Naval/Maritime History 27th of August - Today in Naval History - Naval / Maritime Events in History

Today in Naval History - Naval / Maritime Events in History
23 May 1701 – After being convicted of piracy and of murdering William Moore, Captain William Kidd is hanged in London.


William Kidd
, also known as Captain William Kidd or simply Captain Kidd (c. 1654 – 23 May 1701), was a Scottish sailor who was tried and executed for piracy after returning from a voyage to the Indian Ocean. Some modern historians, for example Sir Cornelius Neale Dalton (see Books), deem his piratical reputation unjust.

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Captain Kidd in New York Harbor, in a c. 1920 painting by Jean Leon Gerome Ferris

Trial and execution
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Captain Kidd, gibbeted, following his execution in 1701.

Prior to returning to New York City, Kidd knew that he was a wanted pirate, and that several English men-of-war were searching for him. Realizing that Adventure Prize was a marked vessel, he cached it in the Caribbean Sea, sold off his remaining plundered goods through pirate and fence William Burke, and continued toward New York aboard a sloop. He deposited some of his treasure on Gardiners Island, hoping to use his knowledge of its location as a bargaining tool.[citation needed] Kidd found himself in Oyster Bay, as a way of avoiding his mutinous crew who gathered in New York. In order to avoid them, Kidd sailed 120 nautical miles (220 km; 140 mi) around the eastern tip of Long Island, and then doubled back 90 nautical miles (170 km; 100 mi) along the Sound to Oyster Bay. He felt this was a safer passage than the highly trafficked Narrows between Staten Island and Brooklyn.

Bellomont (an investor) was away in Boston, Massachusetts. Aware of the accusations against Kidd, Bellomont was justifiably afraid of being implicated in piracy himself, and knew that presenting Kidd to England in chains was his best chance to save himself. He lured Kidd into Boston with false promises of clemency, then ordered him arrested on 6 July 1699. Kidd was placed in Stone Prison, spending most of the time in solitary confinement. His wife, Sarah, was also imprisoned. The conditions of Kidd's imprisonment were extremely harsh, and appear to have driven him at least temporarily insane.[citation needed] By then, Bellomont had turned against Kidd and other pirates, writing that the inhabitants of Long Island were "a lawless and unruly people" protecting pirates who had "settled among them".

After over a year, Kidd was sent to England for questioning by the Parliament of England.[citation needed] The new Tory ministry hoped to use Kidd as a tool to discredit the Whigs who had backed him, but Kidd refused to name names, naively confident his patrons would reward his loyalty by interceding on his behalf. There is speculation that he probably would have been spared had he talked. Finding Kidd politically useless, the Tory leaders sent him to stand trial before the High Court of Admiralty in London, for the charges of piracy on high seas and the murder of William Moore. Whilst awaiting trial, Kidd was confined in the infamous Newgate Prison, and wrote several letters to King William requesting clemency.

Kidd had two lawyers to assist in his defence. He was shocked to learn at his trial that he was charged with murder. He was found guilty on all charges (murder and five counts of piracy) and sentenced to death. He was hanged in a public execution on 23 May 1701, at Execution Dock, Wapping, in London. He was hanged two times. On the first attempt, the hangman's rope broke and Kidd survived. Although some in the crowd called for Kidd's release, claiming the breaking of the rope was a sign from God, Kidd was hanged again minutes later, this time successfully. His body was gibbeted over the River Thamesat Tilbury Point – as a warning to future would-be pirates – for three years.

Kidd's associates Richard Barleycorn, Robert Lamley, William Jenkins, Gabriel Loffe, Able Owens, and Hugh Parrot were also convicted, but pardoned just prior to hanging at Execution Dock.

Kidd's Whig backers were embarrassed by his trial. Far from rewarding his loyalty, they participated in the effort to convict him by depriving him of the money and information which might have provided him with some legal defence. In particular, the two sets of French passes he had kept were missing at his trial. These passes (and others dated 1700) resurfaced in the early twentieth century, misfiled with other government papers in a London building. These passes call the extent of Kidd's guilt into question. Along with the papers, many goods were brought from the ships and soon auctioned off as "pirate plunder". They were never mentioned in the trial.[citation needed]

As to the accusations of murdering Moore, on this he was mostly sunk on the testimony of the two former crew members, Palmer and Bradinham, who testified against him in exchange for pardons. A deposition Palmer gave, when he was captured in Rhode Island two years earlier, contradicted his testimony and may have supported Kidd's assertions, but Kidd was unable to obtain the deposition.

A broadside song "Captain Kidd's Farewell to the Seas, or, the Famous Pirate's Lament" was printed shortly after his execution and popularised the common belief that Kidd had confessed to the charges.



https://en.wikipedia.org/wiki/William_Kidd
 
Today in Naval History - Naval / Maritime Events in History
23 May 1742 – Relaunch of HMS Swiftsure, a 70-gun third-rate ship of the line of the Royal Navy, built by Sir Anthony Deane at Harwich, and first launched in 1673.


HMS
Swiftsure
was a 70-gun third-rate ship of the line of the Royal Navy, built by Sir Anthony Deane at Harwich, and launched in 1673. By 1685 she had been reduced to a 66-gun ship.

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In 1692 she saw action at the Battles of Barfleur and La Hogue.

She was rebuilt by Snelgrove of Deptford in 1696 as a 66-gun third rate. In 1707, she belonged to Admiral Sir Cloudesley Shovell's fleet. She saw action during the unsuccessful Battle of Toulon and was present during the great naval disaster off the Isles of Scilly when Shovell and four of his ships (Association, Firebrand, Romney and Eagle) were lost, claiming the lives of nearly 2,000 sailors. Swiftsure suffered little to no damage and finally managed to reach Portsmouth. She underwent a second rebuild at Woolwich Dockyard, relaunching on 20 November 1718 as a 70-gun third rate of the 1706 Establishment. She was renamed HMS Revenge at this time. On 25 February 1740 Revenge was ordered to be taken to pieces at Deptford, and to be rebuilt as a 70-gun third rate to the 1733 proposals of the 1719 Establishment. She was relaunched on 23 May 1742.

Revenge was sold out of the navy in 1787.

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This is a ship portrait viewed from before the port beam. The ship is flying a Union flag at a staff on her forecastle as at a launching. Her mainmast, however, to the height of the fourth woulding, has been drawn in. The ‘Swiftsure’ was launched at Harwich on 8 April 1673. This is a faint offset based on an accurate original worked up with a little pencil on the figurehead and a crude wash along the side. It has also been strengthened in some places by pen-work

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Scale: 1:48. Plan showing the body plan with sternboard outline, sheer lines with quarter gallery detail, and longitudinal half-breadth for Revenge (1718), a 1706 Establishment 70-gun, Third Rate, two-decker. This ship was a rebuild of the Swiftsure (1698), as proposed (and approved) by John Hayward, Master Shipwright at Woolwich Dockyard

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Scale: 1:48. Plan showing the body plan, sheer lines with some inboard detail, and a basic superimposed longitudinal half-breadth for Revenge (1742) and Monmouth (1742), both 1733 Establishment 70-gun Third Rate, two-deckers. The plan includes a table of dimensions


https://en.wikipedia.org/wiki/HMS_Swiftsure_(1673)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1762 - HMS Hussar, a 28-gun Coventry-class sixth-rate frigate of the Royal Navy, stranded off Cape Francois and captured by the french


HMS Hussar
was a 28-gun Coventry-class sixth-rate frigate of the Royal Navy.

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Construction
The Hussar was one of five frigates of the class built of fir rather than oak. Fir was cheaper and more abundant than oak and permitted noticeably faster construction, but at a cost of a reduced lifespan; the four fir-built Coventry-class vessels that did not get captured lasted an average of only nine years before being struck off.

John Inglis served on the ship as a midshipman in 1758 at the beginning of his career, under his in-law, Captain John Elliot.

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Scale 1:48. Plan showing the body plan, sheer lines with inboard detail, longitudinal half breadth for Coventry (1757), Lizard (1757),Liverpool (1757), Maidstone (1758), Acteon (1757), Shannon (1757), Levant (1757), Coberus (1757), Griffin (1757), Hussar (1757), all 28-gun, Sixth Rate Frigates, based on the plan for Lowestoft (1756) and Tartar (1756, which were the same as Unicorn (1748) and Lyme (1748). Maidstone (1758), Cerberus (1757), Griffin (1757), Acteon (1757), Shannon (1757),Bureas (1757) and Trent (1757) had the House holes moved to the upper deck. There are construction amendments for the first built Frigates. Annoted in the top right: " Body, same as the Lestaff and Tartar, except one havng a Beakhead and the other a round bow, withou the least alteration below the surface of the water - and the Tartar and Leostaff are exactly the same Body as the Unicorn and Lime. "

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Today in Naval History - Naval / Maritime Events in History
23 May 1796 – Launch of French Poursuivante ("chaser"), a Romaine class frigate of the French Navy.


Poursuivante ("chaser") was a Romaine class frigate of the French Navy.

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Career
In June 1800, Poursuivante took part in the battle of Dunkirk under commander Oreille. In 1802, she departed Flushing to ferry troops to Saint-Domingue, under capitaine de vaisseau Jean-Baptiste Philibert Willaumez. She arrived as the Haitian Revolution raged. The ships Duguay-Trouin, Annibal and Swiftsure, as well as frigate Précieuse, Infatigable were also in Haiti. General Pamphile Lacroix ordered the Blacks of the island to be drowned, and the ships started throwing the Blacks of the island overboard. Only Willaumez refused the order, arguing that “sailors of the French Navy were no executioners”.

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Fight of Poursuivante against HMS Hercule, 28 June 1803

On 18 May 1803, after the Treaty of Amiens was cancelled and war broke out between France and Great Britain. En route for Saint-Domingue with the 16-gun corvette Mignonne, she encountered a British convoy, was chased by HMS Hercule, and took part in the fights of the Blockade of Saint-Domingue. Largely outgunned, Poursuivante managed to manoeuvre behind Hercule and in the Action of 28 June 1803, managed to rakeher, disturbing her operations enough to be able to reach harbour. Mignonne was captured by HMS Goliath.

In October, Poursuivante reffited in Baltimore, from where she departed in March 1804.

On 14 August 1804, Poursuivante captured Juno in a notable single-ship action off the American coast and later burnt her.

During her journey back to France, Poursuivante met and evaded another British ship. Willaumez was promoted to vice-admiral on his return.

Fate
Poursuivante was converted to a hulk in Rochefort in June 1806.



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lines & profile NMM, Progress Book, volume 5, folio 739, states that 'Desiree' (1800) arrived at Sheerness Dockyard on 12 July 1800, was docked on 23 August, and sailed on 10 November 1800 having been fitted. The work cost £10,258. She was sold to Mr Joseph Christie of Rotherhithe on 22 Agusut 1832 for £2,020

The Romaine class was a class of nine frigates of the French Navy, designed in 1794 by Pierre-Alexandre Forfait. They were originally designated as "bomb-frigates" (Fr. frégate-bombarde) and were intended to carry a main armament of twenty 24-pounder guns and a 12-inch mortar mounted on a turntable in front of the mizzen mast. Experience quickly led to the mortars being removed (in most vessels they were never fitted), and the 24-pounders were replaced by 18-pounder guns. The ships also featured a shot furnace, but they proved impractical, dangerous to the ships themselves, and were later discarded. A further eleven ships ordered to this design in 1794 were not built, or were completed to altered designs.

