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

Today in Naval History - Naval / Maritime Events in History
8 October 1885 – Launch of SS La Bourgogne, a French ocean liner


SS La Bourgogne was a French ocean liner, which sank in 1898, with the loss of 549 lives. At the time this sinking was infamous, because only 13% of the passengers survived, while 48% of the crew did. In 1886 she set a new record for the fastest Atlantic crossing by a postal steamer

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The Transatlantic steamer La Bourgogne, entering the port of Le Havre, France.

Construction
She was built in 1885 by Société Nouvelle des Forges et Chantiers de la Méditerranée, La Seyne-sur-Mer for the Compagnie Generale Transatlantique (French Line). She was a 7,395 gross ton vessel, 494.4 feet (150.7 m) long and with a beam of 52.2 feet (15.9 m). She had two funnels and four masts, was of iron and steel construction, and propelled by a single screw giving a speed of 17 knots (20 mph). There was accommodation for 390 first class passengers, 65 second class and 600 third class passengers.

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Career
Launched on 8 October 1885, she sailed on her maiden voyage from Le Havre to New York City on 19 June 1886. In 1886, SS La Bourgogne traveled the Le Havre – New York transit in a little more than 7 days. This gave the company first place in the New York postal service, and ignited a competition for the record in the trans-Atlantic run. On 29 February 1896 she ran down and sank the anchored British steamer Ailsa, of the Atlas Steamship Company, at the entrance to New York harbour.[3] In 1897–8 she was fitted with quadruple expansion engines and her masts reduced to two.

Sinking

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Musical score from Le naufrage de La Bourgogne.

On 4 July 1898 shortly before five in the morning La Bourgogne collided with the British sailing ship Cromartyshire about 60 nautical miles (69 mi; 110 km) south of Sable Island during a dense fog. The ship was apparently traveling at full speed despite visibility later estimated at approximately 20 yards.

Captain Oscar Henderson of Cromartyshire was sailing sounding his fog horn and heard a ship's whistle but was unable to determine direction before the collision with La Bourgogne about midships on the starboard side while most passengers were asleep in their compartments. The liner's compartments adjacent to the collision point filled immediately, starboard side lifeboats were damaged and the ship took a sharp list making launching of port side lifeboats difficult. As the ship started to list an undisciplined rush for lifeboats began. La Bourgogne sank just over half an hour after the collision. The Cromartyshire survived the collision, but her crew mistook the La Bourgogne's whistle and signal rockets for an offer of assistance, and they did not realize what was happening until the whistle fell silent.

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Cromartyshire (ship)

Around 5:30 am, the fog thinned out, and the crew of the Cromartyshire spotted and began rescuing survivors from La Bourgogne.

At the time, La Bourgogne was carrying 506 passengers and 220 crew, of whom 549 were lost, including Turkish wrestler Yusuf İsmail, the American instructor/sculptor Emil H. Wuertz, French artist Léon Pourtau, American painter De Scott Evans, an Armenian Orthodox priest, Rev. Stepan Der Stepanian, his wife and three children, wife and daughter of John Forrest Dillon, the wife and child of George Deslions, and three members of the Boston Symphony Orchestra. Of the 173 survivors fewer than 70 were passengers, with only one woman rescued out of approximately 300 on board. All children perished. Almost all first class passengers died in the disaster, with survivors largely limited to steerage passengers and sailors. According to survivor accounts the ship's officers remained at their posts after the collision, with all officers except for the purser failing to survive.

Following the disaster sensational reports circulated that the crew had refused to aid passengers in the water, to the point of stabbing them or hitting them with oars. Surviving crew members required police protection upon their arrival in New York.

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M221406_Sinking-of-the-French-steamship-La-Bourgogne-4-July-1898.jpg
Sinking of the French steamship La Bourgogne after colliding with the British sailing ship Cromartyshire off Sable Island, Nova scotia, 4 July 1898. French educational card, late 19th/early 20th century.


https://en.wikipedia.org/wiki/SS_La_Bourgogne
http://www.norwayheritage.com/p_ship.asp?sh=laboe
 
Today in Naval History - Naval / Maritime Events in History
8 October 1978 – Australia's Ken Warby sets the current world water speed record of 317.60 mph at Blowering Dam, Australia.


Ken Warby
(born 9 May 1939) is an Australian motorboat racer, who currently holds the water speed record of 317.58 miles per hour (511.10 kilometres per hour), set on Blowering Dam on 8 October 1978.

As a child, Warby's hero was Donald Campbell, who died attempting to break the record in 1967.


The Spirit of Australia
Warby designed the hull of his record-breaking boat, Spirit of Australia, himself and built it in his backyard. He started the project as a Makita salesman who happened to team up with two Leading Aircraft Men at RAAF Base Richmond in the early 1970s. Warby bought a military surplus Westinghouse jet engine at auction for only $69. It was not in working order, but Crandall and Cox refurbished it. The Spirit was covered with a canvas tarpaulin when it rained and was made of wood and fibreglass.

On 20 November 1977, he set a new world water speed record of 288.60 mph (464.46 km/h), breaking the record of Lee Taylor by a little over 3 mph.

With a subsequent 317.60 mph run on 8 October 1978 he set the record which still stands.

In doing so, he became the first and only person to exceed 300 mph (480 km/h) on water and live to tell the tale; Donald Campbell died on his attempt after his hydroplane crashed at over 320 mph on his return run in his 1967 record attempt.

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Ken Warby


https://en.wikipedia.org/wiki/Ken_Warby
https://en.wikipedia.org/wiki/Water_speed_record
https://en.wikipedia.org/wiki/Spirit_of_Australia
 
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Today in Naval History - Naval / Maritime Events in History
Other Events on 8 October


1794 – Launch of French The Wattignies was a 74-gun ship of the line of the French Navy.

https://en.wikipedia.org/wiki/French_ship_Wattignies_(1794)


1800 - Schooner HMS Gipsy (1799 - 10), Lt. Coryndon Boger, captured armed sloop Quid pro Quo (8), Mons. Tourpie off the northern end of Guadeloupe.


1808 - HMS Modeste (1793 - 36), Cptn. Hon. George Elliot, captured French corvette 'L'Iéna' (1808 - 18) in the Bay of Bengal

On October 8th, the British frigate Modeste, 36, Captain the Hon. George Elliot (3), captured in the Bay of Bengal the French corvette Jena, 18, Lieutenant N. Morice, after a running fight, in which the French suffered no loss, and the British had her Master, William Donovan, killed, and a seaman wounded.

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Engraving by Nicolas Ozanne showing the capture of Modeste in the harbour of Genoa

Copy of a letter from George Elliot, Captain of his Majesty's ship Modeste. Sir. I have great satisfaction in acquainting your excellency of his Majesty's ship Modeste, under my command, having last night captured La Jena, French National Corvette, pierced for twenty four guns, but only eighteen on board, and complement of one hundred and fifty men commanded by Mons. Morice, Lieutenant de Vaisseau, after a chase of nine hours, and a running action of nearly one hour, (from it being but a light breeze, which enabled her to keep her distance with her Sweeps) when she struck, a complete wreck in her sails and rigging. She had cut away her boats and booms, and thrown three guns overboard, in the chase. We received no damage to signify, but the loss of Mr. William Donovan, a very valuable and gallant officer, unfortunately killed and one seaman wounded. La Jena has not received any material damage in her hull; she sails well, and appears a very fit vessel for his Majesty's service. She had been four months from the Isle of France, and taken the Jennet of Madras, and the Swallow of Penang. The first she sunk, the latter was in sight during the chase, but sailing very well, got out of sight to leeward before La Jena was taken and we have not been fortunate enough to see her again. George Elliot.

https://en.wikipedia.org/wiki/HMS_Modeste_(1793)
https://threedecks.org/index.php?display_type=show_ship&id=5428
https://threedecks.org/index.php?display_type=show_battle&id=763


1812 - Sloop HMS Avenger (1804 - 18), Urry Johnson, wrecked in the narrows of St. John's Harbour, Newfoundland.

HMS Avenger (1804) was an 18-gun sloop, formerly the collier Thames. She was purchased in 1804 and wrecked in 1812.

Feb 5, 1813 Edinburgh Advertiser p. 4

Friday, a court martial was assembled on board the Gladiator, for trial of Capt. Johnson, his officers, and ships company for the loss of his Majesty's ship Avenger, in the narrows of St. Johns Harbour, Newfoundland. She was running in from sea, with a hard wind, and close to the north side, to avoid the Pancasta Rock, when a sudden flow of wind nearly stopped her way, by which, with the strong current setting out she was thrown on shore close to the Chain Rock. Every effort was made to haul her off, assisted by the Captains and ships companies of the Comet, Hazard, Nimrod, and Odonis; but. by 9 o'clock, the following morning, she was wholly under water. The Court agreed that there was no blame imputable to the said Capt. Johnson, her Commander, his Officers and ships company, and did adjudge them to be acquitted. Rear Admiral Hargood, President.

https://threedecks.org/index.php?display_type=show_ship&id=3204


1821 – The Peruvian Navy is established during the War of Independence.

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


1842 - Commodore Lawrence Kearny in USS Constitution addresses a letter to the Viceroy of China, urging that American merchants in China be granted the same treaty privileges as the British. His negotiations are successful.


1859 – Launch of The first USS Pawnee, a sloop-of-war

The first USS Pawnee was a sloop-of-war in the United States Navy during the American Civil War. She was named for the Pawnee Indian tribe.
Pawnee was laid down in 1858 at the Philadelphia Navy Yard; launched 8 October 1859, sponsored by Miss Grace Tyler; and commissioned 11 June 1860, Commander H. J. Hartstene in command.

USS_Pawnee_(1859).jpg

https://en.wikipedia.org/wiki/USS_Pawnee_(1859)


1904 – Launch of The third USS Intrepid was a steel-hulled bark

The third USS Intrepid was a steel-hulled bark in the United States Navy.
Intrepid's keel was laid down by the Mare Island Navy Yard at Vallejo, California. She was launched on 8 October 1904, sponsored by Miss Helen de Young, and commissioned on 16 August 1907 with CommanderEdward E. Capehart in command.

USS_Intrepid_(1904).jpg

https://en.wikipedia.org/wiki/USS_Intrepid_(1904)


1955 - The sixth USS Saratoga (CV 60) is launched.

USS Saratoga (CV/CVA/CVB-60), was the second of four Forrestal-class supercarriers built for the United States Navy in the 1950s. Saratoga was the sixth U.S. Navy ship, and the second aircraft carrier, to be named for the Battles of Saratoga in the American Revolutionary War.
Commissioned in 1956, she spent most of her career in the Mediterranean, but also participated during the Vietnam War, receiving one battle star for her service. One of her last operational duties was to participate in Operation Desert Storm.
Saratoga was decommissioned in 1994, and was stored at Naval Station Newport in Newport, Rhode Island. Multiple unsuccessful attempts were made to preserve her as a museum ship. The Navy paid ESCO Marine of Brownsville, Texas, one cent to take the ship for dismantling and recycling. On 15 September 2014, ex-Saratoga arrived in Brownsville, Texas, to be scrapped

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https://en.wikipedia.org/wiki/USS_Saratoga_(CV-60)


1960 - The third USS Constellation (CVA 64) is launched.

USS Constellation (CV-64), a Kitty Hawk-class supercarrier, was the third ship of the United States Navy to be named in honor of the "new constellation of stars" on the flag of the United States. One of the fastest ships in the Navy, as proven by her victory during a battlegroup race held in 1985, she was nicknamed "Connie" by her crew and officially as "America's Flagship".

The contract to build Constellation was awarded to the New York Naval Shipyard, Brooklyn, New York, on 1 July 1956, and her keel was laid down 14 September 1957 at the New York Navy Yard. She was launched8 October 1960, sponsored by Mary Herter (wife of Secretary of State Christian Herter). Constellation was delivered to the Navy 1 October 1961, and commissioned on 27 October 1961, with Captain T. J. Walker in command. At that time, she had cost about US$264.5 million. Constellation was the last U.S. aircraft carrier (as of 2016) to be built at a yard other than Newport News Shipbuilding & Drydock Company. Constellation was scrapped at Brownsville, Texas in 2015–2017.

1280px-USS_Constellation_(CV-64)_off_Perth,_Australia,_on_29_April_2003.jpg

https://en.wikipedia.org/wiki/USS_Constellation_(CV-64)


1973 - Battle of Baltim

The Battle of Baltim (also Battle of Damietta, Battle of Baltim–Damietta, Battle of Damietta–Baltim or Battle of Damietta – El Burelos) was fought between the Israeli Navy and the Egyptian Navy on October 8–9, 1973, during the Yom Kippur War. It took place off the Nile delta, between Baltim and Damietta. The battle erupted when six Israeli Sa'ar class missile boats heading toward Port Said were engaged by four Egyptian Osa class missile boats coming from Alexandria. It lasted about forty minutes. The Osas fired Styx missiles, missed, and begun withdrawing back to Alexandria when the Israelis began to give chase. Two Osas were sunk by Gabriel missiles within a span of 10 minutes, and a third was sunk twenty-five minutes later. The fourth made it back to base.

http://en.wikipedia.org/wiki/Battle_of_Baltim


1979 - Príncipe de Asturias laid down, originally named Almirante Carrero Blanco, was an aircraft carrier and former flagship of the Spanish Navy.

Príncipe de Asturias, originally named Almirante Carrero Blanco, was an aircraft carrier and former flagship of the Spanish Navy. She was built in Bazan's Shipyards and delivered to the Spanish Navy on 30 May 1988.

Spain has operated aircraft carriers since the 1920s, initially with the seaplane tender Dédalo and later the multi-role light carrier Dédalo, which was formerly the US Navy's World War II light carrier USS Cabot. Dédalo was replaced as the navy's fleet flagship by Príncipe de Asturias.

1280px-SNS_Principe_de_Asturias_(R11)_during_Dragon_Hammer_92.jpg

The ship was permanently assigned to the Alpha Group, comprising the carrier and six Santa Maria-class frigates (a Spanish version of the USN Oliver Hazard Perry class). Other vessels such as logistic ships, tankers and corvettes are frequently assigned to the Group when required. Príncipe de Asturias and the Alpha Group have participated in peace support operations in the Adriatic Sea.

The ship became a victim of defence cuts, being officially decommissioned on 6 February 2013.

Several countries have reportedly expressed interest in buying Príncipe de Asturias before it is dismantled. Indonesia reportedly showed interest, but then decided not to buy. Unconfirmed sources also indicate the Philippines, several Arab countries, and Angola have expressed interest in purchasing the Principe de Asturias.[3] In September 2017 it was announced that the Príncipe de Asturias was bought by a Turkish company planning to scrap the vessel

https://en.wikipedia.org/wiki/Spanish_aircraft_carrier_Príncipe_de_Asturias
 
Today in Naval History - Naval / Maritime Events in History
9 October 1776 - HMS Roebuck (1774) was in action on the Hudson, with HMS Phoenix and HMS Tartar, where she destroyed two armed gallies Independence and Crane, and forced her way up the river, whilst engaging on either side, the two forts Washington and Lee


HMS Roebuck was a 44-gun, fifth-rate ship of the Royal Navy which served in the American and French Revolutionary Wars. Designed by Sir Thomas Slade in 1769, to operate in the shallower waters of North America, she joined Lord Howe's squadron towards the end of 1775 and took part in operations against New York the following year, engaging the American gun batteries at Red Hook during the Battle of Long Island in August 1776, and forcing a passage up the Hudson River in October. On 25 August 1777, Roebuck escorted troopships to Turkey Point, Maryland, where an army was landed for an assault on Philadelphia. She was again called upon to accompany troopships in December 1779; this time for an attack on Charleston. When the ships-of-the-line, which were too large to enter the harbour, were sent back to New York, Admiral Marriot Arbuthnot made Roebuck his flagship. She was therefore at the front of the attack; leading the British squadron across the bar to engage Fort Moultrie and the American ships beyond.

