Edward Bland, Merchant Adventurer

Edward Bland was home for seventeen months during which time his grandfather, Edward, died and his younger daughter was born. It is not surprising that they chose to name the baby Britannia in memory of Edward Bland's late mother. Perhaps the choice of name was also inspired by memories of his previous voyage when he was at anchor with the East Indiaman bearing the same name in the beautiful surroundings of Whampoa Island.

Edward Bland was to encounter the ship, Britannia, again when he went to sea once more, but things were destined not to go so smoothly.

As before in the capacity of first mate, his third voyage was on board the Cruttenden but he was now holding what had been his late grandfather's share in the vessel. Amongst the members of the crew were the following¹:

While the ship was anchored at Gravesend, on 16th December 1764 she recorded the departure from there of the East Indiamen, "the Glatton, the Earl Ashburnam, the Brittania and the Neptune".

Even as the Cruttenden edged her way along the channel the weather was bad. Rough seas and stormy weather were to become a perilous feature pursuing the vessel throughout this voyage and putting lives at risk. Before long they were to have their first fatality:

The gales continued. They had a brief respite of "pleasant weather" but a week later, they were once more contending with "strong gales and large sea". The winds abated after two days, the weather was fair and the sea was smooth. On 25th February, they reached Funchal in Madeira. Two months later, they reported "hot weather" but the gales returned.

4th May 1766	Unsettled weather. 10 PM Robert Couzens, Soldier, fell from the Waste overboard. Immediately threw the ship too, hove him several gratings and sent a boat after him, the night being very dark. Soon lost sight of the boat, made false fires, fired musquets, spread lights in the shrouds and at midnight fired a nine pounder. The boat then returned without having seen the man.
22nd June 1766	At noon, turning into Joanna Bay with a light breeze. 5 PM Anchored in Joanna Bay.

Joanna, Johanna, or otherwise Juanna, one of the Comoro Islands lying in the Mozambique Channel between Madagascar and the west coast of Africa, was a favourite port of call, where mariners could take advantage of the many springs on the island to replenish their water supplies. This was indeed the Cruttenden's purpose for making this stop:

The East Indiamen were not unarmed, they carried cannon and soldiers, but the number of cannon was restricted to leave greater capacity for cargo. They could put up a fight but could not match the specially adapted, swiftly moving vessels of the pirates. Busily engaged in wars with Spain during this period, the Royal Navy could not offer full protection to the merchantmen.

After leaving Johanna, the Cruttenden sighted the Hector. The two proceeded together for two days, but the Cruttenden was faster and out-sailed the Hector.

The weather deteriorated, squalls and gales returned to cause misery and havoc, endangering the lives of all at sea. Another fatality took place:

15th July 1766,	Departed this life, James Lyon, Soldier, at noon. Committed his body to the deep.
18th July 1766	Gales, Lay too and sounded.

For two more days, the storm did not relent. On the 20th, Captain Bowland addressed a letter to his officers:

"To Messrs Woolstonecraft, Baker, Moffatt and Haines,
I have been so unlucky in meeting with strong contrary winds and currents which has been the occasion of our not being able as yet to make Madras. Must desire you'll send me your opinion signed by everyone of you of what you Judge can now be done, most for the interest of our Honourable Employer. Whether to bear away or attempt longer to gain Madras. If your opinions should be for bearing away mention the part you think most proper and your reason for it.

I am Gentlemen

Your Most Obedient Servant

John Bowland".

The officers made their reply and were unanimously agreed:

"Having now a strong gale and large sea which has kept in the Western board for the last two days, sufficiently convinces us of our losing ground in the direction of Madras."

Despite their utmost efforts and in their experience, they thought there was little probability of gaining Madras and suggested bearing away to Bengal.

It is possible that the captain himself was ill at this point. The writing in the journal had become increasingly shaky and the next few entries are in a different hand, a much neater script, with spellings varying from those of Captain Bowland. Had Edward Bland been required to take command whilst his captain was indisposed?

20th December 1766,

Departed this life John Loyd, Fifth Mate at sunsett. Committed his body to the deep.

On 22nd December, they began their return journey with the intention of making St Helena the first port of call. Alas, the trip was to prove no less eventful than their outward one. The appalling weather continued and took its toll on the ship herself:

12th February 1767	In the Forenoon found the larboard side of the fore top had given way so much that the futtock plates had drawn in; and on further examination it was found to be much decayed and rotten near through.
13th February 1767	PM Examined the Main Top and found it full as much de-cayed. Rotten as the fore top. Carpenters Employed in Securing the Tops in the Best Manner they can whilst Overhead.
14th February 1767	PM Sent for the Carpenter and asked him if he could properly secure the tops without having them got down, he told me that it would be impossible to do the work they wanted while aloft.

