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Arrival of Lord and Lady Brassey: The yacht Sunbeam: Welcome by the Naval Artillery Volunteers [4 July 1887]

23 September 2022 · 1 Comment

[Editor: This article, about Lord Brassey and his visit to Sydney, was published in The Sydney Morning Herald (Sydney, NSW), 4 July 1887.]

Arrival of Lord and Lady Brassey.

The yacht sunbeam., welcome by the naval artillery volunteers..

Lord Brassey arrived in Port Jackson from Melbourne yesterday in his steam yacht the Sunbeam The yacht entered the Heads early in the morning, and anchored in Watson’s Bay, where it was visited during the forenoon by a party from Government House, consisting of Lord and Lady Carrington, Colonel St. Quintin, Mr. Wallington, Mr. L. D. Cunliffe, and Lady Brassey and her three daughters, who had come overland, and now rejoined the Sunbeam. In the afternoon the yacht got under weigh and steamed slowly up the harbour, and when near Bradley’s Head was met by the Naval Artillery Volunteers in their boats, under Commander Lee, this welcome being tendered to Lord Brassey as the head of the Naval Artillery Volunteer movement in England. A number of yachts and sailing boats accompanied the Sunbeam to Farm Cove, where she dropped anchor. The volunteers were then invited on board, and were hospitably received by Lord and Lady Brassey. The lively scene in Farm Cove was witnessed from the shore by some thousands of spectators, and when Lord Brassey and his family went ashore at man-o’-war steps, on their way to Government House, they were heartily cheered by the people.

The visit of Lord Brassey is an event of considerable interest to the people of any colony founded as this has been by the maritime power of England, and vitally concerned in the maintenance of that power. Lord Brassey’s political career is intimately associated with the effort which has been made of late years to arouse the nation to a proper sense of the danger of defective arms of defence, whether ashore or afloat. The defects of the English army and navy are attributed in the last place to that laxity which was a consequence of our successes in the earlier wars of the century; and in the next place, and in a much larger degree, to the pernicious results of party government. It is very strange, indeed, that questions of such immense importance as the armed defence of the interests of the Empire, and the fitness of the army and navy to defend those interests, should be made subject to the paltry convenience of personal ambition and party politics. Lord Brassey belongs to a school of what truly may be termed patriots, that aims at wiping away this state of affairs, or, at the least, counteracting its consequences. Their motive principle has been very clearly and shortly expressed in the words of Lord George Francis Hamilton, who, as First Lord of the Admiralty in the Salisbury Cabinet of 1885, made a great effort to bring about many essential reforms. The evils then attacked had been foreseen for many years, and it was as long ago as 1868 that Lord George Hamilton urged the policy on which he latterly acted in these terms:— “It would be better to leave no army at all than one in an inefficient state; and it would be nothing short of madness to allow our navy, which provides the most gigantic commence the world has ever seen, to degenerate into a state unequal to cope with the navies of other countries.” This reads like ordinary common sense, pure and simple. Yet politics have reached such a stage in England that the dictates of ordinary common sense in naval and military policy can only be enforced by long and bitter struggles, and not always even then. It is in these struggles that men like Lord George Hamilton become the true friends of the nation. This is the struggle in which Lord Brassey also has been engaged; and he extends his watch from the most delicate question of naval policy to the personal comfort of the humblest bluejacket. Among the many voices now complaining of the weakness of the navy is also that of a warm friend of the colonies, Lord Charles Beresford, whose statements recently caused a strong sensation. They hold that the truest service to the country is to firmly expose defects so that they may be remedied, and to fearlessly attack the abuse and corruption which would destroy the efficiency of any system in the world.

Lord Brassey comes of a very ancient Norman family of the name of De Bressy, whose English representative held lands in Wilts and Cheshire during the time of William I. His father was an eminent engineer and contractor, Mr. Thomas Brassey, who was well-known and popular all over Europe. Mr. Brassey’s name was prominently brought forward in connection with the military railway built at Balaclava during the Crimean war; as the firm to which he belonged — Sir Morton Peto, Brassey, and Betts — were the contractors for its construction. Lord Brassey is the eldest son, and is about 52 years of age. He was born in Staffordshire, and was educated at Rugby, whence he went to Oxford and entered the University College. In 1859 he graduated as B.A., and in 1862 he obtained his M.A. Three years after this — in 1865 — he was returned to Parliament as a Liberal by the electors of Devonport. During the next year he was called to the bar at Lincoln’s Inn. From 1868 to 1886, he represented Hastings; and, on the accession of the Gladstone Cabinet of 1880, he was appointed a Civil Lord of the Admiralty, and was made a K.C.B. He held that post from April 1880, down to November 1884, when he was appointed secretary to the Admiralty, a post for which he is admitted to have been eminently fitted. Among the large subjects which engaged his attention, he always found consideration for the personnel of the navy, and he gave much time to promoting the efficiency of our seamen; in striving to improve their social and material conditions, and in raising their individual character. His first important step in Parliament was taken in sympathy with these objects, when in 1869 he seconded and supported a motion for an inquiry into the labour laws. During the early part of 1876 he read an important paper at the Royal United Service Institution on the question “How best to improve and keep up the seamen of the country.” This subject was so ably dealt with, and the proposals made were so important, that the paper was fully discussed by many of the highest authorities, and it aroused a great deal of interest. Prior to this, however, he had entered on the task of increasing the efficient strength of the British navy, and in 1871 he commenced a series of lectures on naval administration, in which he has dealt with the defence of the commercial harbours, and the desirability for decentralising the management of the dockyards. Lord Brassey’s views on the policy of shipbuilding are of value to these colonies, as he strongly supports the current objections to the adoption of extreme dimensions in vessels of war. He was instrumental in obtaining the appointment of a Royal Commission on Marine Insurance in 1875, and he is a member of the Royal Commissions on unseaworthy ships, and the defence of the coaling stations, appointed in 1874 and 1875 respectively. He seconded a motion by Mr. Chaplin, in 1879, for the appointment of a Royal Commission on agriculture.