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Two vessels of the class became breakwaters in less than 15 years after their construction. The British Royal Navy captured three. One was lost at sea. None had long active duty careers. All-in-all, these ships do not appear to have been successful with the initially intended armament, but proved of adequate performance once their heavy mortar was removed and their 24-pounders replaced with 18-pounder long guns.

Romaine class, (design by Pierre-Alexandre Forfait, initially given 20 x 24-pounder guns and a 12-inch mortar, although all those completed were later armed or re-armed with 18-pounder guns and no mortar).
  • Romaine, (launched 25 September 1794 at Le Havre).
  • Immortalité, (launched 7 January 1795 at Lorient) – captured by the British Navy 1798, becoming HMS Immortalite.
  • Impatiente, (launched 12 March 1795 at Lorient).
  • Incorruptible, (launched 20 May 1795 at Dieppe).
  • Revanche, (launched 31 August 1795 at Dieppe).
  • Libre, (launched 11 February 1796 at Le Havre).
  • Comète, (launched 11 March 1796 at Le Havre).
  • Désirée, (launched 23 April 1796 at Dunkirk) – captured by the British Navy 1800, becoming HMS Desiree.
  • Poursuivante, (launched 24 May 1796 at Dunkirk).

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This images shows port stern quarter views of the L'Immortalite (on the left) and the Fisgard (on the right) as they both run before the wind, engaging in broadside gun battle. Smoke billows between the vessels and both have holed sails. L'Immortalite flies the French flag at her stern, while the Fisgard flies the red ensign



https://en.wikipedia.org/wiki/French_frigate_Poursuivante_(1798)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1798 - sloop HMS Braak (14) capsized in the Delaware, 24 men drowned


HMS Braak
was an 18-gun brig-sloop of the Royal Navy. She was launched at Rotterdam in 1781 and initially served with the Dutch Republic. The British seized her, in Britain, after the Dutch entry into the French Revolutionary Wars, and took her into the Royal Navy. She served briefly with the British before capsizing off the North American coast. She was subsequently the focus of a number of salvage efforts.

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Dutch career
The cutter De Braak was launched as a "botter", or vessel of the 8th Charter. Sources also give her name as Baak, or Brak. She was part of a Mediterranean fleet based at the French port of Toulon.

By the 1790s Braak was in the Caribbean, and was present at the defence against the French of Willemstad, part of the Dutch colony at Curaçao, in 1793.[4] By late 1794 she was ordered to escort a convoy of East Indiamen to Batavia in the Netherlands East Indies. En route she called at the English port of Falmouth, unaware that the French had since invaded the Netherlands and proclaimed the Batavian Republic as a client state, compelling the Dutch to declare war on the British. On the arrival of the convoy at falmouth, the Royal Navy seized the 26 merchantmen and six warships of the convoy, including De Braak. A boarding party from the sloop-of-war HMS Fortune took over De Braak. Forty-six Royal Navy vessels that were at Plymouth shared in the prize money.

British career
The Royal Navy took De Braak into service as HMS Braak and re-rigged her as a brig-sloop. She was initially commissioned under Commander James Drew on 13 June 1797. A storm at the end of the year dismasted her. On the completion of repairs, she returned to service in February 1798 and was assigned to escort a convoy to the Virginia Capes. She sailed for Halifax, Nova Scotia, on 17 March 1798. On 2 April, whilst off the Azores, she became separated from the rest of the ships. Towards the end of the month she fell in with and captured the Spanish ship Dom Francisco Xavier, which was carrying a cargo of copper, cocoa, and other goods and reportedly was worth some £160,000 in prize money.

Braak arrived in company with Dom Francisco Xavier in Delaware Bay on 25 May 1798, and took on a pilot, Andrew Allen, from Cape Henlopen in Delaware. In an exuberant mood because of the capture of the nearby Dom Francisco Xavier, Drew went below to fetch an alcoholic beverage with which he and Allen could toast his success. While he was below, Allen noticed dark clouds approaching and, concerned that a spring thunderstorm was about to strike, ordered Braak′s sails taken in. When Drew returned to the deck, he admonished Allen for ordering the sails to be taken in, telling him "You look out for the bottom, and I′ll look out for the spars." Drew ordered the crew to unfurl the sails, and shortly after they did a strong and sudden squall blew up as Allen had feared, filling the sails. Before the crew could take action, Braak listed heavily to one side, allowing water to pour into the ship's hold through open hatches. Within a few moments, Braak capsized, drowning Drew and 35 of his crew, as well as their 12 Spanish prisoners. Allen swam free of the sinking ship and was saved.

Salvage and controversy
With the wreck lying on the bottom of Delaware Bay, rumours soon began to circulate concerning the amount of treasure Braak purportedly carried when she sank, with estimates of the value reaching $500 million. A number of artifacts were raised during the 1980s, but maritime archaeologists criticised these efforts for their disregard for proper archaeological methods, and for their discarding of anything not considered inherently valuable. In 1986, Braak′s hull was raised, but in such a way that considerable damage was done to both it and the surrounding area of archaeological interest. The hull was eventually placed in a museum, as were many of the artifacts recovered, including items such as decanters, bottles, and glasses. Only a small amount of coin was recovered, worth considerably less than the cost of the large number of salvage attempts that had been undertaken over the years. The treatment of the wreck of Braak, and of many others like it, was a contributing factor to the passage of the Abandoned Shipwrecks Act of 1987



https://en.wikipedia.org/wiki/HMS_Braak_(1795)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1807 – Launch of HMS Elizabeth, a 74-gun third rate ship of the line of the Royal Navy, at Blackwall


HMS Elizabeth
was a 74-gun third rate ship of the line of the Royal Navy, launched on 23 May 1807 at Blackwall.

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Career
On 25 May 1814, Elizabeth captured the French naval xebec Aigle and her prize, the Glorioso off Corfu. Weazel shared in the prize money though it was the boats of Elizabeth that performed the actual capture in an action that in 1847 earned for their crews the Naval General Service Medal with clasp, "24 May Boat Service 1814". Aigle was armed with six guns, a howitzer, and three swivel guns, and had a crew of 40 men. The capture of the Aigle represented the last naval surrender of the French Tricolour in the Napoleonic Wars.

Fate
Elizabeth was broken up in 1820.


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Scale: 1:48. Plan showing the body plan, sheer lines, and longitudinal half-breadth for building 'Magnificent' (1806), 'Valiant' (1807), 'Elizabeth' (1807), 'Cumberland' (1807), and 'Venerable' (1808), all 74-gun Third Rate, two-deckers, similar to the 'Repulse' (1803), 'Sceptre' (1802), and 'Eagle' (1804)


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Scale: 1:48. Plan showing the inboard profile for building 'Magnificent' (1806), 'Valiant' (1807), 'Elizabeth' (1807), 'Cumberland' (1807), and 'Venerable' (1808), all 74-gun Third Rate, two-deckers.


The Repulse-class ships of the line were a class of eleven 74-gun third rates, designed for the Royal Navy by Sir William Rule. The first three ships to this design were ordered in 1800, with a second batch of five following in 1805. The final three ships of the class were ordered towards the end of the Napoleonic War to a modified version of Rule's draught, using the new constructional system created by Sir Robert Seppings; all three were completed after the war's end.

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Repulse class (Rule) – Talavera structurally different
  • Repulse 74 (1803) – broken up 1820
  • Eagle 74 (1804) – cut down as 50-gun frigate 1831, hulked at Falmouth for the Coastguard 1857, training ship in Southampton Water 1860, to Liverpool 1862, Mersey Division RNVR 1910, renamed Eaglet 1918, burnt 1926, wreck sold for breaking 1927
  • Sceptre 74 (1802) – broken up 1821
  • Magnificent 74 (1806) – hulked as receiving ship Jamaica 1823, sold 1843
  • Valiant 74 (1807) – broken up 1823
  • Elizabeth 74 (1807) – broken up 1820
  • Cumberland 74 (1807) – hulked as convict ship and coal deport Chatham, renamed Fortitude 1833, to Sheerness as coal deport by 1856, sold 1870
  • Venerable 74 (1808) – hulked as church ship Portsmouth, broken up 1838
  • Talavera 74 (1818) – timbered according to Seppings' principle using smaller timbers than usual. Accidentally burnt at Plymouth Oct 1840, then broken up
  • Belleisle 74 (1819) – troopship 1841, hulked as hospital ship Sheerness 1854, lent to the seaman's hospital at Greenwich 1866–68, broken up 1872
  • Malabar 74 (1818) – hulked as coal deport Portsmouth 1848, renamed Myrtle 1883, sold 1905

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Scale: 1:24. Plan showing part plans of the beams, and a section through 'Elizabeth' (1769) or (1807), a 74-gun Third Rate, two-decker, illustrating the use of iron knees for securing the beams and wooden knees. It has been historically assumed that this plan refers to 'Elizabeth' (1769). However, the watermark dated 1796 would mean this plan refers to her at the end of her career because she was broken up in August 1798. It is more likely that this plan relates to the building of 'Elizabeth' (1807), which would date the plan to between 1805 and 1807



https://en.wikipedia.org/wiki/HMS_Elizabeth_(1807)
https://en.wikipedia.org/wiki/Repulse-class_ship_of_the_line
 
Today in Naval History - Naval / Maritime Events in History
23 May 1808 – Launch of French Aréthuse, a 40-gun Pallas-class frigate of the French Navy


The Aréthuse was a 40-gun frigate of the French Navy.

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Started as Aréthuse, she was renamed to Elbe while still under construction. She was launched on 23 May 1808 and commissioned under captain Charles Berrenger.
At the Bourbon Restoration, she was renamed to Calypso, back to Elbe during the Hundred Days, and to Calypso after the final demise of Napoléon.

She was struck in 1825, demolished probably in 1841.


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Hortense, sister-ship of Elbe

The Pallas class constituted the standard design of 40-gun frigates of the French Navy during the Napoleonic Empire period. Jacques-Noël Sané designed them in 1805, as a development of his seven-ship Hortenseclass of 1802, and over the next eight years the Napoléonic government ordered in total 62 frigates to be built to this new design. Of these some 54 were completed, although ten of them were begun for the French Navy in shipyards within the French-occupied Netherlands or Italy, which were then under French occupation; these latter ships were completed for the Netherlands or Austrian navies after 1813.

