EARL OF SEFTON
From my own databases which includes references from St. John Ships and Their Builders by Esther Clark Wright, I have the following on EARL OF SEFTON: Year - 1854. Name - EARL OF SEFTON. Rig - ship. Tons - 1082. Builder - John McDonald & Co Liverpool. Disposal - 1854. Remarks Built in 1854 by John McDonald & Co. in St. John New Brunswick in 1854 sold to Charles Moore and Robert Carlyle in Liverpool in 1854, she was wrecked in 1859. Also from Frederick W. Wallace, the following information Vessel Name: EARL OF SEFTON. Rigging : ship. Tonnage : 1126. Length : 179.50. Beadth: 32.20. Depth : 22.10. Date Built : 1854. Location Built.: St. John. Province Built : New Brunswick. Country Built: Canada. Builder's Name : J.McDonald. Reason Closed : sold. Date Closed : 1855. Place Closed : Liverpool. Data Source: Frederick W. Wallace - Record of Canadian Shipping 1786-1920 [Posted to The ShipsList by Gery Swiggum - 12 February 1998]

EASTERN PRINCE (of 1896)
See PRINCE LINE FREIGHTERS

EASTLAND
EASTLAND, Year: 1915-07-24, Cause: Capsized. Water ballast error Region. Lake Michigan, Chicago at Chicago River, Clark Street, Cargo: Passengers GTon: 1961, Length 269 Ft., Width: 36 ft. Draft 14 ft. Captain: Harry Pedersen, Lost 835/2500? Built, Port Huron, MI Owner St. Jos-Chicago SS. References: Northern Shipwrecks Databaseby David N. Barron; Principal Marine Disasters 1831-1932, US Coast Guard, US Govt Printing Office, 1952; Shipwrecks of the Lakes, Dana Thomas Bowen, 1952; Lore of the Lakes, Dana Thomas Bowen, 1940; Great Lakes Shipwrecks & Survivals, William Ratigan, 1960, Galahad Books, New York. - [Posted to The ShipsList by Gery Swiggum - 6 February 1998]

EBERHARD
The EBERHARD was a bark--a 3-masted sailing vessel, square rigged on the fore and main masts and rigged fore-and-aft on the mizzen mast--built by the shipwright Johann Lange, of Vegesack/Grohn, for the Bremen firm of Gebruder Focke, and launched on 20 November 1847. 275 Commerzlasten/616 tons; 37,3 x 9,8 x 5,8 meters (length x beam x depth of hold). Masters of the EBERHARD were, in order, Chr. Treviranus, C. F. Wiegmeyer (1852), Christian Geerken (1856), and, again, C. F. Wiegmeyer (1858). In 1862, the EBERHARD was sold to H. Houen, of Skien, Norway, and the vessel renamed SKIEN. In the 1880's, the vessel was registered to Niels P. Hoyer, Skien. Lloyd's Wreck Returns for 1898 contains the following reference to her end: Sailed from Brevig on 22nd March; wreckage belonging to vessel passed near Dudgeon Lightvessel on 31st March; no later news. Source: Peter-Michael Pawlik, Von der Weser in die Welt; Die Geschichte der Segelschiffe von Weser und Lesum und ihrer Bauwerften 1770 bis 1893, Schriften des Deutschen Schiffahrtsmuseums, Bd. 33 (Hamburg: Kabel, c1993), pp. 213-214, no. 195. Both a painting and a model of the EBERHARD survive in the collections of the Focke-Museum in Bremen. - [Posted to the Emigtation-Ships Mailing List by Michael Palmer - 1 November 1998]

EDENDALE
1887-88 Lloyd's Register of Shipping lists : EDENDALE ex. Baikal, ex. Edendale. Call sign : WDHR. Official # : 68994 Master : Captain J. LeBosquet, appointed to the ship in 1904. Rigging : Iron single screw Schooner with 1 iron deck and awning deck with load line; 4 cemented bulkheads; water ballast in double bottom, aft 55 feet long and forward 28 feet long. Tonnage : 1,109 tons gross, 1,104 under deck and 718 net. Dimensions : 227 feet long, 29.5 foot beam and holds 15.9 feet deep. Built : in 1879 by J. Laing in Sunderland. Propulsion : compound engine with 2 cylinders of 27 and 50 in. diameter respectively. Stroke 36 inches. 125 nominal horsepower. New boilers in 1893. Engine built by G. Clark in Sunderland. Owners : Goh Syn Koh. Port of registry : Singapore. Flag : British - [Posted to the ShipsList by Gilbert Provost - 29 September 1998]

EDGAR P. STRINGER
The sailing ship EDGAR P. STRINGER was built by Johnson Rideout, Bath, Maine, in 1854, and was first registered at New York on 19 December 1860. 1,353 tons; 192 ft 9 in x 38 ft 11 1/2 in x 19 ft 5 3/4 in (length x beam x depth of hold) [William Armstrong Fairburn, Merchant Sail (Center Lovell, Maine: Fairburn Marine Educational Foundation, [1945]1955]), vol. 5, pp. 3205, 3207; Forrest R. Holdcamper, comp., List of American-flag Merchant Vessels that received Certificates of Enrollment or Registry at the Port of New York, 1789-1867 (Record Groups 41 and 36), National Archives Publication 68-10, Special Lists 22 (Washington, DC: National Archives and Records Service, 1968), p. 190]. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 2 November 1998]

EDINBURGH
Built by Tod & McGregor, Glasgow in 1855 for the British owned Glasgow and New York Steamship Co. She was a 2,197 gross ton ship, length 300.5ft x beam 39.8ft, clipper stem, one funnel, three masts (ship-rigged for sail), iron construction, single screw and a speed of 10 knots. There was accommodation for 100-1st and 700-2nd and 3rd class passengers. Launched on 10/11/1855, she sailed from Glasgow on her maiden voyage to New York on 28/12/1855. In June 1859 she collided with an iceberg, 100 miles from St John,s NF, where temporary repairs were undertaken, and on 13/7/1859 she was escorted back to Glasgow by the same company's steamer "Glasgow". She started her last Glasgow - New York voyage on 28/9/1859 and was then purchased by the Inman Line. She started her first voyage for her new owners on 23/11/1859 when she sailed from Liverpool for Queenstown (Cobh) and New York and continued this service until commencing her last voyage on 6/7/1867. In 1870 she went to the Telegraph Construction Co and was used as a cable laying steamer, and in 1879 was sold to the Dutch company, Stoomvaart Mij Insulinde. In 1880 she went to the British company, Adamson & Ronaldson and started the first of three London - Boston voyages on 23/12/1880. Between 1881-1882 she was sold to other British owners and her engines removed. Purchased at Suakin, Sudan by the Italian Government on 24/9/1885, she was despatched to Venice, rebuilt and re-engined, renamed "Eridano" and in 1886 was used as a transport in the Abyssinian Campaign. In 1893 she carried Italian exhibits destined for the Columbian Exposition at Chicago, and was subsequently used as a hydrographic ship. In approximately 1905 she became a storeship for the Italian Naval Torpedo School, and in 1907 became a hulk at Maddalena, Sardinia. She was scrapped in 1917. [North Atlantic Seaway by N.R.P. Bonsor, vol.1, p.254] There is an excellent picture of this ship in North Atlantic Seaway, vol.1, p.252. - [Posted to The ShipsList by Ted Finch - 26 May 1998]

EDINBURGH CASTLE
There were two previous ships called"Edinburgh Castle", (1872 & 1910). The second one being used as an Admiralty base ship at Freetown during WWII and then being towed to sea in 1945 and sunk by British warships.

The "Edinburgh Castle" of 1947 was built by Harland & Wolff, Belfast for the Union Castle Mail SS Co, and was a sister ship to the "Pretoria Castle". Launched by Princess Margaret on 16.10.1947, she was a 28,705 gross ton ship, length 747.5ft x beam 83.5ft, one funnel, two masts, twin screw and accommodation for 227-1st class and 478-cabin class passengers. She started her maiden voyage on 9.12.1948 when she left Southampton for South Africa. She was used on the mail ship service between Southampton and Madeira, Cape Town, Port Elizabeth, East London and Durban with occasional calls at Las Palmas on the return voyage. All of the Union Castle Line mail steamers sailed from Southampton as opposed to their "intermediate round-Africa" service which sailed from London. In 1954 she made a record run from England to Cape Town in 11 days 21.5 hours. In 1962, the 'round-Africa' service ceased and arrangements were made for the mail ships to make calls at St Helena and Ascension as required. She was withdrawn for about ten weeks in 1962 and given an extensive overhaul by Harland & Wolff at Southampton, and fitted with air conditioning. Rebuilt in 1965 to carry 155-1st and 491-tourist class passengers, and her mainmast removed, she was then used on a new accelerated service of eleven and a half days to Cape Town in conjunction with Safmarine. She continued on this service until her last arrival at Southampton on 12.4.1976. Sailed for Durban, where she arrived on 10th May with cargo only, and then on to Kaohsiung, Taiwan, where she arrived on 3rd June for breaking up. [The Cape Run by W.H.Mitchell & L.A.Sawyer] - [Posted to the ShipsList by Ted Finch - 17 May 1998]

EDISON
See KONIGIN LOUISE.

EDITH BYRNE
See HERSCHEL (3).

EDITH F.
See JUNO.

EDMUND B.ALEXANDER
See AMERIKA (2).

EDUARD REGEL
See HEKLA.

EGEO
See RHENANIA.