Lord Brassey’s high and responsible position at the Admiralty brought him in direct contact with the difficult question of the efficiency and inefficiency of the British navy. He had to deal with a naval policy which has been described as a policy of doing as little as possible, and doing that little late; a policy of extravagant expenditure in the same of economy, a policy of much talk and much paper, with but little action and little fact behind it. While this bad policy has ruled English naval orders for many years, other nations have steadily increased their naval strength till the power of England has become seriously threatened, and it is the aim of Lord Brassey and his sympathisers to restore the balance of power in favour of the British flag. Outside of his active duties in Parliament, and his functions in the Admiralty, Lord Brassey has vigorously applied himself to the advancement of his views by the publication of various works, which deal very thoroughly with the subjects treated of. His well-known book on “The British Navy: Its Strength, Resources, and Administration,” was completed in 1883. It extends to five volumes, and is the most exhaustive work of its kind. It appeared at a time when the force of the naval defence question was powerfully felt by the English public, and when rumoured combinations of European powers emphasised the seriousness of the situation. Among his other publications are “Work and Wages,” “English Work and Foreign Wages,” “British Women,” “Lectures on the Labour Question,” and many pamphlets on political, economical, and naval topics. He continued his work at the Admiralty till the expiration of the last Parliament, when, at the general election in 1886, he withdrew from the representation of Hastings, and stood for one of the divisions of Liverpool as a Gladstonian Liberal. In this contest he was defeated, and on the retirement of the Gladstone Ministry, he was raised to the peerage. The present secretary of the Admiralty is Mr. Forward, a member for Liverpool. On several occasions during his sitting in the Commons Lord Brassey advocated the organisation of a further naval reserve force. He at length obtained the authority of the Admiralty for the enrolment of a second class reserve, for which the fishing population of the British coast would be eligible, and this force now reckons about 10,000 men. He was also an active advocate of the establishment of the Royal Naval Artillery Volunteers, in which he takes a keen interest, and he is honorary commander of the Liverpool Brigade of that force. The utility of this branch of the volunteer service was, to some extent, ignored in England, much as it has been with us, but Lord Brassey was the means of securing due recognition of it by initiating a conference of the naval and military authorities to define the duties of the Naval Volunteers in the defence of the coast and harbours. He is himself an expert navigator and practical sailor, and he handles his favourite yacht, the Sunbeam, as skilfully as many a naval officer. In 1873 he passed the voluntary examination instituted by the Board of Trade for yacht owners desirous of qualifying as master mariners, and he was the first yachtsman who obtained a master’s certificate from the Board of Trade. His yacht Sunbeam belongs to the Royal Yacht Squadron. Its voyages round the world have made its name famous, and have provided the material of those delightful books by Lady Brassey which are as well known to general readers as those of her husband are to the students of politics. These books include “A Voyage in the Sunbeam,” “Sunshine and Storm in the East,” and “In the Trades, the Tropics, and the Roaring Forties.” Lady Brassey was Miss Anne Allnut, an only daughter, and was married in 1860. She takes a deep interest in art and literature. One of her favourite social project is the extension of the operations of the St. John’s Ambulance Society. In addition to the public appointments already mentioned, Lord Brassey is a Brother of the Trinity House, an Associate of the Institute of Civil Engineers, and a governor of University College. He was the president of the Statistical Society in 1879-1880. Lord Brassey has with him on this voyage his three daughters — the Hon. Miss Mabelle, Miss Muriel, and Miss Marie Brassey, who came with their mother by the express from Melbourne. The Hon. Thomas A. Brassey, the only son of his Lordship, is expected to arrive within the next few days.

Source: The Sydney Morning Herald (Sydney, NSW), 4 July 1887, p. 3

Editor’s notes: See also: Alex Hutchison, “ Lord Brassey on Australian loyalty ”, The Armidale Express, and New England General Advertiser (Armidale, NSW), 27 January 1888, p. 3

B.A. = Bachelor of Arts

the bar = barristers, in a collective sense (the expression “called to the Bar” means to become a barrister); the profession of a barrister (i.e. not including solicitors); the profession of a lawyer (in the USA) See: 1) “ Bar (law) ”, Wikipedia 2) “ Call to the bar ”, Wikipedia

bluejacket = a sailor, especially a junior enlisted sailor (not a warrant officer or commissioned officer) in the British, British Commonwealth, or US navies

the Commons = the House of Commons (the lower house of the parliament of the United Kingdom)

Empire = in the context of early Australia, the British Empire

Gladstonian Liberal = a supporter of William Ewart Gladstone (1809-1898), a Liberal politician who was Prime Minister of the United Kingdom for four terms (1868-1874, 1880-1885, February to July 1886, 1892-1894) See: “ William Ewart Gladstone ”, Wikipedia

Government House = the official residence and offices of a Governor-General, Governor, or Lieutenant-Governor (especially in a country, state, or province of the British Commonwealth), often used as a venue for hosting official functions

Hon. = an abbreviation of “honourable”, especially used as a style to refer to government ministers, or as a courtesy to members of parliament (as a style, it is commonly capitalised, e.g. “the Hon. Member”)

K.C.B. = Knight Commander of the Order of the Bath See: “ Order of the Bath ”, Wikipedia

Lord Brassey = Thomas Brassey, 1st Earl Brassey (1836-1918), a British Liberal Party politician, and Governor of Victoria (1895-1900); he was born in Stafford (England), and died in England in 1918 See: 1) B. R. Penny, “ Brassey, Thomas (1836–1918) ”, Australian Dictionary of Biography 2) “ Thomas Brassey, 1st Earl Brassey ”, Wikipedia

M.A. = Master of Arts (a master’s degree awarded by universities, usually given for studies in the area of the humanities and social sciences)

peerage = the aristocracy, the nobility, the peers of a country; in the context of the United Kingdom and the British Commonwealth, peers are those who belong to any of the five classes of the nobility, being those who are entitled to the ranks of Duke or Duchess, Marquess or Marchioness, Earl or Countess, Viscount or Viscountess, Baron or Baroness (Baronets, although commonly regarded as part of the British aristocracy, are not part of the nobility or peerage) See: 1) “ Peerages in the United Kingdom ”, Wikipedia 2) “ Australian peers and baronets ”, Wikipedia

[Editor: Changed “who was well known” to who was well-known” (added a hyphen, in line with the usage later in the same article); “respectively, He seconded” to “respectively. He seconded”; “Ite voyages round” to “Its voyages round”.]

Reader Interactions

26 September 2022 at 15:02

Good afternoon, we have in our family possessions an original oil painting of “Sunbeam” painted in 1898-9. The painting was commissioned by the Herald and Weekly Times to thank Lord Brassey for his governship of Victoria. I have no idea how it ended up in our possession.

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‘Our home on the ocean’ Lady Brassey and the voyages of the Sunbeam, 1874–1887: Lady Brassey and the voyages of the Sunbeam , 1874–1887

• University of Leicester

Research output : Contribution to journal › Article › peer-review

• VOYAGES & travels
• TRAVEL writing
• HISTORICAL geography
• EARTH sciences
• Ocean voyages
• Travel writing

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• 10.1016/j.jhg.2005.10.007 Licence: Unspecified
• https://search.ebscohost.com/login.aspx?direct=true&db=asn&AN=21360325&site=eds-live

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• travel INIS 100%
• oceans INIS 100%
• seas INIS 100%
• Mobile Homes Social Sciences 100%
• UK Social Sciences 100%
• Narrative Social Sciences 100%
• Historical Geography Social Sciences 100%
• Personnel Social Sciences 100%

T1 - ‘Our home on the ocean’ Lady Brassey and the voyages of the Sunbeam, 1874–1887

T2 - Lady Brassey and the voyages of the Sunbeam, 1874–1887

AU - Ryan, James R.