Pallas class, (40-gun design of 1805 by Jacques-Noël Sané on basis of the Hortense class, with 28 x 18-pounder and 12 x 8-pounder guns). This was the 'standard' frigate design of the French First Empire, numerically outweighing all other types.
  • Pallas, (launched 9 April 1808 at Basse-Indre) - deleted in 1822.
  • Elbe, (launched 23 May 1808 at Basse-Indre) – renamed Calypso 30 August 1814; hulked 1825; demolished probably in 1841.
  • Renommée, (launched 21 August 1808 at Basse-Indre) – captured by British Navy 1811, becoming HMS Java.
  • Amélie, (launched 21 July 1808 at Toulon) – renamed Junon April 1814; "en flûte" 1837; deleted from the navy list 1842.
  • Clorinde, (launched 8 August 1808 at Paimboeuf) – captured by British Navy 1814, becoming HMS Aurora.
  • Elisa, (launched 1808 at Le Havre) – wrecked 1810.
  • Favorita, (launched 4 October 1808 at Venice for subsidiary "Italian" Navy) – to French Navy itself April 1810, renamed Favorite, burnt and destroyed by explosion at the Battle of Lissa in 1811.
  • Astrée, (launched 1809 at Cherbourg) – captured by British Navy 1810, becoming HMS Pomone.
  • Fidèle, (launched 1809 at Flushing after capture on stocks) – captured by British Navy 1809, becoming HMS Laurel.
  • Adrienne, (launched 1809 at Toulon) – renamed Aurore April 1814, then Dauphine September 1829 but reverted to Aurore August 1830; deleted 1848.
  • Nymphe, (launched 1810 at Basse-Indre); hulked 1832; taken apart 1873.
  • Iphigénie, (launched 1810 at Cherbourg) – captured by British Navy 1814, renamed HMS Palma, but shortly after becoming HMS Gloire.
  • Méduse, (launched 1810 at Paimboeuf) – wrecked 1816.
  • Pregel, (launched 1810 at St Malo) – renamed Eurydice August 1814; taken apart at Brest in 1825.
  • Ariane, (launched 1811 at Basse-Indre) – burnt to avoid capture in the action of 22 May 1812.
  • Médée, (launched 1811 at Genoa)- renamed Muiron 1850; foundered at Toulon in 1882.
  • Andromaque, (launched 1811 at Basse-Indre) – burnt to avoid capture in the action of 22 May 1812.
  • Yssel, (launched 1811 at Amsterdam, named Ijssel by the Dutch) – handed over to new Dutch Navy 1814; deleted in 1826.
  • Carolina, (launched 1811 at Naples) - .
  • Principessa di Bologna, (ordered 1810 at Venice for subsidiary "Italian" Navy) – to French Navy itself April 1810, renamed Princesse de Bologne and launched 1811 – captured by the Austrian Navy April 1814 at the fall of Venice.
  • Gloire, (launched 1811 at Le Havre) - condemned in 1822 and broken up at Brest.
  • Meuse, (launched 1811 at Amsterdam) – handed over to new Dutch Navy 1814 and renamed Maas; demolished in 1816.
  • Terpsichore, (launched 1812 at Antwerp) – captured by British Navy 1814, becoming HMS Modeste.
  • Érigone, (launched 1812 at Antwerp) - demolished at Brest 1825.
  • Aréthuse, (launched 1812 at Paimboeuf) - razeed to corvette in 1834; condemned and sold for demolition in 1851.
  • Jahde, (launched 1812 at Rotterdam) – renamed Psyché August 1814; deleted 1822.
  • Trave, (launched 1812 at Amsterdam) – captured by British Navy 1813, becoming HMS Trave.
  • Weser, (launched 1812 at Amsterdam) – captured by British Navy 1813, becoming HMS Weser.
  • Melpomene, (launched 1812 at Toulon) – captured by British Navy 1815, becoming HMS Melpomene.
  • Rubis, (launched 1812 at Basse-Indre) – wrecked 1813.
  • Ems, (launched 1812 at Rotterdam) – renamed Africaine August 1814; wrecked in 1822.
  • Atalante, (started as the Euridyce, launched 1812 at Lorient) – renamed Duchesse d'Angoulême July 1814; condemned and deleted in 1825.[2]
  • Cérès, (launched 1812 at Brest) – captured by British Navy 1814, becoming HMS Seine.
  • Piave, (launched 1812 at Venice) - abandoned at the fall of Venice and taken by the Austrians; demolished in 1826.
  • Dryade, (launched 1812 at Genoa) – renamed Fleur de Lys in November 1814, reverted to Dryade March 1815 then Fleur de Lys again July 1815, finally Résolue August 1830; run aground and wrecked in a storm and demolished on site in 1833.
  • Sultane, (launched 30 May 1813 at Paimboeuf, near Nantes) – captured by British Navy 1814, becoming HMS Sultane.
  • Étoile, (launched 28 July 1813 at Paimboeuf, near Nantes) – captured by British Navy 1814, becoming HMS Topaze.
  • Rancune, (launched 30 September 1813 at Toulon) – renamed Néréide in August 1814; hulked in 1825.
  • Amphitrite, (launched October 1814 at Venice) – seized by the Austrians at Venice's capture, becoming Austrian Navy's Anfitrite and later Augusta.
  • Amstel, (launched 13 September 1814 at Rotterdam) - captured by the Dutch on the stocks at the fall of Rotterdam.
  • Ambitieuse, (launched November 1814 at Amsterdam) - taken on the stocks by the Dutch at the evacuation of Amsterdam and renamed Koningin, later renamed Wilhelmina; deleted ca. 1821.
  • Immortelle, (launched November 1814 at Amsterdam) - taken on the stocks by the Dutch at the evacuation of Amsterdam and renamed Frederika Sophia Wilhelmina; deleted from the Dutch Navy List in 1819.
  • Vestale, (launched October 1816 at Rotterdam) - abandoned on the stocks by the retreating French; the Dutch recommenced construction, later renaming her Rhijn in 1828, hulked in 1853 and demolished in 1874.
  • Fidèle, (launched 22 November 1817) - abandoned on the stocks by the retreating French; the Dutch recommenced construction, renaming her Schelde; deleted in 1853.
  • Cybele, (launched 11 April 1815 at Le Havre) – renamed Remise 1850.
  • Duchesse de Berry, (launched 25 August 1816 at Lorient) – renamed Victoire August 1830.
  • Constance, (launched 2 September 1818 at Brest) – hulked 1836, broken up after 1837.
  • Thétis, (launched 3 May 1819 at Toulon) – renamed Lanninon April 1865.
  • Astrée, (launched 28 April 1820 at Lorient).
  • Armide, (launched 1 May 1821 at Lorient).


https://en.wikipedia.org/wiki/French_frigate_Aréthuse_(1805)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1813, May 23 – HMS Highflyer vs. Virginia privateer schooner Roger


On 23 May 1813, the Virginia privateer schooner Roger departed Norfolk under Captain Roger Quarles, an experienced merchant seaman. The 188 ton vessel carried 14 guns and 120 men. Some days after leaving Norfolk, Roger and Highflyer encountered each other and an indecisive, though prolonged, fight ensued. At the time of this encounter, Highflyer carried five guns and a crew of 50. After suffering the death of Lieutenant Lewis, and two other men, as well as twelve men wounded (two of whom would die later), as well as damage to her sails, Highflyer was unable to pursue Roger as she sailed off. During the fight, two men from Betsey were able to escape in a boat and get to land. After the fight, the British gave Smith and the remainder of his crew a boat in which they were able to get to Norfolk. Lieutenant William Hutchinson replaced Lewis as commander of Highflyer.


HMS Highflyer was originally an American privateer schooner built in 1811. As a privateer she took several British vessels as prizes. The Royal Navy captured her in 1813. She then participated in several raids on the Chesapeake and coastal Virginia before the Americans recaptured her later in 1813.

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As a privateer
Highflyer was built in Dorchester County, Maryland in 1811, and operated out of Baltimore. She was originally set up for six long nine-pounder cannon. She apparently sailed with one long 12-pounder and four 9-pounder carronades.

Under Captain John Gavet, on 21 July 1812 she captured the British merchantman Jamaica, with seven guns and 21 men, and Diana. The next day, she captured Mary Ann, with 12 guns and 18 men. On 26 August, she sent into Baltimore the schooner Harriet, of four guns, which had been sailing from New Providence to Havana. On her second cruise, under Captain Jeremiah Grant, she captured the brig Porgie, sailing from Antigua, and the brig Burchall, traveling from Barbados to Demerara, plus a number of coasting vessels operating among islands of the West Indies. She also took the brig Fernando, which was, however, retaken.[3]Lastly, she sent into Charleston the ten-gun brig Active.

Capture
On 9 January 1813 HMS Poictiers (74), under Captain John Poo Beresford, with HMS Acasta assisting, captured Highflyer. She was armed with five guns and had a crew of 72 men when the British captured her on her way back from the West Indies. The Admiralty took Highflyer into service with the Royal Navy as an eight-gun schooner, still under her original name.

Royal Navy service
The Royal Navy commissioned her under Lieutenant Theophilus Lewis, and initially employed Highflyer in the Chesapeake as a tender to Sir John Borlase Warren's HMS San Domingo. On 13 April 1813, Warren's squadron, consisting of Highflyer, and more importantly San Domingo, Marlborough, Maidstone, Statira, Fantome, and Mohawk, pursued four schooners into the Rappahannock River. The British sent boats 15 miles (24 km) upriver before capturing their prey. The British took three of the schooners into service. The six-gun Chesapeake schooner Lynx became Mosquidobit. Of the three Baltimore schooners, Racer became Shelburne; Dolphin retained her name; lastly, it is not clear what became of Arab, which with Dolphin, put up some resistance. Dolphin had been on a privateering cruise; consequently she carried 100 men and 12 guns.

On 29 April, boats from Dolphin, Dragon, Fantome, Highflyer, Maidstone, Marlborough, Mohawk, Racer and Statira went up the Elk River in Chesapeake Bay under the personal command of Rear-Admiral Sir George Cockburn. Their objective was to destroy five American ships and stores, and by some accounts, a cannon foundry at French Town. This took until 3 May 1813 to complete. On the way, after a battery at Havre de Grace fired on them from the shore, a landing party destroyed the battery and burned much of the town. In 1847 the Admiralty issued 48 clasps marked "28 April Boat Service 1813" to the Naval General Service Medal for the action.

On 30 April Highflyer supported Fantome and Mohawk's boats when the vessels gathered cattle for the fleet's use, paying with bills on the Victualling Office. The next day, the vessels secured more cattle from Spesutie (Spesucie) Island just south of Havre de Grace at the mouth of the Susquehanna River.

At some point in May, Highflyer captured the American lookout boat Betsey, under the command of Captain Smith. Highflyer burnt her capture and took her crew aboard.

On 23 May 1813, the Virginia privateer schooner Roger departed Norfolk under Captain Roger Quarles, an experienced merchant seaman. The 188 ton vessel carried 14 guns and 120 men. Some days after leaving Norfolk, Roger and Highflyer encountered each other and an indecisive, though prolonged, fight ensued. At the time of this encounter, Highflyer carried five guns and a crew of 50. After suffering the death of Lieutenant Lewis, and two other men, as well as twelve men wounded (two of whom would die later), as well as damage to her sails, Highflyer was unable to pursue Roger as she sailed off. During the fight, two men from Betsey were able to escape in a boat and get to land. After the fight, the British gave Smith and the remainder of his crew a boat in which they were able to get to Norfolk. Lieutenant William Hutchinson replaced Lewis as commander of Highflyer.

On 11 July, a squadron under the command of Rear-Admiral George Cockburn in Sceptre, and comprising Romulus, Fox, Nemesis, Conflict and Cockchafer and Highflyer, "tenders", anchored off Ocracoke Island, on the North Carolina coast. The next day they landed troops under Lieutenant Colonel Napier of the 102nd Regiment of Foot. The two tenders and number of smaller vessels were in the third division.

The squadron faced resistance from a brig and a schooner, the only American armed vessels. The first division, under Lieutenant Westphall, came in under covering fire from Congreve rockets and captured the two American vessels. These two were Atlas and Anaconda, both letters of marque. Anaconda was a brig-sloop of 18 long 9-pounder guns and a crew of 160, with a home port of New York City. Atlas, of 10 guns and 240 tons, had a home port of Philadelphia. Both subsequently entered the Royal Navy. Anaconda retained her own name; Atlas became the 14-gun schooner St Lawrence.

