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THE COMPANY - The North of Europe Steam Navigation Company.

‘Norfolk News’ – 31st July 1852.

New Steam Navigation Company.
We are informed that a project is on foot, which if realized, will tend much to advance our town in commercial importance. It is contemplated to form a new company, to be called “The North of Europe Steam Navigation Company,” the object of which is to give to the public in its intercourse with the North of Europe, the full benefit of the improved system of transit for mails, passengers, and goods, which the great speed and combined arrangements of the railway system now render practicable. It is proposed to establish more frequent communication between London, Manchester, Liverpool, etc., and the principal ports and cities of the North of Europe, by means of express steamers running in connexion with express trains. The ports on the eastern coast from which the company’s steamers will arrive and depart, will be Harwich, Lowestoft, and Great Grimsby. Rapid communication will thus be held with Rotterdam, Antwerp, Ostend, Tonning, Christiania, Gottenburgh, Copenhagen, St. Petersburgh, Hamburgh, Bremen, etc. The Northern Steam Navigation Company will be merged in the above, and their boats, etc., transferred to the new company.

‘The Suffolk Chronicle’ – 31st July 1852.
Capital £500,000, in 25,000 Shares of £20 each.
With Power of Increase.
Being the amount limited by the Act 7 and 8 Vict., c. 110
The EARL of YARBOROUGH, Chairman.
SAMUEL MORTON PETO, Esq., M. P., Deputy Chairman.
Charles Geach, Esq., M. P. , Director of the Manchester, Sheffield, and Lincolnshire Railway Company.
D. Waddington, Esq., M. P., Chairman of the Eastern Counties Railway Company.
Lord Alfred Paget, M. P., Director of the Eastern Counties Railway Company.
Robert John Bagshaw, Esq., Director of the London Docks.
John Scott, Esq., Director of the East and West India Dock Company, and Chairman of the East and West India Docks and Birmingham Junction Railway Company.
John Ellis, Esq., Chairman of the Midland Railway Company,
Samuel Beale, Esq., Deputy Chairman of the Midland Railway Company.
J. Chevalier Cobbold, Esq., M. P., Chairman of the Eastern Union Railway Company.
Richard Till, Esq., Director of the Norfolk Railway Company.
Captain W. S. Andrews, of Lowestoft.
Harry George Gordon, Esq., Chairman of the Oriental Bank, London.
William Fenton, Esq., Banker, Rochdale.
Regnar Westenholtz, Esq., Agent to the Danish Government in London.
Charles Henry John Rich, Esq., 20 Duke Street, St. James’s.
Messrs. Glyn, Mills, and Co.
The Union Bank of London.
SOLICITORS – Messrs. J. C. And H. Freshfield.
OFFICIAL AUDITOR – J. E. Coleman, Esq.
SECRETARY – Mr. John Hervey.
OFFICES – 84 King William Street.
The object of this Company is to give to the public, in its intercourse with the North of Europe, the full benefit of the improved System of Transit for Mails. Passengers, and Goods, which the great speed and combined arrangement of the Railway system now render practicable.
An immediate extension of existing means of Transit is necessary to meet the large and increasing importation of Cattle, Fruit, and all Agricultural Products, from the North of Europe, to supply the vast consumption of the Central and Manufacturing Districts of England; while the great and increasing Export Trade, in manufactured goods and materials from these districts, which are sent down by Railway to the coast, requires the same improved facilities for its transport across the North Sea.
To meet these demands it is intended to combine and establish a rapid and more frequent communication between London, Manchester, Liverpool, and all the principal parts of England, and the principal Ports and Cities of the North of Europe, by means of Express Steamers running in connection with Express Trains.
The ports on the East Coast of England, to and from which the Company’s Steamers will, in the first instance, arrive and depart, are Harwich, Lowestoft, and Great Grimsby. The two former situated near the entrance of the Thames, and on the extreme eastern coast of Great Britain, and in direct communication, by railways, with London and all the south and east parts of England, the latter more conveniently situated for Manchester, Sheffield, Liverpool, and all places in the north and west.
Other ports of departure will be added to these as the public convenience may require.
From these Ports Express Steamers will run in combination with Express Trains, by which will be conveyed Mails, Passengers, Specie, and Merchandize, from London and the South Eastern parts of England; and from Manchester, Liverpool, and all parts of the North and West of Great Britain, for Rotterdam, Antwerp, Ostend, Hamburgh, Bremen, Denmark, Norway, and Sweden, Copenhagen, St. Petersburgh, and all ports of the North of Europe.
From London via Harwich:
To Rotterdam in = 11 hours
Antwerp = 12 hours
Ostend = 8 hours From London via Lowestoft:
To Tonning = 28 hours
Christiansand = 42 hours
Christiania = 50 hours
Gottenburgh = 50 hours
Copenhagen = 46 hours
From London via Great Grimsby:
To Hamburgh = 32 hours
Copenhagen = 46 hours
St. Petersburgh = 120 hours
From Manchester via Great Grimsby:
To Antwerp = 20 hours
Rotterdam = 19 hours
Amsterdam = 21 hours
Hamburgh = 30 hours
Bremen = 34 hours
Copenhagen = 44 hours
St. Petersburgh = 118 hours
The basis of arrangements to effect these objects has been settled with the Railway Companies interested therein, and the advantage of these arrangements to Merchants and Travellers will be the following, viz.:
Daily communications.
Expedition, combined with comfort, safety, and convenience.
The shortest sea voyage possible between England and the various places in the North of Europe.
Booking through from all the principal towns in England, to all the principal places in the North of Europe.
At all their Ports the Company’s Steam Vessels will receive and deliver passengers, etc., in the Railway Stations alongside the train, and travellers will be only one night at sea to Hamburgh and Denmark, and a few hours only to Rotterdam, Antwerp, and Ostend.
Arrangements will be made for Return Tickets available for a given time. The Telegraph for the whole of the traffic of this Company to Merchants and Passengers using its lines of communication will be free of charge.
The actual steam traffic now existing between Lowestoft and Denmark, yields a very remunerative return. The vast trade of England with Holland and Belgium, awaits only the completion of the Railway to Harwich (now in progress) to follow that route, and thus ensure a profitable trade.
The large Docks of Grimsby are now opened, and arrangements have been made with the Railway Companies terminating in that, as well as the other ports, to secure at once a large traffic at remunerative rates; and the Directors have satisfied themselves, that the extension of trade which must necessarily follow the improved arrangements now contemplated, will yield an ample and rapidly increasing return on the capital embarked in the undertaking.
Arrangements have also been made for immediately transferring to this Company the whole of the steam traffic now existing between these ports, and for making over to this company the boats now running between them, so as to enable it to commence operations immediately.
It was intended to constitute the Company in the first instance by a Charter of Incorporation, and application was made to the Board of Trade with that view, but after a delay of three months, during which the terms of a Charter were settled with that Board, unexpected difficulty has arisen in consequence of interested opposition urged at a critical period. The Directors, however, do not entertain any doubt of obtaining a Charter in a future stage of the Company’s operations.