N1 - Accession Number: 21360325; Ryan, James R. 1; Email Address: [email protected] ; Affiliation: 1: Department of Geography, University of Leicester, Bennett Building, University Road, Leicester LE1 7RH, UK; Source Info: Jul2006, Vol. 32 Issue 3, p579; Subject Term: VOYAGES & travels; Subject Term: TRAVEL writing; Subject Term: HISTORICAL geography; Subject Term: EARTH sciences; Author-Supplied Keyword: Empire; Author-Supplied Keyword: Gender; Author-Supplied Keyword: Home; Author-Supplied Keyword: Ocean voyages; Author-Supplied Keyword: Sea; Author-Supplied Keyword: Ships; Author-Supplied Keyword: Travel writing; Number of Pages: 26p; Document Type: Article

PY - 2006/7/1

Y1 - 2006/7/1

N2 - Between 1874 and 1887 the exceptionally wealthy Brassey family embarked on a series of extensive cruises abroad on their private steam yacht the Sunbeam. Lady Annie Brassey''s accounts of these worldwide journeys, notably her best-selling A Voyage in the ‘Sunbeam’: Our Home on the Ocean for Eleven Months (1878), made her, her family and the Sunbeam household names in Victorian Britain and beyond. With a professional crew and domestic staff, the Sunbeam enabled the Brasseys to go wherever they pleased and provided Lady Brassey with a mobile home from which to compose her travel writings and collect souvenirs from around the world. This paper contributes to a broader historical geography of the sea by considering the contemporary appeal of Lady Brassey''s popular accounts of sea travel and shipboard life. It explores how Lady Brassey''s narratives of these grand oceanic tours surveyed and domesticated the world beyond England, and how they were shaped through the construction of the Sunbeam as a ‘home’ in which discourses of domesticity, gender and empire were played out. 

AB - Between 1874 and 1887 the exceptionally wealthy Brassey family embarked on a series of extensive cruises abroad on their private steam yacht the Sunbeam. Lady Annie Brassey''s accounts of these worldwide journeys, notably her best-selling A Voyage in the ‘Sunbeam’: Our Home on the Ocean for Eleven Months (1878), made her, her family and the Sunbeam household names in Victorian Britain and beyond. With a professional crew and domestic staff, the Sunbeam enabled the Brasseys to go wherever they pleased and provided Lady Brassey with a mobile home from which to compose her travel writings and collect souvenirs from around the world. This paper contributes to a broader historical geography of the sea by considering the contemporary appeal of Lady Brassey''s popular accounts of sea travel and shipboard life. It explores how Lady Brassey''s narratives of these grand oceanic tours surveyed and domesticated the world beyond England, and how they were shaped through the construction of the Sunbeam as a ‘home’ in which discourses of domesticity, gender and empire were played out. 

KW - VOYAGES & travels

KW - TRAVEL writing

KW - HISTORICAL geography

KW - EARTH sciences

KW - Empire

KW - Gender

KW - Ocean voyages

KW - Travel writing

U2 - 10.1016/j.jhg.2005.10.007

DO - 10.1016/j.jhg.2005.10.007

M3 - Article

SN - 0305-7488

JO - Journal of Historical Geography

JF - Journal of Historical Geography

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Broadcast: News items

On the trail of annie brassey.

By: Jacqui Bealing

Last updated: Monday, 14 October 2019

Sarah French with Annie Brassey's photograph collection

Annie Brassey portrait

'Nearly Overboard'. An illustration of an alarming incident on The Sunbeam

A Voyage in the Sunbeam

When Sarah French began a doctoral thesis on the photographic collection of a much-travelled Victorian woman, she had little idea of the extraordinary journey she would also be taking.

The collection was started by Annie Brassey , the wife of Hastings MP Thomas Brassey, who sailed around the globe with her husband and their children aboard their luxury steam yacht, Sunbeam. 

As well as taking her own images, which she developed in an especially made dark room on board the yacht, Annie gathered the work of commercial photographers to create a visual record of their trips.

Her engaging travel journals, including the international bestseller A Voyage in the Sunbeam , Our Home on the Ocean for 11 Months (published in 1878 and translated into 17 languages), brought her fame and recognition.

Now Sarah , who has a degree in photography from the Arts University Bournemouth and an MA in Art History from Sussex, is exploring the photographic archives to see what more they can reveal about the Brasseys’ adventures.

With funding from the Consortium of the Humanities and the Arts South-east England (CHASE) for her doctoral project - a collaboration between the University of Sussex and Hastings Museum and Art Gallery - she is cataloguing the ethnographic collection at the museum and making connections with photographs at Hastings Library and The Keep records office in Falmer, East Sussex.

She will also be spending three months in California next year to review thousands of photographs from the Brassey family that are now housed in the Huntington Library in San Marino.

“I grew up in Hastings and was familiar with the Brassey name because they were big local philanthropists,” says Sarah. “There are streets named after them, they financed the building of the Brassey Institute, which is now the local library, and several artefacts are on display at Hastings Museum from the family’s travels, including weapons and clothing.

“The photos by Annie aren’t all of the best quality, and we don’t know how she learned to use what were then large format cameras with glass plate negatives. But she was one of the few women at the time who were members of the Royal Photographic Society.”

The Huntington Library bought their collection at auction at the beginning of the 20 th century. Sarah became interested in why the photos weren’t with the ethnographic collection. “My ambition is to reintroduce photography to the museum collection to add context to the story.”

Annie Brassey’s story is certainly unusual. Born in 1839, the daughter of a wealthy wine merchant, she married Thomas Brassey in 1860. Brassey inherited £5 million (the equivalent of £29bn today) from his father, who’d made his fortune building railways around the world.

The money gave Thomas the opportunity to indulge in his passion for maritime adventures, and between 1869 and 1887 the Brasseys left their Sussex home, Normanhurst Court in Catsfield, to embark on cruises to Japan, Australia, and South America.

The Sunbeam was built in 1873 in memory of their daughter Constance, who died of scarlet fever at the age of four. The lavishly furnished 157-ft-long steam schooner made its first circumnavigation of the globe in 1876, carrying the Brasseys and their three surviving children, together with a crew of 30 and numerous pets and livestock.

While her husband wrote about nautical and navigation matters, Annie, who had developed a keen interest in botany and nature in childhood, documented the more colourful details of their journey.

In A Voyage in the Sunbeam she describes riding through the jungles of South America, her children almost being swept overboard in a storm, the shock of seeing slaves bought and sold in Buenos Aires, and rescuing a crew from a burning cargo ship.

Her journal entries, which she sent to her father to be circulated among friends and family before being published for wider audiences, also mention the European settlers and indigenous people they met en route , and the meals they ate together.

“The books are all very jolly and upbeat,” says Sarah. “People enjoyed reading about the adventures of her family, but it also meant that she was criticised for the domesticity of her writing.”

In an attempt to be taken seriously, Annie would reference the travel accounts of Captain Cook and Charles Darwin, and would often comment on the commonly believed narratives of the time.

“There were lots of assumptions about what these people from the corners of the globe were like, yet she was giving very detailed descriptions of actual encounters with them,” points out Sarah. “She contradicted Darwin’s view of a tribe in South America that he had described as ‘the lowest form of civilisation’, and she was critical of the work of missionaries.”

Annie, who became Lady Brassey when her husband was knighted in 1881, certainly seems to have been a whirlwind of energy and activity. Her diary entry of the day before the Sunbeam’s first voyage describes how she was at a party till 1am, then went to a concert, got in at 3am, and asked to be woken at six so that they could make their journey to Rochester, where the yacht was moored.