EGLINTON
A 464-ton barque 'Eglinton', which had been built in Quebec, left London in April 1852. The boat carried a crew of twenty-one and thirty settlers... On the 6th of May 1852, the ship passed between St. Andrews and St. Vincents, two of the Cape Verde Islands. The next land, Tristan da Cunha, was sighted at 7.30 a.m. on the 16th of June. When they arrived at Tristan da Cunha, the Captain found that his chronometer was reading incorrectly. Before the voyage he had asked the ship-owners for a new one, but this had been refused. A few days before their arrival at Cape of Good Hope, they observed an eclipse of the moon. The Captain, Robert Bennett, made the observation in order to correct his chronometer. John Henderson, a passenger with whom he was on friendly terms, helped him by taking down the time while the Captain took the sights, and apparently the problem was solved. They remained for 25 days in Cape of Good Hope, anchored in Simons Bat. The ship left at about 2 or 3 o'clock in the afternoon of the 29th of July... Over a month later, of Friday the 3rd of September, the Captain, assisted by John Henderson, calculated the longitude to position the ship at about 150 miles from land. After consulting his chart, the Captain told his passengers they would see land the following morning, and somewhat shortened sail. The first mate, George Carphin, was of the opinion that they were much closer, because of the discoloration of the seawater, and suggested to the captain, with whom he was not on very good terms, and who would have none of it, saying that he the Captain was paid to think, not Carphin. At about sunset that day, the weather was cloudy and hazy, the wind fresh and the ship running at about 7 knots. After sunset it became dark. Instead of preparing anchors and making general preparations for arrival, the crew and passengers embarked on a party to celebrate both their last night aboard and the birthday of a girl passenger. Disaster struck at 9.45 p.m.. Instead of heading directly for Fremantle, the ship had passed 20 miles north of Rottnest, bad visibility preventing sighting of the island lighthouse. The Captain, by then in his bunk, and the party 'in the cuddy', were aroused by a cry of "breakers-ahead". The Captain, called by the third mate John James, hurried to the deck, but too late. The ship, which had been running free before the wind, almost immediately struck heavily upon the outer line of reefs which bound the coast. The impact carried away the rudder, but fortunately the ship was borne over the reef by the sea and then carried forward to another reef about a mile from the shore, where she again struck to become fixed with head out of water. Though the "Eglinton" was hard on the reef and in danger of breaking up, the crew and passengers felt they themselves were in no immediate danger. The ship's back might be broken, yet it was still conjectured that she could last a week providing no storm should hit her. However, had she struck the outer reef with the same force, they were all equally convinced that every soul on board, numbering 51 persons, would have been lost. At some time during the evening after the ship had struck the reef, George Carphin, the first mate, gave the ship's log to the captain. However, these papers were later to disappear mysteriously, thus complicating the inquiry into the disaster. Next morning, Saturday the 4th of September, a landing was attempted. The crew, accodring to a passenger, were 'running about in confusion, not knowing what to do'. The long-boat was lowered, only to be swept away in the heavy seas. Then the gig was smashed on the rocks alongside. The third boat did manage to get clear and, on Saturday and Sunday, was to make several trips to shore. The surf made a landing almost impracticable without great assistance from the shore by people running into the surf, to seize the boat and drag it on to the beach. The passengers were hauled from the Eglinton one by one, by lowering them by a rope tied around the waist and supported by a life-buoy. Next morning, Sunday the 5th of September, the boatswain began drinking heavily. Suddenly he seized the ship's chronometer, the instrument blamed for the shipwreck, and flung it into the sea. Then he jumped in after it, to drown before the eyes of the horrified passengers. The loss of the chronometer was to hinder the inquiry into the disaster even further. The captain, together with some of the passengers and several of the sailors, did not leave the ship until Sunday morning. On one trip, with the boat filled with female passengers, it was just attempting to land when it was completely turned over in the surf and, with one exception, everyone was under the boat. It was here that the second loss of life occurred, that of Mrs. Bartram, sister of the Messrs. Carter, of Fremantle, who was thought to have been struck by the boat and so drowned. In the same accident, Mrs. Huxley was seriously injured. Family tradition has it that Mrs. Louisa Glaskin and her son were also involved in this accident, and that she had to swim ashore while supporting her 5-year-old son. Mr. John Henderson, together with the ship's mate and another crew member, left the scene of the wreck and, keeping to the coast, went for help. It took them twenty-four hours to reach Fremantle. Taking into account the country they had to traverse, and after already having gone through the ordeal of being wrecked, this was regarded as a 'most praiseworthy instance of determination and perseverance'. Immediately, on hearing the news, every exertion was made at Fremantle to send assistance. The 'William Pope' (with diving apparatus to recover the treasure in coins amounting to 15,000 pounds), the 'Typo' and two other boats reached the wreck the same afternoon, but were unable to hold any communication with the shore until the following morning. John Henderson, although suffering severely from the effects of fatigue and want of food and water, returned in the Water Police boat which, together with the Harbour Master's boat, had also been despatched by the Fremantle authorities who, on this occasion, were considered to have 'displayed a promptitude and energy which did them much credit'. Food, clothing and blankets, of which the party were destitute, were also forwarded. Eight or nine sailors broke open some of the passenger's boxes, stealing a silver cup and other plate, money and jewellery. Then, at about seven in the morning, they left without permission with their loot. On Monday afternoon at about five o'clock they arrived at Mr. Shenton's at Wanneroo, having been found on the beach by a native herdsman. The next morning, Mr. Shenton persuaded the men to return to the wreck. With them he sent his bullock-cart, by which two of the female passengers (one probably being the badly injured Mrs. Huxley) and a child reached his house the same evening, and were forwarded on to Perth on Wednesday. From one of these sailors who returned to the wreck, a quantity of jewellery belonging to Mrs. Walcott was obtained upon her paying him five pounds; this, however, was taken from the thief when the authorities arrived. The 15,000 pounds in coins, together with the mail, had been in the stern; when that section broke, it all went down in about 10 feet of water. A tocket-of-leave man, Rodriguez, under the direction of Lieutenant Wray, recovered this treasure by Tuesday afternoon, the diver remaining below twenty minutes at a time. However, it did not then seem that the mail was recoverable. The scene on the shore was "almost melancholy, the unfortunate passengers lying there without shelter, and short of water and provisions, a severe initiation into colonial life". However, their ordeal was still not over, as apparently they then walked all the way to Perth. Later on, Rodriguez also recovered the mail after all, together with cases of gunpowder which were then sent to Fremantle under escort of the 99th regiment. Rodriguez was recommended for a 200 pounds reward by the Governor, Mr. Charles FitzGerald, who rather loftily reported in a Colonial Office despatch: "he behaved with much commendable daring and unusual disinterestedness." Mr. Fauntleroy had had his property insured for 2,800 pounds, but several other passengers were not insured and had lost everything. Two of the sailors were gaoled for looting and the captain was found guilty of negligence; however, "in consideration of his misfortune", he was fined only fifty pounds, and even then this sum was raised by sympathetic colonists.The ship's dog, having already survived the previous wreck of the Birkenhead, was washed off the Eglinton by mountainous seas. It managed to make its own way to shore and, subsequently adopted by a Fremantle family, became "the most famous canine in the colony." [Posted to The Conference of Australian History Mailing List by Leo van de Pas - 2 January 1998]

EGYPT
The "Egypt" was a 4670 ton vessel built in 1871 for the National Line. She had a straight stem, two funnels and four masts, rigged for sail on the foremast. She was burned at sea in July 1890 and the complement rescued by the barque "Gustav Oscar". 600 cattle were lost in the sinking. .[Posted to the Emigration-Ships Mailing List by Ted Finch - 16 June 1997]

The steamship EGYPT was built by the Liverpool Shipbuilding Co, Liverpool (engines by J. Jack, Rollo & Co, Liverpool) for the National Steamship Co Ltd (National Line), and launched on 9 February 1871. 4,670 tons; 135,02 x 13,50 meters (443 x 44.3 feet, length x beam); straight bow, two funnels, 4 masts; iron construction, screw propulsion, service speed 13 knots; accommodation for 120 1st-class and 1,400 steerage-class passengers. The EGYPT was, at the time of her launching, the second largest ship in the world, after the GREAT EASTERN. 10 November 1871, maiden voyage, Liverpool-Queenstown-New York. 18 January 1883, single roundtrip voyage, Liverpool-Queenstown-New York, chartered to the Inman Line. 8 November 1889, last voyage, Liverpool-New York. 2 January 1890, first voyage, London-New York. 18 June 1890, last voyage, London - New York. 10 July 1890, left New York for Liverpool; 19 July, destroyed by fire at sea (no lives lost) [Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2 (1978), p. 614]. Pictured in Michael J. Anuta, Ships of Our Ancestors (Menominee, MI: Ships of Our Ancestors, 1983), p. 88, courtesy of the Steamship Historical Society of America, Langsdale Library, University of Baltimore, 1420 Maryland Ave., Baltimore, MD 21201 [Posted to the Emigration-Ships Mailing List by Michael Palmer - 19 November 1997]

EIDER
The "Eider" was a 4722 gross ton iron built vessel, built by John Elder & Co. of Glasgow in 1883 for Norddeutscher Lloyd [North German Lloyd]. Her dimensions were length 429.8ft x beam 47ft, straight stem, two funnels, four masts, single screw and a speed of 16 knots. There was accommodation for 120-1st class, 130-2nd class and 1,000-3rd class passengers. She was launched on 15/12/1883 and left Bremen for Southampton and New York on her maiden voyage on 19/3/1884. She left Bremen on her last voyage on 31/1/1892 and stranded on Atherfield Ledge, Isle of Wight, was refloated and scrapped. [Posted to the Emigration-Ships Mailing List by Ted Finch]

The steamship EIDER was built for Norddeutscher Lloyd (the first of two vessels of this name owned by the company) by John Elder & Co, Glasgow (ship #283), and launched on 15 December 1883. 4,719 tons; 135,5 x 14,32 meters (length x breadth); straight stem, 2 funnels, 4 masts; iron construction, screw propulsion, double-expansion engines, service speed 16.5 knots; accommodation for 194 passengers in 1st class, 134 in 2nd class, and 876 in steerage; crew of 168. 19 March 1884, maiden voyage, Bremen-Southampton-New York. 9 January 1892, last voyage, Bremen-Southampton-New York. 31 January 1892, on return voyage, Capt. Heineke, with 367 passengers, a cargo of piece goods, cotton and corn, and 250,000 pounds sterling in gold and silver, stranded on Atherfield Ledge, Isle of Wight, with no loss of life; passengers and crew left Southampton for Bremerhaven on 6 February 1892 on board the Norddeutscher Lloyd steamship ALLER. 29 March 1892, refloated by the North German Salvage Union, and towed to Southampton for scrapping [Edwin Drechsel, Norddeutscher Lloyd Bremen, 1857-1970; History, Fleet, Ship Mails, vol. 1 (Vancouver: Cordillera Pub. Co., c1994), pp. 23-25 (photographs) and 89 (photograph); Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2 (1978), p. 552]. Also pictured in Michael J. Anuta, Ships of Our Ancestors (Menominee, MI: Ships of Our Ancestors, 1983), p. 89, courtesy of Mystic Seaport Museum, 50 Greenmanville Ave., Mystic, CT 06355-0990. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 2 November 1998]

EKATERINOSLAV
See ASSYRIA (2) .

