Burton Stather Shipbuilders

John Wray (1796 - 1884)

John Wray and Son in 1865 built a pier for the Steam Packets which passed daily on the journey from Gainsborough and Hull.

His shipbuilding yard existed for nearly a century.

He appears in the 1841 Census with his wife Elizabeth and again in 1851 with an occupation of Ship Builder employing 16 men and has a son William and niece Sarah. In 1861 aged 65 years he was still ship building and employing 27 men and 12 appentices. By 1881 he was retired and living with daughter in law Ellen widow of William.

Ships built by John Wray and Son

Sloop 'Alkborough' for Cook and Sutton.

1836 JOHN o.n. 171 H.B.R.K. 80 tons. Schooner built Burton-on-Stather, later owned by Bullard & King

1850 SARAH KING o.n. 107 H.B.M.D. 123 tons. Brigantine built Burton-on-Stather, yard no. 133 for Rawling & King (later Bullard & King) This ship was lost 25th. Jan. 1873 when run down by a steam packet 'BRIDE' off Morte Point, Bristol Channel. Position 51 11' 15"N., 04 13' 54" W. On this occassion, all the Sarah King's crew were saved.

1854 Sloop 'Walcot' was built at a cost of £380 54'6" x 14'9" x 6'6".

1858 'Shearwater' schooner built for Banks of London for the Goole Baltic trade. Captain W. Dawson (1870)

1859 'Starling', schooner for J.Wood Goole, 112 tons 76 x 19 x 10. Captain A. Wood. (1870)

1860 'Leveret' schooner for Green & Co. Goole for the Ramsgate - France trade. Captain J. Cresswell (1870) 100 tons 83 x 19 x 10.

1861 'Star of the Sea' schooner for J. Duckett of Preston for the Liverpool coastal trade. Captain W. Rackham (1870) 79 tons 75 x 19 x 8.

1862 Schooner 'Aid' Captain W. Brown (1870), 65 tons 71 x 18 x 8, Hull Coastal trade for Brown & Co.

1863 Schooner 'Summer Cloud' (47120) for Greenfield, Goole. Captain Grouthwite (1870). 78' x 20'2" x 10'2" 91.57 tons registered Aberystwith. (Click here to read about sinking )

(1863 - onwards 8 vessels were built for James Fisher & Sons of Barrow.)

1863 Brig 'Silvery Wave' for Bullard & Co. London, for the London to West Indies run. Captain T. Jarvis (1870), 201 tons 107 x 23 x 13.

1863 'Emma' (47791) for J. Fisher, Barrow. Captain Huddlestone 1870,134 tons 95.5 x 22.2 x 12.2 twin masts - missing 1880..

1863 Schooner 'Knysna Belle' for Harris & Co, of Capetown for the Hull to Capetown run. Captain W. Harries (1870) 75 tons 69 x 19 x 8.

1864 'Doctor' (47798) for J. Fisher , Barrow, Lancaster. Captain Edwards in 1870,148 tons 103 x 22.5 x 12.9 twin masts - wrecked 1894.

1864 'Jane Gray', schooner for Abbot, Hull for Hull Coastal Trade. Captain Abbot (1870), 64 tons 74 x 19 x 8.

1864 'Morecambe Belle', schooner for J. Fisher, Barrow for the Lancashire coastal trade. Captain Brooks (1870) 122 tons 92 x 22 x 12.

1864 'Squire' Brig for J, Fisher, Barrow, Lancaster for the coastal trade. Captain J. Adair (1870) 168 tons 104 x 23 x 13.

1865 "Eleventh Lancashire" brig built for J. Fisher, Barrow for the coastal trade. 202 tons 106 x 22 x 14, Captain J. Griffiths (1870)

1866 'Burton Stather' built for Bullard, King & Co. London, for the London - South Africa run. 421 tons 155 x 27 x 15. Captain C. Warren (1870)

1866 'Sea King', barque for Fisher & Co., Barrow for the Newport - South America run. 404 tons 137 x 28 x 17. Captain S. Clarke (1870)

1867 'Ann Mitchell' Schooner built for Mitchell & Co. 104 tons 81 x 21 x 10. Captain J. Davies (1870)

1868 'Lizzy' barque for J.Fisher, Barrow. Built for Falmouth - Singapore run. Captain W. Williams (1870) 429 tons 138 x 29 x 17.

1869 'Young Dick' schooner for Hickman of Goole. Captain R. Redman (1870) 162 tons 106 x 23 x 12.