In addition to writing about their travels, she raised money for charitable causes by holding exhibitions on the yacht of the many artefacts they had brought back. Their ‘Sunbeam treasures’ included a ceremonial cloak of exotic feathers from the Kingdom of Hawai’i. The cloak is now on display at Hastings Museum.

“She was interested in souvenirs, and botanical specimens and was gathering and collecting, as well as being given gifts and buying in auctions,” says Sarah. “It was so encompassing that she wasn’t always taken seriously as a collector, though she was highly knowledgeable.”

Annie’s philanthropic interests extended to supporting St John Ambulance and giving members of Working Men’s Clubs free entry to her exhibitions.

Despite her energy, Annie suffered from what her husband described as an inherited “weakness of the chest”. After contracting malaria in 1869, she experienced frequent bouts of fever until her death in 1887 at the age of 47, on a voyage to Mauritius.  She was buried at sea.

A year after her death, her husband opened the Lady Brassey Museum at their London home in Park Lane to make a permanent exhibition of the collection. He had bought carved wooden display cases made for the South Kensington Colonial Exhibition in London in 1886 and fitted them into their home. The cases were transferred to Hastings Museum in 1919, after the death of their son, and are now used to exhibit ethnographic items from The Brassey Collection and elsewhere.

“Since I began the PhD last October, I’ve realised there’s enough material for a dozen PhDs,” says Sarah. “Although she was very popular in the late 19 th century, I hadn’t realised that Annie wasn’t much remembered outside Hastings.  But now, especially with a new biography being written about her by Frances Osborne , there seems to be a revived interest in her life and her work.”

Steam yacht SUNBEAM moored in Farm Cove, Sydney Harbour

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EAST DO NYLAND ​ / ROWHEDGE

Sunbeam  r.y.s..

THE HALF-PENNY NEWSMAN - 25 July 1874. “LOSS OF A DONYLAND FISHERMAN. George Brown, of Donyland, one of the crew of the steam yacht Sunbeam , belonging to Mr. T. Brassey, M.P., has been drowned off the coast of Norway while baling water from the dingey attached to the yacht. He leaves a widow and one child. He had insured his life.”

Between 6 July 1876 and 27 May 1877 the magnificent steam-assisted three-masted topsail-yard schooner Sunbeam, owned by Lord Thomas Brassey, made the first circumnavigation of the globe by a private yacht. Regular illustrated "blogs" from the voyage appeared in The Times , The Graphic and The Illustrated London News with Lady Brassey's full account of the eleven month trip, 'A Voyage in the Sunbeam',  becoming a best-seller.

And yes... the majority of the Sunbeam's crew hailed from Rowhedge.

Route: Madeira, Tenerife, Cape Verde Islands, Brazil, Argentina, Chile, Tahiti, Sandwich Islands, Hawaii, Japan, China, Singapore Ceylon, Aden, Egypt, Home.

Isaiah POWELL, Sailing Master

Charles COOK, Signalman and Gunner

James ALLEN, Coxswain of the Gig

James WALFORD, Captain of the Hold

John FALE, Coxswain of the Cutter, left Sunbeam at Malacca

Henry PARKER, Second Coxswain of the Gig

William SEBBORN, A.B. (Able Bodied)

Turner ENNEW, A.B.

William MOULTON, A.B.

John GREEN, A.B.

Thomas TAYLOR, A.B.

Thomas POWELL, Forecastle Cook

William COLE, Boy

Joseph SOUTHGATE, Cook's Mate

John SEBBORN, arrived from U.S. Ashuelot at Hong Kong

Arthur TURNER, rescued crewman of Monkshaven , remained on board Sunbeam as an A.B.

'A Voyage in the Sunbeam' is free to read here >

Sunbeam was apparently named after a daughter of Lord and Lady Brassey - Constance Alberta - who was nicknamed Sunbeam and  died of scarlet fever aged four, on 24 January 1873. The golden figurehead of the yacht which depicts her is kept at the National Maritime Museum, Greenwich, London.

Lord Brassey's wealth derived from the family business of building railways in the UK and around the world.  He went on to become Governor of  the Australian state of  Victoria and died in 1918 aged 82.

Annie Brassey's accounts of later voyages in the Sunbeam include "Sunshine and Storm in the East" (1880); "In the Trades, the Tropics, and the Roaring Forties" (1885); and "The Last Voyage" (1889, published posthumously).

Her last voyage on the Sunbeam was to India and Australia, undertaken in November 1886 to improve her health. On the way to Mauritius she died of malaria on 14 September 1887 and was buried at sea.

Her collections of ethnographic and natural history material were shown in a museum at her husband's London house until they were moved to Hastings Museum in 1919. There are also several photograph albums and other ephemera held at Hastings Library.

Sunbeam - Sydney Harbour                      1887

Annie and Thomas Brassey

Rowhedge men sail round the world

SUNSHINE AND STORM IN THE EAST   (1880)

“SUMMARY OF THE VOYAGE OF THE YACHT SUNBEAM  from England to Tangier, Gibraltar, Palermo, Messina, Piraeus, Constantinople, Moudania, Smyrna, Milo, Zante, Corfu, Naples, Nice, and Gravesend, September 4, 1874, to January 7, 1875.”

Isaiah POWELL, First Mate

William CHECK (Cheek?), Carpenter

Charles COOK, Signalman

Benjamin WALFORD, Coxswain of the “Gleam,” Cutter

John FALE, Coxswain of the “Glance,” Cutter

William PERCIVAL, Coxswain of the “Ray,” Light Gig

Joseph WADE, Coxswain of the “Mote,” Dinghy

John WALFORD, Store-room Man

James C. ALLEN, A.B.

Jesse CRANFIELD, A.B.

Henry PARKER, A.B.

Samuel WADE, A.B.

William SIBBORN, A.B.

George CLARK, A.B.

James HARRIS, A.B.

Edgar JONES, A.B.

Thomas JAY, A.B.

Thomas HARRIS, Chief Steward

Ebenezer SOUTHGATE, Cabin Cook’s Boy

Wallace C. HOWLEN, Forecastle Cook’s Boy

IN THE TRADES,  THE TROPICS, AND THE ROARING FORTIES   (1885)

“LIST OF PERSONS ON BOARD ‘SUNBEAM,’ R.Y.S. DURING VOYAGE TO AND FROM THE WEST INDIES - September to December 1883.”

Dartmouth, Malta, Gibraltar, Madeira, Trinidad, Venezuela, Jamaica, Bahamas, Bermuda, Ponta Delgada, Devonport.

John FALE, Coxswain, First Cutter

Ebenezer SOUTHGATE, Chief Cook

Alfred SOUTHGATE, Second Cook

A SAGA OF THE SUNBEAM   by Horace G. Hutchinson, published 1911

Outward voyage from 9 July to 13 August 1910 - Dover, via Wick, to Iceland; thence to St. John’s, Newfoundland, and Montreal.

Return voyage from 19 August to 20 September 1910 - Montreal through Gut of Canso to St. John’s, Newfoundland; thence to Waterford and Dover.