Forcing_a_Passage_of_the_Hudson.jpg
The painting is a copy after the original rendering of the subject, a scene from the American Revolutionary War, by Dominic Serres the Elder. It shows HMS ‘Phoenix’, ‘Roebuck’ and ‘Tartar’, accompanied by two smaller vessels, forcing their way through a cheval-de-frise on the Hudson River with the Forts Washington and Lee and several batteries on both sides. The original painting was commissioned from Serres by the family of Hyde Parker, captain of the ‘Phoenix’ and commander of the mission to regain control over the waterway and cut Washington’s lines of communication across it. The painting combines elements of landscape and marine painting unified by the effects of gun smoke and clouds. In the foreground the river takes the full breadth of the picture. Upstream between the wooded banks the ships are breaching the obstruction in the water by forcing its junction with the shore on the right.
Read more at http://collections.rmg.co.uk/collections/objects/11912.html#eD5FHqgF4vrZ6m13.99


In October 1783, Roebuck underwent repairs at Sheerness and was refitted as hospital ship. She served in this capacity during the capture of Martinique, Guadeloupe and St Lucia by a British fleet under Vice-Admiral Sir John Jervis in 1794. Recommissioned as a troopship in July 1799, Roebuck was part of the fleet, under the command of Vice-Admiral Sir Andrew Mitchell, to which the Dutch surrendered in the Vlieter Incident, on 30 August. Following the Treaty of Amiens in March 1802, Roebuck was paid off and laid up in ordinary at Woolwich Dockyard. When hostilities resumed in May 1803, she was brought back into service as a guardship at Leith, flying the flags of Vice-Admiral Richard Rodney Bligh then Rear-Admiral James Vashon under whom she later transferred to Great Yarmouth. In March 1806, she became a receiving ship, and from some point in 1810, the flagship of Lord Gardner. Roebuck was broken up at Sheerness in July 1811.

Construction and armament
Roebuck was the prototype of the Roebuck-class ships; two-deck, fifth-rates designed to operate in the shallower waters of North America. She was designed by renowned naval architect, Sir Thomas Slade in 1769 as an improvement on his Phoenix design, and ordered by The Admiralty on 30 November. Her keel of 115 feet 9 inches (35.3 m), was laid down in October the following year at Chatham Dockyard.

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Scale: 1:48. Plan showing the body plan, sheer lines, longitudinal half - breadth for building the unknown (and unnamed) 44 - gun Fifth Rate two-decker of the Roebuck Class. Note: The name of the builder and date of the drawing have been erased. Signed by J[ohn] Williams. [Surveyor of the Navy, 1765-1784] This plan is not for Guardian (1784) because she was built with one layer of stern windows - see ZAZ2218
Read more at http://collections.rmg.co.uk/collections/objects/82010.html#EVjCHVyyfIRtlrHR.99


As built, Roebuck was 140 feet 0 inches (42.7 m) long at the gundeck, had a beam of 37 feet 9 1⁄2 inches (11.5 m), and a depth in the hold of 16 feet 4 inches (5.0 m). She measured 879 26⁄94 tons burthen. Launched on 24 April 1774 and completed by the 4 August 1775, Roebuck cost £18,911.0.6d plus a further £1,749.5.5d for fitting.

Roebuck was built with two rows of windows in the stern, giving the illusion of an extra deck but behind was a single-level cabin. This design was eventually phased out, with most of the Roebuck-class, after HMS Dolphin, featuring a traditional frigate-style stern.

On her lower gun deck, Roebuck carried twenty 18-pounder (8.2 kg) guns. Her upper deck originally had twenty-two 9 pounders (4.1 kg) but these were later upgraded to 12 pounders (5.4 kg). There were two 6-pounder (2.7 kg) guns on the forecastle but the quarterdeck was devoid of armament. When fully manned, Roebuck had a complement of 280. This was increased to 300 in 1783.

American Revolutionary War
First commissioned by Captain Andrew Snape Hamond in July 1775, she left for North America in September, joining Lord Howe's squadron and taking part in operations against New York the following year. On 25 March 1776, Roebuck was cruising alone off Cape Henlopen when she ran aground but she suffered no damage and her crew were able to get her off and into deep water where she was anchored. The following day, a sail was sighted in the bay and Hammond sent two of the ship's boats to investigate. She turned out to be a small schooner which her American crew abandoned on seeing the British boats approaching. The newly captured vessel and Roebuck's tender then pursued and caught two sloops. On 28 March, Roebuck's boats were again in action, taking another sloop. Then in the afternoon, her tender narrowly avoided capture by the American 10-gun sloop, Hornet. On hearing of the encounter, Roebuck set off in pursuit of the rebel vessel but was unable to locate her.

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Map showing British and American positions at the Battle of Long Island. Roebuck is shown bombarding an American battery at Red Hook

Roebuck took part in the Battle of Long Island on 27 August 1776, attacking the American gun batteries at Red Hook. On 9 October 1776 she was in action on the Hudson, with HMS Phoenix and HMS Tartar, where she destroyed two armed gallies and forced her way up the river, whilst engaging on either side, the two forts Washington and Lee. Between 10 March and 21 December 1776, Howe's squadron captured or destroyed 166 vessels of which Roebuck was partly responsible for at least twenty-three. In April 1777, she took two warships, the 14-gun, Carolina State Navy Defence and the 10-gun USS Sachem.

In August 1777, the British were planning to land an army at the head of the River Elk with the object of securing Philadelphia. Hammond's exceptional familiarity with the local waters meant that Roebuck, which had been involved in operations in the Delaware River, was withdrawn to mark out a channel through Chesapeake Bayfor Howe's, 267 strong flottilla. Roebuck with the 32-gun Apollo and 4 smaller vessels, escorted the troopships up the river on 25 August and provided cover while the army disembarked about six miles from Turkey Point.

To see the complete career please take a look at the wikipedia-page ......


The Roebuck-class ship was a class of twenty 44-gun sailing two-decker warships of the Royal Navy. The class carried two complete decks of guns, a lower battery of 18-pounders and an upper battery of 9-pounders. This battery enabled the vessel to deliver a broadside of 285 pounds. Most were constructed for service during the American Revolutionary War but continued to serve thereafter. By 1793 five were still on the active list. Ten were hospital ships, troopships or storeships. As troopships or storeships they had the guns on their lower deck removed. Many of the vessels in the class survived to take part in the Napoleonic Wars. In all, maritime incidents claimed five ships in the class and war claimed three.

Classification
The Royal Navy classed the Roebuck class as fifth rates like frigates but did not classify them as frigates. Although sea officers sometimes casually described them and other small two-deckers as frigates, the Admiralty officially never referred to them as frigates. By 1750, the Admiralty strictly defined frigates as ships of 28 guns or more, carrying all their main battery (24, 26 or even 28 guns) on the upper deck, with no guns or openings on the lower deck (which could thus be at sea level or even lower). A frigate might carry a few smaller guns - 3-pounders or 6-pounders, later 9-pounders - on their quarterdeck and (perhaps) on the forecastle. The Roebuck-class ships were two-deckers with complete batteries on both decks, and hence not frigates.

Design and construction
The Admiralty assigned the contract for Roebuck to Chatham Dockyard on 30 November 1769. Some seven years after the design was first produced, the Admiralty re-used it for a second batch of nineteen ships. The Admiralty ordered them to meet the particular requirements of the American War of Independence for vessels suitable for coastal warfare in the shallow seas off North America (where deeper two-deckers could not sail). The first five vessels of the class, and the later Guardian, had two rows of stern lights (windows), like larger two-deckers though actually there was just the single level of cabin behind. Most, if not all, of the other ships of the class - from Dolphin onwards - had a 'single level' frigate-type stern.

Ships in class


https://en.wikipedia.org/wiki/HMS_Roebuck_(1774)
https://en.wikipedia.org/wiki/Roebuck-class_ship
http://collections.rmg.co.uk/collec...6;browseBy=vessel;vesselFacetLetter=R;start=0
 
Today in Naval History - Naval / Maritime Events in History
9 October 1790 – Launch of HMS Leviathan, a 74-gun Courageux-class third-rate ship of the line


HMS Leviathan was a 74-gun third-rate ship of the line of the British Royal Navy, launched on 9 October 1790. At the Battle of Trafalgar under Henry William Bayntun, she was near the front of the windward column led by Admiral Lord Nelson aboard his flagship, HMS Victory, and captured the Spanish ship San Augustin. A flag said to have been flown by the Leviathan at Trafalgar is to be sold at auction by Arthur Cory in March 2016 - Bayntun is thought to have given it to his friend the Duke of Clarence (later William IV), who then gave it to Arthur Cory's direct ancestor Nicholas Cory, a senior officer on William's royal yacht HMS Royal Sovereign, in thanks for helping the yacht win a race and a bet.

large.jpg
Scale 1:48. Plan showing the body plan, sheer lines, and longitudinal half-breadth for 'Colossus' (1787), 'Leviathan' (1790), 'Carnatic' (1783), and 'Minotaur' (1793), all 74-gun Third Rate, two-deckers based on the lines for the captured French Third Rate 'Courageux' (captured 1761). Signed by John Williams [Surveyor of the Navy, 1765-1784] and Edward Hunt [Surveyor of the Navy 1778-1784].
Read more at http://collections.rmg.co.uk/collections/objects/80773.html#bbiKhW13RjWFzOxA.99


Leviathan, Pompee, Anson, Melpomene, and Childers shared in the proceeds of the capture on 10 September 1797 of the Tordenskiold.

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Attack on convoy of eighteen French merchant ships at Laigrelia, 1812

On 27 June 1812, Leviathan, HMS Imperieuse (1793), HMS Curacoa (1809) and HMS Eclair (1807); four British ships attacked an 18-strong French convoy at Laigueglia and Alassio in Liguria, northern Italy.

Fate
In 1816, after the end of the Napoleonic Wars, she was converted into a prison ship and in 1848 was sold and broken up.


The Courageux-class ships of the line were a class of six 74-gun third rates of the Royal Navy. Their design was a direct copy of the French ship Courageux, captured in 1761 by HMS Bellona. This class of ship is sometimes referred to as the Leviathan class. A further two ships of the class were built to a slightly lengthened version of the Courageux draught. A final two ships were ordered to a third modification of the draught.

Ships
Standard group

Builder: Dudman, Deptford
Ordered: 14 July 1779
Launched: 21 January 1783
Fate: Broken up, 1825
Builder: Clevely, Gravesend
Ordered: 13 December 1781
Launched: 4 April 1787
Fate: Wrecked, 1798

Stern_figure_from_HMS_Colossus_1787.jpg
Stern figure from Colossus in Tresco Abbey Gardens
Builder: Chatham Dockyard
Ordered: 9 December 1779
Launched: 9 October 1790
Fate: Sold out of the service, 1848
Builder: Woolwich Dockyard
Ordered: 3 December 1782
Launched: 6 November 1793
Fate: Wrecked, 1810

Shipwreck_turner.jpg
Shipwreck of the Minotaur

Lengthened group
Builder: Brindley, Frindsbury
Ordered: 24 November 1802
Launched: 18 November 1807
Fate: Sold, 1838

HMS_Aboukir_(1807).jpg
HMS Aboukir (1807)
Builder: Deptford Dockyard
Ordered: 23 July 1805
Launched: 28 March 1808
Fate: Broken up, 1825

Modified group
Builder: Deptford Dockyard
Ordered: 30 October 1805
Launched: 23 August 1808
Fate: Sold, 1816
Builder: Woolwich Dockyard
Ordered: 30 October 1805
Launched: 3 March 1809
Fate: Sold, 1816



https://en.wikipedia.org/wiki/HMS_Leviathan_(1790)
https://en.wikipedia.org/wiki/Courageux-class_ship_of_the_line
http://collections.rmg.co.uk/collec...el-325885;browseBy=vessel;vesselFacetLetter=L
 
Today in Naval History - Naval / Maritime Events in History
9 October 1799 – Sinking of HMS Lutine with the loss of 240 men and a cargo worth £1,200,000.


Lutine was a frigate which served in both the French Navy and the Royal Navy. She was launched by the French in 1779. The ship passed to British control in 1793 and was taken into service as HMS Lutine. She sank among the West Frisian Islands during a storm in 1799.

She was built as a French Magicienne-class frigate with 32 guns, and was launched at Toulon in 1779. During the French Revolution, Lutine came under French Royalist control. On 18 December 1793, she was one of sixteen ships handed over to a British fleet at the end of the Siege of Toulon, to prevent her being captured by the French Republicans. In 1795, she was rebuilt by the British as a fifth-rate frigate with 38 guns. She served thereafter in the North Sea, where she was part of the blockade of Amsterdam.

Lutine1.jpg
A frigate similar to HMS Lutine

Lutine sank during a storm at Vlieland in the West Frisian Islands on 9 October 1799, whilst carrying a large shipment of gold. Shifting sandbanksdisrupted salvage attempts, and the majority of the cargo has never been recovered. Lloyd's of London has preserved her salvaged bell – the Lutine Bell– which is now used for ceremonial purposes at their headquarters in London.

Service in Northern Europe
The loss of the Lutine occurred during the Second Coalition of the French Revolutionary Wars, in which an Anglo-Russian army landed in the Batavian Republic (now the Netherlands), which had been occupied by the French since 1795. (The French had captured the Dutch fleet the previous year in a cavalry charge over the frozen polders.) Admiral Duncan had heavily defeated the Dutch fleet in 1797 at the Battle of Camperdown and the remainder of the Dutch fleet was captured on 30 August 1799 by the Duke of York.

During this period Lutine served as an escort, guiding transports in and out of the shoal waters around North Holland.

In October 1799 she was employed in carrying about £1.2 million in bullion and coin (equivalent in value to £108 million in 2018[5]), from Yarmouth to Cuxhaven in order to provide Hamburg's banks with funds in order to prevent a stock market crash and, possibly, for paying troops in North Holland. In the evening of 9 October 1799, during a heavy north-westerly gale, the ship under Captain Lancelot Skynner, having made unexpected leeway, was drawn by the tidal stream flowing into the Waddenzee, onto a sandbank in Vlie off the island of Terschelling, in the West Frisian Islands. There, she became a total loss. All but one of her approximately 240 passengers and crew perished in the breaking seas.