While the navy was capturing the American vessels, the troops captured Portsmouth and Ocracoke islands.

Return to American control
USS President recaptured Highflyer on 23 September 1813 off Nantucket Sound. President's captain, John Rodgers, had captured British recognition signals and so was able to decoy Highflyer alongside. He then captured her without firing a shot, together with a number of despatches and more British signals. A prize crew took Highflyer to Newport, Rhode Island; Hutchinson remained a prisoner on board President. The Americans did not take Highflyer into service.



 
Today in Naval History - Naval / Maritime Events in History
23 May 1813 1850 - USS Advance and USS Rescue sail from New York in a failed attempt to rescue Sir John Franklins Expedition, lost in the Arctic since 1847.
Caught in the ice and after tremendous hardship, USS Advance returns on Aug. 20, 1851. USS Rescue returns Sept. 7



The First Grinnell Expedition of 1850 was the first American effort, financed by Henry Grinnell, to determine the fate of the lost Franklin Polar Expedition. Led by Lieutenant Edwin De Haven, the team explored the accessible areas along Franklin's proposed route. In coordination with British expeditions, they identified the remains of Franklin's Beechy Island winter camp, providing the first solid clues to Franklin's activities during the winter of 1845 before becoming icebound themselves.


Preparation
By 1850, three British rescue attempts had already failed to locate Franklin. In April and December 1849, Lady Jane Franklin sent appeals to American President Zachary Taylor that the search continue. When Congress lingered in passing the appropriations to purchase vessels, American merchant Henry Grinnell purchased two brigs, the 91-ton Rescue and 144-ton Advance, refitted them for arctic service and offered them to the government, who quickly provided additional funds and volunteer Naval officers and crew The expedition was instructed to focus on the areas of Wellington Channel and Cape Walker as conditions permitted. Dr. Elisha Kent Kane was brought in from field work in Florida to serve as surgeon aboard the Advance, and Captain Donald Manson was brought on as ice master aboard the Sophia. Preparation was managed quickly, and the expedition set out on May 23, 1850 from the Navy Yard at New York.

The voyage
Sighting Greenland on June 20, the expedition made harbor at the Crown Prince Islands (Whale Fish) in Disco Bay. From a British mail ship, they learned that British relief efforts were heading for the same region. Advance and Rescue left the islands on June 29, encountering the ice field on July 1 while proceeding towards Upernavik. By July 7, the pack ice was dense enough to compel the Advance to tow the Rescue to prevent the vessels from becoming separated. The crews were periodically sent onto the ice to 'bore' a passage by hand, using crowbars, ice anchors and boathooks. For 21 days the ships were held nearly fast, only heaved slowly forward by efforts of the crew.

Finally freed of the pack ice on July 28, the expedition sailed across Melville Bay, amid persistent ice bergs. As August began, food supplies were supplemented by hunting the returning auks and the occasional polar bear. On August 10, a wind change forced both ships to tie in and ride out dangerous pressure heaves as the ice closed in. After casting off to open water the next day, steady progress northward was made along the coast towards Lancaster Sound where they encountered Inuit hunters near Cape York, at nearly 76° north. Crews occasionally made short trips inland for hunting and observation.

Traces of Franklin
On August 18, the expedition made contact with British ship Lady Franklin under Captain William Penny, embarked on their own Franklin rescue mission. News of other concurrent British expeditions was exchanged. On the 21st, they encountered the Felix, under the command of Sir John Ross. On the 22nd, they met with Captain Forsyth aboard the Prince Albert, who suggested a joint sledge search of the lower Boothian and Cockburne lands. Discovery of a cairn left two days earlier by Assistance and Intrepid at Cape Riley, Devon Island, indicated that traces of British encampments had been found at the cape, and also at Beechy Island. The Rescue under Captain Griffin, had shared in this discovery with Captain Ommanney.

At Cape Riley, remnants of stone walls were found, presumably to support Franklin's tents. Remains of cases from salted meat as well as articles of clothing and boat fragments were found. No previous expeditions were known to have camped here. De Haven observed that the ice of Wellington Channel had every indication of having remained unbroken for several years previous. The joint team proceeded to Beechy Island on the 26th, meeting Captain Penny's ships Lady Franklin and Sophia. Penny was accompanied by Dr. R. Anstruther Goodsir, the brother of an assistant surgeon missing with Franklin's group. Other remains, including containers with London labels, newspapers from 1844, and papers signed by Franklin's officers, were tracked from the cape.

By now, the expeditions of Ross and Penny were in the area of the Advance and Rescue. Coordinated search plans were being made when a land party at Beechy Island reported the discovery of graves. The three graves were marked by traditional wooden markers and protected by slabs of limestone, facing Cape Riley. The inscriptions read:

Sacred to the memory of
W. BRAINE, R. M.,
H. M. S. Erebus.
Died April 3d, 1846,
aged 32 years.
Choose ye this day whom ye will serve.
Joshua, ch. xxiv., 15.

Sacred to the memory of
JOHN HARTNELL, A. B. of H. M. S.
Erebus,
aged 23 years. Thus saith the Lord, consider your ways.
Haggai, i., 7.

Sacred to the memory of
JOHN TORRINGTON,
Who departed this life
January 1st, A.D. 1846,
on board of
H. M. ship Terror,
aged 20 years​
The third grave's reference to Torrington perishing 'on board' the HMS Terror gave confirmation that the ship was still intact as they camped on Beechy. The graves were not disturbed by the search party. Nearby were found an anvil block and metal pieces. Evidence of a carpenter's shop was found closer to the beach. Nearby were found other objects and even the remnants of an observatory and a kitchen garden still protecting transplanted mosses and anemones. Still further was located a cache of over 600 empty food cans, carefully stacked. Five-year-old sledge tracks bound eastward were located, but no explicit reports or memorandums describing the condition of Franklin's expedition were found. Based on this evidence, it was concluded that Franklin's expedition was still in 'highly effective order' while encamped at Beechy Island.

On August 28, they were joined by Resolute, under Captain Austin, bringing the collection of nearby ships to eight. By September 3, the Advance began probing for open waters towards Cape Spencer, making treks for exploration and hunting along the way. On the 7th, a storm blew up, and although the Rescue and Advance were able to stay together through Lancaster Sound, Austin's vessels were dragged miles away by the fast moving ice. All of the ships, however, were making their way west until they were anchored together near Griffith's Island. They were:

Resolute (Capt. Horatio Austin)
Intrepid (Steam tender to Resolute)
Assistance (Capt. Erasmus Ommanney)
Pioneer (Steam tender to Assistance)
Lady Franklin (Capt. William Penny)
Sophia (Capt. William Penny)
Advance (Edwin De Haven)
Rescue (Samuel Griffin)[4]
Icebound
Winter storms soon separated the ships, including Rescue, which was driven south out to sea. The Advance made for the relative shelter of Griffith's Island, to be joined by some of the others. The Rescue had regained control to the south, and De Haven, judging that the expedition had not reached a point from which the search could be resumed, decided to attempt a return of both ships home with the information gathered. The ice thickened, however, and the two ships were soon caught fast in Wellington's Straits at roughly 75° 24' north. De Haven named the mountains to the distant north "Grinnell Land." The heavy ice nipped at the vessels and the floe dragged both ships northward as seasonal darkness began to set in.

By October 1, the two ships were prepared for the long winter, with the upper decks covered, sails stacked and stove pipes set. An emergency depot of provisions was cached on the nearest shore. Periodically violent ice movements threatened both ships, which drifted north or south as dictated by the wind. Lard lamps kept the cabin temperatures just above freezing. Several crew members began showing early signs of scurvy, against which Dr. Kane hunted seals and foxes to provide fresh meat. Curious foxes were tamed to amuse the crew. Full winter preparations were completed by November 9, with the ships now in the vicinity of Beechy Island and temperatures generally below zero.

As December began, the crew made preparations for abandoning the vessels in an emergency, preparing supplies and readying sledges. The ice continued to grind the brigs. On December 7, dangerous conditions forced the desertion of the Rescue, with her crew brought on board the Advance. The Advance was lifted by the ice, and crews were periodically sent out to pry the ice away from the bow, while the vacant Rescue was being slowly torn apart just 50 yards away. The floe continued drifting, now to the southeast towards new ice hazards in Baffin Bay. Griffin led the practice of evacuation drills and snow was packed around the Advance as insulation from the increasing cold. Eight of the crew now displayed the blackened gums of scurvy as morale declined in the perpetual arctic night, despite an improvised Christmas theatrical.

1851 began at the edge of Baffin Bay, with temperatures generally around -25F as daylight began its return. On January 13, the ice activity increased amid fierce winds, and supplies cached on the ice were lost while the situation of the Rescue became more dire. The tedium of February was broken by occasional games of football on the ice, and more theatricals at night. The symptoms of scurvy advanced, and rations of fresh food were increased, but to little avail. On the 22nd, the coldest temperature of the voyage was noted at -53F.

As March began, the decision was made to refit the Rescue for service, including hull repairs in a drydock carved from the surrounding ice. The increased daylight, exercise and liberal rations of sauerkraut and lime juice began to reduce the symptoms of scurvy among the crew. The movement of the ice packs slowed, until the ships were held around 72° north. At mid-March, the ice began to break up and wildlife began to return amid heavy snows. April brought some open water as the crew began salting the ice around the two brigs. On April 22, the crew of the Rescue completed their return to their ship, surprised that the brig had survived the winter after all.

Breakout
By mid May, efforts to weaken the ice at the ships with long saws began to show results as the ice floe approached Cape Searle. Slabs of ice were cut from the mass surrounding the ships and winched away. Fresh meat from bird hunting and an occasional polar bear strengthened the crews. The open water crept closer to the ships, but remained tantalizingly out of reach. The break-up of the ice flow finally released the ships on June 5, 1851 after drifting some 1,050 miles; however the stern of the Advance was still held aloft by a last large table of ice. Ice saws were used, but gunpowder for blasting could not be spared. These efforts were ineffective, as the ice also firmly held the rudder of the brig. This ice violently released the Advance on June 8, after which both ships made sail through a labyrinth of ice. They reached the Whale Fish Islands on June 16 and recuperated for five days with the Inuit at Godhavn before setting out north to resume their search for Franklin.

By June 24, they encountered the pack ice again and slowly made their way towards Upernavik. Hunting and visiting with the local Inuit passed the time until they harbored at a Danish settlement in early July. Setting out as the ice cleared, they encountered British whalers, exchanging news, mail, and fresh provisions before briefly visiting Upernavik. Nearby, they again met and joined forces with the Prince Albert, still searching for Franklin. The three ships made slow progress northward though the ice fields over the next weeks, before the way was blocked entirely. On August 5, the Prince Albert abandoned the situation, heading south through the pressing ice. Rescue and Advance continued their efforts to reach the search areas of the open waters of Wellington Channel as the summer season faded early. They slowly cut north, yard by yard, through the increasingly violent pack ice, as larger icebergs drifted in and calved still more loose ice. By August 17, they had pulled themselves to open water for the first time in nearly a month, and De Haven resolved to return home before winter caught them again. Upernavik was reached on August 23. They were met by Henry Grinnell at New York on September 30, 1851, to whom both ships were returned.

