Naval/Maritime History 24th of April - Today in Naval History - Naval / Maritime Events in History

Today in Naval History - Naval / Maritime Events in History
13 December 1693 - Death of Willem van de Velde the Elder
Because of painters like him, we know now, how these ships were looking like

Willem van de Velde the Elder (c. 1611 – 13 December 1693) was a Dutch Golden Age seascape painter.

Willem_van_de_Velde,_by_Gerard_Sibelius_after_Godfrey_Kneller-2.jpg

Biographical Outline
Willem van de Velde, known as the Elder, a marine draughtsman and painter, was born in Leiden, the son of a Flemish skipper, Willem Willemsz. van de Velde, and is commonly said to have been bred to the sea. In 1706 Bainbrigg Buckeridge noted that he “understood navigation very well”. He married Judith Adriaensdochter van Leeuwen in Leiden, the Netherlands, in 1631.

His three known legitimate children were named Magdalena, born 1632; Willem, known as the Younger, also a marine painter, born 1633; and Adriaen, a landscape painter, born 1636.

His marriage was stormy, at least in its later years. David Cordingly relates that Willem the Elder fathered two children out of wedlock in 1653, one “by his maidservant, and the other by her friend. Nine years later the Elder and his wife went through a legal separation, ‘on account of legal disputes and the most violent quarrels’. The immediate cause of the dispute was his affair with a married woman.” Michael S. Robinson noted that “on 17/27 July 1662, he and his wife agreed to part. A condition of the separation was that the Elder could recover from his son Adriaen ‘two royal gifts’, presumably gifts from Charles II for work done in England.” Cordingly’s account further relates that the dispute was still continuing after another ten years, since “in the autumn of 1672 Judith complained to the woman’s husband.” Robinson adds that by 1674 the couple “must have been reconciled”, for at a chance meeting with Pieter Blaeu in Amsterdam in July the Elder explained that he was only visiting for a few days “in order to fetch his wife”. His son, Adriaen, had died in Amsterdam in 1672, and Willem the Elder was also fetching his grandson, similarly named Adriaen, who was then aged two.

After his move to England, the exact date of which is uncertain, but reportedly at the end of 1672 or beginning of 1673, he is said to have lived with his family in East Lane, Greenwich, and to have used the Queen’s House, now part of the National Maritime Museum in Greenwich, as a studio. Following the accession of William III and Mary II as King and Queen of England, it appears that this facility was no longer provided, and by 1691 he was living in Sackville Street, now close to Piccadilly Circus. He died in London, and was buried in St James’s Church, at the south end of the street.

1280px-Willem_van_de_Velde_(II)_-_De_verovering_van_het_Engelse_admiraalschip_de_'Royal_Prince'.jpg De_krijgsraad_aan_boord_van_de_'De_Zeven_Provinciën',_het_admiraalschip_van_Michiel_Adriaensz_...jpg Van_de_Velde,_Battle_of_Schooneveld.jpg

Professional career
He was the official artist of the Dutch fleet for a period, being present at the Four Days Battle, 1–4 June 1666, and the St James's Day Battle, 25 July 1666, to make sketches. In his work on the biographies of artists, Arnold Houbraken quotes Gerard Brandt's biography of Admiral Michiel de Ruyter,[1]relating the anecdote where Willem van de Velde asked Admiral de Ruyter permission to have a galley row him around for a good view of the proceedings on the evening of the Four Days battle in 1666. He wasn't the only artist to paint the scenes of this battle, his son, Ludolf Bakhuysen and Pieter Cornelisz van Soest also made paintings of it. This act later was the reason that van Velde gained his marine commission in London. The date, 1672, commonly given for his entry into the service of Charles II of England, was at a time when the Dutch Republic was at war with England (Third Anglo-Dutch War).

De_slag_bij_Terheide_-_The_Battle_of_Schevening_-_August_10_1653_(Willem_van_de_Velde_I,_1657).jpg Ritning-_Galleri_och_akterspegel__av_van_de_Velde_d.ä._1667._1667_-_Sjöhistoriska_museet_-_O_0...jpg large (2).jpg

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https://en.wikipedia.org/wiki/Willem_van_de_Velde_the_Elder
http://collections.rmg.co.uk/collec...ity=subject-90582;browseBy=collection;start=0
 
Today in Naval History - Naval / Maritime Events in History
13 December 1758 – The English transport ship Duke William sinks in the North Atlantic, killing over 360 Acadian civilians, also ships Ruby and Violet with Acadians on board were lost in these days


The Duke William was a ship which served as a troop transport at the Siege of Louisbourg and as a deportation ship in the Île Saint-Jean Campaign of the Expulsion of the Acadians during the Seven Years' War. While the Duke William was transporting Acadians from Île St Jean (Prince Edward Island) to France, the ship sank in the North Atlantic on December 13, 1758, with the loss of over 360 lives. The sinking was one of the greatest marine disasters in Canadian history.

Captain
Captain William Nichols of Norfolk, England, was the commander and co-owner of the Duke William when it sank. Nichols survived the sinking and received international attention when his journal recounting the tragic incident was published in popular print throughout the 19th century in England and America. Several years after the sinking of the Duke William, Nichols also received international attention when he was taken captive by American patriots during the American Revolution.

Passengers
Noel Doiron (1684 – December 13, 1758) was one of over three hundred people aboard the Duke William who were deported from Île St. Jean. William Nichols described Noel as the "head prisoner" and the "father of the whole island", a reference to Noel's place of prominence among the Acadian residents of Île St. Jean.[4] For his "noble resignation" and self-sacrifice aboard the Duke William, Noel was celebrated in popular print throughout the nineteenth century in England and America. Noel Doiron also is the namesake of the village of Noel in Hants County, Nova Scotia.

Jacques Girrard was a priest who also sailed on the fatal voyage. Girrard had been the parish priest for Noel Doiron and other Acadians who lived on Île St. Jean. He was one of the few who survived the sinking of the Duke William.

Voyage
Louisbourg fell to the British on July 26, 1758 and within two weeks a deportation order was issued for the Acadians of Île St. Jean (Prince Edward Island). The English authorities had given up on their earlier attempts to assimilate the Acadians into the thirteen colonies and now wanted them returned directly to France.

On October 20, 1758, the Duke William left Île St. Jean for France with over 360 Acadians on board. The ship sailed in a convoy with nine other vessels, two of which were the Violet (with over 280 Acadians) and Ruby (with approximately 310 Acadians). The ship sailed through the Canso Strait and moored off Canso, Nova Scotia, for almost a month because of foul weather. During the time in Canso, the Acadians helped the ship narrowly escape a raid by the Mi'kmaq.

On November 25, the Duke William sailed out of the bay of Canso. On the third day at sea there was a storm and the Duke William became separated from the other two ships. The Ruby ran aground in a storm on the island of Pico in the Azores, which caused the death of 213 of the Acadians on board.

Almost two weeks after the ships were separated, late in the day on December 10, the Duke William re-encountered the Violet. The Violet was sinking; during the night the Duke William sprung a leak and the Acadians assisted at the pumps. In the morning on December 11, after a brief squall, the Violetsank with all the Acadians on board.

The Acadians and crew on the Duke William tried for three days to pump the water from her. Captain Nichols recorded: "We continued in this dismal situation three days; the ship, notwithstanding our endeavours, full of water, and expected to sink every minute." Captain Nichols reports that he gave up and announced to the Acadians and crew: "I told them we must be content with our fate; and as we sure certain we had done our duty, we should submit to Providence, to the Almighty will, with pious resignation."

Despite this resignation, Captain Nichols dispatched both the long boat and cutter that were on board so that they might approach any passing vessels. On the morning of December 13, two English vessels were within sight of the Duke William. Captain Nichols records: "I went and acquainted the priest [Girard] and the old gentleman [Noel Doiron] with the good news. The old man took me in his aged arms, and cried for joy." The ships did not stop. During the possible rescue, the Duke William almost got separated from the long boat and the cutter. As the long boat and cutter returned, a Danish ship appeared in the distance. Again those aboard thought they were saved, but the Danish ship, like those before, sailed away from them.

Noel Doiron's decision
Ship's boats in the 18th century were designed for work, not lifesaving. Intended to load cargo and supplies as well as shuttle people ashore, the three small boats aboard Duke William could hold only a handful of those aboard.

Captain Nichols then recorded Noel Doiron's decision:

About half an hour after, the old gentleman [Noel Doiron] came to me, crying; he took me in his arms, and said he came with the voice of the whole people, to desire that I and my men would endeavour to save our lives, in our boats; and as they could not carry them, they would on no consideration be the means of drowning us. They were well convinced, by all our behaviour, that we had done everything in our power for their preservation, but that God Almighty had ordained them to be drowned, and they hoped that we should be able to get safe ashore.
I must acknowledge that such gratitude, for having done only our duty, in endeavouring to save their lives as well as our own, astonished me. I replied that there were no hopes of life, and, as we had all embarked in the same unhappy voyage, we would all take the same chance. I thought we ought to share the same fate. He said that should not be; and if I did not acquaint my people with their offer, I should have their lives to answer for.
The two boats on board were lowered into the English channel carrying only the Captain, his crew, and the parish priest Girrard. Upon lowering the life boats, Noel Doiron sharply reprimanded a fellow Acadian Jean-Pierre LeBlanc for trying to board a lifeboat while abandoning his wife and children. As Priest Girrard got in the lifeboat he saluted Noel Doiron. After Captain Nichols could no longer see the ship, four Acadians got into a third boat and arrived safely in Falmouth, England.

The Duke William sank about 20 leagues (97 km; 52 nmi) from the coast of France shortly after 4:00 p.m. on December 13, 1758. Noel Doiron, his wife, Marie, five of their children with their spouses and over thirty grandchildren were lost – 120 family members in total.

Acadian Remembrance Day
The Federation des Associations de Familles Acadiennnes of New Brunswick and the Société Saint-Thomas d'Aquin of Prince Edward Island has resolved that December 13 each year shall be commemorated as "Acadian Remembrance Day" to commemorate the sinking of the Duke William and the nearly 2,000 Acadians deported from Ile-Saint-Jean who perished in the North Atlantic from hunger, disease and drowning. The event has been commemorated annually since 2004 and participants mark the event by wearing a black star.


Ruby was a ship used to deport Acadians from Ile St Jean (Prince Edward Island) to France, as part of the Ile Saint-Jean Campaign during the Seven Years' War. The ship hit the rocks on Pico Island (Azores) and sank on December 16, 1758, with the loss of 193 lives.

Ruby was a ship of 380 tons and 6 cannons, under command of captain William Kelly.

Together with Duke William, John, Samuel, Neptune, Violet, Yarmouth, and an other unknown ship, Ruby was part of a fleet that left on November 25 from Port-la-Joye for France. On board Violet were some 310 Acadian civilians and a crew of 26.

A few days later, the fleet encountered a storm that dispersed the ships. Stormy weather continued for several weeks. On December 12, Violet sank with all hands lost, and the next day Duke William also went down.

Ruby reached the Azores, but hit the rocks and sank on 16 December. At that point, 77 passengers had already died of disease. Another 113 died in the shipwreck, together with three crew members. The survivors, 120 prisoners and 23 crew, were transferred to the Portuguese Santa Catherina, which arrived at Portsmouth on February 4, 1759, now with only 87 prisoners aboard. They were shipped to Le Havre on February 10. The fate of the other prisoners and the crew is unknown.


Violet was a ship used to deport Acadians from Ile St Jean (Prince Edward Island) to France, as part of the Ile Saint-Jean Campaign during the Seven Years' War. The ship sank in the North Atlantic on 12 December 1758, with the loss of 280–400 lives.

Violet was a ship of 315 tons and 8 cannons, under command of captain Benjamin Suggit.

Together with Duke William, John, Samuel, Neptune, Ruby, Yarmouth and an other unknown ship, Violet was part of a fleet that left on 25 November from Port-la-Joye for France. On board Violet were some 360 Acadian civilians.

A few days later, the fleet encountered a storm which dispersed the ships. Stormy weather continued for several weeks. On 10 December Duke William caught sight of Violet, and discovered that she was in difficulties, taking in water fast. Violet sank two days later with all hands lost.

According to historian Earle Lockerby, 90 passengers had already died before from the appalling conditions on board. In the following days, Duke William and Ruby also foundered, with great loss of life.

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This is the only contemporaneous image of the Expulsion of the Acadians, showing the raid on Grimross (present-day Gagetown, New Brunswick).

The Expulsion of the Acadians, also known as the Great Upheaval, the Great Expulsion, the Great Deportation and Le Grand Dérangement, was the forced removal by the British of the Acadian people from the present day Canadian Maritime provinces of Nova Scotia, New Brunswick, and Prince Edward Island — parts of an area also known as Acadia. The Expulsion (1755–1764) occurred during the French and Indian War (the North American theatre of the Seven Years' War) and was part of the British military campaign against New France. The British first deported Acadians to the Thirteen Colonies, and after 1758, transported additional Acadians to Britain and France. In all, of the 14,100 Acadians in the region, approximately 11,500 Acadians were deported A census of 1764 indicates that 2,600 Acadians remained in the colony, presumably having eluded capture.

During the War of the Spanish Succession, the British captured Port Royal, the capital of the colony, in a siege. The 1713 Treaty of Utrecht, which concluded the conflict, ceded the colony to Great Britain while allowing the Acadians to keep their lands. Over the next forty-five years, however, the Acadians refused to sign an unconditional oath of allegiance to Britain. During the same period, some also participated in various military operations against the British, and maintained supply lines to the French fortresses of Louisbourg and Fort Beauséjour. As a result, the British sought to eliminate any future military threat posed by the Acadians and to permanently cut the supply lines they provided to Louisbourg by removing them from the area.

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Without making distinctions between the Acadians who had been neutral and those who had resisted the occupation of Acadia, the British governor Charles Lawrence and the Nova Scotia Council ordered them to be expelled. In the first wave of the expulsion, Acadians were deported to other British North American colonies. During the second wave, they were deported to Britain and France, and from there a significant number migrated to Spanish Louisiana. Acadians fled initially to Francophone colonies such as Canada, the uncolonized northern part of Acadia, Isle Saint-Jean (present-day Prince Edward Island) and Isle Royale (present-day Cape Breton Island). During the second wave of the expulsion, these Acadians were either imprisoned or deported.

Along with the British achieving their military goals of defeating Louisbourg and weakening the Mi'kmaq and Acadian militias, the result of the Expulsion was the devastation of both a primarily civilian population and the economy of the region. Thousands of Acadians died in the expulsions, mainly from diseases and drowning when ships were lost. On July 11, 1764, the British government passed an order-in-council to permit Acadians to legally return to British territories, provided that they take an unqualified oath of allegiance. The American poet Henry Wadsworth Longfellow memorialized the historic event in his poem about the plight of the fictional character Evangeline, which was popular and made the expulsion well known.



https://en.wikipedia.org/wiki/Duke_William_(ship)
https://en.wikipedia.org/wiki/Ruby_(1758_ship)
https://en.wikipedia.org/wiki/Violet_(ship)
https://en.wikipedia.org/wiki/Expulsion_of_the_Acadians
 

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Today in Naval History - Naval / Maritime Events in History
13 December 1763 – two-masted brigantine packet ship Hanover wrecked


The Hanover was a two-masted brigantine packet ship owned and operated by the Falmouth Packet Company, which operated between 1688 and 1852. Hanover was 100-foot (30 m) long and was built in 1757.

On 13 December 1763, while en route from Lisbon to Falmouth, she was driven ashore by a gale. There were only three survivors out of 27 crew and 40 passengers. The location, near Perranporth has become known as Hanover Cove as a result. At the time she was carrying a large amount of gold and valuables; historical evidence suggests that this was mostly recovered around the time of the wrecking.

The wreck made legal history, when in 1765 an iron trunk containing bullion was recovered. The insurers had already paid out on the loss and the case established that where insurers paid out on cargo and the owners subsequently recovered their property, the insurers were entitled to a refund.

Hanover,_Falmouth_Packet,_cannonball.JPG Hanover,_Falmouth_Packet,_drawstring_bag_for_gunpowder.JPG Hanover,_Falmouth_Packet,_ship's_bell.JPG Hanover,_Falmouth_Packet,_wadding_from_loaded_cannon.JPG

The wreck was discovered by local diver Colin Martin in 1994 following changes in the seabed and was identified by means of recovery of the ship's bell. The Post Office as owners of the wreck paid for an archaeological investigation and recommended in 1996 that it should be protected under the Protection of Wrecks Act. However, protection was not granted. It was not until 19 July 1997, that the wreck site received emergency designation following the recovery of some fifty guns. The finder was subsequently licensed to excavate under archaeological supervision with the intention of displaying finds in a local shipwreck museum. Musket, shot, ship-fittings and the Captain's ring have also been brought to the surface. The wreck site has since been protected by return of the sand covering.



https://en.wikipedia.org/wiki/Hanover_(ship)
 
Today in Naval History - Naval / Maritime Events in History
13 December 1796 - HMS Terpsichore (32), Cptn. Bowen, captured French frigate Vestale (36) Cptn. Foucaud (Killed in Action), off Cadiz - and retaken by the crew the day after


HMS Terpsichore was a 32-gun Amazon-class fifth-rate frigate of the Royal Navy. She was built during the last years of the American War of Independence, but did not see action until the French Revolutionary Wars. She served during the French Revolutionary and Napoleonic Wars, in a career that spanned forty-five years.

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Capture of the Mahonesa Octr. 13th 1796 (PAD5511)

Terpsichore was launched in 1785, but was not prepared for active service until the outbreak of the French Revolutionary Wars in 1793. She was initially sent to serve in the West Indies where in 1794 Captain Richard Bowen took command. Bowen commanded Terpsichore until his death in 1797, and several of her most memorable exploits occurred during his captaincy. Terpsichore served mostly in the Mediterranean, capturing three frigates, and in 1797 went as far as to attack the damaged Spanish first rate Santísima Trinidad, as she limped away from the Battle of Cape St Vincent. The Santísima Trinidad mounted 136 guns to Terpsichore's 32, and was the largest warship in the world at time. Terpsichore inflicted several casualties, before abandoning the attack. Terpsichore passed through several commanders after Bowen's death at Tenerife, and went out to the East Indies, where her last commander was Captain William Augustus Montagu. Montagu fought an action with a large French frigate in 1808, and though he was able to outfight her, he was not able to capture her. Terpsichore returned to Britain the following year, and spent the last years of the war laid up in ordinary. She survived in this state until 1830, when she was broken up.

