Posts Tagged ‘mariner’

On 10 June 1814, Arthur Wellesley, the Marquis of Wellington, had only just arrived in Bordeaux from St. Jean de Luz in the southwest of France. It seemed that the long war against Napoleon was over. In April an allied army had entered Paris and the strutting French emperor had abdicated. The French army had surrendered to the British after the Battle of Toulouse. Napoleon had been sent into exile on the Isle of Elba. Wellington was keen to get home and quit his army life; he had other things he wanted to do. But the evacuation of the British army in France was not yet complete. Wellington was busying himself with ordering his remaining forces to come to Bordeaux; from there to take ship to England. He was just waiting for sufficient transport ships to arrive.

Back in England ships were getting ready to sail to Bordeaux to pick up the troops. On 10 June an announcement appeared in the Liverpool newspapers which read as follows:

June 10 1814 for Bordeaux to sail in all this week the brig ‘NELSON’ Edward GRISDALE Master.

Captain Edward Grisdale was just one of the dozens of merchant masters and ship owners who had agreed (for a price) to go to Bordeaux to bring back the army. But of course he wanted to take some paying cargo onboard for the outward voyage to make the trip more profitable.

Quite a number of the ‘Matterdale’ Grisdales had served in the British army and navy throughout the French Revolutionary and Napoleonic Wars, the most famous being Levi Grisdale (see here). Levi had fought at the Battle of Toulouse in April, but, being a member of an elite cavalry regiment, the 10th Hussars, he, together with the rest of the cavalry, was to embark for home from the channel ports rather than from more distant Bordeaux.

In 1814 Captain Grisdale was forty-nine years old. He had been a mariner operating out of the Cumberland ports, as well as from Liverpool, since he was a young man. Edward was born in the bustling port of Workington in 1765. His father John, like his grandfather Edward too, had also been a Workington mariner. But sadly in 1777, when Edward was just twelve, his father drowned. On 27 December 1777 a Whitehaven newspaper reported:

Whitehaven, this morning: Workington mariner John Grisdale was found drowned in the harbour; he has left a wife, and several children.

Workington Harbour

Workington Harbour

Edward was one of at least four children. He had three sisters: Bella, Mary and Ann. As the only son Edward would have needed to start work as soon as possible to help support his widowed mother and sisters. Following his father and grandfather to sea was the logical course. Workington was quite a thriving town; its growth having been spurred by the discovery and mining of coal. Jollie’s Guide said the following about Workington in 1811:

WORKINGTON stands near the mouth of the Derwent, and is a considerable market-town and sea-port, containing about 6000 inhabitants. Many of the streets are narrow and irregular; but some are elegant and neat; and, upon the whole, this town is more agreeable than most ports of equal size in the kingdom. Though it seems to have been anciently the chief haven in Cumberland, yet it appears, that in 1566, only one vessel belonging thereto was of so great a burden as ten tons: and, on a survey taken of the maritime strength of the county about 20 years after that period, when England commanded the seas, all the vessels which Cumberland could put to sea amounted only to 10 in number, and their mariners to 198.

Workington has increased rapidly of late years, and many handsome buildings have been erected. The coal trade to Ireland is its chief support: a few vessels are, however, employed in the Baltic trade. The imports are timber, bar-iron, and flax. The river is navigable for ships of 400 tons burden; and the harbour is commodious, and extremely safe from all winds. There are now about 160 vessels belonging to this port; upon an average, of about 130 tons each. – The principal manufactories are of sail-cloth and cordage. The public buildings are modern; the church is a handsome structure, with a tower, or steeple, in the Gothic style. Here is a small but neat assembly-room, and a playhouse. – A new square, consisting of about 20 neat houses, was a few years ago built in the upper town, where the corn-market is held. – The butchers’ shambles are commodious. – The quays have been much widened and lengthened within the last 30 years. Not far from the town, a spacious workhouse, for the reception and support of the poor, was erected a few years ago, which cost the inhabitants £1600, and is calculated to contain 150 persons. – A considerable salmon fishery on this river belongs to Lord Lonsdale.