The Indiaman would have had three masts, the fore, main and mizzen, otherwise called the aftermast. This was the smallest and situated at the quarterdeck, in the stern, the main was the largest and near the centre of the ship, while the fore was at the forecastle, in the ship's bows. The two larger masts were divided into three main sections, the lower mast, above that the topmast and, finally, the topgallant. The maintop and the foretop were D-shaped platforms located near the summits of the lower masts, where they met the topmasts. They were vital to the structure of the upper parts of the masts. As well as giving extra support to the join between the two sections, they kept in place the rigging that held the topmasts secure. Additionally, the seamen stood on these platforms as they worked aloft. With the tops damaged, along with the danger of the upper two sections of the masts crashing down, the topsails, which need a secure mast for support, could not be unfurled, particularly in adverse weather conditions.

The situation was serious and that same day Captain Bowland addressed a message to his officers regarding their predicament:

"Gentlemen,
I desire you will give me your opinions, if you think it Necessary, or in any ways Detrimental to our Hon. Employers, to put into Table Bay to Repair our Tops; which are so much decay'd that they cannot be Sufficiently secur'd without having both down - at the same time the tops are repairing, our water can be fill'd which will forward us much at St Helena.
signed J Bowland".

The captain copied his officers' reply into the ship's journal:

"Captain Bowland, Sir,
In consequence of a Letter from you this day mentioning the badness of the Tops, and desiring our Opinions wither going into Table Bay will be any Disadvantage to our Hon. Employer - We unanimously agree to the Necessity of having our Tops on Deck to be properly Repaired and that getting them down at Sea will be Difficult and tedious: can be done much Safer and better in a Harbour at the same time we may forward our watering and know of no loss the Hon. Company can sustain by our going into Table Bay.
Signed by four Sworn Officers".

Four days later, another fatality:

18th Febuary 176711pm Francis Cole, Cooper's mate died. AM Committed his body to the Deep.

On the 23rd February, they anchored in Table Bay and found there, as well as a French ship and some Dutch, the Royal Charlotte. They immediately set to work, "Struck Yards and Top Masts".

After much activity three later, the fore and maintops were down and the carpenter was busily employed undertaking the essential repairs. The aftermast main crosstree, which served a similar purpose to the main and foretops, was found to have "sprung" and a new one would need to be made.

By the 28th. the carpenter had finished the maintop and this was hoisted back overhead. A few days later, he had completed the repairs to the foretop and that too was raised back into position. Less than a week after that, with new shrouds fitted, the ship, now freshly watered, was made ready for sailing.

The Royal Charlotte had set sail a few days previously and the Cruttenden was to meet her again, together with the Prince of Wales, when they reached St Helena on the 22nd March. Here they spent a week taking on stores and water.

28th March 1767Our Passengers come on Board. Saluted them with 9 guns. Hoisted in the Pinnace. At 6 weighed. Sailed in Company of the Royal Charlotte and Prince of Wales.

The Prince of Wales led the small convoy, with the Cruttenden following and the Royal Charlotte, "who sails heavy", bringing up the rear. The ships were to sail together until noon on the 1st April when the Prince of Wales went out of sight ahead and the Royal Charlotte, out of sight astern.

The following day, the Island of Ascension was within view. As they sailed on, they sighted ships from France, Portugal and Holland.

25th April 1767The ship that had been Several Days in Sight very near us this morning and the Royal Charlotte that sailed in Company from St Helena.

The Royal Charlotte remained close for only a couple of days and two weeks later some Portuguese were visible.

After navigating reefs on the final stages of the voyage, on 15th June the Scilly lighthouse came into view and, the following day, the Lizard Point. Two days later, the journal records passing the "Bill of Portland", then the Isle of Wight before, on 20th June, taking on board Mr Sampson, pilot, at Beachy Head.

From there they made their way along the Channel, "Downes, South Foreland, Sandown Castle and Deal", anchoring in Margate Roads, where they hailed the Royal Charlotte. On the 26th June, they anchored below New Haven, Gravesend, and the pilot left them. His place was taken by Mr Good, pilot for rivers, to take charge of the ship.

The following day, they anchored at Erith and the business of unloading the cargo into lighters commenced.

Less than two weeks later, they moved on:

8th July 1767 Made fast alongside ye Man of War at Woolwich

9th July 1767Loading a Hoy with ye Honourable Company's goods, Private Trade and Passengers

10th July 1767Loading a Hoy with ye Honourable Company's goods

11th July 1767Made fast alongside ye Havannah at Blackwall

2nd August 1767Loading a Hoy with ye Honourable Company's goods.

Finally:

3rd August 1767Came on board Customs House Surveyors and Cleared Ship.

This was the last sailing of Captain John Bowland with the East India Company, he resigned the following year.

Similarly, this is the last record of Edward Bland Wollstonecraft with the Company. Some time after this, he moved with his family to live in Southampton.

Edward John Wollstonecraft left London to live in Essex before moving on to Yorkshire.

I was eager to find out more about Elizabeth Ann, married to Isaac Rutson, and that was to lead me to the first of several absorbing court cases.

¹Hardy, Horatio Charles, Register of Ships of the East India Company, 1760 - 1812 (Black, Parry and Kingsbury, 1811)

Chapter 6

Part 2 (of 2)

click for

Part 1