Convoying Tobacco Merchantmen from Chesapeake Bay in the 1690s
Much Content: Enemy Action. Shipwrecks. Commercial Trade from Philadelphia. Many American Ships Named.
17th-Century Logbook Compiled by the Future Lord of the Admiralty Charles Wager
An original 17th-century manuscript logbook of the HMS Greenwich, kept by Captain Charles Wager, early in his career and still decades before his appointment as First Lord of the Admiralty, in which capacity he served from 1733 to 1742. The present logbook relates to Wager's command of a squadron convoying merchant ships involved in the Atlantic tobacco trade, specifically the Chesapeake coasts of Virginia and Maryland. The main log covers the period between April 1696 through April 1698, with some gaps, including several months in the section relating to the return to England. There is also a fragment of an earlier Greenwich log kept by Lieut. Arthur Bass beginning in 1695.
The main log by Capt. Wager begins April 22, 1696. Entries record preparations as well as the voyage itself, whose purpose was to convoy a fleet of tobacco merchantmen back to England from America. On August 5, 1696 Wager records his arrival off the coast of Virginia. In addition to sail activity and the usual weather reports, the log records many interesting details of convoy duty. Most notably Wager records the wreck of an English flyboat, the Ruth & Mary, found abandoned on shore near Cape Henry, near where part of the convoy had been temporarily lost in a storm. Wager discerned from the flyboat's journal that the Ruth & Mary had been taken by a French gunboat. He even found the abandoned vessel's surgeon on shore who informed that indeed they had been taken by one of the squadron of the famous Bernard Renau d'Elissagaray (1652-1719), a famous French ship designer known for his elliptical theory of design. He was also called Le Petit Renau, apparently due to his small stature. In the 1690s, he captured several richly laden English merchantmen. Wager learned from the abandoned flyboat's surgeon that Renau's squadron consisted of seven ships that "Cruise off the Havana for the Spanish Flota." The Spanish flota was the Flota de Indies or Caribbean treasure ships that carried New World bullion to Spain. Apparently, Renau was engaged in protecting the Spanish galleons out of Havana, but his squadron no doubt also engaged in a little privateering in the deal.
At another point, while still en route to America, Wager encountered a sloop from Philadelphia bound for the Caribbean (Turks Island) for a load of salt. This is a very early reference in a log to a ship out of Philadelphia.
From October 20, 1696 - March 25, 1697, Wager was staging the convoy along the York River near Yorktown and Williamsburg, where he found most of the merchantmen he would escort back to England. He records the names of several of the merchant ships, including the Edward & Francis (Capt. McCall), the Trigany, the Levett & Virginian, the Ransom (at Tindall's or Tyndall's Point, now Gloucester Point), the Buckshore, and others. He records meeting with several captains as well. On March 26, he sent a boat out to Mobjack Bay to meet a ship, "one of our Fleet, from Maryland."
Accompanying the logbook is a manuscript document signed by T. or J. Burchell, recording the receipt of a journal by Lieut. Arthur Bass (or Basses), also of the Greenwich, covering the earlier period of March 13, 1695 through May 8, 1696. A 4-page fragment of Bass's journal is present here, which mentions the Greenwich being refitted at Blackwall: "From ye 29:th of December 95 to ye 13:th of March 95/6 our Shipp lay in Sir Henry Johnsons Doack att Blackwall." Henry Johnson (c. 1623-1683) was a leading English shipbuilder based on the River Thames. Johnson, also an MP who sat in the House of Commons in 1679, was a vigorous participant in the great mercantile expansion after the Restoration.
Excerpts from the log:
May 27, 1696: ... this morning at 5 unmoar'd... at noon anchor'd at Cows [Cowes?] in 13, fm. where is rideing ye Virginia Fleet.
May 29: .... Moar'd Ship this morning at 4 unmoard, at 1/2 pt. 9 Came to saile with ye Arundell, Oxford & 3 Mast Shipps for New England. The Loyall Merch:t Prince of Orange, & Hawke T.pp with 91 saile of Mech.t men for Virginia with me, at noon we where a breast Jack of ye Baskett.
