Charting a New Course

A powder monkey, also known as a powder boy, was typically a young adolescent—often between the ages of 12 and 16—tasked with ferrying gunpowder from the ship’s magazine to the gun decks during naval battles in the 18th and early 19th centuries. Speed and agility were vital, as they navigated narrow passages under enemy fire to supply gun crews efficiently. Though small in stature, these boys played a crucial role in maintaining the ship’s rate of fire. The position was dangerous and exhausting, yet it offered a path into naval service for the poor or orphaned, often earning respect through bravery. (Jeffrey Campbell, Powder Monkey, 2025)

Origins as Norwich

Norwich was originally a 50-gun fourth-rate ship of the line, a class commonly used by the Royal Navy during the early 18th century. Fourth-rate ships, with their medium size and armament, were versatile—large enough to participate in fleet actions, yet nimble enough for cruising and convoy duties.

The Norwich, later renamed Enterprise (or Enterprize) in 1744, was a Royal Navy ship that served during a time of intense naval rivalry in the 18th century, particularly between Britain, France, and Spain. Though details about this specific ship are limited, we can trace its story through the broader context of naval history and available naval records. 

The ship was built under the 1706 Establishment, a set of standards defining ship sizes, armament, and construction methods. Launched in the early 18th century (likely around 1690–1710), the Norwich served during a period that included the War of the Spanish Succession (1701–1714) and the War of Jenkins’ Ear (1739–1748), often seeing duty in colonial waters or as part of anti-privateer operations.

Constructor: Benjamin Roswell

Launched: 20.5.1718

Commissioned: 16.5.1719

Ship Type: Ship of the Line

Category: Fourth Rate

Broken up: 8.1771

Dimensions:

Length of Gundeck: 130’ 0”

Length of Keel: 108’ 0”

Breadth: 35’ 0”

Depth in Hold: 14’ 0”

Burthen: 703 68⁄94

Armament:

Lower Gun Deck: 22 British 18-Pounder

Upper Gun Deck: 22 British 9-Pounder

Quarter Deck: 4 British 6-Pounder

Forecastle: 2 British 6-Pounder

Crew Complement: 250 men (in 1744 as a 44-gun Fifth Rate)

Renaming to Enterprise

In 1744, the Norwich was renamed Enterprise. Renaming a ship in the Royal Navy was relatively uncommon and usually signified a shift in the ship’s role, refit, or a desire to continue a legacy name. By this time, the Norwich had likely undergone significant repairs or even a partial rebuild, prompting the reclassification and renaming.

The name "Enterprise" has deep roots in Royal Navy tradition. Derived from the French Entreprise, it had been borne by several previous Royal Navy vessels. The 1744 Enterprise was part of that lineage, which would continue well into the modern era, including the famous aircraft carrier HMS Enterprise (R06) of the 20th century.

Role in the Royal Navy

As Enterprise, the ship retained its 50-gun fourth-rate classification. Fourth-rates by the 1740s were considered somewhat outdated for line-of-battle engagements, as naval warfare increasingly favored the heavier third-rates (64–80 guns). However, ships like the Enterprise found new life as cruisers, convoy escorts, and flagships on colonial stations, especially in the Caribbean and North America.

During the War of the Austrian Succession (1740–1748), in which Britain was engaged against France and Spain, ships like Enterprise played a key role in protecting British merchant shipping, disrupting enemy trade, and supporting amphibious operations. She may have served in these capacities, though specific battle records or voyages for the renamed Enterprise are sparse.

Legacy and Fate

The Enterprise served during a period of major transition in the Royal Navy. Ship design was evolving rapidly, and by the mid-18th century, 50-gun ships were gradually being phased out of the line of battle in favor of more heavily armed vessels.

Her Escort Role

In 1757, during the Seven Years' War, British Navy man-of-war ships escorted transport vessels carrying troops and supplies from Ireland to Halifax, Nova Scotia, to protect them from French naval threats and privateers. The war was a global conflict between Britain and France for colonial dominance, with North America as a key theater.

Halifax served as a vital British naval base and staging point for military operations against French Canada, particularly Louisbourg and Quebec. The transports carried soldiers, arms, ammunition, and provisions—critical for reinforcing British positions in Nova Scotia and preparing for future campaigns.