‘London Daily News’ – 19th November 1852.
The Directors of this Company notify to the public that they have perfected their arrangements in connexion with the Great Northern and Manchester, Sheffield, and Lincolnshire Railways for a weekly communication between Great Grimsby and Hamburg.
The following vessels are now running in the service of the Company: ‘The City of Norwich’ = 681 tons = 200 Horse Power.
‘Cumberland’ = 517 tons = 300 Horse Power.
‘Hamburg’= 600 tons = 250 Horse Power.
‘Leipzig’ = 550 tons = 250 Horse Power.
‘Jupiter’ = 500 tons = 200 Horse Power.
‘Royal Victoria’ = 492 tons = 200 Horse Power.
One of the above first-class vessels will leave Great Grimsby for Hamburg every Saturday evening on the arrival of the 2 p.m. train from London; and one will leave Hamburg for Great Grimsby every Saturday evening.
Passengers for Hamburg may book through to that place at the King’s Cross Station of the Great Northern Railway.
At the Docks at Great Grimsby passengers can walk on board.
Fares from London to Hamburg.
First-class carriage and chief cabin = £3 . 0 . 0
Second-class carriage and fore cabin = £1 . 13 . 0
Third-class carriage and deck = £0 . 16 . 0

‘Silurian, Cardiff, Merthyr & Brecon Mercury’ – 17th September 1853.

