Sir Thomas Trowbridge

by Lauren Gilbert

Sir Thomas Trowbridge (Wikimedia Commons)

A snippet of news from 1807 as noted in Jane Austen's Regency World Magazine caught my eye.

Admiral Drury is to proceed immediately to India, in the Monmouth, on which vessel he has hosted his flag.  The Admiral has been appointed to succeed the gallant, but unfortunate Sir Thomas Trowbridge in the command of the East India Station, there being now too much reason to believe that the Blenheim is lost. (1)

I was immediately curious as to who Sir Thomas Trowbridge was and what happened to the Blenheim.

He was the son of Richard Trowbridge, esq, of  Cavendish Street, in Marylebone.  Thomas spent the bulk of his life in the Navy, starting out under the tutelage of Admiral Sir Edward Hughes, K. B. in the East Indies.  He obtained his lieutenancy in 1780 and proceeded to rise steadily through the ranks.  As captain, he was sent to support Lord Nelson and participated in the Battle of the Nile under the Admiral, in which the French navy was destroyed August 1, 1798.  Nelson wrote in praise of Captain Trowbridge's conduct in the battle to the Admiralty.  Thomas subsequently became a commodore, then Rear Admiral of the White and continued to serve.  He was made Sir Thomas Trowbridge, Baronet in November of 1799, because of his action in the Battle of the Nile.  Sir Thomas continued to rise in profession and was appointed a Lord of the Admiralty.

On the personal side, he married Mrs. Frances Richardson (described in one source as "relict" so she appears to have been a widow).  They had a son, Edward-Thomas, who became the 2nd Baronet, and followed his father into the Navy, and a daughter Charlotte, who married Major-General Egerton (brother of Sir Philip-Grey Egerton, Baronet).  Sadly, there appears to be no record of Sir Thomas's date of birth, any additional information about his wife, or their marriage date.There is also no annotation of the birth dates of his children, only their marriage dates.

On April 23, 1804, Sir Thomas was promoted to admiral and was sent in 1805 to the East Indies, where he was assigned to the Cape of Good Hope as commander-in-chief of the east portion of the East India Command.  His ship was the Blenheim, which had 74 guns but had seen much service and was in poor condition following damage in the Straits of Malacca. Although Sir Thomas sailed the Blenheim successfully from Pulo Penang to Madras (after some badly-needed repairs), the ship was still in very bad shape.  Sir Thomas was told of the ship's condition, but would not alter his plan to sail her to the Cape.  The Blenheim was accompanied by the Java and the Harrier.  On February 1, 1806, they were caught in a severe gale, and the last sight of the Blenheim revealed her to be sitting low in the water in obvious distress. The ships were separated, and the Harrier made it to the Cape on February 28, 1806.  The Blenheim and the Java were lost. Captain Edward-Thomas Trowbridge was sent to look for his father, but no trace was found.


Sources:
Jane Austen's Regency World Magazine.  "What Made the News In Sept and Oct 1807." Compiled by Judy Boyd.  Sep/Oct 2015 Issue 77, p. 34  (Footnote 1)

Google Books.  Debrett, John and Courthope, William.  Debrett's Baronetage of England: with alphabetical lists of such baronetcies as have merged in the peerage, or have become extinct, and also of the existing baronets of Nova Scotia and Ireland, edited. p. 282.  1835: J.G. & F. Rivington, HERE

GoogleBooks. Lysons, Rev. Daniel and Lysons, Samuel.   MAGNA BRITANNIA: Being a Concise, Topical Account of the Several Counties of Great Britain, Volume the Sixth containing Devonshire, p. cxxxi (131).  1822: Thomas Cadell, London,  HERE

GoogleBooks.  The Picture Magazine, Volume 7.  "Portraits." page 74. January -June.  1896: George Newnes Ltd., London., HERE



