Month: January 2025

A Tale of Prize and Wreck: Part II

~ Serena ~ Leave a comment
Historic watercolour painting of a ship at sea with the Naval Ensign aft in a swelling sea and blue sky with light cloud, set in a trompe l'oeil border and frame surmounted by the figure of Neptune and surrounded by naval arms.
HMS Hussar of 46 guns, shown in starboard broadside view under full sail, set in a decorative border of Union Jacks and naval weaponry PAD6068 National Maritime Museum, Greenwich, London CC-BY-NC-ND

From Montezuma to Modeste to Modestie and back to Modeste

Mike Salter continues his guest blog for us as he drills down what happened to the Modeste, prize to HMS Hussar, wrecked on 11 November 1810. The details of her background, capture, and wreck are unusually interesting and detailed and break new ground for us.

He continues:

During research to establish a likely scenario, Serena Cant pointed out a National Archives catalogue item within the High Court of Admiralty; Prize Court, Prize Papers series with the heading “Contested Cause. Captured ship ; Modeste  (Master Uswald) 1810.” Initially, this seemed too early as the wreck was in November 1810, and prize cases could be months or years before finalisation. [1] There was also a very brief newspaper note of a case in the Admiralty Court on 21st May 1811, involving a Modeste which claimed to be sailing under “Bremen colours and therefore claimed as such property”. The Court ordered “further proof” [2]

I asked TNA to do an initial search to confirm whether or not this was the right Modeste and it turned out it is. A day at TNA has cleared up many of the mysteries, although the result of the Court case may be hidden in another catalogue item. All references are to the HCA item as in [1] unless otherwise stated.

1. Construction and Name

Despite the auction advertisement in December 1810 stating that Modeste was a few months old, a check on Lloyd’s Register for 1809-10 reveals the presence of a vessel named Montezuma, built in America and owned by Charles Grandison from 6th June 1809. She was three-masted, 314 tons, and had a ‘Man Figurehead’. As we saw in March 1854 in the Lincolnshire Chronicle reference to the figurehead on display at the Athenæum in Boston (Lincolnshire), quoted in Part I, “Our old friend Montezuma is most brilliantly got up for the occasion.” As we shall see, the trail for her capture and subsequent wreck reveals that Montezuma was the first name of the Modeste.

Certificate printed with seal of the United States for the Port of Charleston proving Charles Grandison's ownership and citizen of the United States.
Certificate of ownership for the Montezuma, in the name of Charles Grandison, from HCA 32/1589/4248, The National Archives (TNA), Kew

However, the Lloyd’s Register entries for 1809-1810 show the vessel was actually built in Massachusetts in 1800 and was repaired and copper-sheathed in 1809. Oddly the entries continue in the List until 1814, still with Grandison and Ship’s Co. shown as owner, despite the following details of sale and the wreck in November 1810. [Serena notes: this is not at all uncommon for Lloyd’s Register – sale, disposal and wreck are not always uniformly accounted for until the last quarter of the 19th century, and vessels may remain on the Register for a number of years before they finally drop out.]

A common thread is that Mr C. Cave, who owned the Vauxhall Pleasure Gardens in Skirbeck, Boston, where the Montezuma figurehead was displayed for years before going to the Athenæum, was an auctioneer who sold the Sea Adventure, wrecked in the same storm, and would have known Messrs. Barnard and Chapman who bought the wreck of Modeste.

Modern colour photograph of figurehead bust, depicting man looking straight ahead. He wears a plumed headdress over his long hair, a fur jerkin, and the gathers of a red cloak cover his shoulders.
Ship Figurehead of a Native American bust, c.1860, a typical example of a 19th century American figurehead, depicting indigenous peoples of the Americas.
As examples of folk art, such figureheads received stylised rather than realistic treatment, focusing principally on costume detail, suggesting that the Montezuma figurehead might well have been similarly handled.
George F Harding Collection, Art Institute of Chicago CC0 Public Domain Designation

2. Early History and Sale to Bremen

The first report of Montezuma in Britain was her arrival in Liverpool in April 1800. [3] Several advertisements were placed in this and subsequent years for passengers and freight.

On 21 July 1809 she arrived in Liverpool and on 10 February 1810 the Montezuma (Grandison) arrived in New York with “lots of fore and mizzen mast damage, having been ashore.“

On 28 August 1810 the Montezuma was sold to the Free Hanseatic City of Bremen in Germany for $28,000 (c.£6,000 at the time).