1870 November 'Joseph & Elizabeth' for Mr. J. Potter of Hull.

1870 November 'Lincolnshire Lass' for Mr. J. Potter of Hull

1871 'Equity' ketch for J. Oliver of Hull, for the Hull coastal trade. Captain J. Oliver (1870) 64 tons 69 x 19 x 8.

1872 The 'Growler' a wooden ketch rigged vessel official number 65286 built fo James Fellowes 6840 tons.

1873 'Burton' (67704) Trawler 68.87 tons 72 x 19.2 x 10.05 - 1897 sold to Norway.

1875 Sailing trawler 'North Sea' built in oak 72.6 x19.9 x 10.1 and insured for £390.

1885 'Bacchante' 85.1 tons built for George William Cook and sold in 1897 to John Doe for £325 and ended up in Iceland.

Fishing smack 'Swift' for Garsides.

Other ships built at Burton Stather

1826 'John Carolus' Sloop (7656 Official No.) 37 tons for Richard Grassby, Thos Hebblewhite, Newport, Wm Reynolds, Blacktoft

1827 'Elizabeth' Sloop (17423 Official No.) 48 tons for William Burkill, Garthorp

1828 'Fame' Schooner (Official No. 479) 57 tons for R. Detchon

1829 'Eliza' Sloop (Official No. 2709) 45 tons for John Kirk, Leeds

1833 'William & Mary Ann' Sloop (Official No. 19623) 85 tons for Thomas Bradbury, Long Causewy, Lancs

1834 'Friends' Sloop 38 tons for James Mason

1841 'Francis' Sloop (Official No. 21513) 49 tons for Robert Percy, Wm Smith

1841 'Friends' Sloop (Official No. 7696) 40 tons for John Kelsey, William Burkill

1841 'Concord' Sloop (Official No.4859) 40 tons for John Holiday

1841 'Planter' Schooner (Official No.212) 66 tons for Ellen Farnell, Josh Rowbottom & others

1842 'Richard & Francis' Sloop (Official No.23019) 50 tons for John & Samuel Martin, Ferrybridge

1843 'Charity' Sloop (Official No.28082) 46 tons for Joseph Cawthorn, Knottingley

1843 'Ocean' Schooner (Official No.4760) 82 tons for Jas Dudding, Matt Woodhall, Knottingley

1845 'William Maskill' schooner for Hawkworth of Goole for the Goole Coastal Trade. Captain J. Jacks (1870) 71 tons 67 x 16 x 9.

1844 'Alice' Sloop (Official No.5474) 41 tons for Richard Wilson

1846 'Hope' Sloop (Official No.832) 42 tons for John Hudson, Knottingley

1846 'William Burkitt' Sloop (Official No. 4791) 55 tons for John Kelsey

1847 'Economy' Schooner (Official No. 23197) 76 tons for Thomas Wright, Knottingley

1848 'Samaritan' Schooner (Official No.481) 86 tons for William Dyson, James Grayburn, Joseph Bradley

1849 'Acorn' Sloop (Official No.17147) 36 tons for William Thomas Walker

1850 'Expert' Schooner (Official No.22683) 87 tons for Joseph Arnold, Knottingley Thomas Ramsay, Goole

1851 'Nancy' Sloop (Official No. 4853) 43 tons for Benjamin Gibbins, Barton

1852 'Elizabeth' Sloop (Official No.11852) 65 tons for William Hamilton

1852 'Hamilton Sloop' (Official No.5394) 45 tons for William Dyson

1852 'Mystery' Schooner (Official No.4779) 90 tons for Charles & James Saville, J.S.W. Richardson, Gorge Dryden, Wakefield

1854 'Ocean Bride' Schooner (Official No.24088) 116 tons for Jos Arnold, Knottingley Jer Bemtley, Goole

1856 'Thomas Holt' Sloop (Official No.17853) 46 tons for Thomas Holt, Garthorpe Shore

1856 'Wave' Sloop (Official No.18066) 61 tons for William Smith, John Holt, Garthorpe

1857 'Dekar' Schooner (Official No.18778) 79 tons 73 x 18 x 9 for Jonathan Abbott, York. Thomas Abbott, Hull. Captain 1870 J. Abbott

1858 'William Maskell' Schooner (Official No.20470) 70 tons for William Holdsworth

1881 'Samuel' Sloop (Official No.12492) 36 tons for Samuel Beecroft, Geo Whiting

For pictures and further details click on this link

Summer Cloud

(No. 2673) The Merchant Shipping Acts 1854 to 1876.