Image: Wikimedia Commons,  from Thomas Mante's NAVAL AND MILITARY HISTORY OF THE WARS OF ENGLAND, including those of Scotland and Ireland, 1795(?)-1807, Vol. 8, published in London, HERE

~~~~~~~~~~~~~

Lauren Gilbert is the author of Heyerwood: A Novel. Her second book, A Rational Attachment, is due out this winter. She will attend the Jane Austen Society of North America's Annual General Meeting in Louisville, and will be participating in the author signing. Stop by and say hello! She lives in Florida with her husband. Visit her website at http://www.lauren-gilbert.com for  more information about her.

Jack Tar

by Julian Stockwin

One of the most familiar icons of British maritime history is Jack Tar, the sailor.

Jack Tar

We don’t know for sure where the moniker ‘Jack Tar’ come from. The word ‘tar’ as a familiar term for a sailor probably dates back to the seventeenth century. It was sometimes prefixed by ‘jolly’.

Tar, of course, was pretty pervasive on board ship, used as a waterproofing agent and by a seaman to dress his queue, his clubbed plait of hair. ‘Jack’ was frequently a generic name for the common man.

The term ‘Jack the Tar’ was used in an engraving of 1756 about the Seven Years War. And in 1770 an essay compares someone to ‘a Jack-tar on the quarter-deck.’

A Jack Tar was said to be:

Begotten in the galley and born under a gun
Every hair a rope yarn
Every tooth a marline spike
Every finger a fishhook
And his blood right good Stockholm tar

Sign up, sign up!

The period in which I’m particularly interested, and which is the setting for my Thomas Kydd series, is the zenith of the Age of Sail (1793-1815). It coincides with the monumental struggle for empire between Britain and Napoleonic France.

In the bitter French wars at the end of the 18th century, there were, out of the six hundred thousand or so seamen in the Royal Navy over that time, only about 120, who by their own courage, resolution and brute tenacity made the awe inspiring journey from the fo’c’sle as common seaman to King’s officer on the quarterdeck. This meant of course that they changed from common folk to gentry; each became a gentleman. And that was no mean thing in the 18th century.

And of those 120, a total of about 22 became captains of their own ship – and a miraculous three, possibly five, flew their own flag as admiral!

It’s important to take account of the historical context in which Jar Tar lived. Conditions aboard were hard, but for the times by no means extreme. On the land there was no real security for the working man; a full belly at the end of a hard day was never certain, and food was generally of poor quality. At sea, the meanest hand could rely on three square meals a day and grog twice – and free of charge, something a ploughman in the field or redcoat on the march could only dream about.

Accommodation at sea was far cleaner than the crowded bothies and stews of the city and with half the men on watch it has been remarked that the 28 inches of hammock space per man compares favourably with that of a modern double bed. It may be a life we couldn’t tolerate today, but for the eighteenth century it was not horrific.

I can personally attest to the comfort of a hammock at sea!

Jack Tar’s world, the lower deck, was a unique, colourful and deeply traditional way of life, with customs and attitudes hallowed over the centuries. A young sailor learned many things along with his sea skills: handicrafts ranging from scrimshaw to ships-in-a-bottle, well-honed yarns whose ancestry is lost in mists of superstition, and most valuable, the social aptitudes to get on with his fellow man under sustained hard conditions.

Individualism – a trait shared by all nations in a universal sea ethos – made for strong characters and sturdy views and makes a nonsense of portrayals that have them otherwise. There could be no doubts about the man next to you on the yard or standing by your side to repel boarders; they were your shipmates, and a tight and supportive sense of community arose which only deepened on a long commission, far waters and shared danger. Then, as now, the sea was a place to find resources of courage and endurance from within yourself, to discover the limits, both in you and in others.

Forty years’ pay in one day for Jack Tar!

Prize money was an obvious incentive to Jack Tar – all seamen would have before them the example of the capture of the Spanish Hermione, which left the humblest seaman with forty years’ pay for just a few hours work. Such riches were rare, but by no means unknown – yet this does not explain why the blockading squadrons, storm-tossed and lonely with never a chance of a prize, still performed their sea duties to a level that has rarely been seen, leagues out to sea and out of sight, executing complex manoeuvres without ever an admiring audience.

A more universal reason is perhaps the fact that there was a simple and sturdy patriotism at work; in the years since Drake, the seamen had evolved a contempt for those foreigners who dared a challenge at sea, and in the years of success that followed, it became a given that the Royal Navy would prevail, whatever the odds.

In the century up to Nelson this became a ‘habit of victory’ that gave an unshakable confidence in battle, every man aware that he was a member of an elite with a splendid past that it would be unthinkable to betray. This habit of victory produced some incredible results. For example, in the whole 22 years of the war, the Royal Navy lost 166 ships to the enemy. In the same period no less than 1,204 of the enemy hauled down their colours in return – seven times their number!

Cannon: Jack Tar’s prowess in firing was legendary

The men on the lower deck who helped achieve these odds were exceptional seamen, tough and loyal characters who have contributed to a sea culture that has flowered and endured over the centuries. They’ve often been painted as mere brutes but that is certainly not the case.

It’s time for the real Jack Tars to step out from the shadows and take their place among the heroes of the age. Nelson was adamant, and I have his words as the dedication to my first book, speaking of the officers aft on the quarterdeck and the men forward in the fo’c’sle; ‘Aft the more honour, forward the better man!’

As an aside, one of my most abiding images of Jack Tar is something that happened just before Nelson was finally laid to rest in St Paul’s Cathedral. Early in the morning of January 9th 1806 – a bright, fine, winter’s day – the funeral procession assembled in Hyde Park. The marshalled coaches snaked across Piccadilly and into St James Park, through Horse Guards and all the way to the Admiralty.

The huge funeral procession moved off at midday, preceded by companies of light dragoons, infantry, cavalry, artillery and grenadiers. 10,000 soldiers in all. They were followed by pensioners from Greenwich Hospital and seamen and marines from Victory, walking in pairs in their ordinary sea rig, but with black kerchiefs and stockings, and black crepe in their hats. And the sailors carried aloft the very white ensign the ship had flown off Cape Trafalgar.

The procession wound through silent streets to the slow beat of the Death March.

The funeral service lasted over four hours. Beneath the dome of St Paul’s hung a chandelier of 130 lamps, and below the floor of the aisle a special lift had been built to lower the coffin into the crypt. The procession had been ordered, the crowds reverent, the service solemn.

Then, at the last moment, when the 48 seamen from Victory were to fold the battle ensign and lay it upon the coffin they turned on the flag and tore it into pieces, as a remembrance for each man. An impulsive, emotional initiative worthy of Nelson himself.

Nelson’s funeral service

