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diff --git a/old/52897-0.txt b/old/52897-0.txt deleted file mode 100644 index 36fd7cc..0000000 --- a/old/52897-0.txt +++ /dev/null @@ -1,17722 +0,0 @@ -The Project Gutenberg EBook of The Colonial Clippers, by Basil Lubbock - -This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at www.gutenberg.org/license - - -Title: The Colonial Clippers - -Author: Basil Lubbock - -Release Date: August 25, 2016 [EBook #52897] - -Language: English - -Character set encoding: UTF-8 - -*** START OF THIS PROJECT GUTENBERG EBOOK THE COLONIAL CLIPPERS *** - - - - -Produced by deaurider, Brian Wilcox and the Online -Distributed Proofreading Team at http://www.pgdp.net (This -file was produced from images generously made available -by The Internet Archive) - - - - - - -Transcriber’s Notes: - -Italic text is shown _thus_. Bold text is shown =thus=. - -The original spelling, hyphenation, accentuation and punctuation has -been retained, with the exception of some apparent printer’s errors. - -See further transcriber’s note at the end of the book. - - - - -THE COLONIAL CLIPPERS - -[Illustration: - -_Kent._ _Lightning._ _White Star._ _Malabar._ - -EMIGRANT FLEET IN HOBSON’S BAY. - -_From a painting by Captain D. O. Robertson, late commander of ship -“Lightning.”_ - -_Frontispiece._ -] - - - - -THE - -COLONIAL CLIPPERS - -BY - -BASIL LUBBOCK - -_Author of “The China Clippers”; “Round the Horn Before the Mast”; -“Jack Derringer, a tale of Deep Water”; and “Deep Sea Warriors”_ - -WITH ILLUSTRATIONS AND PLANS - -[Illustration: NAUTICAL PRESS printers mark] - -_SECOND EDITION_ - -GLASGOW - -JAMES BROWN & SON (GLASGOW) LTD., PUBLISHERS - -52 TO 58 DARNLEY STREET - -1921 - - - - -Dedication - - - Dedicated to all those who learnt the art of the sea so thoroughly - and practised it so skilfully aboard the Colonial Clippers. - - - - -PREFACE - - -In this book I have attempted to give some account of the beautiful -sailing ships which played so great a part in the development of the -great British Dominions under the Southern Cross. - -It is written specially for the officers and seamen of our Mercantile -Marine, and I have endeavoured to avoid such a criticism as the -following:—“Heaps about other ships, but my old barkey was one of the -fastest and best known of them all and he dismisses her with a line or -two.” - -I have made rather a point of giving passage records, as they are an -everlasting theme of interest when seamen get together and yarn about -old ships. The memory is notoriously unreliable where sailing records -are concerned, so I have been most careful to check these from logbooks -and Captains’ reports. Even Lloyd’s I have found to be out by a day or -two on occasions. - -A great deal of my material has been gathered bit by bit through the -past 25 or 30 years. Alas! many of the old timers, who so kindly lent -me abstract logs and wrote me interesting letters, have now passed away. - -The illustrations, I hope, will be appreciated, for these, whether -they are old lithographs or more modern photographs, are more and more -difficult to unearth, and a time will soon come when they will be -unprocurable. - -Indeed, if there is any value in this book it is because it records and -illustrates a period in our sea history, the memory of which is already -fast fading into the misty realms of the past. To preserve this memory, -before it becomes impossible, is one of the main objects, if not the -main object, of my work. - - * * * * * - -_Note._—As in my _China Clippers_, when using the word “mile” I always -mean the sea mile of 6080 feet, not the land mile of 5280 feet. - - - - -CONTENTS - - -PART I. THE EMIGRANT SHIPS - - PAGE - The Power of Gold 1 - - Steerage Conditions in 1844 3 - - Discovery of Gold in Australia 5 - - Melbourne and its Shipping in 1851-2 6 - - First Gold Cargoes Home 10 - - Great Rush to the Gold Regions in 1852 11 - - Maury’s Improvements on Old Route to the Colonies 13 - - Early Fast Passages Outward 14 - - Rules and Customs aboard the _Eagle_ in 1853 15 - - Liverpool Shipowners in the Australian Trade 22 - - James Baines, of the Black Ball Line 23 - - The _Marco Polo_ 26 - - Captain James Nicol Forbes 29 - - _Marco Polo’s_ First Voyage to Australia 32 - - _Marco Polo’s_ Second Voyage to Australia 36 - - After Life of _Marco Polo_ 40 - - Most Notable Clippers of 1853 41 - - _Ben Nevis_ 42 - - The _Star of the East_ 