Vessels built at Warrington

With the coming of the railway, the Warrington area had access to Lancashire coal and iron from Staffordshire. The Vulcan Foundry at Newton-le-Willows had been active in early railway construction. This foundry was set up by Charles Tayleur and partners.
The first sea-going iron shipbuilding at Warrington was the steamer Warrington in 1840 - built by the Bridge Foundry at Warrington, described as managed by Mr Sanderson. The location seems to have been in central Warrington, on the north bank just above the bridge over the Mersey. Getting vessels under that bridge was a major constraint. These premises were for sale in early 1845.
Around 1846 Tayleur and Sanderson joined forces and developed extensive premises at Bank Quay - on the Mersey below the town of Warrington, on the east bank, near the LNW railway line. They [George Sanderson, Charles and Edward Tayleur] named this the Bank Quay Foundry. See also. Here guns were built, but there were also slipways to launch ships, railway access,.. Even though access to the sea from Bank Quay was poor - only about 10 feet even at spring high water - it was possible to launch unladen iron hulls and tow the vessel to Liverpool to be fitted with masts, rigging, cabins, engines, etc. Several very large iron vessels were launched from Bank Quay.
As well as iron ships, they built bridges (Conwy and Menai railway), the pontoons for the floating landing stage at Liverpool, etc.

Information gleaned from newspapers, Lloyd's Register, MNL, Shipbuilders web-site and books such as Schooner Port by H F Starkey, 1981. The building and loss of the large iron clipper, Tayleur, is well documented; here I also cover the other vessels built at Warrington. Shipbuilding at Bank Quay came to an end in 1856.
The Vulcan Foundry, however, [located south of Newton-le-Willows - near the railway and Sankey canal - site now called Vulcan village], continued to operate until 2002, mainly constructing railway locomotives.
Names of the builders are variously given as: Bridge Foundry; Vulcan Foundry; Tayleur & Sanderson; Bank Quay, Warrington,

Steamers (iron)[also covered in Mersey built steamships].
Warrington 1840
Iron Steam yacht 1844
Wassernixe 1844
Die Schöne Mainzem 1845
Invincible 1852
La Perlita 1853

Sailing vessels (iron)
Iron barge Verulam 1833
Iron barges 1840
Brig John Wilson Patten 1841
Brig Libya 1842 (ex- John Wilson Patten?)
Schooner Neptune 1846
Schooner Enterprise 1846
Liverpool Landing Stage Pontoons 1846-7
Sloop Trout 1849
Clipper Tayleur 1853
Clipper Lady Octavia 1854
Ship Deerslayer 1854
Ship Liverpooliana 1854
Barque Medora 1854(ex- Liverpooliana?)
Ship Startled Fawn 1855
Ship Conference 1855
Barque Retriever 1855
Barque Mystery 1855(ex- Retriever?)
Ship Sarah Palmer 1855

Several sources quote the iron screw steamer Sarah Sands as built at Warrington - however, she was built by Hodgson at Liverpool in 1846.

Iron flat/barge Verulam, built Whitley, Warrington, 1833. 80 tons burthen. Owned Old Quay Company (Mersey & Irwell Canal)

[from Macclesfield Courier and Herald - Saturday 05 October 1833]:
Warrington. The inhabitants of this town, were on Monday last, gratified with the launching of a fine wrought iron flat, the Verulam, 80 burthen tons, the property of the Old Quay Company. Very early in the morning, very considerable numbers collected in the yard of the foundry of Messrs. Whitley, and Co., the builders. The usual ceremonies having been gone through, the vessel left the stocks, and proceeded on its course to Manchester, at which place it would undergo rigging. At the time ot its departure, it is supposed there were not less than seven thousand people; the cause of the influx of spectators may be ascribed to their not having witnessed a similar scene for twenty-one years.

Iron barges built by Bridge Foundry, Warrington, 1840, for Old Quay Company [Mersey and Irwell Canal].

[from Liverpool Mercury - Friday 19 June 1840]:
WARRINGTON. On Wednesday, the 18th instant, an Iron vessel of about 120 tons' burthen, was launched from the yard of the Bridge Foundry Company, Warrington, and glided into the water amidst the plaudits of a large concourse of spectators, We understand this is the second vessel launched from the same yard during the present year, and is intended for the Old Quay Company for whom three others are in progress. We are happy to state, for the honour of the town of Warrington, that fourteen iron vessels have already been built in the same yard for the Old Quay Company which seems to prove, beyond any doubt, the superiority of iron over wooden vessels, allowing increased carriage and taking a lighter draught of water.

Iron brig John Wilson Patten, built Bridge Foundry, Warrington, 1841, [John Wilson Patten was the local MP]

[from Liverpool Albion - Monday 20 September 1841]:
LAUNCH OF AN IRON VESSEL. On Tuesday last, a handsome brig, called the "John Wilson Patten", was launched from the yard of the Bridge Foundry Company, at Warrington. We are informed that she is built for a house in Liverpool, and intended for the African trade. A numerous concourse of people were assembled to witness the sight, and the vessel glided, precisely at twelve o'clock, gracefully into the Mersey.

Not found subsequently in newspapers, MNL or Lloyds. Perhaps renamed or sold foreign. Possibly renamed Libya, which was an iron brig, built Warrington, for trade to Africa, first voyage in early 1842.

Iron brig Libya, built Bridge Foundry, Warrington, 1842, 123.14nrt, 74.1 x 18.4 x 11 ft. Voyaged to Africa, then Venezuela. For sale 1848. Seems to have been used on the East Coast coal trade, latterly owned Lynn. Leaky and sank off Scarborough on 17th November 1856.

[from Morning Herald (London) - Friday 18 March 1842]:
Liverpool: ships cleared outwards, Libya, Owens, Africa.

[from Liverpool Mail - Saturday 24 June 1843]:
Sir, - I perceive in the Mercury of this day, a paragraph stating that the iron vessel, Libya, now laying in No. 2 Graving-dock, just arrived from the coast of Africa, from fourteen month's voyage, with three to four tons of barnacles on her bottom; also, that these barnacles had eaten one eighth into the iron, and that the vessel could not sail three or four miles, with a brisk wind, in consequence. I will feel obliged if you will contradict this erroneous statement. In the first place, she had not half the quantity of barnacles reported; in the next, she sailed seven miles an hour with a brisk wind; and lastly, the iron is not eaten the tenth part of the one-eighth, as represented. If the Editor of the Liverpool Mercury would take the trouble of ascertaing, from any of his nautical friends, the distance from the south coast of Africa to Liverpool, he will then learn the said Libya has averaged three and a half miles per hour on her passage, which is fully equal to the generality of passages. John Owen, master.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Wednesday 04 November 1846]:
Ships Loading: Laguayra [Laguayara] and P Cabello [both Venezuela]: Libya, Dove, Jeffreys & Meek.

[from Liverpool Mail - Saturday 27 March 1847]:
Libya, Dove, sailed from Puerto Cabello for this port 20th February.

[from Shipping and Mercantile Gazette - Friday 07 July 1848]:
THE beautiful iron-built Brigantine LIBYA, of Liverpool, 123 14-100 tons register N.M. Her dimensions are: length, 74 1-10 feet; breadth, 18 4-10 feet; depth, 11 feet; classed A 1 at Lloyd's. Was built at Warrington in 1842 with the greatest possible care; shifts without ballast, carries a large cargo, and is well adapted for the fruit and African trades. She is abundantly found in stores, and can be put to sea at a trifling expense. Lying in the London Docks. For inventories and further particulars apply MILLER, FORBES, and THOMSON.
[advertised from February 1848 to January 1849]

Libya, master Wright, then Bray from 1855, traded on the east coast, between East Anglia and the NE coal fields, from April 1849.

