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).

Works Cited:

Anderson, Fred. Crucible of War: The Seven Years' War and the Fate of Empire in British North America, 1754–1766. Vintage Books, 2000.

Baugh, Daniel A. British Naval Administration in the Age of Walpole. Princeton University Press, 1965.

Boxer, Charles R. The Portuguese Seaborne Empire, 1415–1825. Alfred A. Knopf, 1969.

Campbell, Jeffrey. Early Newspaper Accounts for the 78th Regiment [2nd Highland Battalion]. The 78th Regiment of Foot blog, 25 May 2017. Acc: 18 May 2025.

Chartrand, René. Louisbourg 1758: Wolfe's First Siege. Osprey Publishing, 2001.

Christy, Gabe. "Through Caning, Flogging, and Hanging, the Royal Navy Kept Discipline.” War History Online, 2016, www.warhistoryonline.com/history/royal-navy-kept-order-caning-flogging-hanging.html. Acc: 18 May 2025.

Cunha, Luís Filipe Reis Thomaz da. The Role of the Azores in the North Atlantic Navigation Routes. Revista da Faculdade de Letras: História, vol. 3, 2002, pp. 89–104.

Cook, G. C. Disease in the Merchant Navy: A History of Disease in Merchant Seamen. Routledge, 2007.

Costa, Sílvia M. Vieira da, and Francisco S. N. Figueiredo. The Landscape of the Pico Island Vineyard Culture: A World Heritage Site. Landscapes, vol. 14, no. 1, 2013, pp. 43–58.

Donkley, John. Captains' logs, including: ENTERPRISE (1756 Nov 18-1758 Mar 17).  The National Archives, U.K., ADM 51/313.

Forjaz, Jorge M. Azores: Nine Islands, One History. Letras Lavadas, 2008.

Gaspar, Joaquim. The Strategic Role of the Azores in Atlantic Navigation. Journal of Maritime Archaeology, vol. 4, no. 2, 2009, pp. 101–117.

Friel, Ian. Maritime Ireland: An Archaeology of Coastal Communities. Tempus Publishing, 2002.

Lavery, Brian. The Arming and Fitting of English Ships of War, 1600–1815. Naval Institute Press, 1987; Nelson’s Navy: The Ships, Men and Organization, 1793–1815. Naval Institute Press, 1989.

McLaughlin, Ian. The Sloop of War, 1650–1763. Seaforth Publishing, 2014.

Winfield, Rif. British Warships in the Age of Sail 1714–1792: Design, Construction, Careers and Fates. Seaforth Publishing, 2007.

Rodger, N. A. M. The Command of the Ocean: A Naval History of Britain, 1649–1815. Penguin Books, 2005.

Porter, Roy. The Greatest Benefit to Mankind: A Medical History of Humanity. W.W. Norton & Company, 1999.

Stacey, C. P. Quebec, 1759: The Siege and the Battle. Macmillan of Canada, 1959.

Taylor, Rupert. The 18th-Century Sailor: Harsh Life Aboard Navy Sailing Ships. HubPages, 2018, discover.hubpages.com/education/Harsh-Life-Aboard-Navy-Sailing-Ships.

Zinsser, Hans. Rats, Lice and History: A Chronicle of Pestilence and Plagues. Black Dog & Leventhal, 1935.

A Bard of Wolfe's Army. Edited by Earl John Chapman and Ian Macpherson McCulloch, Robin Brass Studio, 2000, pp. 124-5.

“Life at Sea in the Age of Sail.” Royal Museums Greenwich, https://www.rmg.co.uk/stories/topics/life-sea-age-sail. Acc: 18 May 2025.

“History of Halifax, Nova Scotia.” Wikipedia: The Free Encyclopedia, last modified 15 May 2025.

“History of Troopships and the Regiment.” Queen's Royal Surreys, https://queensroyalsurreys.org.uk/troopships/ts001.html. Acc: 18 May 2025.

“Journeys in Time: Ships—18th & Early 19th Century Sailing Vessels.” Macquarie University, 1998-2009, www.mq.edu.au. Acc: 18 May 2025.

“Life at Sea in the Royal Navy of the 18th Century.” BBC History, www.bbc.co.uk/history/british/empire_seapower/life_at_sea_01.shtml. Acc: 18 May 2025.

“The Marks of a Sailor.” Maritime History from Aloft, maritimealoft.weebly.com/the-marks-of-a-sailor.html. Acc: 18 May 2025.

“The Wooden World: Daily Life, Sleep and Wellness at Sea.” American Revolution Institute, www.americanrevolutioninstitute.org, accessed 18 May 2025. Acc: 18 May 2025.

“78th Fraser Highlanders.” Wikipedia: The Free Encyclopedia, last modified 15 May 2025.

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

Colonel Fraser's Recruits Arrive in Virginia in 1759

HMS Eurus, an eighteenth-century British warship, approaches port alongside her convoy for a scheduled stop in Virginia in the year 1759. Her transatlantic journey, spanning approximately 45 days, began in Cork Harbour, Ireland, and followed a more southerly course than prior convoys. (Jeffrey Campbell, Fair Winds, 2025)

Colonel Fraser's Recruits Arrive in Virginia in 1759

Writing a letter to his brother Ewen residing in Northumberland, UK, and described by Lieutenant Donald Cameron, a junior officer in the 78th Regiment, as "a long and tedious Pasage," the voyage that departed Greenock, Scotland, in March 1759 brought the fourteenth and final company of Colonel Fraser's recruits to America.

Unlike previous crossings, which took approximately 45 days or so to navigate the transatlantic voyage from Ireland to North America due in part to limiting the initial southern distance in which they sailed out of Cork Harbour, this departure of transport ships headed by HMS Eurus saw the fleet take a more extreme southern route, sailing as far south as the Tropic of Cancer (latitude 23.4°N off the west coast of Morocco below the Canary Islands) before finally turning to the west on May 10th, following that same latitude across the Atlantic, ultimately bearing to the north-west in the latter part of the month, passing Bermuda on June 8th. She finally moored in Hampden, Virginia, on June 20th. 

The lieutenant further explained to his brother, "...and from Virginia we ware Ordered for York, and from York up the River to Albonay, where we parted with Captain Campbes Componay [Colonel Montgomery's battalion], then we ware Ordered Down that same River to York again and from York to Luisbrough, and up the River Sant Lawrence to the Sage of Quebeck. We arrived in Camp before Quebeck September the 3 and we came time enowch to see everything that was Done and one of the most Glorious Battles that ever was fought in America." [NRS, Acc.11137/41 titled 'Letters to Sir Ewan of Fassiefern, 1759, 1764-1787, containing a letter describing the siege of Quebec, 1759'].