May 30: ... The Boates having lightened ye Jarrey in ye afternoon she gott off from ye No. side where she Ran ashore turning down 2 days agoe a 1/2 pt 2 afternoon Lanch'd in So. Yarmouth roade with all ye Fleet this morning at 4 Came to saile, at 10 ye Loyall Merch.t & Oxford was sent to Plymouth to hasten ye Shipps there (bound our way) out. The Jarrey is in our Company.
May 31: ... at 6 in ye Evening ye Start bore WbS, at which time we brought too & lay til this morning day light, then bore away & brought too off Plymouth for ye Shipps these who are not yet come out.
June 5: ... One of our Convoy broke her forey.d, her foremast being sprang before, thee Arundell took her in tow.
June 6: ... I spoke with a Venetian from Cales bound to Amsterdam & at 10 with 28 saile of English, & Dutch Mercht.man, from ye streights for England.
June 15: ... ye hawke Stpp. carried away her Main, & Mison topmts. this morning We spoke with an English pink [a kind of small to medium-sized ship characterized by a narrow stern, noted for good handling in rough waters] bound to ye W. Ind. Islands
July 19: ...at 3 afternoon spoke with a Sloop from Philadelphia whence she came 3 days agoe bound to Turks Island for Salt [Turks Island in the Caribbean was an important source for salt in the 17th-century, also a noted pirate hangout]
July 31: ... Came up with them being a Ship and a Brigatine from Maryland bound for England; 5 of our Company lost us, so we are now together only the Prince of Orange & 3 Merch.t Men, One of which Mett with us, as we Chas'd.
Aug. 6: ... in the afternoon Mett with a flyboate at an anchor about 10 Ls. ? of Cape Henry. Sent my Boate, found no body abd. her, in ye Evening sent my Long Bt. to get her off she having lost all her M[as]ts. but foremt. & lost her Ruther, at 7 I anchor'd off Carretuck in ? fm. with the Prince of Orange & 2 Mercht. Men who waid this morning & stood towards the Capes the rest being gone before. I find by the Flyboates journall she has been taken by the French, our Boates are warping her off as fast as they can. This day at noon one of our Fleet passed by standing for the Capes.
August 7: ... I sent my Boate ashore who brought off the Surgeon of ye sd: Flyboate. He informs they were taken by one of Monsieur Renau's Squadron which Consists of 7 Saile who Cruise off the Havana for the Spanish Flota. The Flyboate losing her M[as]ts in a storme was driven on this coast. This morning I ordered the Prince of Orange to take her in tow so soon as she is far enough aft. [Bernard Renau d'Eliçagaray (1652-1719), also known as Le Petit Renau, brilliant French naval officer and ship engineer].
August 10: ... I anch'd in 7 fm Cape Henry... at 6 weigh'd againe, at 8 anch'd in... Cheaseapeake Bay. This morning at 1/2 past 4 Came to saile at 6 anch:d in 4 fm. being very foggy.
August 11: ...at 1/2 past 4 we weigh'd, at 8 anch'd in 10 fm. 1/2 at the Mouth of the York River. This morning at day light weighed & at 5 anch'd farther up in 11 fm. Moor'd Ship The Prince of Orange & her tow anch....
August 18: The Loyall Merchant anch.d here, and the 26th the [Fipp?] who had lost all her Masts in the storme; one of [our] convoys the Intelligence came in here 7ber. 5th who also had lost her Masts in the Storme & afterwards was taken & plundered & soe lett goe againe. Sep.tr. 24th I sent the Prince of Orange to Maryland, the Fipp? quite rigg'd over 19th.
Oct. 20, 1696 - March 25, 1697: York River. Remoov'd Ship nearer ye North shore Anchoring in 7 fm. Novr. ye 11th ye Edwd. & Francis Capt. M'Call anch.d here from Carolina, & ye 14th d[itt]o Bagwell out of ye Bay. & Decemb: 1st...The 24th Janry. thou Mercht. ships ye Levett & Virginian anch'd here from England. The 27th Do. a Signall for M'Ca: The 15th of Febr. [Trigany?] came downe & I sent ye ? ship to [?] ye Virginian sailed with her. The 20th D[itt]o. Buckshore came down here & Ransom to Tindalls poynt...March ye 8th Loos'd foretops:le in ye Top, The 12th D[itt]o Cooke Came down & ye 19th Capt. Wilds, The 22 Do. haul'd home foretops:le, The 25th Do. at 4 in ye morning unmoor'd & at 7 Came to saile with ye Loyall Merch & Trigany...