EKMA
The 1926-27 Lloyd's Register of Shipping provides the following :EKMA Call sign : HVBS Official # : 132999 Rigging : steel twin screw Schooner; 2 decks; steel upper deck sheathed with wood and steel shade deck sheathed with teak; 7 bulkheads, 5 to upper deck and 2 to second deck; flat keel; water ballast : cellular double bottom, aft 76 feet long, under engine and boilers 108 feet long and forward 156 feet long, 732 tons. Forward Peak Tank 58 tons, Aft Peak Tank 44 tons; fitted with electric light and wireless. Tonnage : 5,108 tons gross, 3,724 under deck and 2,356 net. Dimensions : 410 feet long, 52.6 foot beam and 24.7 foot draught. Shade Deck 158 feet long. Built in 1911 by Workman, Clark & Co. in Belfast. Owners : British India Steam navigation Co. Ltd. Propulsion : triple-expansion engine with 6 cylinders of 24 � in., 41 in. and 69 in. diameter per pair. Stroke 48 inches. 1,062 nominal horsepower. 2 double ended and 2 single ended boilers, 24 corrugate furnaces, grate surface 390 square feet, heating surface 16,302 square feet; forced draught. Engine built by same company as the hull. Port of registry : Glasgow Flag : British - [Posted to The ShipsList by Gilbert Provost - 23 September 1998]

The "Ekma" was a sister ship to the "Erinpura" and was used on the same service. On 16th Sep.1914 she carried Gurkha troops from Karachi to Marseilles in the same convoy as the "Erinpura" and in Nov.1914 trooped between Bombay and Iraq. In Dec. 1915 she transported Punjabi troops from Aden to Basra and in Feb.1916 carried Gurkhas from Suez to Karachi and returned with Gurkha reliefs. In May 1916 she trooped between Suez and Bushire and on to Basra, Dec.1917 Karachi - Basra, May 1918 Karachi - Basra with Gurkhas and Sikhs. Thereafter she resumed her normal commercial sailings until July 1942 when she carried part of the Australian 6th Division from Colombo to Australia. In Feb.1946 she brought Punjabi soldiers from Port Blair to Calcutta and in Nov.1946 moved the Gurkha Rifles from Batavia to Port Swettenham. She was sold on 1st May 1948 and broken up at Bombay. [Merchant Fleets by Duncan Haws, vol.11, British India S.N.Co] - [Posted to The ShipsList by Ted Finch - 24 September 1998]

EL AMIGO
See JUNO.

ELBE (1)
There was an "Elbe" built in 1849 for the Hamburg America Line. This was a 385 ton sailing vessel which carried 20-1st and 200-steerage passengers. She sailed between Hamburg and New York until 1864 when she was sold and renamed "Sarah". In 1866 she went to Danish owners and was renamed "Ansgar", sold to Russia in 1879 and wrecked on 14.11.1900. - [Posted to The ShipsList by Ted Finch - 6 June 1998]

The "Elbe" was a German built, three masted, barque rigged, wooden hulled vessel, built in 1849. She was 385 gross tons, and had accommodation for 20-1st class and 200-steerage passengers and carried a crew of 16. She commenced Hamburg - New York sailings in 1849, and the average one-way passage took 42 days. She was sold in 1864 and renamed "Sarah". In 1866 she went to Danish owners and was renamed "Ansgar", and in 1879 was sold to Russia. She was wrecked on Nov.14th 1900. [North Atlantic Seaway by N.R.P. Bonsor, vol.1, p.347] [Merchant Fleets by Duncan Haws, vol.4, Hamburg America Line] - [Posted to The ShipsList by Ted Finch - 9 October 1998]

ELBE (2)
The "Elbe" was built by John Elder & Co, Glasgow in 1881 for North German Lloyd of Bremen. She was a 4,510 gross ton ship, length 416.5ft x beam 45ft, straight stem, two funnels, four masts, iron construction, single screw and a speed of 15 knots. There was accommodation for 120-1st, 130-2nd and 1,000-3rd class passengers. Launched on 2/4/1881, she sailed from Bremen on her maiden voyage to Southampton and New York on 26/6/1881. She was a record breaking ship at the time and sailed from Southampton to Sandy Hook in 8 days 12 hours 50 minutes, and in the Easterly direction in 8d 9h 10m. She sailed from Bremen on her final voyage on 29/1/1895, and the following day was sunk in collision with the British ship "Craithie" in the North Sea with the loss of 322 lives. [North Atlantic Seaway by N.R.P. Bonsor, vol.2, p.551] - [Posted to The ShipsList by Ted Finch - 21 March 1998]

The steamship ELBE was built by John Elder & Co, Glasgow, for Norddeutscher Lloyd, and launched on 2 April 1881. 4,510 tons; 131,9 x 13,7 meters (length x breadth); straight bow, 2 funnels, 4 masts; iron construction, screw propulsion, double-expansion engines, service speed 16 knots; accommodation for 179 passengers in 1st class, 142 in 2nd class, and 796 in steerage. The ELBE was Norddeutscher Lloyd's first express steamer, and the first Norddeutscher Lloyd vessel with first class amidships instead of aft; uneconomic due to high coal consumption, and small amount of freight space. 26 June 1881, maiden voyage, Bremen-Southampton-New York. 1883, outfitted with electric lights. October 1889, first of three voyages to Australia. 29 January 1895, sailed from Bremen for New York; 30 January 1895, collided off the Dutch coast with the British coal collier CRAITHIE, and sank in 20 minutes, with the loss of 332 of the 352 on board [Edwin Drechsel, Norddeutscher Lloyd Bremen, 1857-1970; History, Fleet, Ship Mails (Vancouver: Cordillera Pub. Co., c1994), vol. 1, p. 76, no. 50 (2 pictures); Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2 (1978), p. 551]. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 5 July 1998]

ELBERFELD
See HERCYNIA.

ELDERSLIE
The "Elderslie" was a 2,761 gross ton refrigerated cargo ship built by Palmer's of Jarrow-on-Tyne in 1884 for Turnbull, Martin & Co's Shire Line. She catered for a limited number of 1st and 2nd class passengers as well as emigrants who occupied temporary accommodation in part of the cargo 'tween decks space on the outward journey to Australian and New Zealand ports via the Cape of Good Hope. She was chartered at times to Trinder Anderson & Co and Shaw Savill Line and was eventually sold in 1898 to the Simpson Steamship Co. [North Star to Southern Cross by John M.Maber] - Posted to The ShipsList by Ted Finch - 18 August 1998]

EL DORADO
The vessel is first listed in Lloyd's Register for 1850/51 as the British *ship* (while both a ship and a bark are 3-masted sailing vessels, they differ in that all of a ship's masts are square rigged, while on a bark only the fore and main masts are square-rigged, the mizzen mast being rigged fore-and-aft) EL DORADO, 913/977 tons (old/new measurement), built at St. Andrews in 1848; Lloyd's Register for 1850/51 gives the following additional information on this vessel: Master: Morrison. Owner: Gilmour. Port of registry: St. Andrews. Port of survey: Liverpool. Iintended voyage: Savann[ah] - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 15 August 1998]

ELEANORA
See GREAT BRITAIN (1).

ELECTRIC
The ELECTRIC was a "medium clipper", built by Irons & Grinnell, at Stonington/Mystic, CT, launched on 5 September 1853, and registered at New York on 10 November 1853. 1046 tons (1273 tons in the New York certificate of registry); 185' 1" x 38' 7" x 21' 5" (length x beam x depth of hold). She was owned first by G. Adams, and later by the Gerry family of New York. She made a single voyage around Cape Horn to California, sailing from New York on 15 November 1854, and arriving at San Francisco on 4 March 1855, a passage of 116 days. She sailed from San Francisco on 24 March 1855, and crossed the Pacific to Hong Kong in 48 days. From Hong Kong she proceeded to Shanghai, from where she sailed to New York in 106 days. Aside from this single round the world voyage, the ELECTRIC served in the transatlantic trade, in particular between New York, Havre, and Antwerp. On 30 July 1856, she was purchased from Brower, of New York, for $62,250, by the Hamburg shipowner Robert Miles Sloman, who continued to employ her primarily in the North Atlantic trade. On 2 November 1868, she sailed from Hamburg with 350 passengers and a general cargo, and on 21 December 1868, went ashore at Great Egg harbor, New Jersey. Her passengers were landed on the beach, her cargo was lightered, and she was towed to New York, where extensive repairs were made. On 7 November 1872, while bound from Hamburg to New York, she was abandoned, leaky and nearly full of water, in lat. 40 North, lon. 55 West. Her crew, together with the crew of the British bark CHASE--which the ELECTRIC had earlier come upon in a sinking condition--were picked up by the HELMESBRAND, Kjaer, master, and landed at Queenstown (Cobh), Ireland. Masters: 1856-1859 - J. C. Wienholtz; 1859-1863 - H. C. Johannsen; 1863-1869 - J. Junge; 1869-1872 - C. J. N. Peyn. Voyages: 1856-1861 - Mlb/intermediate ports/Bremerhaven; 1861 - New York; 1861-1862 - New York; 1862 - New York /London; 1862-1863 - New York/London; 1863-1864 - La Plata/Callao; 1864 - New York/London;1864-1865 - New York /Newcastle on Tyne; 1865- New York/London; 1865-1866 - New York/London; 1866 - New York; 1866 - New York /Bremerhaven; 1866-1867 - New York/London; 1867 - New York/Philadelphia; 1867-1868 - New York/Philadelphia /Bremerhaven; 1868 - New York; 1868-1869 - New York/Bremerhaven; 1869-1871 - Dona Francisca/Batavia/Semarang /Nieuwediep/Amsterdam; 1871-1872 - New York/Bremerhaven; 1872 - New York (twice).
Sources: Octavius T. Howe and Frederick C. Matthews, American clipper ships, 1833-1858, Marine Research Society (Salem, Mass.) Publication No. 13 (Salem, MA: Marine Research Society, 1926-27), vol. 1, pp. 153-154; Carl C. Cutler, Greyhounds of the sea : the story of the American clipper ship (New York: Halcyon House, c1930), pp. 426 and 497; William Armstrong Fairburn, Merchant Sail (Center Lovell, ME: Fairburn Marine Educational Foundation, [1945-1955]), II.1272,; III.1662, 1964, 2021, 2023, 2029, 2037, 2040, 2059, 2069, 2097; IV.2267, 2648; V.2856, 2858, 2859; VI.3649; Ernst Hieke, Rob. M. Sloman jr., errichtet 1793, Veroffentlichungen der Wirtschaftsgeschichtlichen Forschungsstelle e.V., Hamburg, Bd. 30 (Hamburg: Verlag Hanseatischer Merkur, 1968), p. 374; Forrest R. Holdcamper, List of American-flag Merchant Vessels that received Certificates of Enrollment or Registry at the Port of New York, 1789-1867 (Record Groups 41 and 36), National Archives Publication No. 68-10, Special Lists No. 22 (Washington, DC: National Archives and Records Service, 1968), p. 196 Walter Kresse, ed., Seeschiffs-Verzeichnis der Hamburger Reedereien, 1824-1888, Mitteilungen aus dem Museum fur Hamburgische Geschichte, N. F., Bd. 5. (Hamburg: Museum fur Hamburgische Geschichte, 1969), vol. 2, p. 212. [Posted to the Emigration-Ships Mailing List by Michael Palmer - 10 November 1997]

ELECTRIQUE
See ZEELAND (1).