The ‘Summer Cloud’ was a vessel built of wood, at Burton Stather, in Lincolnshire, by John Wray and Son, in the year 1863. Her official number was 47,120; her length 78 feet, breadth 20 feet 2 inches, depth 10 feet 2 inches; registered tonnage 91:57; rig topsail schooner; and she was registered at Aberystwith. At the time of her loss she was the property of Thomas Lewis, who was appointed managing owner on the 17th of December 1875. He was also master of the vessel, and did not hold a certificate of either service or competency. She was originally classed for 10 years A1, and in the year 1872 she was restored for 7 years A1 at a cost of £300, under Lloyd’s inspection, and in 1873 she was mortgaged for two sums of £300 and £250 respectively, which mortgages are still in force. She left Annalong, coast of Ireland, on the 17th of April 1885, at 4 p.m., in charge of Mr. Thomas Lewis, with a crew of 4 hands all told, loaded with 160 tons of granite stone, bound for Chatham for orders, and at the time of sailing seems to have been in good order, her draught of water being 11 feet aft and 10 feet forward, and having a freeboard of 18 inches, with her load-line disc 2 inches above water. The weather was then fine, with a light wind from the eastward. On the 21st of April, the wind being fresh from the S.W., she put into Fishguard Roads for shelter. On the 22nd the weather moderated, and she sailed again, but was obliged again to put back to Fishguard Roads owing to bad weather on the 24th. She remained there until the 27th, when she again sailed, the wind and weather being moderate. On the 28th the wind increased, and she put back again. On the 29th she again sailed, and about 6 p.m. of the 29th she passed the Bishops and Small Lights, having the wind from the S.S.W. with a heavy swell and turbulent sea, and she was making a little water, and owing to her labouring considerably was shipped a good deal of water on deck. On May 1st the wind shifted to the westward with a strong breeze and heavy swell, and about midnight the wind increased with squalls, which carried away the footrope of the topsail, and through the vessel labouring and rolling heavily the foreboom got adrift and was carried away. The master stated that he saw the Trevose Light, but could not remember at what time or in what bearing. On the morning of the 2nd May the wind shifted to S.W. with heavy swell, and the vessel was then put on the port tack standing out to the westward, with a single reef in the mainsail. At about 3 a.m. on the 2nd May, it being the mate’s watch on deck, the pump was set on, but after pumping some time it was found that the vessel was making more water than usual, the mate immediately called the master, who was below, and he came on deck at once, and set all hands to the pumps. At this time one of the pumps got choked, they then drew the pump box and found it choked with a piece of wood, this was cleaned and both pumps were set to work again, the weather was now squally with a heavy swell which caused the vessel to labour heavily, and finding that the pumps could not keep the water under, the master bore up for Milford Haven, which he estimated to be about 40 miles distant in a north-easterly direction, but he could not tell the Court at what time he bore up or the exact bearing of Milford Haven. After running to the N.E. for some time one of the pump spears broke off from the box, and consequently the pump was of no use; the master and all hands endeavoured to repair the pump, but having no spare spear boxes on board they failed to do so, and this pump became useless. Owing to this breakdown of one of the pumps the water gained upon the vessel. The master went into the hold to ascertain where the vessel leaked, but he could not discover the position of the leak, and found the water in the hold was considerably over the keelson. All hands were kept at the remaining pump, but about 12 o’clock noon the spear of this pump also broke off at the box; they endeavoured to repair it, but could not, consequently the water then gained rapidly upon the vessel, and she was found to be settling down. At about 5 p.m. of the 2nd May it was deemed necessary to abandon the vessel, and the boat was immediately got out, when a compass, bread, water and some effects of the crew were put into it. The crew then got into the boat and abandoned the vessel. The master and mate, however, forgot to take with them the ship’s log book. About 10 minutes after they got into the boat they saw the vessel go down head foremost. The master and crew pulled the boat in the direction of Milford Haven, and about 7 a.m. of the 3rd, having been about 16 hours in the open boat, they were picked up by the schooner ‘Cyril’ of Chester, and were landed at Milford Haven on that day. No lives were lost.

The Court, having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, for the reasons stated in the annex hereto, that the vessel foundered about forty miles to the south-west of Milford Haven, owing to stress of weather and consequent labour and straining of the vessel; therefore the Court do not find the master in default. Dated this 19th day of September 1885.