Class and type: 32-gun Amazon class frigate (1773) fifth-rate frigate
Tons burthen: 682 4⁄94 bm
Length:
  • 126 ft (38.4 m) (overall)
  • 103 ft 8 in (31.6 m) (keel)
Beam: 35 ft 1 1⁄2 in (10.7 m)
Depth of hold: 12 ft 2 in (3.7 m)
Propulsion: Sails
Sail plan: Full rigged ship
Complement: 220
Armament:
  • Upper deck: 26 x 12-pounder guns
  • QD: 4 x 6-pounder guns + 4 x 18-pounder carronades
  • Fc: 2 x 6-pounder guns+ 2 x 18-pounder carronades

JUNO_1780_RMG_J6010.jpg
JUNO (sistership) 1780 lines & profile Date: NMM, Progress Book, volume 5, folio 245, states that 'Andromache' was begun in June 1780 at Adams & Barnard on the River Thames. She was launched 17 Nvoember and sent to Deptford Dockyard for fitting. It is likely to be her as 'Ambuscade' was launched in 1773.

Construction and commissioning

Terpsichore was ordered from James Betts, of Mistleythorn on 29 July 1782 and laid down there in November that year. She was launched on 29 July 1785 and completed between 31 January and November 1786, at a cost of £8,295.18.3d, with a further £104.15.2d spent on her boats, plus £4,025 for fitting out and coppering. The war with America was over by the time she was ready for service, and with no immediate use for her with the draw-down of the navy, Terpsichore was placed in ordinary at Chatham.

Vestale
Bowen refitted Terpsichore and departed on another cruise, capturing several small vessels on 12 and 13 November, sending them to Gibraltar, and on 22 November he learned from an American brig that he had encountered off Cape St. Mary's, that a Spanish ship bound for Cadiz from Montevideo was in the area. Bad weather prevented Bowen from locating the Spanish vessel at first, and he also had to escape from a Spanish ship of the line that appeared and chased the Terpsichore for a while. The Spanish ship was found to be anchored in Cadiz, and at 10 am the next day Bowen entered the harbour, captured the ship and brought her out. Bowen continued to cruise off Cadiz, and while sailing through a gale on the morning of 12 December, the lookouts spotted a frigate. Bowen gave chase, with both ships hampered by the rough weather, so that it was only after 40 hours that Bowen was able to bring Terpsichore alongside and at 10 o'clock on the night of 13 December the two ships engaged each other. After two hours the frigate surrendered, and was discovered to be the 36-gun French Vestale, with 270 men aboard. She had lost her captain and 40 men killed, while her second captain and another 50 men were wounded. The Terpsichore had casualties of a quartermaster and three seamen killed, and nineteen wounded.

Shortly after the French surrender all of Vestale's masts and her bowsprit went by the board. She began to drift towards the breakers off Cadiz, while her crew were drunk. The British prize-crew managed to regain control, and both ships managed to ride out the storm that night. It was not until the following evening that the wind changed sufficiently for Bowen to attempt to tow his prize away. The line became snagged on a rock, and had to be cut for the safety of both vessels. When dawn broke the next day Bowen discovered that the French had risen up against the prize crew and retaken the ship, sailing her into Cadiz. Now bereft of his prize, Bowen returned to port empty handed, writing to Jervis that 'As we feel conscious of having done out duty, to the utmost of our power, we endeavour to console ourselves with the expectation of our conduct being approved.' Jervis confirmed this, writing

“Dear Bowen, The intelligence we received from the patrons of two pilot-boats, when off Cadiz, on the 17th December, that the French frigate then lying between the Diamond and Procros, had been dismasted and captured by an English frigate, impressed us all with an opinion, that the Terpsichore had achieved this gallant action. I lament exceedingly that you and your brave crew were deprived of the substantial reward of your exertions; but you cannot fail to receive the tribute due to you from the government and country at large.

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H.M.S. Majestic bearing down to attack the Terpsichore and Atalante 3 Feb 1814 (PAH4081)

Amazon (Thetis) class 32-gun fifth rates 1773-87; 18 ships, designed by John Williams.
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Capture of La Vestale by HMS Clyde, Augt. 20th 1799 (PAD5625)

Vestale was a Magicienne class frigate, (32-gun design by Joseph-Marie-Blaise Coulomb, with 26 x 12-pounder and 6 x 6-pounder guns).
  • Magicienne, (launched 1 August 1778 at Toulon) – captured by British Navy in September 1781.
  • Précieuse, (launched 22 August 1778 at Toulon) – hulked November 1794, then deleted October 1814.
  • Sérieuse, (launched 28 August 1779 at Toulon) – sunk at the Battle of Aboukir, August 1798.
  • Lutine, (launched 11 September 1779 at Toulon) – captured by British Navy at Toulon September 1793 – wrecked in October 1799, her ship's bell was salvaged and still hangs in Lloyd's of London.
  • Vestale, (launched 14 October 1780 at Toulon) – captured by British Navy off Rochefort August 1799.
  • Alceste, (launched 28 October 1780 at Toulon) – captured August 1793 by British Navy at Marseille, but retaken by the French Boudeuse, on 8 June 1794, then captured again in June 1799.
  • Iris, (launched 29 October 1781 at Toulon) – captured August 1793 by British Navy at Marseille, and burnt December 1793 during evacuation.
  • Réunion, (launched 23 February 1786 at Toulon) – captured by British Navy off Cherbourg October 1793.
  • Modeste, (launched 18 March 1786 at Toulon) – captured by British Navy at Genoa October 1793.
  • Sensible, (launched 29 August 1787 at Toulon) – captured by British Navy off Malta June 1798.
  • Topaze, (launched 26 September 1790 at Toulon) – captured by British Navy August 1793.
  • Artémise, (launched 25 September 1794 at Toulon) – sunk at the Battle of Aboukir, August 1798.


https://en.wikipedia.org/wiki/HMS_Terpsichore_(1785)
 
Today in Naval History - Naval / Maritime Events in History
13 December 1809 - Boats of HMS Thetis (38), HMS Pultusk, Cptn. Elliot, HMS Achates, and HMS Bacchus took 16-gun french brig Nisus at Basse Terre, Guadaloupe.


HMS Thetis was a 38-gun fifth-rate frigate of the Royal Navy launched in 1782

Career
French Revolutionary Wars

On 2 May 1795 Rear Admiral George Murray sent Captain Alexander Cochrane in Thetis, together with HMS Hussar, to intercept three French supply ships reported at Hampton Roads. At daybreak on 17 May the British came upon five ships 20 leagues West by South from Cape Henry. The French made a line of battle to receive the British frigates. An action commenced, with three of the French vessels eventually striking their colours. Thetis took possession of the largest, which turned out to be Prévoyante, pierced for 36 guns but only mounting 24. Hussar captured a second, the Raison, pierced for 24 guns but only mounting 18. One of the vessels that had struck nonetheless sailed off. Two of the five had broken off the fight and sailed off earlier. (The three that escaped were the Normand, Trajan, and Hernoux.) An hour after she had struck, Prévoyante's main and foremasts fell over the side. In the battle, Thetis had lost eight men killed and 9 wounded; Hussar had only two men wounded.

Four of the French ships had escaped from Guadeloupe on 25 April. They had sailed to American ports to gather provisions and naval stores to bring back to France.


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Capture of La Prevoyante and La Raison by Thetis and Hussar

Cochrane had intended to leave the prizes in charge of the cutter Prince Edward after repairing the damage to his vessel during the night. However, a breeze picked up and by morning the escaping French vessels were out of sight. The British sailed with their prizes to Halifax. The British took Prévoyante into the Royal Navy as HMS Prevoyante.

On 20 July, Thetis was in company with Hussar and HMS Esperance when they intercepted the American vessel Cincinnatus, of Wilmington, sailing from Ireland to Wilmington. They pressed many men on board, narrowly exempting the Irish revolutionary Wolfe Tone, who was going to Philadelphia.

In 1797 Thetis recaptured Indian Trader as Indian Trader was sailing from Cayenne to Baltimore. Thetis sent her into Halifax, Nova Scotia.

In 1801 Thetis took part in Lord Keith's expedition to Egypt. Because Thetis served in the navy's Egyptian campaign (8 March to 2 September 1801), her officers and crew qualified for the clasp "Egypt" to the Naval General Service Medal that the Admiralty authorised in 1850 to all surviving claimants.

Napoleonic Wars
In 1809 boats from Thetis and several other vessels cut out the French 16-gun brig Nisus at Deshaies, Guadeloupe. Captain George Miller sent in boats with the marines from Pultusk, Achates and Bacchus, and 78 sailors. The landing party first captured the fort at Deshaies, whereupon Nisus surrendered when its guns were turned on her. During the operation, Attentive kept up a six-hour cannonade on Nisus and the battery. Many of the 300 men in the battery fled, as did most of the crew of Nisus before the British could take possession. The British destroyed the battery before withdrawing. British casualties amounted to two men from Thetis being wounded on shore, and two men being wounded on Attentive. The Royal Navy took Nisus into service as HMS Guadaloupe.

Thetis then took part in the storming of the batteries at Anse la Barque.

Thetis also participated in the capture of Guadeloupe in January and February 1810. In 1847 the Admiralty awarded the Naval General Service Medal with clasp "Guadaloupe" to all surviving participants of the campaign.


The French brig Nisus was a Palinure-class brig of the French Navy, launched in 1805. The Royal Navy captured Nisus at Guadeloupe in 1809. The British took her into service as HMS Guadaloupe (or Guadeloupe), and sold her in November 1814.

French service
Nisus, under the command of lieutenant de vaisseau Le Nétrel, sailed from Granville, Manche, to Saint-Servan. Then on 11 April 1806 she sailed from saint-Malo to Brest. From 18 July 1808 she carried provisions, munitions, and stores from Brest to Basse-Terre, and then returned to Brest. By this time Le Nétrel had been promoted to the rank of capitaine de frégate.[6] Still under his command, between 24 February and December 1809 she first sailed from Brest to Lorient. There she picked up troops and provisions for Guadeloupe before sailing there.

Nisus left Lorient on 30 October and arrived at Deshaies on 1 December. She was about to leave with a cargo of coffee when a British squadron under Captain George Miller in Thetis arrived on 12 December to reconnoiter the harbour.

Capture
Miller sent in boats with the marines from Thetis, Pultusk, Achates, and Bacchus, and 78 sailors. The landing party first captured the fort at Deshaies, whereupon Nisus surrendered when its guns were turned on her. During the operation, Attentive kept up a six-hour cannonade on Nisus and the battery. Many of the 300 men in the battery fled, as did most of the crew of Nisus before the British could take possession. The British destroyed the battery before withdrawing. British casualties amounted to two men from Thetis being wounded on shore, and two men being wounded on Attentive.

British service
The British took Nisus into service as HMS Guadaloupe and commissioned her at Antigua under Commander Michael Head.

Guadaloupe immediately participated in the capture of Guadeloupe in January and February 1810. In 1847 the Admiralty awarded the Naval General Service Medal with clasp "Guadaloupe" to all surviving participants of the campaign.

Head then sailed Gaudaloupe to Deptford where she underwent fitting-out from 23 August to 23 January 1811. In December 1810 Commander Joseph Swabey Tetley, late of Derwent, took command; he later sailed to the Mediterranean.

On 27 June 1811 Guadaloupe was off the Cap de Creux when she sighted two strange vessels to leeward, one a brig of 16 guns and the other a xebec of ten guns. An action ensued during which the French brig attempted to board Guadaloupe. Eventually the two French vessels retreated some two miles to the protection of two shore batteries at Port-Vendres. Te French brig turned out to be the Tactique, of sixteen 24-pounder carronades and 150 men; the xebec was the Guêpe, of two long 8-pounder guns and six small carronades, and some 70 men. French losses were reported to have been 11 men killed and 48 wounded. Casualties aboard Guadaloupe consisted of one man killed, ten severely wounded, and two or three slightly wounded.

On 24 October 1811, Guadaloupe encountered the French privateer schooner Syrene. After a 13-hour chase, Guadaloupe cptured Syrene off Cape Blanco. She was pierced for 12 guns but carried only six. She had a crew of 61 men and was eight days out of Leghorn, but had made no captures

In 1812 Commander Arthur Stow (or Stowe), promoted from lieutenant, replaced Tetley. On 9 November 1813 Undaunted and Guadaloupe attacked Port-la-Nouvelle, with the marines storming the batteries while men from the ships captured two vessels and destroyed five. Captain Thomas Ussher of Undaunted noted in his report that this brought the total number of vessels taken or destroyed in the 10 months he had been in command of Undaunted up to seventy

Commander Charles Hole replaced Stow.

In April 1814, Lieutenant Charles Pengelly, who was First-Lieutenant of Guadeloupe, was made acting Commander of her for leading the Sicilian flotilla that participated in the capture of Genoa on 18 April. He was confirmed in the rank in September. Reportedly, Hole transferred to Pelorus. The same account stated that Lieutenant Pengelly had transferred from "the gun-boat service in the Faro" to Guadaloupe.

He returned Guadaloupe to Britain where she was paid-off in August 1814.

Fate

The Principal Officers and Commissioners of His Majesty's Navy offered the "Guadaloupe sloop, of 325 tons" lying at Plymouth for sale on 3 November 1815.[19] She sold on that day for £930



https://en.wikipedia.org/wiki/HMS_Thetis_(1782)
https://en.wikipedia.org/wiki/French_brig_Nisus_(1805)
 
Today in Naval History - Naval / Maritime Events in History
13 December 1809 - HMS Junon (36), Cptn. John Shortland, captured and destroyed by the French frigates Renommee (40), Clorinde (40), Loire (20) and Seine (20).


The Junon was a Gloire class 40-gun frigate of the French Navy. Launched in 1806, she saw service during the Napoleonic Wars, escorting merchant convoys to France's besieged Caribbean colonies. In February 1809 she was captured at sea after a fierce engagement with four Royal Navy vessels.

Recommissioned as HMS Junon, she served as part of the British blockade of French ports in the Caribbean. French frigates recaptured her in December 1809 off the French colony of Guadeloupe. The engagement so damaged Junon that her captors scuttled her.

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Scale: unknown. A contemporary full hull model of the French 40-gun frigate ‘La Gloire’ built plank on frame and mounted on its original wooden marquetry baseboard. This model is a fine example of French craftsmanship and it combines the use of both wood and bone or ivory. The ornately decorated stern galleries are typical of the French ‘horseshoe’ design with the ship’s name carved on a raised plaque on the counter. During the Revolutionary and Napoleonic Wars (1793–1815), large numbers of French prisoners were housed in open prisons throughout Britain. Their daily food ration included half a pound of beef or mutton on the bone. Subsequently, the bone became a readily available source of raw material from which a variety of objects were crafted. Other materials were also used including wood, horn, brass, silk, straw and glass. Typically, the models were not made to scale as accurate scale plans were not available and tools were limited. To realize a good price at market, the models were often named after famous ships of the time, whilst some models included spring-loaded guns operated by cords. The ‘Gloire’ was built in France and captured by the British in 1803. Measuring 158 feet along the gun deck by 41 feet in the beam, she was added to the Royal Navy and subsequently broken up in 1812.

Type: Gloire-class Frigate
Tons burthen: 1148 bm
Length: 46 metres (151 ft)
Beam: 12 metres (39 ft)
Draught: 7 metres (23 ft)
Complement: 330 men
Armament:

Capture by Britain
Main article: Action of 10 February 1809
On 10 November 1808, under capitaine de frégate Rousseau, Junon departed for Martinique, along with Vénus, Amphitrite, Cygne and Papillon. The squadron broke apart the next day, and she found herself isolated. On 10 February 1809 she ran across a British squadron composed of the frigates HMS Horatio and HMS Latona, the brig HMS Driver, and the schooner HMS Superieure; Junon surrendered after a lengthy resistance that left the ship entirely dismasted and with more than half her crew killed. The British towed her to Halifax, Nova Scotia for repair. There she was subsequently commissioned into the Royal Navy as the 38-gun HMS Junon.

Recapture by France
Her repairs completed, Junon returned to the Caribbean in September 1809 under the command of Captain John Shortland, under orders to enforce a naval blockade of French-controlled Guadeloupe.

At 2.15pm on 13 December, Junon was in company with the 14-gun sloop-of-war HMS Observateur when her crew sighted four unknown ships heading west towards the French colony. Both British vessels turned to intercept, with Observateur in the lead. The four unknown vessels were swiftly identified as frigates rather than merchantmen. Commander Wetherall of Observateur signaled this information to Junon and ordered his own ship cleared for action.

By sunset, the two British ships were within long range of the unknown ships. Observateur fired a warning shot in their direction and both she and Junon moved to close with the lead frigate preparatory to engaging them. However, as the British ships approached, the lead frigate ran up a Spanish flag, shortly followed by the British Red Ensign. Believing the unknown ships to be Spanish allies, Wetherall and Shortland reduced sail and Junon moved to come alongside the lead frigate to permit Captain Shortland to exchange greetings with her captain.

At 5.50pm, when Junon was "within Half Pistol Shott" of the lead frigate, that vessel suddenly hauled down its Spanish and British flags and raised the French ensign. The following three vessels followed suit, and all four vessels opened fire on Junon at short range. Junon's crew were taken by surprise; a ragged retaliatory broadside struck two of the French ships but caused little damage. Junon herself received broadsides to her port, starboard, and stern and quickly became indefensible; her crew surrendered at 7pm when French soldiers boarded their ship. A total of 15 British sailors were killed and 44 wounded, including Shortland, who was hit by musket fire and then struck through the body by wood splinters torn from the deck by cannon fire.

The British sloop Observateur had fired upon the French when the engagement began but Junon's capture was too swift for her to directly assist her sister ship. Instead, as Junon seemed lost Wetherall ordered that Observateur make sail and escape to the west.