A Certificate of Change of Ownership and Renaming to Modestie was issued by the Burgomasters of Bremen in September 1810, declaring that she had no contraband or prohibited goods, weapons etc.. The Master was Johann George Uswald , a citizen and inhabitant of Bremen, and the crew was 18 men .

On 20 September the Kiel Customs Controller issued a confirmation of the sale to Bremen and renaming Modestie. They mentioned the figure of 127 inscribed on the Main Mast as required by their laws (Doctors Commons translation from German).

3. Capture by HMS Hussar and the wreck of 10/11 November

This is a summary of the Public Instrument of Protest sworn by Lieutenant William McDougall in Boston, Lincolnshire, two days after the wreck (13 November).

Alexander Skene, Commander of HMS Hussar, frigate, sent McDougall on board the Modestie on 1 October with one Midshipman and 12 crew from the frigate, thinking it was Danish and enemy property. (Captain Skene later deposed that the Modestie had been lying in Kiel (which was Danish at the time) being fitted out as a ship of war.)

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Location map of Fehmarn, site of the capture of Modestie, in modern Germany. As described in the original sources, Fehmarn can be seen to be off Kiel and in the Fehmarnbelt, the southern end of the Belt, south of the Kattegat. This area is the western gateway to the Baltic.
Wikimedia Commons CC-BY-SA 3.0

The Modeste was taken off the island of ‘Femeren’ (Fehmarn), south of the Belt, sailed for Dars Head [Darß], west of Rügen, Germany, then on the 5th to Gothenburg, Sweden, under convoy of HMS Stately, Captain Campbell. On 24th they reached Rob’s Snout (west Jutland). The winds were unfavourable, so they put back to Gothenburg, leaving again on the 3rd November for Yarmouth. The wind was from the N and E and the top-sail split.

Historic printed sea chart of the Kattegat and East Sea (Baltic), with the various surrounding countries' coastlines outlined in different colours, yellow for Denmark, green for Prussia, and pink for Sweden
Map of the North Sea with Kattegat showing Femeren (Fehmarn) to the south. Gothenburg, Sweden, is visible to the NE of the map opposite the point of Skagen, Denmark. ‘Robsnout or the English Sailors’, is marked SW of Skagen, approximating to the Råbjerg Mile today. Over 1809-10 other English convoys are known to have assembled off Robsnout where there was sea-room for several hundred sail, as against the narrow straits of the Kattegat with its multiple hazards. Delarochette/Faden 1791, taken by author

The vessel had insufficient ballast, too light and sailed fast, losing convoy. On 8 November they reached Dugeons Light [Dudgeon Light] off the Lincolnshire coast (placed there in 1736). They stood off ‘til 2am; wind in NE; stood up for Winterton Lighthouse seen at 2pm. Wind fell calm, strong ebb tide; 8-9pm anchored off Winterton lighthouse in hope of pilot coming out. Wind increased – no pilot came, signal was flying. Wind increased from the SW. About 9 or 10am on the 10th the cable parted from the anchor – wore and made sail to clear Haisboro’ Sands, blowing a horrendous gale from the ENE. In the night split the stay sails, no other sails could be set (lead going all night).

Set close-reefed sails and not being able to lay higher than N and NW the ship struck a sandbank in Boston Deeps – didn’t know exact position; into deep water again, gale increasing. About 5am on the 11th ship struck again, then back into deep water several times. At daybreak ship struck again but still kept going ahead for a 1/4 hour when she struck aground there being [line illegible but may have said “every chance the hull would fall over”.) With great difficulty got the boat out and part of the crew went in her – lowered a small boat down with remainder of the crew and left the ship, which was lost, except part of the rigging, sails and part of the wreck of the hull.

Weather clearing up and could see the land distant 5 or 6 miles, made for it, desiring the crew in the other boat to keep close to him. McDougall saith the above is a true and correct record, the ship Modeste having been lost. He declares to protest that the Damage and Loss of the said ship was not through any neglect or default of his or the mariners belonging to the ship, but due to the causes aforesaid.