~~~~~~~~~~~~
Julian Stockwin was sent at the age of fourteen to Indefatigable, a tough sea-training school. He joined the Royal Navy at fifteen before transferring to the Royal Australian Navy, where he served in the Far East, Antarctic waters and the South Seas. In Vietnam he saw active service in a carrier task force. After leaving the Navy Julian attended university; he became a teacher and later practised as an educational psychologist. Julian lived for some time in Hong Kong, where he was commissioned into the Royal Naval Reserve. He was awarded the MBE and retired with the rank of Lieutenant Commander. He now lives in Devon with his wife and literary partner Kathy. More information can be found on his website . Julian also posts his own blog, BigJules and is on Facebook, Twitter and Pinterest.

He has written thirteen books to date in his Thomas Kydd historical action adventure fiction series. Although they form a series each title can be read as a stand-alone novel. The titles, in order are KYDD, ARTEMIS, SEAFLOWER, MUTINY, QUARTERDECK, TENACIOUS, COMMAND, THE ADMIRAL’S DAUGHTER, TREACHERY (published in the US as THE PRIVATEER’S REVENGE), TREACHERY, INVASION, VICTORY, CONQUEST AND BETRAYAL. Julian has also written a non-fiction book, STOCKWIN’S MARITIME MISCELLANY.

His next book is CARIBBEE, out on October 24.