The collieries in the vicinity of Workington, which are numerous and valuable, belong to Mr. Curwen, who ships from thence about 150 waggons per day (Sundays excepted), each waggon containing three English tons of coals. Several steam-engines are employed in these coal-works, and between 500 and 600 men.

Messrs. Fenton and Murray, of Leeds, are erecting a steam-engine at Isabella pit, Chapel Bank, of 160 horse power, which exceeds in power any engine ever erected. The depth of the shaft is 150 fathoms, which is deeper than any of the shafts at Newcastle.

The manor house of the family of Curwen stands upon a fine eminence on the banks of the Derwent. It is an elegant quadrangular building, surrounded with excellent lands, in a fine state of cultivation. The house commands a prospect of the town, the river, and its northern banks, and the western ocean for a considerable tract. Mary, Queen of Scots, took refuge at this house, when she landed at Workington after her flight from Dundrannon, in Galloway, – and was hospitably entertained by Sir Henry Curwen, till the pleasure of Elizabeth was known; when she was removed, first to Cockermouth and then to Carlisle castle. The chamber in which she slept at Workington Hall is still called the Queen’s chamber.

Edward would certainly have been involved in the ‘Irish coal trade’, but he was obviously a man of some ambition and talent because not only did he eventually become a captain but he also was to own at least one ship himself, called the Mary after his wife Mary Robinson.

Workington St Michaels church

Workington St Michaels church

Edward married Mary Robinson in St. Michael’s Church in Workington on 26 October 1791. He was said to be a mariner. In 1811 we find Captain Edward Grisdale living in Town Head in Workington and it was said he was the Captain and owner of the 150 ton schooner Mary. Edward and Mary had several children: Sarah 1792, John 1796-1796 Mary Ann 1798, Edward 1802, Dorothy 1805-1811, Grace 1807 and Jane 1815. John died in infancy; Dorothy when she was just six. Edward, his only surviving son, was also later to become a Workington mariner, married a convict in Australia, and later became a ship’s captain himself, before disappearing from the records (see here).

Our Captain Grisdale had command of several ships during his long sea-faring career, such as the Mary (his own ship), the Nelson and the Frances Watson. There were probably others. After he’d brought back the soldiers from Bordeaux in 1814 we find him making trips to Canada and the United states, carrying both cargo and emigrants.

In 1825 Edward took command of the Maryport brig Francis Watson for its first voyage to New Orleans. The Cumberland Pacquet, Tuesday, 8th February 1825:

On Saturday was launched from the building yard of Messrs. K. Wood and Son, Maryport, a very fine copper-bottomed brig called the Francis Watson, burthen per register, 333 tons, and built for Messrs. Wood and Watson, of Liverpool.

‘At 333 tons, the Francis Watson was very large for a brig, but the newspaper report is consistent with the shipping registers, at least until 1830, when she was listed as a ship. The first voyage of the Francis Watson was from Maryport, departed Monday, 28th February 1825 for New Orleans.’ With, we know, Captain Grisdale in command.

Grisdale probably stayed with the Frances Watson for several transatlantic journeys, but later he was succeeded by another Cumberland captain called Sampson Bragg. Just to give a feel for what life could be like on board such ships, I quote the following report from 1829:

On the 30th June 1829 the master of the Francis Watson, Sampson Bragge, was arrested at London, accused of the murder of his steward, Lewis Sinclair. Evidence was taken from the crew, describing the ill-treatment of the steward on the voyage, which had started at Liverpool, then proceeded to Batavia, then Singapore and finally London. The steward had become drunk at Batavia and had been removed from his post to do the duties of a seaman. He was not up to the task, and the ill-treatment started subsequently. It included starvation, denial of water, beatings from the captain, mate and the “black fellows”, being hauled over the ship’s side, being forced to eat a lump of chalk and being smoked out of a hiding hole. The ill-treatment lasted two months until the victim became deranged, then eventually died, off the Scilly Isles on the 13th June. Bragge and the mate were committed to Newgate to await trial at the High Court. At that trial the evidence was repeated, but the jury found that the death of Lewis could not be ascribed to any particular act of violence, and the prisoners were acquitted. A similar sorry tale of ill-treatment can be found in the story of the Valiant two years earlier, the perpetrator being Captain Joseph Bragg, of Whitehaven.