HMS Lutine in distress

Captain Portlock, commander of the British squadron at Vlieland, reported the loss, writing to the Admiralty in London on 10 October:

Sir, It is with extreme pain that I have to state to you the melancholy fate of H.M.S. Lutine, which ship ran on to the outer bank of the Fly [an anglicisation of 'Vlie'] Island passage on the night of the 9th inst. in a heavy gale of wind from the NNW, and I am much afraid the crew with the exception of one man, who was saved on a part of the wreck, have perished. This man, when taken up, was almost exhausted. He is at present tolerably recovered, and relates that the Lutine left Yarmouth Roads on the morning of the 9th inst. bound for the Texel, and that she had on board a considerable quantity of money.​
The wind blowing strong from the NNW, and the lee tide coming on, rendered it impossible with Schowts [probably schuits, local fishing vessels] or other boats to go out to aid her until daylight in the morning, and at that time nothing was to be seen but parts of the wreck.​
I shall use every endeavour to save what I can from the wreck, but from the situation she is lying in, I am afraid little will be recovered.​
Three officers, including Captain Skynner, were apparently buried in the Vlieland churchyard, and around two hundred others were buried in a mass grave near the Brandaris lighthouse in Terschelling. No memorials mark these graves.

Captain Lancelot Skynner came from Easton on the Hill, near Stamford, England, where his father was rector for many years. Plaques on the former rectory (known for a time as Lutine House) and in the church commemorate this and Captain Skynner.

The failure of the gold to arrive precipitated the very crisis that it had been designed to prevent.

The site of the wreck
The site of the wreck, the Vlie, was notorious for its strong currents and the danger of storms forcing ships onto the shore. The area is composed of sandbanks and shoals, which the currents continuously shift, with channels through them: in 1666, during the Second Anglo-Dutch War, Admiral Holmes had managed to penetrate these shoals and start Holmes's Bonfire, surprising the Dutch who had considered the shoals impassable. The depth of water also constantly changes, and this has caused much of the difficulty in salvage attempts.

Lutine was wrecked in a shallow channel called the IJzergat, which has now completely disappeared, between the islands of Vlieland and Terschelling. Immediately after Lutine sank, the wreck began silting up, forcing an end to salvage attempts by 1804. By chance, it was discovered in 1857 that the wreck was again uncovered, but covered again in 1859. The wreck was probably partially uncovered between 1915 and 1916, although no salvage was attempted because of World War I.

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Internal shot of Rostrum at Lloyd's and Lutine Bell

The gold
The gold was insured by Lloyd's of London, which paid the claim in full. The underwriters therefore owned the gold under rights of abandonment and later authorised attempts to salvage it. However, because of the state of war, the Dutch also laid claim to it as a prize of war.

Captain Portlock was instructed by the Admiralty on 29 October 1799 to try to recover the cargo for the benefit of the persons to whom it belongs; Lloyd's also sent agents to look over the wreck. The Committee for the Public Properties of Holland instructed the local Receivers of Wrecks to report on the wreck, and F.P. Robbé, the Receiver on Terschelling, was authorised in December 1799 to begin salvage operations. All three parties had drawn attention to the difficulty of salvage due to the unfavourable position of the wreck and lateness of the year. At this point, the wreck was lying in approximately 7.5 metres (25 ft) of water.

In 1821, Robbé's successor as Receiver at Terschelling, Pierre Eschauzier successfully petitioned King William I and by royal decree received the sole right

to attempt the further salvage of the cargo of the English frigate, the Lutine, which foundered between Terrschelling and Vlieland in the year 1799, proceeding from London and bound for Hamburg, and having a very considerable capital on board, consisting of gold and silver as well as thousands of Spanish coins, believed to amount in all to 20 million Dutch guilders.​
In return, the state would receive half of all recoveries. Eschauzier and his heirs therefore became the owners of the wreck by royal decree and thus are known as the 'Decretal Salvors'.

Eschauzier's attempts spurred Lloyd's to approach the British government to defend their rights to the wreck. In 1823, King William revised by subsequent decree the original decree: everything which "had been reserved to the state from the cargo of the above-mentioned frigate" was ceded to the King of Great Britain as a token "of our friendly sentiments towards the Kingdom of Great Britain, and by no means out of a conviction of England's right to any part of the aforementioned cargo." This share was subsequently ceded back to Lloyd's.

The gold was apparently stored in flimsy casks bound with weak iron hoops and the silver in casks with wooden hoops. Within a year of the wreck, these casks had largely disintegrated, and the sea had started to scatter and cover the wreck.

Lloyd's records were destroyed by fire in 1838, and the actual amount of the gold lost is now unknown. In 1858 Lloyd's estimated the total value at £1.2 million, made up of both silver and gold. Despite extended operations, over 80% remains to be salvaged. An uncorroborated newspaper report in 1869 referred to the Dutch crown jewels being on board.



https://en.wikipedia.org/wiki/HMS_Lutine_(1779)
 
Today in Naval History - Naval / Maritime Events in History
9 October 1800 - HMS Galgo (1796/1799 - 14) [renamed Chance], George Samuel Stovin, upset in a squall in lat. 21° long. 61° west and foundered.


HMS Galgo
was a Spanish corvette, named Galgo launched in 1795 in Ferrol, that the British captured in November 1799. In her brief career she detained, took or destroyed a number of small prizes before she foundered, with the loss of most of her crew, in October 1800.

Capture
In autumn 1799, a convoy that consisted of vessels from England and Cork, sailed to Jamaica under escort by the frigate HMS Crescent and the sloop HMS Calypso. The convoy was negotiating the Mona Passage and was 10 or 12 leagues south-west of Puerto Rico on the morning of 15 November when it encountered a small Spanish squadron that was sailing from Santo Domingo to Havana. (The squadron had been escorting a Spanish convoy out past the Bahama channel, and had been escorting a schooner delivering a large amount of money to Puerto Rico and Santo Domingo.)

The Spanish vessels consisted of the 64-gun ship Asia, Commodore Don Francesco Montes, 40-gun frigate Anfitrite, Captain Don Diego Villogomez, and 16-gun ship-corvette Galgo, Captain Don Josef de Arias.[2]Captain W.G. Lobb of Crescent attempted to draw the Spanish vessels away from the convoy, and when that failed, he had the convoy disperse.

The two larger Spanish ships made for that part of the convoy with Calypso, but only captured the storeship General Goddard, the most valuable ship in the convoy. She might well have evaded capture had General Goddard's master paid attention and followed the signals from the escorts.[5][6] The Spaniards reached Havana on 16 December, having captured a schooner as well on the way. The value of their prizes, including the naval stores, which they found of great use, was 440,000 pesos.

Galgo sailed for the part of the convoy with Crescent, which captured her. The rest of the convoy arrived safely at Port Royal, Jamaica, some on 21 November with Calypso, and the remainder on 23 November with Crescent.

Lieutenant William Dillon sailed her to Jamaica, and then assumed the position of first lieutenant on Crescent. The British took Galgo into service under her existing name. (The Admiralty had intended to change her name to Chance, but she foundered before this took effect.)

British service
The Royal Navy commissioned Galgo under Commander George S. Stovin. in her brief career Galgo did take some prizes. Before May 1780, she captured a number of vessels: the Danish sloop Ark, of two guns, sailing from St Thomas to Jamaica in ballast; a Spanish schooner with a cargo of mahogany; the Spanish schooner Santa Catalina, carrying dry goods; the Spanish schooner Del Carmen, sailing from Puerto Rico to Jamaica; the Spanish vessel Bona Ventura; the Spanish vessel Dolorosa; and the Spanish vessel Nostra Senora del Carmen.

Then between May and September she detained or took more vessels: Spanish schooner Del Carmen, sailing from Kingston to Santiago de Cuba with dry goods; a French boat sailing from Jeremiah to Santiago de Cuba with coffee; the French schooner Resource, carrying dry goods; the American schooner Ark, in ballast, but with 1,300 dollars; a French schooner laden with coffee (destroyed); and a Spanish schooner from the Main, carrying horses.

When Lord Hugh Seymour transferred from the Leeward Islands to Jamaica, he sent Galgo to relieve Surinam, that she and her captain, Lieutenant Christopher Cole, might join him. However, the loss of Galgo frustrated this plan.

Loss
Before she foundered, one naval officer who had dined aboard her, described her as

...how very sharp and crank the brig appeared, and that being (to use a trite phrase) "all legs and wings like a butterfly", I should not like to belong to her, from a conviction, that if she ever was caught in one of the "white squalls" so peculiar to the climate, she would, in all probability, be converted into a wholesale coffin for all hands.​
On 9 October she was sailing off Virginia when just before midnight, as the wind picked up, the master, Thomas Forest, came on deck. He recommended a reduction in her sail area. Captain Stovin agreed, but while the crew was taking in some of the sails, a squall hit that pushed Galgo on her side. She quickly filled with water and sank within five minutes. Ninety-six crew members, including Captain Stovin, and some 19 passengers drowned, including three women; 25 men survived by hanging on to wreckage. A report from a survivor stated that when she fell over, Stovins exclaimed "Good God! she's over! I can't swim." Next morning, the Hunter, an American ship under the command of Captain John McClintock and sailing from the West Indies to Bristol, happened to come by and rescued the survivors. Hunter took the survivors to New England, where several deserted the Royal Navy.

As a consequence of the loss of the Galgo, the Admiralty sent out an order barring the purchase of any more vessels captured from the enemy. This was a misfortune for Captain Milne of Seine, who had just captured the French frigate Vengeance. Still, the Admiralty must have relented as they did purchase Vengeance, and subsequently other vessels



https://en.wikipedia.org/wiki/HMS_Galgo_(1799)
 
Today in Naval History - Naval / Maritime Events in History
9 October 1803 - HMS Atalante (1793/1797 - 16), J. O. Masefield, drove three French vessels ashore at the mouth of the Pennerf.


HMS Atalante was a 16-gun brig-sloop of the Royal Navy. She was formerly the French Atalante, captured in 1797. She served with the British during the French Revolutionary and Napoleonic Wars, and was wrecked in 1807.

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Scale: 1:48. Plan showing the inboard profile with stern quarter decoration, and stern board outline with decoration detail for Atalante (captured 1797), a captured French Brig, as fitted at Plymouth Dockyard as a 16 gun Brig Sloop. Signed by John Marshall [Master Shipwright, Plymouth Dockyard, 1795-1801].
Read more at http://collections.rmg.co.uk/collections/objects/84140.html#rFP2py32d0RlRrBK.99


French service and capture
Atalante was a brig built at Bayonne between 1793 and 1794 to a design by Raymond-Antoine Haran. She was launched in January 1794 as the only ship built to her design.

Between 28 January 1794 and 9 October, Atalante was under the command of lieutenant de vaisseau Soustra. She sailed from Bayonne to Brest, before cruising in the vicinity of the Azores and then returning to Brest.

Atalante participated in the Croisière du Grand Hiver, an unsuccessful sortie by the French fleet at Brest on 24 December 1794. She then returned to Bayonne, and later Brest.

By 13 October 1795, she was at Concarneau and under the command of enseigne de vaisseau Dordelin.

HMS Phoebe captured Atalante on 10 January 1797 off the Scilly Isles. At capture she was under the command of now lieutenant de vaisseaux Dordelin,[6] and had a crew of 112 men. Her captors reported that she was a three-year-old brig with a coppered hull and an 80-foot keel. The British took her back to Portsmouth. She was registered there before being sent on to Plymouth, where the Navy had her fitted out between June and September 1798.

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Scale: 1:48. Plan showing the body plan with stern board outline and some decoration detail, sheer lines with inboard detail and figurehead, and longitudinal half-breadth for Atalante (captured 1797), a captured French Brig, as taken off at Plymouth Dockyard prior to being fitted as a 16 gun Brig Sloop. Signed John Marshall [Master Shipwright, Plymouth Dockyard, 1795-1801].
Read more at http://collections.rmg.co.uk/collections/objects/84139.html#uhPr8VJQ1Rl21lT0.99


French Revolutionary Wars
Atalante was commissioned under Commander Digby Dent in July 1798, but was paid off in October that year. Recommissioned in December, this time under Commander Anselm Griffiths, she went on to have a particularly successful career against French privateers.

On 20 February 1799, she and Boadicea captured the French privateer cutter Milan. Milan was armed with 14 guns and had a crew of 44 men. Atalante took the prize into port.

On 4 December, Atalante captured the privateer lugger Succès (or Success). Atalante came upon a lugger in the act of capturing a brig, and immediately set off in pursuit. The privateer abandoned her prize and tried to escape. About three hours later, Atalante dropped off her master in her jolly boat to recapture the brig, and continued the pursuit without stopping. After a pursuit of about 11 hours, Atalante finally caught up with and captured the privateer. Succès was armed with six guns and had a crew of 48 men under the command of Francois Matthieu Blondin. She was six days out of Boulogne and the interrupted capture was her first prize. The master, Edward Lewington, and crew of the prize were aboard Succès and they reported that they had been sailing from London to Belfast when the privateer had captured them the night before west of Dungeness.

On 29 January 1801, Atalante captured and destroyed the Spanish privateer Intrepido Cid. Sirius and Amethyst shared, by agreement, in the bounty-money.

On 26 February 1801, she sent into Plymouth the Bon Aventura, which had been sailing from St Ullus to Limerick when the French privateer Grande Decide, of 18 guns, had captured her. Atalante had recaptured Bon Avenura.

On 1 April 1801, Atalante was in company with Viper when they encountered four French privateers off Land's End. Three of the privateers escaped. Nevertheless, Atalante pursued one and after a chase of 17 hours captured her. She turned out to be the brig Héros, of Saint Malo. She was armed with 14 guns and had a crew of 73 men under the command of her master, Renne Crosse.

On 10 August 1801, Atalante's cutter, manned by eight men, captured the 58-ton lugger Eveillé in Quiberon Bay. The lugger was armed with two 4-pounder guns and four 1½-pounder swivel guns. As the cutter approached, the lugger fired on the cutter, as did some small shore batteries. The lugger was within small-arms range of the shore and as the crew of the cutter boarded the lugger, the lugger's crew abandoned her. The British suffered no casualties. Captain A.J. Griffiths made no mention of signs of French casualties and described the lugger as being in the "Service of the Republic". At about the same time, Atalante also captured three light boats.

On 24 August 1801, a prize to Atalante, a French dogger with a cargo of wines and brandies, came into Plymouth.

Griffiths was succeeded in May 1802 by Commander Joseph Masefield, who operated out of Portland. On 13 June 1802, Masefield sailed Atalante on an anti-smuggling patrol. On 1 October 1802, he sent in to Portsmouth a large smuggling vessel with 360 casks of spirits and 20 bales of tobacco. Then the next week, he sent in a lugger with 170 ankers of spirits, a sloop with 120, and a large boat with 400. On 14 October 1802, he brought into Plymouth the 80-ton Admiral Pole, of Exeter, which Atalante caught after a long chase. She too had been carrying 170 ankers of spirits. Admiral Pole had been captured some months earlier at Weymouth and then released after posting bond with the Board of Customs and Excise.

large (2).jpg
Scale: 1:48. Plan showing the upper, and lower deck with after platform for Atalante (captured 1797), a captured French Brig, as taken off at Plymouth Dockyard prior to being fitted as a 16 gun Brig Sloop. Signed by John Marshall [Master Shipwright, Plymouth Dockyard, 1795-1801].
Read more at http://collections.rmg.co.uk/collections/objects/84142.html#7I73gmWeYSRjmVBc.99


large (1).jpg
Scale: 1:48. Plan showing the upper deck, and lower deck with fore & aft platforms for Atalante (captured 1797), a captured French Brig, as fitted at Plymouth Dockyard as a 16 gun Brig Sloop. Signed by John Marshall [Master Shipwright, Plymouth Dockyard, 1795-1801].
Read more at http://collections.rmg.co.uk/collections/objects/84141.html#SdCjwX8c1rqk0sJz.99


Napoleonic Wars
When Masefield (or Mansfield) recommissioned Atalante on 10 January 1803, two days after paying her off, he apparently did not want for crew. His success on anti-smuggling patrol had apparently resulted in his previous crew earning prize money the equivalent of their pay for the six-month period. Masefield had captured eight smuggling vessels and seized 1,000 ankers of spirits, in addition to bale goods.