Attestation and Seal

4. Master Uswald’s and Shipowners’ Position

The translation of a letter of 12th November from Uswald to the ship’s agents Albers & Droop said: “On night of 9th Nov. at Winterton Flats. blew fresh. In am, 10th, gale from the E and ENE, parted anchor and with storm sails set, drove. During night it was a little more moderate, set more sails, grounded at 3am on Banks. Yesterday, 11th, am, had the misfortune to strand at Gibraltar Point. Ship total loss so began to save whatever possible. He bemoans his predicament and lack of help. The ship is bilged: he is detained on the Guardship at Yarmouth.

An affidavit on 30th November from the shipowners said that the Modestie was not owned by any Enemy and had a Licence from the United Kingdom.

An affidavit from J G Uswald said “Modestie cleared Kiel in September, Uswald, master, on behalf of Bremen merchants. In ballast to Riga, then cargo to London (with licence from United Kingdom on board.) Licence was produced from a hiding place between decks. McDougall left the Modestie saying she was free to proceed but returned. On 2nd October he was informed Modestie was being sent to Yarmouth. Put back due to unfavourable winds and sailed again on 3rd Nov. No pilot when near the English coast – believes McDougall at fault.

An affidavit from two crew members of the Modestie stated that there was a licence to their knowledge and the ship was lost due to the lack of skill and ignorance of McDougall.

5. Affidavit in support of McDougall

This was sworn by Francis Napier, Edward Duffy and Thomas Allen on the 3rd December 1810, and exhibited McDougall’s statement. It discussed the ship’s papers and the licence issue, then “arrived at Winterton Light, anchored on 9th Nov. waiting for a pilot. Morning 10th Nov. blowing hard, colliers failed to stop and help find pilot. Fired rockets and raised (pilot) signal flag. 10am, parted cable and was driven out. About 5am on 11th Nov. driven onshore at Gibraltar Flats near Boston. Had kept Master Uswald informed at all times. Uswald was not prevented from making a protest. McDougall had 20 years’ experience as a mariner, 14 of which in the Royal Navy.“

6. Court proceedings and auction details

On 28th November 1810, a Commission to make Judgement was issued in the case of the Prize capture by the Hussar and it was executed on the 1st December 1810, by fixing to the pillars of the Royal Exchange.

In the meantime, an appraisal had been carried out by Thomas Alldridge, who was appointed as auctioneer by the Hussar’s Agents, on the 13th Nov. and he recommended that the ship be sold by auction at the earliest possible date as the wreck was four miles offshore and in danger of sinking into the sands.

There is an account for labourers’ wages and expenses for the period 11-22nd Nov. which includes a team of Mr Carrott, the farmer on whose premises the Auction was held on 11th Dec. (not 7th as advertised). Receipts from the Auction included £800 for the hull and bowsprit, but after all expenses the nett proceeds were only £659 18s, of which £518 11s was paid to the Customs House in Boston as a deposit for duties.

For a ship which had been sold for $28,000/£6,000 a few months before this was a tremendous loss, although there was an insurance of £6000, dated 8th Oct., presumably taken out by the Hussar’s Agents after the capture. This would have covered most of the loss, if paid.

The previous owner, Grandison, swore an oath, dated 29th Jan 1811, that he had handed over the British licence to Uswald on sale of the vessel, then named Montezuma.

Handwritten ledger of accounts dated 11 December 1810
Account sales and charges on the ship Modeste G Uswald American built captured by his Maj. Ship Hassar under Bremen colours A Skene Esqr. Excerpt from HCA 32/1589/4248, The National Archives (TNA), Kew

7. Affidavit of Captain Alexander Skene of 22 February 1811

He detained the Modestie on 1st Oct. 1810 and put McDougall on board. He returned with the ship’s papers and Master Uswald who said he was bound from Kiel to Riga (the previous owner had said Dantzig) to pick up a cargo for England.

There was no licence and Skene asked Uswald if he had one – he said ”No”. Skene believed the ship had been in Kiel to be fitted out as a ship of war. William Turner, the Hussar’s carpenter was sent on board to survey the Modestie and he concluded that “Modeste was calculated as a Ship of War”.

Skene said he found fresh produce for Hussar (she had been at sea for 4 months) and he offered to pay Uswald for it, but he refused, saying it was a trifle.

Skene said McDougall was of impeccable character and that Modestie had Danish markings on her main beam (including the figure of 127 inscribed on her main mast) but the owners maintained she was sailing under Bremen colours, i.e. as a neutral, as mentioned in newspaper reports.

