The archive of working class autobiographies at Brunel University Library was gathered together by John Burnett, David Mayall and David Vincent during their compilation of their three volume annotated bibliography The autobiography of the working class (Harvester Press, Brighton, 1984-1989). The authors "sought to identify not only the large numbers of printed works scattered in various Local History Libraries and Record Offices, but also extant private memoirs, many of which remain hidden in family attics, known only to the author and a handful of relatives" (introduction to volume 1, p29). The criteria for inclusion in the autobiography were that the writers were "working class" for at least part of their lives, that they wrote in English and that they lived for some time in England, Scotland or Wales between 1790 and 1945. The autobiography indicates the location of unpublished items (over 230), which comprise the archive kept at Brunel. A few others of more marginal relevance are also available upon request.
The Honourable Artillery Company is the oldest regiment in the British Army, traditionally dating back to 1537 during the reign of Henry VIII. Throughout our history we have had strong connections with the City of London and have also played our part in the South African War (1899-1902) and the two World Wars, as well as more recent conflicts. We have an interesting history and a range of traditions, as well as important collections of archives and artefacts.
The Independent Force was established by the Royal Air Force on 6 June 1918 to conduct a strategic bombing campaign against Germany, concentrating on strategic industries, communications and the morale of the civilian population. The Independent Force was formed out of the Royal Flying Corp's Forty-First Wing which commenced operations in October 1917. This initiative was partly in response to German airship and aeroplane raids on England but it also built upon earlier, small scale attempts at strategic bombing by the Royal Naval Air Service and the Royal Flying Corps. As its name implied, it operated independently from the land battle and struck at targets in central Germany including Cologne, Stuttgart, Frankfurt, Bonn, and Mannheim. It was also intended to operate independently of the control of the Allied Supreme Commander, Marshal Foch, although this was later changed.
The Independent Force was commanded, reluctantly at first, by Major-General Hugh Trenchard who was gradually converted to the idea of strategic bombing by the operations of the Independent Force. The squadrons were based on airfields in the Nancy region, well to the south of the British sector of the Front Line. Although the effort appears miniscule compared to later bombing campaigns, four day and five night bomber squadrons dropped just 550 tons of bombs during 239 raids between 6 June and 10 November 1918, the effect on the German war effort was remarkable. The main targets were railways, blast furnaces, chemical factories that produced poison gas, other factories, and barracks to which had to be added airfields in an effort to reduce attrition from enemy fighter aircraft.
The effect on morale was out of all proportion to the size of the bomber force or the material damage caused and the air raids resulted in the movement of German air defence units away from the Front Line. Trenchard ordered statistics and records to be kept to demonstrate the work of the Independent Force and the role of strategic bombing in modern war.
The Independent Force was established by the Royal Air Force on 6 June 1918 to conduct a strategic bombing campaign against Germany, concentrating on strategic industries, communications and the morale of the civilian population. The Independent Force was formed out of the Royal Flying Corp’s Forty-First Wing which commenced operations in October 1917. This initiative was partly in response to German airship and aeroplane raids on England but it also built upon earlier, small scale attempts at strategic bombing by the Royal Naval Air Service and the Royal Flying Corps. As its name implied, it operated independently from the land battle and struck at targets in central Germany including Cologne, Stuttgart, Frankfurt, Bonn, and Mannheim. It was also intended to operate independently of the control of the Allied Supreme Commander, Marshal Foch, although this was later changed.
The Independent Force was commanded, reluctantly at first, by Major-General Hugh Trenchard who was gradually converted to the idea of strategic bombing by the operations of the Independent Force. The squadrons were based on airfields in the Nancy region, well to the south of the British sector of the Front Line. Although the effort appears miniscule compared to later bombing campaigns, four day and five night bomber squadrons dropped just 550 tons of bombs during 239 raids between 6 June and 10 November 1918, the effect on the German war effort was remarkable. The main targets were railways, blast furnaces, chemical factories that produced poison gas, other factories, and barracks to which had to be added airfields in an effort to reduce attrition from enemy fighter aircraft.
The effect on morale was out of all proportion to the size of the bomber force or the material damage caused and the air raids resulted in the movement of German air defence units away from the Front Line. Trenchard ordered statistics and records to be kept to demonstrate the work of the Independent Force and the role of strategic bombing in modern war.
Robert Birley began his career as a history teacher at Eton in 1926 and was then appointed headmaster of Charterhouse in 1935. During this time, he authored the Fleming Report, 1944, on the relationship between public schools and mainstream education. After World War Two, he became, in 1947, Educational Advisor for the Control Commission in the British Zone in Germany responsible for educational reconstruction. On his return to the UK in 1949 he was appointed headmaster of Eton, where he remained until 1963. He subsequently became a visiting Professor at Witwatersrand University, South Africa from 1964-1967, and was Professor and Head of Department of Social Science and Humanities at City University from 1967-1971. He wrote and lectured extensively on education, apartheid and human rights issues.
Dr Robert Mullineux Walmsley, the first Principal of the Northampton Institute, was appointed in Sep 1895 at the age of 41, from some 94 applicants, and commenced work in Jan 1896. He had previously been First Senior Demonstrator at Finsbury Technical College, 1883-1887; Principal of the Sindh Arts College in Bombay, India, 1887-1888; on the staff of the City and Guilds (Engineering) College, 1888-1890; First Professor of Electrical Engineering and Applied Physics, Heriot-Watt University, 1890-1895.
At a meeting of academic staff in Nov 1922 it was proposed that `a committee be appointed to represent the staff'. Draft rules were drawn up in Jan 1923 for the organisation, which determined that it be called the Northampton Polytechnic Staff Association (subsequently known as the Academic Staff Association or ASA). The business of its early years was concerned with social activities, redundancies, workload and leave allowance for summer holidays. A Staff Social Committee was formed from the main committee in 1930 to supervise social activities. In 1962 the ASA became involved in the actual administration of the institution, and were closely involved in the change to university status. The ASA has its place in the university charter as the forum from which academic staff are elected to Senate.
A Social Committee was formed by students to improve the social life of the Northampton Institute in 1910, and the Union Society was instituted in Mar 1912. A number of Northampton students were also instrumental in the foundation of the University of London Union in the 1920s. The Northampton Polytechnic Institute Day Students Magazine commenced in Dec 1912 but ceased publication in 1915 due to wartime restrictions. Its successor (the newspaper of both the union and past students' society), the Northampton Gazette, commenced publication in Jul 1919. The Students' Union started its own newspaper, the Beacon, in 1948. The Union was appointed its first sabbatical president in 1968, and moved into new purpose built premises in 1970. The Engineering Society was formed in 1905, and the energy of its own social activities served to promote the foundation of the Students' Union Society in 1912. The name of the society was changed to the Northampton Engineering College Engineering Society in 1913. The Principal, Dr Robert Mullineux Walmsley, was first President, and after his death, the `Mullineux Walmsley' lectures on engineering were instituted by the Society. Two prizes were available from the foundation of the Society in 1905, namely for the best papers read by a current and a past student.