Local crewmen -

Master - Jack Carter, Rowhedge. The King permitted Capt. Carter to act as Master of the Sunbeam for the voyage.

Second Cook - G. Coppin, Brightlingsea

“CAPTAIN CARTER - His father spent many years in the service of the late King, in charge of the Britannia , in her racing days winner of many brilliant victories.

Captain Carter is a fine navigator, a good seaman, keenly interested in making the voyages a success, tactful in dealing with an owner who takes the chief command, and considerate in his relations with the old sailing master, who for many years had been serving with no superior officer but the owner.”

The voyage is further described by Earl Brassey in “ SUNBEAM R.Y.S. - Voyages and Experiences in Many Waters” published in 1917.

The penultimate chapter in the book concerns the travels of the Sunbeam in the Mediterranean when she was used as a hospital ship in WWI, her fortieth commission.

Her crew included Captain Jack Carter (now of Cowes), “.... of the yacht Britannia , graciously loaned to the Sunbeam while used as a hospital-ship.”

G. Coppin, Brightlingsea, 2nd Cook

H. Dines, Brightlingsea, Forecastle Cook

C. Wadley, Wivenhoe, A.B., Coxswain Launch

P. James, Rowhedge, A.B., Coxswain Gig

In 1916 Earl Brassey presented Sunbeam to the Government and people of India for the remainder of the war. Sunbeam logged over 500,000 miles and her voyages included -

Round the World - 1876-77

West Indies and United States - 1883 and again in 1892

Calcutta and Bombay - 1893-94

Australia, Tasmania, New Zealand - 1895-97 (Earl Brassey was Governor of Australia for five years).

Australia to England - 1900

Canada - 1903

West Indies and United States - 1905

Iceland and Canada - 1910

Bombay - 1913-14

Mediterranean (as Hospital Ship) - 1915

India, from Alexandria - 1916

In addition to these voyages Sunbeam sailed to the Mediterranean and back seven times, to Norway twice and to the Baltic.

Following the death of Earl Brassey in 1918 Sunbeam passed to Henry Brassey before becoming a training ship in 1920. She was sold to Sir Walter Runciman in 1922 and broken up a few years later.

The Brassey Collection at the Hastings Museum is apparently well worth a visit for anyone interested in the voyages of the Sunbeam .

The steam yacht Sunbeam in Neapolitan waters; and Under sail at sea

More from maritime and naval battles.

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Steam yacht

A steam yacht is a class of luxury or commercial yacht with primary or secondary steam propulsion in addition to the sails usually carried by yachts.

Origin of the name

Earliest steam yachts, luxury yachts, commercial yachts, naval yachts.

The English steamboat entrepreneur George Dodd (1783–1827) used the term "steam yacht" to describe the steamer Thames , ex Duke of Argyle . Her service on the river had first been advertised on 22 June 1815 as "Thames Steam Yacht", intended to emphasise how luxurious these vessels were. [1] [2]

The first two private steam yachts known were:

• Endeavour , a wooden paddle steamer registered 28 January 1828 by builders Rawlinson and Lyon, Lambeth , 75’6” x 12’ x 7’2”, 25 tons with a 20 HP Maudslay patent [3] oscillating engine with two cylinders 20in. dia. X 2   ft. stroke, and registered to the eminent English engineer Henry Maudslay , [4] London on 21 February 1828, who used her as his private steam yacht. The eminent Scottish engineer James Nasmyth mentions a trip aboard her to Richmond. [5]
• Swift , a wooden sailing smack built in 1803 at Bridport by Booles & Good, not registered. Unknown owners at Leith in 1804; documents missing. [6] Converted to a paddle steamer, described as a steam yacht, and registered by T. West, H. Bellingham, E. H. Creasey and others of Brighton on 21 August 1822 at Shoreham-by-Sea , 106’5” x 23’1” x 10’8”, 143 tons. They ran her as a ferry between Brighton and Dieppe . [7] [8] She was sold to G. Crichton, R. Ogilvie & others in Leith in February 1824. [9] Crichton & Ogilvie were well-known managers. [10] She was sold to H. Templer in London in September 1827 [11] and finally to Turkey in October 1828 when she became the Sultan's steam yacht Surat , [12] later taken into the Ottoman Navy as its first steam vessel.

Thomas Assheton Smith II was excluded from the Royal Yacht Club for his advocacy of the steam yacht, eight of which he commissioned between 1830 and 1851, beginning with the Menai . [13] [14] In cooperation with the Scottish engineer Robert Napier , whose Govan, Glasgow yard built a number of them, Smith did much to improve the hull design of steam yachts. [15] After 1856, when the Royal Yacht Squadron (the Club became Squadron in 1833) removed their edict, steam yacht building began to multiply. [16]

In England around 1901, some steam-powered fairground swings attempted to recreate the steam yacht experience; one example was built by the fairground equipment engineer Frederick Savage. [17]

The term "steam yacht" encompasses vessels of several distinct uses, but of similar design.

A luxury yacht in the modern sense is a vessel owned privately and used for pleasure or non-commercial purposes. Steam yachts of this type came to prominence from the 1840s to the early-20th century in Europe . The first British royal yacht was Victoria & Albert of 1843. Nominally the first steam yacht in the United States was Cornelius Vanderbilt 's North Star , launched in 1854; however, this was actually a full-size steamship fitted out for the personal use of Vanderbilt and his family, and left no legacy on steam yacht design. [18] The first true steam yachts known to have been built in the United States, Leonard Jerome ' s Clara Clarita and R. F. Loper ' s Wave , were completed in 1864. [18]

Steam yachts were commissioned by wealthy individuals and often heads of state as extravagant symbols of wealth and/or power. [19] They were usually built with similar hull-lines to clipper ships , with an ornate bow structure and a low, smooth freeboard. Main propulsion usually came from one or two steam engines, later of compound type, or in even later, very large yachts, triple expansion or turbines . Steam yachts usually carried rigging for sails, originally as an auxiliary propulsion system, but later more for show and naval tradition. Private steam yachts were capable of long seagoing voyages, but their owners' needs and habits saw most stay near to the coast. Inland seas such as the Baltic and the Mediterranean were popular areas for using steam yachts.