[from Shipping and Mercantile Gazette - Thursday 20 November 1856]:
Lynn. ... Captain M'Dowall, master of the Diligence, of Lynn, this day arrived from Seaham, having, the 17th inst., 6 30 P.M , been requested by Captain Bray, of the iron schooner Lybia [sic], of Lynn, for this port, to remain by him, as the Lybia was in a sinking state; this request was complied with, and at 9 P.M., the Lybia's crew came on board in their own boat and in about 40 minutes after this, the Lybia went down, Scarborough bearing N. W. by W., distant five miles. The master and crew of the Lybia, desire, through the medium of the Shipping and Mercantile Gazette, to return thanks to the assistance afforded them by Captain M'Dowall.

Sale of Bridge Foundry. [from Manchester Courier - Saturday 28 December 1844]:
MR. HILL has been favoured with instructions to sell by auction (without reserve), on the premises of the Bridge Foundry, Warrington, on Monday, the 20th day January, 1845, and eight following days of business, the whole of the very valuable and extensive STOCK IN TRADE, comprising one 16-horse condensing engine, with boiler complete, in good working condition; two 5-horse high-pressure do. new; one 8-horse high-pressure do. do.; planing machine to plane 22 feet by 4 feet, by Marsland & Son, Burnely; do do 7ft by 2ft 6in. Whitworth's patent, large upright drilling machine, with 2.5-inch bar speed pulleys, table frame, and two smaller do. do.; slotting machine, screwing machine, with gearing complete, and a variety of slide and common lathes from 9 to 36 inches, with gearing; millwrights' boring and turning tools; two powerful foundry cranes, crabs, and shears; cast and iron columns and piping; moulders' boxes, smiths' anvils and tools; two cattle cane mills, with 15.5-inch rollers bright wrought, with shafting and pulleys; iron sheds, air furnaces, rod and bar iron, polished and cast steel, screw bolts and nuts; a quantity of brass taps, steps, &c.; brassfounders' tools and furnace; iron and brass borings; large quantity of scrap iron; patternmakers' benches; a lot of ash plank, and other timber; quantity of red varnish; an immense number of patterns of every description, suitable for an extensive foundry, among which are engine patterns, from one to 60-horse power; lathe do.; spur, bevel, mortice, and mitre wheel; pinion do. of almost every size, particulars of which will be found in the catalogues; stove, gate, palisade, malt and cattle cane mill; pulley, railway wheel, thrashing machine, patent mangle, window frame, &c, &c; large weighing machine, scales and weights; lurry, with 6 inch wheels and double and single shafts; hand do.; broad and narrow wheeled carts, with iron arms, &c; drawing tables, counters, and office fixtures, gas meters and fittings, two iron safes, and a variety of other articles. Catalogue may be had on application to Mr. J. Haddock, bookseller, Warrington or to the Auctioneer, Church-street, Warrington. Sale to commence each day at eleven. [similar advert appeared from July 1844 on - location Mersey-street, Warrington]

Iron schooner Neptune, built Warrington, 1846, 42grt, owned Dubbs. More history. ON 16883, Flat registered Liverpool (Runcorn) 1847, 42 tons, by 1866 owned Kirkcudbright, registered Lancaster, 35 tons. In MNL to 1885.

Iron schooner Enterprise, built Warrington, 1846, 78grt, owned Tudor. Registered Liverpool 84/1846, 74 tons. Not found MNL. More history.

[from Manchester Examiner - Saturday 18 April 1846]:
WARRINGTON. LAUNCH. TWO iron schooners, built by Messrs. Tayleur, Sanderson, and Co., of this town, were launched from their yard at Bank Quay, on Monday last. The vessels, "Neptune" and "Enterprise", were named by Mr. Dubbs and Mr. Tudor, and are intended for the South American coast. The workmen were regaled on the occasion with an excellent repast.

Floating landing stage for Liverpool. The 36 boat-shaped floating pontoons, iron, each 80 ft long, and of 80 tons burthen, were built by Tayleur and Sanderson at Warrington 1846. Report of installing stage.