The French vessels were the frigates Clorinde and Renommée, and the lightly armed flûtes Loire and Seine, en route to Guadeloupe with supplies and reinforcements for the colony. Overall command rested with Captain Dominque Roquebert aboard Clorinde. Roquebert's logs indicate he had not initially intended to engage the British, and had raised the Spanish flag in the hope that they would leave his ships alone. However, when Junon and Observateur drew near, Roquebert decide to continue with the ruse of the false flag to lure the British into range of all four French vessels at the same time. The French suffered 80 casualties, including 34 killed. All casualties were from among the crews of Clorinde and Renommée which had come alongside Junon during the battle. Loire and Seine had engaged the British ship from the rear and had not come under fire from either Junon or Observateur.

Fate
Junon remained afloat following her battle with Roquebert's ships, but her condition was unsalvageable. On 14 December Roquebert ordered that the surviving British crew be brought aboard the French vessels as prisoners. Later that day her captors set fire to Junon and she sank in waters east of Guadeloupe.[2]

Roquebert had Junon's erstwhile captain, John Shortland, conveyed to a hospital in Guadeloupe for medical care. He underwent several operations and the amputation of his right leg and part of one hand, but died of his wounds on 21 January 1810. He was buried with military honours in the French cemetery at Basse-Terre.


The Gloire-class frigate was a type of 18-pounder 40-gun frigate, designed by Pierre-Alexandre Forfait in 1802. They were built on the specifications of the Seine-class frigate Pensée (sometimes also called Junon class).

Ships in class
Builder: Basse-Indre
Launched: 20 July 1803
Fate: captured by the British Navy 1806, becoming HMS Gloire.
Builder: Basse-Indre
Launched: 4 June 1804
Fate: captured by the British Navy 1806, becoming HMS President.
Builder: Basse-Indre
Launched: 1 March 1805
Fate: captured by the British Navy 1809, becoming HMS Alcmene.
Builder: Le Havre
Launched: 5 April 1806
Fate: captured by the British Navy 1810, becoming HMS Nereide.
Builder: Le Havre
Launched: 16 August 1806
Fate: captured by the British Navy 1809, becoming HMS Junon.
Builder: Lorient
Launched: 9 January 1807
Fate: severely damaged 1809, sold 1813 or 1814.
Builder: Le Havre
Launched: 20 July 1807
Fate: burnt by the Royal Navy 1811.




https://en.wikipedia.org/wiki/French_frigate_Junon_(1806)
https://en.wikipedia.org/wiki/Gloire-class_frigate
 
Today in Naval History - Naval / Maritime Events in History
13 December 1809 - Boats of HMS Kent (74), HMS Ajax (74), HMS Cambrian (40), HMS Sparrowhawk (18) and HMS Minstrel (18) took and destroyed a convoy inside the mole of Palamos of a national ketch (14), two xebecs (3) and eight merchant vessels.


HMS Kent was a 74-gun third-rate ship of the line of the Royal Navy, launched on 17 January 1798 at Blackwall Yard.

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Scale: 1:48. Plan showing the body plan, sheer lines, longitudinal half-breadth for 'Kent' (1798), a 74-gun Third Rate, two-decker. The plan has been cut in two and a second sheet inserted to take into account the Admiralty Order dated October 1796 to lengthen her by 11 feet. This has resulted in further alteration to the masts, channels and dead eyes. Signed by John Henslow [Surveyor of the Navy, 1784-1806] and William Rule [Surveyor of the Navy, 1793-1813].


Career
On 9 May 1801 Kent, Hector and Cruelle unsuccessfully chased the French corvette Heliopolis, which eluded them and slipped into Alexandria.[3] Because Kent served in the Navy's Egyptian campaign (8 March to 8 September 1801), her officers and crew qualified for the clasp "Egypt" to the Naval General Service Medal that the Admiralty authorised in 1850 for all surviving claimants.

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Scale: 1:24. A model of the stern of HMS Kent (1798) showing the timbering, made entirely in wood. It 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. Thirteen of the fourteen gun ports on both halves of the model are finished with a red interior. There is a small semi-circular quarter gallery on each half with the addition of a glazed window gun port on the port side at the stern. Both the interior and upper gun deck are painted a creamy yellow with the bulwarks painted an emerald green with a black wooden capping.

On 13 December 1809 350 sailors and 250 marines from Kent,and two other 74-gun third rates, Cambrian and Ajax, attacked Palamós. (The sloops Sparrowhawk and Minstrel covered the landing.) The landing party destroyed six of eight merchant vessels with supplies for the French army at Barcelona, as well as their escorts, a national ketch of 14 guns and 60 men and two xebecs of three guns and thirty men each. The vessels were lying inside the mole under the protection of 250 French troops, a battery of two 24-pounders, and a 13" mortar in a battery on a commanding height. Although the attack was successful, the withdrawal was not. The British lost 33 men killed, 89 wounded, and 86 taken prisoner, plus one seaman who took the opportunity to desert.

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Scale: unknown. A contemporary waterline model of the sheer hulk Kent (1857), mounted on a wooden sea base with mooring chains laid out. The hull is painted with blacktop sides and a white stripe longitudinally, and is rigged with cream-coloured sheer legs. On deck are fitted a number of mooring bollards, fairleads and hatched giving access to the hull. The sheer legs are mounted in a tripod formation with the two larger on the starboard side supported by shrouds rigged with ratlines and the third rigged from the port side rigged with shrouds only. The lifting spars or ‘derricks’ are not rigged and are laid on deck for storage purposes. Since it was too dangerous to launch a ship with its lower mast stepped, the completed hull once launched, was towed and moored alongside these sheer hulks. Their role was a floating crane to step the lower masts on ships in a safe and controlled manner. In most cases, these vessels were old ships that had been retired from active service but were still seaworthy enough to be converted or rebuilt as sheer hulks. In this case, the ‘Kent’ was originally a 74-gun third rate launched in 1795 at Perry’s Yard, Blackwall, London. Measuring 182 feet in length by 49 feet in the beam, she was later rebuilt with a circular stern in 1817–20. She then became guardship for Plymouth and was re-rated to 76 guns in 1839. From 1857 the ‘Kent’ became a sheer hulk, eventually being broken up in situ in 1881.

Fate
Kent became a sheer hulk in 1856, and was broken up in 1881


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Illustrated certificate of commendation for the gun carriage invented by John Gover of 42 Paradise Street, Rotherhithe to reduce the number of men required to man a gun, as commnended by Captain William Hope of Kent (1798), a 74-gun, Third Rate, two-decker, and the Right Honourable Lord Duncan, as well as a Committee of Artillery Officers appointed by the Board of Ordnance.



https://en.wikipedia.org/wiki/HMS_Kent_(1798)
 
Today in Naval History - Naval / Maritime Events in History
13 December 1814 - Action of 13 December 1814
Five U.S. gun-boats and a sloop captured over 2 days in Lake Borgne.



The Action of 13 December 1814 was a naval action during the War of 1812. A flotilla of British longboats were on their way to fight the Battle of Lake Borgne. Before reaching the lake, they would encounter an American schooner of the United States Nav

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A schooner, name unknown, similar to USS Sea Horse

Background
The Louisiana Campaign had begun, British ships were sailing off the American southern coast, destination New Orleans. The British landing area for the invasion of Louisiana was set for Lake Borgne but in order to land, a squadron of American gunboats and other ships, had to be destroyed. At night, on December 13, 1814, the British set course for the lake.

Alexander Cochrane, of the Royal Navy, ordered Captain Nicholas Lockyer to proceed to the lake with a force of forty-two armed longboats, armed barges, armed launches and three armed gigs. Manned by 1,000 to 1,200 sailors and marines with 8 to 24 pound guns, mounted at the bow of the longboats. The force pushed off from HMS Armide at an unknown time of evening.

American forces, on USS Sea Horse and commanded by Sailing Master William Johnson were on a mission to Bay St. Louis, Mississippi to destroy a store of weapons to prevent its possible capture by the British fleet sailing in the region. Sea Horsewas armed with only one 6 pound cannon and had a crew of fourteen men. The Americans also had a shore battery and unknown amount of artillery on land.

Both sailors and artillery were sparse in the then frontier South.

Action
USS Sea Horse had not yet made it to Bay St. Louis when spotted by Captain Lockyer's longboats late at night on December 13, somewhere in a waterway between Lake Borgne and the Bay of St. Louis along the Gulf of Mexico. As soon as Lockyer spotted Sea Horse from a distance, an unknown number of boats were sent in that direction to cut the American schooner off and capture her. At some point, Sailing Master Johnson spotted the Royal Navy boats and attacked.

A brief exchange occurred which resulted in light damage to the American schooner by a couple British shots. Two men were killed and another two wounded. William Johnson then ordered his crew to head for the nearby coastline, protected by an artillery battery. The British vessels followed.


Aerial view of the waters surrounding the New Orleans region of Louisiana.

Once drawing the British boat fleet into range of the artillery battery, Sea Horse turned and headed back into battle. The artillery on the coast began firing and the British flotilla retreated, but only for a short while. After fighting off a British attack, Master Johnson felt the coastline under protection of the battery was a good place to anchor his ship until the next morning.

So the anchor was dropped and the Sea Horse's crew began to settle for the night. After short while of rest, the British longboats returned, more in numbers this time. The Royal Navy was able to achieve a closer range than during their first attack, due to the Americans believing their action was over for that night.

One member of the fourteen man U.S. crew spotted the silently approaching British boats and the alarm was raised. Immediately the crew were ordered to arm themselves with the schooner's issue of muskets, or man the sailing vessel's one gun. The British boats drew close and the Americans opened fire.

Hearing the Sea Horse's fire, the American battery commenced. Accurate fire from the Americans' small arsenal of weapons proved efficient and another longboat attack was driven off. Captain Lockyer decided to abandon his attempt to capture the Sea Horse and ordered his men to continue on to Lake Borgne.

Aftermath
The British suffered several armed longboats damaged in action and an unknown number of dead and wounded. The United States lost the said two dead and two wounded, as well as minor damage to the schooner. William Johnson, just after his encounter with the British, realized that the enemy fleet was nearby and the capture of his ship by the main Royal Navy fleet was indeed possible. So he ordered his ship to make for the nearest settlement. Once there, near a friendly location to prevent being stranded, Johnson ran his schooner aground on a beach and had her burnt.



https://en.wikipedia.org/wiki/Action_of_13_December_1814
 
Today in Naval History - Naval / Maritime Events in History
13 December 1814 - Capture of USS President


The capture of USS President was one of many naval actions fought at the end of the War of 1812. The frigate USS President tried to break out of New York Harbor but was intercepted by a British squadron of four warships and forced to surrender. The battle took place several weeks after the Treaty of Ghent, but there is no evidence that the combatants were aware that the war had officially ended.

1280px-HMS_Endymion_yaws_to_rake_USS_President.jpg
USS President (right foreground) engages HMS Endymion (left foreground) with her stern chaser
A Thomas Buttersworth painting at first, thought to be HMS Belvidera escaping from USS President, this painting depicts the HMS Endymion yawing to rake USS President at dusk as President is ahead of the British frigate and has her after sails cut while the British frigate has her foresails cut. Furthermore, the British frigate in the painting and HMS Endymion were painted all black which was extremely unusual for ships of that size at the time.


Prelude
USS President was a prime target of the Royal Navy during the War of 1812 as it was seen to have insulted British honor after the Little Belt Affair. By 1815, Commodore Stephen Decatur commanded President, he had captured the British frigate HMS Macedonian in a famous action in 1812, while in command of the frigate USS United States.

Napoleon's failed attempt at invading Russia in 1812 would relieve many British ships from European waters allowing them to impose a strict blockade on the United States. On June 1, 1813, Decatur tried to break out of New York in USS United Statesand USS Macedonian (which had been taken into the United States Navy), but he encountered a powerful British squadron which drove him into New London, Connecticut. The two frigates were effectively hulked or demilitarized in order to tow them far enough upriver to be safe from British cutting-out expeditions. Coincidentally, this was the same day of the capture of USS Chesapeake which meant that in one day, nearly half of the United States frigates were incapacitated by British forces. By 1814, the US Navy was entirely contained with the exception of a few sloops. The frigate Essex was captured, the frigates Columbia, Boston, Adams and New York had been destroyed, and United States, Macedonian, Constitution, Congress, Constellation were blockaded. There was no chance of sailing in good weather, the only hope for escape was in the dangerous winter gales when the British forces would be blown offshore. Decatur would try to break out of New London in United States in early 1814, but turned back when he feared that pro-British local civilians were burning blue lights to alert the blockaders. He and his crew of United States were transferred to the faster President, which had been refitted in New York.

Meanwhile, the British squadron blockading New York consisted of the former ship of the line Majestic which had been razeed (cut down) to create a 32-pounder frigate, the 24-pounder frigate HMS Forth, and the 18-pounder frigates HMS Pomone and HMS Tenedos. Commodore John Hayes was in overall command as the captain of Majestic. The 24-pounder frigate HMS Endymion had attempted to cut out (send the boats to board and capture) the privateer Prince de Neufchatel and had lost many of her crew, and Captain Henry Hope had expected to be sent back to Britain as Endymion by that time was an old ship (built in 1797) and her crew had been weakened by the battle. To his surprise, however, Admiral Henry Hotham ordered Endymionto remain on the North American Station as Endymion was the fastest ship in the Royal Navy, and he ordered some replacement crew to be drafted from the 56-gun razee HMS Saturn. Hope went to unusual lengths to train his new crew in anticipation of imminent combat using the same methods as were used by Philip Broke on HMS Shannon. The combination of Endymion's handling, speed, 24-pounder armament and the crew's training meant that she was better prepared for battle than most other frigates. Endymion relieved her newer softwood sister ship Forth from the New York blockade, and Hayes' squadron now consisted of Majestic, Endymion, Pomone, and Tenedos.

President's breakout
President was in New York Harbor with the sloops-of-war USS Peacock and USS Hornet, and the schooner-rigged tender USS Tom Bowline. By 1815 President was overdue for repairs. Unlike the other six frigates, President was not fastened with diagonal riders which caused her hull to be prone to hogging and twisting. They were preparing to break out past the British blockade to embark on cruises against British merchant shipping. A blizzard blew up from the northwest on 13 January, and the British ships were blown off their station to the southeast. Decatur determined to take advantage of the situation by breaking out with President alone. (He may have been accompanied by a merchant brig, also named Macedonian, carrying extra rations as a tender, but the brig does not feature in any subsequent events.) The plan was that the smaller warships would break out later and rendezvous with President off Tristan da Cunha in the South Atlantic.

Decatur immediately met with disaster. He had ordered gunboats as harbor pilots to mark the safe passage across the shoal with anchored boats at the mouth of the harbor, but they failed to do so properly and President grounded on the bar and remained stuck there for almost two hours, enduring a pounding from the wind and heavy sea. The frigate was damaged by the time that it was worked free: some copper was stripped away from the hull, the masts were twisted and some of them had developed long cracks. Decatur claimed the hull was twisted, and the bow and stern hogged on the sand bar, although it is likely that this was the case before President had even left port as she was already overdue for repairs. Decatur decided that it was impossible for President to return to port, the wind was still strong. The logs from the British squadron claimed that the gale had stopped, though strong winds persisted. Decatur headed east, keeping close to the Long Island shore before heading southeast.

While President and her crew were struggling to float off the sand bar, the British blockading squadron was fighting to return to their blockading station. As the winds slowed, the British regrouped. Hayes realized that American ships might have taken the opportunity to leave port unobserved, so he left Tenedos to watch the Sandy Hook passage and headed north to watch the Long Island passage, rather than heading back to the harbor entrance.

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Scale: 1:48. Plan showing the body plan, sternboard outline, sheer lines with scroll figurehead, and longitudinal half-breadth for President (captured 1815), a captured United States Fourth Rate, as taken off at Portsmouth Dockyard. The inboard detail includes the knees and riders. Signed by Nicholas Diddams [Master Shipwright, Portsmouth Dockyard, 1803-1823].

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Scale: 1:24. Plan showing the half-breadth midship sections for President (captured 1815), a captured American 44-gun Frigate, and Akbar (1806), a purchased 56-gun Fourth Rate Frigate. Portsmouth Dockyard is the only time that the two ships were together between December 1816 and 1817 before 'President 'was broken up in June 1818.

Action
The British squadron sighted President at dawn on 14 January. Decatur immediately turned downwind and tried to gain speed by lightening his ship. The winds had waned but they were still strong. In heavy seas and high winds, the largest ship will have the advantage in speed and Hayes' Majesticgained on President, as they were similar in length but Majestic was considerably heavier. The winds became more moderate at noon. After Majestic had fired some ranging shots which fell short, Pomone overtook Majestic and led the pursuit, but Tenedos appeared unexpectedly to the south and Hayes sent Pomone to investigate in case the sighting was another American ship. HMS Endymion overtook the rest of the British squadron. Endymion was regarded as the fastest ship in the Royal Navy, as she recorded speeds that were faster than clipper ships.

In the afternoon, Endymion and President began exchanging fire using their bow and stern-chase cannon. At 2 pm, Captain Henry Hope took Endymion into position on President's starboard quarter so that none of President's stern chasers could bear. From this position, Hope engaged Presidentwith Endymion's single brass 18-pounder bow chaser. Decatur made several attempts to close on Endymion, but he discovered that President's damage limited her maneuverability and exaggerated the advantage in maneuverability of the smaller Endymion.

Faced with this new dilemma, Decatur ordered bar- and chain-shot to be fired to disable Endymion's sails and rigging. But President was trapped; Decatur could not escape to the north, as he would have reached the Long Island shore and been forced to the east once more; nor could he escape to the south, as Endymion would most likely slow President enough that the rest of the British squadron would catch up.

Hope then yawed Endymion to rake President's hull, then quickly returned to position on President's quarter where President's guns would not bear. The first broadside sent splinters flying in the President's spar deck where Decatur was standing. A large splinter hit him in the chest and knocked him over, while another cut his forehead. His First Lieutenant was standing next to him and had his leg cut off by a splinter, and he was knocked down and through the wardroom hatch. Another splinter fatally fractured the skull of a lieutenant next to him too. The 24-pounder cannon from Endymion were more effective than the traditional 18-pounder shot that British frigates were armed with, which could not could not pierce the thick live oak sides of the United States' frigates, and three shots pierced President all the way through to the after powder room which was located beneath her mizzen step.