On 14 March 1803, Atalante sailed from Plymouth to retrieve the sloop Galgo from Mount's Bay, where she had taken refuge, having been dismasted in a gale. Atalante returned the next day with Galgo. That same day Atalante and Nemesis sailed under sealed orders to Cawsand Bay where they received further orders that sent them to Bristol to impress seamen. On 13 May 1803, Nemesis and Atalante returned to Plymouth from a cruise that had them monitoring French naval movements off Brest. On 16 June 1803, a French brig, prize to Atalante came into Plymouth.

On 7 June 1803, Atlante captured the merchant ship Ocean. Then one month later, on 8 July 1803, Atalante captured the French ship Prudent. Then on 24 September 1803, Atalante captured four French merchant vessels. These were the Jeune Adelphie, Marie Elizabeth, Betzée, and Fortunée.

On 9 October 1803, Atalante pursued two ketches and a brig at Saint Gildas Point. The quarry ran ashore near the mouth of the Pennerf river. Mansfield then sent in his boats on a cutting out expedition. One boat captured one of the ketches but couldn't bring her off; while they were so engaged they endured fire from soldiers on board the other ketch and troops with two field guns on the beach. The boarding party then abandoned their vessel and went to the assistance of the party that had boarded the brig. That party had killed six of the 10 or 12 soldiers on the brig, thrown two over board, and driven the rest and the crew below decks. The boarding party was unable to get the brig off the shore so they abandoned her without setting her on fire in consideration of the men below decks. Atalante lost one man killed and two wounded in the operation. The next day, Masefield was pleased to see that the brig was on a ridge of rocks and "apparently bilged".

That same day, i.e., 9 October, there came into Plymouth a large lugger with brandy, wine, and Castile soup that Atalante's boats had cut out near Brest. The three timber vessels they cut out at the same time turn out more valuable than had initially been expected because their cargo turned out to be timber of different scantlings for first and second rates. The timber vessels had been sailing to 1'Orient, where several ships were building.

On 24 March 1804, Atalante captured the French chasse maree Volante. Volante from Nantes, arrived at Plymouth in early April.

In July 1805, Atalante captured the Belissaire and the Napoleon, carrying brandy and rosin, and sent them into Plymouth.

On 20 May 1806, Atalante captured the Fortuna Waggona. Atalante was also in sight when Iris captured the French ketch Amis de Juste. That same month Atalante captured the Noord Termans, Wagener, master, as she was sailing from St. Martin's to Bremen. Atalante sent her into Plymouth.

Atalante was assigned to the squadron under Sir Samuel Hood on 25 September 1806. On 19 October 1806, Indefatigable, Hazard and Atalante captured the chasse marees Achille, Jenny and Marianne.

In 1807, Lieutenant John Bowker took over command in an acting capacity. When he took command, Bowker requested that Atalante be surveyed. He noted that when the wind blew fresh, water would enter at a rate of 20 inches per hour. He was refused. Later, Sir Samuel Hood testified in Parliament that Commander Keats had assured him that Atalante was seaworthy. Bowker's time in command was short-lived.

Fate
On 12 February 1807, Atalante was wrecked off the Île de Ré, near Rochefort. She had been cruising to watch enemy vessels in Rochefort when she hit the Grande Blanche rock at 10 pm. Despite attempts to lighten her that included cutting away her masts, she continued to founder. At daybreak, three British vessels approached and took off the crew, enduring fire from shore batteries as they did so. The first was the cutter Nile, followed later by the frigates Penelope and Pomone. During the night, some of the crewmen took two of Atalante's boats without permission. The cutter, with 22 men, reached shore, where the French took them prisoner. The jolly boat, with the gunner and six men, headed out to sea where a ship from the British blockading squadron picked them up. The gunner, John Brockman, had been officer of the watch when Atalante had struck. He had ignored Lieutenant Bowker's order not to take her into shallow water and had ignored the advice of the French pilot, M. Legall, who was on board in an advisory capacity. That Brockman had left without permission during the night further undermined his case at the court martial for the loss of the ship. The board ordered Brockman disrated.




https://en.wikipedia.org/wiki/HMS_Atalante_(1797)
 
Today in Naval History - Naval / Maritime Events in History
9 October 1814 - Sloop of war USS Wasp informs crew on the Swedish brig Adonis that she is headed to the Caribbean but is never seen again, with all hands lost.


USS Wasp was a sloop-of-war that served in the U.S. Navy in 1814 during the War of 1812. She was the fifth US Navy ship to carry that name. She carried out two successful raiding voyages against British trade during the summer of 1814, in the course of which she fought and defeated three British warships. Wasp was lost, cause unknown, in the Atlantic in early autumn, 1814.

USS_Wasp_1814.jpg

Service history
Wasp was a ship-rigged sloop-of-war constructed in 1813 at Newburyport, Massachusetts, by Cross & Merrill. She was commissioned early in 1814, Master Commandant Johnston Blakeley in command. She remained at Portsmouth, New Hampshire, until late spring awaiting sailing orders and, upon receipt of them, put to sea on 1 May 1814 for a war cruise to the western approaches to the English Channel.

First raiding voyage
Wasp captured her first vessel, the 207-ton barque Neptune, on 2 June 1814, embarked her crew as prisoners, and burned the prize at sea. On 13 June 1814, she took William, a 91-ton brig, and burned her as well. Wasp encountered the 131-ton armed brig Pallas on 18 June 1814, captured her, apparently without resistance, and scuttled her. Her fourth victim, 171-ton galiot Henrietta, which she took on 23 June 1814, was given up to the prisoners Wasp had thus far taken. On 26 June 1814, Wasp captured and scuttled the 325-ton ship Orange Boven.

Sinking of HMS Reindeer
Main article: Sinking of HMS Reindeer

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The Wasp and Reindeer. Engraving by Abel Bowen, from the 1838 "The Naval Monument."

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U.S. Marines aboard USS Waspengage the HMS Reindeer from the 1945 painting by American artist, Staff Sgt. John F. Clymer, on display at the U.S. National Museum of the Marine Corps

On 28 June 1814, Wasp came upon the 18-gun Cruizer class brig-sloop HMS Reindeer some 225 miles west of Plymouth, England, and brought her to battle. The fight lasted only 19 minutes, but during that brief span of time the two ships traded a murderous fire of grape and solid shot. Several times, Reindeer's crew tried to board Wasp, but the American crew repulsed them on each occasion. In the end, Wasp's own ship's company boarded Reindeer and carried the day. Wasp suffered six hits in her hull, and some of her rigging was shot away, but she remained sailable. Reindeer had suffered 25 men killed, including her captain, Commander William Manners, and 42 wounded.

After taking prisoners on board, setting fire to Reindeer, and watching her explode, Wasp set course for Lorient, France. En route, she took two more prizes, the 112-ton brig Regulator on 4 July 1814 and the 151-ton schooner Jenny on 6 July 1814. Jenny had been sailing from leghorn to St Petersburg when Wasp captured her. On 7 July another vessel came across Jenny and reported that her masts were cut away and she was full of water. Not long thereafter, Wasp entered Lorient for repairs, provisions, and care for her wounded. Wasp brought Jenny's crew with her and put them on a cartel for Britain.

Second raiding voyage
Wasp remained in Lorient until she again put to sea on 27 August 1814. On 30 August 1814, she captured the brig Lettice and, on 31 August 1814, took another, Bon Accord. Early in the morning of 1 September 1814, she encountered a convoy of 10 ships escorted by the 74-gun ship-of-the-line HMS Armada. Wasp made for the convoy and singled out the brig Mary, which she quickly took as a prize, carrying off Mary's crew as prisoners and burning her. The American sloop then attempted to take another ship in the convoy, but Armada chased her off.

Sinking of HMS Avon
Main article: Sinking of HMS Avon

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Engraving by Abel Bowen

That evening, she spied another sail on the horizon and gave chase. By 2130, she had the brig under her lee bow and opened fire. The enemy returned fire until 2200 at which time her battery seemed to cease fire. When Wasp did the same and called for the stranger's surrender, the British ship answered with another cannonade. Wasp again opened fire on the ship, now known to have been the 18-gun, 391-ton brig HMS Avon. Some broadsides later, Avon's guns fell silent once more, and Wasp repeated the call for surrender. Avon, at this point a battered hulk, had no choice but to comply.

However, just as Wasp began to lower the boat for the prize crew, the lookout sighted another enemy brig standing toward the two adversaries. Wasp's crew manned their battle stations immediately in hope of taking the newcomer as well. Just then, two more British ships appeared on the horizon and Wasp was forced to give up the destruction of Avon and see to her own salvation. The lead British ship, however, failed to engage Wasp; instead, she hauled in close to Wasp's stern and loosed a broadside into the American's rigging which damaged sails, sheets, and braces considerably and then came about to rendezvous with the other two ships following her and the sinking Avon. Although the Americans didn't know it at the time, Avon sank soon after Wasp left her. Avon had suffered 10 killed and 32 wounded. Avon's primary rescuer was her sister ship, Castilian.

The American warship continued her ravages of the British merchant marine. On 12 September 1814, she encountered Three Brothers, a brig, and scuttled her. On 14 September 1814, she sank the brig Bacchus. On 21 September 1814, an eight-gun brig, Atalanta (or Atlanta), ran afoul of Wasp, and she, too, suffered the ignominy of capture. Deeming Atalanta too valuable to destroy, Blakeley placed her under the command of Midshipman David Geisinger and sent her to the United States. She entered Savannah, Georgia safely on 4 November 1814.

Fate
After Wasp and Atalanta parted company, on 9 October 1814 she spoke the Swedish brig Adonis, bound from Rio de Janeiro to Falmouth, England, about three weeks after the Atalanta capture. Wasp reported that she was headed for the Caribbean. Wasp probably foundered in a storm.

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https://en.wikipedia.org/wiki/USS_Wasp_(1814)
 
Today in Naval History - Naval / Maritime Events in History
9 October 1824 – Launch of HMS Talbot, a 28-gun Atholl-class sixth-rate frigate


HMS Talbot was a 28-gun Atholl-class sixth-rate frigate built for the Royal Navy during the 1820s.

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Scale 1:48. Plan showing the body plan, sheer lines with midship framing and longitudinal half breadth for Talbot (1824), a 28-gun, Sixth Rate Frigate (later Sloop) at Plymouth Dockyard. Plan recieved at Plymouth Dockyard on 23rd June 1818. Plan alterations relate to Success (1825). Initialled H.P, J.T and R.S. [Henry Peake, Joseph Tucker and Robert Seppings] (Surveyors of the Navy)
Read more at http://collections.rmg.co.uk/collections/objects/83017.html#mSlIqcWHG2wZFDD8.99


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Description
Talbot had a length at the gundeck of 113 feet 8 inches (34.6 m) and 94 feet 8 inches (28.9 m) at the keel. She had a beam of 31 feet 10 inches (9.7 m), a draught of 12 feet (3.7 m) and a depth of hold of 8 feet 9 inches (2.7 m). The ship's tonnage was 500 18⁄94 tons burthen. The Atholl class was armed with twenty 32-pounder carronades on her gundeck, six 32-pounder carronades on her quarterdeck and a pair of 9-pounder cannon in the forecastle. The ships had a crew of 175 officers and ratings.

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Scale 1:24. Plan showing the midship section, illustrating the method of connecting the deck beams to the sides for Talbot (1824), 28-gun, Sixth Rate Frigate (later Sloop) at Plymouth Dockyard. Plan recieved at Plymouth Dockyard on 29th August 1818. Initialled J.T and R.S. [ Joseph Tucker and Robert Seppings] (Surveyors of the Navy)
Read more at http://collections.rmg.co.uk/collections/objects/83024.html#3XJhvWZUuZJ8DCMG.99


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The Asia, the Talbot and the Dartmouth battle with the Turks, 1-6 Oct 1827 (PAF4842)
Read more at http://collections.rmg.co.uk/collections/objects/128977.html#FgvGlmdcXXCQtgVV.99


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Provornoy, Talbot and L' Helene at the Battle of Navarino, 20 Oct 1827 (PAF4817)
Read more at http://collections.rmg.co.uk/collections/objects/128952.html#tt3pFYmMmiWleaGd.99


Construction and career
Talbot, the fourth ship of her name to serve in the Royal Navy, was ordered on 30 April 1818, laid down in March 1821 at Pembroke Dockyard, Wales, and launched on 9 October 1824. She was completed on 21 December 1824 at Plymouth Dockyard and commissioned on 21 September of that year. She took part in Inglefield’s 1854 Arctic expedition as a depot ship.

Captain_Edward_Augustus_Inglefield.jpg
A portrait photograph of Captain Edward Augustus Inglefield, in a naval uniform jacket and wearing a naval cap-badge on what appears to be a smoking cap. The background has been masked with paper. This was Inglefield's second voyage in support of the search expedition under Captain Sir Edward Belcher. He had been in the arctic as captain of the Phoenix in 1853 in company with the storeships Breadlebane and Diligence. 'The Times' reported on 4 May 1854 that 'Captain Inglefield takes out with him on the present occasion a most complete series of the articles used by photographists for depicting nature as seen in the Polar regions'. This was the wet-plate process.
Read more at http://collections.rmg.co.uk/collections/objects/386082.html#Zd17em2koFyMDyHm.99


lossy-page1-1280px-HMS_Phoenix_(1832),_HMS_Talbot_(1824)_and_HMS_Diligence_(1814)_at_anchor,_H...jpg
A view looking northwest from the settlement of Holsteinborg across the harbour towards the mountains skirting the north side of the bay. At anchor are (l-r) the storeship HMS Diligence (1814), HMS Phoenix (1832), a converted screw Sloop, and the storeship HMS Talbot (1824), a converted Sixth Rate. The three ships arrived at Holsteinborg on 8 June at 1.45pm and departed for Godhavn [referred to as Lievely in Phoenix's log] at 9am on 17 June 1854, on their way northward to supply the 'Franklin' search ships under Captain Sir Edward Belcher in the Canadian archipelago.
Read more at http://collections.rmg.co.uk/collections/objects/386077.html#mkr4f7AgOAHFP3jK.99


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A view from the high ground near the settlement of Godhavn looking across the harbour. HMS Phoenix (1832), a converted screw Sloop, and the storeship HMS Diligence (1814) are anchored in the bay. The two ships with the storeship HMS Talbot, a converted Sixth Rate, arrived at Godhavn [referred to as Lievely in Phoenix's log] on 18 June 1854, on their way northward to supply the 'Franklin' search ships under Captain Sir Edward Belcher in the Canadian archipelago. The photograph shows Phoenix's funnel lowered and clothes hanging in the rigging of Diligence. Both ships are anchored bow and stern.
Read more at http://collections.rmg.co.uk/collections/objects/386078.html#u0bSgdhpqj56PjcR.99


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A view looking northwest across the harbour from the foreshore in front of the settlement of Godhavn. HMS Phoenix (1832), a converted screw Sloop, is at anchor in the foreground, with the storeship HMS Diligence (1814) in the background. Both ships, with HMS Talbot (1824) anchored at Godhavn [referred to as Lievely in Phoenix's log] on 18 June 1854 in order to transfer coal and stores, while on their way northward to supply the 'Franklin' search expedition under Captain Sir Edward Belcher in the Canadian archipelago. The three ships departed at 4.30pm on 5 July, with Diligence in ballast returning to England.
Read more at http://collections.rmg.co.uk/collections/objects/386079.html#QkGCGf9WdAyXOPMU.99



https://en.wikipedia.org/wiki/HMS_Talbot_(1824)
http://collections.rmg.co.uk/collec...5;browseBy=vessel;vesselFacetLetter=T;start=0
https://en.wikipedia.org/wiki/Edward_Augustus_Inglefield
 
Today in Naval History - Naval / Maritime Events in History
9 October 1861 – Launch of USS Kineo, a Unadilla-class gunboat


USS Kineo was a Unadilla-class gunboat built for the United States Navy during the American Civil War.