Not long after the Francis Watson, with Bragg still as captain, ‘was driven on shore and wrecked, after landing her cargo, in Algoa Bay, during a gale, on the 13th January 1830’.

Death of John Franklin

Death of John Franklin

In the summer of 1826, we find Captain Grisdale in Quebec in command of the brig Nelson. He arrived in July from Liverpool and departed to Liverpool in September. While he was in Quebec the local newspapers were reporting the latest news of arctic explorer Captain John Franklin:

Arctic Land Expedition.— Despatches have been received from Captain Franklin, of the Arctic land expedition, dated Winter-quarters, Fort Franklin, on the great Bear Lake, September 6. During the summer, three expeditions, under Captain Franklin, Lieutenant Bach, and Dr. Richardson, were made, preparatory to the great objects to be undertaken next year. The expedition under Captain Franklin went to the mouth of the Mackenzie river, which he found to discharge itself into an open sea; there is one island near its mouth, called by Captain Franklin Garry’s Island.— From the summit of this island the Captain saw the sea to the northward all clear of ice or islands; to the westward he saw the coast to a great distance, his view terminating at very lofty mountains, which he calculates were in longitude 188 deg. west. The expedition would proceed early in the spring on its ulterior objects. The officers and men were all well and in spirits at the favourable circumstances which had hitherto attended their proceedings.

King's Wharf Quebec 1827

King’s Wharf Quebec 1827

The next year Grisdale was back in America, once again in New Orleans, this time as captain of the James Grant. He arrived from Liverpool on 10 December 1827. On arrival he made the following declaration:

DISTRICT OF MISSISSIPPI – PORT OF NEW ORLEANS

I, E. Grisdale, Master or Commander of the ship James Grant, do solemnly, sincerely and truly swear, that the within list, signed by me and now delivered to the Collector of this District, contains the names of all the Passengers, taken on board the said James Grant at the Port of Liverpool or at any time since, and that all matters therein set forth are, according to the best of my knowledge and belief, just and true. I do further swear that none of the said Passengers have died on the voyage. Sworn before me, this 10 day of Decr. 1827. (signed) B. Chew, Collector, E. Grisdale.

List of all passengers taken on board the James Grant whereof Ed Grisdale is Master, at the Port of Liverpool and bound for New-Orleans.

Columns represent: name, age, sex, occupation, country to which they belong, country of which they intend to become inhabitants.

1 R. Ferriday      25  male    merchant   England   Alabama
2  Edw. Flynn       40  male    farmer     Ireland   Alabama
3  Pat. O’Bryan     35  male    farmer     Ireland   N. Orleans
4  Jno. McRea       28  male    farmer     Ireland   Tennessee
5 Ml. Eagan        30  male    farmer     Ireland   Tennessee
6  O. Flynn         10  male    boy        Ireland   Tennessee
7  Dan. Flynn        8  male    boy        Ireland   Tennessee
8  Mary Flynn       30  female             Ireland   Tennessee

(Signed)  E. Grisdale

New Orleans Mardi Gras

New Orleans Mardi Gras

This wasn’t, as we have seen, Grisdale’s first visit to New Orleans, but it is perhaps interesting to note that New Orleans had only recently became part of the United States after the American government had ‘purchased’ Louisiana from the defeated French. The people of New Orleans were now free to dance and play music again. Only a few months before Edward Grisdale arrived on the Frances Watson, the first Mardi Gras had taken place:

February 27, 1827: The first Mardi Gras celebrations were held in New Orleans.