March 26, 1697: A fresh gale some Rain sent my Boate to a Ship in Mopjack [Mobjack] Bay, being one of our fleet, from Maryland.
March 27: ....at 1/2 pt. 2 Came to Saile steer'd between ye SE & ESE borrow'd in 7 fm. on ye Spitt & sometime in 3 on ye Broaken grounds - At 7 in ye Evening anch.d in 5 fm. Cape Henry... I sent my Boate in for ye Master of ye St. Albans prize to carry us into James River, who this morning came aboard, & about noon came to saile [Trigany Rid?] fast.
A fresh gale fair weather at 1/2 pt. 2 afternoon wee anchor'd in Lin Haven Bay [Lynnhaven Bay] in 6 1/2 f[ath]m
Then follows a gap in entries until Jan. 1698, where the log picks up again in England, with entries dated through April 1698. These latter entries in England were made at The Downes (“ye Downes”), an anchorage in the English Channel off the coast of Kent, near the town of Deal. During the late 17th century, this area was particularly significant for seafaring and shipping, particularly as the anchorage allowed ships to lie relatively safe from storms and from enemy fleets, making it an essential staging area for naval operations and a gathering point for merchant convoys.
An unbound bifolium (with old horizontal fold marks), certifying the receipt of the earlier separate section of the Greenwich journal mentioned above, compiled and delivered by Lieut. Arthur Bass (or Basses), reads as follows:
I do hereby certify that a Journall was this day delivered into this office of Lieutenant Arthur Basses Lieutenant of his Majesty's Ship the Greenwich of the proceedings of the said shipp between the thirteenth of March 1695 and the Eighth of May 1696. Cert 23d d
[J. or T. Burchell?]
Context: Atlantic Tobacco Trade
In the late 17th century, the Chesapeake region of Virginia and Maryland emerged as the heart of tobacco cultivation in North America. The fertile soil and favorable climate provided ideal conditions for tobacco farming, which became the economic backbone of the region. Tobacco was labor-intensive, and its profitability spurred the importation of enslaved Africans, dramatically altering the demographic and social landscape of the area. British merchants continued to bring in large numbers of enslaved Africans. Between 1675 and 1695, about 3,000 Africans entered the Chesapeake region to be put to work mostly on the tobacco plantations of Maryland and Virginia. By the end of the 1600s, tobacco was not just a crop; it was a commodity that dictated trade routes and economic policies between America and England. Merchant ships heavily laden with tobacco bales would make the perilous trans-Atlantic journey to England, where tobacco was in high demand not only for consumption but also as a medium of exchange.
Against this backdrop, Charles Wager's manuscript logbook of HMS Greenwich opens a window onto the naval operations that were integral to protecting this lucrative trade. Commissioned in 1695 as captain of the Greenwich, Wager was tasked to escort and protect the fleet of merchant ships carrying tobacco from the Chesapeake to English shores. His logbook records the challenges and events of these voyages, including encounters with French privateers and the recovery of English ships lost or damaged at sea. This manuscript not only underscores the strategic importance of the tobacco trade but also highlights the naval prowess that was necessary to safeguard economically important colonial interests.
HMS Greenwich
The HMS Greenwich, a 54-gun 4th rate ship of the line was part of the program approved by the Naval Committee and was built at Woolwich by Christopher Pett. In near continuous action from her commission in 1666, she took part in the attack on Camaret Bay (Brest) in 1694 before her next Captain, Richard Finch assumed command. Her next recorded Captain was Charles Wager. HMS Greenwich was rebuilt at Portsmouth in 1699, again as a fourth rate, and served until 1744 when she was wrecked.