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USS Kineo (foreground, 4th from left) during the Battle of Forts Jackson and St. Philip

Service during the US Civil War
The first Kineo in the service of the Navy, she was launched on 9 October 1861 at Portland, Maine, by J. W. Dyer; sponsored by Miss Eunice C. Dyer, daughter of the builder, and commissioned at the Boston Navy Yard on 8 February 1862, Lt. George M. Ransom in command.

She was sent to join the forces then gathering to attack the defenses of New Orleans. On 24 April 1862, Kineo was one of the ships that battled their way past Forts Jackson and Saint Philip. Though hit by enemy cannon fire, she was able to continue up the Mississippi River and participate in the capture of the Confederacy's largest seaport.

Kineo continued her operations on the lower Mississippi for more than a year. She took part in engagements at Grand Gulf on 26 May, Baton Rouge in early August, Donaldsonville, Louisiana in October and Port Hudson in December 1862. On 14 March 1863, Kineo was tied alongside USS Monongahela for a run past enemy fortifications at Port Hudson. Their efforts were thwarted when Monongahela's rudder was disabled, but the gunboat was able to pull her larger consort out of danger. In August 1863, following further actions along the river, Kineo was sent north for repairs.

Returning to the Gulf of Mexico in March 1864, Kineo spent most of that year off the Texas coast, capturing one blockade running schooner during that time. In December, she went back to the Mississippi, where she was stationed until April 1865.

After the war
USS Kineo was decommissioned in May 1865, as the Civil War was coming to an end, and was sold in October 1866. She later became the merchant schooner Lucy H. Gibson.

Add-On for more interesting detail:
The Battle of Forts Jackson and St. Philip (April 18–28, 1862) was the decisive battle for possession of New Orleans in the American Civil War. The two Confederate forts on the Mississippi River south of the city were attacked by a Union Navy fleet. As long as the forts could keep the Federal forces from moving on the city, it was safe, but if they were negated, there were no fall-back positions to impede the Union advance.

New Orleans, the largest city in the Confederacy, was already under threat of attack from the north when David Farragut moved his fleet into the river from the south. The Confederate Navy had already driven off the Union blockade fleet in the Battle of the Head of Passes the previous October. Although the Union threat from upriver was geographically more remote than that from the Gulf of Mexico, a series of losses in Kentucky and Tennessee had forced the War and Navy Departments in Richmond to strip the region of much of its defenses. Men and equipment had been withdrawn from the local defenses, so that by mid-April almost nothing remained to the south except the two forts and an assortment of gunboats of questionable worth.[2] Without reducing the pressure from the north, (Union) President Abraham Lincoln set in motion a combined Army-Navy operation to attack from the south. The Union Army offered 18,000 soldiers, led by the political general Benjamin F. Butler. The Navy contributed a large fraction of its West Gulf Blockading Squadron, which was commanded by Flag Officer David G. Farragut. The squadron was augmented by a semi-autonomous flotilla of mortar schooners and their support vessels under Commander David Dixon Porter.[3]

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One of the "bummers", as they were known in the Union Navy. Mortar Schooner of Porter's Bombardment fleet, New Orleans, 1862. A crewman between the masts is leaning on the muzzle of the 13-inch seacoast mortar.(Peabody Museum of Salem)

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Main deck of Union Navy mortar schooner showing mounting of 13-inch seacoast mortar and crew. (U.S. Army Military History Institute.)

The expedition assembled at Ship Island in the Gulf. Once they were ready, the naval contingent moved its ships into the river, an operation that was completed on April 14. They were then moved into position near the forts, and on April 18 the mortars opened the battle.

The ensuing battle can be divided into two parts: a mostly-ineffective bombardment of the Confederate-held forts by the raft-mounted mortars, and the successful passage of the forts by much of Farragut's fleet on the night of April 24. During the passage, one Federal warship was lost and three others turned back, while the Confederate gunboats were virtually obliterated. The subsequent capture of the city, achieved with no further significant opposition, was a serious, even fatal, blow from which the Confederacy never recovered. The forts remained after the fleet had passed, but the demoralized enlisted men in Fort Jackson mutinied and forced their surrender



https://en.wikipedia.org/wiki/USS_Kineo_(1861)
https://en.wikipedia.org/wiki/Battle_of_Forts_Jackson_and_St._Philip
 
Today in Naval History - Naval / Maritime Events in History
9 October 1913 – The steamship SS Volturno catches fire (caused by a cigarette) in the mid-Atlantic and sank


SS Volturno was an ocean liner that caught fire and sank in the North Atlantic in October 1913. She was a Royal Line ship under charter to the Uranium Line at the time of the fire. After the ship issued SOS signals, eleven ships came to her aid, and in heavy seas and gale winds, they rescued 520 passengers and crewmen. There were 136 people, most of them women and children in lifeboats launched unsuccessfully prior to the arrival of the rescue ships, who died in the incident. Volturno had been built by Fairfield Shipbuilding and Engineering Company in Govan and was completed in November 1906.

Steamship_Volturno.jpg

Fire and sinking
At about 06:00 on 9 October 1913, Volturno, on a voyage from Rotterdam to New York City, was carrying a mixed load of passengers, mostly immigrants, and cargo, which included highly-flammable chemicals. It caught fire in the middle of a gale in the North Atlantic at 49°12′N 034°51′W. The cargo hold in the front of the ship was found to be fully engulfed in flames. Shortly afterwards, part of the cargo exploded.

Later, the fire spread to the ship's coal bunkers, cutting off the fuel supply for the fire hose pumps. The crew attempted to fight the fire for about two hours but, realising the severity of the fire and the limited options for dousing it on the high seas, Captain Francis Inch had his wireless operator send out SOS signals. Eleven ships responded to the calls and headed to the ship's reported position, arriving throughout the day and into the next. In the meantime, several of the ship's lifeboats with women and children aboard were launched with tragic results; all either capsized or were smashed by the hull of the heaving ship, leaving no one alive from the first boats.

Captain James Clayton Barr of Carmania, the first ship to arrive, took command of the rescue effort. Barr had the other nine vessels form a "battle line" and slowly circle the burning ship. Throughout the night of 10/11 October, Carmania kept one of her searchlights on Volturno, with another sweeping the ring of rescue ships to help them avoid collisions. According to one passenger, despite Carmania's efforts, two of the ships, the Red Star liner Kroonland and the French Line steamer La Touraine almost collided, coming within 15 to 20 feet (5 to 6 m) of impact. That was disputed by an officer on the Kroonland.

In the high seas, the rescue ships had launched lifeboats of their own to try and take passengers off the stricken Volturno, but the poor weather, the high seas, and the reluctance of Volturno's passengers to jump into the frigid waters hampered rescue efforts. On board Volturno, the crew and some of the male passengers, unable to extinguish the fire, were at least able to keep it from spreading to the aft cargo holds over which the others on board were gathered. However, shortly before dawn, a large explosion, probably of her boilers, rocked Volturno. The rescuers felt that the ship, which had not been in imminent danger of sinking, might founder at any time.

kbaarslag1.jpg
http://www.ringsoftimeseries.com/2018/01/29/sos-volturno/

In the early morning of 11 October, the tanker SS Narragansett, one of the eleven rescue vessels, turned on her pumps and sprayed lubricating oil on the sea to help calm the surface. The combination of the oil and the lessening of the storm allowed many more lifeboats to be sent to Volturno's aid.

With all boats recovered by 09:00, the rescue ships all resumed their original courses. In all, 521 passengers and crew members were rescued by ten of the eleven ships. The death toll was 136, mostly women and children from the early lifeboat launchings.

On the night of 17 October, the Dutch tanker Charlois, unaware of the events of the week before, came upon the still-smoldering hulk of Volturno. Charlois lowered a boat that stood by, attempting to hail any possible survivors on board. When day broke on 18 October, Captain Schmidt saw the full extent of the damage, and aware that Volturno was a hazard to passing ships, he ordered Volturno's seacocks opened and scuttled the ship .

volturno.jpg

Rescue ships

The following ships participated in the Volturno rescue:


https://en.wikipedia.org/wiki/SS_Volturno_(1906)
http://www.searlecanada.org/volturno/volturno01.html
https://maritimecyprus.com/2016/10/...no-sinking-claiming-136-lives-on-09-oct-1913/
https://www.asket.co.uk/single-post...913--520-rescued-130-lost-maritimehistory-OTD
 
Today in Naval History - Naval / Maritime Events in History
9 October 1918 - While escorting the British transport ship HMS Aquitania, USS Shaw's (DD 68) rudder jams just as she is completing the right leg of a zigzag, leaving her headed directly toward the transport. Aquitania then strikes Shaw, cutting off 90 feet of the destroyer's bow, mangling her bridge and setting her on fire. Shaw's crew brings her under control, though 12 lives are lost.


USS Shaw (DD-68) was a Sampson-class destroyer in the United States Navy during World War I. She was later transferred to the United States Coast Guard as CG-22.

USSShawDD68.jpg

Shaw was laid down on 7 February 1916 by the Mare Island Navy Yard, launched on 9 December 1916, sponsored by Mrs. Virginia Kemper Lynch Millard, and commissioned on 9 April 1917, Lieutenant CommanderMilton S. Davis in command.

Service history
World War I

Shaw sailed from Mare Island on 25 May 1917 and arrived at New York on 10 June 1917 ready for distant service. She sailed a week later as one of the escort of Group 4 of the Expeditionary Force from the United States to France. On 26 June, she fueled at sea from a tanker, and the convoy arrived at Quiberon Bay, France, on 1 July. On the 4th, she sailed from St. Nazaire and arrived at Cobh, Ireland, the next day. On 10 July, she began patrol and convoy escort duty based on Cobh, convoying eastbound and westbound ships through the submarine danger zone around Great Britain and Ireland, for the most part without incident. On 1 July 1918, she received an SOS from the torpedoed American transport, Covington, and rushed to her aid. On arrival, she found that Covington's survivors had been removed and the ship had been taken undertow. But, the crippled transport sank later in the day. On 25 September, a ship in Shaw's convoy was attacked by a submarine but not damaged.

On 9 October 1918, while escorting Aquitania, Shaw's rudder jammed just as she was completing the right leg of a zigzag, leaving her headed directly towards the transport. A moment later, Aquitania struck Shaw, cutting off 90 feet of the destroyer's bow, mangling her bridge and setting her on fire. Shaw's crew heroically brought her damage under control, and a skeleton crew of 21 men took the wreck 40 miles into port under her own power. 12 men died in the accident.

Shaw remained under repair at Portsmouth, England, until 29 May 1919 when she sailed for the United States. She arrived at New York on 17 June 1919 and moved to the Philadelphia Navy Yard on 2 October where she joined the reserve destroyer group and was decommissioned on 21 June 1922.

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Photo of the USS Shaw (DD 68) after collision with the British transport HMS Aquitania on 11 October 1918 at Portsmouth, England

United States Coast Guard
Shaw was struck from the Navy list on 25 March 1926 and transferred to the Coast Guard the same day, to serve in the Rum Patrol. She was returned to the Navy by the Coast Guard and reinstated on the Navy list effective 30 June 1933.

Her name was canceled on 1 November 1933 for assignment to a new destroyer, and the ship was struck again on 5 July 1934 and sold on 22 August 1934 for scrapping to Michael Plynn, Inc., Brooklyn, New York.


https://en.wikipedia.org/wiki/USS_Shaw_(DD-68)
http://www.navsource.org/archives/05/068.htm
 
Today in Naval History - Naval / Maritime Events in History
Other Events on 9 October


1647 Launch of french Brézé 56 guns (designed and built by Rodolphe Gédéon at Toulon - wrecked 25 November 1665 at the mouth of the Charente.

Third Rank Ships ("vaisseaux de Troisième Rang")

From 1670, the Third Rank was defined as ships of the line carrying from 40 up to 50 carriage guns; in 1671 this was redefined as ships carrying from 48 to 60 guns. Initially during the first part of Louis XIV's reign these were designed and constructed as three-decked ships without forecastles and with minimal quarterdecks, although their upper decks were divided at the waist by an unarmed section of deck; but from about 1670 it was ruled that ships with fewer than 70 guns should not be built with three decks, so all subsequent Third Rank ships were two-decked vessels, i.e. carrying two complete gundecks, usually plus a few smaller carriage guns mounted on the gaillards (the quarterdeck and forecastle). During the first decade of the 18th century, the remaining Second Rank ships with 64 or fewer guns were down-graded (without change of armament) to Third Rank.


1690 - HMS Dartmouth (1655) wrecked

HMS Dartmouth was a small frigate or fifth-rate ship, one of six ordered by the Council of State on 28 December 1654 and built in 1655. At the end of July 1689 HMS Dartmouth, commanded by John Leake, managed to break through the boom on the River Foyle allowing the siege of Londonderry by forces of James II to be relieved. [1] After a lengthy career in the Royal Navy, she was wrecked in the Sound of Mull on 9 October 1690, while on a mission to persuade the MacLeans of Duart to sign Articles of Allegiance to William III and Mary II.

The wrecksite was identified in 1973 by divers from Bristol. The wrecksite was designated under the Protection of Wrecks Act on 11 April 1974 and redesignated on 25 June 1992.

https://en.wikipedia.org/wiki/HMS_Dartmouth_(1655)


1715 - HMS Jamaica (14) wrecked on Grand Cayman

HMS Jamaica (1710), a 14-gun sloop launched in 1710 and wrecked in 1715


1756 – Launch of Orient, a 80-gun ship of the line of the French Navy

Orient was an 80-gun ship of the line of the French Navy.
Originally built for the French East India Company, she was purchased for the French Navy in May 1759.[1] In November of that year, she took part in the Battle of Quiberon Bay.
In 1778, she was reduced to a 74-gun second rate (vaisseau du 2e rang).
She was wrecked near Trincomalee in the East Indies in February 1782.

Orient-80.jpg
Orient being reduced to a 74-gun

https://en.wikipedia.org/wiki/French_ship_Orient_(1756)


1804 - HMS Albacore, Major Jacob Henniker, located 5 luggers armed as gunvessels anchored on a lee shore under cover of a battery near Cape Gris Nez de Flamanville. The enemy vessels were driven ashore and broke up under the heavy surf.

HMS Albacore (1804) was an 18-gun sloop launched in 1804 and sold in 1815.