DESTRUCTION BY FIRE OF SCOTT, RUSSELL, AND Co’s STEAM SHIP-BUILDING YARD, MILWALL. - A fire took place on Saturday (10th) morning early in these premises, which soon laid them in entire ruins, involving a loss of between £80,000 and £100,000. As many as 15,000 hands were employed in the works, and most of them had left before the fire had broke out, not more than 100 being in the factory at the time of the melancholy occurrence. The various buildings destroyed over, it is said, little short of an acre and a half of ground. Two iron steam-ships building for the North of Europe Steam Navigation Company, were nearly completed; both were 600 tons burthen, and were found to have received serious injury. In the moulding loft were a vast quantity of valuable moulds and patterns, which were intended for several new ships which the firm had contracted for; all were destroyed. Among them were those of the monster steam-ship for the Eastern Steam Navigation Company, which is the largest in the world. Never, perhaps, did a fire rage with such violence, as may be inferred from the fact that within two hours it had swept over the entire portion of the works destroyed. Notwithstanding the most searching investigation by the firm, the origin of the fire remains a complete mystery. The total loss has not been over-rated, and what is to be regretted, we understand that Messrs. Scott, Russell and Co., are not insured to the extent that has been represented.

‘Norfolk Chronicle’ – 24th December 1853.

On the 20th December, Solomon Betts, with a lad, was employed in the North of Europe Steam Navigation Company’s engine factory, in turning the punching press. The lad by some means fell over the handle while they were engaged in turning, which Solomon attempting to prevent, caused the handle to rotate in a contrary direction, and strike the poor man upon the knee, which it fractured. He was removed to our Infirmary.

‘The Suffolk Chronicle’ – 25th November 1854.

On Monday, (20th) a melancholy and subsequently fatal accident occurred at the North of Europe Steam Navigation Company’s factory, to a young man named Alfred Cox, a painter in their service. It appears that poor Cox with another, and a lad were engaged in painting the joists, a part of the factory, and that in order to reach them they were standing upon a temporary stage, formed by lodging one end of a plank upon the stave of a ladder, and the other end resting upon a tressel, the centre being supported by a stud. While at his work he stepped nearer to the end of the plank, which, having the effect of raising the centre the prop fell down, causing the plank to slip, and his partner and the lad to fall to the ground. Close by Cox was an iron shaft, about two feet below and parallel with the foist he was engaged in painting. In order to save himself from falling he very naturally caught hold of the shaft, which, as the engine was in motion, was making 96 revolutions in a minute, and although consisting of a smooth surface it caught the poor fellow’s clothes and whirled him round with fearful rapidity, each rotation bringing his legs in contact with the joist above. It is needless almost to add that, though the engine was stopped in less than half a minute, his legs were frightfully fractured. He was immediately removed to the Infirmary, and in the course of the afternoon Mr. Worthington, assisted by the several surgeons of the neighbourhood, amputated both legs. Although the operation was successfully performed, the poor man died in the course of the evening, leaving a widow and two children to lament his untimely end. It seems to have been one of those lamentable accidents which might have been prevented had a different stage been used. Had the poor fellow’s clothes been of less strength of texture they would have given way and he would have fallen to the ground, but being very strong they served to bind, as it were, on to the shaft. Every attention was paid to the case by the Company’s superintendent, Mr. W. B. Wilton. While overlooking the factory, Mr. W. pointed out to us the necessity of his rule not to allow persons to visit its various works without first applying to himself for his consent, when someone acquainted with the machinery is requested to accompany them, the propriety of which we could easily perceive, and for the information of others make the same public.

‘Hull Advertiser & Exchange Gazette’ – 25th November 1854.

GRIMSBY – PATRIOTIC FUND. – The Directors of the North of Europe Steam Navigation Company, have issued a circular letter to the captains of their steamers, laying before them the object of the above fund, with a suggestion that a day’s pay from each ship’s company should be contributed towards it. Captain King, of the ‘Hamburg’, has anticipated the circular, having previously forwarded a day’s pay for himself, officers, and crew, to the worshipful the major, R. Keetley, Esq. That all the others will do so there can be no doubt.

21st December 1854.