[fromLiverpool Standard and General Commercial Advertiser - Tuesday 12 January 1847]:
THE NEW LANDING STAGE FOR ST. GEORGE'S. Through the kindness of a member of the Dock Committee, we have been admitted to an inspection of the new floating landing-stage adopted by the Corporation, designed by Mr. Cubitt, C.E., and considered by them to be more applicable for the intended purpose than any of the three hundred and odd contrivances that were exhibited (in models and drawings) the year before last.
In our paper of the 2nd of September last we gave a cursory notice of the plans and sections, and we then expressed some apprehensions of its stability during gales of wind from the westward, which throw a considerable seaway against our sea-walls, alongside or parallel with which this new structure is destined to float. We still entertain the same doubts, though not to the same degree, on this point, for having seen the stage and its floats, we would fain hope that it may be found to succeed to the fullest extent; and if so, it will undoubtedly prove to be a great public accommodation.
The plan of the stage was given in a diagram in our paper in September last, and is generally accurate, some few alterations having been since adopted. It is now being built in a hollow, or basin, within the now enclosed area of the new North Docks, hereafter to be otherwise appropriated, and it has excited much interest and curiosity in all who have visited it. The whole forms an immense deck of 512 feet in length, little short of 90 in breadth, and sharp at both ends, each forming a bow. The framework is of great strength, and, as a stage, well and judiciously put together. It is built upon upright posts, so that the water may be introduced, and the pontoons, or boats, upon which it is to float may be placed and secured under it. The hollow, or dock, where it stands (formed by the embankment of the made land) on the north shore, will be opened out at the north end to allow its being floated into the estuary of the river when it is completed. The deck framing, as indeed all the wood work, is of the best pitch pine, and put together in bolting, oval iron plating at the buts, &c., with all due regard to strength, but without either wooden or iron knees, so far as we could discover. The beams of this deck (for it is but a huge deck) are about one foot square, and five feet from centre to centre, leaving about four feet between; and there are ten kelsons formed of balks, one on the top of the other. Two of these amidships, and nine feet apart, are of three beams of sixteen inches thick, and, in all, of three feet deep; the other eight are of two balks only, and, outwardly, these last are carried round each bow. The tree-nails by which the deck planking is fastened down are of English oak, steamed and compressed, and being black-leaded, resemble rods of iron.
The deck is peculiarly constructed. Between the midship kelsons the planks run fore-and-aft over a width of eight feet, and these planks are 5 inches thick. On each side of these the planks are placed diagonally, and on edge, over a width of eighteen feet, verging - all along from the bow, which will be (when the vessel is moored) towards Runcorn, - to the other end. Outside of these, and forming the side portions of the deck, the planks of the same thickness, are carried fore and aft. There will be stancheons all round the deck, short and long alternately, the long ones rising about four feet as a protection, and probably hung with chains, as a bulwark, where they can conveniently be employed; and the shorter ones for the temporary moorings or hawsers of the steamers.
It is scarcely possible, without a personal visit, to appreciate the size and consequent magnificence of this monster stage. Processions of great length might move round it, leaving a large area in the centre, and one hundred large country dances might certainly be footed upon it, with room and scope enough. The spar deck of the Great Britain was justly considered to be a wonder, but this immeasurably beats it. If it will only condescend to lie quiescent, a bowling-green and a quoiting ground, as well as a few parterres would be agreeable addenda, without blocking up the required thoroughfares.
The whole of the stupendous structure is to be kept afloat at all times of the tide by pontoons, or boats built of iron, and fixed under it, athwart ships, or at right angles with the deck. There will be thirty-six to thirty-eight of these vessels in all. With the exception of a few at each extremity, where the general "vessel" sharpens, these are of about eighty tons burthen each, and the weight of each in material is about 1.7 tons. They are flat decked, straight sided, and round at the bottom, which forms an arch inverted. They resemble ordinary steam-engine boilers, but of greater length, being about 80 feet. They were built by Messrs. Tayleure and Sandars [sic], of the Bank Quay Foundry, in Warrington, and are put together with great fidelity. These are each divided internally by watertight bulk heads, 9 feet apart, for greater strength, and for security in the event of damage. They are entirely of iron - deck, sides, and bottom; and air-tight. They were floated down by canal, and afterwards by the river, in pieces, two or three for each pontoon, as convenience offered. The pieces are put together on the margin of the basin where the stage is being built, and thence they are launched down, sideways, on regular ways. They have all strong iron hooks on each side, by which they are to be secured under the stage by other hooks, terminating rods of iron with screws and nuts. These pontoons will, with the superincumbent weight of the stage, probably draw from 2 feet 6 inches to 2 feet 10 inches, leaving the deck at a convenient height for the steamers landing and embarking their passengers.
The ends of the pontoons, which are perpendicular, will not be exposed nakedly to the sea, as we learn there is to be a sort of planking, or apron of boards all round, for the purpose of fending off steamers or boats. and it is expected that any concussion will generally hit against the end of the deck-beams, where the whole fabric presents the greatest strength.
The stage will be moored opposite the George's Baths, and will extend over the whole length of the quay, lying parallel with it, and connected therewith by two chain suspension bridges, one at either end. From the edge of the pier to the outside of the stage, the distance will be about 250 feet, so that about ten feet of water will be available for the river steamers even at low water of spring tides; though in such cases, the incline of the bridges will, we imagine, be rather steep. Round the stage, at high water, eight river steamers may be accommodated at a time. As we noticed in September, there will be in the centre a suite of waiting-rooms, of light workmanship, and replete with various conveniences. How the stage is to be moored, (and this is no small consideration,) we have not yet learned; but we may state that an ingenious nautical friend has suggested a plan, which as regards the set of the tide, appears to us to be good, simple and practable.
The landing-stage is, in fine, so far as the building goes, unexceptionable, as are also the pontoons for its floatation. A lingering doubt, however, still remains with us whether some mischief to it might not arise on a strong blow from the westward; for, though from its immense length and width, it may be supposed that a wave here and there would have little effect in disturbing it, we have witnessed such "seas" dashed over our river wall, as we fear, did they recur, would put this floating deck to a most straining trial. Mr. Cubitt is undoubtedly a clever engineer; but the main question here is not of mechanical knowledge alone, as refers to a piece of machinery, but of that and nautical science combined. We wish all success to the plan, which will be very costly, but we should have had more confidence in it, had some of our experienced master mariners, or dock engineers been consulted and expressed their approval. We know not what opinion is entertained by Mr. Hartley, the dock surveyor, on the subject; yet it is but justice to state, that from our own cursory observation, he has devoted much attention to the firm and perfect construction of Mr. Cubitt's stage, in order that it may have the fullest and fairest chance for the projector and the public.

Iron schooner (or sloop) Trout, built Warrington 1849, 58grt, not in MNL. Registered 104/1849, 58 tons, Liverpool. Reported sold foreign 1850. More history.

Return to index

Iron ship Lady Octavia, built Warrington 1854, 1300nrt, 190 x 26.5 x 22.5 ft, ON 6104, [1172 nrt in MNL], owned Hamilton & Adams, Greenock, registered Glasgow. For sale 1882 and then owned MacFarlane, Glasgow, barque rigged. In MNL until 1890. Purchased by Burchard, Rostock 1890. 1892 Sold to A/S Fortuna (Chr. Hannevig), Kristiania [Norway]. Renamed Fortuna. Casualty returns have: Fortuna, Norwegian iron barque, 1094 tons, Frederikstad to Cape Town with bricks - leaky and put into St Vincent, Cape Verde, 7 July 1903, beached and became a total wreck 28 September 1903.

[from Cheshire Observer - Saturday 20 May 1854]:
Ship Launch at Warrington. Both sides of the Mersey, at Warrington, presented, on Saturday last, a most animating scene, an immense number of people of all classes being assembled to witness the launch of a noble iron clipper-ship from the shipbuilding yard of the Bank Quay Foundry Company. The day was beautifully fine, and, amongst the spectators were several shipowners, merchants, and others belonging to Liverpool, who have taken a deep interest in the progress of iron shipbuilding at the town of Warrington. The new vessel was built for Messrs. Charles Moore and Co., of this town (the owners of the unfortunate ship Tayleur), who determined upon calling her the Golden Vale, but that firm lately sold her to Messrs. Hamilton and Adams, of Greenock, the new owners decided upon giving her the name of "Lady Octavia". Every facility was given by the builders to the assembled crowds to witness the launch, a great number of people being admitted into the shipbuilding yard. The arrangements for the launch was under the superintendence of Captain Bennett, late commander of the ship Koh-i-noor, who also took the charge of the Lady Octavia until she was moored in the Sandon dock. The new ship is two-decked, burthen 1250 tons, old measurement, and 1300 register. Length of keel 190 feet, breadth of beam 26 feet 6 in., depth of hold 22 feet 6 in., fore rake 10 feet, stem rake 3 feet. Her framing is of angle iron, and she is strongly braced with diagonal braces. The Lady Octavia has a poop cabin, 55 feet long, and carried over all, a house on deck, also 55 feet long, the width being 18 feet, with a spacious forecastle. After the launch, an influential party of gentlemen employed in the shipping interest, partook of a dejeuner in a house, fitted up in the yard specially for the occasion.

[from Morning Herald (London) - Saturday 27 October 1855]:
FOR BOMBAY direct. To follow the Hero, with immediate dispatch. The magnificent new Clipper - built Ship LADY OCTAVIA, 1319 tons register, DAVID WELSH, Commander; now loading in the East India Export Dock. Has a large poop, with splendid accommodation for passengers. For freight or passage apply to H. LINDSAY, 8, East lndia Chambers, Leadenhall-street.

[from Glasgow Courier - Thursday 26 August 1858]:
Report of the ship Lady Octavia, Welsh, of Greenock, from Bombay for London: Aug. 14, 3 P.M., being then about 160 miles true from the Lizard Point, and 120 E.N.E. from Ushant Island, I discovered what seemed to be a large brig, seeming standing to S.W. under all sail; and on looking at her with the glass, I saw that her mainyard and sails were laid to the mast, and a flag at the masthead. I was then steering nearly close by the wind; I immediately hauled close by the wind, and steered close towards her. She was then about eight miles from me. At 3.30 P.M. observed her to heel over, and go down very suddenly. 4 P.M., tacked ship, and went over the supposed spot, in hopes, if any of her crew survived, to pick them up; and although the water was smooth over all, looking out from the masthead, I saw nothing but a gangway and a pillow, which convinced me I was on the spot, and, had any person been clinging to a spar I should have seen them, as I did not keep the ship away before 8 o'clock, and then I was fully satisfied that none survived.

