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Bringing Forward Shipping for Government Service: the Indispensable Role of the Transport Service, 1793 to 1815

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Bringing Forward Shipping for Government Service: the Indispensable Role of the Transport Service, 1793 to 1815 Bringing Forward Shipping for Government Service: The Indispensable Role of the Transport Service, 1793 to 1815. Robert Keith Sutcliffe A thesis submitted in partial fulfilment of the requirements of the University of Greenwich for the Degree of Doctor of Philosophy. May 2013 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised the work of others.” R.K. Sutcliffe ....................................... ............................. Supervisor, Dr R. Knight ....................................... ............................ Supervisor, Dr S. Palmer ........................................ ........................... ii ACKNOWLEDGEMENTS It is impossible to complete a thesis such as this without a huge amount of encouragement and support from others. In this instance their generosity has been unbounded. In particular, I have to thank Professor Roger Knight for his guidance, skilled advice and encouragement, provided at a time when he was heavily committed to other major academic projects. He contributed significantly to making this research a very enjoyable project. I could not have had a more distinguished or supportive supervisor. Professor Sarah Palmer, until recently the Director of the Greenwich Maritime Institute (GMI), also provided much appreciated support and guidance. In addition I must also thank Suzanne Louail, the Academic & Research Manager at the GMI, who rescued me from numerous frustrating administrative nightmares. Her cheerful and competent handling of all things administrative has been very much appreciated. Those who carry the heaviest burden throughout the preparation, of a thesis such as this, are those closest to us and I will be eternally grateful to my wife Zena for her unwavering support throughout, but in particular, during the more testing periods. Bob Sutcliffe – May 2013 iii ABSTRACT. The Transport Board’s very significant and effective role in the preparation of all the major military expeditions and in the ultimate defeat of Bonaparte has been largely ignored by historians. The Board has hitherto been perceived as a subsidiary board of the Admiralty. However it was responsible to the Treasury and its main task was to transport and support the army overseas, on the instructions of the Secretary of State for War. The government depended upon the availability of merchant ships for this purpose. Yet less than 10 per cent of the registered merchant ships were suitable to be used as troop ships. At peaks of demand, in 1805, 1808 and 1814, the Transport Board chartered 30 to 39 per cent of this shipping. This had a significant impact international trade, on freight rates and the domestic price of commodities, particularly coal. There is strong evidence that between 1793 and 1805 government contracts sustained the British merchant shipping fleet by replacing the trade, previously conducted with European ports that were then controlled by the enemy. Without this support those ships would have been laid up. The government’s requirement to reduce the costs of war generally encouraged early termination of transports’ contracts, rather than retaining them for the next big expedition. This occurred particularly between 1807 and 1809. That and the restricted use of naval vessels to convey troops hindered the speedy preparation of exceptionally large expeditions. The study suggests that some of the proposed expeditions were just too big to be managed effectively. Despite the Transport Board’s direct communications with the Secretary of State it was not consulted for advice during the planning of expeditions and consequently the iv impact of seasonality was ignored and preparation times underestimated. There were inevitably delays in the preparations of expeditions but this thesis demonstrates that the times taken to prepare for major expeditions was between 10 to 16 weeks, not excessive even by today’s standards. v CONTENTS Page List of Abbreviations. VII Glossary of Terms VIII List of Tables and Charts X Introduction 1 Chapter 1 Bringing Forward Shipping for Government Service. 19 Chapter 2 The Competing Demands for Shipping, 1793 – 1815. 63 Chapter 3 The Transport Office: Organization and Methods. 101 Chapter 4 Economy verses Efficiency. 139 Chapter 5 The Transport Board’s Relationship with the Navy. 176 Chapter 6 Troopships – King’s ships or merchant transports 207 Chapter 7 Castlereagh’s European expeditions: 1805 to 1808. 