ELIJAH SWIFT
The ELIJAH SWIFT was not a ship but a bark, a 3-masted vessel, the fore- and mainmasts square-rigged, the mizzenmast (the sternmost mast) rigged fore-and-aft. She was built at Falmouth, Maine, in 1847, and was registered at the Port of New York on 24 January 1848; she was 371 tons [Forrest R. Holdcamper, comp., List of American-flag Merchant Vessels that received Certificates of Enrollment or Registry at the Port of New York, 1789-1867 (Record Groups 41 and 36), National Archives Publication 68-10, Special Lists 22 (Washington, DC: National Archives and Records Service, 1968), p. 197]. - [Posted to the Emigration-Ships List by Michael Palmer - 29 March 1998]

ELISE (1)
Bremen ship/bark ELISE. Built by Johann Lange, Vegesak/Grohn, and launched on 10 May 1835 for the Bremen firm of Albers & Koncke. In 1850, she belonged half to the firm of J. D. Koncke Hermanns Sohn and half to Ferdinand Henschen. 177 Commerzlasten/415 tons register; 31,4 x 8,8 x 5,1 meters (length x beam x depth of hold). The ELISE was originally rigged as a ship, but sometime in late 1852 or early 1853, she was re-rigged as a bark. The maritime news columns of the New York newspapers report the following: Bremen ship Elise, Gatjen, master, arrived at New York on 28 August 1851, 38 days from Bremen, with merchandise and 175 passengers:- Bremen bark Elise, Nordenholdt, master, arrived at New York on 28 September 1856, 53 days from Bremen, with merchandise and 171 passengers. On the return leg of this last voyage, the crew of the ELISE rescued 16 survivors from the sunken French steamer LYONNAIS, as reported in the Weser-Zeitung for 4 December 1856.In 1857, the Bremen bark ELISE was sold to O. C. Reinhardt & D.Isaachsen, of Christiansand, Norway, who renamed her VESTA; her captain under the Norwegian flag was T. A. Torjussen. In May 1863, she was standed at Newfoundland, and became a total loss [Peter-Michael Pawlik, Von der Weser in die Welt; Die Geschichte der Segelschiffe von Weser und Lesum und ihrer Bauwerften 1770 bis 1893, Schriften des Deutschen Schiffahrtsmuseums, Bd. 33 (Hamburg: Kabel, c1993), pp. 187-188. Pawlik's work contains a photograph of the newspaper announcement of the launching of the ELISE in 1835, but the vessel pictured is a steamship, and the picture is probably a stylized representation of the river steamer BREMEN that carried onlookers to the launching from Bremen to Vegesack and back to Bremen. [E-mail from Michael Palmer - 9 December 1997]

ELISE (2)
Hamburg bark ELISE. The New York newspapers report the following on the arrival of the Elise: Hamburg bark Elise, Jenner, master, arrived at New York on 30 April 1852, 41 days from Hamburg, with 134 passengers; had 2 births and 1 death on the passage. The bark ELISE was built in Nyborg, Denmark, in 1842. 129 Commerzlasten; 110 x 28,7 x 15,10 Hamburg feet (1 Hamburg Fuss = .286 meters) (length x beam x depth of hold), "zwischen den Steven". On 14 January 1850, she was purchased from Kruse, of Nyborg, by the Hamburg firm of C. Rubcke & Woellmer. Master: 1850-1852 - H. H. D. N. I. Trautmann; 1852-1853 - J. Jenner; 1853-1855 - C. J. S. Bruhn; 1855-1860 - A. Nielsen; 1860-1862 - D. A. Hunaus. Voyages: 1850 - New York (2 x); 1850/51 - New York; 1851 - New York; 1851/52 - New York; 1852- New York (2 x); 1852/53 - New York/ Liverpool; 1853 - New York; 1853/54 - New York/Cardiff; 1854 - New York (2 x); 1854/55 - New York; 1855/56 - St. Uebes (Setubal)/Montevideo/intermediate ports/ Amsterdam; 1856 - Quebec/London; 1856/57 - New York/La Guayra/Puerto Cabello/ Altona; 1857/58 - New York/London; 1858 - New York; 1858/59 - Rio de Janeiro/intermediat ports/Hartlepool; 1859/60 - St. Thomas/Laguna d. T., Mexico; 1860 - Laguna d. T./Altona; 1860/61 - New York; 1861 - Bristol. She was sold in 1862 [Walter Kresse, ed., Seeschiffs-Verzeichnis der Hamburger Reedereien, 1824-1888, Mitteilungen aus dem Museum fur Hamburgische Geschichte, N. F., Bd. 5. (Hamburg: Museum fur Hamburgische Geschichte, 1969), vol. 1, p. 157]. I do not have any information at present on her later history or ultimate fate. To determine whether there exists a pictorial representation of the Hamburg bark ELISE, contact the Museum fur Hamburgische Geschichte, Holstenwall 24, D-20355 Hamburg. [E-mail from Michael Palmer - 9 December 1997]

ELLEN RICKMERS
See BORKUM.

ELSIE RUGER
See ALBONI.

ELVIRA
See ARGONAUT.

ELYSIA
The "Elysia" was built by John Elder & Co, Glasgow (engines by Finnieston Steamship Works, Glasgow) in 1873 for the Anchor Line. She was a 2,733 gross ton ship, length 351ft x beam 35ft, one funnel, three masts (rigged for sail), iron construction, single screw and a speed of 13 knots. There was accommodation for 100-1st, 40-2nd and 500-3rd class passengers. Launched on 28/6/1873, she sailed from Glasgow on her maiden voyage to Moville and New York on 11/10/1873. She commenced her 21st and last voyage on this service on 26/2/1876 and commenced London - New York crossings on 27/5/1876. She made 38 round voyages on this route, the last starting on 6/8/1881. Between 1881-1883 she made 2 voyages between Glasgow, Liverpool and Bombay and two to Calcutta. Between 1882-1885 she made five round voyages between Glasgow, Mediterranean ports, New York and Glasgow, and in 1883 was fitted with new compound engines and her 1st class passenger capacity reduced to 12. She made three London - Halifax - Boston sailings in 1885 and then transferred to the Mediterranean - New York service for 35 round voyages. Her last crossing started on 27/5/1897 when she left Genoa for Naples, Leghorn and New York (arr.6/7/1897). On 11/6/1898 she was scrapped in Italy. [North Atlantic Seaway by N.R.P.Bonsor, vol.1, p.459] - [Posted to The ShipsList by Ted Finch - 14 March 1998]

EMILIA PELLEGRINA
See IL PIEMONTE.

EMIL KIRDORFF
The 1926-27 Lloyd's Register of Shipping provides the following: EMIL KIRDORFF Call sign : RCPL Rigging : steel single screw steamer; 2 decks; equipped with electric light, wireless and submarine signalling device; fitted for oil fuel. Tonnage : 5,695 tons gross, 4,403 under deck and 3,426 net. Dimensions : 409.8 feet long, 53,9 foot beam and 23.7 foot draught. Forecastle 49 feet long. Built in 1922 by Marinewerft in Wilhelmshaven. Owners : A.G. Hugo Stinnes f?r Seeschiff. Und Ueberseehandel. Propulsion : triple-expansion engine with 3 cylinders of 25 � in., 41 in. and 66 1/8 in. diameter respectively. Stroke 49 � inches. 305 nominal horsepower. Engine built by same company as the hull. Port of registry : Hamburg Flag : German - [Posted to The ShipsList by Gilbert Provost -23 September 1998]

The EMIL KIRDORF was one of 4 nearly identical vessels by Marinewerft Wilhelmshaven (ship #66) for the A.G. Hugo Stinnes between 1921 and 1923; launched 25 February 1922, delivered 2 August 1922. 5,695 tons gross/3,426 tons net; 124.89 x 16.41 x 7.21 meters/409 ft 9 in x 53 ft 10 in x 23 ft 8 in (length x breadth x depth of hold); 1 funnel, 2 masts; single screw, triple expansion and low pressure turbine; 3 cylinders, 64.13 cm (25 1/4 in), 104.14 cm (41 in), and 167.64 cm (66 in), stroke 125.09 cm (49 1/4 in), 305 nominal horsepower, service speed 11 knots; steel construction, 1 deck and shelter deck, forecastle 49 14.93 meters (49 ft); cargo capacity 11,603 cubic meters (410,000 cubic feet) grain; accommodation for 50 passengers in 1st class; crew of 72. Ran originally in Stinnes's South American service. November 1926, acquired by HaPAG (Hamburg-America Line). First on HaPAG's East Asian service, later transferred to the South American service. 1928, new turbine, service speed increased to 12 knots. 1932, sold to Serv. Mar. Romania, Braila, and renamed ARDEAL. 11 June 1942, torpedoed by Soviet U boat A 5 in the Black Sea, and beached. 1945, refloated by the Soviets and repaired in Odessa. 1948, returned to Romania (managed by Sovromtransport). 1963, scrapped in Romania [Arnold Kludas and Herbert Bischoff, Die Schiffe der Hamburg-Amerika-Linie, Bd. 2: 1907-1926 (Herford: Koehler, 1980), pp. 150-151 (photograph); Duncan Haws, Merchant Fleets in Profile, vol. 4: The ships of the Hamburg America, Adler and Carr Lines (Cambridge: Patrick Stevens, 1980) p. 143, no. 519 (silhouette)].- [Posted to the Emigration-Ships Mailing List by Michael Palmer - 23 September 1998]

EMILY GARDINER
See LORD BROUGHAM.

