands on 23 December 1845. Her crew were rescued. India.

Catherine (1793 ship)

History
Great Britain
Name	Catherine
Namesake	James Jones
Acquired	circa 1793
Captured	1794
General characteristics
Tons burthen	245 (bm)
Complement	1793: 26 1794: 36, or 40
Armament	14 × 4&6-pounder guns, or 14 × 4-pounder guns

Catherine was launched in the United States. Beyond that, her origins are obscure. She came to be registered at Bristol and made one complete voyage in 1793 as a slave ship in the triangular trade in enslaved people. The French captured her in 1794 as she was setting out on her second slave trading voyage.

1st enslaving voyage (1793): Captain James Wilson sailed from Bristol on 19 January 1793. He acquired captives at Bonny and arrived at Lucea, Jamaica on 20 August 1793 with 316 captives. Catherine arrived back at London on 22 December 1793. On his way to Saint Lucia Wilson had stopped at Grenada. She arrived at Gravesend, Kent, from Jamaica on 22 December.

A more complete source shows that Catherine left Bristol with 42 crew and returned with 21. Three additional crew enlisted at Gabon on 30 May and 25 June 1793, while six were ' lost' at Cape Coast in July and early August. Catherine reached Jamaica with 39 crew, discharging 24 there between 22 December and 4 February. On 6 March, while she was at Jamaica, she enlisted six new crew members.

Catherine had reached Calaber on 16 August 1793. There she embarked 164 men and 186 women. Two men died before she left New Calabar. When she left Africa on 27 September she had 348 captives. In the Middle Passage, i.e., as she sailed from Africa to the West Indies, she lost 20 men and 32 women, suggesting that she arrived at Jamaica with 296 captives. However, the evidence is inconsistent. The report that she arrived with 296 captives states that she landed and sold 61 and transshipped 253, suggesting that she arrived with 314. Another report states that she delivered 318 captives to the owners' agents, Taylor, Ballantine & Fairlie to sell. She was also reported to have captured three French vessels on the African coast.

Catherine first appeared in Lloyd's Register (LR), in the volume for 1794.

Year	Master	Owner	Trade	Source & notes
1794	J.Wilson	J.Jones	Bristol–Africa	LR; lengthened and rebuilt 1792

In February, Catherine, Wilson, master, sailed from London to Bristol.

2nd enslaving voyage (1794–loss): Captain James Wilson acquired a letter of marque on 29 April 1794. He sailed from Bristol on 31 May, with a crew of 40 men, bound for Africa and then Jamaica.

In July 1794, Lloyd's List reported that the French had captured three Bristol ships on their way to Africa and taken the ships to France. The three were Catherine, Wilson, master, Thomas, Mentor, master, and Nancy, Wilcox, master.

In 1794, 25 British enslaving vessels were lost. Eighteen were lost on the way to Africa. During the period 1793 to 1807, war, rather than maritime hazards or resistance by the captives, was the greatest cause of vessel losses among British slave vessels.

References

• Inikori, Joseph (1996). "Measuring the unmeasured hazards of the Atlantic slave trade: Documents relating to the British trade". Revue française d'histoire d'outre-mer. 83 (312): 53–92.
• Richardson, David, ed. (1996). Bristol, Africa, and the Eighteenth-Century Slave Trade to America, Vo. 4 The Final Years, 1770-1807. Bristol Record Society, c/o Department of Historical Studies, Univ. of Bristol. ISBN 0-901538-17-5.

Career

William Lee first appeared in Lloyd's Register (LR) in 1831.

Year	Master	Owner	Trade	Source
1831	R.Hill	Lee & Co.	Hull–Davis strait	LR

William Lee then made six annual voyages to Davis Strait for her owners, Messrs. Lee and Tall, of Hull. The following data is from Coltish:

Year	Master	"Fish" (Whales)	Tuns whale oil
1831	Hill	3	45
1832	Hill	27	202
1833	Parker	28	199

In 1833, William Lee and Isabella spent the season in company and stayed on in the region after the other vessels there had left. Isabella and William Lee sailed about 100 miles further into Lancaster Sound than any other whaler had ever gone. There Isabella rescued John Ross, whose ship Victory had become beset by ice on Ross's second Arctic expedition. Ross stated that Humphreys was looking for Ross, expecting to find that Ross and his men had been lost. Humphreys disputed Ross's claim, stating that he, Humphreys, had been looking for whales. William Lee was still in company when Ross's boats reached Isabella. After Humphreys rescued Ross, Isabella continued whaling for about another month. Some of Ross's crew were transferred to William Lee.