The first Mardi Gras celebrations were held in New Orleans. Inspired by similar celebrations in Paris, group of masked students paraded through the street on this day, marking the first Mardi Gras celebrations. Early French settlers had had similar celebrations, but they had been banned throughout the 17th and 18th centuries. Once Louisiana became part of the US, the ban was lifted and Mardi Gras celebrations began to take place annually.

We find a few others mentions of Captain Grisdale in the records, but soon after his 1827 New Orleans voyage Edward Grisdale probably either took his retirement, or perhaps died. Perhaps he saw off his son Edward on the convict ship Numa in 1834. Son Edward was, I believe, a mate on the Numa (he was certainly part of the ship’s crew).

Captain Grisdale left no descendants with the Grisdale name as far as I can see. His daughter Grace (1807) went on to marry Workington registrar Henry Hayton and had a number of children. She lived with her unmarried older sister Sarah, who was a schoolmistress.

Workington Harbour

Workington Harbour

And that is about all I know about Captain Edward Grisdale. When had his family first come to Workington? As I mentioned both his father John (born in 1741 in Workington) and his grandfather Edward had been Workington mariners. But where had grandfather Edward come from? I don’t yet know for sure. He certainly had not been born in Workington nor in the other Cumberland ports of Whitehaven or Maryport. I tend to think he was related to seventeenth century Edward Grisdale Senior and Edward Grisdale Junior, both of Dowthwaite Head in Matterdale. This is based on some circumstantial evidence regarding family naming patterns, dates and by a process of exclusion, but I can’t yet definitively prove the link.

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Sometime in the spring of 1855 Betsey Grisdale decided that she must declare her husband John ‘missing’ in Australia. As she wrote her letter at her home in Lonsdale Terrace in Liverpool she was probably in despair. What had happened to her husband? What was to become of her and her children? Two years before, in February 1853, John, a Liverpool mariner, had boarded the new American-built sailing ship Eagle, bound for Melbourne, where he had arrived in May after an 88 day voyage. Betsey had received news that John had headed to the new ‘gold rush’ diggings in Bendigo, Victoria, and then – nothing.

Sailmaker

Sailmaker

Betsey had already written several letters to John. Perhaps telling him of the birth of their child Joseph in late 1853? Perhaps asking him to come home? She had had no reply. She arranged for an announcement to be placed in Melbourne’s Argus newspaper, which appeared on the 29th of November 1854:

John Grisdale lately sail maker in ship Reliance of Liverpool, lately of Bendigo – letters from wife. Apply to Joseph Pacey, Cambridge Street, opposite Cambridge Place, Collingwood.

The next year John’s brother and sister had also tried to make contact. An announcement in the Argus of the 27th April 1855 read:

If this should meet the eye of John Grisdale, that came out in the ship Eagle, from Liverpool in February 1853, he will hear of his brother and sister by writing to Portland Post Office and he will hear news from home.

Once John had been declared ‘missing’, one final announcement was to appear in the official Victoria Government Gazette on November 27, 1855:

Missing Person. John Grisdale, Victoria Australia. 20 Dec 1855. Sail and ropemaker by trade. Sailed from Liverpool 2.1/2 years ago on the Eagle.

the worshipfull company of coachmakers

the worshipful company of coachmakers

John Grisdale was born in 1815/16 in Cumberland, the son of the later ‘coachmaker’ William Grisdale and his unknown first wife – he was to marry three times. Shortly after John’s birth his mother obviously died. William remarried, his new wife being Emma ‘Amey’ Bell. They married on the 23rd March 1818 in the Cumberland village of Hesket in the Forest. The family lived in Penrith where William and Emma had their first child, called Thomas, in May 1821. Shortly thereafter the family moved to London, no doubt with John in tow. Three London-born children followed: Mark 1822 and twins Ann Bell and Eleanor Greenhow in 1824. Mark was baptized in St. Botolph without Bishopsgate in the City of London, while the twins were christened in   the church of Saint George the Martyr in Southwark. William was in all cases said to be a ‘Coach Maker’. Throughout their time in London the family lived in William Street in Kent Road, and it was there that young daughter Eleanor Greenhow died in early 1826.