The N'Ions is the association of past students of the Northampton Institute and City University, founded in 1909 as the Northampton Past Day Students' Association, and serving to promote the interests of the City University and its past students. The first annual dinner of the N'Ions was held in 1922, and branches were organised in the midlands and north west of England. Its magazine, the Northampton Gazette commenced publication in 1910, and following a temporary cessation during World War One, resumed joint publication with the Union Society in 1919. Its title was changed to The N'Ion in 1935. Following World War Two, two means of commemorating those former students killed during the war were instituted. A plaque was erected and a fund was established to enable undergraduates and graduates to visit other countries to enable them to gain experience in their chosen field by the observation of other nationals engaged in the same sphere of industry or research. The first award was made in 1951.
Hawke entered the Navy in 1720 and was promoted to lieutenant in 1729. He served in the Mediterranean, West Indies and off the West African coast between periods on half pay and became a captain in 1734. At the outbreak of war in 1739 he blockaded Barbados for four years until his appointment to the Berwick, in which he took a noteworthy part in the battle of Toulon and remained in the Mediterranean for the next eighteen months. After a brief period at home he was appointed, in 1747, vice-admiral and second-in-command of the Channel Fleet under Sir Peter Warren (1703-1752), and he succeeded to the command when Warren fell ill. His decisive victory off Finisterre in 1747 won him a knighthood and, in December of that year, he was elected a Member of Parliament for Portsmouth, a seat he held for thirty years. When peace came he commanded the Channel Fleet until 1752. In 1755 he again hoisted his flag, in the ST GEORGE, and was appointed to the Western Squadron. He was sent to the Mediterranean in June 1756 but was too late to prevent Minorca falling to the French. Having been promoted to admiral in 1757 and appointed to command the Channel Fleet, he took part in the Rochefort expedition. He held this command again in 1759 in the ROYAL GEORGE, enforced the blockade of Brest and won a decisive victory at Quiberon Bay. From 1766 to 1771 Hawke was First Lord of the Admiralty and was raised to the peerage in 1776. See Montagu Burrows, The Life of Edward, Lord Hawke (London, 1883) and Ruddock F. Mackay, Admiral Hawke (Oxford, 1965).
Lady Invernairn, nee Elspeth Tullis, married William (later Sir William) Beardmore (1856-1936), Chairman and Managing Director of William Beardmore and Co., Engineers and Shipbuilders, in 1902. He was created Baron Invernairn of Strathnairn in 1921. They both met Ernest (later Sir Ernest) Shackleton (1874-1922) in Edinburgh in 1905, not long after the latter's return from the Antarctic where he had taken part as a junior officer in the British National Antarctic Expedition, 1901 to 1904. In 1906 Shackleton entered Beardmore's employment at Parkhead, Glasgow. With Mrs Beardmore's encouragement, he planned his own British Antarctic Expedition in the NIMROD in 1907. Shackleton went south again in the ENDURANCE as leader of the Imperial Trans-Antarctic Expedition, 1914 to 1917. See H.R. Mill, The Life of Sir Ernest Shackleton (London, 1923) and Margery and James Fisher, Shackleton(London, 1957).
Jenkins Jones became a lieutenant in 1813 and a commander in 1816, being appointed to the JULIA. She was wrecked on the island of Tristan da Cunha in 1817 but Jones was acquitted at the subsequent court martial. From 1822 to 1824 he commanded the SAPPHO on the Cork Station and in 1828 the GLOUCESTER. Soon after, however, he was promoted captain into the ROYAL ADELAIDE but remained on half-pay until he took command of the CURACOA in 1839, on the South American Station, remaining there until 1842.
Martyn Jerram entered the Navy as a navigating cadet in 1871. He served in home waters in the VALOUROUS, 1873, and the HERCULES, 1873 to 1874, and was then in the MONARCH, 1874 to 1877, Mediterranean, with two short periods spent in the CRUISER in 1876 and the SWIFTSURE in 1877. In 1881 he became a lieutenant and was on the China Station from 1882 to 1883 in the IRON DUKE. He took out the new torpedo boat CHILDERS, built for the government of Victoria, Australia, in 1884 and was then appointed to the REINDEER, East Indies Station, and in 1889 to the CONQUEST. In 1891 Jerram was called upon to act as vice-consul in Mpanda, Tanganyka, until the British South Africa Company's expedition to Mashonaland had disembarked. He became a commander in 1894, a captain in 1899, a rear-admiral in 1908 and was appointed second-in-command in the Mediterranean, 1910 to 1912. From 1913 to 1915 he was Commander-in-Chief, China, and had to counter Von Spee's powerful squadron. To make best use of his ships, Jerram shifted his flag on shore at Singapore. From 1915 to 1916 he commanded the Second Battle Squadron, Grand Fleet, and led the line at Jutland, handing over his command when Beatty became Commander-in-Chief. When the Naval Welfare Committee was established, Jerram became its President.