1813 - bomb vessel HMS Thunder, W. O. Pell, captured the French lugger Le Neptune (16) off the Ower's Light.

HMS Thunder (1803) was an 8-gun bomb vessel, previously the civilian Dasher. She was purchased in 1803 and sold in 1814.

The huoll of that remarkably handsome French Lugger Privateer LA NEPTUNE, captured by, and condemned prize to, his Majesty’s gun-brig Thunder, Watkin Owen Pell, Esq. This vessel is carvel-built light-water mark, and clinker from thence to the wales length 68 feet, breadth 19 feet 9 inches, depth 8 feet 8 inches, and admeasures about 108 tons; is a good trim craft, sails remarkably fast, and is particularly well adapted for the Fruit Trade, cruizing, or other service, where expedition is required. And immediatelv after, in separate Lots, will Sold, all her Spars, Sails, ‘Warlike other Stores, for Catalogues and further particulars apply James Sykes, Esq. Navy Agent, London; to Goodwin, Curling, riends, and Co. Agents, Ramsgate, Deal, Dover, and 3, Castle-court, Birchin-lane, ; or to LARA HINDS, Brokers, Ramsgate.

https://threedecks.org/index.php?display_type=show_ship&id=7082
https://threedecks.org/index.php?display_type=show_ship&id=23497


1813 – Launch of French Orion, a 74-gun Téméraire-class ship of the line at Brest

Orion was commissioned in 1814 under Captain Jean-Baptiste Billard.[1][3]
In 1827, Orion was chosen as a school ship of the École navale. She was replaced by Borda in 1840, and struck in 1841

https://en.wikipedia.org/wiki/French_ship_Orion_(1813)


1828 – Launch of HMS Hotspur, a modified Seringapatam-class 46-gun fifth rate frigate

HMS Hotspur was a modified Seringapatam-class 46-gun fifth rate frigate of the Royal Navy. She was built at Pembroke Dockyard and launched on 9 October 1828. She was laid up incomplete at Plymouth in April 1829. In 1859 she was recorded as being a chapel hulk based at HMNB Devonport - possibly moored at Hamoaze. She was recorded again in 1865, at the same location, as a Roman Catholic chapel hulk. She was renamed HMS Monmouth in 1868, and sold in 1902, after the Roman Catholic Church of Our Most Holy Redeemer was opened in Keyham.

https://en.wikipedia.org/wiki/HMS_Hotspur_(1828)


1841 - the first steamship in South America, named after the river Guayas is commissioned. Designer Vicente Rocafuerte who was until 1839 President of Ecuador. The ship is also shown in the insign of Ecuador

Attached you can find a very long pdf document (appr. 500 pages) describing the history and the vessel in detail (in spanish language)

vapor1.jpg Download.jpg

800px-Coat_of_arms_of_Ecuador.svg.png


https://de.wikipedia.org/wiki/Vicente_Rocafuerte
https://de.wikipedia.org/wiki/Wappen_Ecuadors


1873 - Lt. Charles Belknap calls a meeting of 15 officers at the U.S. Naval Academy to establish the U.S. Naval Institute for the purpose of disseminating scientific and professional knowledge throughout the Navy.

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


1892 - Sirene was a Norwegian barque that was wrecked against Blackpool's North Pier on 9 October 1892.

https://en.wikipedia.org/wiki/Sirene_(barque)


1939 - SS Mount Ida, a cargo ship built in 1938, wrecked

The SS Mount Ida was a cargo ship built in 1938 by William Hamilton & Co. Ltd of Glasgow. Launched in 1938 as Arcscott, she was renamed Mount Ida after being bought by the Atlanticos Steam Ship Company Ltd, of Athens, Greece. She was wrecked in 1939 after being in service for only about 18 months

1280px-SS_MOUNT_IDA.jpg

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

Attachments

Today in Naval History - Naval / Maritime Events in History
10 October 1659 - Death of Abel Tasman


Abel Janszoon Tasman (Dutch: [ˈɑbəl ˈjɑnsoːn ˈtɑsmɑn]; 1603 – 10 October 1659) was a Dutch seafarer, explorer, and merchant, best known for his voyages of 1642 and 1644 in the service of the Dutch East India Company (VOC). He was the first known European explorer to reach the islands of Van Diemen's Land(now Tasmania) and New Zealand, and to sight the Fiji islands.

Abeltasman1903.jpg

Origins & early life

Jacob_Cuyp_-_Abel_Tasman,_his_wife_and_daughter.jpg
Portrait of Abel Tasman, his wife and daughter. Attributed to Jacob Gerritsz Cuyp, 1637 (not authenticated).

Tasman originated from Lutjegast, a small village in the province of Groningen, in the north of the Netherlands. The oldest available source mentioning him is dated 27 December 1631 when, as a seafarer living in Amsterdam, the 28-year-old became engaged to marry 21-year-old Jannetje Tjaers, of Palmstraat in the Jordaan district of the city.

Tasmanroutes.PNG
Routes taken by Tasman in the Australasian region, on his first and second voyages.

Relocation to the Dutch East Indies
Employed by the Dutch East India Company (VOC), Tasman sailed from Texel to Batavia in 1633, taking the southern Brouwer Route. During this period, Tasman took part in a voyage to Seram Island; the locals had sold spices to other European nationalities than the Dutch. He had a narrow escape from death, when in an incautious landing several of his companions were killed by people of Seram.

In August 1637, Tasman was back in Amsterdam, and the following year he signed on for another ten years and took his wife with him to Batavia. On 25 March 1638 he tried to sell his property in the Jordaan, but the purchase was cancelled.

He was second-in-command of an 1639 exploration expedition in the north Pacific under Matthijs Quast. The fleet included the ships Engel and Gracht and reached Fort Zeelandia (Dutch Formosa) and Deshima.

First major voyage
In August 1642, the Council of the Indies, consisting of Antonie van Diemen, Cornelis van der Lijn, Joan Maetsuycker, Justus Schouten, Salomon Sweers, Cornelis Witsen, and Pieter Boreel in Batavia despatched Tasman and Franchoijs Jacobszoon Visscher on a voyage of exploration to little-charted areas east of the Cape of Good Hope, west of Staten Land (near Cape Horn, South America) and south of the Solomon Islands.

One of the objectives was to obtain knowledge of "all the totally unknown" Provinces of Beach: a purported, yet non-existent landmass with plentiful gold (which had appeared on European maps since the 15th century, as a result of an error in some editions of Marco Polo's works – see the box, right for more information).

This expedition was to use two small ships, Heemskerck and Zeehaen.

Mauritius
In accordance with Visscher's directions, Tasman sailed from Batavia on 14 August 1642 and arrived at Mauritius on 5 September 1642, according to the captain's journal.[9] The reason for this was the crew could be fed well on the island; there was plenty of fresh water and timber to repair the ships. Tasman got the assistance of the governor Adriaan van der Stel.

Because of the prevailing winds Mauritius was chosen as a turning point. After a four-week stay on the island both ships left on 8 October using the Roaring Forties to sail east as fast as possible. (No one had gone as far as Pieter Nuyts in 1626/27.) On 7 November snow and hail influenced the ship's council to alter course to a more north-eastern direction, expecting to arrive one day at the Solomon Islands.

Tasmania

Coastal cliffs of Tasman Peninsula

On 24 November 1642 Abel Tasman reached and sighted the west coast of Tasmania, north of Macquarie Harbour. He named his discovery Van Diemen's Land after Antonio van Diemen, Governor-General of the Dutch East Indies.

Proceeding south Tasman skirted the southern end of Tasmania and turned north-east. He then tried to work his two ships into Adventure Bay on the east coast of South Bruny Island where he was blown out to sea by a storm. This area he named Storm Bay. Two days later Tasman anchored to the north of Cape Frederick Hendrick just north of the Forestier Peninsula. Tasman then landed in Blackman Bay – in the larger Marion Bay. The next day, an attempt was made to land in North Bay. However, because the sea was too rough the carpenter swam through the surf and planted the Dutch flag.

Tasman then claimed formal possession of the land on 3 December 1642.

New Zealand

Murderers' Bay, drawing by Isaack Gilsemans


Māori haka

After some exploration, Tasman had intended to proceed in a northerly direction but as the wind was unfavourable he steered east. The expedition endured an extremely rough voyage and in one of his diary entries Tasman credited his compass, claiming it was the only thing that had kept him alive.

On 13 December 1642 they sighted land on the north-west coast of the South Island, New Zealand, becoming the first Europeans to do so. Tasman named it Staten Landt "in honour of the States General" (Dutch parliament). He wrote, "it is possible that this land joins to the Staten Land but it is uncertain", referring to a landmass of the same name at the southern tip of South America, discovered by Jacob Le Maire in 1616.

After sailing north, then east for five days, the expedition anchored about 7 km from the coast off what is now believed to have been Golden Bay. Tasman sent ship's boats to gather water, but one of his boats was attacked by Māori in a double hulled waka (canoe) and four of his men were killed with mere (clubs).

In the evening about one hour after sunset we saw many lights on land and four vessels near the shore, two of which betook themselves towards us. When our two boats returned to the ships reporting that they had found not less than thirteen fathoms of water, and with the sinking of the sun (which sank behind the high land) they had been still about half a mile from the shore. After our people had been on board about one glass, people in the two canoes began to call out to us in gruff, hollow voices. We could not in the least understand any of it; however, when they called out again several times we called back to them as a token answer. But they did not come nearer than a stone's shot. They also blew many times on an instrument, which produced a sound like the moors' trumpets. We had one of our sailors (who could play somewhat on the trumpet) play some tunes to them in answer."​
As Tasman sailed out of the bay he observed 22 waka near the shore, of which "eleven swarming with people came off towards us." The waka approached the Zeehaen which fired and hit a man in the largest waka holding a small white flag. Canister shot also hit the side of a waka.[9][18] Archeological research has shown the Dutch had tried to land at a major agricultural area, which the Māori may have been trying to protect. Tasman named the area "Murderers' Bay".

The expedition then sailed north, sighting Cook Strait, which it mistook for a bight and named "Zeehaen's Bight". Two names that the expedition gave to landmarks in the far north of New Zealand still endure: Cape Maria van Diemen and Three Kings Islands. (Kaap Pieter Boreels was renamed Cape Egmont by Captain James Cook 125 years later.)

Return voyage

Tongatapu, the main island of Tonga; drawing by Isaack Gilsemans


The bay of Tongatapu with the two ships; drawing by Isaack Gilsemans

En route back to Batavia, Tasman came across the Tongan archipelago on 20 January 1643. While passing the Fiji Islands Tasman's ships came close to being wrecked on the dangerous reefs of the north-eastern part of the Fiji group. He charted the eastern tip of Vanua Levu and Cikobia before making his way back into the open sea.

The expedition turned north-west towards New Guinea and arrived at Batavia on 15 June 1643.

Second major voyage
Tasman left Batavia on 30 January 1644 on his second voyage with three ships (Limmen, Zeemeeuw and the tender Braek). He followed the south coast of New Guinea eastwards in an attempt to find a passage to the eastern side of New Holland. However, he missed the Torres Strait between New Guinea and Australia, probably due to the numerous reefs and islands obscuring potential routes, and continued his voyage by following the shore of the Gulf of Carpentaria westwards along the north Australian coast. He mapped the north coast of Australia making observations on New Holland, and its people. He arrived back in Batavia in August 1644.

From the point of view of the Dutch East India Company, Tasman's explorations were a disappointment: he had neither found a promising area for trade nor a useful new shipping route. Although received modestly, the company was upset to a degree that Tasman did not fully explore the lands he found, and decided that a more "persistent explorer" should be chosen for any future expeditions. For over a century, until the era of James Cook, Tasmania and New Zealand were not visited by Europeans – mainland Australia was visited, but usually only by accident.

Later life
On 2 November 1644 Abel Tasman was appointed a member of the Council of Justice at Batavia. He went to Sumatra in 1646, and in August 1647 to Siam (now Thailand) with letters from the company to the King. In May 1648 he was in charge of an expedition sent to Manila to try to intercept and loot the Spanish silver ships coming from America, but he had no success and returned to Batavia in January 1649. In November 1649 he was charged and found guilty of having in the previous year hanged one of his men without trial, was suspended from his office of commander, fined, and made to pay compensation to the relatives of the sailor. On 5 January 1651 he was formally reinstated in his rank and spent his remaining years at Batavia. He was in good circumstances, being one of the larger landowners in the town. He died at Batavia on 10 October 1659 and was survived by his second wife and a daughter by his first wife. His property was divided between his wife and his daughter by his first marriage. In his testimony (dating from 1657[22]) he left 25 guilders to the poor of his village Lutjegast.

Although Tasman's pilot, Frans Visscher, published Memoir concerning the discovery of the South land in 1642, Tasman's detailed journal was not published until 1898; however, some of his charts and maps were in general circulation and used by subsequent explorers.

Legacy

Abel Tasman National Park

Multiple places have been named after Tasman, including:
  • the Australian island and state of Tasmania, renamed after him, formerly Van Diemen's land. It includes features such as:
    • the Tasman Peninsula
    • the Tasman Bridge
    • the Tasman Highway
  • the Tasman Sea
  • in New Zealand:
    • the Tasman Glacier
    • Tasman Lake
    • the Tasman River
    • Mount Tasman
    • the Abel Tasman National Park
    • Tasman Bay
    • the Tasman District
Also named after Tasman are:
  • Abel Tasman Drive, in Takaka.
  • the Abel Tasman Memorial in Takaka.
  • The former passenger/vehicle ferry Abel Tasman
  • The Able Tasmans – an indie band from Auckland, New Zealand.
  • Jansz, a sparkling wine in NE Tasmania
  • Tasman, a layout engine for Internet Explorer
  • 6594 Tasman (1987 MM1), a main-belt asteroid
  • Tasman Drive in San Jose, California and its Tasman light rail station
  • Tasman Road in Claremont, Cape Town, South Africa
  • HMAS Tasman is a Hunter-class frigate that is expected to enter service with the Royal Australian Navy in the late 2020s.
His portrait has been on 4 New Zealand postage stamp issues, on a 1992 5 NZD coin, and on one 1985 Australian postage stamp.

Tasman Map

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Abel Tasman map, circa 1644, also known as the Tasman 'Bonaparte' map

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State Library of New South Wales vestibule showing the Tasman map

Held within the collection of the State Library of New South Wales is the Tasman Map, thought to have been drawn by Isaac Gilsemans, or completed under the supervision of Franz Jacobszoon Visscher. The map is also known as the Bonaparte map, as it was once owned by Prince Roland Bonaparte, the great-nephew of Napoleon.[26] The map was completed sometime after 1644 and is based on the original charts drawn during Tasman's first and second voyages. As none of the journals or logs composed during Tasman's second voyage have survived, the Bonaparte map remains as an important contemporary artefact of Tasman's voyage to the northern coast of the Australian continent.

The Tasman map largely reveals the extent of understanding the Dutch had of the Australian continent at the time. The map includes the western and southern coasts of Australia, accidentally encountered by Dutch voyagers as they journeyed by way of the Cape of Good Hope to the VOC headquarters in Batavia. In addition, the map shows the tracks of Tasman's two voyages. Of his second voyage, the map shows the area of the Banda Islands, the southern coast of New Guinea and much of the northern coast of Australia. However, the area of the Torres Strait is shown unexamined; this is despite having been given orders by VOC Council at Batavia to explore the possibility of a channel between New Guinea and the Australian continent.