EMMY
The EMMY was a 3-masted, square-rigged ship, built in Stockholm in 1847, and acquired in the same year by the Hamburg shipping firm of Joh[ann] Ces[ar] Godeffroy & Sohn (Bielbrief [certificate of registry], 6 December 1847). 277 Commerzlasten; physical dimensions not known. Master: 1848-1849 - M. Wilcken; 1849-1850 - J. H. O. Meyer. Voyages:1847/49 - from Stockholm /intermediate ports /Rotterdam; 1849/50 - Adelaide /Penang /Singapore; 1850 - Valparaiso/San Francisco. She was lost in December 1850 in the Cape Verde Island [Walter Kresse, ed., Seeschiffs-Verzeichnis der Hamburger Reedereien, 1824-1888, Mitteilungen aus dem Museum fur Hamburgische Geschichte, N. F., Bd. 5. (Hamburg: Museum fur Hamburgische Geschichte, 1969), vol. 1, p. 165]. For the precise dates of (what appears to be) the only voyage of the EMMY to Australia (Adelaide), see R. T. Sexton, Shipping arrivals and departures, South Australia, 1627-1850 : guide for genealogists and maritime historians, Roebuck Society Publication No. 42 (Ridgehaven, SA: Gould Books/ Aranda, ACT: Roebuck Society, 1990); to determine whether an account of this voyage survives, see Ian Hawkins Nicholson, Log of logs : a catalogue of logs, journals, shipboard diaries, letters, and all forms of voyage narratives, 1788 to 1988, for Australia and New Zealand and surrounding oceans, Roebuck Society Publication Nos. 41, 47 (2 vols; Yaroomba, Qld: The Author jointly with the Australian Association for Maritime History, [1990]-1993). [Posted to the Emigration-Ships Mailing List by Michael Palmer - 10 December 1997]

EMPIRE BRENT
See LETITIA.

EMPIRE CANDIDA
See PELDALE.

EMPIRE CITY
The EMPIRE CITY was a wooden side-wheel steamer, built by William H. Brown, New York, keel laid 13 August 1848, launched 10 March 1849. 1,751 21/95 tons; 238 ft 8 in x 39 ft 4 in x 24 ft 4 in (length x beam x depth of hold); 3 decks, 3 masts, round stern, dragon head; one side-lever engine built by T. F. Secor & Co; diameter of cylinder 6 ft 3 in, length of stroke 9 ft; barkentine rig; estimated cost between $220,000 and $300,000, of which $62,000 was for the engine. Modeled for speed and very strong. Said to be the first ocean vessel to have a deck house extending from stem to stern, her hurricane deck supported by stanchions from the bulwarks and forming a canopy for the promenade deck below. Her interior was the most ornate of any steamship on the Atlantic. From the stern forward, her upper deck housed a ladies' cabin or reception room, with rosewood furniture upholstered in purple and gold damask, and lined with staterooms, every stateroom door being decorated with a Hudson River scene; the galley; a "Social Hall" 35 ft long in which men might smoke; and the forecastle. On the main deck, the waiters' quarters were forward, then the dining saloon, off of which opened staterooms with two berths each, the doors to which were decorated with scenes from Washington Irving's _Sketch Book_, then the pantry, and then the after saloon, off of which opened staterooms with four berths each and large windows with glass an inch thick. Ornamental columns had gilded Corinthian capitals, and were set off by satin and zebra wood. The decks were covered with oilcloth patterned to look like carpet. Laid down for Isaac Newton, for his service between New York and New Orleans, but sold on the stocks, in January 1849, to Charles Morgan and John and Joseph Howard (Empire City Line). 17 July 1849, maiden voyage, New York-Chagres. October 1850, came under the control of the Pacific Mail Steamship Co; early 1851, sold for $225,000 to the United States Mail Steamship Co, which placed her in the New York-Havana-New Orleans service. Continued as part of the U.S. Mail fleet until it was disbanded in 1859, when she was acquired, at auction, for $12,000 by Marshall O. Roberts, the last principal stockholder and managing agent of the line; Roberts carried on the service from New York to New Orleans and continued to advertise under the U.S. Mail name, even though the original company no longer existed. Chartered by the Quartermaster's Department, War Department, in 1861, for $25,000 the job, and in 1861, 1862-1863, 1863, and 1864, at $775 to $1,000 per day. October 1861, transport on Admiral DuPont's expedition to Port Royal; 1862, went up the Mississippi and passed besieged Vicksburg, again as a transport; 1864, delivered men to General Butler during the invasion of the North Carolina Sounds. 27 January 1865, purchased by the War Department for $225,000. In 1866, considered for use as a floating hospital at the New York Quarantine Station, but never put to use. Laid up at Red Hook until May 1869, and broken up sometime thereafter [John Haskell Kemble, The Panama Route, 1848-1869, University of California Publications in History, 29 (Berkeley: University of California Press, 1943),pp. 224-225; Cedric Ridgely-Nevitt, American Steamships on the Atlantic (Newark: University of Delaware Press, c1981),, pp. 121-125]. [Posted to the Emigration-Ships Mailing List by Michael Palmer 14 December 1997]

EMPIRE CLYDE
See CAMERONIA .

EMPIRE HELFORD
See LITUANIA.

EMPIRE LAGAN
See ANNA SALEN.

EMPIRE PENRYN
See CZAR.

EMPIRE STATE
See PRESIDENT WILSON.

EMPRESS OF AUSTRALIA
See DE GRASSE.

EMPRESS OF BRITAIN (1)
The "Empress of Britain" was built for the Canadian Pacific Line by Fairfield Shipbuilding, Glasgow in 1906. She was a 14,189 gross ton vessel, length 548.8ft x beam 65.7ft, two funnels, two masts, twin screw and a speed of 18 knots. There was accommodation for 310-1st, 470-2nd and 750-3rd class passengers. Launched on 11/11/1905 she sailed from Liverpool on her maiden voyage to Quebec on 5/5/1906. Both the "Empress of Britain" and her sister ship, the ill-fated "Empress of Ireland" were the fastest ships on the Canada service at the time. On 22/7/1912, she rammed and sank the SS Helvetia in fog off Cape Magdeleine in the lower St Lawrence River. In 1914 she was converted to an Armed Merchant Cruiser and joined Admiral Stoddart's squadron in the S.Atlantic. She later patrolled between Cape Finisterre and the Cape Verde Islands. In May 1915 she was recommisioned as a troop transport and carried more than 110,000 troops to the Dardanelles, Egypt and India as well as Canadian and US expeditionary forces across the N.Atlantic. On 12/12/1915 while passing through the Straits of Gibraltar, she collided with and sank a Greek steamer. In March 1919 she resumed the Liverpool - St.John NB service for one round voyage and was then converted from coal to oil fuel and her passenger accommodation was modernised. On 1/9/1920 she returned to the Liverpool - Quebec service and in Oct.1922 commenced running between Southampton - Cherbourg - Quebec. In 1924 she was renamed "Montroyal" and her accommodation altered to carry 600-cabin and 800-3rd class passengers, returning to the Liverpool - Quebec service on 19/4/1924. In 1926 her accommodation was again altered to carry cabin, tourist and 3rd class and she made eight trips a year through 1926 and the following year was transferred to the Antwerp - Southampton - Cherbourg - Quebec route. She commenced her final voyage from Antwerp on 7/9/1929 and was then laid up after making a total of 190 round voyages on the North Atlantic. On 17/6/1930 she was sold to the Stavanger Shipbreaking Co. and was scrapped. The owner of the Sola Strand Hotel bought the lounge from the shipbreakers and incorporated it into his hotel as the Montroyal Ballroom. The beautiful woodwork is still a feature of this building which now houses the Norwegian School for Hotel Management. [North Atlantic Seaway, vol.3,p.1309] [Canadian Pacific by George Musk] [Posted to The ShipsList by Ted Finch - 2 November 1997]

EMPRESS OF BRITAIN (2)
The turbine ship EMPRESS OF BRITAIN (II) was built for the Canadian Pacific Line by John Brown & Co Ltd, Glasgow (ship #530), keel laid 28 November 1928, launched 11 June 1930. 42,348 tons; 231,8 x 29,7 meters (length x breadth); 3 funnels, 2 masts, cruiser stern; quadruple-screw propulsion (single-reciprocating steam turbine engines), service speed 24 knots (maximum 25.5 knots); passenger accommodation: 465 in 1st class, 260 in tourist class, and 470 in 3rd class; crew of 740. 27 May 1931, maiden voyage, Southampton-Cherbourg-Quebec. May-June 1931, record passages, Cherbourg-Father Point (both ways). May 1936, passenger accommodation: cabin, tourist, 3rd class. 17 June 1939, transported King George VI and Queen Elizabeth from St. John's, Newfoundland, to Southampton after their Canadian tour. 2 September 1939, last voyage, Southampton-Quebec (100 roundtrip voyages on the North Atlantic). 25 November 1939, troop transport. 26 October 1940, bombed and set on fire by German aircraft 70 miles northwest of Ireland; taken in tow by the Polish destroyer BURZA; 28 October 1940, torpedoed twice by German U-Boot U32 at 55.16 N 09.50 W; 49 dead [Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 3 (1979), , pp. 1298 (photograph) and 1319, vol. 5 (1980), p. 1835 (photograph);; Arnold Kludas, Die grossen Passagierschiffe der Welt; Eine Dokumentation,Bd. 3: 1924-1935 (Oldenburg/Hamburg: Gerhard Stalling, c1973), pp. 166-167 (photograph)].. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 11 March 1998]

EMPRESS OF CANADA
The turbine ship EMPRESS OF CANADA was built by Fairfield Co Ltd, Glasgow (ship #528), and launched for the Canadian Pacific Line on 17 August 1920. 21,517 tons; 191,10 (199,02) x 23,74 meters/627 (653) x 77.9 feet (length x breadth); 3 funnels, 2 masts, clipper stern; twin-screw propulsion (steam turbine, single-reduction engines), service speed 18 knots, 20 maximum; passenger accommodation: 488 in 1st class, 106 in 2nd class, 238 in 3rd class, and 926 in steerage (Asian voyages); crew of 530. 5 May 1922, maiden voyage, Falmouth-Suez Canal-Hong Kong-Vancouver; then in the Vancouver-Yokahama service. 1 November 1928, sailed Vancouver- Glasgow; single-reduction steam turbine engines replaced by double- reduction steam turbines. 28 August 1929, 1 roundtrip voyage, Southampton-Cherbourg-Quebec. 18 September 1929, sailed Southampton- Cherbourg-New York-Panama Canal-Vancouver; returned to Vancouver-Yokahama service. 29 November 1939, troop transport. 14 March 1943, bound from Durban to England, torpedoed and sunk by the Italian submarine LEONARDO DA VINCI, at lat 01 13 S, lon 09 57, approximately 400 miles south of Cape Palmas, West Africa; 392 lives lost [Arnold Kludas, Die grossen Passagierschiffe der Welt; Eine Dokumentation, Bd. 2: 1913-1923 (2nd ed.; Oldenburg/Hamburg: Gerhard Stalling, c1973), pp. 146-147 (2 photographs); Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2 (1978), p. 1318]. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 10 March 1998]

EMPRESS OF CHINA
See PRINZ FRIEDRICH WILHELM.