Conclusions
In his official report, De Haven concluded that Franklin had probably made north for an unknown open sea following the winter near Beechy Island. Ultimately, it would be determined that the opposite was true, and that Franklin had continued south according to his original orders.[8] De Haven, despondent over the premature conclusion of the expedition, regarded the voyage "with sad hearts that our labours had served to throw so little light upon the object of our search."

In 1853, Dr. Kane led the Second Grinnell Expedition, failing to locate any new information regarding Franklin and ultimately abandoning the Advance to the ice.



https://en.wikipedia.org/wiki/USS_Advance_(1847)
https://en.wikipedia.org/wiki/USS_Rescue_(1850)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1813 1850 - First Grinnell Expedition - The ships USS Advance and USS Rescue


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USS ADVANCE AND USS RESCUE AT NAVY YARD.

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1st Grinnell Expedition and other searching expeditions sent in 1850-51 (US Hydrographic Office)


The first USS Rescue was a brig in service with the United States Navy.

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The brigs Rescue and Advance, specially reinforced and fitted out for Arctic service, were offered on loan to the U.S. Government by Henry Grinnell in 1850 for use in a rescue mission tracing the ill-fated expedition which, in May 1845, had sailed from England under Sir John Franklin seeking a northwest passage. Two years later the Admiralty dispatched relief expeditions. Since there was still no news of the expedition by 1 May 1850, the U.S. Congress authorized the President to accept Mr. Grinnell's offer. In accordance with the wishes of both Congress and Mr. Grinnell, both ships were manned by volunteers from the U.S. Navy.

On 22 May, the expedition, commanded by Lt. Edwin De Haven, sailed from New York with Rescue's captain, Acting Master Samuel P. Griffin, second in command. Sailing independently the first days out, the two ships rendezvoused at the Whalefish Islands in Disko Bay, Greenland, and on 29 June headed for Melville Bay and the northern route across Baffin Bay to Lancaster Sound. On 1 July they encountered their first pack ice off Haröe Island. On the 8th, they were caught in the ice north of Upernavik and spent the next 21 days forcing their way through the ice.

Free on the 29th, the brigs continued through the heavy floes of Melville Bay into August. On the 19th, they entered Lancaster Sound. By the 23d, Rescue was off Cape Riley, Devon Island. There, Griffin and others from his crew joined searchers from a British squadron in the discovery of a campsite previously occupied by an unknown Royal Navy party.

On the 26th, the American expedition attempted to enter Wellington Channel and search to the north of Cape Spencer. Meeting another British ship, they learned that positive evidence of the Franklin party had been found between the Cape and Point Innes. Ice, however, blocked further progress to the north, through the channel, and to the west, into Barrow Strait.

On the 27th, the search vessels, British and American, gathered in a cove, later named Union Bay, at Beechey Island to plan coordinated searches. As the commanders made their plans, a shore party discovered three graves on the island, across from Cape Riley. Franklin's first winter quarters had been found.

From that time on, however, little progress was made in the search, even though sledge parties were sent out. One such party, from Rescue, followed traces of a similar journey by a party from one of Franklin's ships, Erebus or Terror, almost to Cape Bowden. Continuing past that point, they discovered a bay which now bears Griffin's name.

During early September further attempts were made to penetrate the ice barrier to the west. On the 12th, Rescue's rudder post was split in a storm off Griffith's Island, and on the 13th the two ships, Advance towing Rescue, turned east in hopes of returning to the United States that season. On the 14th, however, they were caught, frozen, midway across the entrance to Wellington Channel. A winter of drifting began.

During September and October they drifted in the Wellington Channel, discovering in the process the northern peninsula of Devon Island which they named after Grinnell. In November they oscillated with the winds and currents near Beechey, and in December they drifted down Lancaster Sound. On 14 January 1851, they were carried into Baffin Bay. At the end of May, their imprisoning floe neared Davis Strait, and on 5 June, the ice began to break up. Rescue, repaired, parted company with Advance. On the 7th, she was free. On the 8th, Advance cleared the ice.

Both ships replenished in Disko Bay and into August attempted to renew their search. But the ice was heavier than the previous year, and neither ships nor men could have lasted through another winter. Scurvy had struck, but no one had died. A second winter in northern Baffin Bay would have brought a return of the disease and disaster.

The ships turned south. Advance reached New York 30 September 1851. Rescue followed her into port on 7 October. Both ships were subsequently returned to Mr. Grinnell, and Advance was prepared for a second Arctic expedition.

The Rescue was later sold and became the schooner Amaret, tender to the barque George Henry at the time Charles Francis Hall went to the Arctic on his first expedition in 1860. Amaret was driven ashore in a gale at Holsteinborg Harbour, Greenland on 27 September 1860, and became a total wreck.


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USS Advance and USS Rescue during the winter of 1850-51 (Project Gutenberg: Harper's New Monthly Magazine. Volume IV, December, 1851, to May, 1852)


The first USS Advance was a brigantine in the United States Navy which participated in an arctic rescue expedition. Advance was built in 1847 as Augusta in New Kent County, Virginia and loaned to the Navy on 7 May 1850 by Mr. Henry Grinnell to participate in the search for Sir John Franklin's arctic expedition which had been stranded in the frozen north since 1846. After last-minute preparations, the ship, under the command of Lieutenant Edwin J. De Haven and in company with Rescue, put to sea from New York on 23 May 1850.

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First rescue expedition
Main article: First Grinnell Expedition
Storms battered the two ships on the initial leg of the voyage and separated them. However, both safely reached Disko Island, located off the west coast of Greenland where Davis Strait gives way to Baffin Bay. Advance arrived on 24 June, and Rescue pulled into port three days later. On the 29th, the two ships headed into Baffin Bay, bound for Lancaster Sound located north of Baffin Island and south of Devon Island. Off Haroe Island on 1 July, Advance encountered pack ice. A week later, she and her consort were caught in the pack just north of Upernavik. For the next three weeks, the two ships fought their way through the ice. On the 29th, they cleared the pack and continued their voyage across Melville Bay to Lancaster Sound. The two ships entered the sound on 19 August and, that same day, encountered two British vessels engaged in the same mission as the Americans.

That evening, a storm blew up and separated Advance and Rescue. The next day dawned "thick and foggy," but the wind had abated. Advance began searching for her companion. By 25 August, she was off Cape Riley on Devon Island where she put ashore a landing party to search for clues to the whereabouts of the Franklin expedition. While the searchers ashore were discovering the former campsite of some unidentified party, Advance was run aground by a strong current. The British ship Prince Albert offered assistance, but Rescue showed up at about the same time. Moreover, Advance lightened her load and succeeded in hauling off by her own efforts.

On 26 August, the two ships attempted the passage of Wellington Channel to search the area north of Cape Spencer. Soon, however, they found the way north blocked by a solid mass of pack ice and prudently returned south to the vicinity of Point Innes. There, the Americans again encountered the British, along with positive evidence of the Franklin party having camped nearby. Heartened by that find and by a favorable change in weather conditions, they headed back toward Wellington Channel. At Beechy Island, all the search vessels gathered in a cove (later called Union Bay) to plan a coordinated search. While the leading officers were so engaged, a party sent ashore discovered three graves and "other unmistakable evidences of the missing expedition (Franklin's) having passed its first winter here." At that point, she and Rescue entered Wellington Channel to pursue the search, but the pack ice quickly closed in upon the two ships. Though they tried to escape the clutches of the pack, abysmal weather foiled their attempts; and Rescue suffered a damaged rudder. By mid-September, they were caught fast in the floating ice.

For the duration of the winter, Advance and Rescue were at the mercy of the drifting floe. For what remained of September and most of October, they drifted in Wellington Channel, discovering the northern peninsula of Devon Island which they named Grinnell in honor of the expedition's benefactor. During November, changing winds carried them back and forth past Beechy Island. In December, the floe made the transit of Lancaster Sound and, on 14 January 1851, they reentered Baffin Bay. Their imprisonment, however, did not end until early June. They had passed Davis Strait in May, and the floe began to break up near the end of the first week in June. Rescue – repaired – cleared the pack on 7 June 1851. Advance followed the next day.

The expedition replenished at Disko Bay and sought to renew the search. However, the ice proved heavier than in the previous year; and prudence dictated that the mission be abandoned for the time being. Therefore, the two ships headed back to the United States. Advance arrived in New York on 30 September 1851, and Rescue reached that port on 7 October. Both ships were returned to Mr. Grinnell, and he immediately began outfitting Advance for another Arctic expedition.

Second expedition
Main article: Second Grinnell Expedition
Preparations for the second Franklin rescue expedition took about 20 months. Advance finally departed New York on 30 May 1853, Passed Assistant Surgeon Elisha Kent Kane in command. The expedition stopped at Upernavik, Greenland, to purchase supplies and, most importantly, sled dogs for searches ashore and on the solidly frozen floes. Continuing north, Advance passed the length of Baffin Bay reaching Smith Sound — the northern terminus of Baffin Bay — by 7 August. Near the end of August, she reached her northernmost point — about 78°43' north latitude — in Kane Basin, named for the ship's commanding officer, Passed Assistant Surgeon Kane.

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Arctic explorations: the second Grinnell expedition in search of Sir John Franklin, 1853, '54, '55

At that point, Kane decided to pass the winter among a group of islets near the Greenland coast rather than to return south to some safer harbor. By 10 September, Advance was imprisoned in the ice. The interior of the ship underwent extensive preparations for wintering farther north than any previous expedition. When that was complete, the crew began expeditions across the frozen wastes both on the Greenland shore and the frozen pack. Kane and his officers also established a scientific station to observe climatic conditions and to make astronomical calculations.

Their expeditions on foot, however, were hampered by the loss of almost all their sled dogs to disease. In the absence of animal transport, the men themselves carried out the searches and explorations on foot, serving as beasts of burden to manhandle caches of supplies to points which would allow for more distant searches in the future.

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Image from page 448 of "Arctic explorations: the second Grinnell expedition in search of Sir John Franklin, 1853, '54, '55" (1856)

On one such expedition in late March 1854, four of the party suffered so severely from frostbite that they had to be left behind under the care of a fifth man while the remaining members of the party — too physically exhausted to do more than drag their own persons across the frozen wastes — headed back to the brig for help. The leader of that group, upon returning to the brig, volunteered to return with the rescue party as a guide. However, his own ordeal caused him to fall victim of a temporary mental disorder and prevented him from rendering any real help. It was only good luck — first in finding the advanced party's trail and then in sighting a canvas tent at the site of the disabled men's "encampment" — and their own Herculean efforts that allowed the rescue party to complete their mission. Even that success, however, was marred by the fact that two of the rescued men later succumbed to their infirmities.

Fatigue and illness of all associated with the rescue expedition prevented Kane from undertaking further searches until the end of April. During that interlude, Greenlandic Inuit arrived in the area, and Kane bartered with them for additional sled dogs. The four animals he thus obtained allowed him to fit out a single seven-dog team which greatly extended the range of their searches. In his own words, "The value of these animals for Arctic ice-travel (sic) can hardly be over-estimated (sic)." Through the ensuing summer, search parties ranged the far northern coasts of Greenland and the eastern coast of Ellesmere Island searching for evidence of Sir John Franklin's party and making notes on geography and climate.