Letter to Lord Barrington

St. James's Square Jan. 31, 1759

My Lord

    I beg leave to acquaint your Lordship that yesterday Mr. Secretary Pitt signified the Kings pleasure to the Lords of the Admty for a Convoy to repair to Greenock & from thence to proceed to Virginia with the Highlanders embarked on board the transports which Captain Clark left there for that purpose.

[To] Lord Barrington

I am

with great respect

My Lord, your Lordships

most obedt. humble Servt.

Robt. Wood.

Source: TNA, W.O. 1/678, p. 21[?]

Editorials

Whitehall Evening Post

February 13, 1759

Portsmouth

This morning is sailed, and is now almost out of sight, Admiral Holmes in the Somerset, with Northumberland, Terrible, Trident, Intrepid, Medway, Maidstone, Adventure, Diana, Trent, Europa, Vestal, Eurus, Boreas, Crescent, Baltimore, Scorpion, with 60 sail of Transports.

Public Advertiser Newspaper

Scotland

Edinburgh, April 5. Thursday his Majesty's Ship Eurus, Capt. John Elphingston, sailed from Greenock, with a fair Wind, having about 200 Highland Troops under her Convoy, destined to reinforce those in America.

Although the Public Advertiser newspaper extract incorrectly recorded the date of the convoy's departure from Greenock, the ship's name and the accompanying captain were recorded correctly. It was not uncommon for newspaper editor's in those days to err, as it was practice to copy and publish articles directly from one another.

HMS Eurus

Hired to convoy the transport ships carrying Colonel Fraser's men to Virginia, Eurus, previously the French Privateer Le Dragon, was a sixth-rate frigate captured by the British in April 1757. Her armament consisted of 24 British 9-pounders on the upper gun deck, and she had a crew complement of 160 men.

Captain John Elphingston, a seasoned British officer and first commissioned lieutenant in 1746, rose through the ranks and became an admiral in 1770. He served as Captain of the Eurus from February 10, 1759, through March 30, 1760.

In reviewing the official ship's logs [TNA, ADM 51/316], the following events are recorded in preparation for the overseas voyage:

February 27, 1759: Eurus moored at Greenock [Scotland].

March 10: Troops began boarding the transport ships.

March 21: [Underway] down the River Clyde.

April 5: Moored at Hebberstone [sic, Hubberstone, Wales].

April 12: Got under sail [for North America].

Letter of Francis Fauquier, Lieutenant-Governor of Virginia

To the Board of Trade

Wmsburgh June 23d 1759

My Lords

    I do my self the Honour to transmit to your Lordships, by the Spotswood Captn. Seaton for Bristol a Duplicate of my Letter of the 14th of April, and also of a Letter of the 9th instant which your Lordships will receive by the Jenny Captn. Crawfurd who will sail on this s'en [sennight: one week] night for London, by whom I shall send all the public Acts and Papers. I am extremely sorry I can not send these sooner, but I cannot get them out of the Offices for Want of Clerks who can write the engrossing hand. They are not now all finish'd and deliver'd to me. I propose for the future as an Expedient in some Measure to remove this difficulty, to send your Lordships the principal Acts as soon as the Session is over by themselves, and let them be followed by the Journals and other acts of less Consequence: if this Method will be agreeable to your Lordships.

    Captn. Elphinston in his Majesties Ship Eurus arrived in Hampton Road on the 20th with three Transports under Convoy containing three Hundred Highlanders Recruits for Montgomery's and Fraser's Battalions. They expected I had received Instructions in Relation to their future Destination, but as I have received no Instructions or Information on this Head, I find my self at a Loss to provide for the Men and Officers whom I have ordered to follow their own Instructions and disembark the Men for whom I will do all in my Power both as to Accomodations and Refreshments of fresh provisions after their long passage. I have dispatch'd a Messenger to Brigr. Genl. Stanwix at Philadelphia to know how I shall dispose of the Men; I expect his Return in about eight Days from this Date; and have detained Captn. Elphinston and the Transports till I receive his Answer, for if he would have them, and Captn. Elphinston Convoy them into the Delaware River in his Way to join Admiral Saunders as his Orders are: and I have wrote to Mr. Saunders my Reasons for detaining him these few days.

    Captn. Elphinston has brought in with him two Rhode Island-Men, supposed to be concerned in the same illicit Trade as the Vessel brought in here by Captn. Legge and condemned here lat year. These Captains have, I am informed, burnt many of their papers, so the Event of the Seizure is uncertain. I have the Honour to be with the greatest Regard, My Lords, Your Lordships most Obedient humble Servant.

Fran: Fauquier

The the Rt. Honble. the Lords of Trade &ct.

[Endorsed as read on 14 Nov. 1759].

Works Cited: 

Reese, George. The Official Papers of Francis Fauquier, Lieutenant Governor of Virginia, 1758-1768, Volume 1, The Virginia Historical Society, 1980, pp. 221–222.

©  Fraser's 78th Regiment of Foot, 2024.

Journal of Captain John Donkley, HMS Enterprize, 1757

John Donkley, a distinguished British naval officer with 29 years of service, began his career as an able seaman in 1729. Known for his tenacious work ethic, he rose to midshipman by 1732 and successfully passed his lieutenant’s examination on August 1, 1735/36. Over the following five years, he served with distinction as a lieutenant aboard several Royal Navy vessels: the 20-gun Dursley Galley, the 44-gun Faversham, the 60-gun Dragon, and the 90-gun Neptune. His steady ascent through the naval ranks reflected both his competence and dedication during a pivotal period in British maritime history. (Jeffrey Campbell, Following Seas, 2025)

Captain John Donkley

By 1745, his tour of duty included serving as commander and commanding officer of the Spence sloop (8 guns) in the Mediterranean Sea and he transferred in 1755 to Brilliant (16 guns), serving in the same capacity.

After advancing to captain in 1756, he saw service on the Nightingale (22 guns), Aldborough (20 guns), and on 10 November he became Commanding Officer of Enterprize (44 guns), where he provided escort for the following nine transport ships carrying Colonel Fraser's Second Highland Battalion, their tents and baggage, departing Cork Harbour, Ireland on 30 June 1757, and arriving at Halifax, Nova Scotia between 24 and 29 August 1757 [Captain John Donkley, tinyurl.com/5n92dxze].