Man-of-war ships, heavily armed and well-crewed, provided essential protection for these vulnerable transport convoys. French ships and privateers actively patrolled the Atlantic, seeking to disrupt British logistics. Without escorts, the slow-moving transports risked capture or destruction, which would have weakened British military efforts in North America.

Departing Ireland

Cork Harbour in Ireland served as a critical military and logistical hub for the British war effort during the Seven Years' War. Its deep, sheltered waters made it one of the largest and safest natural harbours in Europe, ideal for assembling and provisioning fleets.

The main purpose of the harbour at this time was as a staging and embarkation point for British troops and supply convoys bound for North America, particularly Halifax, Nova Scotia, and other key colonial outposts. Thousands of soldiers, along with arms, food, and equipment, were gathered in Cork before crossing the Atlantic to fight in the British campaigns against French forces in Canada.

On a blustery 30 June 1757, Colonel Simon Fraser’s Second Highland Battalion—more than a thousand Highlanders, their officers, women and children—filed into nine chartered transports in Cork Harbour, their destination hidden in sealed orders that spoke only of “North America.” 

Note: Captain John Donkley, Enterprise Commanding Officer, being senior captain, was temporarily assigned the rank of commodore for this voyage.

The 40-gun frigate Enterprise, flanked by the British Navy vessels Falkland and Stork, took station ahead of the merchantmen, and to the roar of gulls and the crack of canvas the little fleet swung past the headlands of Old Kingsale and out into the Atlantic bound for Halifax.

Below decks the Highlanders soon discovered the brutal reality of civilian transports: hammocks jammed shoulder-to-shoulder, sweating timbers that dripped onto hardtack, vermin in the bread lockers, and an ever-present reek of sickness that turned even hardened tars green.

Yet as Ireland’s green hills faded astern and the convoy surged eastward, excitement mingled with trepidation—the first exhilarating stride in an imperial war that would change their lives forever.

Life on Civilian Transport Ships

Civilian-hired transport ships of the 18th century were generally merchant vessels repurposed for military use. They had limited amenities, and life at sea could be a harsh test of endurance. The ships were primarily designed to carry cargo, so soldiers and crew would often be crowded below deck, where space was tight, and the air was stale. With limited ventilation, disease was a constant threat. Illnesses such as dysentery, scurvy, and typhus were common due to poor hygiene and the lack of fresh food and clean water. The lower decks were often dark and damp, making them especially uncomfortable for the soldiers during long voyages.

Meals were typically basic and monotonous, consisting of salted meat, hardtack (dry biscuits), and salted fish, which, while calorie-dense, were not particularly nutritious. Fresh fruit and vegetables were scarce, leading to malnutrition and diseases. The soldiers would have had to endure the smells of the ship’s storage areas, combined with the sounds of creaking wood and the constant motion of the vessel, which made sleep difficult.

Despite these hardships, the soldiers also engaged in some activities to pass the time, such as games, reading, and training exercises to maintain their physical condition. However, their primary task was preparing for the uncertain campaign ahead; it was also a time to learn basic military drills, finish tailoring unsewn uniforms, or spend time with any family members aboard.

The Captain's Logbook

A captain's logbook on a British warship served as an official record of daily events at sea. It documented navigational data, such as course, speed, and weather conditions, as well as significant occurrences like encounters with enemy ships, sightings, or landfalls. The logbook also recorded crew activities, disciplinary actions, and supplies. It was vital for ensuring accountability, maintaining a historical record, and providing information to naval command for strategic decisions. In case of mishaps, a logbook served as legal evidence, and it helped in future planning for naval operations.

Thankfully, hidden away within the vast archives of London’s National Archives, the official logbook of the Enterprise was uncovered, primarily written in the words of Captain John Donkley, her commanding officer, offering a rare and thrilling opportunity to dive into its pages. Here, we get our first glimpse into the ship's journey, with vivid daily entries as she navigates the rugged beauty of the Azores Islands, sailing alongside her convoy through the vast Atlantic.

Life on the Azores Islands

If there was a ever a benefit of sea life, it was the necessary port calls. When the convoy entered the area of the Azores in mid-July 1757, the soldiers and crew were granted a brief respite from the monotony of the sea. The Azores, a group of nine volcanic islands in the North Atlantic, were part of Portugal’s colonial possessions and lay roughly midway between Europe and the Americas. The islands were known for their rugged landscapes, fertile soil, and relatively mild climate.

