|Lavender Dock, to the west of the|
Lavender lock. The remains of the lock
are still preserved in front of the
Lavender Pumphouse. From the 1868
Ordnance Survey map.
Lothair was built by John and William Walker at Lavender Dock in Rotherhithe, a site which is now occupied by the east end of the modern residential Sovereign View development (SE16 5XH) near to the Lavender pump-house. Of John Walker there is no surviving record, apart from the name of the business, although he was clearly related to William Walker. William Walker was a shipbuilder who operated, at different times, out of Rotherhithe, Deptford, Poplar and Millwall.
William Walker specialized in composite ships. Composites were wooden ships built on iron frames, providing additional strength to the hull. They were lighter, requiring much less internal structural work, which also provided more internal space. Composite ships were only accepted as a recognized class in 1867, when they were described in the Lloyds Register, which gave guidelines for their construction. They had also previously built Shun Lee, Mikado and Ambassador (see an earlier post for some information about the Ambassador, but she will be covered properly soon in a future post).
|Builder's model of Lothair|
At the time of her launch the Thames shipbuilding trade had been greatly depressed for some years, so the event was hailed as an augury of better times in store. She took the water in July, 1870, amid the cheers of a large crowd of spectators, and the launch was followed by a big luncheon, presided over by Mr. Walker, at which many leading shipping people were present.
|Ambassador in full rig, which is probably very similar|
to how Lothair will have looked at launch.
I was second mate of a Newbury Port ship, and we were running our easting down bound out to Canton, and we were somewhere near Tristan d'Acunha when we sighted a vessel astern. It was blowing hard from the nor' west and the next time I looked a couple of hours later, there was the ship close on our quarter, and we doing 12 knots. "Holly jiggers" says I to the mate "there's the Flying Dutchman!" "Naw," says he, "It's the Thermopylae." But when she was abeam a little later, she hoisted her name, the Lothair, and it's been my opinion ever since that she was making mighty close to 17 knots.
- In 1870 September 10 - January 23 sailed from London to Yokohama in 135 days.
- 1871 March 23 - July 1 Sailed from Yokohama to New York in 96 days with a cargo of tea at £2 15s per ton.
- 1878 January 8 - April 2 sailed from Amoy to New York in 84 days (a record).
- 1882 Jun 12 - September 15 sailed from London 1020 tons of coal to Hong Kong in 95 days.
- 1884 October 31 - February 6 sailed from Hong Kong to New York in 98 days. Captain F.W. Dester.
MacGregor adds that in 1873-4 she made the fastest passage in the fair monsoon between Macao and Deal, which took her only 88 days. She was particularly fast in light winds.
|Lothair, with a reduced rig when she was owned|
by Killick, Martin and Co.
A week after leaving Foo-chow, near the entrance of the Kii Channel, she encountered the full force of a cyclone, and while running it out, hove to under a mizen staysail, a terrific gust struck her. The ballast shifted and over she went right on her beam ends. There was nothing for it but cutting away the main and mizen masts, and the ship then righted herself and was got before the wind. The next seven days were spent rigging jury masts, and as the crippled ship was hobbling along ten days later, a steam frigate or corvette was sighted. The Lothair's ensign was lying upside down, but either it was not seen, or if seen was disregarded: anyway, the stranger adopted the Levite's role, and passed by on the other side. Fortunately, no more storms were encountered, and the little ship reached Yokohama without further misadventure.
- Disbursements at start of voyage including provisions: £650
- Insurance of ship and freight: £720
- Loading and dispatch in London £150
- Disbursements at Anjer, Hong Kong, Whampoa and Macao, including provisions: £542
- Unloading and docking in London: £175
- Crew's wages: £750
- Outward freight: £2000
- Homeward freight at £3.00 per ton £3300
- Profit: £2300
- Total gross earning s per net register ton (794 tons net) £16 13s 6d.
William Walker was registered as the first owner of at least two of the ships built at Lavender Dock, including the Lothair, in which he owned 56 out of the total 64 shares for a period of 6 months. Her first master, Evelyn Peacock, held the remaining 8 shares. Walker remortgaged his shares in March 1871 to three London merchants, Arthur, William and Thomas Farwood. They retained the the shares until the mortgage was redeemed in July 1873, when the ship was sold to Killick, Martin and Co., at which time Peacock's shares were also sold. Killick, Martin and Co retained 16 shares and sold the others to various individuals. It was at this time that Lothair was converted to a barque with reduced rigging, and was assigned to a new captain, Banjamin Orchard who was in turn succeeded in 1878 by Thomas Bouton. Subsequently she was sold to William Bowen of Llanelly in Carmarthenshire in 1885, for trade in South America. In 1891she was sold in Callao to G. Buccelli and D. Loero of Genoa. The ship's master was in charge of this transaction, under instructions from her owner to accept no less than £6000 for her. Finally, she was sold to to Peruvian F.G. Piaggio of Callao in 1905. She was lost in 1910.
|The Lothair in later life|
I have a note of an encounter, which the Aberdeen crack [Thermopylae] had with a beautiful Thames-built tea-clipper Lothair, a vessel some two hundred tons smaller than herself. Captain Taylor, one time commander of the Pacific Steam Navigation Company's steamer Orbita, who was an apprentie at that time, was my informant.
He said that on the occasion in question the Thermopylae undoutbedly proved herself the fster ship, though the conditions prevailing were in favour of the larger vessel. Both ships were sailing by the wind into a stiff head sea, a state of affairs which loaded the dice in favour of the bigger ship
It is quite clear that Captain Taylor thought that Lothair performed superbly under the conditions and against a much better equipped competitor.
Lothair was also the beginning of the end of shipbuilding on Rotherhithe and, according to David MacGregor, may have been the last clipper to have been built on the Thames. As Rankin puts it so well: "In future, Rotherhithe shipyards had nothing to offer, which others could not do bigger, better or cheaper" (Rankin 2000).