Abandonment of the Advance
Advance's crewmen passed the second winter in a state of near hibernation. The difficulties of the previous year had sapped their strength, and their provisions were too scant to restore it. Scurvy — that dread disease of the sea — riddled their ranks to the point that Kane and one other man "... only remained to attend upon the sick, and carry on the daily work of the ship, if that name could still appropriately designate the burrow which we inhabited." The sun returned late in February 1855, and wild game followed it in March. Reasonably adequate food and the sunlight slowly brought the men back some semblance of full strength. At that point, Kane decided to abandon the ship — still frozen solidly in the floe — and make it across the ice to the Danish settlements of southern Greenland. Shortages of fuel and food, as well as the weakened condition of the crew, made that decision inescapable.

Preparations for the journey were multifaceted and complicated. Those capable of work prepared two 25-foot whaleboats and a 13-foot dinghy by mounting them on iron-shod wooden runners and then loading them with provisions. Meanwhile, Kane took the dog sled and team out to an abandoned Inuit hut located some 35 miles from the brig. There, he established an advanced depot to store provisions for the actual journey. During April and the first half of May, he made several trips carrying supplies to his makeshift way station. On 15 May 1855, he began transporting the incapacitated members of the crew to the way station. Two days later, the main group began its torturous trek across the ice hummocks with the three boat-sleds. The main party, without the assistance of dogs, managed a snail's pace of only some three and one-half miles a day. While the main group inched its way, Kane continued his more rapid trips — facilitated by the dogs — both back to the brig and to an Inuit camp located about 75 miles south of the ship. In this manner, he moved the sick to the way station, brought additional supplies from the ship, and returned from the Inuit camp with fresh game. He last visited the ship on 8 June 1855 and, by the middle of that month, all the sick gradually joined the main party then nearing Littleton Island. The mode of travel again was Kane's dog sled During the journey south toward Cape Alexander, the party suffered numerous breaks through the ice as the spring thaw arrived. At least one man, Acting Carpenter Ohlsen, died from exposure resulting from such an incident.

By 18 June, the entire party reached open water at the edge of the floe near Cape Alexander. The journey had netted them only 81 miles in 31 days, but the numerous cutbacks and detours, necessitated by the ice hummocks, resulted in an actual trek of over 300 miles. From that point, they took to the boats. During the next phase of the journey, they alternated between runs across open water under sail and marches across frozen ice hummocks when necessary. By 21 July 1855, the men reached Cape York, the point at which they would begin the transit to Upernavik. There, they erected a rock monument in which they left information regarding their planned movements, a list of provisions on hand, and a brief summary of the expedition's findings. That project completed, Kane and his crew started out across Melville Bay. On 6 August, Kane led his exhausted party into Upernavik. They took passage from Upernavik in the Danish brig Marianne to Disko Island where they were met by the relief expedition made up of Arctic and Release under the command of Lt. Hartstene. The two relief ships brought the survivors into New York on 11 October 1855. Presumably, the pack ice eventually crushed and sank the abandoned Advance.




https://en.wikipedia.org/wiki/USS_Advance_(1847)
https://en.wikipedia.org/wiki/USS_Rescue_(1850)
 
Today in Naval History - Naval / Maritime Events in History
23 May 1864 – Launch of HMS Prince Albert, designed and built as a shallow-draught coast-defence ship, and was the first British warship designed to carry her main armament in turrets.


HMS
Prince Albert
was designed and built as a shallow-draught coast-defence ship, and was the first British warship designed to carry her main armament in turrets. The ship was named after Prince Albert, the late husband of Queen Victoria. At her wish Prince Albert remained on the "active" list until 1899, a total of 33 years, by which time she had long ceased to be of any military value.

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Design
The Board of Admiralty, in coming to decisions on the structure and dimensions of this ship, were faced with conflicting demands for stability, armour, gun-power, rig, speed and range. Captain Cowper Coles, a long-time advocate of turret-mounted armament, had produced a proposal in 1859 which, while not being accepted as produced, formed the basis for the design concept of Prince Albert.

Freeboard was fixed at 7 feet (2.1 m) to ensure adequate stability, while affording the armament a command at least comparable to that obtained in contemporary broadside ironclads. The armament was disposed in four armoured turrets, each containing one heavy gun and each on the centre-line. The guns carried were the heaviest and most powerful available at the time, the 9-inch (230 mm) calibre muzzle-loading rifle. The absence of a poop and forecastle limited the activity of the ship in rough weather, but allowed end-on fire over the bow and stern from the end turrets.

Unlike the turrets in the contemporary American monitors, the turrets were rotated by hand; eighteen men could turn a turret through 360° in about a minute.

Service history

Prince Albert was commissioned at Portsmouth and was almost immediately withdrawn from service for trials and alterations, which lasted until 1867. She passed thereafter into the first division, Devonport Reserve. She formed part of the Particular Service Squadron formed in August 1878, after which she remained in reserve. She was re-commissioned for the Jubilee Review in 1887 and took part in naval manoeuvres in 1889. Prince Albert was relegated to Dockyard Reserve in 1898.



 
Today in Naval History - Naval / Maritime Events in History
23 May 1918 - The armed merchant cruiser RMS / HMS Moldavia was torpedoed and sunk off Beachy Head in the English Channel by a torpedo from SM UB-57.
At the time she was carrying US troops, 56 of whom were lost.


RMS Moldavia
was a British passenger steamship of the early 20th century. She served as the Royal Navy armed merchant cruiser HMS Moldavia during World War I until sunk by an Imperial German Navy submarinein 1918.

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Construction
Moldavia was built by Caird & Company of Greenock, Scotland for the Peninsular and Oriental Steam Navigation Company. Her yard number was 301 and she was launched on 28 March 1903. The completed ship was 520 ft (160 m) in length, a beam of 58.3 ft (17.8 m) and a draught of 24.8 ft (7.6 m). Her gross tonnage was 9,500. Coal bunkerage was 2,000 tons and cargo about 3,500 tons. Moldavia was built for 348 first and 166 saloon class passengers.

History
The Peninsular and Oriental Steam Navigation Company operated Moldavia on the EnglandAustralia route via the Suez Canal.

The British Admiralty purchased Moldavia in 1915 for Royal Navy service during World War I, when she was converted into an armed merchant cruiser and fitted with 6" guns before she was commissioned as HMS Moldavia.

Moldavia served on the Northern patrol as part of the 10th Cruiser Squadron, intercepting and examining merchant vessels in the North Atlantic.

Moldavia was later serving as a troopship and was carrying U.S. troops when she was sunk on 23 May 1918 off Beachy Head in the English Channel, by a single torpedo from the German Type UB III submarineSM UB-57. Her sinking resulted in the deaths of 54 U.S. soldiers on board, and 1 further at Western Heights Military Hospital Dover 2 days later.

The vessel was added to the Protection of Military Remains Act 1986, 2017 No 147 and became a designated vessel on 3 March 2017. The wreck site is protected and may be dived on a "look but don't touch basis". Nothing may be removed from the wreck and nobody may enter the vessel, as it is now a war grave. (see Statutory Instrument 2017 No.147 for detail)



https://en.wikipedia.org/wiki/RMS_Moldavia
 
Today in Naval History - Naval / Maritime Events in History
23 May 1939 – The U.S. Navy submarine USS Squalus sinks off the coast of New Hampshire during a test dive, causing the death of 24 sailors and two civilian technicians.
The remaining 32 sailors and one civilian naval architect are rescued the following day.


USS Sailfish (SS-192)
, was a US Sargo-class submarine, originally named Squalus.

As the Squalus, the submarine sunk off the coast of New Hampshire during test dives on 23 May 1939. The sinking drowned 26 crew members, but an ensuing rescue operation using the McCann Rescue Chambersaved the lives of the remaining 33 crew members. The submarine was salvaged in late 1939 and decommissioned.

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USS Sailfish (SS-192) vor Mare Island, 1943

The submarine was recommissioned as the Sailfish in May 1940, and conducted numerous patrols in the Pacific War during World War II, earning nine battle stars. The submarine was decommissioned in October 1945 and later scrapped; the conning tower remains on display at Portsmouth Naval Shipyard in Kittery, Maine.


Construction of Squalus
Her keel was laid on 18 October 1937 by the Portsmouth Naval Shipyard in Kittery, Maine, as Squalus, the only ship of the United States Navy named for the squalus, a type of shark. She was launched on 14 September 1938 sponsored by Mrs. Thomas C. Hart (wife of the Admiral),[4] and commissioned on 1 March 1939, with Lieutenant Oliver F. Naquin in command. Due to mechanical failure, Squalus sank during a test dive on 23 May 1939. She was raised, renamed, and recommissioned on 15 May 1940 as Sailfish.

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USS Squalus (SS-192) under construction on the building ways at the Portsmouth Navy Yard, Kittery, Maine, 7 January 1938. View looks aft, showing typical cross section of pressure hull and side tanks. Frame 41 lower structure is in the foreground, with Frame 46 upper hull structure beyond.

Sinking of Squalus and recommissioning
On 12 May 1939, following a yard overhaul, Squalus began a series of test dives off Portsmouth, New Hampshire. After successfully completing 18 dives, she went down again off the Isles of Shoals on the morning of 23 May at 42°53′N 70°37′W. Failure of the main induction valve caused the flooding of the aft torpedo room, both engine rooms, and the crew's quarters, drowning 26 men immediately.[9] Quick action by the crew prevented the other compartments from flooding. Squalus bottomed in 243 ft (74 m) of water.

Squalus was initially located by her sister ship, Sculpin. The two submarines were able to communicate using a telephone marker buoy until the cable parted. Divers from the submarine rescue ship Falcon began rescue operations under the direction of the salvage and rescue expert Lieutenant Commander Charles B. "Swede" Momsen, using the new McCann Rescue Chamber. The Senior Medical Officer for the operations was Dr. Charles Wesley Shilling. Overseen by researcher Albert R. Behnke, the divers used recently developed heliox diving schedules and successfully avoided the cognitive impairment symptoms associated with such deep dives, thereby confirming Behnke's theory of nitrogen narcosis. The divers were able to rescue all 33 surviving crew members from the sunken submarine. Four enlisted divers, Chief Machinist's Mate William Badders, Chief Boatswain's Mate Orson L. Crandall, Chief Metalsmith James H. McDonald and Chief Torpedoman John Mihalowski, were awarded the Medal of Honor for their work during the rescue and subsequent salvage. (The successful rescue of Squalus survivors is in marked contrast to the loss of Thetis in Liverpool Bay just a week later.)

Diagram_of_salvage_gear_used_to_raise_USS_Squalus_(SS-192)_in_1939.png
Diagram showing the salvage gear used to raise the submarine USS Squalus (SS-192) up from the sea bottom. Squalus sank during a test dive on 23 May 1939. For 50 days, divers worked to pass cables underneath the submarine and attach pontoons for buoyancy. On 13 July 1939, the stern was raised successfully, but when the men attempted to free the bow from the hard blue clay, the vessel began to rise far too quickly, slipping its cables. Ascending vertically, the submarine broke the surface, and 30 feet (10 m) of the bow reached into the air for not more than ten seconds before the vessel sank once again all the way to the bottom. After 20 more days of preparation, with a radically redesigned pontoon and cable arrangement, the next lift was successful, as were two further operations. Squalus was towed into Portsmouth, Rhode Island (USA), on 13 September, and decommissioned on 15 November. A total of 628 dives had been made in rescue and salvage operations. Renamed Sailfish on 9 February 1940, she was recommissioned on 15 May 1940.