HMS_Endymion_and_USS_President_exchange_broadsides.jpg
USS President (left foreground) and HMS Endymion (right foreground) exchanged broadsides and brailed up their spankers at 7 pm on January 15, 1815

Hope repeated the yawing maneuver three times and did considerable damage. At 7 pm, President brailed up her spanker and wore downwind with Endymion imitating the maneuver. Decatur had hoped to put Endymion out of the chase and escape, but Endymion aimed into President's hull, specifically targeting the gun ports. Many members of President's gun crews were cut down, significantly reducing President's ability to fire back at Endymion. By contrast, President primarily directed her fire at Endymion's rigging in order to slow her down.

President ceased fire at 7:58 pm and hoisted a light in her rigging, indicating that she had surrendered. President's rigging was in a crippled state, and she was slowed to the point that she could not escape from the rest of the British squadron which would soon be in sight. The damage to her hull, however, was far more severe and she had taken on 6 feet (1.8 m) of water in the hold. Her magazine had also been hit; 10 of President's 15 starboard gun ports were hit by shot, and six of the guns were dismounted or damaged.

Following the standard practice, Endymion ceased fire and hove to for repairs once President had surrendered. Endymion could not immediately take possession of her prize, as she had no usable boats; Decatur took advantage of the situation, despite having struck, and made off to escape at 8:30 pm. Endymion hastily completed repairs and resumed the chase at 8:52 pm. At 9:05, Pomone and Tenedos came up with the heavily damaged President, unaware that she had already struck. Pomone fired two ineffective broadsides (there was minimal damage to President's starboard side) into her, following which Decatur hailed to say that he had surrendered. Shortly afterwards, Captain Lumley of Pomone took possession of President. Decatur ordered his sword to be sent to the captain of the "black ship" a reference to Captain Hope of Endymion (which was unusually painted all black which can be seen in all three of the Thomas Buttersworth paintings of the action). According to British accounts, President had lost 35 men killed and 70 wounded, including Decatur; American sources give the losses at 24 killed and 55 wounded. British accounts claimed that Endymion had 11 killed and 14 wounded. President had a crew of 480 and a broadside of 816 pounds; Endymion had a crew of 346 and a broadside of 641 pounds.

HMS_Endymion_with_USS_President_captured.jpg
USS President (left foreground) having surrendered, HMS Endymion (right foreground) is shown with her fore topmast struck in order to replace the damaged topmast shrouds

Unbenannt.JPG

Aftermath
The damaged Endymion and President sailed in company to Bermuda. They encountered a violent storm that dismasted both, but both reached safety. Official notification came soon afterwards that the war had ended. Endymion and President arrived at Spithead on 28 March 1815 to a crowd of onlookers who witnessed the disparity in force between the two vessels, and the size of the American 44-gun frigates that had been victorious earlier in the war. The British took President briefly into the Royal Navy as the 50-gun (later 60-gun) fourth-rate HMS President but broke up the dilapidated ship in 1818. They later built a 60-gun frigate which they also named President to the exact lines of the captured ship in 1829, despite some elements of the design (countered stern) being obsolete. This ship was used as a political statement as it was commanded by George Cockburn (who led the Burning of Washington) and made flagship of the North American station to remind the United States of its greatest losses during the War of 1812.

The smaller American ships still in New York sortied before hearing of the capture of President, and reached the rendezvous off Tristan da Cunha. Hornet sank the British brig of war HMS Penguin before Peacock joined her. The two American ships then mistook the British ship of the line HMS Cornwallis for an East Indiaman. Hornet narrowly escaped after jettisoning all her guns and most of her stores. Peacock subsequently captured several British merchant ships in the Indian Ocean until receiving confirmation that the war had ended.


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

https://en.wikipedia.org/wiki/USS_President_(1800)
https://en.wikipedia.org/wiki/HMS_Endymion_(1797)
 
Today in Naval History - Naval / Maritime Events in History
13 December 1911 – SS Delhi sunk


SS Delhi was a steamship of the Peninsular & Orient Line (P&O) that was lost off Cape Spartel, northern Morocco, at the entrance to the Strait of Gibraltar, on 12 December 1911. Among the passengers was Alexander Duff, 1st Duke of Fife, whose subsequent death in Egypt was ascribed to ill-health caused during the wreck, and his family, the Princess Royal and daughters Princesses Alexandra and Maud.

Delhi was a modern ship, built in 1905/6 by Caird & Co., of Greenock, one of a class of four ships (Delta, Evanha and Dongola). She had a displacement of 8090 tons and a capacity of 163 first class and 80 second class passengers.

po-liner-ss-delhi-1911-4383253.jpg

The ship, carrying a hundred passengers, ran aground in fog and heavy seas and her lifeboats were smashed. The grounding occurred at 1 a.m. on 13 December 1911 two miles south of Cape Spartel. In addition to the full list of passengers the ship carried cargo valued at approximately one million sterling. Three warships, the French cruiser Friant and later the British battleship HMS London and cruiser HMS Duke of Edinburgh responded to the Delhi's distress calls, made by wireless. The British ships were late in responding due to an order that the naval station at Gibraltar was not to take notice of commercial message traffic with Friant being first to respond] The Gibraltar lifeboat also assisted, with the Captain of the Port, Commander William Niles as volunteer coxswain (Niles had had previous experience as coxswain on Cardigan lifeboat).

With waves breaking over the decks of the stranded ship ship's boats from the warships ferried survivors to shore or to the warships, taking five days to complete the rescue. The bad weather made the rescue difficult and at least one British boat capsized and the Gibraltar lifeboat was stove in and became half full of water; three French sailors were lost in a separate rescue attempt.

del44.jpg

On 23 February 1912 the Board of Trade enquiry found the ship had not been navigated properly and charts provided were five years out of date with the sailing directions ten years out of date with the fault being with the master. The primary cause was determined to be the master's overconfidence in a dead reckoning position of 11:30 p.m. and an alteration of course based on that position just before the 1:00 a.m. stranding with failure to take soundings. The board, with respect to the master's long service and performance during the rescue, did not address his certificate but did exonerate the fourth officer and expressed gratitude to the crew of the Friant. Previously the Chairman of P&O had written a letter of gratitude to the French Navy for the service of the crew of the French warship and contributed £500 toward a fund for families of the three men from that ship lost in the rescue.

Several awards of The Board of Trade Medal for Saving Life at Sea, in silver, were made including Max Horton, who later commanded the British Western Approaches during World War II, Commander William Niles, Rear-Admiral Sir Christopher George Francis Maurice Cradock, KCVO, CB, and Lt Noel Corbett of the London (who also received the Royal Humane Society's silver medal, for the rescue of a seaman washed overboard during the rescue efforts)




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

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Today in Naval History - Naval / Maritime Events in History
13 December 1939 - Battle of the River Plate
Captain Hans Langsdorff of the German Deutschland-class cruiser (pocket battleship) Admiral Graf Spee engages with Royal Navy cruisers HMS Exeter, HMS Ajax and HMNZS Achilles.


The Battle of the River Plate was the first naval battle in the Second World War and the first one of the Battle of the Atlantic in South American waters. The German panzerschiff Admiral Graf Spee had cruised into the South Atlantic a fortnight before the war began, and had been commerce raiding after receiving appropriate authorisation on 26 September 1939. One of the hunting groups sent by the British Admiralty to search for Graf Spee, comprising three Royal Navy cruisers, HMS Exeter, Ajax and Achilles (the last from the New Zealand Division), found and engaged their quarry off the estuary of the River Plate close to the coast of Uruguay in South America.

Panzerschiff_Admiral_Graf_Spee_in_1936.jpg
German panzerschiff Admiral Graf Spee

In the ensuing battle, Exeter was severely damaged and forced to retire; Ajax and Achilles suffered moderate damage. The damage to Admiral Graf Spee, although not extensive, was critical; her fuel system was crippled. Ajax and Achilles shadowed the German ship until she entered the port of Montevideo, the capital city of neutral Uruguay, to effect urgent repairs. After Graf Spee's captain Hans Langsdorff was told that his stay could not be extended beyond 72 hours, he scuttled his damaged ship rather than face the overwhelmingly superior force that the British had led him to believe was awaiting his departure.

Battle

HMS Exeter.


HMNZS Achilles.

On 13 December at 05:20, the British squadron was proceeding on a course of 060° at 14 knots with Ajax at 34° 34′ South 48° 17′ West, 390 nmi (720 km) east of Montevideo. At 06:10, smoke was sighted on a bearing of Red-100, or 320° (to the north-west). Harwood ordered the Exeter to investigate. She swung out of line and at 06:16 she signaled by lamp: "I think it is a pocket-battleship", and Captain Bell ordered Flag N hoisted to the yard arm — "Enemy in sight". Admiral Graf Spee had already sighted mastheads and identified Exeter, but initially suspected that the two light cruisers were smaller destroyers and that the British ships were protecting a merchant convoy, the destruction of which would be a major prize. Since Admiral Graf Spee's reconnaissance aircraft was out of service, Langsdorff relied on his lookouts for this information. He decided to engage, despite having received a broadly accurate report from the German naval staff on 4 December, outlining British activity in the River Plate area. This report included information that Ajax, Achilles, Cumberland and Exeter were patrolling the South American coast.

Langsdorff realised too late that he was facing three cruisers. Calling on the immediate acceleration of his diesel engines, he closed with the enemy squadron at 24 kn (28 mph; 44 km/h) in the hope of engaging the steam-driven British ships before they could work up from cruising speed to full power. This strategy may seem an inexplicable blunder: Langsdorff could perhaps have manoeuvred to keep the British ships at a range where he could destroy them with his 283 mm (11.1 in) guns while remaining out of the effective range of their smaller 6" and 8" guns. On the other hand, he knew the British cruisers had a 4–6 kn (4.6–6.9 mph; 7.4–11.1 km/h) speed advantage over Admiral Graf Spee and could in principle stay out of range should they choose to do so, standard cruiser tactics in the presence of a superior force, while calling for reinforcements.

The British executed their battle plan: Exeter turned north-west, while Ajax and Achilles, operating together, turned north-east to spread Admiral Graf Spee′s fire. Admiral Graf Spee opened fire on Exeter at 19,000 yd (17,000 m) with her six 283 mm (11.1 in) guns at 06:18. Exeter opened fire at 06:20, Achilles at 06:21, Exeter′s aft guns at 06:22 and Ajax at 06:23. Lieutenant-Commander Richard Jennings, Exeter's gunnery officer remembers:

"As I was crossing the compass platform [to his Action Station in the Director Control Tower], the captain hailed me, not with the usual rigmarole of 'Enemy in sight, bearing, etc', but with 'There's the fucking Scheer! Open fire at her!' Throughout the battle the crew of the Exeter thought they were fighting the [sister ship] Admiral von Scheer. But the name of the enemy ship was of course the Graf Spee".
From her opening salvo, Admiral Graf Spee′s gunfire proved fairly accurate, her third salvo straddling Exeter. At 06:23, a 283 mm (11.1 in) shell burst just short of Exeter, abreast the ship. Splinters from this shell killed the torpedo tubes' crews, damaged the ship's communications, riddled the ship's funnels and searchlights and wrecked the ship's Walrus aircraft, just as it was about to be launched for gunnery spotting. Three minutes later, Exeter suffered a direct hit on her "B" turret, putting it and its two guns out of action. Shrapnel swept the bridge, killing or wounding all bridge personnel except the captain and two others. Captain Bell's communications were wrecked. Communications from the aft conning position were also destroyed; the ship had to be steered via a chain of messengers for the rest of the battle.


HMS Ajax.

Meanwhile, Ajax and Achilles closed to 13,000 yd (12,000 m) and started making in front of Admiral Graf Spee, causing her to split her main armament at 06:30 and otherwise use her 149 mm (5.9 in) guns against them. Shortly after, Exeter fired two torpedoes from her starboard tubes but both missed. At 06:37, Ajax launched her Fairey Seafox spotter floatplane from its catapult. At 06:38, Exeter turned so that she could fire her port torpedoes and received two more direct hits from 283 mm (11.1 in) shells. One hit "A" turret and put it out of action, the other entered the hull and started fires. At this point, Exeter was severely damaged, having only "Y" turret still in action under 'local' control, with Jennings on the roof shouting instructions to those inside. She also had a 7° list, was being flooded and being steered with the use of her small boat's compass. However, Exeter dealt the decisive blow; one of her 8" (203mm) shells had penetrated two decks before exploding in Graf Spee′s funnel area, destroying her raw fuel processing system and leaving her with just 16 hours fuel, insufficient to allow her to return home.

At this point, nearly one hour after the battle started, Admiral Graf Spee was doomed; she could not make fuel system repairs of this complexity under fire. Two-thirds of her anti-aircraft guns were knocked out, as well as one of her secondary turrets. There were no friendly naval bases within reach, nor were any reinforcements available. She was not seaworthy and could make only the neutral port of Montevideo.

HMSO_Graf_Spee_battle_map.jpg
HMSO chart of the engagement

Admiral Graf Spee hauled round from an easterly course, now behind Ajax and Achilles, towards the north-west and laid smoke. This course brought Langsdorff roughly parallel to Exeter. By 06:50, Exeter listed heavily to starboard, taking water forward. Nevertheless, she still steamed at full speed and fired with her one remaining turret. Forty minutes later, water splashed in by a 283 mm (11.1 in) near-miss short-circuited her electrical system for that turret. Captain Bell was forced to break off the action. This would have been the opportunity to finish off Exeter. Instead, the combined fire of Ajax and Achilles drew Langsdorff's attention as both ships closed the German ship.

Twenty minutes later, Ajax and Achilles turned to starboard to bring all their guns to bear, causing Admiral Graf Spee to turn away and lay a smoke screen. At 07:10, the two light cruisers turned to reduce the range from 8 mi (7.0 nmi; 13 km), even though this meant that only their forward guns could fire. At 07:16, Admiral Graf Spee turned to port and headed straight for the badly damaged Exeter, but fire from Ajax and Achilles forced her at 07:20 to turn and fire her 283 mm (11.1 in) guns at them, while they turned to starboard to bring all their guns to bear. Ajax turned to starboard at 07:24 and fired her torpedoes at a range of 4.5 miles (3.9 nmi; 7.2 km), causing Admiral Graf Spee to turn away under a smoke screen. At 07:25, Ajax was hit by a 283 mm (11.1 in) shell that put "X" turret out of action and jammed "Y" turret, causing some casualties. By 07:40, Ajax and Achilles were running low on resources, and the British decided to change tactics, moving to the east under a smoke screen. Harwood decided to shadow Admiral Graf Spee and try to attack at night, when he could attack with torpedoes and better use his advantages of speed and manoeuvrability, while minimising his deficiencies in armour. Ajax was again hit by a 283 mm (11.1 in) shell that destroyed her mast and caused more casualties; Admiral Graf Spee continued to the south-west.

Pursuit

HMS_Exeter_River_Plate.jpg
Painting depicting the cruisers HMS Exeter (foreground) and HMNZS Achilles (right center background) in action with the German armored ship Admiral Graf Spee (right background)

Exeter'sDamage1939.jpg
Damage received by Exeter during the Battle of the River Plate

The battle now turned into a pursuit. Captain Parry of Achilles wrote afterwards: "To this day I do not know why the Admiral Graf Spee did not dispose of us in the Ajax and the Achilles as soon as she had finished with the Exeter". The British and New Zealand cruisers split up, keeping about 15 mi (13 nmi; 24 km) from Admiral Graf Spee. Ajax kept to the German's port and the Achilles to the starboard. At 09:15, Ajax recovered her aircraft. At 09:46, Harwood signalled to the Cumberland for reinforcement and the Admiralty also ordered ships within 3,000 mi (2,600 nmi; 4,800 km) to proceed to the River Plate. At 10:05, Achilles had overestimated Graf Spee′s speed and she came into range of the German guns. Admiral Graf Spee turned and fired two three-gun salvoes with her fore guns. Achilles turned away under a smoke screen.

According to Pope, at 11:03 a merchant ship was sighted close to Admiral Graf Spee. After a few minutes, Admiral Graf Spee called Ajax on W/T, probably on the international watchkeeping frequency of 500 kHz, using both ships' pre-war call-signs, with the signal: "please pick up lifeboats of English steamer". The German call-sign was DTGS, confirming to Harwood that the pocket-battleship he had engaged was indeed Admiral Graf Spee. Ajax did not reply but a little later the British flagship closed with SS Shakespeare with its lifeboats still hoisted and men still on board. Admiral Graf Spee had fired a gun and ordered them to stop but when they did not obey orders to leave the ship, Langsdorff decided to continue on his way and Shakespeare had a lucky escape. The shadowing continued for the rest of the day until 19:15, when Admiral Graf Spee turned and opened fire on Ajax, which turned away under a smoke screen.

It was now clear that Admiral Graf Spee was entering the River Plate estuary. Since the estuary had sandbanks, Harwood ordered the Achilles to shadow the Graf Spee while Ajax would cover any attempt to double back through a different channel. The sun set at 20:48, with Admiral Graf Spee silhouetted against the sun. Achilles had again closed the range and Admiral Graf Spee opened fire, forcing Achilles to turn away. During the battle, a total of 108 men had been killed on both sides, including 36 on Admiral Graf Spee.

Admiral Graf Spee entered Montevideo in neutral Uruguay, dropping anchor at about 00:10 on 14 December. This was a political error, since Uruguay, while neutral, had benefited from significant British influence during its development and it favoured the Allies. The British Hospital, for example (where the wounded from the battle were taken), was the leading hospital in the city. The port of Mar del Plata on the Argentine coast and 200 mi (170 nmi; 320 km) south of Montevideo would have been a better choice for Admiral Graf Spee. Also, had Admiral Graf Spee left port at this time, the damaged Ajax and Achilles would have been the only British warships that it would encounter in the area.

Trap of Montevideo
In Montevideo, the 13th Hague Convention came into play. Under Article 12, "...belligerent war-ships are not permitted to remain in the ports, roadsteads or territorial waters of the said Power for more than twenty-four hours...", modified by Article 14 "A belligerent war-ship may not prolong its stay in a neutral port beyond the permissible time except on account of damage..." British diplomats duly pressed for the speedy departure of the Graf Spee. Also relevant was Article 16, of which part reads, "A belligerent war-ship may not leave a neutral port or roadstead until twenty-four hours after the departure of a merchant ship flying the flag of its adversary."