Statistics show that Clydeside was the premier building area for steam yachts in the United Kingdom: 43 shipbuilding yards on Clydeside built 190 steam yachts between 1830 and 1935. [ citation needed ] Scotts Shipbuilding & Engineering Co Ltd of Greenock Scotland built 23 steam yachts between 1876 and 1904. [20]

The auxiliary steam yacht is a class of steam yacht in the luxury category. In 1876-77, British politician Thomas Brassey took his wife and children on a world cruise in their newly built yacht, the 532 ton Sunbeam . Brassey preferred sail as the primary source of motive power, but knew from years of experience the advantages of steam power, when wind and tide made progress difficult. Sunbeam was, therefore, designed as a "steam auxiliary", capable of covering long distances between coaling stations under her fully rigged sail area of 9200 square yards, but with enough fuel to steam for up to 20 days if necessary (she could carry 80 tons of coal). Their trip was made famous by a book written and published by his wife Annie Brassey - A Voyage in the Sunbeam, our Home on the Ocean for Eleven Months . Within a few years other yachts were built for owners with a similar sense of adventure, famously Lancashire Witch for Sir Thomas George Fermor-Hesketh, 7th Baronet and Wanderer for Charles Joseph Lambert. These sailing yachts, with steam auxiliary power, were more expensive to build and run, but gave the owners the freedom to roam the world without necessarily planning their routes via the network of coaling stations in existence at this time. In addition the yacht masters were not totally reliant on the quality of the steaming coal available to them, that could at times be questionable. When not in steam, the funnel on the auxiliary yacht would be lowered and the propeller feathered to reduce drag. [21]

Those of the second class of steam yacht were built for commercial use, but gained the 'yacht' title due to their size and design similarity with the private vessels and because they were not constructed to be mainly cargo- or passenger-carrying vessels, but as versatile, low- draft ships capable of working local coastal routes. This is closer to the original meaning of the word "yacht", coming from the Dutch term Jacht , describing a small, fast commercial vessel. The distinction between a commercial steam yacht and a coastal trading vessel is not a clear one, but the latter term usually implies a mainly cargo-carrying ship. Steam yachts were often run by packet companies operating regular, timetabled services between islands or coastal towns. Steam yachts were widely used in the whaling trade.

The light, fast design of a steam yacht was ideal for chasing whales, and the lack of a large amount of cargo space did not matter as whaling produced few bulky products. Commercial steam yachts were rarely as ornate or luxurious as their private counterparts, with simpler, more rugged lines and usually a more practical sailing rig. Steam yachts used in the whaling trade often had reinforced hulls to allow them to operate amongst the ice of frozen waters.

This meant that several whaling-yachts crossed the definition from commercial to private yacht in later life when they were bought for polar exploration work. Since these expeditions were, by and large, privately funded the ships used became, by definition, private steam yachts and many were registered with the 'SY' prefix used for such craft. The Aurora , Morning , Nimrod , Terra Nova and the Quest are all examples of commercial vessels that went on to become steam yachts used during the Heroic Age of Antarctic Exploration . It was common for expedition leaders to be members of a yacht club , so many of these ships were registered to a civilian club and flew a club burgee (and a blue ensign in the case of British steam yachts). Ernest Shackleton's ship Endurance and Roald Amundsen's Fram are unusual cases of vessels being purpose-built as icebreaking private steam yachts. Endurance was originally built for conducting tourist cruises of the Arctic, bringing her close to the definition of a yacht in the modern sense.

The Royal Navy used small numbers of steam yacht-type vessels from the Victorian era onwards to transport men and equipment in harbour, act as coastal escorts for larger ships and for training and exercises. A good example of this was the iron p.s. Fire Queen built for the entrepreneur Thomas Assheton Smith (II) (1776–1858), (his first of three Fire Queen s) by Robert Napier, Govan, Glasgow and launched on 27 July 1844, Napier Yard No 5, engine No 88. [22] She was bought by the British Admiralty in July 1847 for £5,000 for use as a tender; there is an illustration (incorrectly captioned) of her in that role. [23] She was sold on 4 August 1883 for £1,100 by the Admiralty to Castle the shipbreakers. [24] Fire Queen was replaced by the Admiralty by the former Steam yacht Candace , launched on 23 September 1881 by Ramage & Ferguson, Leith, bought by the Admiralty in 1882 and then duly renamed Fire Queen . [24]

In the First World War vessels such as these and several requisitioned private yachts were used on anti- U-boat patrols and for minesweeping . It became clear that the naval trawler was more suited to these kinds of tasks.

Steam yachts often used the ship prefix SY , but some were alternatively described as screw schooner , if they carried schooner rig. A fine example of the screw schooner is the 125 year old British Amazon , built at Southampton in 1885 from designs by the renowned Dixon Kemp and still in use in the USA after crossing the Atlantic in 2009, although diesel-propelled since 1937. She was photographed on Columbus Day 2009 on a mooring near the Herreshoff Marine Museum in Bristol, Rhode Island . [25]

Aurora built by Alexander Stephen & Sons Ltd, Glasgow in 1876 (a former whaling-yacht turned Antarctic exploration vessel) is a notable example of the class, as are the Victorian era yachts used by European monarchs , such as the HMY Victoria and Albert III and the SMY Hohenzollern . One of the oldest steam yachts, and one of the few still surviving today, is the Kheideval Yacht, Mahroussa , which was built in 1865 and was maintained in seaworthy condition by the Egyptian government.

The Hildegarde and Hiawatha were steam yachts chartered by the Ministry of Agriculture, Fisheries and Food (United Kingdom) - Directorate of Fisheries, now known as the Centre for Environment, Fisheries and Aquaculture Science (Cefas) between 1912 and 1914 to carry out fishery investigations. [26] Before the First World War , the SY Hildegarde was renamed as the Managem . On 15 January 1917 she was requisitioned by the Admiralty and armed with a 12 pdr naval gun. Notably she was stationed off Atlit in Israel and used to relay espionage messages from operatives onshore (and briefly used by the Jewish "Nili" espionage group).

Related Research Articles

A steamship , often referred to as a steamer , is a type of steam-powered vessel, typically ocean-faring and seaworthy, that is propelled by one or more steam engines that typically move (turn) propellers or paddlewheels. The first steamships came into practical usage during the early 1800s; however, there were exceptions that came before. Steamships usually use the prefix designations of "PS" for paddle steamer or "SS" for screw steamer . As paddle steamers became less common, "SS" is incorrectly assumed by many to stand for "steamship". Ships powered by internal combustion engines use a prefix such as "MV" for motor vessel , so it is not correct to use "SS" for most modern vessels.

Thomas Brassey, 1st Earl Brassey , was a British Liberal Party politician, Governor of Victoria and founder of The Naval Annual .

HMS Sultana was a small Royal Navy schooner that patrolled the American coast from 1768 through 1772. Her role was to prevent smuggling and to collect customs duties. She was retired and sold in 1773 when unrest in Britain's American colonies required larger, better armed patrol craft.

C.A. Thayer is a schooner built in 1895 near Eureka, California. The schooner has been preserved and open to the public at the San Francisco Maritime National Historical Park since 1963. She is one of the last survivors of the sailing schooners in the West coast lumber trade to San Francisco from Washington, Oregon, and Northern California. She was designated a National Historic Landmark on 13 November 1966.

USS Mayflower (PY-1) was a 275 ft (84 m), 2,690 t (2,650 LT) motor vessel originally built as a private yacht that went on to serve in a variety of military, governmental, and commercial roles.

Robert Napier was a Scottish marine engineer known for his contributions to Clyde shipbuilding.

HMS Waterwitch was a British hydrographic survey vessel active in eastern Asian waters from 1894 to 1912. She was a wooden vessel, purchased from a private owner specifically for survey work. She was lost in a collision in Singapore harbour in 1912.

HMS Eclipse was a Royal Navy Cruizer -class brig-sloop built by John King at Dover and launched in 1807. She served off Portugal and then in the Indian Ocean at the capture of the Île de France. Shortly thereafter she captured Tamatave. She was sold for mercantile service in 1815. She traded with India until 1823. Then between 1823 and 1845 she made seven voyages as a whaler.