8. Conclusion

  • The life of the ship, Montezuma, launched in 1800, wrecked in November 1810 was as short as that of the Sea Adventure (the subject of my previous Blog in March 2024) was long.
  • She was clearly a well-built and capable ship of 320 tons, having sailed the New York to Liverpool route and to Africa, Jamaica and South America.
  • However, her luck ran out when sold by the owner to the City State of Bremen in late August 1810 for the substantial sum of $28,000 (c. £6000)
  • Almost immediately after her name change to Modestie (not La Modeste; nor Modeste) she was captured by HMS Hussar off the Island of Fehmarn (Danish)
  • My understanding is that the United Kingdom was not (yet) war with America, nor with the City State of Bremen, but was at war with Denmark, pressured by Napoleon to exclude British ships from the Baltic. Demark had declared war on Britain after the English had bombarded Copenhagen in 1807.
  • British Orders in Council of 1807 imposed strict blockade on all ports from which British ships were excluded. Kiel (Danish) therefore had a choice whether to trade solely with Britain or not at all.
  • Further, British control of Baltic trade owed its survival to widespread fraud and deception. The ships had to be foreign and were furnished with false papers and certificates showing them to be trading with ports friendly to France. They were given a British licence conferring immunity from detention by British cruisers but they had to join a Convoy and stay with it until it reached England. [5]
  • The Saumarez Papers also say there was “Official information on the deteriorated state of the entrance to Yarmouth Roads”. This was in late 1810, making a pilot essential.
  • It does seem unlikely that a British licence given to the American ship Montezuma (licences name the vessel and Owner’s country) could be valid if transferred on sale. There was a scheme in place for temporary licences to be issued by British ships which had to be surrendered for a formal one, once in England.
  • The Court’s decision has not been discovered, but McDougall had navigated the Modestie to within 5 miles of her destination of Yarmouth and the actual cause of the loss was the parting of the anchor cable, allowing the ship to be driven by the storm some 80 miles to be wrecked off the coast of Lincolnshire. Sixty ships came to grief in similar fashion in that storm from Whitby to the Thames during that storm.
  • There was little or nothing left from the proceeds of the auction after costs, duty and expenses.
  • Captain Skene certainly went on to command large naval vessels, so it seems likely the case did not result in him being punished for the loss of Modestie , which it seems was an Act of God.
  • The actual result of the High Court of Admiralty case is most likely to be found in The National Archives but may take quite some unearthing.

Footnotes

[1] HCA 32/1589/4248, The National Archives (TNA), Kew https://discovery.nationalarchives.gov.uk/details/r/C14202011

[2] Public Ledger and Daily Advertiser 22 May 1811

[3] Staffordshire Advertiser 12 April 1800

[4] See note [2]

[5] Saumarez Papers, Navy Records Society, pp.xx, 151, 88-92.

A Tale of Prize and Wreck: Part I

~ Serena ~ Leave a comment

The Modeste

Modern colour aerial photo of coastline to left of photo, showing beach at bottom left and at upper left the land partially inundated and overflowing onto green fields.
Aerial photograph of the Wainfleet area 20618_006 flown 12 October 2006 © Historic England Archive

Our guest blogger Mike Salter returns with a follow-up from his blog on the Sea Adventure in March 2024 on the Modeste, a ship with an intriguing tale behind her. Our thanks to him for providing such an interesting story!

He writes:

The same “Dreadful Storm” that accounted for the Sea Adventure also wrecked 60 other ships between Whitby and Great Yarmouth, in particular La Modeste, which has a number of intriguing circumstances.

She ran aground on the Main, or strand near Wainfleet on the Lincolnshire coast at 7am on Sunday 11th November 1810 [1]. As with the Sea Adventure, wrecked about 20 miles east, across the Wash on Holbeach Marsh, La Modeste was forced ashore by a powerful ESE wind which also produced an extremely high tide, flooding many miles of low-lying coastal lands and marshes.

Her Name

The majority of newspaper and other reports at the time named her as La Modeste, [2] but later, as we will see, she was referred to as Modeste. However, some newspaper reports from sources published closest to the wreck site named her as La Minerva instead. [3]

Both names were in popular contemporary use, for example the Royal Navy frigates Modeste, operational from 1793-1814, and Minerva, 1805-1815.