EMPRESS OF FRANCE (1)
The first "Empress of France" was built by Wm Beardmore & Co Ltd.,Glasgow in 1913 as the "Alsatian" for the Allan Line. She was an 18,481 gross ton ship, length 571.4ft x beam 72.4ft, two funnels, two masts, four screws and a speed of 18 knots. She was the first North Atlantic liner with a cruiser stern. There was accommodation for 287-1st, 504-2nd and 848-3rd class passengers. Launched on 22/3/1913 as the "Alsatian" she left Liverpool on her maiden voyage to St John NB for the Allan Line on 17/1/1914. On 22/5/1914 she commenced her first Liverpool - Quebec voyage and on 17/7/1914 started her last voyage on this service. On 7/8/1914 she became an Armed Merchant Cruiser and joined the 10th Cruiser Squadron patrolling off the Shetland Islands. She became flagship for Admiral De Chair and later for Vice Admiral Tucker and was one of the first ships to be fitted with the new wireless direction finding apparatus. After the squadron was retired in 1917, she was returned to Canadian Pacific Ocean Services, who now managed the combined Allan line and Canadian Pacific fleets. On 28/9/1918 she commenced her first voyage from Liverpool to Canada and after a second voyage on this service, was refitted at Glasgow. She was renamed "Empress of France" on 4/4/1919 and on 26th Sept. that year commenced her first voyage under her new name from Liverpool to Quebec. On 3/5/1922 she commenced sailing between Southampton, Cherbourg and Quebec and on 31/5/1922 between Hamburg, Southampton, Cherbourg and Quebec. In 1924 she was converted from coal to oil fuel, and in July 1926 her accommodation became 1st, 2nd, tourist and 3rd class and was altered again Jan.1927 to 1st, tourist and 3rd class. On 29/9/1927 she started her last Hamburg - Southampton - Cherbourg - Quebec voyage and on 8/9/1928, her last Southampton - Cherbourg - Quebec voyage. On 31/10/1928 she left Southampton for Suez, Hong Kong and Vancouver and subsequently sailed on the Pacific until 17/10/1929 when she left Hong Kong for Liverpool. She started her final voyage from Southampton to Cherbourg and Quebec on 2/9/1931 and in Sept. of that year was laid up in the Clyde. She was scrapped at Dalmuir on 20/10/1934. In total, she had made 99 Atlantic voyages, 5 trans-Pacific, and 8 cruises as well as her war service. [North Atlantic Seaway by N.R.P.Bonsor, vol.3,p.1313] [Canadian Pacific - 100 years by George Musk] [Posted to The ShipsList by Ted Finch - 24 November 1997]

EMPRESS OF FRANCE (2)
See DUCHESS OF BEDFORD.

EMPRESS OF INDIA
See PRINZ FRIEDRICH WILHELM.

EMPRESS OF IRELAND
The "Empress of Ireland" was involved in one of the worst peacetime shipping disasters of all time. She was a 14,191 gross ton ship, built by Fairfield Shipbuilding & Engineering Co.Ltd, Glasgow in 1906 for the Canadian Pacific Railway Co, which later became CP Ships. Her details were - length 548.9ft x beam 65.7ft, two funnels, two masts, twin screw and a speed of 18 knots. There was accommodation for 310-1st, 470-2nd and 750-3rd class passengers. She was a sister ship to the first "Empress of Britain". Launched on 27/1/1906, she sailed from Liverpool on her maiden voyage to Quebec on 29/6/1906. She made a total of 95 round voyages on the North Atlantic service, but on 29/5/1914, she was sunk in collision. The collision occurred at approx 2.30am when most of the 1,054 passengers and 413 crew were asleep. A few hours out of Quebec, while in the St Lawrence River, she was rammed and sunk by the 6,000 ton Norwegian collier "Storstad". In less than 15 minutes the liner sank with the loss of 1014 lives, including a large contingent of Salvation Army delegates who were on their way to a conference in the UK, and within four miles of the riverbank. Over 400 were saved by the "Eureka" and the "Lady Evelyn". There was much conflicting evidence given at the subsequent enquiry, but it was established that the two vessels had sighted each other when more than three miles apart, before fog descended rapidly. When next seen, the collier, having altered course, was only feet away and collision was unavoidable. In 1964, the wreck was located by skin divers and many items from the wreck were salved and are now preserved at the Musee Maritime Bernier, L'Islet, Quebec. [North Atlantic Seaway by N.R.P.Bonsor, vol.3,p.1309] [Canadian Pacific 100 years by George Musk} [Posted to The ShipsList by Ted Finch - 12 November 1997]

EMPRESS OF RUSSIA
The turbine ship EMPRESS OF RUSSIA was built for the Canadian Pacific Line by Fairfield Co Ltd, Glasgow (ship #484), and launched on 28 August 1912. 16,810 tons; 180,4 x 20,8 meters (length x breadth); 3 funnels, 2 masts; cruiser stern; quadruple-screw propulsion (turbine engines), service speed 20 knots (21.2 knots maximum); accommodation for 284 passengers in 1st class, 100 in 2nd class, and 808 in steerage; crew of 475. 1 April 1913, maiden voyage, Liverpool-Suez Canal-Hong Kong-Vancouver; then placed in the Vancouver-Yokohama service. 23 August 1914, placed in service as an auxiliary cruiser. 12 February 1916, returned to passenger service in the Pacific. 6 May 1918, troop transport. 6 July-12 November 1918, New York-Liverpool (3 1/2 roundtrip voyages). 12 January 1919, sailed Liverpool-Suez Canal-Hong Kong; refurbished; passenger accommodations: 350 in 1st class, 70 in 2nd class, 90 in 3rd class, 728 in steerage. 28 November 1940, troop transport. 8 September 1945, gutted by fire while at Barrow in Furness for repairs and rebuilding. 1946, scrapped by T. W. Ward, Barrow-in-Furness [Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 3 (1979), p. 1313; Arnold Kludas, Die grossen Passagierschiffe der Welt; Eine Dokumentation, Bd. 1: 1858-1912 (2nd ed.; Oldenburg/Hamburg: Gerhard Stalling, c1972), pp. 204-205 (2 photographs)]. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 11 March 1998]

The "Empress of Russia" was built by Fairfield & Co, Govan in 1912 for Canadian Pacific, she was a 16,810 gross ton ship, length 570ft x beam 68ft, three funnels, two masts, twin screw and a speed of 19 knots. There was accommodation for 284-1st, 100-2nd and 800-steerage class passengers. Launched on 28.8.1912, she sailed on her maiden voyage from Liverpool for Hong Kong on 1/4/1913. She then commenced sailings to Vancouver via Shanghai, Nagasaki, Kobe, and Yokohama. On 22.8.1914 she was requisitioned at Hong Kong and converted to an Armed Merchant Cruiser. Used to blockade German merchant ships in the Philippines, and later transferred to the Indian Ocean. On 13.11.1914 she met the Australian cruiser HMAS Sydney and took aboard 230 survivors from the German cruiser "Emden" and was later used for patrol duties in the Red Sea. She was paid off at Bombay in October 1915 and returned to Hong Kong for refit before being returned to the Pacific service on 12.2.1916. In 1918 she was requisitioned again and used to transport US troops across the Atlantic, and finally left Liverpool on 12.1.1919 for Havre, and Suez to Hong Kong. She then returned to the trans Pacific service and made 310 crossings before being again requisitioned in 1940 as a troopship. She was used on the UK - Freetown - Cape Town - Suez route and returned via Cape Town - Newport News and Halifax to bring Canadian troops to England. In 1943 she was used to support the North Africa landings and later the same year made a special voyage to Gothenburg to exchange prisoners of war. After various trooping duties, she was laid up at Gareloch until June 1945 when she was sent to Barrow in Furness to be refitted for the repatriation of Canadian troops after the war. However, on 8th September she was gutted by fire, declared a total loss and scrapped. [Canadian Pacific-100 Years by George Musk] - [Posted to The ShipsList by Ted Finch - 12 March 1998}

EMPRESS OF SCOTLAND
See KAISERIN AUGUSTE VICTORIA.

EMPRESS QUEEN
There was an "Empress Queen" built in 1897 for the Isle of Man Steam Packet Co. and there is a model of this ship owned by the City of Liverpool Maritime Museum. I don't know if this is the same ship, but it seems likely. P&A Campbell of Bristol also had a ship of this name but I think it was a much later vessel. - [Posted to the ShipsList bt Ted Finch - 10 March 1998]

The cargo steamship EMPRESS QUEEN was built by Fairfield, of Govan, Glasgow, in 1897. 1,995 tons; 360.1 x 42.3 x 17 feet (length x breadth x depth of hold); compound diagonal engines (1,290 horsepower). She belonged to the Isle of Man Steam Packet Co in 1916. On 1 February 1916, she was wrecked at Bembridge Ledge, Isle of Wight, while on a voyage from Havre to Southampton carrying a cargo of ammunition [Charles Hocking, Dictionary of Disasters at Sea During the Age of Steam, Including sailing ships and ships of war lost in action, 1824-1962 (London: Lloyd's Register of Shipping, 1969), vol. 1, p. 222]. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 10 March 1998]