Daniel Tonge (1788-1848), the son of Captain Daniel Tonge, RN (d 1800) was a master mariner and shipowner in Liverpool. In 1820 he established himself as a merchant and agent for the sale of ships. By 1846 he had been joined by his son Percival (fl 1840-1870) to form Daniel Tonge and Son. Two years later, Henry Curry (d 1865) was taken into the partnership which was renamed Tonge, Curry and Co. Henry Curry had begun business in Liverpool in the early 1840s and by 1843 was operating as a commission merchant under the name of Henry Curry and Co. In 1846 he became a broker for Lloyds. By 1850 Charles Walford Kellock (d 1897), the son of Henry Gray Kellock (fl 1820-1850), a lieutenant in the Navy, who had established himself in Liverpool in the early 1840s as an agent for Lloyds, joined the company. In this year the three partners in the company were Charles W Kellock, Henry Curry and Percival Tonge. In 1855, the partnership was dissolved. Percival Tonge continued on his own under the name of Tonge and Co, and this company remained in business until 1877. Charles W. Kellock remained with Henry Curry to form Curry and Co and two years later the name was changed to Curry, Kellock and Co. In October 1864 this partnership was dissolved and two companies emerged, H.F. Curry and Co and C.W. Kellock and Co. H.F. Curry and Co closed in 1866, the year after Henry Curry's death. C.W. Kellock greatly expanded his business and in 1867 opened an office in London under the management of his brother W.B. Kellock (fl 1867-85). Auction sales were conducted at the Royal Exchange in the Lloyd's Captains Room. In 1885 the management of the London office was taken over by George Kay, a partner of C.W. Kellock. In the mid-1880s, Kellock's two eldest sons, William Walter Kellock (d 1929) and Henry Gray Kellock (d 1926) joined the company and later became partners. In 1894 Nelson Cameron (d 1905) of the firm of Taylor Cameron and Co joined the firm. On his death in 1905 Henry Gray Kellock, who had retired from the company in 1893 to join the firm of Pim, Forwood & Kellock in New York, returned. Charles W. Kellock retired from the company and died in 1897. His two sons remained as partners until their deaths. The management of the company was then taken over by various senior partners within the firm. The Liverpool office was closed in 1972 and the London office is still active. By the middle of the nineteenth century this company had become one of the leading ship brokers of Liverpool. By the end of the century, probably every major vessel trading regularly in and out of Liverpool and London had appeared on the Company books at one time or another. An unprecedented sale occurred in December 1854 when a fleet of 78 vessels was sold at public auction at the Cotton Sale Room, Liverpool. The sale lasted three days and realized a total of over half a million pounds. During the Crimean War the company acted as brokers and appraisers to the Admiralty and sold a number of Russian prizes. During the First World War, numerous German steamships were auctioned by Kellock for the Admiralty. In addition to ship brokerage, during the nineteenth century Kellock's owned and operated their own fleet of sailing vessels and steamships.
Howard Kelly, brother of Sir John Kelly, served in the TEMERAIRE and CRUISER in the Mediterranean between 1889 and 1892 and was promoted to lieutenant in 1894. From 1902 to 1904 he served in Somaliland, returning from the East Indies Station in 1906. He was in naval intelligence from 1907, promoted to captain in 1911 and was then naval attachee; in Paris for three years. In 1914 he was given command of the GLOUCESTER and won distinction by his determined chase of the GOEBEN. He was Commodore of the Light Cruiser Squadron, 1917, and, in 1918, of the British Adriatic Force. Between 1919 and 1921 he was head of the Naval Mission to Greece and was promoted to rear-admiral in 1922. In the next year he commanded the First Battle Squadron and in 1925 the Second Cruiser Squadron. He was promoted to vice-admiral in 1927 and for the next two years he commanded the First Battle Squadron. After this he was second-in-command, Mediterranean Fleet, until 1930. In 1931 he became an admiral and went out to China until 1933, as Commander-in-Chief of the station. Kelly retired in 1936. He visited Australia in 1938 and then went to lecture in Canada in 1940. From that year until 1944 he was naval representative in Turkey.
Kennedy was first mate of the TIGRIS from 1845 to 1849 on three voyages from England to India and was also first mate of the MEDWAY from 1849 to 1852 during three voyages to Australia, taking emigrants to Port Phillip. He commanded the ARIES, going again to Australia, 1853 to 1854, the RACER, 1862 to 1863, London to Melbourne, to Calcutta and back and then home, the CANOPUS from England to India, 1864 to 4866 and the HORNET, 1866 to 1867 to India, Trinidad, home and back to India. The HORNET was burnt in 1868. Between 1868 and 1870 Kennedy carried mules and horses for the Abyssinian campaign in the Tynemouth and from 1871 to 1873 made five voyages to India in the Yorkshire. He gained his master's certificate in 1849 and an endorsement in steam in 1870.
Keppel entered the Navy in 1735 and served off the coast of Guinea and then in the Mediterranean. In 1740 he accompanied Anson on his voyage round the world. Anson promoted him to acting lieutenant, which rank was confirmed on Keppel's return to England in 1744. In 1745 his ship ran aground off Belle Isle and he and his crew were taken prisoner by the French; later Keppel was released on parole. After peace was made, in 1748, he was made a captain and sent out in the CENTURION to the Mediterranean as Commander-in-Chief and Ambassador to the States of Barbary to treat with the Dey of Algiers. In 1754 he was appointed to take command of the North American Station and returned home when Boscawen relieved him. In 1755 he was Member of Parliament for Chichester and represented two other constituencies until 1782. He sat as a member of the court martial on Admiral John Byng (1704-1757). In 1758 he was put in command of a squadron which captured Goree, and in 1759 joined Hawke's squadron and fought at Quiberon Bay. He was the naval commander of the force which reduced Belle Isle in 1761 and in 1762 went as second-in-command of the naval forces in the Havana Expedition. when the Commander-in-Chief, Sir George Pocock (1706-1792), returned to England, Keppel was left in command, appointed rear-admiral and remained for a time at Jamaica until the peace. In 1765 and 1766 he was on the Admiralty Board, was promoted to vice-admiral in 1770 and to admiral in 1778. He was appointed Commander-in-Chief of the Channel Fleet in 1778, when the French entered the American War of Independence. After the inconclusive battle off Ushant, Keppel and his deputy, Palliser (1723-1796), blamed each other. At the subsequent court martial requested by Keppel, he was acquitted but soon afterwards struck his flag; this ended his active service. He was briefly First Lord of the Admiralty, for two short periods in 1782 and 1783, and was created Viscount Keppel in 1782. See Thomas Robert Keppel, The Life of Augustus Viscount Keppel (London, 1842).
Royal Navy: Administration - volumes relating to local administration
Leonard G Carr Laughton, son of Professor Sir John Knox Laughton by his first wife, shared his father's passion for maritime history. Little is known of his early life including his date of birth or details of his education. He seems to have worked alongside his father, collecting many notes and references on a vast variety of naval subjects from documents kept at the Public Record Office, British Museum, Pepysian Library and many other repositories. He also studied archaeology and etymology. He made a study of ship decoration and published Old Ship Figureheads and Sterns in 1925. He was involved in the restoration of HMS VICTORY and wrote a 'Report to the Victory Technical Committee', 1927-32, giving information that would help in restoring her to her condition at the time of Trafalgar. He was the prime mover, alongside others such a Harold H Brindley, Cdr C N Robinson, Sir Alan Moore, William Wyllie and Harold Wyllie, in the formation of The Society of Nautical Research in 1928. He had always wanted to produce a 'Nautical Encyclopaedia or Dictionary', and was one of the Society's main objectives, but L G Carr Laughton was never satisfied he had found out enough to justify publication. He died in 1956.