Ann

Owner: William Dodsworth

Tonnage/Parts: 391/19

Commencing/Ending: 8 March 1757-8 April 1758

Months/Days: 13/1

Freight: £3314:0:3

Employed: Carrying Forces to North America

Brotherly Love

Owner: John Richardson

Master: Armstrong

Tonnage/Parts: 357/18

Hired: 24 February 1757

Commencing/Ending: 7 March 1757-18 April 1758

Months/Days: 13/12

Freight: £3108:17:3

Employed: Carrying Forces to North America

Cecilia

Owner: John Brathery

Tonnage/Parts: 214/86

Hired: 24 February 1757

Commencing/Ending: 17 March 1757-8 April 1758

Months/Days: 12/23

Freight: £1781:19:3

Employed: Carrying Forces to North America

Cumberland

Owner: Thomas Boulby

Hired: 24 February 1757

Commencing/Ending: 11 March 1757-8 April 1758

Months/Days: 12/29

Freight: £2105:12:11

Employed: Carrying Forces to North America

Dutchess of Hamilton

Owner: Anthony Bacon

Tonnage/Parts: 379/72

Hired: 24 February 1757

Commencing/Ending: 29 March 1757-8 April 1758

Months/Days: 12/11

Freight: £3015:8:10

Employed: Carrying Forces to North America

Kent

Owner: Thomas Brown

Master: Henry Lawson

Tonnage/Parts: 218/89

Hired: 24 February 1757

Commencing/Ending: 2 March 1757-8 April 1758

Months/Days: 13/7

Freight: £1882:17:0

Employed: Carrying Forces to North America

Matilda

Owner: Elidad Blackwell

Tonnage/Parts: 166/34

Hired: 24 February 1757

Commencing/Ending: 22 March 1757-8 April 1758

Months/Days: 12/18

Freight: £1361:12:3

Employed: Carrying Forces to North America

Mertilla

Owner: David Trinder

Tonnage/Parts: 241/42

Hired: 24 February 1757

Commencing/Ending: 10 March 1757-8 April 1758

Months/Days: 12/30

Freight: £2038:1:6

Employed: Carrying Forces to North America. 

Note: Numerous other documents record this ship as Myrtilla.

Neptune

Owner: Robert Harrison

Master: John Williams

Tonnage/Parts: 192/58

Hired: 24 February 1757

Commencing/Ending: 9 March 1757-8 April 1758

Months/Days: 13/0

Freight: £1627:12:3

Employed: Carrying Forces to North America. Discharged at Deptford.

Source: Lists of Transports, 1754-1773. TNA, ADM 49/126; The shipmasters of Kent and Neptune (Lawson and Williams) are located in Captain Donkley's Journal, while the shipmaster of the Brotherly Love (Armstrong) is found in Lloyd's List, 1757.

Letter of 4 June 1757

Sir,

Please acquaint their Lordships I this day arrived here and received from Rear Admiral Broderick their Commands of the 2d Instant in addition to their former orders of the 16th. 17th. 18th. 21st of May and 1st June and acquainting me, that there is a Sum of Money to be put on board his Majesty's Ship under my Command for the Payment of the Troops at Boston in New England, and directing me in addition to the former Orders, to receive on board the said Money and proceed with it after seeing the Transports in safety to Halifax, to Boston, and there to remain not longer than Ten days, and after having collected together all the trade bound to England that may be ready and desirous to accompany me, to proceed with the said Convoy and see them in safety as far as the Downes. Am to acquaint you I shall put their Lordships Orders in Execution with the utmost dispatch.

I am Sir

Your most Obedient

humble Servant

Jno. Donkley

Enterprize
Spithead

4th June 1757

Letter of 16 June 1757

Sir,

Please to acquaint their Lordships that I arrived this day at this place with his Majesty's Ship under my Command, have wrote to the Commanding Officer of His Majesty's Land Forces at Cork to acquaint him therewith, and to let him know that all the assistance in my Power shall be given to forward the Embarking the Troops, and shall be ready to proceed as soon as they are on board.

I am Sir

Your most Obedient

humble Servant

Jno. Donkley

Enterprize

Cove of Cork June 16th 1757

Letter of 28 June 1757

Sir,

Please to acquaint their Lordships, that yesterday I received a Packet directed to Captain Knight Commander of His Majesty's Ship Fouguenx or the Commanding Officer at Cork or Kingsale; to make Enquiry into the State of the Prisons and Prisoners of War at Kingsale, and to make a Report thereof to the Commissioners of Sick and Wounded. As we are just upon sailing with the Transports, prevents me making an Inspection, and have closed the Packett again, directed to Captain Knight or the Commanding Officer that may arrive here, which I have left in the care of the Contractor for Victualling His Majesty's Ships at this place. The Major part of the Troops was embarked last Night, expect they will all be on board this day; hope we shall be able to Sail tomorrow morning with the Convoy, no time shall be lost, will make all possible dispatch. and am

Sir

Your most Obedient

humble Servant

Jno. Donkley

Enterprize

Cove of Cork 28th June 1757

Source: Three Letters of Captain John Donkley (June 1757). TNA, ADM 1/1700.

Journal of Captain John Donkley

For both naval and general military historians, the captain's journal, in remarkably good condition, considering its age and exposure to the salt atmosphere, is a glimpse into the past of daily shipboard operations in-port and while at-sea, from the perspective of the captain and those who were authorized access. Although the penmanship does appear somewhat consistent throughout the two-month period we consulted, there is evidence of more than one scribe.

Beautifully handwritten script with period ink, and approximately 10" x 12" in hardcover binding, as the book is folded open there are 13 separate folios cataloging the journey in escorting Colonel Fraser's nine transport ships from Cork Harbour, Ireland, to Halifax, Nova Scotia during the summer months of 1757. Each two-page folio contains left and right-side pages, with eight vertical navigational aide columns on the left page and one general remarks column on the right page. Each completed folio is then further divided into horizontal rows from top to bottom, distinguishing the different category headers at the top with each row descending containing the day of the month in ascending order. Depending on the amount of daily data recorded, each completed folio might contain anywhere from six to ten days of information. 

The log recounts the complete overseas voyage, and highlights some of the daily challenges to keep the convoy of 44 sail together and responsive to the Enterprize's nautical signals, which involved periodically firing 'shots' to send message to other ships in the group.  Also present are HMS Falkland and HMS Stork (escorting Colonel Montgomery's Battalion to South Carolina), who are often sent by Enterprize's senior leadership to give 'chace' [sic, chase] to various unidentified ships lurking about. Albeit a game of 'cat-and-mouse', there are no mentions of any military engagements en route to Halifax, Nova Scotia.

