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In 1834, Philip went into partnership with Thomas B. The partnership was relatively short-lived, ending in c.1837. We thank 'northern_collectables' for that fine data, part of their e Bay listing. Never answering for his crimes, he died on May 14, 1945.See here for a little more about Simey - but if you can tell us more, please do so. In 1843, Philip's son James (married twice - 16 children, 10 girls & 6 boys, image at right) then just 20 years of age, took over his father's business at Deptford (his father was then 71 years of age). The above confirms what I had earlier read that the company had to stop operating in 1908 & had liabilities way in excess of its then assets. A cargo ship, but it carried passengers so it probably was a passenger/cargo vessel. A cargo liner, with accommodation for 10 passengers. From 1 ('plimsollshipdata.org', Lloyd's Register data, 1930/31 & 1931/32), 2 (Miramar, link, you now must be registered to access). long (91.4 metres) perpendicular to perpendicular, speed of ? Geoff indicates that he cannot spot any indication of another bridge behind the railway bridge. Per 1 (Miramar, link, you now must be registered to access). Gayner, of Sunderland, who I now see still owned the vessel in 1908/09 per Lloyd's Register ('LR'). 1910, the vessel was dismasted off La Plata, Argentina, & was towed in that condition into Pernambuco, now Recife, Brazil, ii) that in Mar. Kirsten), of Hamburg, since the vessel was sold by them, in 1898, to 'Deutsche Dampfschifffahrts-Gesellschaft Kosmos' (DDG Kosmos), also of Hamburg. The nearest island was 2 miles distant & at dawn a scouting party went to the island & sought help from 4 Maldivians gathering coconuts. It also was engaged, however, in other areas, including the carriage of cotton & grain from New Orleans, likely to Manchester. Which would adjust the image dating to the late 1920s at the latest - since from 1927 to 1929 the road bridge with its distinctive arch was being built to replace the previous road bridge that had no arch at all. The image I show is not even, of the entire available image! You can see the whole set here & can see this particular image here. I suspect so.), 4 (Miramar, link, you now must be registered to access). 69.0 metres long perpendicular to perpendicular, 226.5 ft. The webmaster has a single LR ex Google Books available to him which lists the vessel, see at left. 1911 the vessel was sold (to whom I wonder) with no change of vessel name, iii) that during WW1 Wychwood was used as a naval receiving ship off Kirkwall (Orkney Islands, I presume), iv) that she later became a barge & was broken up at about 1923. Soon they returned to the ship with eight small vessels intent not upon helping but rather upon looting Umona. 24, 1891, on service to Sydney, New South Wales, Australia. Acquired for the company's weekly freight service between Rotterdam & Baltimore, Maryland, U. While detail is not WWW available, the vessel stove in some plates at Latchford, & met with other accidents in the Manchester Ship Canal, either through bad steering, or bad pilotage. 28, 1894, the New York Times advised that both Venango & Govino (built by Laing of Sunderland, in 1892) were a week overdue at Baltimore, having encountered a storm on their voyages from Rotterdam. I read that the company ran into financial difficulties & in 1906 Furness Withy & Co. From 1 (item #26, page in Norwegian, Asp), 2 (2nd Onega), 3 (Miramar, link, you now must be registered to access).

The 'new company' was also, I read, named 'Sir James Laing and Sons Limited.'James Marr, [(1854/1932), later (1919) Sir James Marr, obituary etc.], an experienced shipbuilder who was Managing Director of Joseph L. 85.8 metres long perpendicular to perpendicular, speed of 10 knots, signal letters LRMV. 85.8 metres long perpendicular to perpendicular, 281.5 ft.

Marr (known as Jimmy), who was in fact the Managing Director of 'Laing's'. Hopefully soon the entire work may grace these pages. Traded between Yokohama, Shanghai, Hong Kong, Honolulu & San Francisco - carrying cotton to Japan & bringing back oriental fabrics. An important vessel, I read, in the history of immigration from Asia to the U. Can you clarify the matter and/or help with more data? He got within a mile when he saw the Belgian Prince explode and sink. in front of Foxglove) Werner makes no mention of the name of the ship, or the fate of the crew.

It now does, on site page - 160 - & it is interesting reading indeed. 15, 1901, at his residence at Etal Manor, Northumberland, after an illness of a fortnight), & the yard incurred major losses in part due to either or probably both of i) the 1907 conversion contract re HMS Cyclops - that seemed to be a puzzle, but the page that caused me to say that is no longer available, or ii) the building of three 'Lloyd Sabaudo' ships (Re D'Italia, Regina D'Italia & Principe di Piemonte) at a loss. A census in 1901 indicates that Bryan Laing, aged 25, an 'iron shipbuilder', was then living at Ford Hall along with his wife Eleanor, 4 domestic servants & a coachman. A cargo ship, but it would seem it carried passengers so it probably was a passenger/cargo vessel. Per 1 (Rorqual), 2 (Algeria, 20% down), 3 (Miramar, link, you now must be registered to access). Built for Caucasian Steam Shipping Company, Limited, ('Caucasian') of London, 'Lane & Macandrew', which became 'Lane & Mac Andrew Ltd.', the managers. The vessel was later owned by Petroleum Steamship Co. Silessi stated the U-boat fired two shots from her deck gun and the Belgian Prince sank stern first at about on Aug. Thirty-nine crewmen died in the North Atlantic, courtesy of Wilhelm Werner and the crew of the U-55, but what happened to the ship's master? Englischer bewaffneter Viermastendampfer, 4800ts, in Ballast auslaufend. He also makes no mention of taking the captain prisoner, a clearly evasive entry in the log of the boat to keep this crime a secret.

John Laing (have not located an image of him) had a son named David, who had a short life indeed (c.1775-1796). In or about 1776, John was apprenticed at the North Sands yard of Mr. Wright, then the principal shipbuilder on North Sands. The U-55 crew then went below and closed the hatch and the boat got underway on the surface.

Philip had two daughters (May & Anne) who are not relevant to this Sunderland shipbuilding story, & also a son James who is most relevant, (Jan. In or about 1792, John went into business for himself at North Sands. A year later, John & his brother Philip, joined forces, a partnership which survived through 1818. 'Zyldijk'), 3 (Furness Withy), 4 (4 images Zijldijk & a plan), 5 (Miramar, link, you now must be registered to access). Werner sailed about two miles then submerged the U-55 with the forty-one survivors still on the casing of the boat. the submarine dived and threw everybody in the water without any means of saving themselves, as the majority of them had had their lifebelts taken off them." Having taken their lifebelts and destroyed their lifeboats he now decided to just drown the entire crew, a clear act of cruelty and outright willful murder, and this was not the first time he had done this.

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