Lillicrap became a shipwright apprentice at Devonport in 1902. After a time at Keyham and Greenwich he was appointed Assistant Constructor at Devonport in 1910. He then joined the Director of Naval Construction's department at the Admiralty, where he was made Acting Constructor in 1917. Lillicrap was appointed Lecturer in Naval Architecture to Probationary Assistant Constructors at the Royal Naval College, Greenwich, in 1921 and became Constructor, Director of Naval Construction Department, in 1922. He was Acting Assistant Director of Naval Construction, in charge of submarines from 1936, and Assistant Director of Naval Construction in charge of cruisers from 1938. In 1941 he was appointed Deputy Director, and in 1944, Director, of Naval Construction, a post he held until his retirement in 1951.
Lister entered the Navy in 1916. He qualified in engineering as a lieutenant in 1924, was Commander (E) in the Newcastle, 1943 to 1945, and served in the Engineer-in-Chief's department, 1946 to 1949. Lister had become Captain (E) in 1946 and in 1950 joined the Mechanical Training and Repair Establishment at Portsmouth where he remained until his retirement in 1953.
Walter Lord (8 Oct 1917-19 May 2002) published his most famous work, A Night to Remember, in 1955. A journalistic narrative history of the TITANIC, the book became a British film (in 1958) and Lord was asked to be a consultant on James Cameron's film 'Titanic'. (1998). He is credited with having revived the memory of the ship, about which not a single book was published between 1913 and 1955. His book has been a bestseller ever since.
His life-long fascination stemmed from his mother's tales of her voyages on the OLYMPIC, one of TITANIC's two sister ships, which she used to tell him as bedtime stories. By the age of nine, the story of the TITANIC had become his greatest interest and he persuaded his mother to take him across the Atlantic on the OLYMPIC, so that he could learn more about the lost liner.
Through the years he talked to and corresponded with scores of survivors, rescuers and others intimately connected with the disaster. He tracked down nearly 60 TITANIC survivors to get their stories for 'A Night To Remember', and collected much commemorative memorabilia, donated over many years by his friends and admirers.
William MacQuitty (15 May 1905 - 5 Feb. 2004) was born in Belfast. He was six when he watched the launch of the TITANIC on 30 May 1911, and saw her set sail on her fateful maiden voyage a year later. During the Second World War he worked in film production for the Ministry of Information but it was only in the 1950s that his interest in the TITANIC was rekindled. His wife had been reading Lord's 'A Night to Remember' and he realised that this was the film he had been waiting for. He took an option on the film rights, met Walter Lord, and together they developed a screenplay based on the book.
MacQuitty then produced the film, also called 'A Night to Remember' (directed by Roy Ward Baker) and following its success won a contract for the Independent Television Authority's franchise for Ulster.
Thomas Louis entered the Navy in 1770, was promoted to lieutenant in 1777 and to captain in 1783. In 1794 he took command of the MINOTAUR, one of the ships in Nelson's squadron during the battle of the Nile, 1798; he continued under Nelson's orders in 1799, off the coast of Italy. Promoted to Rear-Admiral in 1804, Louis commanded the blockade off Boulogne, after which he hoisted his flag in the CANOPUS, off Toulon, in 1805. Still in the CANOPUS, Louis was second-in-command of the squadron which destroyed the French fleet at the battle of San Domingo, 1806; for this he was rewarded with a baronetcy. Later in 1806 he took charge of a small squadron in the Eastern Mediterranean and remained there until his death. See H.B. Louis, 'One of Nelson's Band of Brothers: Admiral Sir Thomas Louis, bart' (Malta, 1951). John Louis, son of Rear-Admiral Sir Thomas Louis (q.v.), entered the Navy in 1795, was promoted to lieutenant in 1801, to commander in 1805 and to captain in 1806. He served during 1810 off the coast of Ireland and off Cadiz, was in the Mediterranean in 1811 and then went out to the West Indies. After several years on half-pay, he served again in the West Indies, 1826 to 1830. In 1837 he was appointed Captain Superintendent of Woolwich Dockyard and also to the command of the WILLIAM AND MARY yacht. He was Superintendent of Malta Dockyard, 1838 to 1843, and of Devonport, 1846 to 1850. Louis became Rear-Admiral in 1838, Vice-Admiral in 1849 and Admiral in 1851.
Thomas Louis entered the Navy in 1770, was promoted to lieutenant in 1777 and to captain in 1783. In 1794 he took command of the MINOTAUR, one of the ships in Nelson's squadron during the battle of the Nile, 1798; he continued under Nelson's orders in 1799, off the coast of Italy. Promoted to Rear-Admiral in 1804, Louis commanded the blockade off Boulogne, after which he hoisted his flag in the CANOPUS, off Toulon, in 1805. Still in the CANOPUS, Louis was second-in-command of the squadron which destroyed the French fleet at the battle of San Domingo, 1806; for this he was rewarded with a baronetcy. Later in 1806 he took charge of a small squadron in the Eastern Mediterranean and remained there until his death. See H.B. Louis, 'One of Nelson's Band of Brothers: Admiral Sir Thomas Louis, bart' (Malta, 1951).
Maclear entered the Navy in 1851, became a lieutenant in 1859 and a commander in 1868. He sailed with Captain G.S. Nares in 1872 during the CHALLENGER expedition. When Nares left the ship at Hong Kong, Maclear was the most senior officer to complete the voyage which lasted until 1876, the year he was promoted to captain. In 1879 he succeeded Nares in command of the ALERT and completed his survey of the Magellan Straits before moving to the Indian Ocean and Australian waters. From 1883 to 1887 he commanded the survey ship FLYING FISH charting the Korean and China coasts. In 1891 he became a rear-admiral and retired. He was promoted to vice-admiral in 1897, to admiral in 1903 and continued working at the Hydrographic Department compiling Admiralty sailing directions. See: Sir Archibald Day, The Admiralty Hydrographic Service (London, 1967).
William Henry Maxwell entered the Royal Navy as a Cadet on 12 January 1854. He served in HMS EURYALUS in the Baltic during the war with Russia, January 1854-April 1856, and was appointed Midshipman on 12 January 1856. He was promoted to Mate on 11 January 1860 whilst serving in HMS BOSCAWEN at Cape Station, May 1856-March 1860. After rising to the rank of Lieutenant on 13 January 1860, he served in HMS LYRA on the east coast of Africa, March 1860-January 1862, taking as prize a Spanish slaving barque and 18-20 Arab slave dhows, and freeing and landing 200 slaves on the Seychelles. He was made Commander on 6 July 1866 whilst serving in HMS SUTLEJ in the Pacific, May 1863-September 1866. During 1868 and 1869, he was on board HMS OCTAVIA and HMS DRYAD, when he participated in the Abyssinian Expedition, voyaged to the East Indies, and took an Arab slave dhow as a prize on the coast of Madagascar, again freeing and landing 200 slaves on the Seychelles.