Sometime thereafter it seems that William’s wife Amey also died, and William moved from London back up north. This time he managed to find work in his field of coach making in Salford in Lancashire. In Salford William married a third and final time. In October 1833 he married 37 year-old Sarah Payne in Salford.

But let us return to the subject of this story. John had no doubt moved with his father from Penrith to London and returned with him to Salford. It was most likely around the time of William’s third marriage in 1833, when he would have been 16 or 17, when John first went to sea – almost certainly becoming an apprentice seaman in Liverpool. There is no record of John in the 1841 census, implying I think that he was at sea somewhere in the world at the time. His father was at the time still coach making in Salford, living with his wife Sarah. But certainly in 1843, when he was about 26, John was back in Liverpool because on April the 4th of that year he married Betsey (Elizabeth) Bateman in the church of St. John the Baptist in Walton on the Hill in Liverpool. They both gave their address as New Mann Street in Toxteth Park.

Betsey was certainly already pregnant when she married John, because on 25th December 1843 she was delivered of twins Mary and William in Salford, where no doubt she had been living with John’s father William while John was again away at sea. The twins would be baptized back in Liverpool almost a year later, possibly when John was home. Two more children followed: Mark in 1850 and Joseph in 1853, both in Liverpool. John is continually listed as a ‘mariner’.

Embarkation of Emigrant Ship in Liverpool

Embarkation of Emigrant Ship in Liverpool

Which ships John served aboard during his first years at sea we don’t know. But we do know that by the early 1850s he was a ‘sail and rope maker’ on the 805 ton sailing ship Reliance, commanded at this time by Captain Henry B. Fell. This was a ship that was continually plying the ‘Australian Trade’, taking cargo and, more importantly, emigrants to Australia.

The story of one such trip in 1851, on which it is highly likely that John Grisdale was part of the crew, is worth retelling. Captains were always trying to make the fastest passage and often had bets with each other. In 1851 Captain Fell tried ‘the system of great circle sailing on the passage out to this colony’.

The Reliance tried the great circle sailing, and found it advantageous, having been, on July 30th, in lat. 27° 55′ S, and long. 32° 31′ W, and made Kangaroo Island on the 11th September ; doubling the Cape on 14th August, in lat 51°, and the highest latitude being 64° south. She never had to close-reef the topsails, and the thermometer was never lower than 31° at 9 o’clock in the morning.

Onboard an Australian Emigrant Ship

Onboard an Australian Emigrant Ship

But although the Reliance made a quick voyage by taking the Great Circle route, it wasn’t otherwise a very successful trip, at least not for the emigrants. In the South Australian Register in Adelaide on the 15th September 1851 the following report appeared:

THE EMIGRANT SHIP ‘RELIANCE’

The very unusual number of deaths (15) in proportion to the arrivals (313) on board the above-named ship, which arrived on Saturday from Liverpool and Plymouth, calls for some special explanation and comment, the particulars obtained by our reporter present the following sorrowful details:

July 17.  Mary Ann Bull, 24, disease of the heart. July 22. George Hunt, threw himself overboard whilst in a state of insanity.  Aug. 1 Janet Watson, 23, typhoid fever.  Elizabeth Clyne, 23, ditto. Aug. 7 Rosina Mott, 3, ditto. Aug. 10. Edwin Pople, 26, ditto. Aug. 15. Edward Thrower, 35, diarrhoea. Aug. 20. James Clyne, 21, consumption. Aug. 30. Rachael Grossman, infant, mesenteric disease. Elizabeth Reynolds, Montefiore Warren, William Lock, children of tender age, died from inflammation of the lungs. Sept. 2. Martha Reynolds, 18, typhoid fever. Sept.7. Mary Simpson, 30, consumption.    Sept. 10. T. Chapman, infant, inflammation of the lungs.