Year	Master	"Fish" (Whales)	Tuns whale oil
1834	Parker	15	145
1835	Parker	3
1836	Lee	1

William Lee, in four positions, in the Arctic, by John Ward

Although 1833 was a good year for the Northern Whale Fishery, after 1834 whaling collapsed. After two disappointing seasons of whale hunting, William Lee's owners offered William Lee for sale on 5 December 1836.

Year	Ships	Ships lost	Tons of whale oil
1833	27	1	5024
1834	8	6	225
1835	2	0	51
1836	2	0	23.5

Between 1835 and 1836, several other whalers from Hull, such as Andrew Marvel, Jane, and Cumbrian left the whaling trade.

Year	Master	Owner	Trade	Source
1836	T.Hill Shepherd	Lee & Co. Gee & Co.	Hull–Davis Strait Hull–Petersburg	LR

In late 1837, William Lee took a cargo that included cotton from New Orleans and sailed for St Petersburg. She stopped at Elsinore where the Danish authorities insisted that the cotton go into quarantine for 40 days. The Danish Customs had received notice that yellow fever had broken out in New Orleans. Captain Shepherd presented documents that showed that the cotton had left New Orleans months before the notice, and that it had passed through Liverpool without incident. He left the cotton with Customs, which pocketed a fee of £1000 for the expense of holding it, and proceeded on to Petersburg. A vessel flying the Russian flag that also was carrying cotton from the same shipment from New Orleans was permitted to proceed. The newspaper report suggested that the difference in treatment was due to there being a Russian representative on the Danish customs board.

The Return of the William Lee from Calcutta, 1839

The opening in 1836 of the Hull Flax and Cotton Mill subsequently led her owners to send William Lee on several voyages to Calcutta. However, Joseph Rylands, the manager of Hull Flax and Cotton Mill, developed an associated fleet of sailing ships.

Year	Master	Owner	Trade	Source & notes
1838	Shepherd	Gee & Co.	Hull–Calcutta	LR; small repairs 1838
1845	Shepherd Bennett	Gee & Co.	Hull–Calcutta Hull–St Johns	LR; small repairs 1841, damages repaired 1843, & large repair 1846
1846	Bennett T.Sykes	Gee & Co.	Hull–St Johns Hull–New York	LR; large repair 1846 & damages repaired 1847

Fate

William Lee, Captain Thomas Sykes, was driven ashore and damaged on 5 December 1847 on Öland, near Åkerby, Sweden. She was on a voyage from Saint Petersburg to Hull, with a cargo of deals, lathes, and battens. The crew were saved.

She was refloated on 10 December and taken in to "Egvaag".

Postscript

The William Lee was featured in the series "Ships of Hull" by Arthur Credland, published in the Hull Daily Mail on 23 February 1980.

References

• Barrow, John, Sir (1846). Voyages of Discovery and Research Within the Arctic Regions, from the Year 1818 to the Present Time: Under the Command of the Several Naval Officers Employed by Sea and Land in Search of a North-west Passage from the Atlantic to the Pacific; with Two Attempts to Reach the North Pole. Abridged and Arranged from the Official Narratives, with Occasional Remarks. J. Murray.{{cite book}}: CS1 maint: multiple names: authors list (link)
• Coltish, William (c. 1842). An Account of the Success of the Ships at the Greenland and Davis Straits Fisheries 1772-1842 Inclusive.
• Huish, Robert (1835). The Last Voyage of Capt. Sir John Ross, R. N. to the Arctic Regions; for the Discovery of a North West Passage; Performed in the Years 1829-30-31-32 and 33; to which is Prefixed an Abridgement of the Former Voyages of Captns. Ross, Parry & Other Celebrated Navigators to the Northern Latitudes Compiled from Authentic Information and Original Documents, Transmitted by William Light, Purser's Steward to the Expedition; Illustrated by Engravings from Drawings Taken on the Spot. J. Saunders.
• Lubbock, Basil (1937). Arctic Whalers. Glasgow: Brown, Son & Ferguson.
• Munroe, Henry (1854). "Statistics of the Northern Whale Fisheries, from the Year 1772 to 1852". Journal of the Statistical Society of London. 17 (1): 34–42. doi:10.2307/2338354. JSTOR 2338354.
• Parkin, Dean (1989). A Maritime Miscellany. Vol. 1: Whitby to Great Yarmouth. England: Tyndale + Panda Publishing Ltd. p. 96.
• Renshaw, Henry (1834). Narrative of the Second Voyage of Captain Ross to the Arctic Regions, in the Years 1829–30–31–32–33. London: Henry Renshaw. pp. 97–8.

External links

• Media related to William Lee (ship, 1831) at Wikimedia Commons