Maxwell served at HMS EXCELLENT, the School of Gunnery, Portsmouth, from November 1869 to November 1872, receiving a promotion to the rank of Captain on 29 November 1872. He then served as Captain in HMS EMERALD at the Australian Station, July 1878-August 1882, and from March 1883 to early 1885 he was in HMS NEPTUNE as part of the Channel Fleet. He acted as Aide-de-Camp to Queen Victoria in Hong Kong, 1887-1888, and after his return to Britain, was appointed Rear-Admiral on 1 January 1889 and Vice-Admiral on 9 December 1894, before retiring from the Navy on 25 June 1895. He subsequently acted as Conservator of the Thames, 1896-1906, during which time he was promoted to the rank of Admiral, Retired on 21 March 1900. Maxwell died on 1 July 1920.
As an infant, MacGregor was saved from the Indiaman, KENT, which caught fire in the Bay of Biscay in 1825. He was well known as Rob Roy MacGregor because of his pioneering zeal while travelling in his canoe, the Rob Roy. This was first launched in 1865 and he navigated a network of rivers, canals and lakes, including the Rhine, Danube and Seine and Lakes Constance, Zurich and Lucerne. His most demanding voyage was in 1868 when he went through the Suez Canal down to the Red Sea and from thence to Palestine, navigating the Jordan and Lake Gennesareth. He published ' A Thousand Miles in the Rob Roy Canoe' (London, 1866), 'A voyage alone in the Yawl Rob Roy' (London, 1867), 'The Rob Roy on the Baltic' (London, 1867) and 'The Rob Roy on the Jordan Red Sea and Gennesareth' (London, 1869). See also Edwin Hodder, 'John MacGregor ('Rob Roy')' (London, 1894).
McClintock entered the Navy in 1831. He served as a midshipman in the SAMARANG, South America, 1831 to 1835, then in the survey ship CARRON in the Irish Sea, 1835, and the HERCULES in the Channel, 1836 to 1837. From 1838 to 1841 he was in the CROCODILE on the North American Station. Between 1841 and 1842 he took courses in the EXCELLENT and at the Royal Naval College, Portsmouth. McClintock next served as mate of the GORGON, on the South American Station, 1843 to 1845. He received his promotion to lieutenant in 1845 and was appointed to the FROLIC, Pacific Station, where he remained until 1847. For the next twelve years he was almost continually in the Arctic regions, serving on expeditions searching for Sir John Franklin and his men. During 1848 and 1849 McClintock was in the ENTERPRISE. From 1850 to 1851 he was Lieutenant of the ASSISTANCE on the expedition led by Captain Horatio T. Austin (1801-1865). During the expedition of 1852 to 1854 he commanded the INTREPID, steam tender to the RESOLUTE, Captain Henry Kellett (1806-1875). On his return he was promoted to captain. Lady Franklin chose McClintock to command her private search expedition in the yacht FOX, from 1857 to 1859. This effort was at last successful in solving the mystery and many relics of the lost expedition and Franklin's final message were recovered from King William Island. McClintock was knighted on his return. He published an account of his expedition, The Voyage of the Fox in 1859.
In 1860 McClintock commanded the BULLDOG making soundings between Britain, Iceland, Greenland and Labrador, over the route of a proposed submarine telegraph cable. From 1861 to 1862 he commanded the DORIS in the Mediterranean, acting as escort to the Prince of Wales on his tour of the Near East, and from 1863 to 1865 commanded the AURORA, in the Channel and the North Sea during the Prusso-Danish War and later in the West Indies. Be was Commodore-in-Charge at Jamaica from 1865 to 1868, was promoted to rear-admiral in 1871 and from 1872 to 1879 was Admiral Superintendent of Portsmouth Dockyard, being appointed to vice-admiral in 1877. He sat on the organizing committee for the British Arctic Expedition of 1875 to 1876 led by Captain G S Nares. From 1879 to 1883 he was Commander-in-Chief on the North American and West Indies Station. He was promoted to admiral and retired in 1884. See Sir Clements Markham, Life of Admiral Sir Leopold McClintock (London, 1909).
The Middletons had been married for three years when they left Portsmouth on the ATLANTA to travel to Gibraltar, where Capt Middleton had been appointed to run the Navy Yard. Susannah Middleton's father John Martin Leake was Comptroller of Army Accounts and her brother William had been posted in 1805 from the Artillery to the Eastern Mediterranean. Robert Gambier Middleton was the son of George Middleton, former Comptroller of Customs for the port of Leith and elder brother of Sir Charles Middleton, Lord Barham and First Lord of the Admiralty. Robert Middleton had been taken under the wing of his uncle and entered the navy at the age of 12 seeing action with the Mediterranean fleet under Lord Hood. He was made post-Captain in 1794 and in 1803 he was placed in charge of the North Foreland District of the Sea Fencibles. In 1805 he was posted to Gibraltar as Superintendent of the Navy Yard. The Middletons remained in Gibraltar for three years before returning home in 1808. Susannah travelled home on the ILLUSTRIOUS in May 1808 prior to Capt Middleton who returned to England shortly after to take up a position in the Navy Board in London. In 1830 he was appointed Storekeeper-General to the Navy and retired in 1832 with the rank of Rear-admiral. Following their return to England, Susannah had the first of 10 children, 7 of whom reached adulthood.
See sub-fonds level descriptions for individual biographies.
The Naval Signal School, known as HMS Mercury since 1941, was founded at Portsmouth in 1901. In 1942 the school was moved to East Meon, near Petersfield, Hampshire.
Lieutenant Merry (1922-1986) joined the Royal Navy on his 18th birthday in August 1940 for war service. He was appointed Flag Lieutenant to Admiral Sir Bruce Fraser and saw service in the Atlantic, Indian and Pacific Ocean theatres. He was on the bridge of the battleship HMS DUKE OF YORK during the Battle of the North Cape in 1943 and witnessed the sinking of the German battleship Scharnhorst on 25 December 1943. He remained as Flag Lieutenant when Admiral Fraser was appointed Commander-in-Chief of the British Pacific Fleet. He was present on the deck of the USS MISSOURI in Tokyo Bay on 2 September 1945 and witnessed Admiral Fraser signing the Japanese surrender document on behalf of Britain. Lieutenant Merry was awarded the Distinguished Service Cross and after the War he elected to remain in the Royal Navy and served in a variety of appointments at sea and ashore in the UK and around the world, including Australia and the USA. In the early 1960s he attended the Allied Forces' Staff College in Norfolk, Virginia, and then served in a NATO appointment on the staff of Supreme Allied Commander Atlantic. He retired from the Royal Navy in the rank of Commodore in 1977. Lieutenant Merry died in January 1986 at the age of 63.