The navy authorities felt it important to raise her as she incorporated a succession of new design features. With a thorough investigation of why she sank, more confidence could be placed in the new construction, or alteration of existing designs could be undertaken when cheapest and most efficient to do so. Furthermore, given similar previous accidents in Sturgeon and Snapper (indeed, in S-5, as far back as 1920), it was necessary to determine a cause.

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SS-192 in drydock after salvage.

The salvage of Squalus was commanded by Rear Admiral Cyrus W. Cole, Commander of the Portsmouth Naval Shipyard, who supervised salvage officer Lieutenant Floyd A. Tusler from the Construction Corps. Tusler's plan was to lift the submarine in three stages to prevent it from rising too quickly, out of control, with one end up, in which case there would be a high likelihood of it sinking again. For 50 days, divers worked to pass cables underneath the submarine and attach pontoons for buoyancy. On 13 July 1939, the stern was raised successfully, but when the men attempted to free the bow from the hard blue clay, the vessel began to rise far too quickly, slipping its cables. Ascending vertically, the submarine broke the surface, and 30 feet (10 m) of the bow reached into the air for not more than ten seconds before she sank once again all the way to the bottom. Momsen said of the mishap, "pontoons were smashed, hoses cut and I might add, hearts were broken." After 20 more days of preparation, with a radically redesigned pontoon and cable arrangement, the next lift was successful, as were two further operations. Squalus was towed into Portsmouth on 13 September, and decommissioned on 15 November. A total of 628 dives had been made in rescue and salvage operations.


Operational history of Sailfish
Renamed Sailfish on 9 February 1940, she became the first ship of the U.S. Navy named for the sailfish. After reconditioning, repair, and overhaul, she was recommissioned on 15 May 1940 with Lieutenant Commander Morton C. Mumma, Jr. (Annapolis, Class of 1930) in command.

With refit completed in mid-September, Sailfish departed Portsmouth on 16 January 1941 and headed for the Pacific. Transiting the Panama Canal, she arrived at Pearl Harbor in early March, after refueling at San Diego. The submarine then sailed west to Manila where she joined the Asiatic Fleet until the attack on Pearl Harbor.

During the Pacific War, the captain of the renamed ship issued standing orders if any man on the boat said the word "Squalus", he was to be marooned at the next port of call. This led to crew members referring to their ship as "Squailfish". That went over almost as well; a court martial was threatened for anyone heard using it.

......... see for her rest career wikipedia .....






 

Attachments

Today in Naval History - Naval / Maritime Events in History
Other Events on 23 May


1612 May 23 or 25 - Sicilian-Neapolitan galley fleet defeats Tunisians at La Goulette

This raid took place on the night of 23 or 25 May 1612 when a force of Sicilian and Neapolitan galleys attacked some Tunisian vessels at La Goulette, northern Tunisia. 7, or perhaps 9 or 10, Tunisian sailing ships were destroyed, while several smaller vessels were captured.

Ships involved:
Allies
Sicily (Ottavio de Aragon)
6 galleys
Naples (Santa Cruz)
7 galleys

Tunisia
7 or more sailing ships destroyed, several smaller captured

https://en.wikipedia.org/wiki/Action_of_May_1612


1683 - Second Bombardment of Algiers, 23rd May 1683 - 29th July

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https://threedecks.org/index.php?display_type=show_battle&id=1034


1760 – Launch of French Altier 64 (launched 23 May 1760 at Toulon) - condemned 1770 and sold 1772 for commerce.

Fantasque class
. Designed and built by Pierre-Blaise Coulomb; modified from Lion class design.
Fantasque 64 (launched 10 May 1758 at Toulon) - hulked 1784.
Altier 64 (launched 23 May 1760 at Toulon) - condemned 1770 and sold 1772 for commerce.


1790 - June 3 and 4 (May 23 and 24 OS) - Action off Kronstadt - Indecisive action between the battlefleets.


1790 – Birth of Jules Dumont d'Urville, French admiral and explorer (d. 1842)


Jules Sébastien César Dumont d'Urville
(French pronunciation: [ʒyl dymɔ̃ dyʁvil]; 23 May 1790 – 8 May 1842) was a French explorer and naval officer who explored the south and western Pacific, Australia, New Zealand and Antarctica. As a botanist and cartographer he gave his name to several seaweeds, plants and shrubs, and places such as d'Urville Island in New Zealand.

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1803 May 23, 24 and 27 - 4 ships take on Tripolitan gunboat force


1807 – Launch of HMS Derwent, later that year became one of the first ships sent by the British Royal Navy to suppress the slave trade


HMS Derwent, a Cruizer-class brig.sloop, was launched in 1807 and later that year became one of the first ships sent by the British Royal Navy to suppress the slave trade.



1811 HMS Sir Francis Drake (32), Captain George Harris, captured of 14 Dutch gun-vessels off Java.

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1838 – Launch of french Danaé, (launched 23 May 1838 at Saint-Servan) – fitted as steam frigate 1857 – deleted 18 January 1878.

Artémise class (52-gun type, 1826 design by Jean-Baptiste Hubert):
Artémise, (launched 1828 at Lorient) – deleted 3 October 1840.
Andromède, (launched 5 April 1833 at Lorient) – deleted 24 October 1860.
Néréide, (launched 17 February 1836 at Lorient) – deleted 30 December 1887.
Gloire, (launched 1837 at Rochefort) – wrecked 10 August 1847 off Korea.
Cléopâtre, (launched 23 April 1838 at Saint-Servan) – deleted 31 December 1864.
Danaé, (launched 23 May 1838 at Saint-Servan) – fitted as steam frigate 1857 – deleted 18 January 1878.
Virginie, (launched 25 April 1842 at Rochefort) – deleted 13 May 1881.
Circé, (launched 15 October 1860 at Rochefort as a steam frigate) – deleted 22 July 1872.
Hermione, (launched 16 August 1860 at Brest as a steam frigate) – deleted 11 May 1877.
Junon, (launched 28 January 1861 at Brest as a steam frigate) – deleted 24 March 1872.
Flore, (launched 27 February 1869 at Rochefort as a steam frigate) – deleted 18 October 1886.


1928 – Launch of SMS Köln, a light cruiser, the third member of the Königsberg class that was operated between 1929 and March 1945, including service in World War II.

Köln was a light cruiser, the third member of the Königsberg class that was operated between 1929 and March 1945, including service in World War II. She was operated by two German navies, the Reichsmarine and the Kriegsmarine. She had two sister ships, Königsberg and Karlsruhe. Köln was built by the Deutsche Werke shipyard in Kiel; she was laid down in August 1926, launched in May 1928, and commissioned into the Reichsmarine in 15 January 1930. She was armed with a main battery of nine 15 cm SK C/25 guns in three triple turrets and had a top speed of 32 knots (59 km/h; 37 mph).

German_light_cruiser_Köln_underway_during_late_1930s.jpg

Like her sister ships, Köln served as a training ship for naval cadets in the 1930s, and joined the non-intervention patrols during the Spanish Civil War during the latter part of the decade. After the outbreak of World War II in September 1939, she conducted several operations in the North Sea, but did not encounter any British warships. She participated in the attack on Bergen during Operation Weserübung in April 1940, and she was the only member of her class to survive the operation. In 1942, she was modified to carry a Flettner Fl 282 helicopter experimentally. Later in 1942, she returned to Norway, but did not see significant action. She remained there until early 1945, when she returned to Germany; in March, she was sunk by American bombers in Wilhelmshaven. She remained on an even keel, with her gun turrets above water; this allowed her to provide gunfire support to defenders of the city until the end of the war in May 1945.

Bundesarchiv_Bild_102-05949,_Wilhelmshaven,_Stapellauf_Kreuzer__Köln_.jpg
Köln at her launching on 23 May 1928

https://en.wikipedia.org/wiki/German_cruiser_Köln


1944 - USS England (DE 635) sinks a Japanese submarine near New Ireland, sinking five submarines in a week.


1944 - USS Brooklyn (CL 40), USS Kearny (DD 432) and USS Ericsson (DD 440) shell enemy positions in vicinity of Ardea, Italy, with good results. The three ships repeat bombardment of troop concentrations and supply dumps on May 24 and 26 with equal success.


2000 - Lighting Sun - On 23 May 2004 the double decker ferry
Lighting Sun capsized and sank on the Meghna river during a storm. Fifty people were rescued while 200 were reported killed in the accident. The Lighting Sun sank on the same day one kilometer away from the ferry Diganta


2004 - Diganta - On 23 May 2004 the ferry Diganta sank on the Meghna river during a storm with the loss of 40 of the 46 on board. The Diganta sank on the same day one kilometer away from the ferry Lighting Sun.
 
Today in Naval History - Naval / Maritime Events in History
24 May 1370 - Treaty of Stralsund


The Treaty of Stralsund (24 May 1370) ended the war between the Hanseatic League and the kingdom of Denmark. The Hanseatic League reached the peak of its power by the conditions of this treaty.

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Danes and Hanseatic League debate in Stralsund, 1370

The war began in 1361, when Danish king Valdemar Atterdag conquered Scania, Öland, and Gotland with the major Hanseatic town Visby. In 1362, a Hanseatic counterstrike was repelled by the Danish fleet at Helsingborg, which led Hansa to accept a truce culminating in the unfavourable Treaty of Vordingborg (1365), depriving the league of much of its privileges. Unwilling to accept the treaty, the Hanseatic League, which used to be a trade league rather than a political union, raised a fleet through the Confederation of Cologne in 1367 and renewed their Swedish alliances. In the following battles, Valdemar and his Norwegian son-in-law Hakon VI were utterly defeated.


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A facsimile copy of the treaty in the museum in Stralsund

The treaty was negotiated for Denmark by drost Henning Podebusk and for the Hanseatic League by the burgomasters Jakob Pleskow of Lübeck and Bertram Wulflam of Stralsund. In the treaty, the freedom of Visby was reestablished. Furthermore, Denmark had to assure the Hanseatic League of free trade in the entire Baltic Sea. This gave the Hanseatic League a monopoly on the Baltic fish trade. The league also gained the right to veto against Danish throne candidates.



http://en.wikipedia.org/wiki/Treaty_of_Stralsund_(1370)
 
Today in Naval History - Naval / Maritime Events in History
24 May 1719 - The Battle of Oesel Island took place on May 24, 1719 (O.S.), during the Great Northern War.


The Battle of Oesel Island took place on May 24, 1719 (O.S.), during the Great Northern War. It was fought near the island of Saaremaa (Ösel). It led to a victory for the Russian captain Naum Senyavin, whose forces captured three enemy vessels, sustaining as few as eighteen casualties. It was the first Russian naval victory which did not involve ramming or boarding actions.

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Aleksey Bogolyubov. Battle of Oesel


Ships involved
Russia

  • Devonshire 52
  • Portsmouth 52
  • Raphail 52
  • Uriil 52
  • Varachail 52
  • Hyagudiil 52
  • Natalia 18
Sweden
  • Wachtmeister 52 - Captured
  • Karlskrona Vapen 30 - Captured
  • Bernhardus 10 - Captured


Naum Akimovich Senyavin (Наум Акимович Сенявин in Russian) (c. 1680 – June 4 [O.S. May 24] 1738) was a Vice Admiral (1727) of the Imperial Russian Navy.