Although the journal was opened on 18 November 1756, for the purpose of this article, we begin a partial transcription of the voyage overseas on Wednesday, 15 June 1757, the day prior to the arrival of HMS Enterprize to Cork Harbour, Ireland, and extend through Friday, 8 July 1757, eight days after her departure. This allows the reader an opportunity to experience a few days at sea with Enterprize and her convoy.

Additionally, although we have imposed in-house folio numbers for clarity in dividing each completed section, these numbers do not appear in the journal. Finally, please be advised the book's general format of vertical columns has been modified to fit this format.

 [Title page]

ENTERPRIZE

18 NOV. 1756

26 JAN. 1764

[Second page: inscription]

Journal keep't by Captain

John Donkley Betw." 18 Nov. 1756,

and the 17 March 1758.

[Folio one]

[June 1757]

Week/Day: Wednesday, 15

Winds: Varl.

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Glander Harbour; S&W; Dist. 3 Leagues

Remarks: Modt. Cloudy w at 3PM Do. w: at 5AM came on board a Pilot Do. saw the Land bearing NNW 3 Leag: set Steerg. sails At 7 Parted Co. wth one of the Tenders she being bound to Waterford, The two tenders under Convoy in Co. Ventalated 1/2 an hour every watch.

The following explanation for the remarks made on 15 June is provided as clarity to better understanding the acronyms and abbreviations used. 

"Moderate, cloudy winds; at 3 p.m., ditto winds. At 5 a.m., came on board a pilot; ditto [also, at 5 a.m.], saw the land bearing north-northwest [at] three leagues; set steering sails. At 7 [a.m., we] parted company with one of the tenders, she being bound to Waterford [Ireland]. The two tenders under convoy [are] in company. Ventilated [the ship each] 1/2 an hour every [guard] watch."

Week/Day: Thursday, 16th

Winds: SbE; NbW; No.

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Moor'd in the Cove of Cork

Remarks: Do. w at 6PM fired a gun & made the signl. to anchor At 7 anchor'd in 7 fam. wa. At 8 Morr'd ship in Cork harbour found riding here his Maj: ship Falkland & Stork sloop Hard bowling Isd. WNW Cove NWBW at 7 unbent all ye sails & got down Topgallt yards At 8 the Stork sloop made the signal for all Mast. of mercht. ships Vent'd. 1/2 an hour &c.

Week/Day: Friday, 17

Winds: No.; NNW

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt. & Cloudy PM got Top Gt. yds. across. Empd. setting up the lower Rigging At 4 AM reced on board Beer & fresh Beef for the ships Co. Empd. Blacking the yards. Ventd. 1/2 an hour every watch.

Week/Day: Saturday, 18

Winds: SW; W; NW

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Fresh gales and Cloudy PM Empd. Stowing the Beer away At 9 got the sheet anchor over the side At 11 AM sent the Cutter on Shore for water Ventalated 1/2 an hour &c. 

Week/Day: Sunday, 19

Winds: SSW; SW

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt. & Cloudy sail'd hence a Brigg who saluted us with 7 Guns we retd. 5 At 1/2 pt. 4 sail'd a sloop who Saluted us with 7 we retd. 5 At 8 Reced on bd. fresh beef Ventalated 1/2 an &c.

Week/Day: Monday, 20

Winds: SW; WBS

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt. and Rainy PM Heel'd ship and Scrub'd the Larboard side of the ship At 4 AM Heel'd and scrub'd the Starbd. side of the ship Ventalated 1/2 an hour &c.

Week/Day: Tuesday, 21st

Winds: SW; WbS

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt. & Clear PM Tarr'd the ships sides At 1 AM Reced on board Beer and fresh Beef Ventalated 1/2 an hour every watch.

Week/Day: Wednesday, 22d

Winds: W; WSW;SW

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt. and Cloudy w: At 1 PM Fired 17 Guns being the Kings accession to the throne Ventalated 1/2 an hour &c.

Week/Day: Thursday, 23d

Winds: SSW; SW; ESE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Modt Gales with drizling rain middle pt calm At 2 PM saluted the Earl of Inchequin with 13 Guns he return'd 7 Do. bent small sails At 5 Empd. on Sundrys At 5 AM Bent Sails Do loos'd Foretopsail as a signl. for sailing At 10 Empd. Fleeting the Ratlines Fore and Aft Do. Punish'd Archibald Kell for drunkeness & abuse to his officer & John McLeod for Drunkeness & Neglect of Duty with a Dozen lashes each Ventd. 1/2 an hour &c.

Week/Day: Friday, 24th

Winds: ESE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: First and middle pt. modt. & clear At 1 PM came in here a ship from Bristol which saluted us with 9 Guns we retd. 7 At 4 AM Fresh Gales & cloudy Do. Heel'd ship & gave her a Boot top on the Larbd. side Ventd. 1/2 an hour every watch.

Week/Day: Saturday, 25th

Winds: SE; ESE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: First and middle parts modt. and cloudy At 1 PM came in here a ship from Bristol who saluted us with 9 Guns we return'd 7 PM employ'd fleeting the Ratlines latter fresh gales and clear At 4 AM heel'd ship and gave her a Boottop on the Starboard side Ventd. 1/2 an hour every watch.

[Folio two]

Week/Day: Sunday, 26th

Winds: ESE; SE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Moor'd in the Cove of Cork

Remarks: Modt & Cloudy PM Do. w: AM loos'd Foretopsl. & fir'd a Gun and made the signl for all Masrs. of Mercht men. Reced on bd. 4480 lo of Bread 12 firkins Butter 1460 l cheese & 892 Pounds Fresh Beef Draught of water abaft 16 Ft. 10 In. & Torn'd 15 Ft. 10 in height of midship Port 2 Ft. 9 In. Bent the Main & Foresail Work't the Ventalation 1/2 an Hour every Watch.

Week/Day: Monday, 27th

Winds: SE; SSE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Do w PM sent the Longbt. for water & compleated. do Excecis'd small arms Pass'd by his Maj: ship Yorks Prize, who saluted us with 7 Guns do ret'd 5. do came in a ship from Bristol and saluted us with 11 Guns do retd. 9 Work't Ventulator 1/2 an hour every watch.

Week/Day: Tuesday, 28th

Winds: ESE; SE; SSE; So.