239 Chapter 8 1809 National Crisis: The Transport Board’s finest hour. 273 Conclusion 305 Appendices 315 Bibliography 324 vi CHARTS AND TABLES. Chapter one. Bringing Forward Merchant Shipping for Government Service: 1793 to 1815 1.1. Allocation of Transports between Duties. 19 1.2. Average tonnage of transports hired on monthly pay 1795 to 1806: split between Regular transports and those on 3 month charters. 27 1.3. Tonnage of Regular transports on hire for each year 1793 to 1817. 28 1.4. Regular Transports hired and discharged 1793 to 1817. 30 1.5. Tonnage of Regular transports hired 1793 to 1817. 31 1.6. Number of ships on three months charter at various times between 1795 and 1813. 31 1.7. An abstract showing the state of the Transport Service on 6 February 1806 and the amount of tonnage on monthly pay, discharged and engaged between that period and this date. (14 October 1806) 33 1.8 Length of charter parties for Regular transports, 1793 to 1817. 36 1.9. The length of hire of the longer duration charters of Regular transports. 38 1.10. Rates of hire per ton per month of Regular transports on six month certain charters and for ships hired for three months. 41 1.11. List of all Regular tonnage now employed in the Transport Service with rates of pay per ton. (12 May 1804). 45 1.12. Return of all lives lost in Transports since 1 January 1814. (1 July 1816). 49 1.13. Value paid by the Transport Office for the loss of the Hythe 148 tons wrecked off Senegal, 23 December 1815. 50 1.14. Value paid by the Transport Office for the loss of the Lady Johnstone 437 tons captured 24 November 1812. 51 1.15. List of Commissariat Ships and Victuallers destined for the Helder Expedition, (14 August 1799) 54 1.16. The disposition of transports from 1795 to 1812. 58 Chapter two. The competing demands for shipping, 1793 – 1815 2.1. The Number of Ships and their tonnage and the number of men who would normally sail in them in 1790, 1799 and 1816, as recorded by the Registrar of Shipping and a comparison of the growth of tonnage from 1799 to 1816 and the number of enemy ships taken as prizes and registered under British ownership. 67 2.2. To establish the average tonnage of all monthly paid transports, regular transports and three month ships in 1795, 1807 and 1812. 69 2.3. An analysis of the tonnage of ships registered in England in 1790. 70 2.4 The average tonnage of ships entered and cleared at ports in Great Britain in 1792 showing origin and destination. 71 2.5. Number and Tonnage of Vessels built and Registered in Great Britain (including Scotland) for the three years 1790, 1791, 1792 compared to the three years 1800, 1801, 1802, showing the growth in the average of the latter period over the former. 72 vii 2.6. British import and exports. 74 2.7. The number of commercial licences granted, 1802 – 1811. 77 2.8. An account of the number of vessels that have arrived in Great Britain from foreign ports, 1792 - 1815. 78 2.9. An account of the number of vessels that have departed from Great Britain to foreign ports, 1792 – 1815. 78 2.10. A demonstration of the proportion of British Registered Merchant Shipping of over 200 hundred tons available for International Trade And Government Service. 84 2.11. Chart showing the percentage of the chartered transport ships compared with the number of the available ships over 200 tons. 84 2.12. A comparison of the number of ships whose trade was displaced by the impact of war and the demands of the Transport Board. 88 2.13. A comparison of seaman’s pay in the Navy and in the Merchant Service. 91 2.14. The seasonality of Regular transport charters, 1793 – 1815. 93 2.15. A comparison of freight rate movements from 1793 rates. 95 Chapter three. The Transport Office: organization and methods 3.1. Transport Board Relationships. 102 3.2. Number of hired transports compared with the number of ships in the Navy. 121 3.2. Number of men in transport service compared with the number of men in the Navy. 121 3.3. An Estimate of the Expected Total Amount of the Expense of the Navy for the Year Ended 31 December 1798. 127 3.4. An Allocation of Transport Funding in the 1798 Naval Estimate. 128 3.5. Annual Amount of the Payments made by the Three Branches of the Transport Office, from the year 1806 to 1812. 128 3.6. Chart of the Rates of Pay of the Commissioners and Clerks employed in the Transport Office in 1805. 134 3.7. An Account showing the sum of fees received during the last year (1806) and what part thereof has been paid to the Clerks or to any other person. 136 3.8. Estimate of allowances or superannuation to be paid in 1817. 137 Chapter four. Economy versus efficiency: some case histories. 4.1. An Estimate of the Charge of the Transport Service for the year 1814. 161 4.2. A review of the time that elapsed from the date of the receipt of the first instruction to the Transport Board to procure shipping and the date of sailing of several major expeditions.
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