The Germans released 61 captive British merchant seamen who had been on board in accordance with their obligations. Langsdorff then asked the Uruguayan government for two weeks to make repairs. Initially, the British diplomats in Uruguay—principally Eugen Millington-Drake—tried to have Admiral Graf Spee forced to leave port immediately. After consultation with London, which was aware that there were no significant British naval forces in the area, Millington-Drake continued to demand openly that Graf Spee leave. At the same time, the British secretly arranged for British and French merchant ships to steam from Montevideo at intervals of 24 hours, whether they had originally intended to do so or not, thus invoking Article 16. This kept Graf Spee in port and allowed more time for British forces to reach the area.

At the same time, efforts were made by the British to feed false intelligence to the Germans that an overwhelming British force was being assembled, including Force H (the aircraft carrier HMS Ark Royal and the battlecruiser HMS Renown), when in fact the two 6" cruisers had been joined only by Cumberland which had arrived at 22:00 on 14 December, after steaming 1,014 nautical miles from the Falkland Islands in 34 hours, at an average of over 90% of her full trials speed attained over much shorter distances. The older and larger Cumberland was more powerful than Exeter, with an additional aft turret containing two more 8" guns, but was no match on paper for Admiral Graf Spee whose guns had significantly longer range and fired much heavier shells (660lb against 256lb). Overwhelming British forces (HMS Renown, Ark Royal, Shropshire, Dorsetshire, and Neptune) were en route, but would not assemble until 19 December, although they could intercept earlier if Graf Spee headed north or north east from Montevideo shadowed by Cumberland and her smaller consorts. For the time being, the total force comprised the undamaged Cumberland with a full ammunition load, and the damaged Ajax and Achilles with depleted stocks of shells. To reinforce the propaganda effect, these ships — which were waiting just outside the three-mile limit — were ordered to make smoke, which could be clearly seen from the Montevideo waterfront.

Graf_Spee_Seetakt.jpg
Admiral Graf Spee in Montevideo, with battle damage.

On 15 December 1939, RFA Olynthus refuelled HMS Ajax, which proved a difficult operation; the ship had to use hurricane hawsers to complete the replenishment. On 17 December HMS Achilles was replenished from RFA Olynthus off Rouen Bank.

The Germans were entirely deceived, and expected to face a far superior force on leaving the River Plate. Graf Spee had also used two-thirds of her 283 mm (11.1 in) ammunition and had only enough left for approximately a further 20 minutes of firing. Such a reduced ammunition stock was hardly sufficient for the ship to fight her way out of Montevideo, let alone get back to Germany, when contrasted with the previously unengaged Cumberland's ability to fight at full capacity for about 90 minutes and pursue at equal or higher speed for at least another 2,000 nautical miles before requiring replenishment at sea.

While the ship was prevented from leaving the harbour, Captain Langsdorff consulted with his command in Germany. He received orders that permitted some options, but not internment in Uruguay. The Germans feared that Uruguay could be persuaded to join the Allied cause. Ultimately, he chose to scuttle his ship in the River Plate estuary on 17 December, to avoid unnecessary loss of life for no particular military advantage, a decision that is said to have infuriated Adolf Hitler. The crew of Admiral Graf Spee were taken to Buenos Aires, Argentina, where Captain Langsdorff committed suicide by gunshot on 19 December. He was buried there with full military honours, and several British officers who were present attended. Many of the crew members were reported to have moved to Montevideo with the help of local people of German origin. The German dead were buried in the Cementerio del Norte, Montevideo.

Admiral_Graf_Spee_Flames.jpg
Admiral Graf Spee in flames after being scuttled in the River Plate estuary


https://en.wikipedia.org/wiki/Battle_of_the_River_Plate
https://en.wikipedia.org/wiki/German_cruiser_Admiral_Graf_Spee
 

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Today in Naval History - Naval / Maritime Events in History
13 December 1941 - Battle of Cape Bon


The naval Battle of Cape Bon took place on December 13, 1941 during the Second World War, between two Italian light cruisers and an Allied destroyer flotilla off Cape Bon, Tunisia.

Background
When Italy declared war in June 1940, the Regia Marina was one of the largest navies in the world but it was restricted to the Mediterranean. The British Empire possessed enough resources and naval might to maintain a strong presence in the area and replace most losses by redeploying ships. This led to caution by the Italian command and a tendency to avoid conflict. Control of the Mediterranean was disputed by the Regia Marina the Royal Navy and their allies. The sea was vital for the supply of the Italian and German forces in North Africa, as well as the maintenance of Malta as a British offensive base. Without Malta, Britain could not intercept Italian convoys to prevent the supply of Axis forces.


The possession of radar and the breaking of Italian codes, particularly the Boris Hagelin C38 cipher machine used by the Regia Marina, further contributed to British success. In November 1941, the supply of the Axis forces in Libya from Italy, had been interrupted by Force K, which had destroyed several Italian convoys (most notably the Duisburg convoy) and the loss of nearly 70 percent of the supplies sent to Libya, including 92 percent of the fuel. Force K based at Malta, and ships from Alexandria, intercepted an Axis convoy Maritza and Procida, escorted by two Italian torpedo boats, sailing from Greece to Benghazi of on 24 November. The convoy was about 100 nmi (120 mi; 190 km) west of Crete when the merchant ships were sunk by two British cruisers and two destroyers, the torpedo boats making off once it was certain that the ships were doomed. The loss of the cargoes led the German command to report that the fuel situation of the Luftwaffe in North Africa was critical.

The Italian and German forces in North Africa, facing Operation Crusader, a new Allied offensive, were in urgent need of fuel and ammunitions. Supermarina (the general staff of the Royal Italian Navy), at the request of Comando Supremo (supreme command of the Italian armed forces), developed an emergency plan to shift supplies using warships. The Alberico da Barbiano and Alberto di Giussano, light cruisers of the 4th Cruiser Division, (ammiraglio di divisione Antonino Toscano), were fast and too lightly armored for employment with the battle fleet and were selected for this role.

Da Barbiano (Toscano's flagship) and Di Giussano left Taranto at 8:15 on 5 December 1941, reached Brindisi at 17:50 and there loaded about 50 t (49 long tons) of supplies, then proceeded to Palermo on 8 December, where they loaded another 22 t (22 long tons) of aviation fuel to alleviate a shortage in Libya, which would prevent aircraft from escorting supply convoys. The fuel, contained in unsealed barrels, was placed on the stern deck, creating a grave risk of fire from British gunfire and from the discharge of the ships' own guns, preventing the use of the stern turrets unless the fuel was jettisoned. The two cruisers sailed unescorted from Palermo at 17:20 on 9 December, heading for Tripoli. At 22:56, when north of Pantelleria, they were spotted by a British reconnaissance aircraft, which had been directed to the area by Ultra intercepts, and which started to shadow them. At 23:55, Toscano (who was at that time in the middle of the Sicilian Channel) decided to turn back to base, as the surprise required for the success of the mission had vanished, much British radio traffic foreshadowed air attack, and worsening sea conditions would delay the ships, further exposing them to British attacks. Da Barbianoand Di Giussano reached Palermo at 8:20 on 10 December, after overcoming a British air attack off Marettimo. Toscano was heavily criticized by Supermarina for his decision to abort the mission.

Prelude
Convoy M. 41, was planned for 13 December but air cover by aircraft based in Libya would be impossible unless they received fuel from Italy. On 12 December it was decided that the 4th Division would attempt again the trip to Tripoli. The cruiser Bande Nere was to join Da Barbiano and Di Giussano to carry more supplies but she was prevented from sailing by a breakdown and the cargo was transferred to the other two cruisers. Da Barbiano and Di Giussano were loaded with 100 t (98 long tons) of aviation fuel, 250 t (246 long tons) of gasoline, 600 t (591 long tons) of naphtha, 900 t (886 long tons) of food and 135 ratings on passage to Tripoli. The stern of Da Barbiano (and to a lesser extent, Di Giussano) was packed with fuel barrels, so thickly that it was not possible to traverse the guns; Toscano held a briefing with his staff and officers from both ships, where it was decided that, in case of encounter with enemy ships, the barrels would be thrown overboard to enable the ships to open fire. Da Barbiano, Di Giussano and their only escort, the Spica-class torpedo boat Cigno (a second torpedo boat, Climene, was left in the port due to a breakdown), sailed from Palermo at 18:10 on 12 December. The 4th Division was ordered to pass north-west of the Aegadian Islands and then head for Cape Bon and follow the Tunisian coast; the ships would keep a speed of 22–23 kn (25–26 mph; 41–43 km/h) to conserve fuel and deliver it at Tripoli. Air cover, air reconnaissance and defensive MAS ambushes were planned to safeguard the convoy.


CANT_Z.1007_ICBAF.jpg
Example of a CANT Z.1007


The British 4th Destroyer Flotilla, consisting of the destroyers HMS Sikh, HMS Maori, HMS Legion and the Dutch destroyer HNLMS Isaac Sweers, (Commander G. H. Stokes), had departed Gibraltar on 11 December, to join the Mediterranean Fleet at Alexandria. By 8 December, the British had de-coded Italian C-38 wireless signals about the Italian supply operation and its course for Tripoli. The RAF sent a Wellington bomber on a reconnaissance sortie to sight the ships as a deception and on 12 December, the 4th Destroyer Flotilla, heading east from Gibraltar towards the Italian ships, was ordered to increase speed to 30 kn (35 mph; 56 km/h) and intercept. In the afternoon of 12 December, a CANT Z. 1007 bis of the Regia Aeronautica spotted the four destroyers heading east at an estimated speed of 20 kn (23 mph; 37 km/h), 60 mi (97 km) off Algiers; Supermarina was immediately informed but calculated that, even in the case the destroyers would increase their speed to 28 kn (32 mph; 52 km/h), they would not reach Cape Bon until around 03:00 on 13 December, about one hour after the 4th Division, so Toscano (who learned of the sighting while he was still in harbour) was not ordered to increase speed or alter course to avoid them.

Following new Ultra decodes a new reconnaissance plane was sent and spotted Toscano's ships at sunset on 12 December, after which the 4th Destroyer Flotilla was directed to intercept the two cruisers, increasing speed to 30 knots. This speed, along with a one-hour delay that the 4th Division had accrued (and that Toscano omitted to report to Supermarina), frustrated all previous Supermarina calculations about the advantage that the 4th Division would have. At 22:23 Toscano was informed that he would possibly meet "enemy steamers coming from Malta", and at 23:15 he ordered action stations.

Battle
12/13 December, night
The 4th Destroyer Flotilla sighted the Italian cruisers near Cap Bon, at 02:30 on 13 December. At 2:45 on 13 December, seven miles off Cape Bon, the Italian ships heard the noise of a British plane (a radar-equipped Vickers Wellington, which located the ships and informed Stokes about their position), and at 3:15 they altered course to 157° to pass about a mile off Cape Bon. Five minutes later, Toscano suddenly ordered full speed ahead and to alter course to 337°, effectively reversing course; this sudden change disrupted the Italian formation, as neither Cigno (which was about two miles ahead of the cruisers) nor Di Giussano (which was following Da Barbiano in line) received the order, and while Di Giussano saw the flagship reverse course and imitated her (but remained misaligned) Cigno did not noticed the change until 3:25, when she also reversed course, but remained much behind the two cruisers.


13 December, morning
Stokes's destroyers were just off Cape Bon by then and they had spotted the Italian ships. Arriving from astern, under the cover of darkness and using radar, the British ships sailed close inshore and surprised the Italians, who were further out to sea, by launching torpedoes from short range. The course reversal accelerated the approach between the two groups and the Allied destroyers attacked together; Sikh fired her guns and four torpedoes against Da Barbiano (less than 1,000 m (1,100 yd) distant), Legion did the same, Isaac Sweers opened fire against Di Giussano and Maori fired six torpedoes against Di Giussano. Toscano ordered full speed and to open fire (and ordered Di Giussano to increase speed to 30 kn (35 mph; 56 km/h)). Da Barbiano also started a turn to port (on orders from Captain Giorgio Rodocanacchi), but at 3.22, before her guns were able to fire (only some machine guns managed to), the cruiser was hit by a torpedo below the foremost turret, which caused her to list to port. Da Barbiano was then raked with machine gun fire, which killed or wounded many men and set fire to the fuel barrels, and was hit by a second torpedo in the engine room.


At 3.26 Maori fired two torpedoes at Da Barbiano and opened fire with her guns, hitting the bridge. The cruiser was hit soon after by another torpedo in the stern (possibly launched by Legion) and Di Giussano was also hit by a torpedo and gunfire, being left disabled. The land behind the Allied destroyers made it impossible for the Italians to see them and Di Giussano managed to fire only three salvoes. In five minutes both cruisers were disabled; Da Barbiano rapidly listed to port, while fires quickly spread all over the ship and into the sea by the floating fuel; the crew abandoned ship. At 3:35, Da Barbiano capsized and sank in a sea of flame, with Toscano, Rodocanacchi and another 532 men still aboard. Di Giussano was left dead in the water with fires raging; the crew struggled to keep the ship afloat but she also had to be abandoned, breaking in two and sinking at 4:20, with the loss of 283 men. After a brief encounter with the Dutch destroyer Isaac Sweers, Cigno rescued nearly 500 survivors; others reached the coast and another 145 men were later saved by Italian Motoscafo armato silurante motor torpedo boats; Italian losses amounted to 817 men.

Aftermath
Analysis
Toscano's decision to reverse course has never been fully explained, but various possibilities have been suggested. He may have decided to turn back after realizing that he had been spotted by aircraft, as he did on 9 December; however, a course towards the Aegadian islands would have made more sense, instead of the north-westerly course ordered by Toscano. The course change was ordered more than 30 minutes after the cruisers had been spotted; Toscano may have wanted to mislead the reconnaissance aircraft about his real course, wait for it to leave and then turn again for Tripoli. He may have thought, from the aircraft noise, that torpedo bombers were coming, and he wanted to get into waters farther away from the shore and from Italian minefields in order to gain freedom of manoeuvre. Toscano ordered his gunners to stand by; he may have known that Allied destroyers were astern of his ships, and he wanted to avoid presenting his stern to them because his aft turrets were obstructed by the fuel barrels.



Alberto da Giussano (named after Alberto da Giussano, a fictional medieval military leader condottiero) was an Italian Giussano-class cruiser, which served in the Regia Marina during World War II. She was launched on 27 April 1930.

RN_Alberto_da_Giussano.jpg

She participated in the normal peacetime activities of the fleet in the 1930s as a unit of the 2nd Squadron, including service in connection with the Spanish Civil War. On 10 June 1940 she was part of the 4th Cruiser Division, with the 1st Squadron, together with her sister ship Alberico da Barbiano and was present at the Battle of Punta Stilo in July. She carried out a minelaying sortie off Pantelleria in August, and for the rest of the year acted as distant cover on occasions for troop and supply convoys to North Africa.

On 12 December 1941 she left port together with her sister ship Alberico da Barbiano. Both she and her sister were being used for an emergency convoy to carry gasoline for the German and Italian mobile formations fighting with the Afrika Korps. Jerry cans and other metal containers filled with gasoline were loaded onto both cruisers and were placed on the ships' open decks. The thinking behind using these two cruisers for such a dangerous mission was that their speed would act as a protection. Nonetheless, the ships were intercepted by four Allied destroyers guided by radar on 13 December 1941, in the Battle of Cape Bon. Alberto da Giussano was able to fire only three salvos before being struck by a torpedo amidships and hit by gunfire, which left her disabled and dead in the water. After vain struggle to halt the fire, the crew had to abandon the ship, which broke in two and sank at 4.22. 283 men out of the 720 aboard lost their lives. The ship's commanding officer, Captain Giovanni Marabotto, was among the survivors.


Alberico da Barbiano was an Italian Giussano-class light cruiser, that served in the Regia Marina during World War II. She was named after Alberico da Barbiano, an Italian condottiero of the 14th century.

Incrociatore_Alberico_da_Barbiano.jpg



http://en.wikipedia.org/wiki/Battle_of_Cape_Bon
https://en.wikipedia.org/wiki/Italian_cruiser_Alberico_da_Barbiano

https://en.wikipedia.org/wiki/Italian_cruiser_Alberto_da_Giussano
 
Today in Naval History - Naval / Maritime Events in History
Other Events on 13 December


1577 – Sir Francis Drake sets sail from Plymouth, England, on his round-the-world voyage

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


1642 – Abel Tasman is the first recorded European to sight New Zealand.

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


1710 – Moor 54 (fourth rate) (1688, ex-French Maure, captured 13 December 1710, scuttled as a breakwater 1716


1757 – Launch of HMS Dorsetshire was a 70-gun third rate ship of the line

HMS Dorsetshire was a 70-gun third rate ship of the line of the Royal Navy, built at Chatham Dockyard to the draught specified by the 1745 Establishment, amended in 1754, and launched on 13 December 1757.
At the Action of 29 April 1758, Dorestshire defeated and captured French ship of the line Raisonnable in the Bay of Biscay.[2]
Dorsetshire served until 1775, when she was broken up

large (12).jpg large (13).jpg large (14).jpg

https://en.wikipedia.org/wiki/HMS_Dorsetshire_(1757)
https://en.wikipedia.org/wiki/Burford-class_ship_of_the_line
http://collections.rmg.co.uk/collec...el-307870;browseBy=vessel;vesselFacetLetter=D


1775 - Continental Congress provides for the construction of 5 ships of 32 guns, 5 ships of 28 guns, and 3 ships of 24 guns at an estimated cost of $866,666. The ships are Hancock, Randolph, Raleigh, Warren, Washington, Congress, Effingham, Providence, Trumbull, Virginia, Boston, Delaware, and Montgomery.


1806 - HMS Halcyon (16), Henry Whitmarsh Pearse, captured Neptune.


The first HMS Halcyon was the French 16-gun brig-sloop Alcyon, which HMS Narcissus captured in 1803; Halcyon was broken up 1812.
 
Today in Naval History - Naval / Maritime Events in History
14 December 1600 - The galleon San Diego, built as the trading ship San Antonio, sunk


The galleon San Diego was built as the trading ship San Antonio before hastily being converted into a warship. On December 14, 1600, the fully laden San Diego was engaged by the Dutch warship Mauritius under the command of Admiral Olivier van Noort a short distance away from Fortune Island, Nasugbu, Philippines. Since San Diego couldn't handle the extra weight of her cannons, which led to a permanent list and put the cannon portholes below sea level, she was sunk without firing a single shot in response. The Dutch were later reported firing upon and hurling lances at the survivors attempting to climb aboard the Mauritius.