Instead of attacking Sevastopol while it was still weak, the British and French commanders decided to make a camp at Balaclava from which to launch a siege of the city and fort. The Allied armies arrived at Balaclava on 26th September 1854 and the first bombardment of Sevastopol took place on the 17th October.
The British camp was seven miles from the harbour at Balaclava and there was only one road between the two places. After the British army had stripped the countryside bare of firewood and food, everything was brought from the ships in the harbour, to the camp. This also included artillery shells, ammunition and other supplies. The path – it could hardly be called a road – was not wide enough to allow the passage of carts so everything had to be carried by pack animals or men. As the weather worsened, so the surface of the path deteriorated until eventually it became virtually unusable. The storms in November merely compounded an already poor situation.
Men starved; horses starved. Supplies were slow to arrive at the camp and the great storm of 14th November 1854 made conditions unbearable. The total lack of winter clothing and huts, the inefficiency of the commissariat and the appalling conditions made defeat of the British army highly likely. Into this disastrous situation stepped unlikely “knights in shining armour”: three railway contractors – Brassey, Peto and Betts.
Sir Morton Peto, by this time an MP with all the “right connections” announced that a railway was needed to connect the port of Balaclava with the military camp. Brassey, Peto and Betts offered to build the railway at cost price and to supply all that was necessary in terms of men and materials for the building and running of it. Their offer was accepted by the government, on the understanding that all the railway personnel were civilians and would not come under military authority.
The advertisement for men appeared on Saturday 2nd December. So many men applied for work that the employers were able to be very selective about those whom they chose; all the vacancies were filled by the end of Monday 4th December. Brassey, Peto and Betts took on:- 250 platelayers, navvies and miners, 10 gangers, 20 bricklayers/rough masons,80 carpenters, 3 carpenters foremen, 20 blacksmiths plus 1 foreman, 10 enginemen and fitters, 4 timekeepers, 1 Chief Clerk, 1 draftsman, 2 practical assistant engineers, 1 Chief Engineer. Also employed for the benefit of the workers were – 5 doctors, 4 nurses and 1 Scripture reader.
Many of the men who were employed on the Crimean railway had already worked for Peto or Brassey in Canada or on the Grand Trunk Railway so they had first-hand experience of working in adverse weather conditions. They needed that: the winter in the Crimea was killing soldiers and the pack animals faster than any weaponry that the enemy could use. The newly employed railway builders were offered a high rate of pay: 5/- to 8/- a day, depending on the job, with all food and clothing provided. The return passage to the Crimea was also provided by the employers.
The plan was to build a double line of track from Balaclava harbour to the camp seven miles away on the Heights; from there, there would be single tracks laid to each of the batteries which had been established. Four or five stationary engines were to be used to pull the trucks, using wire ropes for the task. On 21st December 1854, some 54 railway builders sailed from Birkenhead for the Crimea on board the ‘Wildfire’. The employers had bought and fitted out the ship with cabins abd berths for their workers. Four ships were bought for the dangerous job of taking men and materials to the Crimea; Peto’s “North of Europe Steam Navigation Company” loaned a further 19 ships for the job.
Each man was issued with the following items :- 1 painted bag, 1 painted suit, 3 coloured cotton shirts, 1 red flannel shirt, 1 white flannel shirt, 1 flannel belt, 1 pair of moleskin trousers, 1 moleskin vest lined with serge, 1 “fear-nought” slop (fearnought was a thick woollen fabric; “slop” was ready-made clothing), 1 pair of mittens, 1 rug and blanket, 1 pair of blankets, 1 pair of long waterproof boots, 1 pair of fisherman’s boots, 1 pair of linsey drawers, 1 blue cravat, 1 blue worsted cravat, 1 pair of leggings, 1 pair of boots, 1 strap and buckle, 1 bed and pillow, 1 woollen coat, 1 pair of grey stockings and 2 lbs of tobacco.
So much for the men and their safety and comfort. There were also the materials to be shipped to the Crimea, for the building of the railway. These comprised of :- 1,800 tons of rails and fastenings, 6,000 sleepers and 2,000 tons of other goods including fixed engines, cranes, pile-drivers, trucks, wagons, barrows, wire rope, picks, crowbars, craftsmens’ tools, portable stoves and revolvers.
The men arrived in February 1855; it took them ten days to build themselves a hutted camp and also to construct the first five miles of the railway line. In the process, the navvies demolished the houses near the post office in the town of Balaclava because the site was wanted as the terminus of the railway.
As work progressed, the railway was worked by horses walking on planks that were specially laid between the rails to give them a foothold, and also by fixed engines and eventually by locomotives shipped from Britain. The navvies laid a quarter of a mile of track each day after the middle of March 1855; by the end of March, the line had reached its farthest point. After another ten days, all the single tracks to the various batteries had been laid. In total, there were 29 miles of line.
It was estimated that the railway carried 112 tons of food and forage each day, plus shot and shell for the soldiers and artillery, plus a whole variety of other supplies. The building of the Crimea railway made life much less difficult for the troops who were fighting the war, but – true to form – the Commissariat refused to let the railway operate except during “office hours”: 8 a.m. to 5.30 p.m. Despite this, it was possible for the army to receive regular supplies without the soldiers having to carry everything from the harbour, as well as fighting the enemy.