Charles Middleton entered the navy as a captain's servant in 1741, was promoted a lieutenant in 1745 and post captain in 1758. In 1778 he became Comptroller of the Navy, a position he held until 1790. He was created a baronet in 1781 and, though holding a civil post, a rear-admiral in 1787, being made a vice-admiral in 1793 and admiral in 1795. In 1794-5 he was senior sea lord to Lord Spencer and in 1805-6, First Lord of the Admiralty. Between 1804 and 1807 he headed the Commission for revising and digesting the civil affairs of the navy, being made a peer in May 1805 on accepting the appointment as First Lord.
Alexander Hood, elder brother of Sir Samuel Hood and cousin of Viscount Bridport and Viscount Hood, entered the Navy in 1767. In 1772 he joined the RESOLUTION for Cook's second voyage. He became a lieutenant in 1777 and a commander in 1781. In the same year be was made Flag-Captain to Rear-Admiral Samuel (later Viscount) Hood in the BARFLEUR in the West Indies, and was later given command of the AIMABLE, a French prize, which he took to England in 1783. In 1793 he commanded the HEBE and in 1794 the AUDACIOUS but was compelled in the same year to retire from active service through ill-health until 1797. In this year he was appointed to the MARS and was put ashore at the mutiny at Spithead. He was killed soon afterwards in action.
Alexander Hood, younger brother of Samuel, Viscount Hood, entered the Navy in 1741 and was made lieutenant in 1746. During the Seven Year War he served in the Mediterranean and under Hawke in the Channel. He was made captain in 1756 and, after further service in the Channel and in the Mediterranean, was promoted to rear-admiral in 1780. From 1784 to 1790 he was a Member of Parliament for Bridgwater, after which he sat for Buckingham until 1796. In 1787 he was promoted to vice-admiral and in 1794 to admiral. In that year he was appointed second-in-command of the Channel Fleet, under Lord Howe, and took part in the battle of the First of June, after which he was given an Irish peerage. In the following year when Howe was ashore because of ill-health, he won a partial victory over the French Fleet. For this action, he was raised to the peerage of Great Britain. When Howe finally retired in 1797, Hood was made Commander-in-Chief of the Channel Fleet. In 1800 he was relieved by St. Vincent and accepted no further active command. He was created a viscount in the same year.
Milne entered the Navy in 1779 and served in the Canada until the end of the American War in the Channel and the West Indies. During the peace he was employed in merchant ships, among them the East Indiaman, General Eliott, 1788 to 1790. At the out-break of war, 1793, he went in the Boyne to the West Indies and subsequently joined the BLANCHE, in which ship he earned promotion to lieutenant for capturing La Pique in 1794. He became commander and captain in 1795 and was appointed to the command of LA PIQUE in 1796. After two years service in the West Indies and the Channel, Milne, whilst taking La Seine, lost LA PIQUE in action off Brittany and returned to the West Indies in LA SEINE. On renewal of the war in 1803, he was Commander-in-Chief at Leith until 1808, after which he had a period ashore in command of the SEA FENCIBLES. He was then appointed to the Channel Fleet in the IMPETUEUX, 1811 to 1812, and to the VENERABLE, 1812 to 1813. From 1813 to 1814, when he became a rear-admiral, he was in North America in the Bulwark. Milne was Commander-in-Chief of the Halifax Station, 1816 to 1819, but before he departed, served as second-in-command to Lord Exmouth (q.v.) at the battle of Algiers, 1816. He was made a vice-admiral in 1825 and an admiral in 1841. His only further service was as Commander-in-Chief, Plymouth, 1842 to 1845, and he died during his journey home to Scotland.
The moves which led to the formation of the Manchester Ship Canal Company and to the construction of the ship canal itself began to take practical shape in 1882, at a time when the commercial supremacy of Manchester appeared to be declining. It was thought that this decline was due in large part to the heavy cost of transit within the region, which led to the agitation for the building of a ship canal. The proposal encountered opposition from the railways and from powerful corporate interests in Liverpool and it was 1887 before work could begin. The task occupied six years and might never have been completed had not the city fathers come to the financial rescue of the promoters, lending them £3 millions in 1891 and a further £2 millions in 1893. The canal was opened to traffic in 1894.
Mason entered the Navy in 1803 and served on the Channel Station and then in the AMPHION, Mediterranean. He was captured by the French in 1809, escaped the following year and was made a lieutenant in 1811. His subsequent service was off Lisbon and in the Mediterranean. He was promoted to commander in 1815, after which he saw no further active service.
Noel entered the Navy in 1859. He served as a midshipman in the Hannibal, Mediterranean, from 1859 to 1861 and in the SHANNON in the Mediterranean and West Indies from 1862 to 1865. He was promoted to lieutenant in 1866 and served in the RATTLER, on the China Station, until 1869. Following this he took courses in the Excellent and at the Royal Naval College, Portsmouth. He was appointed Gunnery Lieutenant of the MINOTAUR, Channel Squadron, in 1871. In 1873 he went in the Active to the West Coast of Africa, where he commanded the seamen landed with the force under Sir Garnet Wolseley (1833-1913). He was promoted to commander in 1874 and appointed to the Immortalite, Detached Squadron. From 1878 to 1881 he served in the Royal Yacht, VICTORIA and ALBERT, and was promoted to captain in 1881, but then had several years on half-pay. In 1884 he served on the Admiralty Torpedo Committee and in 1885 was appointed Captain of the ROVER, Training Squadron, until 1888. The following year he became Captain of the TEMERAIRE, on the Mediterranean Station. In 1891, on the same station, he commissioned the NILE, which ship was the next astern when the VICTORIA and CAMPERDOWN collided. He was appointed a junior Sea Lord in 1893 and was promoted to rear-admiral in 1896. In 1898 he was appointed second-in-command, Mediterranean, and was involved in settling the disturbances in Crete. Noel was made Superintendent of Naval Reserves and commanded the Home Fleet from 1900 to 1903. He was promoted to vice-admiral in 1901 and was Commander-in-Chief, China, 1904 to 1906, and at the Nore from 1907 to 1908. He was promoted to admiral in 1905 and Admiral of the Fleet in 1908, retiring in 1915.