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: First and middle pts. Light airs and Calm fine weather At 4 PM reced 9 men from the Hospital At 5 one of the Transports fired 7 Guns at which time the Troops began to Embarque, latter fresh Breezes & Cloudy at 10 AM Fired a Gun & made the signal for Unmooring Work't Vent. 1/2 an hour each watch.

Week/Day: Wednesday, 29th

Winds: Et; SE; NbE

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Do.

Remarks: Little Wind and Variable got the sheet anchor on the Gunnel AM a snow saluted us 9 Guns return'd 7 Compleated our water Work't Ventulated 1/2 an hour &c.

Week/Day: Thursday. 30th

Winds: SW; NW; NNW; WbN

Course:

Dist:

Latt:

Long:

Beargs. &c at Noon: Old Head of Kingsale; No. 3 Leags.

Remarks: Little wind and hazey weather with rain PM came in a ship from Bristol who Saluted us with 11 Guns, return'd 9. At 2 AM Fired a Gun and made the signl. to weigh do hoisted in the Longbt. At 1/2 pt. 3 weigh'd & came to sail in Co. with his Majesty's ship Falkland and Stork sloop with 43 sail of Mercht Vessels under Convoy At 11 fired a Gun and made a signal for the Weathermost of the Convoy to come under our Stern & the Headmost to shorten sail Ventd. 1/2 an hour &c.

[July 1757]

Week/Day: Friday, 1st

Winds: WbS; SWbS; NW; WNW; WbN; W

Course: S20ºW

Dist: 90'

Latt: 50º 07'

Long: 9º 48'

Beargs. &c at Noon: Old Head of Kingsale N20ºEt; Dt. 30 Leagues

Remarks: Modt and Cloudy At 2 PM in 2 Rf Topsails At 4 fired a shot at one of the Convoy to Shorten sail do fired a Gun and made the signal for the headmost ships to Shorten Sail 1/2 past bore down to the Falkland At 6 fired a shot at one of the Convoy to shorten sail do fired 2 Guns & made the signal for the Convoy to come under our stern At 8 in 3d Rf Topsails At 9 in 4th Rf main Topsail At 10 got down TopGallt. yards At 4AM Fresh Gales & hazey 40 sail in sight At 8 41 sail in sight At 9 fired a Gun & made signal for the Sternmost ships to make sail At 10 fired a Gun & made Signal for the Headmost ships to shorten sail At noon the Falkland, Stork & 40 sail in sight Work't Ventulator 1/2 an hour &c.

Week/Day: Saturday, 2d

Winds: W; WBN; W; WbN; W; NW; NNW; NWbN

NNW; NWbN

Course: S6ºW

Dist: 67'

Latt: 49 01'

Long: 9 58'

Beargs. &c at Noon: Cape Finister So. 2ºW Dist 115 Leagues; Lizard No. 71 Et. Dist 63 Leagues

Remarks: Modt Cloudy with thick wear. 1/2 pt. saw a Strange sail in the SE Qr. made the Falkland signal to chace At 3 lay too 1/2 pt. made the signl. for the Ships ahead to Shorten sail but not minding the signl. fired shot at them At 4 fired 2 Guns & made the signal for the Convoy to come under our Stern 1/2 pt. saw a Strange Ship in the SW Qr. & made the Falkland signal to chace At 5 made the signl. for Convoy to bear down under our Stern but they not regardg. it fired a Shot at them At 8, 43 sail in sight At 9 kept away for some of the Convoy being a great way to Leeward 1/2 pt. 1 AM handed Fore topsail At 2 set Do. At 8, 44 sail in sight At 9 Fired a Gun and made the signl. for the Headmost ships to shorten sail At 10 made the signal & fired a Gun for the ships a stern to make more sail At 11 made the Signal to speak wth. the Stork At 12 the Falkland made sail to speak wth. the Headmost ships they not minding the signal Ventulated 1/2 an hour &c.

[Folio three]

Week/Day: Sunday, 3d

Winds: WbN; So; NW; WNW; WbN; W; WbN

Course: S1ºE

Dist: 63'

Latt: 47º 57'

Long: 9º 54'

Beargs. &c at Noon: Lizard No. 51 Et. Dist 66 Leagues

Remarks: Modt Cloudy Unbent the Bt & Small Bowr Cables do sent the Falkland a Head to speak with the Convoy they not minding our Signals. Fired two Guns & made the signal for the Convoy to come under our Stern At 4 PM in 2 af Topsails At 1/2 pt. 5 saw 2 sail to the Wtward do made the signal for the Falkland to Chace At 6 Fired a Gun & made the signal for the Falkland to leave off chace Handed the Mainsl do saw a large Fleet to the SEd in 3 Rf Topsails Hauled down the Signal for ye Convoy to come under our Stern they paying no regard to it At 8 the two strange sail to Leeward bore EbS and the two to the Winward NWbN at 4 AM fired a Gun & made the signal for the headmost ships to shorten sail At 7 out 3 Rf Topsails saw a strange sail in the SW Qr. which we took for a Privateer made the Falkland & Stork signals to Chace At 11 fired a Gun & made the signl. Falkd. Work't Ventulated 1/2 an hour every watch.

Week/Day: Monday, 4th

Winds: W; WbN; W; WSW; WbS; W; WbS; W; WbN

Course: N59ºW

Dist: 20'

Latt: 48º 04'

Long: 10º 14'

Beargs. &c at Noon: Lizard No. 59º Et. 75 Leags.

Remarks: Fresh gales and Cloudy fired two Guns and made the signal for the Convoy to come under Stern do bore down to the Leeward ships of the Convoy the ships to Windward not regarding the signal At 4 PM fired two Guns At one of the Transports to windward who would not bear down & the signl. being out 44 sail in sight At 1/2 pt. 4 fired a shot at one of the Transports not minding the Signal At 8, 44 sail in Sight At 10 made the Storks signal to speak with her [----] the Kent Transport Henry Lawson Masr. 2 Shot, Neptune do. John Williams Masr. 1 shot for not bearing down tho' the signal was out from 12 to 4 in the Evening Work't Ventulator 1/2 an hour &c.