George Lawley & Son was a shipbuilding firm operating in Massachusetts from 1866 to 1945. It began in Scituate, then moved to Boston. After founder George Lawley (1823–1915) retired in 1890, his son, grandson and great-grandson upheld the business, which continued until 1945. Of the hundreds of ships built by the Lawleys, highlights include the yachts Puritan and Mayflower , respective winners of the 1885 and 1886 America's Cup.

St Clare John Byrne (1831-1915) was a British naval architect, who specialized in the design of luxury yachts during the late Victorian and early Edwardian period.

William Patterson Shipbuilders was a major shipbuilder in Bristol, England, during the 19th century and an innovator in ship construction, producing both the SS Great Western and SS Great Britain , fine lined yachts and a small number of warships.

HMS Rover was a Royal Navy Cruizer -class brig-sloop laid down in 1804 but not launched until 1808. She served in the North Sea, off the north coast of Spain, in the Channel, and on the North American station. She captured two letters-of-marque and numerous merchant vessels before being laid-up in 1815. She then sat unused until she was sold in 1828. She became a whaler that made four voyages to the British southern whale fishery between 1830 and 1848. She was last listed in 1848.

Sunbeam , a British luxury yacht launched in 1874, became famous when Annie Brassey, the wife of its owner Thomas Brassey, published a book describing their adventures during a world cruise. The book, titled A Voyage in the Sunbeam, our Home on the Ocean for Eleven Months , became a best seller and was translated into many languages.

HMS Rattler was a 16-gun sloop of the Royal Navy. Launched in March 1783, she saw service in the Leeward Islands and Nova Scotia before being paid off in 1792 and sold to whaling company Samuel Enderby & Sons. She made two voyages as a whaler and two as a slave ship before she was condemned in the Americas as unseaworthy in 1802. She returned to service though, sailing as a whaler in the northern whale fishery, sailing out of Leith. She continued whaling until ice crushed her in June 1830.

HMS Indian was a Bermuda-built sloop launched in 1805. She captured several small privateers while on the West Indies and Halifax stations before the Royal Navy sold her in 1817. Her main claim to fame, however, is that she was the first command of future Rear-Admiral Charles Austen, who was also the brother of the famed novelist Jane Austen. After the Navy sold her she became a whaler for Samuel Enderby & Sons. She apparently sailed for them until the mid-1830s; she then sailed for other owners until mid-1847, for a total of nine whaling voyages since leaving naval service.

HMS Alderney was a 10-gun Alderney -class sloop of the Royal Navy that saw active service during the Seven Years' War and the American Revolutionary War. Launched in 1757, she was principally deployed in the North Sea to protect British fishing fleets and merchant trade. In this capacity she captured two American privateers, Hawk in 1779 and the 12-gun Lady Washington in 1780. She was removed from Navy service at the conclusion of the American Revolutionary War, and sold into private hands at Deptford Dockyard on 1 May 1783. She became the whaler Alderney that operated between 1784 and 1797, when the Spaniards captured her off Chile.

HMS Coquette was launched in 1807 and spent her naval career patrolling in the Channel and escorting convoys. In 1813 she engaged an American privateer in a notable but inconclusive single-ship action. The Navy put Coquette in ordinary in 1814 and sold her in 1817. She became a whaler and made five whaling voyages to the British southern whale fishery before she was lost in 1835 on her sixth.

Norfolk was built in France in 1784 under a different name. The British captured her c. 1800 and she made some voyages as a West Indiaman. She also made a cruise as a privateer. Between 1803 and 1808 she served the Royal Navy as an armed defense and hired armed ship on the Leith Station. She spent her time escorting convoys in the North Sea and captured one French privateer. After her naval service, between 1808 and 1814 Norfolk was a London-based transport. From 1814 to 1820 she made four voyages as a whaler in the British southern whale fishery. She was last listed in 1823.

The SY Hildegarde and the SY Hiawatha were steam yachts chartered by the Ministry of Agriculture, Fisheries and Food - Directorate of Fisheries, now known as the Centre for Environment, Fisheries and Aquaculture Science (Cefas) between 1912 and 1914 to carry out fishery investigations.

The Thomas F. Bayard was a 19th-century Delaware River pilot schooner built by C. & R. Poillon shipyard in 1880. She spent sixteen years as a pilot boat before being sold during the Yukon Gold Rush in 1897. She was sold again in 1906 for Seal hunting, then purchased by the Department of Marine & Fisheries where she guided freighters into New Westminster, British Columbia for 43 years. She was then acquired by the Vancouver Maritime Museum in 1978. When she sank at her mooring in 2002, the International Yacht Restoration School, Mystic Seaport and the Vancouver Maritime Museum, removed the vessel in pieces for the archeological teams to study and document the remains of her hull. The Thomas F. Bayard Collection , at the Vancouver Maritime Museum, contains the documents, history and preservation efforts.

• ↑ Parliamentary Report of 24 June 1817, 29
• ↑ British Patent No. 3050, 1807, "Steam Engines"
• ↑ The National Archives BT107/52, No. 55
• ↑ Nasmyth, James (1883). James Nasmyth, Engineer: An Autobiography . London: John Murray . p.   not cited.
• ↑ Hawks, Fred, World Ship Society CD No. 2
• ↑ The National Archives, BT107/169, Shoreham No.15.
• ↑ Parliamentary Report 1822, page 201.
• ↑ BT107/408.
• ↑ Martine, John (1888). Reminiscences of the port and town of Leith . Edinburgh: John Martine. p.   4.
• ↑ "Piece reference BT 107/51—Registry of Shipping and Seamen: Transcripts and Transactions, Series I—London Foreign Trade—Ports: 277 - 503, No. 379" . The Catalogue . The National Archives .
• ↑ "Piece reference BT 107/51—Registry of Shipping and Seamen: Transcripts and Transactions, Series I—London Foreign Trade—Ports: 277 - 503, No. 383" . The Catalogue . The National Archives .
• ↑ Boase, George Clement (1898). "Smith, Thomas Assheton"   . Dictionary of National Biography . Vol.   53. pp.   134–135.
• ↑ Dawson, C (August 2006). "Thomas Assheton Smith's Steam Yachts". The Mariner's Mirror . 92 (3).
• ↑ Eardley-Wilmot, Sir John E., ed. (1860). Reminiscences of the late Thomas Assheton Smith, Esq . London: John Murray. p.   55 .
• ↑ Kemp, Dixon , Steam Yachts , RINA 24th Session, 15 March 1883
• ↑ "Fairground Sale Steams Ahead" . BBC News online. 11 October 2002.
• 1 2 Stephens, William Picard (1904). "Steam Yachting in America". American Yachting . New York: The MacMillan Company. pp.   399–342 .
• ↑ Marine Engineering . Vol.   4. Marine Publication Co. 1899. pp.   142–144.
• ↑ Two Centuries of Shipbuilding by the Scotts at Greenock . London: Scotts. 1906.
• ↑ Brassey, Earl Thomas (1917). Sunbeam RYS. Voyages & Experiences in Many Waters . London: John Murray. p.   Chapter V.
• ↑ World Ship Society Yard List No 169/5.
• ↑ Gardiner, Robert, ed. (1993). The Advent of Steam: The Merchant Steamship Before 1900 . Conway's History of the Ship. London: Conway Maritime Press. p.   36. ISBN   0851776183 .
• 1 2 Lyon, David; Winfield, R (2004). The Sail and Steam Navy List: All the Ships of the Royal Navy, 1815-1889 . London: Chatham Publishing. p.   286. ISBN   1861760329 .
• ↑ "1885 British screw schooner Amazon at Bristol RI Columbus Day 2009" . Archived from the original on January 8, 2011 . Retrieved March 24, 2011 .
• ↑ MAFF (1992). The Directorate of Fisheries Research: Its Origins and Development . Ministry of Agriculture, Fisheries and Food, Lowestoft. 332pp.