[from Weekly Scotsman - Saturday 15 November 1879]:
DISASTROUS COLLISION AT SEA. New YORK, November 8. The British ship Lady Octavia, from Rio de Janeiro for New York, has reached Philadelphia, having been in collision, near Cape May, with the steamer Champion running between New York and Charleston. The Champion sank within a few minutes, and thirty persons on board of her were lost, including twelve passengers. No lives were lost from the Octavia, which must go into dock for repairs.

[from Liverpool Echo - Monday 01 December 1879]:
The court of inquiry at Philadelphia held by the British Consul into the collision between the British ship Lady Octavia [of Greenock] and the steamer Champion, whereby thirty-six persons lost their lives, found that the Lady Octavia was blameless.

[from Shipping and Mercantile Gazette - Friday 28 April 1882]:
[Sale] THE fine Iron Ship LADY OCTAVIA, 1132 tons, built at Warrington in 1854; classed A1 in Lloyd's Book; had a heavy overhaul in 1876, when she was replated from light water mark to covering-board, including forecastle; and in 1879 the poop was replated, and she had part new main deck and forecastle deck. Is now in first-rate order, carries a large cargo, and is well found in stores. Lying in the London Dock. Apply to LACHLAN and CARRINGTON, 23, Great St. Helens, E. C.

[from Greenock Telegraph and Clyde Shipping Gazette - Wednesday 10 May 1882]:
SALE OF GREENOCK SHIP. The fine Greenock ship Lady Octavia, 1,172 tons register, has just been purchased by a Glasgow shipping firm from her owners (Mr G. Adam and others). The Lady Octavia, after discharging cargo at London, will go into dock.

[from Shields Daily Gazette - Friday 10 January 1890]:
THE BURNING THE ARETHUSA. LETTER FROM CAPT, M'MURTY. The following is an extract of a letter received from Captain M'Murty, of the Lady Octavia barque, dated Valparaiso, Nov. 21, 1889: When about 150 miles NNW of Falkland Islands we picked up a boat belonging to barque Arethusa, of Liverpool, which ship had been abandoned on fire 10 days previous. The crew consisted first mate, boatswain, cook, sailmaker, two boys, and six seamen. The cook was dead in the bottom of the boat, and we committed his body to the deep. The mate was lashed down in the boat, he having been delirious for some days; he never came to his senses and died on the second day. The boy also was only just alive, and he died 28 hours after we received him. The feet of most of the men were very much swollen and they were not able to walk, especially the apprentice boy, whose feet were decaying away, and will have to be amputated. He was sent to hospital, also three others, by H.M. Consul. The others are at the Sailors' Home. We received them on Oct. 12 and delivered them to Consul on Nov 20.

[from Liverpool Journal of Commerce - Saturday 12 July 1890]:
The Rostock firm of August Burchard has purchased the iron barque Lady Octavia, 1,132 gross register tonnage, at the price of £5,000.

[from The Sydney Morning Herald - Sat 23 Feb 1895]:
THE FORTUNA. Under the Norwegian flag now, but of British build and once known as the Lady Octavia, the iron barque Fortuna yesterday arrived from Melbourne. She has come round under engagement to Messrs. Gilchrist, Watt, and Co, and on arrival was put on the loading berth for London. She is a handy-sized vessel of 1100 tons, in first class order and will have a rapid despatch. As stiffening she brought a quantity of silver ore. Captain L. T. Hahn[?] is in command and reports fog and smoke from bush fires in Bass Straits, and Southerly winds off the coast.

[from Lloyd's List - Tuesday 18 August 1903]:
FORTUNA. St. Vincent, C.V., Aug. 6. The master of the Norwegian barque Fortuna has been instructed to retain on board sufficient of the cargo of bricks for ballasting purposes, and to sell the remainder by auction. The sale is to take place Aug. 15.

[from Lloyd's List - Monday 28 September 1903]:
FORTUNA. St. Vincent. C.V., Sept. 28, 7 40 a.m. Norwegian barque Fortuna, ballasted with bricks, sprung a leak and was beached full of water.

Iron ship Deerslayer, built Warrington 1854, 390 tons, 142.3 x 26 x 15.6 ft, ON 25910, owned Blyth, Liverpool. By 1860 owned Bath & Co, Swansea. Struck a rock and sank off Carrizal, 16 March 1868, arriving from Swansea.

[from Liverpool Albion - Monday 14 August 1854]:
The Deer-Slayer, a large and handsome iron vessel, built for Mr Blyth, of this town; has been launched from the yard of the Bank Quay Foundry, Warrington. Her dimensions are:- Length between the perpendiculars, 142ft. 3in.; breadth of beam, 26ft.; depth of hold from underside of deck amidships to the top of ceiling, 15ft 6in.; height between decks, deck to deck, 6ft. 6in.; register, about 600 tons. In model she is very beautiful, and will be extra strong, the frames being of angle iron 4in. by 3in. and 7/16ths thick, with diagonal bracings, and the flooring 18in. deep, extending well up to the bilge. The Bank Quay Foundry Company have orders for several larger ships for Liverpool firms.

[from Liverpool Albion - Monday 08 January 1855]:
Wed Jan 3. Deerslayer, iron ship, from this port, heeled over in the harbour of Pernambuco, 29th Nov., after discharging her cargo, and sank, carrying away topmasts, &c. against a Portuguese brig alongside, but was raised again on the 4th December.

[from Gore's Liverpool General Advertiser - Thursday 26 July 1855]:
For SALE, The very beautiful iron-built Barque DEERSLAYER; 460 tons o.m., 390 tons n.m. This fine ship was built at Warrington, in 1854, and has just been fitted out under the inspection of Lloyd's surveyor, is a beautiful model, sails fast, carries a large cargo on a light draft of water, is well found in stores (all of the best Liverpool manufacture), and will be found a most desirable vessel for any trade her size may suit. Dimensions: length 142 feet, breadth 25.1 feet, depth 15.7 feet. For specifications, inventories and further particulars apply to CURRY and Co. Brokers.

[from Liverpool Mercury - Monday 07 April 1856]:
BLYTHE AND ANOTHER v. TAYLEUR. - In this case the plaintiffs were Messrs. Blythe and Lyon, shipowners and merchants, of this town, and Mr. Tayleur, of Warrington, the well-known builder of iron ships, was the defendant. The action was brought to recover damages upon a breach of contract. It appeared that in August, 1853, the defendant contracted to a build for the plaintiffs an iron vessel, intended for the trade between this port and Pernambuco. The vessel was to be delivered in the following January, but it was not delivered until the close of September, eight months after the time specified in the contract. The plaintiffs calculated that in that period the vessel, if it had been ready, would have made two voyages out and home, and would have earned for them upwards of £1400, at which sum they consequently estimated the damage sustained by them. Several shipowners were examined for the purpose of showing that this was a reasonable estimate, and they stated that the profit of shipowners averaged 25 per cent., and that a ship ought to repay her cost in four years. For the defence it was urged that the delay in the completion of the contract was, in some degrees the fault of the plaintiffs themselves, and several witnesses were called to prove that 10 percent, was a fair average of the returns on shipping - five per cent for profit and five per cent for interest. The jury gave a verdict for £150 in addition to the sum of £250 paid into court by the defendant.