Week/Day: Tuesday, 5th

Winds: W; SW; SWbW; SWbS; SSW; W; So.;W

Course: WSW

Dist: 20'

Latt: 47º 50'

Long: 10º 53'

Beargs. &c at Noon: Old Head of Kingsale No. 17º Et. Dist 79 Leag.; Lizard No. 59Et. Dist. 84 Leagues

Remarks: Modt and hazey At 1/2 pt. 12 fired a Gun and made the Signl for the ships a Stern to make sail at 1 PM Fired a Gun & made the signal to speak with the Stork At 1/2 pt. 7 made the signl. and fired a Gun to K to the Wt.ward Little wind and hazey 44 sail in sight At 3 AM Modt & hazey Out 3d Rf Topsls. At 6 the Falkland made ye signl. for seeing 4 strange sail to the Wt.ward do made the Signl. for the Falkland & Stork to Chace 1/2 pt. 7 Fired a Gun & made the signl. for the Convoy to come under my Stern do made the Signal for the Stork to Chace to the SW At 10 fired a Gun and made the signal for the Falkland & Stork to leave off Chace At Noon 44 sail in sight Work't Ventulator 1/2 an hour &c.

Week/Day: Wednesday, 6th

Winds: SWbS; SW

Course: WNW

Dist: 38'

Latt: 48º 00'

Long: 11º 36'W

Beargs. &c at Noon: Old Head of Kingsale No. 30º Et. Dist 63 Leagues; Lizard No. 64 Et. Dist. 85 Leagues

Remarks: Modt and Cloudy In 2d Rf Topsails At 2 PM Fired a Gun & made the signl. for the Stork to leave off chace 1/2 past made the signl. & none to the NW 45 sail in sight At 8 Modt and Cloudy 44 sail in sight At 4 AM [----] 44 sail in sight At 8 little wind and Cloudy Out 2 Rf Topsails Fired a Gun made signl. for the ships a Head to shorten sail 1/2 pt. made the Storks Signal to chace in the SW Quar. At 10 made the signl. for the Convoy to come under our Stern. Work't Ventulator 1/2 an hour &c.

[Folio four]

Week/Day: Thursday, 7th

Winds: SW; SWbW; NW; NNW; No.; NEbN; NE

Course: SW1/2W

Dist: 66'

Latt: 47º 20'

Long: 12º 53'

Beargs. &c at Noon: Old Head of Kingsale No. 29 Et. Dist 90 Ls.; Lizard No. 66º Et. Dist. 101 Leagues

Remarks: Modt. and hazey made the signl to speak with the Stork At 6PM Fired a Gun and made the signal to K. to the Westward At 7 Brot to with the main Topsail to ye mast 1/2 pt. 8 fill'd main Topsail Modt. & hazey In 2d Rf Topsails 44 sail in sight At 12 Modt. and Cloudy At 4 AM Do. wr: At 8 Do. wr: Out 2 Rf Topsails At 10 little wind and Cloudy Exercis'd Great Guns and small arms at Noon Do. wr: Brot too wth. Main topsail to the mast 44 sail in sight Work't Ventulator 1/2 an hour every Watch.

Week/Day: Friday, 8th

Winds: NEbN; ENE; ESE; SE; ESE

Course: SW1/2S

Dist: 74'

Latt: 46º 30'

Long: 14º 01'

Beargs. &c at Noon: Old Head of Kingsale No. 29 Et. Dist 125 Leag:; Lizard No. 58º Et. Dist. 134 Leagues

Remarks: Modt. and Cloudy lay too for the Convoy 1/2 pt. 1 PM bore away and made the signl. for the Sternmost Ships to make more sail Exercis'd small arms At 6 Brot. too 1/2 pt. 7 In 2d Rf TSls. At 8 Light airs and Cloudy 44 sail in sight At 9 AM Fired a Gun and made the Signl. for the Sternmost Ships to make more sail At 10 made the Falklands Signal to Chase to the SE Brot: too and made the Convoy come under our Stern Exercis'd Great Guns At Noon 44 sail in sight the Falkland still in Chace Work't Ventulator 1/2 an hour &c.

While part of Colonel Fraser's convoy separated from Enterprize off Sable Island, a small island situated about 300 km (190 mi) southeast of Halifax, Nova Scotia, the colonel's group arrived at port on 24 August 1757. Enterprize spent a few extra days at sea, finally setting anchor on 29 August, not before encountering HMS Newark, transporting Vice Admiral Holbourn, the Invincible (Read Admiral Hardy), the Grafton (Commodore Holmes), and 13 additional sails of the line. All the longboats belonging to the admiral's fleet replenished Enterprize with much needed fresh water. She departed port a few days later for a quick layover at Boston Harbor.

Works Cited:

 

Donkley, John, TNA, ADM 51/313; Two additional journals covering this voyage are available: Masters Journal. TNA, ADM 52/844, and Lieutenant's Logbook for HMS Enterprize, 1757-1759. Royal Museum Greenwich, London, ADM/L/E/119.

© Jeffrey Campbell, Fraser's 78th Regiment of Foot, 2023.

Fair Winds Home

An 18th-century British army transport ship valiantly cuts through the high seas, its prow splitting the water as towering waves crash against its weathered but resilient wooden hull. Adorned with the regal crimson and gold of the Royal Navy, the vessel commands attention as a proud symbol of imperial power and determination. Three soaring masts rise defiantly into the storm-darkened sky, each fully rigged with taut, wind-filled sails that ripple like battle standards. Amid the chaos of the ocean, disciplined crew members move with practiced efficiency across the deck, their figures silhouetted against the sea spray and the thunderous rhythm of conquest. (Jeffrey Campbell, Sovereign Wind and Iron Seas, 2025)

Fair Winds Home

The instructions for disbanding and reducing the corps in North America were issued on 17 May 1763, by the War Office in London. And while a plan was put in motion on which regiments would remain in defense, the two Highland regiments commanded by Colonel Montgomery (77th Foot) and Colonel Fraser (78th Foot) were not addressed in the extremely detailed seven-page summation. The task of notifying both these colonels, including Lascelle's 47th Foot, Gansell's 55th Foot, Erskine's five companies, and others, was delegated to Secretary of State Charles Wyndham, 2nd Earl of Egremont for the Southern Department. That same day, Secretary-at-War Welbore Ellis wrote Egremont the following letter [TNA, WO 4/72, p.426].

War Office, 17 May 1763

My Lord,

I had the honor sometime ago, to submit to your Lordship's consideration, a Paper containing the intended disposition of His Majesty's forces; in which the Corps mentioned in the margin hereof, were propos'd to be brought to Great Britain, and Ireland, together with the reduced men of the 17th, 42d, 44th, & 45th Regts. If your Lordship should have no objection, you will take the King's pleasure thereupon, and be pleased to give such directions as you shall think proper, relating to transporting the said men, From North America to Europe.

I have the honor to be

My Lord, &c

W Ellis.