There is debate as to the origin of the map. It is widely believed that the map was produced in Batavia; however, it has also been argued that the map was produced in Amsterdam. The authorship of the map has also been debated: while the map is commonly attributed to Tasman, it is now thought to have been the result of a collaboration, probably involving Franchoijs Visscher and Isaack Gilseman, who took part in both of Tasman's voyages. Whether the map was produced in 1644 is also subject to debate, as a VOC company report in December 1644 suggests that at that time no maps showing Tasman's voyages were yet complete.

In 1943, a mosaic version of the map, composed of coloured marble and brass, was inlaid into the vestibule floor of the Mitchell Library in Sydney.[30] The work was commissioned by the Principal Librarian William Ifould, and completed by the Melocco Brothers of Annandale, who also worked on ANZAC War Memorial in Hyde Park and the crypt at St Mary's Cathedral, Sydney



https://en.wikipedia.org/wiki/Abel_Tasman
 
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Today in Naval History - Naval / Maritime Events in History
10 October 1683 - Harbour of Cadiz: A fire started in the forecastle of convoy ship Wapen von Hamburg I and rapidly spread throughout the vessel. The fire eventually reached the gunpowder depot and caused a terrible explosion that destroyed the ship. Admiral Berent Jakobsen Karpfanger, 42 of 170 crew members, and 22 of 50 soldiers lost their lives.


In the 17th century the German Empire was a rather loose federation that had only limited naval power. It could not give its trading vessels a protection by an organized escort system. Especially the Mediterranean routes were endangered by corsairs of the Barbary States of North Africa, who were masters in using their fast and light chebecs.

In the 17th century, Hamburg was an important coastal town, well fortified but an attractive target to pirates. Particularly troubled by the corsairs of the Barbary Coast, and following the loss in June 1622 of eight fully laden cargo ships, the city determined that it needed to create a fleet of armed convoy ships to protect its interests, escorting merchant and other vessels.

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Leopoldus Primus and the Wapen von Hamburg

The plans for the construction of Leopoldus Primus and the probably largely identical Wapen von Hamburg started in 1663. The first mention of these plans can be found in the Minutes of the Admiralty of 4 June 1663. While previously they had relied for protection on converted merchant ships, Hamburg now looked to full-fledged warships. On 23 September, the council proposed to build two frigates, and the citizenry voted to enact the plan.

Not much is known about the construction of the Leopoldus Primus and the Wapen von Hamburg. Construction was delayed for unknown reasons, and for several years there were debates about who should take charge of funding the ships, but construction finally began, led by an unknown Dutch ship-master, in 1667. Builders of the period were secretive, so plans were not recorded or shared. The Hamburg sculptor Christian Precht, also known for his work in churches, was hired to create a representation of Leopold I for the stern. This figure is now on display at the Museum of Hamburg History.

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Model in the lobby of International Tribunal for the Law of the Sea - ITLOS

Construction, equipment and crew

A 19th century representation of the cross section of the Leopoldus Primus

There are few records describing the size and appearance of Leopoldus Primus or her sister ship, Wapen von Hamburg. Dimensions are unknown. What is known is that the ship was built on the model of leading Dutch design. Wolfgang Quinger, in Wappen von Hamburg I (1980), suggests that the pair may have been more or less replicas of the Dutch ship Aemilia. If this is so, Leopoldus Primus would have had a length of about 40 metres (130 feet) and a width of almost 11 metres (36 feet). To get over the shoals in the river Elbe, the hull was probably built after the "Rotterdam form". The ship was elaborately decorated with Baroque carvings and sculptures.

Both ships had 54 guns. The heaviest caliber were on the lower gun deck with the lighter on the upper aft decks. When the ship was docked for a length time in Hamburg, the guns could be unloaded and moved to the ramparts of the city to protect it, as was done during a Danish attack on Hamburg in 1686.

They had a crew, depending on length and purpose of travel, from around 150 to 250 men, of which about 15 to 20 were officers, including the captain and his lieutenant as well as ministers and the commander of the soldiers. The crew was not stable, but employed for the duration of the trip. Voluntary recruits rather than being pressed into service, they were expected to equip themselves, and more died from diseases caused by unclean conditions on the ship than from battle, at as high a rate as four to one. The 40 to 60 soldiers aboard were better trained and disciplined, taken from the ranks of the city's soldiery or reassigned from other convoy ships.

They were the Leopoldus Primus and the WAPEN VON HAMBURG (I). The Leopoldus Primus undertook 33 long journeys, until she was broken up in 1705.

The WAPEN VON HAMBURG was built in the Teerhof shipyard in Hamburg by a Dutch shipbuilding master. The construction work started in spring of 1667 when the keel was laid down. The wood work was finished in 1668. The armaments were installed, and the ship took up service in 1669. The sculpture work was done under the guidance of master carver Christian Precht.
From 1669 the ship served as an escort vessel on voyages to Malaga, Cadiz, Lisbon and north till Spitsbergen. In October 1683, on a trip to Cadiz, suddenly a fire started in the forecastle and rapidly spread throughout the vessel. The fire eventually reached the gunpowder depot and caused a terrible explosion that destroyed the ship. Admiral Berent Jakobsen Karpfanger, 42 of 170 crew members, and 22 of 50 soldiers lost their lives.

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The fire and Explosion
In the evening hours of October 10, 1683, a fire broke out in the lowest part of the foreship of the Wapen from Hamburg for reasons of unknown cause. This expanded quickly and could not be adequately contained with on-board resources despite the greatest efforts. The crew tried to get to safety already in sloops, but was commanded by Karpfanger back to the fire to further extinguishing attempts. Parallel to this, signal fire was fired from the guns of the Wapen of Hamburg, which should signal the dispatch of auxiliary fire crews to the surrounding ships. As the fire spread through the deck to the foremast and due to an unfavorable wind immediately ignited the rigging and sails, however, the wandering helpers remained at a safe distance for fear of an explosion. Karpfanger had his traveling son aboard, who had previously appealed to his father to leave with him to save their lives. Karpfanger did not want the ship to be lost. His officers suggested hitting a leak in the hull and draining the vessel with water and setting it on the bottom of the sea - but Karpfanger declined. Finally, he agreed to a stranding attempt and cut the frigate's ropes to set the ship down near the shore. In any case, leaving the ship was out of the question for Karpfanger: he found himself bound to his oath taken on July 14, 1674, before the Hamburg Senate, which ordered him to "be man-friendly in defending the entrusted fleet and rather good and blood." To sacrifice life and limb as she and his ship leave ".

While the convoy ship drifted slowly towards the shore, the fire under deck moved more and more in the direction of the stern. By midnight, it finally reached the individual guns, which ignited themselves and firing salvoes on their own; At the same time, some of the gun grenades aboard were fired.

An hour after midnight, after the ship had been fired for five hours, and Admiral Karpfanger was still the last man aboard true to his oath, the fire below deck reached the powder chamber, which finally exploded. The rump of the ship, which had broken in the middle, flew into the air, the forepart lay on its side and began to sink. The debris rained down from a great height.

The accident resulted in 65 deaths: 22 soldiers and 42 boatmen and Admiral Karpfanger died. His body was found on October 11, 1683 floating in the water on an anchor line of an English ship in the port of Cádiz.

Karpfanger received on the occasion of his funeral ceremony, an appropriate condolence from the ships located in the port of different nations: eyewitnesses want to have counted over 300 salute shots.

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After the loss of the ship
Although the repaired Leopoldus Primus was still available for use, the Admiralty considered a new building in 1685, as the trade with two ready-to-fly convoy ships could cover considerably more convoys - even on different routes - and thus generate more revenue. The new building should, however (not least also for cost reasons) turn out smaller than the predecessor Wapen of Hamburg. The basis of the considerations was a smaller convoy ship with 30 - 40 cannons. In September 1685, the Hamburg Parliament approved 30,000 thalers and decided to build a new one. The successor Wapen of Hamburg (II) was completed in 1686, but then had similar dimensions and armament, as the predecessor.

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model of the Leopoldus Primus at the Chamber of Commerce

Altogether there were four convoy ships with the name Wapen of Hamburg, which were active from 1669 to 1747 for the city Hamburg, until the convoy escorting by convoy ships was adjusted.


wappen von hamburg 1669 COREL scale : 1/40 work: 1500h sails: handsewed , handtools only


https://de.wikipedia.org/wiki/Wapen_von_Hamburg_(1669)
https://en.wikipedia.org/wiki/Leopoldus_Primus
http://www.sailboatmodel.info/wappen_von_hamburg_1669/index.php
 
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Today in Naval History - Naval / Maritime Events in History
10 October 1758 - HMS Winchelsea (1740-20) taken by french Bizarre (1753-64) and Mignonne (1757-16)


HMS Winchelsea was a 20-gun sixth-rate launched in 1740 and in service during the War of the Austrian Succession in Mediterranean, Atlantic and home waters. She was captured by the French in 1758, but was retaken two weeks later. She was broken up in 1761.

Career
In 1741 Winchelsea, commanded by Capt. Holcombe, sailed with Commodore Richard Lestock's squadron to join Admiral Haddock's Mediterranean fleet. At that time she was listed as having 20 guns and a complement of 150 men. While on station, pretending to be a merchant ship, she lured two Spanish privateers to chase her; when they realised their mistake they took off in opposite directions, but Winchelseacaptured one of them, a small brig with a crew of 46, which she carried to Gibraltar. She returned to Britain from the Mediterranean at the end of 1742, taking eight days to make the passage.

The ship's barge attempted to press gang sailors from the merchant ship Tarleton on the River Mersey off of Liverpool in 1744. The crew of Tarleton exchanged shots with Winchelsea and evaded capture by docking the ship and dispersing into the town.

The ship was recommissioned at the outbreak of the War of the Austrian Succession in 1745. Winchelsea took the 26-gun French warship Subtile on 19 November 1746.[6]

In 1747 Winchelsea was listed as having 16 guns and, under the command of Captain Dyves, was sailing with Admiral Byng in convoy for Gibraltar.

In March 1756, Winchelsea transported South Carolina's governor Henry William Littleton across the Atlantic from Portsmouth to his colony. The ship finally arrived at Charleston on 1 June. The Winchelsea, based in Charleston, was active in Caribbean waters in December 1756. Under Captain Hale, the ship took two French prizes, and chased a 12-gun French vessel into Cap‑Français. On 10 October, 1758, the ship was sailing off of Ireland when it was captured by the 64-gun French ship Bizarre and the 16-gun corvette Mignonne. The ship was renamed Le Winchelsea under the French but was soon retaken on 27 October by the British privateer Duke of Cornwall.


Bizarre was a 64-gun ship of the line of the French Navy. She was present at two major battles, and was wrecked in 1782.

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Career
Built on a design by François Coulomb, Bizarre entered service in 1753. She took part in the Seven Years' War, notably attacking an English convoy off Ireland on 10 October 1758, along with the 28-gun corvette Mignonne. Together they captured 44 merchantmen as well as the convoy's escort HMS Winchelsea.

She was activated for the American Revolutionary War and appointed to Suffren's squadron in the Indian Ocean. She was present at the Battle of Negapatam in 1782, although she did not take part in the action. She was also at the Battle of Trincomalee.

Fate
On 4 October 1782, she ran aground near Cuddalore and became a total loss. Her commanding officer, Captain La Landelle, was dismissed from the Navy.



https://en.wikipedia.org/wiki/HMS_Winchelsea_(1740)
https://en.wikipedia.org/wiki/French_ship_Bizarre_(1751)
 
Today in Naval History - Naval / Maritime Events in History
10 October 1780 – The Great Hurricane of 1780 kills 20,000–30,000 in the Caribbean.


The Great Hurricane of 1780, also known as Huracán San Calixto, the Great Hurricane of the Antilles, and the 1780 Disaster, is the deadliest Atlantic hurricane on record. Between 20,000 and 22,000 people died throughout the Lesser Antilles when the storm passed through them from October 10–16. Specifics on the hurricane's track and strength are unknown because the official Atlantic hurricane database goes back only to 1851.

The hurricane struck Barbados with winds possibly exceeding 320 km/h (200 mph) before moving past Martinique, Saint Lucia, and Sint Eustatius and causing thousands of deaths on those islands. Coming in the midst of the American Revolution, the storm caused heavy losses to British fleet contesting for control of the area, largely weakening British control over the Atlantic. The hurricane later passed near Puerto Rico and over the eastern portion of Hispaniola, causing heavy damage near the coastlines. It ultimately turned to the northeast and was last observed on October 20 southeast of Atlantic Canada.

The death toll from the Great Hurricane alone exceeds that of many entire decades of Atlantic hurricanes. Estimates are marginally higher than for Hurricane Mitch, the second-deadliest Atlantic storm, for which figures are likely more accurate. The hurricane was part of the disastrous 1780 Atlantic hurricane season, with two other deadly storms occurring in October.

Meteorological history

Warehouses on the beach of St. Eustatius were damaged by the hurricane.

This hurricane was first encountered by a boat in the eastern Caribbean Sea, but it probably developed in early October in the eastern Atlantic Ocean off the Cape Verde Islands. The system strengthened and expanded as it tracked slowly westward and first began affecting Barbados late on October 9. Late on October 10, the worst of the hurricane passed over the island. Early on October 11, the hurricane turned north-northwest about 90 kilometres (56 mi) east of Saint Lucia, and later that night it neared the island of Martinique. The cyclone gradually weakened as it passed to the southwest of Dominica early on October 12 and subsequently struck the island of Guadeloupe.

After hitting Guadeloupe, the hurricane turned west-northwest, passing about 145 kilometres (90 mi) southwest of Saint Kitts. The hurricane steadily neared Puerto Rico as it paralleled the southern coastline, and on October 14 made its closest point of approach, to the southwest portion of the island. It subsequently turned to the northwest, hitting the island of Mona in the Mona Passage before making landfall near the present-day Dominican Republicprovince of Samaná. Late on October 15, it reached the Atlantic Ocean and after passing about 260 kilometres (160 mi) east of Grand Turk Island; it is estimated to have recurved to the northeast. The hurricane passed 240 kilometres (150 mi) southeast of Bermuda on October 18, and was last observed two days later about 475 kilometres (295 mi) southeast of Cape Race, Newfoundland, Canada.

On October 19, strong winds and high tides were reported in the British province of East Florida (the northeastern portion of present-day Florida). One modern historian suggests the hurricane passed much closer to the province than previously thought. Another possibility considered was an extension to a hurricane in the western Caribbean Sea. Because of lack of data, the exact track of the Great Hurricane is unknown.

Impact
The hurricane killed 20,000 to 24,000 people, making it the deadliest hurricane in Atlantic hurricane history.

English islands
About 4,500 people died on Barbados. The hurricane began affecting the island with rain late on October 9. The ships in the bay broke their moorings by 4:00 the afternoon of October 10, and the full impact arrived around 6:00 in the evening. The hurricane produced violent winds "so deafening that people could not hear their own voices."