[from Morning Herald (London) - Tuesday 18 February 1868]:
LIVERPOOL Feb 17. The Deerslayer chartered to load regulus [partially processed copper ore] for Swansea was totally lost entering Carrizal on the 28th December.

[from Shields Daily Gazette - Wednesday 19 February 1868]:
Valparaiso, Jan. 3. A telegram has been received stating that the barque Deerslayer (coal) struck on a rock Dec. 31, in approaching Carrizal, and on Jan. 1, went down in Carrizal Bay. All that was possible was saved from the ship, and some 50 tons of her cargo.

Iron ship Liverpooliana, built Warrington 1854, 455 tons burthen, 142.3 x 26 x 15.6 ft, owned Longton, Liverpool for trade to Brazil. John Longton, shipowner, Liverpool, declared bankrupt in 1857, but repaying dividends in 1858 to 1863. Ship not found in MNL or LR. Probably renamed as Medora (see below). However, Captain Maryatt's code book of 1861 (also 1866) includes it - code no 283.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 31 October 1854]:
LAUNCH AT WARRINGTON. - On Monday, a fine ship of 455 tons burthen, called the Liverpooliana, modelled by Mr. Jonathan Grindrod, of Liverpool, was launched from the Bank-quay Foundry, at Warrington. She has been built for Mr. John Longton, of Liverpool, and is intended for the Brazilian trade. Her dimensions are - 142 feet 3 inches between perpendiculars; breadth of beam, 26 feet; from underside of deck amidships to top of ceiling, 15 feet 6 inches; height between decks, 6 feet 6 inches.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 31 October 1854]:
Tuesday Oct 24, Arrived: Liverpooliana (new iron ship), Warrington.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 26 December 1854]:
Wed 20 Oct: The Liverpooliana, which capsized on the night of the 13th, in the George's Dock, has been raised to an upright position, and the water pumped out of her. [a similar fate occurred to Retriever and Deerslayer]

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Thursday 18 January 1855]:
Loading for Pernambuco: Liverpooliana, 390, Flood, Longton & Co, Oct 24 G

Very few newspaper mentions after this: 1868 Liverpooliana (barque) voyage Calcutta to New York [described as English ship]; 1868 Liverpooliana voyage Colombo to London. Mostly described as a barque.

last mention [from Shipping and Mercantile Gazette - Wednesday 24 November 1869]: spoken: Liverpooliana, barque, from Colombo to London, Oct 10, 14N, 26W.

Return to index

Iron ship/barque Medora (probably launched as Liverpooliana), built Warrington 1854, 357 tons, 137 x 25 x 15.7 ft, ON 25683, registered Liverpool, owned Shallcross & Higham, 1855-74. Liverpooliana having capsized was advertised as sailing to Pernambuco in January 1855, Medora was advertised for sale January 1855 and as sailing to Pernambuco in February 1855. So, after the bad press received by Liverpooliana capsizing, she may have been renamed Medora. Medora was first registered at Liverpool 47/1855, 392 tons, on 1 February 1855, and was described as launched 1854. Registered Lyttelton, NZ, from 1875-81.

[from Northern Daily Times - Wednesday 17 January 1855]:
MEDORA, - 464 tons old measurement, and of the following dimensions: Length aloft, 137 feet; breadth, 25 feet; depth, 15 feet 7-10ths. This handsome vessel was built at Warrington, by the Bank-quay Foundry Company, of the best Staffordshire iron, regardless of expense, for private use. She has been constructed with every care, and is double riveted. She is flush-decked, has neat cabins fitted, patent windlass, water tanks, &c., and is in every respect completely equipped for sea. Her sails, anchors, chain-cables, cordage, spars, and masts, are of the first quality. To parties requiring a vessel of her tonnage, with light draft of water and stowage, and fast-sailing qualities combined, so eligible an opportunity rarely presents itself, as she is really a faithfully-built ship, and quite ready for immediate employment. May be inspected in Victoria Dock, and inventories and further particulars may be obtained, on application to TONGE & CO., Brokers.

[from Gore's Liverpool General Advertiser - Thursday 08 February 1855]:
LINE PACKETS for PERNAMBUCO. Having a great portion her cargo engaged, will have quick despatch. The beautiful new iron-built clipper Ship, MEDORA, Captain Scorr, A 1, 392 tons. This beautiful vessel has just been launched at Warrington, and is allowed by competent judges to be one the finest, and is expected to one of fastest, vessels afloat; loading Prince's Dock. For freight passage apply Messrs Shallcross and Higham.

[from Liverpool Journal of Commerce - Friday 23 May 1873]:
FOR SALE AT CARDIFF. The beautiful flush-decked Iron Barque MEDORA of Liverpool. 390 tons old register, 357 n.n., and 464 builders' measure. Length, 137 feet; breadth, 25 feet; depth, 15 7-10 feet. Built under special survey at Warrington in 1854, and now classed A 1 at Lloyd's, and A 1 20 years in the Liverpool underwriters' register. This vessel is in fine order, and left Rotterdam on the 21st instant for Cardiff, after discharging a cargo in perfect condition from the west coast of America. Apply to the owners, SHALLCROSS & HIGHAM. 5, New Quay, Liverpool.

[from The Sydney Mail - Saturday May 16 1874]:
Newcastle. Arrivals. May 6. Medora, barque, Petrie, from Lyttelton.

[from Lyttelton Times - 20 June 1876]:
Lyttleton. Expected Arrivals. From Mauritius, Medora barque, early. [no later voyage found]

Iron ship Startled Fawn, built Warrington 1855, 1328grt, 1165nrt, owned G H Fletcher, Liverpool, registered Liverpool from 1855, ON 1144. Wrecked by collision off Dungeness 19 December 1867; Wreck details. More history[though date of launch seems wrong].

[from Liverpool Mercury - Tuesday 06 March 1855]:
LAUNCH. - Yesterday, about half-past one o'clock, the new iron vessel the Startled Fawn was launched from the yard of the Bank-quay Foundry Company, Warrington. Her dimensions and burthen are similar to those of the Lady Octavia, which was launched at the above place in May last, of which vessel she is sister ship. The heavy swell she made caused the water to overflow the bank, to the great discomforture of those persons who had ventured too near, but much to the amusement of a large concourse of other spectators. She was taken in tow by the steam tugs Victory and British Queen, and proceeded a few miles down the river, where she moored last night. She is expected in this port today.

[from Greenock Advertiser - Friday 31 August 1855]:
In a case which came before the assizes at Liverpool last week, in which the plaintiffs were Fletcher & Co. against Edward Tayleur, iron shipbuilder, Warrington, for non-delivery in time, according to a written contract, of an iron ship, the Startled Fawn, which the defendants contracted to build, it was stated that the plaintiffs would have made a profit in one year of £7000, if the vessel had been delivered to them in August, 1854. Verdict for the plaintiffs of £2750.