EMS
The EMS was built by John Elder & Co., Glasgow, for Norddeutscher Lloyd (North German Lloyd). 4,730 tons; 130,99 x 14,32 meters (429.8 x 47 feet; length x beam); straight bow, 2 funnels, 4 masts; iron construction, screw propulsion, service speed 16 knots; accommodation for 125 1st-, 130 2nd-, and 1,000 3rd-class passengers. 27 February 1884, launched. 4 June 1884, maiden voyage, Bremen-Southampton-New York. 1896, masts reduced to two. 14 March 1896, last voyage, Bremen -Southampton-New York. 16 April 1896, first voyage, Genoa-Naples-New York. 25 October 1900, last voyage, Genoa-Naples- New York. 1901, purchased by the Elder Dempster Line and renamed LAKE SIMCOE. 20 August 1901, first voyage, Liverpool-Quebec-Montreal. 4 March 1903, last voyage, Liverpool-St. John, New Brunswick. 18 August 1903, first voyage, chartered by Canadian Pacific, Liverpool-Quebec-Montreal (1 roundtrip voyage). September 1905, sold; scrapped at Genoa [Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 2, p. 552]. Pictured in Michael J. Anuta, Ships of Our Ancestors (Menominee, MI:Ships of Our Ancestors, 1983), p. 93, courtesy of Mystic Seaport Museum, 50 Greenmanville Ave., Mystic, CT 06355-0990. Also pictured in Clas Broder Hansen, Passenger Liners from Germany, 1816-1990, translated by Edward Force (West Chester, Pennsylvania: Schiffer Publishing, c1991), p. 34. [Posted to the Emigration-Ships Mailing List by Michael Palmer]

ENGLAND
The "England" of 1871 was an iron vessel built by Palmer Bros.& Co. at Jarrow-on-Tyne in 1865 for the National Line of Liverpool. Her dimensions were 3308 gross tons, length 375.5ft x beam 42.5ft, clipper stem, one funnel, three masts, single screw and a speed of 10 knots. Accommodation for 80-1st and 800 3rd class passengers. She was launched on 24.6.1865 and left Liverpool on her maiden voyage on 7.2.1866 for Queenstown [Cobh] and New York. In 1867 she was used as a transport ship in the Abyssian campaign and in 1873-4 was lengthened to 437.9ft, engines compounded and became 4898 tons. She resumed the Liverpool - Queenstown - NY service on 26.8.1874 and stayed on this run until making her last voyage on 2.1.1891 from Liverpool to NY. On 1.3.1891 she commenced running from London - NY until making her last trip on 10.1.1896. She was then sold and scrapped in Italy.[Posted to the Emigration-Ships Mailing List by Ted Finch - 15 August 1997]

ENRIQUE LIHN
See CHEMNITZ (1) .

EPTANISOS
See HANSA (2).

ERATO (1)
Call sign: RDPW. Master: Captain Schmidt. Rigging: Bark made of wood. Tonnage: 665 tons gross, 641 tons net and 596 tons under deck.. 150.9 feet in length, 32.5 feet in breadth and 19.1 feet in depth.. Built in 1873 by Wencke in Hamburg.. Owners: B. Wencke Sohne. Port of registry: Hamburg. [Lloyd's Register of Shipping 1887-88] - [Posted to The ShipsList by Gilbert Provost - 25 August 1998]

ERATO (2)
Call sign: WFSD. Official #: 49878. Master: Captain Green, appointed to the company and to the ship 1886.. Rigging: Sail ship made of iron. 2 decks. 1 bulkhead cemented. Tonnage: 1,205 tons gross and 1,116 under deck.. 206 feet in length, 35.3 feet in breadth and 23.1 feet in depth. Poop deck 62 feet long and Forecastle 38 feet long.. Built by Ramsey Ship. Co. on the Isle of Man. Owners: Foley & Co. Port of registry: London.[Lloyd's Register of Shipping 1887-88] - [Posted to The ShipsList by Gilbert Provost - 25 August 1998]

ERICSSON
There is an excellent, detailed history of the ERICSSON in the late Cedric Ridgely-Nevitt's American Steamships on the Atlantic (Newark: University of Delaware Press, c1981), pp. 208-215, from which the following account is largely derived. The ERICSSON was built by Perrine, Patterson, and Stack, of Williamsburg, New York; keel laid April 1852, launched 15 September 1852. 1,902 tons; 253 ft 6 in x 39 ft 8 in by 26 ft 6 in (length x breadth x depth of hold); wood construction; side-paddle wheels 32 ft in diameter, with 28 buckets, each 10 ft x 20 in. The vessel was named after the famous Swedish inventor John Ericsson, who designed her "caloric" (hot air) engines. The machinery, which was built by Hogg & Delameter, is described as consisting of four working cylinders ... 168 inches in diameter by ... 6 feet stroke, and above them four air-compressing cylinders ... 137 inches in diameter by 6 fee stroke. The working cylinders, arranged in pairs along the centre of the vessel, were suspended like enormous camp-kettles over the furnace fires. Eight piston rods, each ... 14 feet long, connected the mammoth pistons of each set of cylinders [Noel Reginald Pixell Bonsor, North Atlantic Seaway; An Illustrated History of the Passenger Services Linking the Old World with the New (2nd ed.; Jersey, Channel Islands: Brookside Publications), vol. 1 (1975), p. 334]. There was no figurehead, but the stern carried a figure of Ericsson being crowned with a laurel wreath by two allegorical figures representing the United States and Great Britain. On the spar deck were the sailors' and firemen's quarters in the forecastle, and, in other deckhouses, the dining saloon, pantry, library, smoking room, and officers' rooms. Below decks were 64 staterooms for 130 passengers, all finished in Gothic style with white woodwork and "chaste" gilding. There was also space for 12 passengers' servants in the hold, forward of the engine room. There were two masts, brig-rigged, and four small stacks, two for smoke, two for air exhaust, arranged two abreast and painted white with gold tops. The small size of the stacks gave the vessel an "unfinished" appearance. When first complete, the total cost of the ERICSSON was figured at $320,000, the engines accounting for $130,000 of this. Despite his contemporary fame as a designer of engines, Ericsson never designed a creditable engine for any large steamship (he was too impatient to increase sizes gradually and to correct his past mistakes as he went along, and it was always someone else who footed the bill when his designs did not live up to his promises). At the vessel's initial builder's trials on 4 and 5 January 1853, and a public trial, under the command of Alfred B. Lowber, who owned 5 of her original 50 shares, on 11 January 1853, the engines generated only 250 horsepower (against the promised 600) and she achieved a hopelessly slow speed of 6 1/2 knots (against the predicted 8 to 10). After a visit on 15 February 1853 to Norfolk, Virginia, where the ship was Visited by President Fillmore, President-elect Pierce, and delegations from both houses of Congress, the original cylinders were replaced by two new, double-acting inclined ones of 72 inch bore and 8 foot stroke. After several unsatisfactory trials, Ericsson claimed a speed of 11 knots on 27 April 1854. Unfortunately, on the return voyage from Sandy Hook, while cargo ports on the lower deck were open, the ERICSSON was struck by a sudden squall; the vessel heeled over, water poured in, and she sank to the bottom of the Hudson River off the Cunard Line docks at Jersey City. Because the water was relatively shallow it was possible to close the ports and pump her out, and by 12 May 1854 she had been refloated and towed to a pier in the East River. At this point, John B. Kitching, the wealthy young New Yorker who was the principal owner of the ERICSSON (30 of 50 shares--Ericsson himself owned no part of the vessel) decided that he could no longer underwrite Ericsson's novel propulsion schemes, and had the caloric engines removed, replacing them with a more conventional steam plant (two inclined cylinders of 62 inch bore by 7 foot 8 inch stroke), also, unfortunately, designed by Ericsson; the vessel did not lose her unusual, "unfinished" appearance, since, although the new steam engines required only two stacks, all four of the original stacks were retained, two of them now "dummies" serving as engine-room ventilators. New trials on 8 May 1855 logged a speed of 11 knots, a speed which, however, as later experience would prove, could not be maintained on the open sea against wind and waves. The ERICSSON was then placed in service. The year 1855 was a good one for a new steamship to begin her career, since Paris was holding a grand Exhibition, and with most of the foreign liners engaged in Crimean War service there was much demand for passenger space. Kitching therefore advertised the ERICSSON as sailing directly from New York to Havre, carrying only first-cabin passengers, at a fare of $130, the same fare charged by the Havre Line. She sailed from New York on her maiden voyage, on 16 June 1855, and arrived at Havre on 30 June, in a very slow 14 days 4 hours, having done just over 10 knots on her best day; she returned to New York on 22 August 1855, after an even slower passage of 17 days. Kitching, realizing that the ERICSSON was too slow to compete with the monthly sailings of the faster Havre Line or the cheap fares of Vanderbilt's European Line, thereupon shifted her to Bremen, where he hoped that the WASHINGTON and the HERMANN would provide less competition. Despite the increased distance, he reduced the fare to $120, or $80 for second-cabin. The ERICSSON sailed from New York on 15 September, reaching Cowes in 14 days, a sea speed of a little over 9 knots. After her return, Kitching returned her to Havre for two voyages, sailing from New York on 21 November 1855 and 25 January 1856. Kitching was operating the ERICSSON at a loss, and therefore, on 13 March 1856, chartered her to the Collins Line, who in order to maintain their fortnightly mail service required another steamer to replace the PACIFIC, which had vanished without a trace. In the next year and a half, the ERICSSON made 11 voyages for the Collins Line. She was the slowest vessel in the line, and on her later voyages mail payments were reduced because of her inadequate speed. Her lack of speed also made her unpopular with with traveling public: on her first passage from Liverpool to New York (arrived 1 May 1856) she carried just 38 passengers, and when she arrived back at New York on 6 August 1857, on the return leg of her eleventh and last voyage for the Collins Line, she carried only 12. Her owners returned the ERICSSON to the Bremen service for a single voyage, sailing from New York on 16 September 1857, carrying three classes of passengers at fares of $80, $50, and $30. Because of her low horsepower and moderate fuel consumption, she sailed directly to Bremen, without stopping at either Cowes of Southampton for coal. A second voyage was advertised, but the ERICSSON was laid up for the winter. In the spring, her agents advertised a "pleasure voyage" from New York on 1 May 1858, to Gibraltar, Malta, Alexandria, Jaffa, Constantinople, Athens, Naples, and home, for $750, but there was insufficient interest, and she sailed again for Bremen on 8 May, arriving back at New York on 20 June 1858. The ERICSSON's owners then gave up attempting to find regular employment for her as a passenger vessel. She made a special voyage to take the New York Seventh Regiment to City Point, on the James River, came home empty, and was laid up for the next three years. On 7 October 1861, the ERICSSON was chartered, for $1,200 per day, by the U.S. Army's Quartermaster Corps, as one of 23 steam transports sailing with Samuel F. DuPont's invasion fleet headed for Port Royal, South Carolina. Despite the Civil War's demand for steamships, however, she was employed by the U.S. Army for only 21 of the 46 months during which she was available. She was returned to her owners (now listed as Edward Dunham & Co, who had been her managers since 1855) on 13 March 1865. Shortly afterwards, the ERICSSON was chartered by Marshall O. Roberts as a temporary replacement for the GOLDEN RULE (which had been wrecked on Roncador Reef in May 1865) on the New York-Greytown leg of his North American Steamship Co's New York-Nicaragua-San Francisco service. The ERICSSON made four voyages under this charter, at monthly intervals, the first clearing New York on 20 July 1865, the last arriving at New York on 22 November 1865. The ERICSSON was then sent to the Sectional Dock in New York for repairs. Roberts had purchased a much faster vessel, the SANTIAGO DE CUBA. The ERICSSON was then chartered by the North American Lloyd Steamship Co, which ran a steerage service between Bremen and New York, to replace that line's WESTERN METROPOLIS, which was plagued with mechanical problems. She made two voyages for the line, the first departing from New York on 15 March 1866, via Cowes, and reaching New York again on 2 May (the voyage on which your ancestor traveled), the second departing from New York on 24 May, via Cowes, and reaching New York again, also via Cowes, on 27 July 1866. Immediately thereafter, the ERICSSON was chartered by the Continental Mail Steamship Co, for their brief Antwerp service. The ERICSSON made one voyage, and an equally slow screw steamer, the CIRCASSIAN, a second voyage, before the service was abandoned; fares were $90, $62.50, and $37.50, and the Channel port was Havre. The ERICSSON sailed from New York on 23 August 1866, and arrived back, with 350 passengers, on 16 October, after a passage of 20 days. At the age of 13 years, after only 20 voyages across the Atlantic and four to Nicaragua, the ERICSSON was offered for sale. After failing to find a buyer for five months, on 14 August 1867, she was put up for auction. She was purchased by W. W. Sherman, who removed her engines and rebuilt and rerigged her as a three-masted sailing ship. Although she was a slow steamship, she proved to be exceptionally fast under sail: indeed, she was faster under sail than she had been under steam. On her first voyage under sail, she cleared New York on 17 February 1868, arriving at Liverpool in 17 days. From there, on 6 May, she sailed for San Francisco, arriving on 23 August, after a passage of 109 days; on 15 October she departed for Liverpool, which she reached in 103 days. These three consecutive runs are an outstanding, and possibly even unbeaten, record. Ridgely-Nevitt summarizes the ERICSSON's later career as follows (p. 215): From 1868 through 1875 the ERICSSON was engaged in the grain trade between San Francisco and Liverpool, with a voyage via Callao, Peru, to Mejillones and another to Newcastle, New South Wales, in Australia. An 1876 trip made Manila and Iloilo, in the Philippines, with a return to New York. The years 1878 and 1879 saw her in the coastwise trade from San Francisco to Puget Sound ports. In 1880 came a second Australian visit and one to Shanghai the following year. The years 1882 and 1883 were spent coastwise, and 1884 saw her last call at Liverpool. Further Australian trips, including Sydney and Melbourne, as well as Newcastle, were made in 1886 and 1888. In 1889 she went South to Valparaiso. Most of her sailings were coastwise from 1889 to 1892. There were several changes of ownership and successive home ports were New York, Boston, and San Francisco. Late in the 1880's, George Plummer, who had long been her master, acquired her. On 19 November 1892, en route from San Francisco to Nanaimo, she went ashore during a gale on Entrance Island, near Barclay Sound, British Columbia; there was no loss of life. - [Posted to the Emigration-Ships Mailing List by Michael Palmer - 10 June 1998]