"... a dreadful hurricane which began to rage with great fury at noon [the 10th] and continue with great violence till four o'clock the next morning, the 11th; At eight o'clock at night St. Thomas's parsonage was demolished and the church where the Rector and his family sought shelter began to fall about two hours after, the Chancel fell while the family were in the church... St. Thomas's Chapel, St. Michael's, St. George's, Christ Church's and St. Lucy's churches were totally destroyed, the other churches were severely 'injured' (except St. Peter's and St. Philip's). Because of the demolition of the parish church and chapel[,] 'divine services' continued in the 'boiling house' at the ‘Rock Hall’ estate of Thomas Harper by Rev Wm Duke and curate Hugh Austin of St Thomas. Most other buildings and works were blown down and many lives were lost. The dead could not be brought to a church so were buried in gardens and private land."​
The hurricane stripped the bark off trees and left none standing on Barbados. Cuban meteorologist José Carlos Millás has estimated that this damage could be caused only by winds exceeding 200 miles per hour (320 km/h). Every house and fort on Barbados was destroyed. According to British Admiral George Brydges Rodney, the winds carried their heavy cannons aloft 100 feet (30 m).

The wind directions recorded during the hurricane suggest that the eye missed Barbados to the north. Northwesterly winds increased through the day on October 10. The wind gradually backed to westerly through the night of October 10 and peaked at midnight. Wind speed returned to normal by 8:00 the morning of October 11.

On Saint Lucia, rough waves and a strong storm tide struck the fleet of Admiral Rodney at Port Castries, with one ship destroying the city's hospital after being lifted on top of it. The hurricane destroyed all but two houses in Port Castries, and about 6,000 perished on the island.

High winds, heavy rains, and storm surge caused severe damage at Roseau in Dominica. Strong winds affected Antigua and Saint Kitts, with many ships in Saint Kitts washed ashore. At Grenada, nineteen Dutch ships were wrecked.

The hurricane later grounded 50 ships near Bermuda.

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French islands
The hurricane produced a 25-foot (7.6 m) storm surge on Martinique, destroying all houses in Saint-Pierre and causing 9,000 deaths. A storm surge also struck the south coast of Guadeloupe and caused considerable damage.

In Saint Vincent, the hurricane destroyed 584 of the 600 houses in Kingstown.

Dutch islands
A Dutch sea-officer was on a ship that was blown from Sint Eustatius to Martinique. When he returned to Sint Eustatius, he reported on the damage in Saint-Pierre, Martinique; Saint Vincent; and St. Lucia. He said that on Sint Eustatius, "some houses are destroyed" and merchandise left on the beach was ruined by sea water. He did not mention a dramatic death toll on the island. He also said that the situation there was not as bad as on the French and English islands.

Spanish islands
Heavy damage was reported in southern Puerto Rico, primarily in Cabo Rojo and Lajas. Severe damage also occurred in the eastern region of the Captaincy General of Santo Domingo.

Losses by English navy
Among the ships lost from Rodney's fleet were the frigates HMS Phoenix, which wrecked on the Cuban coast, and HMS Blanche, which disappeared without a trace. The sixth rate frigates HMS Andromeda and HMS Laurel were wrecked on Martinique with heavy loss of life. By far the worst losses in the British fleet, however, were under the command of Vice Admiral Peter Parker and Rear-Admiral Joshua Rowley. At the time of the hurricane, Rowley was off the coast of New York with a portion of the fleet, including HMS Sandwich. Parker was in Port Royal, Jamaica. Many of their ships, however, were in the hurricane's path. Among the losses were HMS Thunderer, HMS Stirling Castle, HMS Scarborough, HMS Barbados, HMS Deal Castle, HMS Victor, and HMS Endeavour.
Almost all of their crews died. Seven additional ships were dismasted.

Losses by French navy
A fleet of 40 French ships involved in the American Revolutionary War was struck off Martinique during the hurricane. Several hundred soldiers and about 9,000 civilians died, but among the French military losses was only the frigate Junon.


https://en.wikipedia.org/wiki/Great_Hurricane_of_1780
 
Today in Naval History - Naval / Maritime Events in History
10 October 1794 – Launch of French Décade Française, a 32-gun Galathée class frigate at Bordeaux


HMS Decade was a 36-gun fifth-rate frigate of the Royal Navy. She was formerly the French Galathée-class frigate Décade, which the British had captured in 1798. She served with the British during the French Revolutionary and Napoleonic Wars, and was sold out of the service in 1811.

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A naive drawing depicting the chase and capture of 'Le Decade' by the 'Naiad' on 24 August 1798, off Cape Finisterre (north-west Spain). The 'Naiad', 38 guns, was built by Hall & Co. at Limehouse on the Thames and launched in 1797. She was commissioned in 1798 under Captain William Pierrepont and was involved in action against the French until the defeat of Napoleon in 1815, including being among the frigates at the Battle of Trafalgar in 1805. A cartouche of laurel leaves on the right hand side of the drawing describes the action: 'His Majesty’s Ship / NAIAD of 38 guns Capt. / Pierepont Engages & takes / LE. DECADE a french / Frigate of 44 guns off / Cape Finister [sic] Aug 24 / 1798' The French ship is shown in the foreground, with the 'Naiad' partially hidden, and clouds of smoke between the two. The crews appear to be on deck, flags are flying and both ships are in full sail. The whole scene is enlivened by various mythical beings and fish, including Neptune and his wife, Amphitrite, in red high heels and a large skirt, being pulled along in a chariot (flying the royal standard and a white ensign) by hippocamps; a sea nymph, or naiad, with a mirror (a naiad also appears on the badge of HMS 'Naiad'); Fame blowing her trumpet; Britannia ruling the waves, accompanied by a very small, anxious lion; and Hope, with her anchor. In 1799, still patrolling off Cape Finisterre, the 'Naiad' shared in the capture of the Spanish frigates 'Thetis' and 'Santa Brigida' - carrying £600,000 in Mexican treasure - with three other British frigates. Each captain became rich, reaping over £40,000 in prize money, and even seamen got £182 each from the treasure, excluding the value of the Spanish ships, which the Navy purchased. These were huge sums at the time. 'Naiad's' most glorious hour came when, under Captain Thomas Dundas, she served among the frigates at the Battle of Trafalgar in 1805. She is mentioned in Nelson’s private diary as sending the signal for enemy ships appearing and, after the battle, she towed the dismasted 'Belleisle' to Gibraltar for repair. She took part in many other actions during the war, and continued in service in the Mediterranean until 1826, when she was paid off. After this she stayed in use in South America, and was not broken up until 1898. She had survived longer than any other British-built ship at Trafalgar except for the 'Victory' (though the French-built 'Implacable', ex- 'Duguay-Trouin', also lasted to 1949). This is an excellent example of English naive art, depicting a real event with great inventiveness and immediacy. The artist, probably a witness to the engagement, has not only observed the two ships with great attention to detail, but also demonstrates an awareness of various classical and symbolic motifs which he uses to illustrate his story. Curiously, there are no other depictions of this action in the Museum's collection. One might expect such a work to have been based on an engraving, but it would appear to be ‘original’. The Museum purchased it in 2008, partly on the grounds that it previously had nothing like it in its collection. In great contrast, it has long had a pair of very fine pastel portraits, by John Russell RA, of Captain William Pierrepont of the 'Naiad' and his wife Maria, both dated 1801(PAJ2899, PAJ2906). [amended PvdM 5/09 and 12/10]
Read more at http://collections.rmg.co.uk/collections/objects/461210.html#Eemf6vpKdLU0I8zd.99



French service and capture
Décade was built at Bordeaux between March 1794 and January 1795, having been launched on 10 October 1794. She had been previously named Macreuse. After a short career with the French Navy she was captured on 24 August 1798.

On 24 August, Naiad was chasing a French frigate, which Magnanime joined. After about three hours the two British ships had caught up with the French ship, which proceeded for the next hour to fire on them with her stern chasers. She then struck. The French ship was Décade, with a crew of 336 men under the command of Citoyen Villeneau. Décade was pierced for 44 guns, but she had landed ten in Cayenne, from where she had sailed. In all, Naiad had chased Décade for 36 hours. The British took Décade back to Plymouth. She was registered there in October and fitted out there between April and December 1799.

British service
She was commissioned in June 1799 under Captain James Wallis, and sent to Jamaica in January the following year. She was paid off in October 1802. Decade was fitted out at Portsmouth between May and July 1803 and recommissioned again in June 1803 under Captain William Rutherfurd. Rutherfurd commanded Decade in the English Channel, before sailing to join the Mediterranean Fleet in March 1805. She took part in the pursuit of the French fleet to the West Indies during the Trafalgar Campaign, and in 1806 she came under the command of Captain John Stuart. Stuart was assigned to Sir Richard Strachan's squadron, and took part in the pursuit of Jean-Baptiste Willaumez's squadron during the Atlantic campaign of 1806. Decade was assigned to the serve in the Channel in 1807, and by 1808 was on the Irish station.

She was sold at Deptford on 21 February 1811

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Galathée, drawn in 1781 by François Aimé Louis Dumoulin

The Galathée class was a type of 32-gun frigates of the French Navy, designed by Raymond-Antoine Haran, with 26 × 12-pounder and 6 × 6-pounder guns. six units were built in all, seeing service during the Naval operations in the American Revolutionary War, and later in the French Revolutionary Wars. The Royal Navy captured and took into service five of the six, the sixth being wrecked early in the French Revolutionary Wars.
Charente Inférieure sub-class
Builder: Rochefort
Launched: 1779
Fate: wrecked in 1795
Builder: Bordeaux
Launched: 1779
Fate: sold as a privateer and captured in 1804 by the Royal Navy. Taken into British service as HMS Antigua.
Builder: Rochefort
Launched: 1785
Fate: renamed to Pique, captured by the Royal Navy and taken into British service as HMS Pique in 1796
Builder: Rochefort
Launched: 1793
Fate: renamed Tribune in February 1794, captured by British Navy in 1796 and taken into British service as HMS Tribune, being wrecked the next year

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To Captain Sir Thomas Williams, This Print representing The Capture of the French Frigate La Tribune by His Majesty's Ship The Unicorn on the 8th June 1796 (PAH7894)
Read more at http://collections.rmg.co.uk/collections/objects/147841.html#7QWvSQvpHRPdzZ4m.99

Builder: Bordeaux
Launched: 1794
Fate: renamed Renommée in 1795; captured by British Navy in 1796, becoming HMS Renommee. Broken up 1810
Builder: Pierre Guibert, Bordeaux
Launched: 1794
Fate: Renamed Décade in 1795; captured by British navy in 1798, becoming HMS Decade. Sold 1811


https://en.wikipedia.org/wiki/HMS_Decade_(1798)
https://en.wikipedia.org/wiki/Galathée-class_frigate
 
Today in Naval History - Naval / Maritime Events in History
10 October 1843 – Launch of HMS Worcester, a 52-gun 1,500 ton fourth rate frigate, belonging to the six-ship Southampton class in Deptford, 23 years after she was laid down


HMS Worcester was a 52-gun 1,500 ton fourth rate frigate of the Royal Navy, belonging to the six-ship Southampton class. She was laid down in Deptford in 1820 but only launched in 1843. She was lent as a training ship in 1862 to form the Thames Marine Officer Training School (later known as the Thames Nautical Training College), with nearly £1,000 spent on her conversion. In that role she was moored on the Thames at Blackwall Reach, Erith by 1863, Southend in 1869 and finally at Greenhithe in 1871. She was broken up in 1885 and succeeded by the renamed HMS Frederick William.

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Scale: 1:48. Plan showing the body plan, sheer lines, and longitudinal half-breadth for Southampton (1820) and Worcester (1843), both 60-gun Fourth Rate Frigates. The plan may relate to the rest of the class: Portland (1822), Lancaster (1823), Winchester (1822), and Chichester (1843). Signed by Henry Peake [Surveyor of the Navy, 1806-1822], Joseph Tucker [Surveyor of the Navy, 1813-1831], and Robert Seppings [Surveyor of the Navy, 1813-1832].
Read more at http://collections.rmg.co.uk/collections/objects/81366.html#2yAe6FRJoGlpgeDj.99


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The Southampton-class frigates launched from 1820 onwards were 52-gun sailing frigates of the fourth rate produced for the Royal Navy following the close of the Napoleonic War. They were designed in 1816 to carry sixty guns, but were completed with fifty-two guns only. The design, a joint effort by the Surveyors of the Navy, was modified from that of the Java launched in 1815.

A total of four ships were ordered on 23 May 1816, with two more in 1817 and 1818; however the last pair were delayed and were not launched until 1843 with a substantially altered armament. Two further ships were ordered to a very slightly enlarged version of this design in 1825, to have been built at Plymouth Dockyard as Liverpool and Jamaica, but were cancelled on 5 March 1829 without ever being laid down.


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Scale: 1:24. A model of the stern of HMS Worcester (1843) showing the timbering made entirely in wood. The model has been made in two halves with the starboard side depicting the vessel as finished from the waterline up the hull is painted black with a white line along the gun deck. The port side shows the timbering arrangements which have been painted on and varnished. There are fourteen gun ports, half of which are painted red internally. On the starboard side is a small circular quarter gallery together with half a circular gallery directly over the rudder,all of which are complete with glazed windows and mouldings. The interior and upper gun deck on the starboard side are painted a creamy white whilst the port side remains undecked. The two halves are secured together by a series of horizontal wooden beams. On the interior is a paper label which reads "G 146 C".
Read more at http://collections.rmg.co.uk/collections/objects/68194.html#VIZzWTiF6OKPTHzP.99


Ships in class
  • Southampton
    • Ordered: 23 May 1816
    • Built by: Deptford Dockyard.
    • Keel laid: March 1817
    • Launched: 7 November 1820
    • Completed: 11 May 1821.
    • Fate: Became a Coastguard vessel in 1857 and a training ship in 1867. Sold to break up on 26 June 1912.
  • Portland
    • Ordered: 23 May 1816
    • Built by: Plymouth Dockyard.
    • Keel laid: August 1817
    • Launched: 8 May 1822
    • Completed: 20 August 1833.
    • Fate: Sold to break up on 19 May 1862.
  • Lancaster
    • Ordered: 23 May 1816
    • Built by: Plymouth Dockyard.
    • Keel laid: 18 July 1818
    • Launched: 23 August 1823
    • Completed: 8 October 1823.
    • Fate: Never commissioned; fitted out to become a fever hospital ship but was never used. Sold to break up at Plymouth on 17 February 1864.
  • Winchester
    • Ordered: 23 May 1816
    • Built by: Woolwich Dockyard.
    • Keel laid: November 1818
    • Launched: 21 June 1822
    • Completed: 16 September 1822.
    • Fate: Became training ship Conway at Liverpool in November 1861, renamed Mount Edgcumbe on 1 September 1876. Sold to break up on 8 April 1921.
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HMS Winchester
  • Chichester
    • Ordered: 23 July 1817
    • Built by: Woolwich Dockyard.
    • Keel laid: July 1827
    • Launched: 12 July 1843
    • Completed: 23 February 1844.
    • Fate: Became training ship at Greenhithe in 1866. Sold to break up in May 1889.
  • Worcester
    • Ordered: 21 July 1818
    • Built by: Deptford Dockyard.
    • Keel laid: December 1820
    • Launched: 10 October 1843
    • Completed: November 1843 at Sheerness Dockyard.
    • Fate: Became training ship at Greenhithe in 1862. Sold to break up in August 1885.


https://en.wikipedia.org/wiki/HMS_Worcester_(1843)
http://collections.rmg.co.uk/collec...el-364667;browseBy=vessel;vesselFacetLetter=W
https://en.wikipedia.org/wiki/Thames_Nautical_Training_College
 

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