Sea_Battle_San_Diego_Eendracht_1600.jpg
An Illustration of the sinking of the Spanish flagship San Diego after a battle with the Dutch ship Eendracht in Manila Bay in 1600

Nearly 400 years later, in 1992, the wreck was discovered by French underwater archaeologist Franck Goddio and a total of 34,407 artifacts and ecofacts were recovered from the shipwreck, including Chinese porcelain, Japanese katanas, Portuguese cannon and Mexican coin. The San Diego exhibition has been on tour around the globe before it started to permanently be displayed at the National Museum of Anthropology in Manila. There is also a display at the Naval Museum in Madrid.

History
Origin
The San Diego was formerly known as San Antonio, a trading ship built in Cebu under the supervision of European boat-builders. It was docked at the port of Cavite to undergo reconditioning and repair but at the end of October 1600 Don Antonio de Morga, Vice-Governor General of the Philippines, ordered it converted into a warship and renamed it San Diego.

A threatened Manila organizes its defense
People in Manila knew that the Dutch were planning to invade the Philippine waters. In response to it, Manila immediately set about preparing its defense. Simultaneously, it took measures to fortify the Capital and Cavite, its port and arsenal, and armed several ships to pursue the enemy.

Morga commanded the operation. The Spanish fleet set sail on December 12, 1600. The fleet was composed of two ships and supported by smaller native boats.

On December 13, the battle plan was prepared and the battle between the San Diego and the Mauritius began at dawn on the 14th, in a strong wind and heavy seas.

ship_plan.png

The sinking of San Diego
On December 14, 1600, about 50 kilometers southwest of Manila, the Spanish battleship San Diego clashed with the Dutch ship Mauritius. All odds were in favor of the Spanish. The San Diego was four times larger than the Mauritius, it had a crew of 450 rested men and massive fire power with 14 cannons taken from the fortress in Manila.

Unfortunately, this was also the weakness of the San Diego. Morga had the ship full of people, weapons and munitions but too little ballast to weigh the ship down for easier maneuverability. While the gun ports had been widened for more firing range, not one cannon could be fired because water entered through the enlarged holes.

The San Diego sprung a leak beneath the waterline either from the first cannonball fired by the Mauritius or from the impact of ramming the Dutch at full speed. Because of inexperience, Morga failed to issue orders to save the San Diego. It sank “like a stone” when he ordered his men to cast off from the burning Mauritius.

The events were recorded in Morga’s book, Sucesos de las Islas Filipinas, where it portrayed Morga as a hero of the battle. Olivier van Noort also wrote about the battle.

Discovery
The accounts of the battle of the San Diego and the Mauritius are incomplete. To rectify this, Patrick Lize, a historian, conducted extensive research in the archives of Seville, Madrid, and The Netherlands to look for new information that would shed light on the battle. From the testimony of 22 survivors, memoirs of two priests from Manila and the inventory of both the weapons and provisions on the San Diego, a more accurate reconstruction of the battle was made possible.

Franck Goddio and his team, in coordination with the National Museum and financially supported by Foundation Elf, conducted underwater explorations to find the San Diego. They discovered the wreck about 50 meters deep near Fortune Island, outside of Manila Bay. It was undisturbed and formed a sand-covered hill of 25 meters long, 8 meters wide and 3 meters high. A cannon rising out of the sand with the inscription “Philip II” made the identification easier.

At enormous expense and with modern underwater technology and a team of 50, the San Diego was recovered. From the start, scientists from the National Museum of the Philippines and the Musée national des arts asiatiques in Paris, inventoried all the artifacts and took care to ensure the best possible conservation condition.

Archaeological materials recovered
During the entire period of the project, more than 34,000 archaeological items including shards and broken objects have been recovered from the San Diego site. The archaeological materials recovered include more than five hundred blue-and-white Chinese ceramics in the form of plates, dishes, bottles, kendis, and boxes which may be ascribed to the Wan Li Period of the Ming Dynasty; more than seven hundred and fifty Chinese, Thai, Burmese, and Spanish or Mexican stoneware jars; over seventy Philippine-made earthenware potteries influenced by European stylistic forms and types; parts of Japanese samurai swords; fourteen bronze cannons of different types and sizes; parts of European muskets; stone and lead cannonballs; metal navigational instruments and implements; silver coins; two iron anchors; animal bones and teeth (pig and chicken); and seed and shell remains (prunes, chestnuts, and coconut). An official seal belonging to Morga was also among the recoveries.

Worthy of note among the metal finds are a navigational compass and a maritime astrolabe. Also retrieved from the site is a block of hardened resin that was noted in historical accounts to have been used for caulking and for making fire in stoves.

A majority of the ceramic wares recovered were intact and many pieces are restorable.

Unbenannt.JPG

Conservation of artifacts
Once the condition of artifacts in the seabed is changed in any way, the conservation of archaeological objects recovered from underwater excavations commences. At this point, the conservator prevents any physical or chemical changes in the objects recovered.

The effects of soluble salts, biodegradation, and desiccation that cause further deterioration of artifacts are controlled. Salts promote and cause physical damage. Bacteria and fungi breakdown the structure and feed off the materials that make up the object.

The active corrosion products on metal artifacts and the thick deposits of concretions on fragile ceramic vessels posed challenges as well as difficulties for the conservator.

All artifacts recovered from the wreck site were desalinated. Concretions were removed mechanically and the remaining calcareous materials were subjected to chemical cleaning. The objects were chemically stabilized after all the organic and inorganic impurities had been removed. This is done to prevent further corrosion and damage




https://en.wikipedia.org/wiki/San_Diego_(ship)
http://www.franckgoddio.org/projects/ancient-trade-routes/san-diego.html
http://sandiegohistory.org/journal/1955/january/images1/
https://www.kpbs.org/news/2013/dec/09/replica-explorers-ship-san-salvador-about-80-perce/
 
Today in Naval History - Naval / Maritime Events in History
14 December 1758 - Launch of HMS Resolution, a 74 gun Dublin class ship of the line


HMS Resolution was a 74-gun third rate ship of the line of the Royal Navy, launched on 14 December 1758 at Northam.

large.jpg
Scale: 1:48. Plan showing the body plan, inboard profile (no waterlines), and basic longitudinal half-breadth for building 'Resolution' (1758), a 74-gun Third Rate, two-decker. Signed by Thomas Slade [Surveyor of the Navy, 1755-1771].

Class and type: Dublin-class ship of the line
Tons burthen: 15695⁄94 (bm)
Length: 165 ft 6 in (50.44 m) (gundeck)
Beam: 46 ft 6 in (14.17 m)
Depth of hold: 19 ft 9 in (6.02 m)
Sail plan: Full rigged ship
Armament:
  • 74 guns:
  • Gundeck: 28 × 32 pdrs
  • Upper gundeck: 28 × 18 pdrs
  • Quarterdeck: 14 × 9 pdrs
  • Forecastle: 4 × 9 pdrs

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The Battle of Quiberon Bay, on 20 November 1759, was the most decisive naval encounter during the Seven Years War, 1756-63, a conflict involving the major European colonial powers and fought around the globe. France had been at war with Britain since 1756, her position in Canada, India and the West Indies was on the point of collapse and in Europe she faced stalemate against Prussia, which received British support. The battle resulted in the destruction of the French Brest fleet and occurred when the French broke out of the five-month English blockade of Brest . In an attempt to solve her problems the French planned to land an army of 20,000 men in Ireland. This force was assembled largely in the gulf of Morbihan in southern Brittany under the Duc d'Aiguillon, and was to be escorted by the Brest fleet under Admiral de Conflans. Admiral Sir Edward Hawke's Channel Fleet blockaded Brest to prevent the French leaving to collect the troop transports, but during a gale in the first week of November, Hawke's ships were forced to run for shelter in Torbay, giving de Conflans the chance to escape. On hearing that the French had done so Hawke went in pursuit and, on 20 November, sighted him 20 miles out to sea. De Conflans, relying on local knowledge, ordered his fleet to take refuge in Quiberon Bay, south of Morbihan, assuming Hawke would not follow, both because night was quickly coming on and when he saw the area was one of ill-charted rocks, reefs and wild seas. This was a miscalculation, for Hawke relentlessly pursued him into the bay, losing two of his own ships on the outer reefs but sinking the French 'Thesee' outright and otherwise decimating de Conflans' force in what became an action practically in the dark. The French flagship ‘Soleil Royal’ went aground in the bay, near Le Croisic, and was burnt the following day. Others were captured and, of the few which managed to escape into the mouth of the River Vilaine, all were trapped for months, and one more lost by grounding. This action stopped any French plans to invade Britain during the Seven Years War. The famous naval song 'Hearts of Oak' was composed to commemorate the battle, which was fought so close inshore that contemporary accounts reported that ten thousand persons watched it from the coast. In the central foreground is the French ship ‘Thesée’ taking her last plunge as the water breaks over her fo’c’sle. Close by on the right and still firing into the ‘Thesée’ is the English ‘Torbay’ commanded by Captain the Hon. Augustus Keppel, with her main and mizzen sails aback. On the right of the picture in the middle distance is the French ship ‘Formidable’ which is shown being taken by the English ship ‘Resolution’ astern of her. In the background seen between the ‘Torbay’ and the ’Formidable’ is a frigate, in port-quarter view. On the left of the picture in the background are the sterns of the leading division of the English warships and the rear of the French fleets sailing on the port tack and in action. The nearest two are the French flagship ‘Soleil Royal’ on the left, shown as a three-decker, firing at an English ship which is returning her fire. Curiously the painting does not include Hawke’s flagship, the ‘Royal George’.

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The French Soleil Royal and Héros are in flames on the right, in the foreground HMS Resolution lies wrecked on her starboard side. In front of her is HMS Essex, with other members of the British fleet at anchor in the background. The captured French Formidableis attended by a British frigate on the left of the picture.

On 20 November the following year, Resolution took part in the decisive Battle of Quiberon Bay captained by Henry Speke. Just before 4pm she took the surrender of the French ship Formidable. However after a stormy night she was found the following morning to have run aground on the Four Shoal and dismasted.

Add on info:
The Battle of Quiberon Bay (known as Bataille des Cardinaux in French), was a decisive naval engagement fought on 20 November 1759 during the Seven Years' War between the Royal Navy and the French Navy. It was fought in Quiberon Bay, off the coast of France near St. Nazaire. The battle was the culmination of British efforts to eliminate French naval superiority, which could have given the French the ability to carry out their planned invasion of Great Britain. A British fleet of 24 ships of the line under Sir Edward Hawke tracked down and engaged a French fleet of 21 ships of the line under Marshal de Conflans. After hard fighting, the British fleet sank or ran aground six French ships, captured one and scattered the rest, giving the Royal Navy one of its greatest victories, and ending the threat of French invasion for good.
The battle signalled the rise of the Royal Navy in becoming the world's foremost naval power, and, for the British, was part of the Annus Mirabilis of 1759.


The Dublin-class ships of the line were a class of seven 74-gun third rates, designed for the Royal Navy by Sir Thomas Slade.

Design
The Dublin-class ships were the first 74-gun ships to be designed for the Royal Navy, and marked the beginning of a more dynamic era of naval design than that in the ultra-conservative Establishment era preceding it.

Slade's draught was approved on 26 August 1755 when the first two orders were transmitted to Deptford Dockyard. The design was some 4½ feet longer than the preceding 70-gun ships of the 1745 Establishment, with the extra length making provision for an additional (14th) pair of 32-pounder guns on the lower deck compared with the 13 pairs of the 70-gun ships. They were nominally ordered as 70-gun ships (although always designed to carry 74), but redesignated as 74-gun during construction.

Ships
Builder: Deptford Dockyard
Ordered: 26 August 1755
Laid down: 18 November 1755
Launched: 6 May 1757
Completed: 1 July 1757
Fate: Broken up, May 1784
Builder: Deptford Dockyard
Ordered: 26 August 1755
Laid down: 18 November 1755
Launched: 28 December 1757
Completed: 23 February 1758
Fate: Broken up, December 1774
Builder: Wells & Company, Deptford
Ordered: 28 October 1755
Laid down: 14 January 1756
Launched: 23 February 1758
Completed: 2 May 1758 at Deptford Dockyard
Fate: Condemned and scuttled at Jamaica 12 June 1783
Builder: Chatham Dockyard
Ordered: 28 October 1755
Laid down: 8 April 1756
Launched: 25 February 1758
Completed: 26 May 1758
Fate: Sunk as breakwater, 1784; later raised and broken up May 1789
Builder: Woolwich Dockyard
Ordered: 28 October 1755
Laid down: 1 May 1756
Launched: 15 March 1759
Completed: 12 April 1759
Fate: Sold to be broken up, August 1784
Builder: Thomas West, Deptford
Ordered: 14 November 1755
Laid down: November 1755
Launched: 8 April 1758
Completed: 27 July 1758 at Deptford Dockyard
Fate: Broken up, November 1801
Builder: Henry Bird, Northam, Southampton
Ordered: 24 November 1755
Laid down: December 1755
Launched: 14 December 1758
Completed: 23 March 1759 at Portsmouth Dockyard
Fate: Wrecked, 20 November 1759 during Battle of Quiberon




https://en.wikipedia.org/wiki/HMS_Resolution_(1758)
https://en.wikipedia.org/wiki/Dublin-class_ship_of_the_line
http://collections.rmg.co.uk/collec...el-342920;browseBy=vessel;vesselFacetLetter=R
http://collections.rmg.co.uk/collections.html#!csearch;authority=event-5434;browseBy=event;start=0
https://en.wikipedia.org/wiki/Battle_of_Quiberon_Bay
 
Today in Naval History - Naval / Maritime Events in History
14 December 1775 – Birth of Thomas Cochrane, 10th Earl of Dundonald, Scottish admiral and politician (d. 1860)


Admiral Thomas Cochrane, 10th Earl of Dundonald, Marquess of Maranhão, GCB, ODM, OSC (14 December 1775 – 31 October 1860), styled Lord Cochrane between 1778 and 1831, was a British naval flag officer of the Royal Navy, mercenary and radical politician. He was a daring and successful captain of the Napoleonic Wars, leading Napoleon to nickname him Le Loup des Mers ('The Sea Wolf'). He was successful in virtually all his naval actions.

Lord_Cochrane_1807.jpg Cochrane_Stock_Exchange.jpg 800px-Portrait_of_Lord_Cochrane_(4671399).jpg Thomas_Cochrane,_10th_Earl_of_Dundonald.jpg

He was dismissed from the Royal Navy in 1814 following a controversial conviction for fraud on the Stock Exchange. He helped organise and lead the rebel navies of Chile and Brazil during their respective successful wars of independence through the 1820s. While in charge of the Chilean Navy, Cochrane also contributed to Peruvian Independence through the Freedom Expedition of Perú. He was also asked to help the Greek Navy but was prevented by events from having much impact.

Zarpe_de_la_Primera_Escuadra_Nacional.jpg
Painting of the First Chilean Navy Squadron commanded by Cochrane

In 1832, he was pardoned by the Crown and reinstated in the Royal Navy with the rank of Rear Admiral of the Blue. After several more promotions, he died in 1860 with the rank of Admiral of the Red, and the honorary title of Rear-Admiral of the United Kingdom.

His life and exploits inspired the naval fiction of 19th- and 20th-century novelists, particularly the figures of C. S. Forester's Horatio Hornblower and Patrick O'Brian's protagonist Jack Aubrey.




https://en.wikipedia.org/wiki/Thomas_Cochrane,_10th_Earl_of_Dundonald
 
Today in Naval History - Naval / Maritime Events in History
14 December 1798 - Action of 14 December 1798
French 24 gun Bayonnaise captured 32-gun HMS Ambuscade



The Action of 14 December 1798 was a naval skirmish between the 32-gun British frigate HMS Ambuscade and the French 24-gun corvette Bayonnaise. Bayonnaise was vastly outgunned and outmanoeuvred, but was able to board and capture Ambuscade.

Ambuscade_vs_Bayonnaise-Ozanne-1.jpg
French corvette Bayonnaise boarding HMS Ambuscade during the Action of 14 December 1798 by Pierre Ozanne (1737-1813)

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Events
On 14 December, as she sailed about 30 nm off Ré, Bayonnaise met the 32-gun frigate Ambuscade, cruising off Oléron under captain Henry Jenkins.

Prelude
Ambuscade was waiting to meet with HMS Stag and blockade the Gironde estuary. Bayonnaise was a 24-gun corvette laden with a strong crew augmented by a 40-soldier detachment from the régiment d’Alsace, under Army captain Nicolas Aimé.

At dawn, Ambuscade detected Bayonnaise and assumed she was Stag; Bayonnaise also detected Ambuscade, and, correctly assuming that she was a superior British warship, turned around to flee. From this manoeuver, Ambuscade understood that the sail was French and gave chase. Around noon, Ambuscade had closed in to cannon range, and the fight began.

Battle
After one hour, the British had gained the upper hand, damaging the hull and rigging of the corvette. As Ambuscade came off the stern of Bayonnaise in an attempt to rake her, one of the British frigate's starboard 12-pounders burst. The explosion destroyed Ambuscade's boats, left 13 of her sailors dead and wounded, and confused the crew. Bayonnaise attempted to take advantage of the confusion to escape south, but Ambuscade gave chase again and caught up with the corvette around 3 PM.

As the frigate sailed on the port side of the corvette on a parallel course, overtaking her, Bayonnaise backed sail and turned hard to port, ramming Ambuscade. The bowsprit of Bayonnaise cut down Ambuscade 's mizzen, wounding part of the crew standing on the poop deck, and entangling the two ships.

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Abordage de l' Ambuscade par la Bayonnais (PAD5615)

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Combat de la fregate francaise la Bayonnaise centre la fregate anglaise l' Embuscade 14 decemb. 1798 (PAD5616

Both ships fired a last broadside and closed their gunports. Bayonnaise lost numerous men, and her captain, Richer, had an arm shot off. Nevertheless, French grapeshot and musketry fire cleared the decks of Ambuscade. Most of the British officers were wounded and taken below deck, leaving only ailing lieutenant Joseph Briggs in command. Having grappled the corvette to the frigate, the French used Bayonnaise's bowsprit to bridge the gap between the ships and climb onto the taller Ambuscade.