[To]

Earl of Egremont &c.

[Left margin]

For Great Britain

1st Foot. Erskine's 5 Compy's

77th Montgomery's

78th Fraser's

For Ireland

47th Lascelles's

55th Gansell's

Note: Egremont's notification letter to the various commanders has not been located.

Royal Bounty Money

Five months later, in October 1763, after a grueling 7-year war in North America, the funding of 14 days of subsistence was provided by the British Government to the soldiers of the 78th Regiment to carry them home to Europe. The money (referred to as Royal Bounty Money) was meant as an offset to supplement the costs of a service member's meals and travel expenses. Under this declaration, each man, either single or married, was funded at the daily rate of four shillings, eight pence (or 56d.) for related travel expenses. 

The funding outlined in the following document, when referenced in concert with the official Embarkation Return of the 47th and 78th Regiment, will assist in determining the final makeup of passengers of the 78th Regiment who returned to the United Kingdom two months later. Unfortunately, a named manifest is not available. The funding of three shillings of sword money, a stipend given to corporals and private soldiers for turning in their swords, was annexed separately. It is thought that any of the original serjeants brought swords with them when draughted from other regiments.

Signed by Governor James Murray (countersigned by H.T. Cramahé), the warrant allows for the funding of 80 pounds, two shillings to Paymaster Captain Alexander Campbell of the 78th Regiment (or his assigns) and reads as follows:

By the Honble James Murray Esq:r

Governor of Quebec &c.

You are hereby required and directed out of such monies as are or shall come into your hands for the Contingent Expenses of His Majesty’s Forces under my Command, to Pay or cause to be paid to Capt. Alexander Campbell Paymaster of His Majesty’s 78th Regiment of Foot or his assigns, the sum of Eighty Pounds, two shillings Sterling, in Dollars at four Shillings and eight Pence each without Deduction, being for fourteen days Subsistence for each man to carry him Home, and His Majesty’s Royal Bounty of three Shillings for their swords as p. the annexed amount, and for so doing this with the acquittance [sic] of the said Captain Alexander Campbell or his assigns, shall be your Sufficient Warrant and Discharge.

Given under my Hand at Quebec

This 17th Day of October 1763

/Signed Ja: Murray

[left margin]
Ster:
£80 “ 2 ~
Dollars

To John Powell Esq[ui]r[e]
D[eput]y. Paym[aste]r: to His Majesty’s
Forces in Quebec

/Countsd H T Cramahé

Old English Money

The history of English money dates back to shortly after the Norman Conquest of 1066 when the monetary British pound was divided into 20 shillings or 240 pennies. 

Before the year 1971, the British currency was originally divided as follows:

• pounds (£ or l.)
• shillings (s.) and
• pennies (d.)

Under this system, there were 12 pennies (or pence) in one shilling and 20 shillings (or 240 pence) in one pound. Pence were further subdivided into farthings and half-pennies as late as 1969 when they were abolished as legal tender throughout the United Kingdom. And by applying a wee bit of math, we're able to identify the ratio of soldiers to dependents authorized to sail home in October 1763.

The math:

£80 (pounds) multiplied by 240d. (pence per pound) equals 19200d. Add 2s. (shillings, or 24d.) for a total of 19224d. Further divide 19224d by the daily rate (4s., 8d. each soldier, or 56d.) for a total of 343.28.

 

Funding was provided for 343 soldiers to return home.

Embarkation Return

Simply put, the embarkation return, dated 12 October 1763 at Quebec, was a numerical manifest of passengers who set sail on board the two transport ships Briton and Neptune to Glasgow, Scotland, and Portsmouth, England, respectively. As each transport was originally built to carry one man per tonnage (a measure of the cargo-carrying capacity of a ship), it was necessary to refit both vessels to support two men per tonnage, essentially doubling the cargo weight. Since both transports departed Quebec a few days later, it would be necessary to complete the work while underway.

Transport ship: Briton

Shipmaster: Josias Hutchinson.

Built: 1762, Parr & Co.

Original tonnage: 140

Passengers: 78th Regiment - 283; 4th Battalion, 60th Royal American Regiment - 2.

 

Refit included:

• 12 planks of two-inch, each one hundred twenty boards.
• 300 of two shilling nails.
• 300 of 12d. nails.
• 300 of 8d. nails.
• 150 bricks of lime (to make an area for officers to cook provisions).
• 20 water butts.

Extra bedding material was requested to the Agent of Transports at New York, however, none was available to provide. [Library and Archives Canada, Microfilm C-12837, image 489; W.O. 34, vol. 2, no. 121].

 

Briton arrived on 25 November 1763 in Glasgow, Scotland, and the soldiers disbanded on 14 December at Glasgow Green, a park situated on the east end of Glasgow, on the north bank of River Clyde. While some men with time remaining on their contracts continued service in North America, 43 men that paid to take their discharges in lieu of "were not be entitled to His Majesty's Bounty" [Lord George Beauclerk to Welbore Ellis, 5 Dec. 1763. W.O. 1/615, p.595].

Transport ship: Neptune

Shipmaster: Edward Symonds

Built: unknown

Original tonnage: unknown

Passengers: 78th Regiment - 76 invalid men, women, &c.; 47th Regiment - 98 invalid men, women, &c.; 2nd Battalion, 60th Royal American Regiment - 58 invalid men, women, &c.

Refit included:

• 50 boards with nails.
• Additional artificers to fit more births.
• 10 water butts.

Extra bedding material was requested and provided for by the Agent of Transports in New York. [Library and Archives Canada, Microfilm C-12837, image 491; W.O. 34, vol. 2, no. 121].

 

Neptune arrived on 1 December 1763 in Portsmouth, England, allowing the invalid men an opportunity to seek medical care at Royal Chelsea Hospital, London. She also sustained damage making her way through the Catwater as chronicled in the following contemporary letter.

"...On Thursday last the Neptune Transport arriv'd from Quebec with Troops, the Master of her informs me he drove her ashore in Catwater and is apprehensive she has receiv'd some damage; If it is anything material I shall acquaint you, if not shall order him to proceed to Deptford agreeable to your desire to me on that head [Fredk. Rogers, Plymouth Yard, 4 December 1763. TNA, ADM 106_1128, p.277].

Of the 359 passengers of the 78th Regiment who embarked on the voyage home, 343 are identified as soldiers, while the remaining 16 passengers consisted of women and children.

Disbanding Orders for the 77th and 78th Regiments

Letter of Welbore Ellis (Secretary at War) to Lord George Beauclerck (Commander in Chief, Scotland), War Office, 30 November 1763.