[from Sussex Advertiser - Saturday 28 December 1867]:
COLLISION IN THE CHANNEL. LOSS OF TWO VESSELS, AND NARROW ESCAPE OF THE CREWS. Considerable excitement was created in the neighbourhood of the fishmarket at Hastings, on Friday morning last, by the landing of three boats containing the crews of two vessels which had come into collision and sunk about 16 miles westward of Dungeness Point, on the previous night. The particulars of this sad and serious casualty, as related by the Captains of the two vessels, are as follows:
The "Startled Fawn", a ship 1164 tons burden, was pursuing her homeward course from Calcutta to London laden with a cargo of rice, seeds, cotton, jute, &c, and the "Rushing Water", a barque of 422 tons burden, was running in the opposite direction, being bound from Sunderland to Madras, with a cargo of iron and coke. The ship was the property of Mr. G. H. Fletcher, of Liverpool, the name of the captain being King, and the barque belonged to Mr. Charles Newman, of Liverpool, and was under the charge of Capt. Pearson. The collision took place about half-past seven o'clock on Thursday evening, at which time it was very dark, and a thick fog prevailed. The two vessels, it is thought, were about ten or twelve miles from land. The "Startled Fawn" was sailing at the rate of about six and half knots an hour, and the barque at a somewhat less speed. The "Startled Fawn" struck the barque in the mizen chains, and caused damage to such an extent that the barque sunk in about seven minutes afterwards. The crew, 14 number, had just time to save their lives by getting on board the ship, but any attempt to obtain their clothes, or other personal property, could not be thought of, and several of the men were almost naked when they made their escape. One of them, the second mate, nearly lost his life, being knocked overboard from the stern of the ship, and upon being rescued by the crew of the "Startled Fawn" it was found that he was somewhat severely injured. The crew of the "Startled Fawn" numbered 30 hands, besides a pilot, and the consternation and alarm which was created when it was found that the ship was making water fast forward, may well be imagined. Both crews worked hard at the pumps in the hope of keeping the ship free, but their efforts were ineffectual, and therefore about midnight, when there was a depth of 15 feet in the fore and second compartments, the boats were lowered, and all hands abandoned the ship for their own personal safety. The position of Capt. King was, perhaps, the most pitiful, for, about a week previous, he had been seized with a paralytic fit, and was unable to walk without assistance.
All hands being safe in the boats, they at once made for the shore, and soon afterwards had the good fortune to fall with the lugger "Little Polly", of Hastings, Thomas White (Gay Lass) master. They were taken on board of the lugger and brought to Bexhill, where in the morning they again took to their boats and were shortly after ten o'clock landed at Hastings. They proceeded to the Rising Sun Inn, where the utmost kindness and attention was shown them by Mr Stevenson. The Captains and some of the men remained at that house, and others were taken round to Mr. Griffith's eating house, in George Street, where their personal comfort was also well provided for. It must be mentioned, too, that the coastguard were active in rendering every assistance they could to the unfortunate crews, and that the funds of the Shipwrecked Mariners' Aid Society, of which F. W. Staines, Esq., is local treasurer, and Mr. W. Phillips agent, were made available for fitting out those who were deficient of clothing, and subsequently for providing them with passes by rail. Mr A. B. Vidier, Lloyd's agent at Rye, arrived during the afternoon, accompanied by Mr. Hearne, Collector of Customs, and the unfortunate men left by rail for London the same evening, not, however, until they had expressed their gratitude for the kindness they had received. For some reason, no doubt known to himself, the pilot who had charge of the ship at the time of the collision, declined to give his name to our reporter, but it was understood that he was taken on board at the Isle of Wight.

Iron ship Conference, built Warrington, 1855, 531 tons, ON 25992, registry closed 1931. Owned and registered Liverpool until registered Melbourne 1877, Geelong from 1878, Sydney from 1890, as a barque, 421grt, 164.8 x 26.3 x 15.9 ft, elliptical stern, 1.5 decks. Sunk 22-4-1904, north of Freemantle, had previously been a coal hulk at Albany since 1895.

[from Belfast Commercial Chronicle - Thursday 07 June 1855]:
The large new iron clipper Conference, recently launched by the builders of the Tayleur, has been towed from Warrington to Liverpool, to be rigged and fitted out.

[from Northern Daily Times - Friday 06 June 1856]:
We may also notice that the same firm [James Baines & Co] have put a vessel on the berth to sail from this port for Auckland, New Zealand. The vessel selected for this new trade is the fine sharp clipper-ship Conference, which was built by Messrs. Tayleur and Co., of Warrington, and a description of which we gave in detail when she was launched.

[excerpt from Gore's Liverpool General Advertiser - Thursday 05 October 1865]:
By order of the executors. 8/64 shares in the fine iron ship Conference. 531.6 tons register, built at Warrington in 1855, and classed 18 years A 1 in Liverpool Underwiriters regisry, carries a large cargo. Dimensions 164 x 26.4 x 16 ft. Lying London.

[excerpt from Gore's Liverpool General Advertiser - Thursday 05 September 1872]:
Sale - fine iron barque Conference ... at Liverpool

Iron [screw steamer?] Retriever, built Bank Quay, Warrington, 1855, 500 tons, 156 x 25 x 16ft. Reported in some newspapers as intended to have engines fitted - but no evidence that they were. Advertised as a sailing ship in 1855 intended to sail for Valparaiso. Capsized in the Mersey - refloated, and reported in Liverpool Docks until October 1855. Then Retriever not reported. However, Mystery was registered November 1855 at Liverpool, and is reported as sailing for Brazil, with same master, Heron, in November 1855, built Warrington 1855, and with the same owners, Heron & Leech. So probably Retriever was registered as Mystery, to cover up her unfortunate capsize. More history.

[from Liverpool Albion - Monday 23 April 1855]:
IRON SHIPBUILDING ON THE MERSEY. During the week, the following iron vessels have been launched on the banks of the Mersey. ...
Also, about the same time, a finely-modelled screw-steamer, of about 500 tons, arrived here from Warrington on Tuesday, where she was built by the Bank Quay Foundry Company, from a design by Mr. Jonathan Grinrod[sic], of this town. The Retriever was taken into the Sandon Dock, where she will receive her machinery.

[from Gore's Liverpool General Advertiser - Thursday 10 May 1855]:
For SALE. The fine new Ship RETRIEVER, About 510 tons o.m. Length, 156 feet; breadth 26 feet; depth, 16 feet. Built of iron, at Warrington, this year, and classed A1 at Lloyd's. This superior vessel combines large capacity with fast sailing qualities; she has a flush deck with cabin house aft, her rails, &c. are teak, her masts and principal spars pitch pine. Her linings are ample and of the best manufacture, and in point of finish she cannot surpassed, no pains or expense having been spared either in her construction or equipments. Lying in Sandon Dock. For further particulars apply CUNARD, MUNN and Co.

[from Liverpool Mercantile Gazette and Myers's Weekly Advertiser - Monday 06 August 1855]:
To follow the Daleamin and will have despatch. For VALPARAISO, beautiful new clipper Ship RETRIEVER, Captain J. Heron; Constructed and equipped with special reference to fast sailing, and as she will take only a limited quantity of weight, is in all respects a choice conveyance for fine goods.