The French boarded and seized a light gun loaded with grapeshot, which they used to clear the forecastle of its defenders. The quarterdeck of Ambuscade suffered the explosion of a powder box, which destroyed the wheel and the stern boat. After a bloody, 30-minute melee, purser William Beaumont Murray, the last British officer still standing, surrendered Ambuscade. During the battle, Ambuscade had had 15 killed and 39 wounded, including Jenkins and his two lieutenants, and Bayonnaise 25 killed and 30 wounded, including Richer and his lieutenant.

Aftermath

1280px-Bayonnaise_vs_Embuscade_mg_9452.jpg
Ambuscade_vs_Bayonnaise-Crépin-2.jpg
Abordage_et_prise_de_la_frégate_Embuscade_par_la_corvette_Bayonnaise_en_1798.jpg
Louis-Philippe Crépin's depiction
Représentation probable de l'abordage et de la prise par la corvette française La Bayonnaise de la frégate anglaise L'Embuscade en 1798. Guerre de la Révolution française. Huile sur toile 146,5 x 114 cm

Bayonnaise had lost almost all of her rigging, was leaking and had her rudder damaged. Ambuscade had lost her mizzen mast and sustained damage from explosions on board, but was otherwise intact and sea worthy. Ambuscade towed Bayonnaise to Pertuis d'Antioche and Rochefort. They arrived the next day.[2] Ambuscade was taken into French service as Embuscade.

Lieutenant de vaisseau Richer was promoted to capitaine de vaisseau (jumping three ranks), and the ensigns of Bayonnaise, Corbie, Frouin, Guigner, Kinzelbach and Potier de la Houssaye, were promoted to Lieutenant de vaisseau. Captain Jenkins was later court-martialled, accused of letting his ship, crewed by young sailors, be boarded by a stronger party, while he had a strong advantage at gunnery and manoeuvre. He was acquitted.

The battle was used as a propaganda coup by the French government. Several paintings of the event were subsequently commissioned, notably a large painting by young Louis-Philippe Crépin which is now one of the main exhibits of the Musée national de la Marine in Paris.

Ambuscade_vs_Bayonnaise-Ozanne-2.jpg
Pierre Ozanne's depiction of Ambuscade towing Bayonnaise back to harbour, with exaggerated proportions between the ships (not correct comparison)


HMS Ambuscade was a 32-gun fifth-rate frigate of the Royal Navy, built in the Grove Street shipyard of Adams & Barnard at Depford in 1773. The French captured her in 1798 but the British recaptured her in 1803. She was broken up in 1810.

large (2).jpg
Lines (ZAZ2923)

Class and type: 32-gun fifth-rate frigate
Length:
  • 126 ft 3 in (38.48 m) (gundeck)
  • 104 ft 1 in (31.72 m) (keel)
Beam: 35 ft 1.75 in (10.7125 m)
Draught:
  • 8 ft 4 in (2.54 m) (forwards)
  • 13 ft 0 in (3.96 m) (aft)
Depth of hold: 12 ft 2 in (3.71 m)
Sail plan: Full-rigged ship
Complement: 220
Armament:
  • Upper deck: 26 × 12-pounder guns
  • QD: 4 x 6-pounder guns + 4 x 18-pounder carronades
  • Fc: 2 x 6-pounder guns + 2 × 18-pounder carronades
large (3).jpg Frame (ZAZ2950)

American Revolution
HMS Prudente captured the "private man of war" Américaine on 26 January 1781. She was armed with 32 guns and carried a crew of 245. HMS Ambuscade shared in the proceeds of the capture.

On 22 June 1779, after a short action, Ambuscade captured the French brig Hélene, which was the former Royal Navy 14-gun sloop HMS Helena. The Royal Navy took her back into service under her original name. Six days later Ambuscade captured the French privateer Prince de Montbray. The privateer was possibly out of Granville and under the command of Captain Boisnard-Maisonneuve.

French Revolutionary Wars
In August 1798 Ambuscade, commanded by Captain Henry Jenkins, with Stag and the hired armed cutter Nimrod captured the chasse maree Francine . Then Ambuscade shared with Phaeton and Stag, in the capture on 20 November of the Hirondelle.
On 13 December 1798, Ambuscade captured a French merchantman, Faucon, with a cargo of sugar and coffee bound for Bordeaux.
Disaster struck the following day. Ambuscade was blockading Rochefort, when the smaller French corvette Bayonnaise captured her at the Action of 14 December 1798. The court martial exonerated Captain Henry Jenkins of Ambuscade, though a good case could be made that he exhibited poor leadership and ship handling. The French brought her into service as Embuscade.

Napoleonic Wars
On 28 May 1803, HMS Victory recaptured her. She had a crew of 187 men under the command of capitaine de vaisseau Fradin, and was 30 days out of Cap Francais, bound for Rochefort. The Royal Navy took her back into service as Ambuscade.
In March 1805, she was attached to Sir James Craig's military expedition to Italy. Along with Dragon, Craig's flagship, and Lively, Ambuscade escorted a fleet of transports to Malta.
On 4 March 1807, Ambuscade captured the ship Istria. Unité, Melpomene, Bittern and Weazel (or Weazle) were in company and shared in the prize money.

Fate
Ambuscade was broken up in 1810.


Bayonnaise was a 24-gun corvette of the French Navy, launched in 1793. She became famous for her capture of HMS Ambuscade on 14 December 1798. Her crew destroyed Bayonnaise in November 1803 to prevent her capture.

Displacement: 580 tons (French)
Tons burthen: c.400 (bm)
Length: 38 m (125 ft)
Beam: 10 m (33 ft)
Draught: 5 m (16 ft)
Complement: 172-386, 220
Armament:

Career
Bayonnaise was being built as a privateer when the Ministry of Marine requisitioned her in 1793 before she sailed. The Ministry assumed the construction contracts and purchased her in March 1794.

Bayonnaise participated in the Croisière du Grand Hiver, an unsuccessful sortie by the French fleet at Brest on 24 December 1794.
Her hull was coppered in 1795 in Brest. She was officially renamed Brême that year, but apparently the new name was roundly ignored.
In late 1798, under lieutenant de vaisseau Jean-Baptiste-Edmond Richer, she ferried 120 prisoners from Rochefort to French Guyana. She then ferried troops and despatches from Cayenne to Guadeloupe, and headed back for France.

She became famous for the Action of 14 December 1798, in which she captured the much stronger 32-gun Ambuscade off the Gironde. Ambuscade was blockading Rochefort, when the smaller Bayonnaise captured her. Ambuscade had ten men killed, including her first lieutenant and master, and 36 wounded, including her captain. Bayonnaise had 30 killed, and 30 badly wounded, including Richer and his first lieutenant.

The court martial exonerated Captain Henry Jenkins of Ambuscade, though a good case could be made that he exhibited poor leadership and ship handling. The French brought her into service as Embuscade; the Royal Navy later re-captured her.

Fate
On 28 November 1803, Ardent gave chase to Bayonnaise in Finisterre Bay. The corvette's crew ran her ashore and then set fire to her prevent the British from capturing her. Captain Winthrop of Ardent described Bayonnaise as a frigate of 32 guns and 220 men, which had been sailing from Havana to Ferrol. Actually, Bayonnaise was armed en flute with only six 8-pounder guns, and was returning from the Antilles.



https://en.wikipedia.org/wiki/Action_of_14_December_1798
https://en.wikipedia.org/wiki/HMS_Ambuscade_(1773)
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Today in Naval History - Naval / Maritime Events in History
14 December 1809 - HMS Melampus (36), Cptn. Edward Hawker, captured Palinure Class brig corvette Bearnaise (1808 - 16), Lt. Montbazen.


HMS Melampus was a Royal Navy fifth-rate frigate that served during the French Revolutionary and Napoleonic Wars. She captured numerous prizes before the British sold her to the Dutch navy in 1815. With the Dutch she participated in a major action at Algiers, and then in a number of colonial punitive expeditions in the Dutch East Indies.

800px-A_CR_Melampus_in_BRISTOLIAN_in_Cmd.JPG
Detail from the painting by Bristol artist Chris Woodhouse of the 36-gun Bristol-built frigate HMS "Melampus", commissioned and purchased in 1990 by Bristol City Museum

Design and construction
The Admiralty ordered Melampus from James Martin Hillhouse, of Bristol on 17 April 1782 as a 38-gun fifth rate. She was designed by Edward Hunt as a purpose built. After she had been laid down in December 1782, the Admiralty reduced her armament to 36 guns on 11 January 1783, as captains of earlier 38-gun frigates had complained that the extra guns made the upper gundeck too cramped. Melampus was launched on 8 June 1785, and fitted between 3 July and 8 September 1785 for ordinary at Plymouth. She was again fitted between May and 2 July 1790 for Channel service. She had cost £20,785 13s 0d to build, with a further £2,985 being spent in 1790 for fitting out.

Class and type: 36-gun fifth-rate frigate
Tons burthen: 94724/94 (bm)
Length: 141 ft (43.0 m)
Beam: 38 ft 10 in (11.8 m)
Draught :13 ft 11 in (4.2 m)
Sail plan: Full rigged ship
Complement: 270
Armament:

  • Upper deck: 26 × 18-pounder guns
  • QD: 8 x 9-pounder guns + 4 × 18-pounder carronades (replaced by 32-pounder carronades in June 1793)
  • Fc: 2 × 9-pounder guns + 4 × 18-pounder carronades (planned but never fitted)
large.jpg Lines (ZAZ2859)

Early service
Her first captain following her May 1790 commissioning was Charles M. Pole. Melampus was paid off again in November 1790, but by 1793 she had been moved to Plymouth, where she was refitted between March and June for £4,726.

French Revolutionary Wars
She recommissioned in April 1793 under the command of Isaac Coffin, and by April the following year she was under Captain Thomas Wells, serving in Sir John Borlase Warren's squadron. During this time Melampus participated in the Action of 23 April 1794, during which the British took three vessels, Engageante, Pomone, and Babet. Melampus had five men killed and five wounded.

She came under the command of Sir Richard Strachan in September 1794 and was recommissioned in April 1795. She was part of Strachan's force that attacked and destroyed a French convoy in Cartaret Bay on 9 May 1795. The British squadron spotted a convoy of 13 vessels and immediately gave chase. Twelve of the quarry escaped and got close to the shore where a small shore battery, their own armed escorts, and a brig and a lugger offered some protection. Strachan sent in the boats from the vessels in his squadron while Melampus and the ships provided covering fire. The French crews abandoned their vessels at the approach of the British and eventually the shore battery also stopped firing. The cutting out party retrieved all the vessels, save a small sloop, which was hard ashore and which they burnt. Melampus had eight men wounded and in all the British lost one man killed and 14 wounded. They captured a gun brig and a gun lugger, each armed with three 18-pounder guns. They also captured the convoy, which consisted of: Prosperitte (80 tons and carrying cordage), Montagne (200 tons and carrying timber, lead and tin plates), Catharine (200 tons and carrying ship timber), Hyrondelle (220 tons and carrying ship timber and pitch), Contente (250 tons, carrying powder), Nymphe (120 tons carrying fire wood), Bonne-Union (150 tons), Fantazie (45 tons carrying coals), Alexandre (397 and carrying ship timber, cordage, hemp and cannon), and Petit Neptune (113 tons and carrying ship timber). A later prize money report added the names of the escorts, the gun-brig Crachefeu and the gun-lugger Eclair, both of which the Royal Navy took into service under their existing names.

On 3 July 1795 Melampus and Hebe intercepted a convoy of 13 vessels off St Malo. Melampus captured an armed brig and Hebe captured six merchant vessels: Maria Louisa, Abeille. Bon Foi, Patrouille, Eleonore, and Pecheur. The brig of war was armed with four 24-pounders and had a crew of 60 men. Later she was identified as the 4-gun Vésuve. The convoy had been on its way from Île-de-Bréhat to Brest. Seaflower, Daphne and the cutter Sprightly shared in the prize and head money. The Royal Navy took Vésuve into service as HMS Vesuve.

Melampus came under the command of Captain Graham Moore in August 1796. On 13 November she and Minerva drove a French navy corvette ashore near Barfleur. However the British were not able to get close enough to assure her destruction. Then Melampus and Childers captured another corvette, the Etna. Etna was armed with eighteen 12-pounder guns and had a crew of 137 men under the command of Citizen Joseph La Coudrais. The prisoners stated that both corvettes were carrying military and naval stores and that the corvette that had run ashore was the Etonnant, of eighteen 18-pounder guns. Both were new ships on their first cruise. The Royal Navy took Etna into service as the 20-gun post ship HMS Cormorant.

Melampus was also active in operations against French privateers. On 5 October 1797 she captured the French privateer lugger Rayon off the Casquets after a chase of four hours. Rayon was armed with six carriage guns and eight coehorns, and had a crew of 54 men under the command of Jean Baptiste Leonard Gosselin. She had sailed from Cherburg ten hours earlier intending to cruise between the Lizard and Cape Clear for six weeks.

Melampus was in company with Seahorse when they captured the Belliqueux, off the Irish coast on 16 January 1798. She was originally a corvette, but was now a privateer. Belliqueux was pierced for 20 cannon but was armed with fourteen 8-pounder guns and four carronades, and had a crew of 120 men. She was out of St. Malo, and on 11 January had captured His Majesty's packet Prince Ernest, which had been sailing from Tortola. The captain of the packet and all but four of her crew were on board Belliqueux.

A few days later, on 23 January, Melampus captured the Volage, after a short, intense engagement. She was a corvette that the French navy had lent to merchants. She was armed with twenty 9-pounder guns and two 18-pounders, and had a crew of 195 men under the command of Citizen Delageneaux, a capitaine de frégate. In the engagement Melampus had two men mortally wounded and three men dangerously wounded; Volage had four men killed and eight wounded. Volage was three weeks out of Nantes, provisioned for a three-month cruise. By the time of her capture, Volage had herself only captured an American ship and destroyed an English brig sailing from Belfast to Lisbon with coal. The Captain and all the officers on Volage were officers in the French navy, but on a three-month leave.

Melampus was present at the Battle of Tory Island in October that year, fighting in the main action and then subsequently capturing the French frigate Résolue in a night action two days later. Together with Ethalion she captured the 32-gun frigate Bellone which the Royal Navy took into service as HMS Proserpine.

On 26 February 1799 Melampus captured the French privateer Mercure, which the Admiralty took into service as Trompeuse. Mercure was armed with 16 guns and had a crew of 103 men. She was from Saint Malo and was returning to her home port after having had a successful cruise in the Channel. She was under the command of Captain Jacques Dupuy-Fromy.

On 14 April Melampus pursued another French privateer for 25 hours before she was able to capture her quarry. The privateer was the brig Papillon, which was armed with ten 9-pounder guns and four 36-pounder obusiers and had a crew of 123 men.

On 18 April Melampus was in pursuit of a privateer when the privateer capsized and sank before Melampus could reach her. The captain of Papillon stated that the privateer was the Nantois, of fourteen 6 and 12-pounder guns, and a crew of 150 men. Furthermore, she had on board the master and part of the crew of the brig Echo, which she had captured earlier.

Melampus was then assigned to the Caribbean, sailing for Jamaica in March 1800. On 2 June, Melampus, in company with Juno, captured the French letter of marque Volant, of 140 tons, armed with eight guns, and having a crew of 49 men. She was sailing from Vera Cruz to the Havannah. Melampus also captured Hannibal on 23 July.

On 1 October Melampus, Juno, and Retribution were in company when they captured the Aquila. Thereafter she came under the command of Captain Thomas Gosselin in November 1801 before being paid off in June 1802.

Lastly, Melampus captured Amistad (29 December) and Falcon Corunnes (30 December).

Napoleonic Wars
Melampus returned to England, and underwent a large repair at Deptford between August 1803 and October 1804. She was recommissioned in August 1804 under the command of Captain Stephen Poyntz, and commenced cruises off the French coast.

Between 12 and 14 February 1805, Melampus was in company with cutter Nimble, and the hired armed cutters Frisk and Rhoda. At this time a group of 27 French gunvessels were sailing from Bordeaux to Brest. Melampus succeeded in capturing two gunbrigs carrying two 24-pounder guns and one 18-pounder gun each, with a complement of 50 men each, primarily soldiers. Melampus also captured four luggers, each armed with one 18-pounder gun, and with complements of 25 men,mostly soldiers. The gunvessels Melampus captured were N°s 169, 174, 277, 286, 287, and 311. Frisk succeeded in capturing Gunvessel n° 288, armed with one 24-pounder gun, and with a complement of 25 men (20 being troops from the 44th Regiment), all under the command of enseigne de vaisseaux P. Roox. Rhoda succeeded in capturing the lugger Gunvessel n °313, armed with one 24-pounder gun, and with a complement of 22 men (18 of them soldiers), under the command of enseigne auxiliaire Frederick Widsmann. The gunvessel had had one man killed.

On 25 June Loire had been chasing a French frigate privateer for some twelve hours when Melampus and Brilliant came up and cut-off the quarry, forcing her to surrender. She was the Valiant (or Vaillant), of Bordeaux. She was armed with twenty-four 18-pounder guns on her main deck and six 6-pounders, which she threw overboard while Loire was pursuing her. She had a crew of 240 men. She had been out for 20 days on a four-month cruise but had only captured the Halifax packet Lord Charles Spencer.

On 13 July 1805 she captured the Spanish privateer Hydra at sea. Hydra was pierced for 30 cannons and carried twenty-two 9-pounder guns on her main deck, and six 6-pounders on her quarterdeck. She had a crew of 192 men, and she lost three men killed and several men wounded before she struck. Melampus captured her on the 17th day of a four-month cruise and she had not yet captured any British vessels.

Melampus was present, whilst serving as part of a squadron under her old commander Sir Richard Strachan, at the destruction of the 74-gun French ship Impétueux on 14 September 1806.

In September 1807 Captain Edward Hawker took over command, sailing her to North America in 1808. He then took her to the Leeward Islands in 1809.

On 16 January 1809 Melampus captured the French navy brig Colibri off Barbuda, after her captain had the "temerity" to put up a fight as Melampus was sailing alongside. She was armed with fourteen 24-pounder carronades and two 8-pounder guns, had a crew of 92 men, under the command of Mons. Deslandes, Lieutenant de vaisseau. In the engagement, Colibri had three men killed and 11 wounded before she struck. She was a new vessel and was sailing from Cherburg with a cargo of 570 barrels of flour and a great quantity of gunpowder intended for the relief of to San Domingo. On her way she had captured and sunk two British brigs that had been sailing from Newfoundland to Lisbon, the Hannibal and the Priscilla, both of Dartmouth. The Royal Navy took her into service as Colibri.