The New Zealand Shipping Company Limited was incorporated in 1873 in Christchurch, New Zealand, by a group of local farmers and merchants, who were dissatisfied with the existing shipping facilities and their ability to cope with the country's rapidly expanding trade. It was at first administered from New Zealand, with a London 'Board of Advice' in the City. The company began by purchasing four second-hand iron sailing ships. Competition from the existing shipping companies, particularly Shaw Savill and the Albion Line was keen, and there was initially a brief rate war which led to an agreement ensuring uniform and viable rates of freight. Within four years of its inception the company was operating seventeen ships under its own flag as well as a large number of chartered vessels. In 1879 a joint charter, by Shaw Savill and the company, of a steamship demonstrated that, at the outset at least, a regular steamship service would have to be subsidized. Accepting this, the Colonial Government provided for a subsidy of £30,000 on its joint contract with Shaw Savill and Albion and the company in 1884: this contract ran for five years and was not renewed. Refrigeration was introduced and the second cargo of frozen meat from New Zealand was carried in 1882 in one of the company's sailing ships, the Mataura, fitted with Haslam's cold-air refrigerating machinery. In 1880 financial control of the company was transferred to London, and the business was reorganized. When in 1889 Edwyn Sandys Dawes (later Sir Edwyn, 1838-1903) acquired the controlling interest, it was the start of a connection between the company and the Dawes family which was to last until 1970. The company absorbed the Federal Steam Navigation Co in 1912 and the amalgamation secured for the company a firm foothold in the Australian trade. The Federal Steam Navigation Company Ltd was founded in 1892 after Allan Hughes (d 1928) had acquired the remaining assets of Money Wigram and Sons Ltd, owners of the Blackwall Line; the Federal Line ships flew the same house-flag and used the same English county names as Money Wigram's. Allan Hughes became chairman of the New Zealand Shipping Company in 1920.
In 1916 the Peninsular and Oriental Steam Navigation Company acquired a controlling interest in the company. Both the New Zealand Shipping Company and the Federal Line, however, enjoyed considerable autonomy. Parallel to, but less important than the United Kingdom trade, was the affiliation of New Zealand Shipping and the Federal Line with other shipping companies, either as shareholders in a company or partners in a consortium. An early exampleof this was the New Zealand and African Steamship Company, 1902 to 1911, to take care of trade with South Africa. The Canadian connection, the Canadian-Australian Royal Mail Line, 1901 to 1910, was a joint venture between New Zealand Shipping and the Union Steam Ship Company of New Zealand. A later development was the Montreal, Australia and New Zealand Line, 1941 to 1971, a partnership between New Zealand Shipping, Ellerman's and the Port Line. M.A.N.Z., as it was called, took in the East Coast United States, which trade was also served by the American and Australian Steamship Line, 1956 to 1971. In 1954 the Avenue Shipping Company Ltd was founded to augment the New Zealand and Federal fleets when needed; otherwise its ships were put into tramping. The Crusader Line (1957-1967) a joint service from New Zealand to the West Coast of the United States and to Japan, with Shaw Savill, Port Line, Blue Star and New Zealand Shipping as partners, was another Pacific venture. Finally the Dolphin Line (1967-1971) was a joint service of conventional ships to supplement the Overseas Containers Ltd operation; the partners were New Zealand Shipping Company, Scottish Shire and Clan Lines, Shaw Savill and Ocean Steam Navigation Company.
Ogle was the eldest son of Admiral Sir Chaloner. He entered the Navy in 1787 and became a lieutenant in 1793, commander in 1795, and captain in 1796. He served mainly in the Mediterranean, being Captain of the UNITE 1805 to 1806. From 1806 to 1815 he commanded one of the royal yachts. He succeeded to the baronetcy in 1816 and was promoted to rear-admiral in 1819. He was commander-in-chief, North America 1827 to 1830 and became a vice-admiral in 1830 and an admiral in 1841. He was commander-in-chief at Portsmouth 1845 to 1848.
Pakenham joined the DUNKIRK, which was attached to the Western Squadron, in 1758. He took part in the Goree expedition, remaining in the DUNKIRK until 1761, when he joined the NEPTUNE at Gibraltar. There he was promoted to lieutenant, and appointed to the TERROR but was taken prisoner by the Spanish. On his release in 1762 he went to the BLENHEIM, Mediterranean. From 1763 to 1765 he served in the ROMNEY, Halifax; there, in 1765, he purchased the command of the CROWN. He was promoted to captain the following year but had no further service until 1777, when he was appointed to command the AMERICA, 1777 to 1779, and then the ALEXANDER, 1779 to 1783, both in the Channel.
Parker was a nephew of Sir John Jervis (later Earl St. Vincent. He entered the Navy in 1793 as a captain's servant in the ORION and, as a midshipman, was present at the battle of the Glorious First of June 1794. He was then transferred with Captain (later Admiral) J.T. Duckworth to the LEVIATHAN and he went out to the West Indies in 1795. From 1796 to 1798 he was acting lieutenant of the MAGICIENNE and from 1798 to 1799 of the QUEEN, being promoted to lieutenant in 1799. He was appointed to command the VOLAGE and then the STORK, in which ship he returned home in 1800 and served for a year in the North Sea. He was promoted to captain in 1801 and during the following year commanded L'OISEAU, the HELDIN and the ALARM in home waters. Between 1802 and 1812 Parker was Captain of the AMAZON. He served in the Mediterranean under Nelson and sailed with him to the West Indies in 1805. From 1806 to 1810 he was employed mainly on the coasts of Spain and Portugal and from 1811 to 1812 in the Channel.
Parker was then on half-pay until 1827 when he was sent to the Mediterranean in the WARSPITE, being Senior Officer in the Aegean in 1828. On his return home he was appointed Captain of the Royal Yacht Prince Regent until his promotion to rear-admiral in 1830. He was second-in-command, Channel Squadron, in 1831 and commanded a squadron on the coast of Portugal during the Carlist War, 1831 to 1834. He was knighted in 1834 and was a Lord of the Admiralty between August and December of the same year. From 1835 he again had a seat at the Board of the Admiralty until 1841, when he was promoted to vice-admiral and appointed Commander-in-Chief, East Indies, where he brought the First Chinese War to a successful conclusion. In 1845 he was appointed Commander-in-Chief, Mediterranean, a post he held until 1852 and which, from 1846 to 1847, was combined with a command in the Channel during the Portuguese Civil War. In 1851 he was promoted to admiral. He was Commander-in-Chief at Devonport from 1853 to 1857 and was promoted to Admiral of the Fleet in 1863. See Admiral Sir Augustus Phillimore, The life of Admiral of the Fleet Sir William Parker (3 vols, London, 1876-1880).