Details of the Wreck Event

Lloyd’s List stated on 20 November 1810 that: “A fine new, American-built ship, about 500 tons and pierced for 18 guns; Prize to the Hussar frigate, by whom she had been captured in the Cattegat, went ashore at seven o’clock on Sunday morning (11thNov.) on the Main above Wainfleet, where she bilged (i .e. had serious leaks to the hull after running aground). The name of the wreck was the Modeste. She was captured from the Danes off Kiel.”

The first advertisement for the auction of the ship on 5th Dec. 1810 named her the Modeste and said she was copper-bottomed and about 350 tons. [5] She had cost $25,000 a few months previously ($600,000 today), so was a valuable prize. Most reports say she was a prize to HMS Hussar, a 38-gun frigate built in 1807 which saw significant worldwide service, including the Baltic in 1807 and 1810, and whose commanding officer at the time was Captain Alexander Skene.

At the time of the wreck the Modeste was in the hands of Lieutenant W. MacDougall, suggesting that he had been charged with bringing her to a UK port as a prize. Steel’s Navy Lists at the National Maritime Museum show a Lieutenant J MacDougall who was appointed in 1800, but the ships on which he served are not shown. A Lieutenant Drummond was appointed to the Hussar in November 1810, so it may have been as a replacement for MacDougall if he moved to another ship.

Auctions of the Modeste and Subsequent Events

There were two known auctions associated with the Modeste. The first, as above, was on 7 December 1810 at the farm of a Mr Carrott in Friskney, near Wainfleet. It sought those ‘experienced in getting off or breaking up a vessel; and if there was no sale the farmer would buy it and break it for firewood!

The second advertisement, headed “SHIP STRANDED”, was placed in the Stamford Mercury in April 1811 by Messrs. Barnard and Chapman of Boston who had clearly bought the wreck. They wanted someone to get her off for a fixed sum or part share. The ship was in ballast and they tried to arouse interest by saying “it is supposed to have valuable items on board”.

In June 1812 the same paper reported an Inquest on two men who had drowned after a late-night boat trip to “view the means resorted to for raising the wreck”. Sadly, on leaving their boat, they had waded out to sea in the darkness, instead of towards the shore. [6]

Gold in Ballast?

Edmund Oldfield, a local historian writing in 1829, says there was hope for several years the Modeste would be refloated but this came to naught. The ballast was ”a heavy black ore“ which it was surmised contained gold. This ballast was to be the reward of those who laboured on the wreck and some people were induced to buy the labourers “shares of the booty”. After repeated analyses in London hopes of riches were dashed and it seems that the ballast may well have been copper slag which was beginning to be used at that time. The hull was eventually broken up. (Copper slag does contain gold, but at such a small percentage – a fraction of 1% – as to be worthless.)

Modeste Figurehead

I came across, by chance, a reference in a newspaper article of 1854, to “the figurehead of the Modeste, wrecked off the Lincolnshire coast some years since” which was being displayed in an Exhibition at the Boston (Lincs.) Athenaeum and which had previously been shown in the Vauxhall Pleasure Gardens in the Skirbeck quarter of Boston. [7] This would seem to confirm that the ship wrecked on 11 November 1810 was the Modeste, as also referenced by the Stamford Mercury auction and inquest reports on the two drowned men of 1812, and not La Minerva.

Historic B&W photograph of commercial building surmounted by a triangular pediment. Cars and buses are parked outside and a sign on the building points the way to a public air raid shelter.
A 1942 photograph of the Exchange Buildings, Market Place, Boston, Lincolnshire, near the Athenæum, also in the Market Place. The Athenæum was established in 1851 and by 1854 had taken over the site of the demolished Green Dragon Inn. In turn it would be demolished in the 1960s.
OP19538 Source Historic England Archive

There was also an oblique reference to the Aztec king Montezuma immediately after the reference to the figurehead, the significance of which later became clear, and is addressed later in this article.

Modeste, prize to HMS Hussar

There are prize reports for several ships named [La] Modeste at this time, but none recorded as a prize to HMS Hussar, frigate, in the circumstances described: capture from the Danes in the Cattegat off Kiel.

A schedule of Hussar‘s movements can be reconstructed from various newspaper, Lloyd’s List and Navy List reports, including a stint in the Rear Squadron in the Baltic Fleet Order of Sailing of July 1807. [8] Along the way there were false reports that she had been wrecked, a diplomatic row in January 1810 after on boarding the American ship John Adams, bound for a blockaded Dutch port, [9] before she sailed once more from Yarmouth to join the Baltic fleet on 3 July 1810.