Naum Senyavin began his military career as a soldier of the Preobrazhensky regiment in 1698. Soon, he became a sailor, joined the Baltic Fleet, and was then promoted to the rank of non-commissioned officer. Naum Senyavin first distinguished himself during the Great Northern War of 1700-1721. In 1713, he was appointed commander of a battleship. As a squadron commander, Senyavin forced three Swedish ships to surrender during the Battle of Ösel in 1719. In 1721, he became a member of the Admiralty Board (Адмиралтейств-коллегия). In 1728-1732, Senyavin commanded a galley fleet. In September 1737, he was appointed commander of the Dnieper Flotilla during the Russo-Turkish War of 1735-1739.

Peter the Great gave some lands close to Saint Petersburg to Senyavin, and the estate became known as the selo of Sinyavino. The selo was destroyed during World War II and never restored, but the name was transferred in the 1920s to the settlement of Sinyavino which was serving peat production. Currently it is an urban-type settlement in Kirovsky District of Leningrad Oblast, Russia.



https://en.wikipedia.org/wiki/Battle_of_Ösel_Island
 
Today in Naval History - Naval / Maritime Events in History
24 May 1757 – Launch of HMS Baleine, a 32-gun fifth-rate frigate of the Royal Navy


HMS
Baleine
was a 32-gun fifth-rate frigate of the Royal Navy.

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She had previously been the French East Indiaman Baleine, built at Lorient to a design by Antoine Groignard and launched on 24 May 1757. She was cut out of Pondicherry during the Third Carnatic War by the boats of HMS Southsea Castle, part of Admiral Charles Stevens' squadron. Stevens purchased her for service with the Royal Navy the following month.

She was commissioned under Captain Philip Affleck in 1762,[2] and was under Captain Hyde Parker by 1764. Baleine arrived back in Britain in August 1764 and was surveyed at Chatham Dockyard the following month. She was not recommissioned, and after being surveyed in April 1767 she was put up for sale. She was sold on 23 June 1767 for £365 and was broken up.

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Today in Naval History - Naval / Maritime Events in History
24 May 1758 – Launch of HMS Conqueror, a 68-gun third rate ship of the line of the Royal Navy, at Harwich


HMS
Conqueror
was a 68-gun third rate ship of the line of the Royal Navy, launched on 24 May 1758 at Harwich.

She was wrecked in 1760.

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Service History

Date - Event
3.2.1759 - Began fitting at Portsmouth Dockyard - Portsmouth
3.2.1759 - Completed at Harwich Dockyard - Harwich at a cost of £23282.2.2d
15.3.1759 - Completed fitting at Portsmouth Dockyard - Portsmouth at a cost of £1317.15.10d
14.4.1759 - Sailed for the Mediterranean
7.5.1759 - Attack on frigates at Toulon
18.8.1759 - Battle of Lagos Bay
1760 - In the Western squadron
26.10.1760 - Bilged and wrecked on St Nicholas Island in Plymouth Sound


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Scale: 1:48. Plan showing the body plan, sheer lines, and longitudinal half-breadth for 'Conqueror' (1758) and 'Temple' (1758), both 68-gun Third Rate, two-deckers, based on the design for 'Vanguard' (1748), a 1745 Establishment 68-gun Third Rate, two-decker


The Temple class ships were two 68-gun third rates designed for the Royal Navy to the lines of the Vanguard of 1748, i.e. to the outdated 1745 Establishment. The Temple class ships were the last 68-gun ships to be built - both by commercial contract - to the draught specified by the 1745 Establishment.

Ships
Builder: Hugh Blaydes, Hull
Ordered: 9 September 1756
Laid down: 17 November 1755
Launched: 3 November 1758
Completed: 11 March 1759
Fate: Foundered off Cape Clear, 18 December 1762
Builder: John Barnard & John Turner, Harwich
Ordered: 11 January 1757
Laid down: 9 February 1757
Launched: 24 May 1758
Completed: 3 February 1759 at Harwich, then 15 March 1759 at Portsmouth
Fate:Wrecked in Plymouth Sound, 26 October 1760


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Scale: 1:48. Plan showing the inboard profile for 'Vanguard' (1748), a 1745 Establishment 68-gun Third Rate, two-decker, and later altered in September 1757 for building 'Temple' (1758) and 'Conqueror' (1758), both 68-gun Third Rate, two-deckers



https://en.wikipedia.org/wiki/HMS_Conqueror_(1758)
https://collections.rmg.co.uk/colle...el-304302;browseBy=vessel;vesselFacetLetter=C
 
Today in Naval History - Naval / Maritime Events in History
24 May 1766 - Launch of HMS London, a 90-gun second-rate ship of the line of the Royal Navy, at Chatham Dockyard.


HMS London
was a 90-gun second-rate ship of the line of the Royal Navy, launched on 24 May 1766 at Chatham Dockyard.

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London was originally launched as a 90-gun ship, as was standard for second rates at the time, but was later increased to 98-guns when she had eight 12 pounders installed on her quarterdeck.

She was Sir Thomas Graves' flagship at the Battle of the Chesapeake in 1781. In the Action of 18 October 1782, she was raked by Scipion and had to let her escape.

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HMS London depicted during the Action of 18 October 1782


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Scale: 1:48. Plan showing the body plan, sheer lines, and longitudinal half-breadth for 'London' (1766), and later approved for 'Prince' (1788), 'Impregnable' (1786), and 'Windsor Castle' (1790), all 90-gun Second Rate, three-deckers. Signed in 1780 by John Williams [Surveyor of the Navy, 1765-1784] and Edward Hunt [Surveyor of the Navy, 1778-1784]

The London class ships of the line were a class of four second rates, designed for the Royal Navy by Sir Thomas Slade.

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Design
The first ship of the class, London, was a 90-gun ship. When the second batch of three ships was ordered several years later, they were specified as being 98-gun ships. This was achievable without significant modifications to the design thanks to the earlier practice of not arming the quarterdecks of second rates, thus allowing for the addition of 4 guns per side.

Ships
Builder: Chatham Dockyard
Ordered: 28 September 1759
Launched: 24 May 1766
Fate: Broken up, 1811
Builder: Woolwich Dockyard
Ordered: 9 December 1779
Launched: 4 July 1788
Fate: Broken up, 1837
Builder: Deptford Dockyard
Ordered: 13 September 1780
Launched: 15 April 1786
Fate: Wrecked, 1799
Builder: Deptford Dockyard
Ordered: 10 December 1782
Launched: 3 May 1790
Fate: Broken up, 1839


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The London 90 Guns 1766 (PAF7955)

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Scale 1:48. Plan showing Inboard profile as proposed (and approved) for 'London' (1766), and later with alterations for 'Impregnable' (1786), 'Prince '(1788) and 'Windsor Castle' (1790), all 90/98-gun Second Rate, three-deckers. The alterations in green illustrate the three later ships as fitted, with the exception of the quarterdeck beams on Impregnable and 'Prince'

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Scale 1:96. Plan showing the roundhouse, quarterdeck and an elevation of the after part of the upper deck and quarterdeck illustrating the Admiral's and Captain's apartments for 'London' (1766), a 90-gun Second Rate, three-decker

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Scale 1:48. Plan showing the above waterline profile for altering the sheer of 'London' (1766), and later for 'Prince' (1788), 'Windsor Castle' (1790), 'Impregnable' (1786), all 90/98-gun Second Rate, three-deckers. The plan includes the 'as-built' outline of the 'Blenheim' (1761), a 90-gun Second Rate, three-decker, and alterations for forming the quarterdeck gun ports but not cutting them out on 'Prince', 'Windsor Castle' and 'Impregnable'

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Scale 1:48. Plan showing the orlop deck with fore and aft platforms for 'London' (1766), a 90-gun Second Rate, three-decker. This plan includes the names of the storerooms and cabins, unlike ZAZ0307. Initialled by Thomas Slade [Surveyor of the Navy, 1755-1771]

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A view of the ‘London’ off Ram[e] Head, near Plymouth, shown prominently in the centre of the image in port quarter view; her name is inscribed on the stern. Various vessels of differing sizes feature in the vicinity around the ship. Rame Head can be seen in the distance on the right. Etching and engraving. Published by Carington Bowles, whose details are inscribed on either side of the main inscription



https://en.wikipedia.org/wiki/HMS_London_(1766)
https://en.wikipedia.org/wiki/London-class_ship_of_the_line
 
Today in Naval History - Naval / Maritime Events in History
24 May 1766 – Launch of French Bretagne, a large 110-gun three-decker French ship of the line, built at Brest, which became famous as the flagship of the Brest Fleet during the American War of Independence.
She was funded by a don des vaisseaux grant by the Estates of Brittany.



The Bretagne was a large 110-gun three-decker French ship of the line, built at Brest, which became famous as the flagship of the Brest Fleet during the American War of Independence. She was funded by a don des vaisseaux grant by the Estates of Brittany.

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Model of the 110-gun Bretagne, lacking anchors and boats. The figurehead features a never-completed project of a woman carrying the arms of Britanny; it was actually a lion bearing the arms of Britanny. Aft sculptures are mode elaborate than on chief sculptor Lubet's drawings. The configuation is likely that of the 1777 refit.

The Bretagne was one of seventeen ships of the line ordered in 1762 as a result of the Duc de Choiseul’s campaign to raise funds for the navy from the cities and provinces of France. She was completed at Brest in 1766.

She fought at the Battle of Ushant in 1778 as Orvilliers' flagship.

During the French Revolution she was renamed Révolutionnaire. In May 1794 she fought in the skirmishes before the Battle of the Glorious First of June, dropping to the rear of the French fleet to drive off the pursuing British ships. In action against five or six 74-gun ships she was badly damaged, lost all her masts, and was only saved from capture by confusion among the enemy. She was towed to Rochefort by the battleship Audacieux, escorted by the corvette Unité.

After repairs, the Bretagne took part in the Croisière du Grand Hiver, where she was very heavily damaged.

Too damaged by the battle to be repaired, she was broken up between January and May 1796.

A scale model of the Bretagne is on display at Brest naval museum. She is also visible on the painting Vue du port de Brest en 1793 by Jean-François Hue.


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Vue du port de Brest by Jean-François Hue

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Républicain, details of Vue du port de Brest by Jean-François Hue


First Rank ships ("vaisseaux de Premier Rang") in the Louis XV era

Only four three-decker ships were completed during this reign of nearly sixty years; a fifth was destroyed before completion.

Foudroyant 110 (launched April 1724 at Brest) – condemned 1742 and taken to pieces 1742-43.
Royal Louis 118 (built from 1740 at Brest but never launched – burnt by arson while still on the stocks there on 25 December 1742).
Royal Louis 116 (launched May 1759 at Brest) – condemned September 1772 and taken to pieces 1773.
Ville de Paris 90 (launched 19 January 1764 at Rochefort) – laid down as Impétueux in 1757, renamed January 1762. Enlarged to 104 guns in 1778-70, captured by the British at the Battle of the Saintes in April 1782, sank in a storm on 19 September 1782.
Bretagne 100 (later 110) guns. Designed by Antoine Groignard. (launched 24 May 1766 at Brest) – renamed Révolutionnaire in October 1793, conmenned and taken to pieces in 1796.


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[TD][/TD]​
[TD]Model of Bretagne in 1766.
Bretagne was launched 24-5-1766, and completed in next year. She carried first 100-guns(30-36, 32-24, 32-12,
6-6. but in 1781 a 110-guns(30-36, 32-24, 32-12, 16-6)The max crew was 19 officers+1200 men
Bretagne was renamed in 10/1793 to ``Revolutionnaire". Bretagne broken up in 1796.[/TD]​


 
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