‘The Suffolk Chronicle’ – 30th June 1855.

On Sunday afternoon, H.M.S.S. ‘Alban’ came into harbour to coal, having in tow the screw gun-boats ‘Swinger’, and the ‘Jackdaw’ from Sheerness for the Baltic. These vessels were supplied with coal by the North of Europe Steam Navigation Company, and proceeded to sea a 3 p.m. on the following day.

‘Norwich Mercury’ – 20th February 1856.

It appears by the Company Report that the company possessed 21 ships, from 70 to 700 tons each, whose total tonnage was 11,424 tons, and 4,540 horse-power.

‘Norwich Mercury’ – 5th March 1856.

An accident of a serious nature occurred on Saturday (1st March) morning in Lowestoft, to Richard Forest, a boiler-maker in the employ of the North of Europe Steam Navigation Company. It appears that he had just got to work, and was in the act of crossing a plank, when it gave way in the centre, and precipitated the unfortunate man to the ground, a distance of 25 feet. He was immediately conveyed to the Infirmary, where it was found he had fortunately sustained a dislocation of the ankle only.

‘Essex Standard’ 21st May 1856.

W. S. Andrews, owner of a yacht called ‘Maud’.

‘Essex Standard’ – 16th May 1856.

W. S. Andrews, Esq., of the North of Europe Steam Navigation Company, owner of the yacht ‘Maud’ was duly elected member of a Sailing Club.

‘Norwich Mercury’ – 18th June 1856.

At the police court on Monday, before Edward Leathers, Esq., and four other magistrates, Edward Wood, wherryman, of Norwich, was charged on the information of Alfred Cooper, harbour inspector, with having, on Monday, the 9th of June instant, wilfully cut and damaged a rope belonging to the North of Europe Steam Navigation Company, whereby he had, according to the Act of Parliament passed in the 7th and 8th Geo. 4th and the 2nd William 4th, relative to Lowestoft Harbour, incurred a penalty of £5. They state, “That in case any person or persons whomsoever, shall wilfully or maliciously cut or break, or in any manner destroy, any rope or other thing by which any ship or other vessel lying in the said harbour or port, dock or basins, or any of them, shall be moored and fastened, such persons shall for every such offence foefeit and pay a sum not exceeding £5.” After a short conference the bench fined the prisoner £1 including the cost, which was paid.

‘Huddersfield Chronicle’ – 2nd August 1856.

The North of Europe Steam Navigation Company have commenced running some of their steamers between Flensburg and St. Petersburg, by which the city of Hamburg will be brought into a more speedy and economical intercourse with the Russian capital than by any other route.

‘Stamford Mercury’ – 26th December 1856’

MR. DAVID THOMPSON will SELL by AUCTION, on the premises lately occupied by the North of Europe Steam Navigation Company, in the Old Ropery, Grimsby, on Monday, December 29th, 1856, all the SURPLUS STORES and MATERIALS, consisting of 22 panel doors, 3 large batten doors and frames, 530 feet scantling, 1260 feet planking, 1130 feet boards (of various dimensions), 3 excellent joiners’ benches complete, brass force pump, weighing-machine, a very excellent large dray cart with cranked axles (made by Crosskill), broad-wheel cart, one-horse cart, set of light cart harness, and numerous other articles. See handbills.
The Sale to commence at One o’clock.
Auction, seed, and Commission Office, near the Yarborough Hotel, Grimsby.

‘Shipping & Mercantile Gazette’ – 4th February 1857.

For Charter – Several of this Company’s first-class steam ships are open to charter during the winter months.
For terms and other particulars apply to Mr. J. J. Andrews, Marine Superintendent of the Company, at their Offices, 84, King Williams Street, City.

‘Bury & Norwich Post’ – 21st April 1857.