Peachey entered the Navy in 1914. He became a midshipman in the KING GEORGE V in 1915 and was present at Jutland. He joined the PRINCESS ROYAL in 1917 and in 1918 became acting Flag-Lieutenant to Vice-Admiral Sir John de Robeck (1862-1928). He became a lieutenant in 1918 and spent several years in China and the Mediterranean before becoming a lieutenant-commander in 1927. After serving in several ships he was promoted to commander in 1933 and then spent some time at the Admiralty. From 1936 to 1938 he was in the ROYAL OAK, Home Fleet, and on the staff of Rear-Admiral L.D.I. Mackinnon (1882-1948). In 1938 he was appointed Operations Officer, Coast of Scotland. He was promoted to captain in 1940 and commanded the DELHI, Mediterranean, from 1941 to 1944. From 1947 to 1948 he was Commodore, Palestine and Levant. He retired in 1950.
Whitshed, who until 1791 had the name Hawkins, entered the Navy in 1773 and was promoted to lieutenant in 1778. Becoming both commander and captain in 1780, he was appointed to the ROSE in home waters from 1784 to 1786. In 1799, having been promoted to rear-admiral, he was sent to join Earl St Vincent in the Mediterranean, serving subsequently in the Channel from 1800 to 1801. Whitshed became a vice-admiral in 1804, was Commander-in-Chief at Cork between 1807 and 1810, when he was promoted to admiral, and was later Commander-in-Chief, Portsmouth, 1821 to 1824. He became Admiral of the Fleet in 1844.
Page entered the Navy as a First Class Volunteer in the SUPERB in 1778. By 1782 he had been involved in four engagements and was wounded in one leg. At this time he was promoted acting Lieutenant and was involved in a further action in 1783. His rank was confirmed in 1784. For the next ten years he filled a series of appointments and was promoted commander of the HOBART by Captain Peter Rainier in 1794. Page was in the East Indies in 1796 using his experience gained whilst on station in the SUPERB to guide convoys through those difficult waters. In that year he achieved Post-rank. From 1800 he spent two years in the Mediterranean in command of the INFLEXIBLE and in 1804 returned to the East Indies in command of the CAROLINE. Whilst in the East Indies in 1804 he made the captures of two well armed French privateers. In 1805 he becam Rainier's flag captain in the TRIDENT and in October of that year returned to England. In 1809 Page assumed command of the Sea Fencibles at Harwich until they were disbanded in 1810. From 1812 to 1815 he commanded the PUISSANT a guardship at Portsmouth. Page attained the rank of admiral. He died in retirement in 1845.
See sub-fonds level descriptions for individual biographies.
Geoffrey Phipps Hornby, son of Sir Phipps Hornby, entered the Navy in 1837 and became a lieutenant in 1844. In 1852 he was promoted to captain but remained on half-pay until 1858, after which he commanded the TRIBUNE, China, 1858 to 1860, NEPTUNE, flagship, Mediterranean, 1861 to 1862, and EDGAR, flagship, Channel, 1863 to 1865. In 1865 he was appointed Commander-in-Chief on the west coast of Africa. He was promoted to rear-admiral in 1869 and commanded the Flying Squadron in the LIVERPOOL on its voyage round the world, 1869 to 1871, and then the Channel Squadron from 1871 to 1874. Hornby was one of the Lords of the Admiralty from 1875 to 1877. He was promoted to vice-admiral in 1875. From 1877 to 1880 he was Commander-in-Chief, Mediterranean. He played an important part in the Balkan crisis of 1878, for which he was knighted and was promoted to admiral in 1879. He was President of the Royal Naval College, Greenwich, 1881 to 1882, and Commander-in-Chief, Portsmouth, 1882 to 1885. In 1885 he commanded an Evolutionary Squadron and became Admiral of the Fleet in 1888. See Mrs Frederick Egerton, Admiral of the Fleet Sir Geoffrey Phipps Hornby, G.C.B., a biography (London, 1896).
Son of Admiral R.S. Phipps Hornby (q.v.), W.M. Phipps Hornby entered the Navy in 1909. After his time at the Royal Naval Colleges at Osborne and Dartmouth and in the training ship Cumberland, he was appointed midshipman in 1914 in the Hampshire, moving to the Warspite in 1915. He was promoted to sub-lieutenant in 1916, joined the Ramillies in 1917, was promoted to lieutenant in 1918, to lieutenant-commander in 1925 and retired in 1932
Sir Phipps Hornby (1785-1867) began his naval career in 1797, being promoted to Lieutenant in 1804 and to Captain in 1810. He was on half-pay between 1816 and 1832, and then held several posts ashore until his promotion to Rear Admiral in 1846. From 1847 to 1850 he was Commander-in-Chief of the Pacific Squadron, with his base at Valparaiso, where he established his wife and family. He served briefly as a Lord of the Admiralty, was promoted on retirement in 1854, and became Admiral in 1858.
Sir Geoffrey Thomas Phipps Hornby (1825-1895), son of Sir Phipps Hornby, entered the Navy in 1837, being appointed to the PRINCESS CHARLOTTE, flagship of Admiral Stopford. He was promoted to Captain in 1852 and commanded several vessels, including the EDGAR, flagship, Channel, 1863-1865. He was given command of the Channel Squadron from 1871 to 1874, and was Commander-in-Chief, Mediterranean from 1877 to 1880. He became Admiral of the Fleet in 1888.
Robert Stewart Phipps Hornby (1866-1956), younger son of Sir Geoffrey, entered the Navy in 1879, served in the Egyptian War in 1882 and became a Lieutenant in 1886. He was promoted to Captain in 1903 and commanded the DIANA in the Mediterranean, 1904 to 1906. From 1914 to 1915, he was Commander-in-Chief, North America and West Indies Station, and he was promoted to Admiral in 1922 on the retired list.
Windham Mark Phipps Hornby (1896-1987), son of Admiral R S Phipps Hornby, entered the Navy in 1909 and was promoted to Sub-Lieutenant in 1916. He joined the RAMILLIES in 1917, was promoted to Lieutenant in 1918, to Lieutenant-Commander in 1925 and retired in 1932.
Abraham Parks entered the Navy in 1806 as clerk on board the SANDWICH where he was promoted to midshipman in 1808 and later that year he was transferred to the prison ship IRRESTIBLE. In 1809 he was appointed to the SIRIUS. Until 1815 he served in the CHESAPEAKE where he was severly wounded in an explosion. In 1815 he was nominated acting lieutenant of the PORTIA. His commission as lieutenant is dated 15 March 1815. He was appointed to the Coast Guard in 1835 and to the VICTORY in 1839. Between 1839 and 1849 he commanded various steam packets, and in 1851 he was appointed to the BOSCAWEN, 1853 to the NEPTUNE, and finally 1855 to the SATURN. In 1857 he retired and was awarded a Greenwich Hospital pension. he died in 1863.