[from Chester Courant - Wednesday 08 August 1855]:
CAPSIZING OF A NEW IRON VESSEL IN THE MERSEY. Loss of Life. At half-past two o'clock, on Friday afternoon, the Retriever, a new iron vessel recently launched at Warrington, was proceeding from the Sandon in the direction of the Prince's dock, at Liverpool in tow of the steam-tug British Queen, when she unfortunately capsized, and the sailors and others on board, of course, were precipitated into the water, two being drowned. The vessel was being towed round the stern of the James Baines, to come into the George's Basin, and when broadside on a heavy squall came on; the vessel heeled over so much that the ballast (upwards of sixty tons) shifted, and fourteen persons, including the captain, riggers, painters, two boys, and a pilot, were thrown into the river. By the aid of the steam-tug and boats they were picked up as soon as possible, though, unfortunately, a man, a rigger, was drowned, and another man so hurt that he is scarcely expected to recover. The Pilot (No. 8) was severely injured. Before leaving the Sandon Dock the ship had, as is usual in such cases, been made as snug as possible with regard to the rigging, and the accident is attributed to the wind acting upon her at the top, and the tide at the bottom.
[She was comparatively a new ship, and was to have sailed for Valparaiso on the 25th of this month. The owners are Messrs. Leech, Harrison, and Forwood, of this town. Amongst those on board were Captain Heron ... ]

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 04 August 1855]:
CAPSIZING OF THE RETRIEVER IN THE RIVER. This splendid new iron ship. built by the well known Bank Quay Foundry Company, has only lately been towed down from Warrington, capsized in the river yesterday afternoon whilst shifting from the Sandon Dock to the Prince's, and sank. Unfortunately one of the poor fellows on board was drowned and a boy is missing. Probably he has shared the same fate. Every exertion is being used to get her afloat, which we doubt not will be speedily accomplished. It is a singular fact and well worthy of notice that a strange fatality seems to attend most of the vessels lately built at Warrington. The Liverpooliana capsized in the George's Dock, owing to being top heavy like the Retriever, another ran aground whilst entering the port and became almost a total wreck, the Deerslayer capsized in one of the Brazilian harbours, and it is well known the unfortunate Tayleur was built at the same place. This is the more to be regretted since no blame is in any way attached to the builders and against whose interests we hope these accidents will not mitigate. The ships built by the Bank Quay Foundry Company are perfect specimens of naval architecture, symmetrical and faultless, so that any accident that may occur to any of the ships they build, the fault lies not in their construction but to some other cause.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Monday 22 October 1855]:
in Clarence Dock: Retriever, 500, Heron, Leech & co or Imrie & Co.

Iron barque Mystery (probably launched as Retriever), built Warrington, 1855, 425 tons, registered Liverpool, ON 6975. Appropriation at Liverpool, 2 November 1855, which is when Retriever, lying in Liverpool Docks, is last mentioned. Mystery is reported in November 1855 as sailing for Brazil, with the same owners, Heron & Leech. So probably Retriever was renmaed Mystery on registration. Crew lists to 1880, when barque, 425 tons, owned London. LR 1869: Iron Barque, 424 tons, 164.3 x 26.1 x 15.6 ft, b Warrington 1855, owned M Hamilton, Liverpool, trading New Zealand. By 1874, owned Stewart, London, registered Liverpool. Wrecked February 1880 off coast of Brazil.

[from Gore's Liverpool General Advertiser - Thursday 01 November 1855]:
Line of Packets to Rio de Janeiro. The splendid new English-built clipper Barque, MYSTERY, H. Heron, Commander; A1 at Lloyd's, 410 tons register. This beautiful craft has been expressly modelled for the attainment of great speed and is expected to prove one of the fastest vessels afloat; loading north-east side Prince's Dock. Apply to EDMUND THOMPSON.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Thursday 14 February 1856]:
Mystery, Heron, from Liverool, at Rio de Janeiro.

[from Gore's Liverpool General Advertiser - Thursday 04 June 1868]:
LINE OF PACKETS FOR OTAGO (New Zealand.) Will be despatched immediately. The magnificent iron clipper Barque MYSTERY, Captain C. Caughie; 424 tons register; has just been thoroughly overhauled and re-classed A1 at Lloyd's: loading in Prince's Dock. Apply to MORS LE BLANCH and CO. 19 to 21, The Albany. To be succeeded by the splendid iron Clipper ADA, A1.

[from Echo (London) - Monday 01 March 1880]:
The Mystery (British barque), from New York, laden with kerosene, struck on the Rocas on Feb. 24, and foundered; crew landed at Natal.

[from Liverpool Echo - Saturday 27 March 1880]:
SUFFERINGS AT SEA. The Pacific Steam Navigation Company's steamer Cordillera, which has arrived in the Mersey from South America, landed ten of the crew of the barque Mystery, who, through the wreck of their vessel, underwent a terrible amount of suffering and privation. The men state that they left New York with a cargo of petroleum oil for Anger Point, and on the 24th ult. arrived off the Brazilian coast, near St. Roche. There was then a heavy current and stiff breeze blowing, and the vessel was carried with great violence to some rocks. Immediately after stranding she commenced to break up, and in something like five minutes subsequently had entirely disappeared. So sudden, indeed, was the vessel destroyed that the boat containing the thirteen hands had only got about six yards clear of her when she went bodily down. The men were unable to obtain the smallest supply of food or water, and had no clothing but what stood in, and in this condition steered for the nearest part the Brazilian coast which was inhabited. For four days and four nights they kept propelling their tiny craft along by the aid of oars and sails, during which time not the slightest amount of food or water passed their lips, and they were naturally in an exhausted state. At the end of tho fourth day, the poor fellows had the good fortune to fall in with a fishing vessel, which not only supplied the now famishing men with food and water, but also took their boat in tow and brought them to a village about 130 miles from Rio Grande du Nord. The men, after resting, had again to start off and tramp along the beach, and finally reached Pernambuco, where they were received on board the steamer Cordillera, which, as stated, brought them to Liverpool. The time from the wreck of their vessel until they arrived at Pernambuco, was one period of suffering for the men; but fortunately none them succumbed to it, although several times some of them were extremely exhausted. The barque Mystery sailed from Liverpool, but was owned in London by Mr. C. H. Stewart. She was 425 tons register.

Iron ship Sarah Palmer, built Warrington 1855, 1440tons (om), 225 x 36.6 x 23ft, ON 26089, in MNL as 1324 tons, owned Jones, Palmer & Co, Liverpool. Wrecked 28 April 1863 near Tuskar, returning from Calcutta to Liverpool.