At the Magistrates, A. Wylie, R. Tripp, E. Radcliff, John Dawling, Thomas Hatt, George Gray, and R. Hammond, apprentices at the North of Europe Steam Navigation Company’s Factory, were charged by Mr. Collins, the company’s manager, at this port (Lowestoft), with having absented themselves on several occasions from the factory without leave. – Mr. W. R. Seago, who appeared on behalf of the Company, said three of the defendants Wylie, Tripp, and Radcliff had not behaved so badly as the other four, who had on several occasions neglected their duty, He was, however, instructed to say that the Company did not in the first instance wish to be severe with them, but merely to have them reprimanded..- Captain Steward said the defendants had all subjected themselves to three months’ imprisonment; but as the Company did not wish to press the matter, on the understanding that they took this as a warning, they were discharged.

‘Liverpool Daily Post’ – 13th June 1857.

The report of the North of Europe Steam Navigation Company is issued. £74,000 have been entirely lost out of the capital, and after allowances for depreciation, the total loss will be £136,000. A meeting is to be held on the 18th.

‘London Daily News’ – 19th June 1857.

At the adjourned meeting of the North of Europe Steam Navigation Company today, the chairman, Sir Morton Peto, Bart., in referring to the charge of negligence made against the board, stated that their reliance on their late manager arose from the high opinion they entertained of Captain Andrew’s management of such vessels as those connected with the company’s lines; and also added that the board of directors would resign, if such was the wish of the proprietors, and would refund all the money they had received. Mr. Charles Morrison, one of the committee of inquiry, advised the meeting to adopt the report or to agree to wind up, but in the latter case they would not be able to dispose of their vessels; and to go on with the undertaking under a new system of management. Eventually the report of the committee was unanimously adopted, and they were requested to continue their services in conjunction with the directors with a view to a re-organisation of the company.

‘The Yorkshire Gazette’ – 12th September 1857.

The report of the North of Europe Steam Company has been issued preparatory to their meeting on Tuesday. It gives a further deplorable account of the results of past mismanagement, and holds out little hope with regard to future prospects. The new Board have commenced a vigorous course of retrenchment, but it seems as if the chief reliance of the shareholders must be upon the sale of their vessels whenever this can be effected.

‘Shipping & Mercantile Gazette’ – 16th September 1857.

For Sale.
By Order of the Directors of the North of Europe Steam
Navigation Company.
The following well-known Paddle steamers :-
‘Hamburg’ Iron. 767 Tons gross. 532 Nett. 250 horse power
Leipzig Iron. 674 “ 497 “ 250 “
‘Cumberland Iron 518 “ 306 “ 300 “
‘Iberia Wood. 515 “ 301 “ 196 “
‘Jupiter’ Wood 495 “ 265 “ 225 “
‘Newcastle’ Wood 350 “ 231 “ 120 “
These Vessels have been kept in the best working order, and are abundantly found in stores; they are well adapted or carrying cattle, and are offered for sale in consequence of the Company reducing their fleet.
For further particulars apply to
Rayden & Reid, 12, King William Street.

‘John Bull’ – 19th September 1857.

The present directors of the North of Europe Steam Company, in order to bring round affairs, purpose disposing of paddle wheel steamers, to raise £50,000, and to insure their own vessels, and adopt every possible form of retrenchment.

‘Norwich Mercury’ – 7th November 1857.

George Gray, an apprentice (see 21st April 1857) to the North of Europe Steam Navigation Company, was charged with absenting himself without leave. The magistrates having considered the case, the chairman said they had not the slightest doubt but he absented himself for the purpose, and as he had been there twice before, and had not taken the kind advice given by Mr. Steward, they thought it their duty to commit him to Beccles for twenty-one days, with hard labour. He felt very sorry for him, and hoped that would be a warning.

‘Morning Post’ – 21st November 1857.

KING WILLIAM-STREET, City. – Very eligible and substantially-erected first-class Premises, with a frontage of nearly 60 feet to King William-street, and admirably adapted for the offices of a public company. – Messrs. BEADEL and SONS have received instructions to DISPOSE OF the LEASE for 21 years from Christmas next, of those Magnificent PREMISES. King William-street, in the occupation of the North of Europe Steam Navigation Company. Immediate possession may be had. – For further particulars and cards to view, apply to Messrs. Beadel and Sons, 25, Gresham street, London. E.C.
‘Morning Post’ – 19th December 1857.
King William Street, City. – Very eligible and substantiality-erected first-class Premises, with a frontage of nearly 60 feet to King William Street, and admirably adapted for the offices of a public company. – Messrs. Beadel and Sons have received instructions to Dispose of the Lease, for 21 years from Christmas next, of those Magnificent Premises situate in the heart of the City, and known as Nos. 84 and 85 King William Street, in the occupation of the North of Europe Steam Navigation Company. Immediate possession may be had. For further particulars and cards to view, apply to Messrs. Beadel and Sons, 25, Gresham Street, City, E.C.