In July Hussar captured the Resolution and passed through the Belt (between Sjælland and Fyn, Denmark) to the Baltic with 332 sail. [10] By 3 August she was returning through the Belt with HMS Orion and 120 sail. [11] As an indication of the sailing time, in September 1810 the Hero sailed from the Baltic to England in a mere 6 days, although 2-3 weeks was probably more usual.

On 18 August Hussar captured Julia (no location given), which was auctioned after being condemned in the High Court of Admiralty [12]: distribution of prize money was recorded in the London Gazette of 21 July 1812. This shows the procedure: sending in to a UK port; application for condemnation as prize; sale by auction and later distribution of prize money. This could take some time: two years in this case, but immediate sale could be ordered if there were good reasons.

On 2 October 1810 Hussar was reported to be back in the Yarmouth Roads: “Roebuck, Lord Gardner, Hussar 74 guns [sic] and other warships remain in the Roads.’ Lord Gardner was flag officer on the Roebuck. This report continues: ”Upwards of 20 sail, prizes to the North Sea fleet, have entered this port; the principal part of which are laden with wheat.” [13] In mid-December Hussar arrived at Leith from the Baltic, thence sailing to Portsmouth.

Date of capture of Modeste and conclusions:

From the above voyages of Hussar, it seems Modeste could have been captured, as described in newspaper reports in the Baltic, at any time from mid-August to late October (excluding the visit to Yarmouth in early October if that newspaper report is correct).

No date in July 1810 is given for the capture of the Resolution, while the Julia was captured 18 August 1810, location unknown, so these may /may not have been in the Baltic, although it seems likely.

After Hussar’s return to the Baltic in October there would have been time to send in Modeste to a UK port if she had been captured up to about the third week of that month, which suggests that Lieutenant MacDougall was put in charge of her return late in October, but was then shipwrecked on 11 November, before reaching a port where prize proceedings could be started.

All newspaper reports of the Modeste wreck and the two sales by auction of the wrecked hull state that she had been captured by HMS Hussar, but none that she had been condemned as prize to her. No Notice appears in the London Gazette which did report the capture and condemnation of the Resolution and Julia. [14]

The first auction advertisement for Modeste was on 5 December 1810, taking place two days later at the farm of Mr Carrott in Friskney, less than a month from the date of the wreck. As a local landowner with a large acreage bordering the sea he may have had ‘rights of wreck’, or it was simply a convenient venue.

The appointment of a Lieutenant Drummond to the Hussar in November 1810 may have been as a replacement for MacDougall conveying the prize to England.

It has been an interesting journey, unravelling some events surrounding the loss of a new and valuable ship, captured from the Danes, taken as prize by HMS Hussar, wrecked in Lincolnshire along with many others: speculated over for riches and finally, ignominiously broken up and sold for fence posts or firewood. The dashing HMS Hussar’s exploits in the second Baltic fleet are integral to the story.

Serena writes: There we must end Part I, but Part II will follow in which Mike explores further details of the capture and wreck of Modeste. Very rarely are we able to expose such detail in our understanding of wreck events, particularly at this period, and my thanks go to Mike for his painstaking research.

Footnotes

[1] Topographical Account of Wainfleet and Ingoldmells, Edmund Oldfield, 1829

[2] Edmund Oldfield (op.cit.); Sun (London) 17 Nov 1810; Hull Packet, 20 Nov 1810; Evening Star 5 Dec. 1810; Stamford Mercury 12 April 1811 and 18 June 1812; Lloyd’s List; London Gazette.

[3] Stamford Mercury 16 Nov. 1810; Bury and Norwich Post

[4] Rif Winfield Royal Navy in the Age of Sail 1793-1815

[5] Evening Star (London) 5 Dec. 1810

[6] Stamford Mercury 19 June 1812

[7] Lincolnshire Chronicle 24 March 1854

[8] Morning Post, 5 July 1807

[9] Hampshire Chronicle 1 January 1810; St. James’s Chronicle, 16 January 1810

[10] London Gazette, 21 July 1812; A M Ryan, The Saumarez Papers, Navy Records Society, 1968

[11] Star (London), 12 October 1810

[12] Public Ledger & Daily Advertiser 1 January 1811; London Gazette 21 July 1812

[13] Star (London), 3 October 1810

[14] See note 10 above