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William Loney RN - Background
|Home-Loney-Background-The Royal Navy||Browse mid-Victorian RN vessels: A; B; C; D; E - F; G - H; I - L; M; N - P; Q - R; S; T - U; V - Z; ??|
|Type||1st class sloop|
|Launched||27 August 1839|
|Builders measure||970 tons|
|Ships book||ADM 135/452|
|Snippets concerning this vessels career|
|(January 1840)||Out of commission at Portsmouth|
|18 July 1840|
- 2 June 1841
|Commanded by Commander Woodford John Williams, Mediterranean (including operations on the coast of Syria in 1840)|
|11 June 1841|
- June 1843
|Commanded by Commander William Louis, Mediterranean|
|(October 1843)||Out of commission at Woolwich|
|13 October 1843|
- 12 June 1845
|Commanded (from commissioning at Woolwich) by Commander Edward Plunkett, Irish station|
|13 June 1845|
- 10 November 1847
|Commanded (until paying off at Woolwich) by Commander Thomas Fisher, particular service|
|11 November 1847|
- 17 September 1850
|Commanded (from commissioning at Woolwich until paying off at Portsmouth) by Commander Amelius Wentworth Beauclerk, particular service|
|11 August 1853|
- 11 August 1853
|Commanded by Commander William Saltonstall Wiseman, temporarily commissioned to convey guests at the 1853 royal review of the fleet prior to the outbreak of the Rusian ("Crimean") War|
|23 August 1853||Commanded by Commander Robert Hall, Baltic, then Mediterranean and Black Sea during the Russian War|
|27 February 1856||Commanded by Commander George Foster Burgess, Mediterranean|
|9 December 1861|
- 21 December 1861
|Commanded (from commissioning at Portsmouth) by Commander William Buller Fullerton Elphinstone, Portsmouth|
|21 December 1861|
- 4 June 1863
|Commanded by Commander Arthur Robert Henry, south-east coast of America (until Henry invalided)|
|4 June 1863|
- 8 June 1866
|Commanded (until paying off at Portsmouth) by Commander Alexander Philips, south-east coast of America|
|Extracts from the Times newspaper|
|Sa 24 January 1852|
ADMIRALTY COURT, Friday, Jan. 23.
This was a cause of damage promoted by the late schooner Hetty Clifton against Her Majesty's steamer Stromboli, to recover the loss resulting from a collision between them about half-past 12 a.m. on the 1st of May, 1850, in the Irish Channel, 28 miles S.W. of the Calf of Man. The schooner, coal-laden, was proceeding from Chester to Dundalk, and, according to her representation, the wind was blowing from N.E. by N., with a fresh breeze. She was on the starboard tack, close hauled, and, in obedience to the Trinity-house rules, kept her course. The Stromboli, of the burden of 970 tons, was proceeding from Greenock to Portsmouth, having in tow Her Majesty steamer Simoom, of the burden of 2,000 tons, and whose engines were partially disabled. The principal point in dispute between the parties was the state of the night; by the schooner it was said to be fine and clear; by the steamer to be cloudy, with a haze on the sea. It was admitted that the schooner was seen from four to five minutes before the collision, and on the vessels approaching, the steamer, according to her account, hailed the schooner to put her helm down, and it was contended that had she done so the accident would not have occurred. The schooner said she heard the hailing, but supposed it was addressed to the Simoom, and she imputed the accident to the want of a good look out being kept on board the steamer, and to her not giving way in sufficient time.
Dr. Harding and Dr. R. Phillimore were heard for the schooner; the Queen's Advocate and Dr. Phillimore (Admiralty Advocate) for the steamer.
The learned Judge having called the attention of the Elder Brethren by whom he was assisted to the facts alleged by the parties, inquired of them, whether the Stromboli ought not to have stopped or reversed her engines, and whether the Hetty Clifton, on seeing the steamers, which she supposed were racing, ought not to have adopted precautions, notwithstanding the general rule, to avoid the accident.
The Elder Brethren were of opinion that, had a good look out been kept on board the Stromboli, the schooner must have been seen time enough to prevent the collision. It did not appear that the most common precautions were taken by the schooner, either by tacking or backing her headyards, when a collision appeared otherwise inevitable.
The COURT said that the result of that opinion was that both vessels were to blame; the ordinary decree, therefore, must be made,— the damage must be divided between them.
At the rising of the Court the learned judge stated that he should sit in the Prerogative Court for Sir H.J. Fust, commencing on Tuesday next.