Martyn Richardson Mackrill (born British 1962) Steam yacht Sunbeam at Cowes

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Martyn Richardson Mackrill (born British 1962)

The Sunbeam is a 3 tonne racing yacht designed by Alfred Westmacott in 1922. There are two fleets of Sunbeams ; The Solent and the Falmouth. Although the two differ slightly in their design, they maintain a strong relation with each other by way of an annual race between each fleet. It is presumed that Mackrill painted this work at one of these races during Cowes week in the Isle of Wight in 1994.

Saleroom notices

The footnote in the catalogue is incorrect and it should read as follows: The central vessel is Lord Brassey's incredibly famous steam yacht Sunbeam (built 1874) with Sir Thomas Lipton's equally famous steam yacht Erin moored off her starboard side and the scene is of one of the glorious Edwardian summer days at Cowes regatta.

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Russian Company OOO "FORUM"

Brief profile.

active Commercial

Facts to Consider

Strong decline in the revenue for the year (by 92.1%).

The manager is also a CEO in 4 organizations.

The loss of 16.5 million RUB made at 2023 year end.

There are 2 more firms at this address.

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Complete Profile

• 1. General Information
• 2. Registration in the Russian Federation
• 3. Company's Activities
• 4. Legal Address
• 5. Owners, Founders of the Entity
• 6. OOO "FORUM" CEO
• 7. Entities Founded by Company
• 8. Number of Employees
• 9. Company Finance
• 10. Timeline of key events
• 11. Latest Changes in the Unified State Register of Legal Entities (USRLE)

General Information

Full name of the organization: OBSHCHESTVO S OGRANICHENNOI OTVETSTVENNOSTIU "FORUM"

TIN: 7703600646 (region of TIN receipt – Moscow)

KPP: 504701001

PSRN: 1067746829292

Location: 141435, Moscow Oblast, Khimki, mkr. Novogorsk, ul. Olimpiiskaia, str. 15, pomeshch. 8

Line of business: Buying and selling of own real estate (OKVED code 68.10)

Organization status: Commercial, active

Form of incorporation: Limited liability companies (code 12300 according to OKOPF)

Registration in the Russian Federation

The tax authority where the legal entity is registered: Mezhraionnaia inspektsiia Federalnoi nalogovoi sluzhby №13 po Moskovskoi oblasti (inspection code – 5047). The tax authority before 12/27/2018 – Inspektsiia Federalnoi nalogovoi sluzhby № 3 po g. Moskve (code 7703).

Registration with the Pension Fund: registration number 060050046716 dated 9 January 2019.

Registration with the Social Insurance Fund: registration number 771702571277191 dated 1 September 2018.

Company's Activities

The main activity of the organization is Buying and selling of own real estate (OKVED code 68.10).

Before 10/21/2019, the main activity of the organization was listed as Wholesale of non-food consumer goods (OKVED code 46.4).

Additionally, the organization listed the following activities:

Legal Address

OOO "FORUM" is registered at 141435, Moscow Oblast, Khimki, mkr. Novogorsk, ul. Olimpiiskaia, str. 15, pomeshch. 8. ( show on a map )

On 12/27/2018 the organization moved its legal address from another region, the previous address was: .

The following organizations are also registered at this address:

• OOO "MEREZHI"

Owners, Founders of the Entity

The founders of OOO "FORUM" are

The former founder was:

OOO "FORUM" CEO

The head of the organization (a person who has the right to act on behalf of a legal entity without a power of attorney) since 27 June 2019 is general manager Malyshko Vadim Olegovich (TIN: 771403348290).

Malyshko Vadim Olegovich is the head of 4 more organizations

• ASSOTSIATSIIA "RAZVITIE, INNOVATSII, TEKHNOLOGII"
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Also Malyshko Vadim Olegovich is a founder of 5 organizations:

• OOO "ZEMELNYE TEKHNOLOGII"
• OOO "MULTISERVIS PLIUS"
• OOO "BRISKLI"

Previously the organization was managed by (general manager from 07/19/2006 until 06/27/2019 * ).

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Previously the organization was listed as a founder in:

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In 2023, the average number of employees of OOO "FORUM" was 4 people. This is 3 people less than in 2022.

Company Finance

The Authorized capital of OOO "FORUM" is 10 thousand RUB. This is the minimum authorized capital for organizations established in the form of a LTD.

As of December 31, 2023, the organization's total assets were 953 million RUB This is 39.8 million RUB (by 4 %) less than a year earlier.

The net assets of OOO "FORUM" as of 12/31/2023 totaled 945 million RUB.

The organization is not subject to special taxation regimes (operates under a common regime).

The organization is listed in the small businesses registry. In accordance with the legislation of the Russian Federation, organizations with the annual revenue of up to 800 mln RUB and up to 100 employees fall into the small business category.

Information about the taxes and fees paid by the organization for 2023

The organization had no tax arrears as of 08/10/2024.

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Timeline of key events

• The legal address changed from to Moscow Oblast, Khimki, mkr. Novogorsk, ul. Olimpiiskaia, str. 15, pomeshch. 8 .
• The tax authority where the legal entity is registered was changed to Mezhraionnaia inspektsiia Federalnoi nalogovoi sluzhby №13 po Moskovskoi oblasti (earlier it was Inspektsiia Federalnoi nalogovoi sluzhby № 3 po g. Moskve ).

Latest Changes in the Unified State Register of Legal Entities (USRLE)

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• 10/21/2019 . Change of information about a legal entity contained in the Unified State Register of Legal Entities.
• 06/27/2019 . Change of information about a legal entity contained in the Unified State Register of Legal Entities.
• 02/20/2019 . Entering information about registration in the Pension Fund of the Russian Federation.
• 02/01/2019 . Change of information about a legal entity contained in the Unified State Register of Legal Entities.
• 01/10/2019 . Entering information about registration in the Pension Fund of the Russian Federation.
• 12/27/2018 . Entering information about accounting with the tax authority.
• 10/04/2018 . Entering information about registration in the FSS RF.

* The date of change in the Unified State Register of Legal Entities is shown (may be different from the actual date).

The data presented on this page have been obtained from official sources: the Unified State Register of Legal Entities (USRLE), the State Information Resource for Financial Statements, the website of the Federal Tax Service (FTS), the Ministry of Finance and the Federal State Statistics Service.

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