The cases of typhoid fever, of which it will be seen  that several terminated fatally, are attributed by the survivors to the offensive evaporations or rather the gases emitted by the quantity of patent fuel (350tons) forming so large a portion of the cargo. The unpleasant smell is much complained of, even by those who are in health, and we are told the com-plaint is by no means a new one, similar effects, though not followed by consequences so fatal, having been experienced on board previous arrivals partly laden with patent fuel.  We hope the Government will make the most careful enquiry into this serious matter with a view to put the Commissioners in England on their guard in the chartering of vessels in future, if these sad consequences are attributable to the large quantity of patent fuel on board. Judging from the names of the emigrants, as well as from the circumstance of the final departure from Plymouth, we conclude that emigrants were embarked at both places. This is a very objectionable arrangement, as involving tedious delay for the emigrants first embarked, and very possibly producing serious inconveniences which were felt throughout the subsequent voyage. The births during the passage out of six in number, viz.: – Four girls – Reynolds, Sutton, Pierce, and Pryce and two boys – Mott and Kirran.

But Captain Fell had other concerns. By 1851 the Victoria gold rush was just starting in earnest. In every Australian port ships were at anchor but couldn’t leave because the crews had deserted en masse, to try their luck digging for gold.  Such was the case for Captain Fell and the Reliance. Fell wrote to the Adelaide Times on the 27th November 1851:

THE ‘TIMES’ NEWSPAPER, AND THE SHIP ‘RELIANCE’.

TO THE EDITOR OF THE ADELAIDE TIMES.

Sir— I am sorry to notice in your paper of this day that great complaints are made of the detention of the Overland Mail by the Reliance, more particularly as it appears all sorts of rumours are in town as to the cause of the delay, which do no credit to the Captain. I will ask you, with all due deference, if any of the reports are relative to my not having a crew on board? Or whether my having brought out emigrants affords greater facility for keeping a crew ?The Reliance is not the only vessel in Port that has been most fearfully detained by the desertion of seamen. The Satellite now at the North Arm is an instance, and the Constitution, that sailed the other day, was upwards of three months here with few hands on board. I picked up one of my men at Gumeracka last week, and have him now in gaol; and so long as encouragement is given to deserters by secreting them, I see very little chance of vessels visiting this colony getting anything like quick dispatch. I posted two letters for my own mail some three weeks ago, thinking I would have been able to pick up a crew long ere this, but it is much easier said than done. Perhaps some kind friend who makes rumours that do no credit to the Captain will lend a helping hand to get a crew for me.

I am Sir, etc, Henry B. Fell. Reliance. North Arm, 27th Nov., 1851.

If John Grisdale was part of the Reliance’s crew in 1851 then he, it seems, didn’t do a bunk. Eventually Captain Fell did manage to scrape a crew together by paying enormous wages, and the Reliance returned to England. But the next August the Reliance was back in Adelaide. There were the same problems with the crew deserting and with crew wages. We know that John Grisdale was a sail maker on the Reliance and thus he was certainly a member of the crew in 1852.

Ships in the Yarra River, Melbourne in the 1850s

Ships in the Yarra River, Melbourne in the 1850s

John was back in Liverpool in 1853. We know this because it was then that his last child Joseph was conceived and, of course, it was in February 1853 that John boarded the emigrant ship Eagle for Australia, commanded by the famous Captain Boyce. As I have said, the evidence seems to suggest that during one or more trips to Australia on the ship Reliance John conceived the idea of returning to try his luck digging for gold. Hence rather than jumping ship we find him as an ‘unassisted immigrant’ aged 37 among the passenger list of the Eagle, which docked in Melbourne in May 1853. Perhaps he wanted to get rich quick and return home? A few did just this. Or possibly he thought that if things went well he could later bring out his Liverpool family to join him? We’ll never know.

What we do know is that one way or another he managed to tell his family that he had gone to the diggings in Bendigo, Victoria.

