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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.

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.

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.

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.

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

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.

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 (1795) and HMS Flora (1798) gave chase to and captured President Parker on 4 October, while Caroline also recaptured. 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.

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

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.

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 34.86667°N, 158.36667°W.

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.

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

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 (1805) recaptured Cognac, Success, and Priscilla. However, Mary's captors had succeeded in sending her into Guarda.

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.

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

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.

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.

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.

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

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

Career
Active first appeared in Lloyd's Register in 1821.

Fate
Lloyd's Register last listed Active in

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

=HMS Wizard=

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 (1807) 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.

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.

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.

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.

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, HMS Tamar (1796), 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 HMS Cyane (1806) 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.

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

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.

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

Career
On 14 November 1813 HMS North Star (1810) 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.

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 1.43333°N, 85°W 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.

On 7 March 1822 Lindsays,, 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.

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.

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

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.

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.

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).

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.

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

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

Notes, citations, and references
Notes

Citations

References

=HMS Blazer (1805)=

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

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. Blazers 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.

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".

Citations and references
Citations

References
 * Bladen, Frank Murcot, ed. (1897) Historical Records of New South Wales, Vol. 5. (C. Potter)

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=

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.

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 1$53/95$ 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.

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

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.

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.

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 50.5°N, -140.5°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.

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

Citations and references
Citations

References

=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=

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 (1794) 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.

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.

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 -1.3°N, 95.33333°W 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)

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
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.)

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 nmi south of Cape Rouse (21.75°N, 59.66667°W). She was on a voyage from Bombay to Bushehr, Iran. Different Oscar?

Low. pp. 329–330; Selections 198–199.

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 39.81667°N, -11.45°W.

=Hunter=

ex-Nostra Senora de Bethlehem, captured by Cornwall (1794 ship). William Hingston, former master of Hillsborough 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.

Salvador, Bahia
On 20 December 1814 Manchester Packet repelled an attack by an American privateer at -17.15°N, -35.83333°W, but had to put into Salvador, Bahia to repair. She left on 3 January 1815 under convoy by HMS Albacore (1804). 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 (1808) 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).

=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 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.

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.

Notes, citations, and references
Notes

Citations

References

=Mercury=

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.

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

=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

=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 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
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 (1789) and HMS Chatham (1788) 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.

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 HMS Prince George (1772).

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 160$79/94$ 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=

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 HMS Lapwing (1785). 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 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 HMS Tamar (1796).

On 24 October 1798 HMS Sirius (1797) took two Dutch ships, the Waakzaamheid and the Furie in the Texel. Scorpion, the sloops HMS Kite (1795) and HMS Martin (1790), 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 HMS Cruizer (1797) 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 HMS Severn (1786) and HMS Amazon (1799) 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 -2.5°N, -23.66667°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.

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).
 * 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
 * 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

=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

=La Crete= 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.

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

=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)=

=Trelawney (1792 ship)=

=Pursuit (1800 ship)=

=Greyhound (1784 ship)=

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.

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.

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.

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 0.68333°N, 23.21667°W. 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.

Georgiana was no longer listed after 1821.

Citations and references
Citations

References =Lune (1794 ship)=

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.

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,, 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,, master, had arrived at Liverpool with the Jamaica fleet, after having been recaptured by General Keppel.

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.

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

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

Daniel Bennett purchased Lune to sail her as a whaler.

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,, 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.

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.

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

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.

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.

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.

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

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.

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".

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

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.

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 30.51667°N, -77.86667°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°N, -69.5°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.

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

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.

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.

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.

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

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.

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.

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.

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.

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

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.

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.

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.

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= 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.

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

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=

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.

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.

Citations and references
Citations

References

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)= 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.

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.

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

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:

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.



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.

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

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 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.

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.