Terciera Island

An entry on 16 July 1757 was recorded at a distance of approximately 100 nautical north of Terciera Island, and 210 miles east of Corvo Island. Known for its well-protected harbor, which had been a key naval base in earlier centuries. The island was more developed than some others, with larger settlements and a more active local economy. Here, the soldiers may have received supplies or medical treatment, and it would have offered a brief opportunity to rest on dry land, which was a welcome change from life on board the transport ships.

16 July 1757

Bearings at Noon: 40° 18’N, 25° 55’W

Course: WSW

Distance: 56 Miles

Absolute Bearing: Isd. Corvo, S85° 33’W

Distance 69 Leagues

Winds: WSW

Remarks: Mod^t and Cloudy washed the ship with Vinegar Unbent the Maintopsail and bent a new one and took in the 1st Rf of D^o Shortened sail for the Convoy Fired a gun and made the signal for the ships a stern to make more sail At 6PM Fired a gun & made the signal for the Convoy to come under our Stern In 2^d Rf  Foretopsl^s At 8 Fired a shot at one of the Convoy for not obeying our Sign^l At 1AM Little wind and clear At 4 Out 2 RF Topsail At 9 Fired a shot at the Neptune Transport she being ahead Mod^t and hazey 23 sail in sight Work't Ventilator ½ an hour &c.

Pico Island

While ashore on Pico Island, the soldiers would have been struck by its towering volcano, Mount Pico, which rises sharply to 2,351 meters. The island was primarily known for its vineyards, producing a unique wine, and its agricultural activity. Life here was relatively simple, with small villages centered around farming and fishing. The soldiers may have been able to interact with the local Portuguese inhabitants, although tensions often existed between occupying forces and civilian populations during wartime. The islands also had a strategic military value, as they lay along key sea routes.

Next, we found and entry a few days later, recording her location at about 36 miles southeast of the island. 

19 July 1757

Bearings at Noon: 38° 04’N, 28° 00’W

Course: SW2°W

Distance: 67 Miles

Absolute Bearing: Isd. Pico, N28°W

Distance: 12 Leagues

Winds: WbN, W, SbW, SbW½W, WbN, WbS, W, WbS

Remarks: D^o W^r [same weather as the previous day] ½ pt 12 fired a gun & made the signal for the Convoy to come under our Stern at 4PM Fresh gales and Clear Lost a Logg and four knots of Line D^o bent a new Log & two Lines At 8 In 2 Rf Topsails 23 sail in sight At 9 made sail At 12 Mod^t and Cloudy Close Rf Topsails At 4AM Fresh gales and Cloudy At 5 got down top Gall^t yds D^o masts At 7 Fired a gun and made the signal for the headmost ships to shorten s^l At 9 Hard gales & Cloudy fired a gun & made the signal wear ship to the NW at 11 fresh gales and Squally with rain 23 sail in sight Workt Ventilator ½ an hour &c.

São Miguel Island

As a fresh storm engulfed the Enterprise and her convoy, they embarked on a treacherous 150-mile voyage east toward São Miguel Island, depending on their exact route and sea conditions. While calculating longitude coordinates at sea in this era proved quite difficult (English clockmaker John Harrison's updated chronometer would not be finalized for sea use for a few more years, forcing Enterprise to begin recording longitudes in decimal minutes), the tempest's fury tested their resolve, but the promise of respite on São Miguel spurred them onward through the churning Atlantic. The largest and most populous of the Azores, the soldiers would have encountered more developed infrastructure, with towns like Ponta Delgada serving as centers of trade. São Miguel had fertile lands and was known for its agriculture, producing crops such as wheat, corn, and sugarcane. It was also famous for its hot springs, which could have provided some relief to weary soldiers and sailors.

20 July 1757:

Bearings at Noon: 38° 24’N, --.-- [not recorded]

Course: N

Distance: 89 Miles

Absolute Bearing: Island St. Michael, SWbS, 8 Leagues; Isd. Tercera, WbN, 38 Leagues

Winds: W, NNE, NEbN, NE, NEbN

Remarks: Fresh gales & thick hazey w^r with small rain Departed this life William Culverhouse Seaman At 2 fired a gun & made the Sign^l & wore D^o out 3^d Rf Tops^ls & got Top Gall^t up At 4 made the sign^l for the Convoy to come under our stern At 7AM got up Top Gall^t yards At 10 fired 3 shott at the Cecilia Transport being ahead the rest of the Convoy a great ways astern 23 sail in sight Work't Ventilator ½ an hour &c.