It is believed the first major discovery of gold in Victoria was in early August 1851 at Buninyong, near Ballarat. Two months later it was discovered at Bendigo. By mid-1853 around 60,000 diggers and their families were on the Victorian goldfields – nearly 23,000 of these were at Bendigo.

diggers on way to bendigo

diggers on way to bendigo

What was John’s journey like?

Men could generally be noticed trudging along beside the drays. Most of them wore moleskin trousers and gay-coloured shirts. They had heavy boots on their feet. They would pass bullock wagons which were loaded with produce such as flour, sugar and tea, destined for enterprising merchants who expected to make money, not from searching for gold, but by selling supplies to the diggers and their families.

One woman who arrived at the Bendigo diggings at around the same time as John wrote the following:

What a scene presented itself for my wondering gaze. I cannot describe it. … Heaps and heaps of newly upturned earth; deep holes out of which sickly looking men were drawing buckets more of it; while others, up to their waists in water, were washing pans of the sun-dried clay, and so close were the holes to each other, that there was hardly any room for one cart to pass between them, obliging us to make a constantly zig-zag track. How plainly it all seemed to speak of the grovelling nature of men. What, I thought to myself, can man stoop so low as to burrow in the earth in this way to risk health, and stand in the depth of winter, up to the waist in water, and such fleeting gains.

Life was hard in Bendigo. Not only did many of the miners die in accidents and through disease, but violence was also rife, particularly because of tensions between European and Chinese miners.

An angry group of European and American miners met in Bendigo in 1854 and declared that a “general and unanimous rising should take place… for the purpose of driving the Chinese off the goldfield”. Local constables acted quickly to prevent the uprising, by asserting their presence and warning the miners against any further vigilante action. The event was only the beginning of greater anti-Chinese tensions

Bendigo Diggers

Bendigo Diggers

At the exact time that John Grisdale would have arrived at Bendigo, in mid-1853, a petition was signed by over 5000 diggers on the Victorian goldfields who were angry about the mining licence fees imposed by the government and the system by which they were collected. The petition outlined the diggers’ grievances and called for a reduced licence fee, improved law and order, the right to vote and the right to buy land.

The petition was brought to Melbourne and presented to Lieutenant-Governor Charles Joseph La Trobe on the 1 August 1853. Most of its demands, including the reduction in the licence fee, were rejected. Eventually the diggers’ dissatisfaction erupted, culminating in the Eureka uprising at Ballarat on 3 December 1854.

So this was the life mariner John Grisdale had found. But what became of him? Had he died at Bendigo? Had he just decided to abandon his family back in Liverpool? We don’t know. Certainly there seems no future mention of him in Australia. I tend to think he died by an accident, disease or violence.

Liverpool Street in mid 1800s

Liverpool Street in mid 1800s

So poor Betsey back in Liverpool and John’s brother and sister never heard from John again. In 1861 and 1871, now said to be a widow, Betsey was still in Liverpool living with her children and older sister and working as a ‘Plain Sawer’, whatever that is.

I won’t follow the lives of John and Betsey’s children here, or that of some of his siblings. Regarding John’s Grisdale ancestors, it took me a long time to pin him down. But now things are clear, or clearish. John’s father William, the coachmaker, was born in 1786 in Watermillock, the son of Mark Grisdale (1760) and his wife Eleanor Greenhow. Mark had two Grisdale parents. His father was John Grisdale, born in 1708 in Dowthwaite Head in Matterdale, who was the son of Edward Grisdale the brother of the famous Rev. Dr. Robert Grisdale, the founder of Matterdale School. Mark’s mother was Jane Grisdale (born 1730 in Dowthwaite Head), the daughter of Jonathan Grisdale and Mary Jackson. Jane was also the aunt of Sergeant Major Levi Grisdale of Peninsular War and Waterloo fame. We can of course go back further.

And that, as far as I can reconstruct it, was the life of Liverpool mariner John Grisdale.

The Bendigo Petition, 1853

The Bendigo Petition, 1853