ERIDANO
See EDINBURGH.

ERIN
The "Erin" was a 3,325 gross ton ship, length 370.4ft x beam 41.1ft, clipper stem, one funnel, three masts (rigged for sail), iron construction, single screw and a speed of 10 knots. Built by Palmer Bros & Co, Jarrow-on-Tyne, for the National Line, she was launched on 18/6/1864. She sailed from Liverpool on her maiden voyage to Queenstown (Cobh) and New York on 2/8/1864 and in 1865 carried the survivors of the burnt out Inman Liner "Glasgow" to New York. She commenced her first London - Havre - New York voyage on 25/6/1871. In 1872 she was rebuilt to 3,956 tons and in 1873 was fitted with compound engines by J.Penn & Son, London. She started her last London - New York voyage on 24/9/1876 and in 1876-77 was lengthened to 418.8ft, 4,577 tons, her saloon cabins rebuilt amidships, and with accommodation for 72-1st and 1,200-3rd class passengers. On 4/7/1877 she resumed the Liverpool - Queenstown - New York service and on 28/10/1879 commenced her last crossing on this route. She resumed London - New York sailings on 17/12/1879 and on 31/12/1889 left New York for London but went missing with the loss of 72 lives. [North Atlantic Seaway by N.R.P.Bonsor, vol.2,p.611] - [Posted to The ShipsList by Ted Finch - 15 March 1998]

ERINPURA
The 1926-27 Lloyd's Register of Shipping provides the following: ERINPURA Call sign : KPWS Official # : 132998 Rigging : steel twin screw Schooner ; 2 decks; steel upper deck sheathed with wood and steel shade deck sheathed with teak; 7 bulkheads, 6 to upper deck and 1 to second deck; flat keel; water ballast : cellular double bottom Aft 89 feet long, under engine and boilers 116 feet long and forward 160 feet long, 740 tons. Forward Peak Tank 95 tons, Aft Peak Tank 63 tons; fitted with electric light and wireless. Tonnage : 5,128 tons gross, 3,725 under deck and 2,759 net. Dimensions : 411 feet long, 52.5 foot beam and 24.7 foot draught. Shade Deck 177 feet long. Built in 1911 by W. Denny & Bros. in Dumbarton. Owners : British India Steam Navigation Co. Ltd. Propulsion : triple-expansion engine with 6 cylinders of 24 � in., 41 in. and 69 in. diameter per pair. Stroke 48 inches. 1,059 nominal horsepower. 2 double ended and 2 single ended boilers, 18 corrugated furnaces, grate surface 381 square feet, heating surface 16,080 square feet; forced draught. Engine built by same company as the hull. Port of registry : Glasgow Flag : British - [Posted to The ShipsList by Gilbert Provost - 23 September 1998]

The "Erinpura" carried 51-1st, 39-2nd class and 1,500 passengers on deck, and had a crew of 120. She was launched on 9th Oct.1911 and handed over to British India S.N.Co on 6th Dec. She was used on the Calcutta - Rangoon and Madras - Rangoon - Singapore service until 16th Sept.1914 when she boarded troops at Karachi and joined a large convoy for Marseilles. She then trooped to Iraq and in 1915 was engaged in trooping between Marseilles and Port Said. In 1916 she was converted to a hospital ship with 475 beds and 104 medical staff and was used mainly between Basra and Bombay. From Nov.1917 to Jun.1919 she was employed as an ambulance transport, mainly on the same route. On 6th Jun.1919 she went aground on Mushejera Reef in the Red Sea and was salvaged by cutting off the bow section and towing the stern portion to Bombay. A new bow was built by Denny & Bros, Dumbarton, towed to Bombay and joined to the stern at Mazagon Dockyard. She returned to her pre-war service in 1920, but was again taken up fot trooping in the 1939-45 war. On 1st May 1943 she left Alexandria for Malta with 1,025 troops aboard in convoy with 25 other ships and guarded by 11 warships. Attacked by bombers off Benghazi, she was hit and sank with the loss of 600 Basuto Pioneer Corps troops, together with 57 crew and 7 gunners. [Merchant Fleets by Duncan Haws, vol.11, British India S.N.Co] - [Posted to The ShipsList by Ted Finch - 24 September 1998]

ERNST MORITZ ARNDT (1)
The ERNST MORITZ ARNDT was a 3-masted, square-rigged ship, built by the shipbuilding firm of Hermann Friedrich Ulrichs, Vegesack/Fahr, for the Bremen firm of F. & E. Delius, and launched on 23 October 1847. 273 Commerzlasten/670 tons register; 37,6 x 9,8 x 6 meters (length x breadth x depth of hold). The maiden voyage of the ERNST MORITZ ARNDT, under Capt. Albert Haake, was plagued with difficulties. She set sail on 20 December 1847 for Hartlepool, to load a cargo of coal for Cuba. She reached Hartlepool on 25 December 1847, but did not sail from that port until 4 February 1848. Two weeks later, on 18 February 1848, she was damaged off Land's End, Cornwall, and was forced to return to Southampton for repairs. She sailed from Southampton on 15 April 1848, and reached Havana a month later. She returned to Bremerhaven by way of Baltimore, which she reached on 31 July 1848 and left only at the end of October, on 1 December 1848, almost a year after first setting out. Albert Haake was succeeded as captain of the ERNST MORITZ ARNDT by Luder Rust (1853), Friedrich Harde (1854), Luder Rust (1855), Friedrich Harde (1857), and Ferdinand Haesloop, of Vegesack (1858), who commanded her on her voyage to New Orleans in 1860/61. The vessel remained in the possession of various firms owned by the Delius family until she was "sold Norwegian" in 1864, and renamed RJUKAN. She remained in service another 23 years until, in April 1887, under Capt. Andreasen (owners: O. P. Moe & Son, of Christiansand), bound from Newport, Wales, to Quebec, she was abandoned at sea. The crew was saved and landed at Le Havre [Peter-Michael Pawlik, Von der Weser in die Welt; Die Geschichte der Segelschiffe von Weser und Lesum und ihrer Bauwerften 1770 bis 1893, Schriften des Deutschen Schiffahrtsmuseums, Bd. 33 (Hamburg: Kabel, c1993), p. 273]. - [Email from Michael Palmer to Gerry Meier - Submitted by Gerry Meier 25 February 1998]

ERNST MORITZ ARNDT (2)
See HABANA.

ESKIMO
The "Eskimo" belonged to Ellerman's Wilson Line. They were North Sea and Baltic traders running to Hull where your ancestor would have taken a train to (probably) Liverpool to board a transatlantic liner to New York. I don't have a lot of information on the "Eskimo" but she was built by Earle's of Hull in 1910, Had two funnels and two masts, and was captured off Risor in Norwegian territorial waters while serving as an armed merchant cruiser in July 1916.[Posted to the Emigration-Ships Mailing List by Ted Finch - 10 September 1997]