On 14 December Melampus captured the French brig corvette Bearnais after pursuing her for 28 hours. Bearnais was armed with sixteen 24-pounder carronades and had a crew of 109 men (including 30 soldiers), under the command of Monsieur Montbazen, Lieutenant de vaisseau. She fought before striking with the result that she had one man killed and some men wounded, and she wounded two men on Melampus. Bearnais was a new vessel and was sailing from Bayonne to Guadeloupe with a cargo of flour and military stores, some of which she had thrown overboard during the pursuit. The Royal Navy took her into service as Curieux.

Between January and February 1810, Melampus was involved in the capture of Guadeloupe. In 1847 the Admiralty awarded the Naval General Service Medal with clasp "Guadaloupe" to all surviving claimants from the campaign.

Melampus was in company with the sloop Driver when they captured a French corvette brig letter of marque on 28 May. The vessel was the Fantôme, of 300 tons burthen (bm), pierced for 20 heavy carronades, and with a crew of 74 men. She had made three captures before being captured herself.The Royal Navy took her into service under her existing name.

Transfer
Melampus returned to Britain, and by December 1812 was under repair at Isaac Blackburn's yards, at Turnchapel. Work was completed by March 1814, and she was again fitted for sea, between April 1814 and May 1815 at Plymouth Dockyard. She was then sold to the Dutch government in June 1815 for the sum of £35,364.[3]

HNLMS Melampus

Bombardment_of_Algiers_1816_by_Chambers.jpg
The Bombardment of Algiers, 27 August 1816, painting by George Chambers Sr.

On 27 August 1816 Melampus was the flagship of the Dutch squadron under Vice-Admiral Baron T.F. van de Capellen that joined a British fleet under the command of Admiral Lord Exmouth in the bombardment of Algiers. Her captain was Antony-Willem De-Man.[30] In the action Melampus lost three men killed and 15 wounded. In 1847 the Admiralty awarded the Naval General Service Medal with clasp "Algiers" to the 1328 surviving British claimants from the action.

The bombardment was an attempt by Britain to end the slavery practices of the Dey of Algiers. The Anglo-Dutch fleet bombarded ships and the harbour defences of Algiers.

By 1822 Melampus was in the Dutch East Indies. In that year she led a squadron of five transports and 24 local vessels carrying Dutch marines and local auxiliaries in a punitive expedition against the Iranun of Sulawesi.



https://en.wikipedia.org/wiki/HMS_Melampus_(1785)
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Today in Naval History - Naval / Maritime Events in History
14 December 1814 - British squadron, under Admiral Cochrane, captures U.S. gunboats, under Lt. Jones, in Battle of Lake Borgne, LA.


The Battle of Lake Borgne was a battle between the Royal Navy and Royal Marines on one side and the U.S. Navy and U.S. Marines on the other in the American South theatre of the War of 1812. It occurred on December 14, 1814 on Lake Borgne, and allowed the British to assault New Orleans ten days later.

BattleLakeBorgneHornbrook.jpg
Painting depicting the Naval Battle of Lake Borgne, Louisiana, between U.K. and U.S. forces in the War of 1812.
Oil on Canvas, 25.5" x 37.5", by Thomas L. Hornbrook (active 1836-1844). It depicts the British boat attack on five U.S. Navy gunboats, commanded by Lieutenant Thomas ap Catesby Jones, USN, during the early stages of the New Orleans campaign. The American gunboats (Numbers 5, 23, 156, 162 and 163) were captured after a stiff fight. This action helped delay the British advance on New Orleans, which ended with their defeat by Major General Andrew Jackson's defending army on 8 January 1815.




Background
The defeat of the British attack in September on Fort Bowyer prevented the British from taking Mobile, Alabama, and moving to cut off U.S. trade via land towards the Mississippi River. Next, the British decided to attack New Orleans and the Americans began receiving warnings of a British fleet approaching Louisiana. The warnings reached Commodore Daniel Patterson of the New Orleans Squadron, who immediately began to assemble any and all types of naval defenses to protect the state's waterways and naval ports.

When the British forces under Admiral Alexander Cochrane arrived off the Louisiana coast on December 9, Patterson dispatched Lieutenant Thomas ap Catesby Jones and a small flotilla to patrol Lake Borgne. The American force consisted of five Jeffersonian gunboats - No. 156, No. 163, No. 5, No. 23, and No. 162 - the schooner USS Sea Horse with Sailing-Master Johnson commanding, and two sloops-of-war, USS Alligator and USS Tickler, serving as tenders. Gunboat No. 156, the flagshipof the squadron, mounted one long 24-pounder, four 12-pounder carronades, and four swivel guns. She had a crew of forty-one men. In all, the squadron comprised 245 men, sixteen long guns, fourteen carronades, two howitzers and twelve swivel guns.

Vice Admiral Sir Alexander Cochrane, British Commander-in-Chief of the North American Station, ordered HMS Seahorse, Armide and Sophie from Pensacola to Lake Borgne. They were to proceed to the Bayou Catalan, or De Pecheurs, at the head of the lake and 60 miles (97 km) from the troopship anchorage. This was to be the disembarkation point for the attack on New Orleans.

The three British vessels reported that as they passed Cat Island, Mississippi, two American gunboats had fired at them. Furthermore, lookouts on the masts had seen three more. When the fleet arrived on December 11, Cochrane decided to hunt out the Americans.

Cochrane put all the boats of the British fleet under the command of Commander Nicholas Lockyer of Sophie, with orders to find and defeat the American flotilla. The boats came from Tonnant, Norge, Bedford, Royal Oak, Ramillies, Armide, Cydnus, Seahorse, Trave, Sophie, Belle Poule, Gorgon, Manly and Meteor. The British deployed forty-two longboats, launches and barges with one 12, 18 or 24 pounder carronade each, as well as three gigs, each mounting a long brass 12 pounder cannon.

The force consisted of some 1200 sailors and Royal Marines. At night on December 12, the British boats, under Lockyer, set off to enter Lake Borgne. Before reaching Lake Borgne, they encountered the one gun schooner Sea Horse. She was on a mission to destroy a powder magazine at Bay St. Louis in order to prevent its capture by the Royal Navy. The schooner, with the protection of a shore battery, fought off two of Lockyer's longboat attacks but then was burnt later that night to prevent the main British fleet from capturing her.

Battle_of_Lake_Borgne.jpg
Battle of Lake Borgne

Battle
After rowing for about thirty-six hours, the British located the five American vessels drawn up in line abreast to block the channel between Malheureux Island and Point Claire on the mainland. As the British advanced, they spotted Alligator and immediately sent a few longboats under Roberts to cut her off and the British quickly captured her. At 10 o'clock on the morning of December 14, the boats had closed to within long gunshot by St. Joseph's Island. At this point Lockyer ordered the boats' crews to breakfast.

Lockyer formed the boats into three divisions. He took command of the first and gave Montresor of Manley command of the second and Roberts of Meteor command of the third. When the British had finished their breakfast they returned to their oars and pulled up to the enemy. The main battle came at 10:30 am. The Americans in the gunboats saw the British rowing towards them and opened fire while the boats were still out of reach. The British were rowing against a strong current and under a heavy fire of round and grapeshot.

The Americans fired as many times as possible before the range closed. They were able to sink two of the attacking longboats and damaged many others. They killed or wounded a number of the British in the process, including most of the men in Lockyer's boat. Eventually the range closed and the British sailors and marines began to board the American vessels. Lockyer personally boarded Gunboat No. 156, Jones's ship. In the close quarters combat the two sides used cutlasses, pikes, bayonets and muskets. Both Lockyer and Jones sustained severe wounds.

The British captured Gunboat No. 156 and turned her guns against her sister ships. The gunboat fired her broadsides and assisted the capture of the remaining American craft. One by one, the British took the other four American gunboats. Boarding and capturing the entire American flotilla took five minutes.

Tickler, a small fifty ton sloop anchored a short distance behind the five gunboats, watched the battle but stayed out of the fight as Jones ordered. When her captain saw the British had captured all five American gunboats, he scuttledand burned his vessel. It is not known if the crew was captured or escaped to New Orleans.

Aftermath
The engagement lasted about two hours, though the actual hand-to-hand combat lasted only five minutes. The British forced the greatly outnumbered American seamen to surrender, but the Americans had inflicted considerable damage. The British won control of the lakes, but the delay gave General Andrew Jackson more time to strengthen his defenses. The Americans lost their gunboats and a sloop and had 10 killed, 35 wounded, and 86 captured, according to the British; and 60 killed, wounded, or captured according to the Americans. Jones was a prisoner of war for three months and would later be decorated for his bravery in delaying the British advance.

SeatOfWarInLouisianaAndFlorida.jpg
Map showing Lake Borgne, New Orleans, and surrounding areas

The British reported that in the fighting they had lost 17 dead and 77 wounded, some of whom died later. Captain Lockyer was among the wounded. The British also lost two longboats sunk and had several others damaged. Originally the Americans claimed that the British had suffered some 300 killed or wounded, as well as losing four boats sunk. Cochrane rated the captured flotilla as the equivalent of a 36-gun frigate and appointed Lockyer to its command as soon as his wounds permitted. Montresor took command pro tem; in March 1815, Lockyer received promotion to post captain.

The British took the five gunboats into service under the names Ambush (or Ambush No. 5), Firebrand, Destruction, Harlequin and Eagle. Several of these vessels remained in Royal Navy service into June 1815, and at least one perhaps beyond.

Lake Borgne would become the landing zone for British forces preparing to attack New Orleans. After the population of the city learned of the engagement on Lake Borgne, panic overtook some of New Orleans' population; so, Andrew Jackson declared martial law.

Medal
In 1847 the Royal Navy issued a clasp (or bar) for the Naval General Service Medal marked "14 Dec. Boat Service 1814," to survivors of the battle who wanted to claim the clasp. In all, 205 survivors claimed it.


USS Alligator was a sloop in the United States Navy during the War of 1812. The U.S. Navy purchased Alligator in 1813 at New Orleans, Louisiana. Commissioned as a tender at New Orleans, she served on that station under the command of Sailing Master Richard S. Sheppard until late in 1814 when the British captured her at the Battle of Lake Borgne.

Service

Battle of Lake Borgne

After the capture of Pensacola on 7 November 1814 Major General Andrew Jackson arrived at New Orleans on 1 December to make preparations for the defense of that city. He organized with Master Commandant Daniel Patterson of the U.S. Navy to send a flotilla to Lake Borgne to guard and defend against the approach of Vice Admiral Sir Alexander Cochrane and his fleet.

Lieutenant Thomas Jones commanded the American flotilla of five large gunboats, which had about 180 men for the crews. The gunboats were armed with 24 and 32-pounder long guns, 6 and 12-pounder carronades, and swivel guns. Among the flotilla was the sloop-rigged Alligator with a long 6-pounder and two 12-pounder carronades with its crew of 20 men.

On 13 December after most of the British fleet arrived east of New Orleans, Cochrane sent commander Nicholas Lockyer with a flotilla of about 45 open ship's boats and barges armed with carronades and upwards of 1,000 Royal Navy and Royal Marinesto attack Jones' flotilla. By mid-morning Jones had discovered the British approaching his flotilla. He quickly pulled up anchors and retreated westward with orders from Patterson to defend the passage into Lake Pontchartrain at all costs as this lake would give the British naval access to New Orleans situated on its southern shore. At the time the water level of the lake (Borgne) was lower than normal which forced Jones to lighten the load of his vessels, allowing him to elude the approaching British boats. Jones sent Seahorse to remove ordnance and other supplies from the shore batteries on the north shore but part of the flotilla was cut off. After a brief skirmish Jones' forces retreated that evening after blowing up Seahorse and destroying the shore encampment. Unable to withdraw any further Jonesanchored his flotilla some 15 miles from the entrance of the lake. Lockyer's force could not advance in striking range due to the low tide, opposing currents and adverse winds until the morning of 14 December, when conditions became more favorable.

After a short rest Lockyer launched his assault, first attacking the Alligator which had fallen behind the rest of the American flotilla. Being lightly armed it fell in little time. The remainder of the British flotilla now formed a long line and slowly advanced on the American positions on the lake. Jones had anchored his boats end to end forming a line and a broadside to block the anticipated British advance. As the British vessels came within striking range the American flotilla together fired a destructive broadside which temporarily repelled the attack. At this point the tide and current had changed again, causing some of the American gunboats to break formation, one of them occupied by Jones where both he and Lockyer sustained serious wounds from the ensuing battle. As the battle continued the British managed to cut through the boarding nets and overtook the American gunboats, turning and using them against the American forces to secure their victory.

Alligator's participation in the Battle of Lake Borgne — an American defeat, but one that helped to buy precious time for General Andrew Jackson's successful defense of New Orleans — proved very brief. Her disposition by the British is unknown


https://en.wikipedia.org/wiki/Battle_of_Lake_Borgne
https://en.wikipedia.org/wiki/USS_Alligator_(1813)
 
Today in Naval History - Naval / Maritime Events in History
14 December 1822 - HMS Racehorse (18), William Suckling, wrecked on Langness, the S. E. point of the Isle of Man.


HMS Racehorse was a Royal Navy 18-gun Cruizer-class brig-sloop built by Hamilton & Breeds and launched in 1806 at Hastings. She served in the Channel, where she captured a small privateer, and in the East Indies, where she participated in the capture of Isle de France (now Mauritius) and the operations around it. She was wrecked in 1822.

Type: Brig-sloop Cruizer class
Tons burthen: 382 41⁄94 (bm)
Length:100 ft (30 m) (overall); 77 ft 3 1⁄2 in (23.559 m) (keel)
Beam: 30 ft 6 in (9.30 m)
Depth of hold: 12 ft 9 in (3.89 m)
Sail plan: Brig
Complement: 121
Armament:

Service
Racehorse was commissioned in March 1806 under Commander Robert Forbes, who sailed her for the Mediterranean on 25 May. By June 1807 she was under Captain William Fisher, cruising in the Channel.

Racehorse was among the vessels that detained the Danish ships Die Twende Softre on 28 August, and Swannen on 7 September. On 4 December she recaptured the Portuguese ship Gloria. On 2 March 1808 Racehorse captured the French privateer lugger Amiral Gantheaume off the Seven Islands, which are 16 miles west of Behat. Amiral Gantheume was armed with four guns and had a crew of 28 men. She was two days out of Granville and had not taken anything. Racehorse then cruised the Channel Islands.

Fisher sailed for the Cape of Good Hope on 29 September. There a number of her crew volunteered aboard other ships during the Invasion of Ile de France. On 13 and 14 March 1809, Racehorse was in company with her class-mate, Harrier, about 1000 miles from Rodrigues. Harrier fell behind and this was the last sighting of her; she was lost, presumed foundered.

In December 1810, Commander James de Rippe replaced Fisher. Racehorse was sent to Mauritius to join the squadron there under James Hillyar that had been assembled to attack the French squadron under Francois Roquebert that was expected from Brest. Early in 1811 Racehorse was in company with her sister-ship Elipse when Eclipse recaptured the Donna Emilia. On 3 February, Racehorse captured the slaver Othmany.

The French squadron evaded Hillyar, but Racehorse and the rest of the squadron, now under Captain Charles Marsh Schomberg, caught them off Tamatave in Madagascar. In the ensuing Action of 20 May 1811, the British defeated the French and captured two of their ships. Racehorse was not heavily engaged, and suffered no casualties. In 1847 the Admiralty authorized the issuance of the Naval General Service Medal with clasp "Off Tamatave 20 May 1811" to the remaining survivors of that action.

Racehorse was present at the capture of the Néréide three days later.[Note 3] Racehorse then sailed for the Cape on 7 August. On 19 September she and Astraea captured the French slaver brig Eclair.

On 5 January 1812 Eclipse, with Racehorse in company, took the lugger Eliza with 145 slaves, which she sent to the Cape of Good Hope. Racehorse captured the American ship Monticello on 12 November. Racehorse also shared in the proceeds of the capture, on 16 November, of Valentine. On 3 February 1813, Racehorse was under the command of Commander George F. Rich, and in company with Harpy, under the command of Commander Samuel Hoare. They captured the American ship Rose, which was carrying tea and 8907 Spanish dollars (worth approximately £2226).

On 15 August 1813 Racehorse sailed from the Cape of Good Hope as escort to several vessels, including Rambler bound for St Helena and Britain.

Post-war
Racehorse was paid off into ordinary at Portsmouth in 1813. Between February 1816 and July 1818 she underwent repair and fitting for sea there. She was recommissioned in May under Commander George Pryse Campbell, who took command on 5 May, for the Mediterranean. Racehorse came under the command of Commander Charles Abbot on 27 January 1821 when Campbell was promoted to post-captain.

Fate
Racehorse returned to Britain in 1822 under Captain William Suckling, who had taken command in February 1822. On 14 December 1822 she sailed from Holyhead, Anglesey, bound for the Isle of Man to meet with the Revenue cutter Vigilant. That night she was wrecked on a reef of rocks off Langness on the Isle of Man. Her pilot mistook the light on Langness Pier for the light on Douglas Pier. Boats from Racehorse took a number of the crew to shore, and five intrepid local men made four trips out and back to rescue more. On the last trip, with Suckling on board, the boat overturned in the surf. Six men from Racehorse drowned, as did three rescuers from Castletown.

The subsequent court martial reprimanded the Master, Henry Hodder, for failing to take constant depth soundings, and warned him to be more careful in the future. The court martial severely reprimanded the pilot, William Edwards, for sailing too close to land, and mulcted him of all pay due.

There is a detailed account of the loss of the Racehorse in Janet Gleeson's book The Lifeboat Baronet - Launching the R.N.L.I. Whilst the author indicates that RNLI founder Sir William Hillary was not present at this particular event, living elsewhere on the Isle of Man, she argues that the shipwreck was undoubtedly a significant contributing factor to his desire to set up a national lifesaving organisation.




https://en.wikipedia.org/wiki/HMS_Racehorse_(1806)
https://en.wikipedia.org/wiki/Cruizer-class_brig-sloop
 
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