Biographical Sketch of Charles Wager
Charles Wager (1666-1743) had a very distinguished naval career which culminated in his appointment as First Lord of the Admiralty, a position he held from 1733 to 1742. Born to a modest family, Wager rose through the naval ranks with a combination of skill, bravery, and leadership. He first commanded the Newcastle in 1694, and by 1695, he was captain of the Greenwich. His early career was marked by important roles in convoying merchant ships, particularly in the tobacco trade from the Chesapeake region.
Wager later had major roles in significant naval engagements, including the Battle of Cartagena during the War of Jenkins' Ear, where his strategic acumen was on full display. His leadership style and decisive actions during multiple conflicts bolstered British naval supremacy, influencing maritime policy and strategy. Wager's contributions to the Royal Navy were many, and his legacy was characterized by a period of enhanced British naval power and expanded maritime commerce. This rare original logbook stands as an early primary source document for colonial American tobacco trade in the late 17th century.
Rarity
Such original logbooks relating to the 17th-century Atlantic tobacco trade are rare in the market.
Admiral Sir Charles Wager PC (24 February 1666 – 24 May 1743) stands as a prominent figure in the annals of British maritime history, embodying the dual roles of a seasoned Royal Navy officer and a shrewd political leader. His tenure as First Lord of the Admiralty from 1733 to 1742 was marked by both commendable successes and notable challenges within the complex geopolitics of 18th-century naval warfare.
Born in the wake of the English Restoration, Wager's lineage was steeped in naval tradition. His father, Captain Charles Wager, who started his maritime career in the merchant service, made an indelible mark by escorting Charles II back to England. The elder Wager’s reputation for capability and integrity was noted by Samuel Pepys, the famous diarist, who praised him as a "brave, stout fellow." After his father's passing, Charles Wager's stepfather, Alexander Parker, a Quaker merchant, and his maternal grandfather, Vice-Admiral William Goodsonn, further cemented his nautical inheritance.
Wager's early naval career was marked by rapid advancement and diverse assignments, reflecting his adeptness in both combat and leadership. During the crucial period from 1695 to 1698 aboard HMS Greenwich, Wager commanded the vessel with distinction, safeguarding colonial trade routes and asserting British naval power in the Atlantic.
It was during this time, particularly in the years following the Glorious Revolution, that Wager's skills came to the forefront. His strategic actions in escorting and protecting merchant convoys across the perilous waters from the Chesapeake were instrumental in maintaining the flow of tobacco, a significant commodity for the British economy of the time. His command of the Greenwich during this period was characterized by deft maneuvers and an unwavering commitment to his duty, attributes that would define his later career.
As Wager's reputation for naval prowess grew, so did his involvement in larger scale operations. His most renowned engagement came with Wager's Action off Cartagena in 1708 during the War of the Spanish Succession. This victory, wherein he captured a Spanish treasure galleon, not only enriched the British coffers by over £60,000 in silver but also cemented his status as a national hero.
Wager's administrative acumen was tested when he ascended to the role of First Lord of the Admiralty. Here he grappled with the pressing issue of naval manpower, a reflection of the larger social and economic strains of early 18th-century Britain. Despite the criticisms aimed at his leadership, it was under Wager's stewardship that the Royal Navy maintained a formidable presence, underpinned by advanced dockyard infrastructure and a robust global network of bases and supply chains.
The period of Wager's influence saw the Royal Navy's reach extend with new bases, particularly in the Caribbean, a region critical to British imperial interests. His tenure was marked by the expansion and modernization of the Royal Dockyards, the development of the victualling yards, and the centralization of naval administration.
Wager's political savvy was equally evident in his contributions to the expansion and maintenance of Britain’s overseas holdings, safeguarding commerce and reinforcing the security of British colonies. While his strategic decisions, particularly regarding the construction of warships, would draw later scrutiny, his contributions to British naval dominance cannot be understated.
Upon his death on 24 May 1743, Admiral Sir Charles Wager left behind a complex legacy as a man who stood at the helm of the Royal Navy during a pivotal era of expansion and conflict. His vision and decisions, while sometimes contested, played a significant role in shaping the trajectory of British maritime power in the 18th century.