On 20 July 1757, the Enterprise’s log recorded a grim entry: the death of Seaman William Culverhouse. His passing underscored the relentless hazards faced by 18th-century Royal Navy sailors. Life aboard was a gauntlet of disease, brutal discipline, and perilous labor. Typhus, and dysentery also thrived in the ship’s cramped, unsanitary quarters, often claiming more lives than enemy fire. Strict rules was enforced with iron resolve—floggings and other severe punishments were routine for even minor infractions, maintaining order through fear. Sailors risked their lives daily, climbing slick rigging high above deck, where a single misstep could mean a fatal fall . For men like Culverhouse, the sea offered not adventure, but a constant battle for survival. He was survived by Sarah, his widow. [TNA, W.O. 33/556].

Charting a New Course

The crew and convoy of Enterprise departed São Miguel Island the morning of 23 July 1757, setting a course of SWbS, ultimately destined for Halifax, Nova Scotia. 

While in the Azores, the soldiers had the chance to stretch their legs, explore, and take in the islands’ unique geography, but their time there was brief and purely functional. They would have been aware of the uncertainty ahead and the demanding voyage to Nova Scotia that still lay before them. The islands were a temporary refuge, a brief interlude in the long journey across the ocean, and a reminder of the broader world in which the British Empire had interests.

Life on the Royal Navy and civilian transport ships was uncomfortable and dangerous, with soldiers enduring cramped conditions, poor provisions, and the constant threat of illness. However, the short stay in the Azores Islands offered a brief respite and a change of scenery, though the soldiers remained focused on their ultimate mission—reaching Halifax and preparing for the campaigns in North America.

Captain John Donkley

Public Advertiser

24 April 1758

London

We have Advice, by his Majesty's Ship Enterprize, of 40 Guns, lately arrived at Piscataqua in North America, of the Death of John Donkley, Esq; late Captain thereof, of a Fever, just on his Return  as Convoy to a Fleet of Merchantmen to England. By his Death his Majesty has lost a brave an gallant Officer, his Crew a most tender and humane Commander, and his inconsolable Widow a most affectionate Husband.

During the Age of Sail (16th to mid-19th century), typhus fever—commonly known as "ship fever"—was a major threat to sailors, soldiers, and prisoners. Caused by Rickettsia bacteria and spread through body lice, typhus thrived in the overcrowded and unhygienic conditions aboard naval and merchant ships. Symptoms included high fever, rash, delirium, and severe weakness, with mortality rates reaching 10–40% in some cases. The disease struck quickly and could wipe out large portions of a ship’s crew. Naval campaigns, including those during the Napoleonic Wars, were often crippled by typhus outbreaks, sometimes causing more deaths than combat. Migrant ships, particularly during the Irish Famine, were also devastated by the disease. Since the link between lice and typhus wasn't understood until the 20th century, prevention efforts during the Age of Sail were ineffective. While some captains attempted fumigation and cleanliness, these efforts were inconsistent and largely unsuccessful. Quarantine ports offered limited containment. Typhus played a critical role in shaping maritime and military outcomes, reflecting the broader struggle with infectious disease in pre-modern medicine.

About the Master Navigator

Charting Enterprise's official course for this trans-Atlantic voyage was George Coulthirst, master navigator entrusted with the ship’s navigation and sailing orders. According to the ship’s official Muster Book (The National Archives, ADM 36/5504), Coulthirst served in this capacity from 24 December 1756 until his death at sea on 7 August 1759. As master, he was responsible not only for plotting the ship’s position using charts, logs, and celestial observations, but also for overseeing the compass, sounding lead, and sailing instruments vital to safe passage. His death would have disrupted continuity in navigation during a critical deployment phase. His probate record, dated 12 October 1759, identifies him as "Master of His Majesty's Ship Alborough" [TNA, PROB 11/849/381]. Although unconfirmed, Alborough may have been his previous assignment, where his official probate documentation was initially prepared. 

The Navy's financial obligations to George Coulthirst were settled on 2 April 1760, with final payment made to Eustish Kentish (of unknown relation) on behalf of his widow, Eliza, in the amount of £48.9s.11d. (The National Archives, ADM 33/556).

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©  Jeffrey Campbell, Fraser's 78th Regiment of Foot, 2025.