[from Liverpool Daily Post - Thursday 02 August 1855]:
SHIP LAUNCH AT WARRINGTON. On Tuesday, a few minutes before two o'clock, a magnificent iron clipper-built ship, of large dimensions, wag launched from the building-yard of the Bank Quay Foundry Company, Warrington. The day was far from favourable, as far as the weather was concerned, but, in defiance of that, there was present a large assemblage of ladies and gentlemen from Liverpool, and also belonging to Warrington and the neighbourhood. ...
The vessel looked large and powerful on the stocks and examination of her beautiful proportions convinced any intelligent spectator that she had been constructed on carefully studied lines; and even those least conversant with such subjects saw at once that she was of exquisite symmetry. She is of 1440 ton burthen by old, and about 1500 by new measurement. Her length is 235 feet over all, and she is 225 feet between the perpendiculars. She is 36.6 feet in beam, with a depth of 23 feet. In keel she is 210 feet long, and this is in lengths of 50 feet, joined by 2.5 feet scarfing, to joints treble riveted to the starboard strake. The keel is 9 inches in depth by 3 inches thick. - Her stem is 12 inches broad by 3 inches thick at the heel, 9 by 2.5 inches at the lower line. Her sternpost is 9 inches broad by 3 inches thick at the heel, and 6 inches by 4 at the top. Her frames are 18 inches square throughout, varying in breadth from 5 to 3 inches, and are five-eighths of an inch in thickness amidships, and half an inch at the ends, Her plating is strong: at the garboard strake she is 13/16 of an inch in thickness; her bottom plates are 3/4 to 11/16 of an inch thick thinning to the latter degree at the ends of the vessel. The two stakes at the bilge are 3/4 to 11/16 of an inch thick. The plates of the lower deck bonding strake are 2.5 feet wide and 11/16th of an inch thick for 180 feet amidships, and her ends are 3/8 of an inch thick.
This fine vessel, which is named the Sarah Palmer, is divided into separate floating compartments, water-tight bulkheads, which render her peculiarly safe under any circumstances. She has two decks, each seven feet in vertical distance from the other; and her floorings are deep fixed into angle irons on the top, three feet by three feet and half inch in thickness.
The Sarah Palmer is a beautifully moulded ship, being sharp in the bows without slimness; and her keel floor is sufficiently arched to secure large carrying space, without sacrificing strength. She is round in the stern, and exceedingly elegant as well as flowing, in her lines. In some respects she resembles the Red Jacket; and in other particulars, her modeller, Mr. W. Rennie, of Liverpool appears to have availed himself of the graceful form of the White Star for his model, combining, in his elaboration, a union of the best points of both those celebrated clippers.
The full tide was at minute or two in or over two o'clock, and by the latter period the preparations for launching her were completed. At that hour the props and cradlings being removed, she glided into the river with great majesty, carrying with her a small portion of the cradling. She was christened by Miss Sarah Palmer, daughter of Mr. Palmer, of Jones, Palmer, and Co after whom she has been named. As the noble ship careered along she was loudly cheered, the Warrington borough band playing, as an accompaniment, "Rule Britannia". On being launched upon the element which she is intended in future to traverse, she was taken in tow by the steamer Victory, and, amidst the cheers of the assembled multitude, towed down the river. She arrived in Liverpool by yesterday morning's tide, and was taken into the Sandon Dock, where she will have her masts and rigging put up.
Several important peculiarities connect themselves with this ship. Her principal masts are to be of iron as well as her hull. The lower portion of her mainmast, when fitted up, will 64 feet high above the upper deck, and it is 2 feet 10 inches in diameter; her foremast will be 59 feet high above the same deck, and of the same diameter as the mainmast; her mizenmast will be 54 feet high, with a diameter 2 feet 4 inches and they are all stiffened by mid-feathers at the centre. The upper portions of her standing spars are to be of timber.
The building of this beautiful ship was executed the Bank Quay Foundry Company, under the superintending direction of Mr. Grantham. C.E., who furnished the detailed working drawings, and exercised a general supervision of her structure. She has a full poop fifty feet long, and a top-gallant forecastle; and when finished her passenger accommodation will be the first class. She was contracted for by Messrs. Chas. Moore and Co., of this town, the firm which commissioned the "Royal Charter", launched the same day at Queen's Ferry, near Chester, but sold (as the Sarah Palmer) by them to Messrs. Jones, Palmer, and Co., who will, it is understood, employ her in the East India trade; indeed, she is already advertised by those gentlemen to sail for Calcutta.

[from Northern Whig - Thursday 30 April 1863]:
WRECK OF AN EAST INDIAMAN. The Calcutta ship Sarah Palmer, with a cargo valued at £120,000, was wrecked yesterday morning off Tuskar. The loss will chiefly fall on the Liverpool underwriters.

[from Liverpool Mercury - Saturday 16 May 1863]:
THE LOSS OF THE SHIP SARAH PALMER. BOARD OF TRADE INQUIRY. On Thursday, a Board of Trade inquiry into the circumstances connected with the loss of the ship Sarah Palmer, which took place on the night of the 28th ult., by striking on a rock near the Tuscar lighthouse ... the Sarah Palmer was an iron ship, and was built at Warrington in the year 1855. She had two decks and a poop, had three masts, and was ship-rigged. Her registered tonnage was 1301 tons. Her length was 230 ft.; breadth, 26ft; and depth of hold, 22ft. The vessel was the property of Messrs. Jones, Palmer, and others, of Liverpool, and was under the command of Mr. William Reed, who holds a certificate of competency. She had a crew of 38. The Sarah Palmer left Calcutta for Liverpool on the 21st of January last, with 400 tons of cotton, 400 tons of jute, 700 tons of rice, ad about 250 tons of saltpetre, indigo and shellac. ........
The captain then said to the mate, "There is a rock about a mile from the Tuscar with a fathom of water on it", thereby showing that he was well acquainted with the locality. No sooner had he spoken these words than the vessel struck on a rock about a mile from the Tusker, which bore N.E. ... After the ship struck, her fore compartment filled with water. The crew immediately came on deck, and the yards were backed to get her off the rock, but she soon began to break up. Blue lights were exhibited, and a steamer came up and took off the captain's wife, but rendered no assistance. The lifeboat was then sent off under the charge of the second mate and ten of the crew. After midnight the other compartment filled with water, the ship settling over. At six a.m. of the 29th, seeing that the vessel was breaking up and filling with water, the crew took to the boats, and shortly after were picked up by the Liverpool steamtug Rattler and conveyed to this port. ...
Judgement: the court are of opinion that the ship Sarah Palmer was lost on the rock to the southward and westward of the Tuscar by the default of the master in hugging the land too closely, and in not having ascertained his true position by taking correct bearings of the light. Had he done this in time, he would have been convinced of the necessity of keeping the ship out until he had attained a safe bearing to pass the danger, of which he seems to have been aware. These precautions would have avoided the disaster and saved a very valuable ship. ... Captain's certificate to be suspended for 6 months.

A Warrington newspaper reports that after the launch of Sarah Palmer, there were no further keels laid down at the ship yard.

[from Liverpool Albion - Monday 09 June 1856]:
WARRINGTON BANK-QUAY FOUNDRY. TO BE LET, with immediate possession, for a term of years, if required, that large and convenient SHIP BUILDING and BOILER YARD, together with spacious FOUNDRIES, SMITHIES, GUNMILL, SHEDS, &c, known as the "BANK-QUAY FOUNDRY", Warrington. The Premises extend from the London and Northwestern Railway (with which there is communication by siding) to the River Mersey, and are furnished with Engine-power, Wharf-crane, and every convenience for carrying on an extensive business in Shipbuilding and Engineering.
Apply to Mr. EDWARD TAYLEUR, Vulcan Foundry, near Warrington.

Plan of premises: 1: Stores, 22 yards by 10; 2: Offices; 3: Drawing-office, with Pattern-shops over; 4: Joiners' Shop and Shed, 30 yards by 15, with Model-rooms over; 5: Sawpits; 6: Stables; 7: Smithy and Machine Shop, 54 yards by 15; 8: Foundry; 9: Foundry, 28 yards diameter; 10: Gun Mill; 11: Gun Chipping Shed; 12: ravelling Crane; 13: Shear Legs and Top; 14: Platers' Shed and Keel Smithy; 15: Circular Saw Mill; 16: Plate Shed; 17: Platers' Furnace and Shed; 18: Ships' Ways; 19: Wharf Crane; 20: Railway Siding.

Return to index