‘Shipping & Mercantile Gazette’ – 29th December 1857.

Several Paddle Steam-Ships in good condition, well adapted for cattle trades.
Also Two or Three Screws, in excellent order, well found in stores, and suitable for general service.
For further particulars apply to the General Manager, North of Europe Steam Navigation Company (Limited).
84, King William Street.

‘Southern Reporter & Cork Commercial Courier’ – 22nd February 1858.

The North of Europe Steam Navigation Company, at the meeting yesterday to wind-up declared four-fifths of the capital had been lost.

‘Northern Whig’ – 13th May 1858.

North of Europe Steam Company.
It is stated that this company have now sold sufficient ships to enable them to pay off all the creditors. The chief portion remaining will, when realised, be returned to the shareholders.

‘Norfolk Chronicle’ – 14th August 1858.

On the 6th of August, George Gurney and James Langley, two labourers of Lowestoft, both worked at the North of Europe Steam Navigation Company’s works, were charged with stealing a quantity of copper from the factory.

‘Public Ledger & Daily Advertiser’ – 1st September 1858.

By order of the North of Europe Steam Navigation Company. – To Ship Chandlers, Metal Brokers, Furniture Dealers and others.
MR. GODDARD has received instructions to SELL by AUCTION, at the Victoria (London) Dock Company’s Warehouses, STEEL-YARD, UPPER THAMES-STREET, on WEDNESDAY, September 15, and following day, at Eleven o’clock each day. STORES; including 15 tons of new and serviceable Rope, Blocks, Sheaves and Tackle, new Manila Tow Rope, sets of Sails, Deck Awnings, Cabin Stoves, Mahogany Tables, Quarterdeck Seats, Muskets, Swords, and Pistols, Swinging Lamps, Hair Mattresses, Blankets, Looking Glasses, Camp Stools, 550 yards of Canvas, Shovels, Red Bunting, Painters’ Tools, Book of Gold Leaf, casks of Red Lead, Paint, Varnish, Arsenic, Chloride of Lime, Oil and Tallow, Ships’ Bells, Steel-yards, 7 cwt. of Brass Tubes, 40 cwt. of Gun Metal, Brass Cooking Apparatus, Two new Gun Metal Slides, Two ditto Air Pumps, Buckets, 2 tons of Lead, Cabin Doors, and other effects.
To be viewed the day previously and morning of sale. Catalogues may be had, 6d. each (without which no one will be permitted to view the lots), three days prior to the sale, at the Company’s warehouses, Upper Thames-street; and at Mr. Goddard’s Offices, 54, Coleman-street, City.

At the Victoria (London) Docks, Blackwall, by order of the
North of Europe Steam Navigation Company.
MR.GODDARD has received instructions to SELL by AUCTION, at the DOCKS, as above on WEDNESDAY, September 22 at Eleven o’clock, an OSCILLATING STEAM ENGINE, with copper connecting pipes, two Lathes, double and single purchase Crabs, two powerful Cranes, iron Pumps, cast iron Flanges, smith’s Anvils, Bellows, Punching and Shearing Press, copper Boiler, about 14 cwt. old Copper, iron Boiler, Anchors, Cables, Cannon, 2 tons of Chain, iron Water Tanks, 1000 gallons each, 37 cwt. new Furnace Bars, 60 tons of wrought and cast Iron, sundry Spars, Yards, Planks, Derricks, Horse-boxes, and other items.
To be viewed the day previously and morning of sale. Catalogues may be had, three days prior to the sale, at the Victoria Docks; and at Mr. Goddard’s offices, 54, Coleman-street, city.

‘Dublin Evening Mail’ – 9th August 1862.

At the final meeting for liquidation yesterday an acrimonious discussion took place between Mr. Abel and some of the parties connected with the undertaking in its early stage. It appears that Mr. Andrews, the late manager, is a lunatic in a pauper asylum at Norwich. The instalment offered of 8s, per share exhausts all the assets of the concern.

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