[Left margin]

Orders and Instructions for 

disbanding the 77th Regt. of

Foot, commanded by Colo. Montgomery

George R.

Whereas We have thought fit to order the 77th Regt of Foot commanded by Our Trusty & Welbeloved Colonel Archibald Montgomery to be forthwith disbanded; Our Will and Pleasure therefore is, that you, or such Person or Persons as you shall appoint for this Service, do repair to the Quarters of Our said Regiment and disband them accordingly, in doing whereof, the following Rules are to be observed.  Viz.:

1st – Before such Disbanding, you are to cause an exact Muster to be taken of the said Regiment, which you may draw together at one or more of the several respective Quarters, or Places adjacent, as you shall see most convenient, and give an Account of their Condition and numbers, at the Time of their Disbanding, to Our Secretary at War for Our Information.

2dly – And Whereas Our Intention is only to pay off, at present, and clear the noncommissioned Officers and private Soldiers of Our said Regiment, and give an Allowance of Half Pay to the commissioned Officers, from the Time of their Disbanding, you are to take care before their Disbanding, that the Quarters of Our said Regiment be duly satisfied; that the Accounts between the noncommissioned Officers & private Men and their Officers, be made up to the Day of their Discharge, and that they be fully satisfied and paid their Arrears, or other just Pretentions whereof the said Officers are to produce Acquittances and Discharges from them respectively.

3rdly – That care to be taken that the [380] Arms delivered out of Our Stores of Ordnance, and indented for, be returned thither again, and Acquittances taken for the same.

4thly – That care be taken that each noncommissioned Officer and private Soldier hereby to be disbanded, be permitted to carry away with him his Cloaths, Belt, and Knapsack which he now wears, and that each private Soldier, Corporal and Drummer, be paid three Shillings for his Sword, which is to be delivered with the other Arms into Our Stores of Ordnance; And We being pleased to allow each Serjeant, Corporal, Drummer and private Man, who shall be hereby disbanded, fourteen Days Subsistence, as of Our Royal Bounty, to carry them home, you are to cause Payment to be made of the same, to each of them respectively, out of such monies as shall be advanced for that purpose, and to take Receipts for the same, from each noncommissioned Officer and private Soldier respectively, & transmit them to Our Paymaster General as Vouchers for the Bounty Money so paid, and you are to send to Our Secretary at War, an authentick [sic] List attested in the best Manner, by yourself, or Officer commanding Our said Regiment, of the Names of the noncommissioned Officers and Private Soldiers so disbanded, and to give them Passes in case they shall desire the same, to the Places of their former Residence, allowing them a convenient Time to repair thither, & giving them likewise in strict Charge, that they do not presume to travel with any Arms, nor more [381] than three in Company together, upon pain of the severest Punishment.  

       And to the ends the said noncommissioned Officers and private Men may be sensible of the Care We have taken of them upon their Dismissions, you are to cause These Our Directions to be read at the Head of each Company for a more ready Compliance with Our Pleasure hereby signified, and see the same be put in Execution.  Given at Our Court at St. James’s this 30th Day of November 1763, in the fourth Year of Our Reign.

                                  By H[is].M[ajesty’s].C[ommand].  

                                                W. Ellis

To

Our Trusty and Welbeloved George Beauclerck, Esqr (commonly called Lord George Beauclerck) or to the Person or Persons appointed by him for the Service within mentioned.

Like Orders and Instructions, of the same Date, for disbanding the 78th Regiment of Foot, commanded by Colonel Simon Fraser.

Source: TNA, WO/26/26, pp.379-381.

A very warm "thank you" to Mr. Earl Chapman, 78th Regiment Historian, for his transcription of our document of the disbanding orders.

Notes:

James Murray - joined the British army in 1739/40 and served in the West Indies and Europe. Sent to North America in 1757 as a lieutenant colonel during the Seven Years’ War, he commanded a brigade in 1758 during the successful British siege of Louisbourg, in what is now Nova Scotia, under Jeffery Amherst. He was one of General James Wolfe’s three brigadiers in the British expedition against Quebec in 1759. After the British captured the city, Murray was made its military governor. When the French capitulated in 1760, he became military governor of the Quebec district; he became the first civil governor of Quebec after its formal cession to Great Britain in 1763 [Encyclopedia Britannica, 3 September 2022].

Hector Theophilus Cramahé - a Swiss by birth; appointed Captain of the 15th Regiment, March 1754; served with the army in Louisbourg; appointed Deputy Judge-Advocate, 1759. After the capitulation of Quebec, September 18, 1759, he acted as Secretary to General Murray at Quebec; became Member of the Council in Quebec; and was appointed Lieutenant-Governor of Quebec, June 6, 1771, and continued in office till 1782  [Earl Chapman, 78th Regiment Historian].

Captain Archibald Roy Campbell (1728-1779) - youngest son of John Campbell of Fortingall and Glenlyon who died in 1746, "Archie Roy" as he was commonly known,  was gazetted a lieutenant on January 23, 1757, in Captain John MacDonell’s Company of Colonel Fraser's then-Second Highland Battalion; listed among the officers who sailed for Louisbourg in 1758; wounded at the battle of Plains of Abraham on September 13, 1759 [PRO, C5/51], made captain-lieutenant on December 13, 1759; wounded again at the battle of Sillery on April 28, 1760; promoted to captain on April 29, 1760 "in room of" Donald Macdonell killed. The following year his company was in garrison at Berthier, Quebec; commanded a company when the regiment was disbanded in 1763 and exchanged to half-pay. The London Gazeteer and New Daily Advertiser, Wed. Dec. 29, 1779, reported that “Capt. Archibald Campbell, of the late 78th regiment of foot" died of old wounds reopening on December 16, 1779 "At Armaddy in Argyllshire, Scotland" [Marie Fraser, Clan Fraser Society, Toronto, Canada].

Works Cited:

Orders and instructions for disbanding and reducing Forces in North America (royal autograph), May 1763. Kent History and Library Centre, U1350/O43/9B.

James Murray, Subsistence funding for the 78th Regiment, 17 October 1763, LAC, Microfilm C-10462, image 795: Letterbook/Copie de lettres, 1763-1771, RG 4, C 2, vol. 1.

Embarkation Return of the 47th and 78th Regiments (12 October 1763). Kent History and Library Centre, U1350/O53/6.

©  Jeffrey Campbell, Fraser's 78th Regiment of Foot, 2022.