42 - - The _Miles Barton_ 43 - - The _Guiding Star_ 44 - - The _Indian Queen_ 44 - - The Famous _Sovereign of the Seas_ 48 - - Best Outward Passages for 1853-4, Anchorage to Anchorage 52 - - 1854—The Year of the Big Ships 52 - - Extraordinary 24-hour Runs 57 - - The _Lightning_ 60 - - The _Red Jacket_ 62 - - Race across the Atlantic between _Lightning_ and _Red Jacket_ 63 - - _Red Jacket’s_ First Voyage to Australia 66 - - The _Lightning’s_ First Voyage to Australia 71 - - _Champion of the Seas_ 73 - - The _James Baines_ 77 - - Record Voyage of _James Baines_ to Australia 81 - - The _Donald Mackay_ 83 - - _Blue Jacket_, _White Star_, and _Shalimar_ 85 - - The Wreck of the _Schomberg_ 87 - - Best Outward Passages—Liverpool to Melbourne, 1854-5 90 - - 1855-1857—Captain Anthony Enright and the _Lightning_ 91 - - Best Homeward Passages, 1855-6 103 - - Best Outward Passages, 1855-6, Liverpool to Melbourne 104 - - _James Baines_ Overdue 105 - - _James Baines_, _Champion of the Seas_, and _Lightning_ race - out to India with Troops in the Time of the Mutiny 110 - - Burning of the _James Baines_ 112 - - America Sells her Clippers to Great Britain 113 - - Notes on the Later American-built Passenger Ships 114 - - Black Ballers in the Queensland Emigrant Trade 115 - - _Sunda_ and _Empress of the Seas_ Carry Sheep to New Zealand 115 - - After Life and End of the Liverpool Emigrant Clippers 116 - - The Burning of the _Lightning_ 117 - - _Blue Jacket’s_ Figure-head 118 - - The Loss of the _Fiery Star_ 118 - - Some Famous Coal Hulks 120 - - Loss of the _Young Australia_ 120 - - The Fate of _Marco Polo_ 121 - - -PART II.—THE WOOL CLIPPERS - - The Carriers of the Golden Fleece 122 - - The Aberdeen White Star Line 129 - - Wood and Composite Ships of the Aberdeen White Star Fleet 131 - - The _Phoenician_ 132 - - The Lucky _Nineveh_ 134 - - The _Jerusalem_ 134 - - Captain Mark Breach’s First Encounter with his Owner 136 - - The _Thermopylae_ 137 - - The _Centurion_ 137 - - The _Aviemore_ 137 - - The Fate of the Early White Star Clippers 138 - - Duthie’s Ships 140 - - Passages of Aberdeen Ships to Sydney, 1872-3 142 - - The South Australian Trade 143 - - The Orient Line 146 - - The _Orient_ and Her Best Outward Passages 148 - - _Orient_ nearly Destroyed by Fire 149 - - _Orient_ Delivers her Carpenter’s Chest to the _Lammermuir_ - in Mid-Ocean 151 - - The Little _Heather Bell_ 152 - - The _Murray_ 153 - - The Orient Composite Clippers 154 - - _Yatala_ 155 - - The _Beltana_, and Captain Richard Angel 156 - - The Wonderful _Torrens_ 157 - - _Torrens’_ Outward Passages 161 - - The Great _Sobraon_ 163 - - Messrs. Devitt & Moore 176 - - _City of Adelaide_ and _South Australian_ 178 - - The Speedy Little _St. Vincent_ 179 - - _Pekina_ and _Hawkesbury_ 180 - - Mr. T. B. Walker 180 - - Walker’s Clipper Barques 181 - - The Beautiful Little _Berean_ 183 - - Captain John Wyrill 185 - - The _Berean’s_ Races 187 - - _Berean_ as an Ice Carrier 190 - - Loss of the _Corinth_ 191 - - The Little _Ethel_ 192 - - The Hobart Barque _Harriet McGregor_ 192 - - The Fremantle Barques _Charlotte Padbury_ and _Helena Mena_ 193 - - -PART III.—THE IRON CLIPPERS - - Introduction of Iron in Shipbuilding 195 - - The _Ironsides_, First Iron Sailing Ship 200 - - The _Martaban_ 200 - - The Builders of the Iron Wool Clippers 202 - - The _Darling Downs_ 204 - - _City of Agra_ and _Sam Mendel_ 204 - - _Dharwar_ 205 - - Strange Career of the _Antiope_ 206 - - _Theophane_ 208 - - Messrs. Aitken & Lilburn, and the Loch Line of Glasgow 208 - - _Clan Ranald_, _Ben Nevis_ and _Loch Awe_ 209 - - _Patriarch_—First Iron Ship of Aberdeen White Star Line 212 - - _Thomas Stephens_ 214 - - First Six Ships of the Loch Line 219 - - King’s Island—A Death Trap for Ships 224 - - _Miltiades_ 225 - - Carmichael’s Superb Wool Clipper _Mermerus_ 227 - - Devitt & Moore’s _Collingwood_ 230 - - _Hesperus_ and _Aurora_—The First Iron Ships of the - Orient Line 231 - - Brassey Cadet Training Scheme 232 - - _Ben Cruachan_ and _Ben Voirlich_ 235 - - _Samuel Plimsoll_ 240 - - _Loch Maree_—The Fastest of the Lochs 245 - - Tragedy of the _Loch Ard_ 247 - - Devitt & Moore’s Crack Passenger Ship _Rodney_ 251 - - Nichol’s _Romanoff_ 254 - - Duthie’s _Cairnbulg_ 254 - - The Speedy _Thessalus_ 255 - - Passages to Australia in 1874 257 - - _Loch Garry_ 259 - - _Loch Vennachar_ 262 - - _Salamis_—An Iron _Thermopylae_ 265 - - The Colonial Barque _Woollahra_ 270 - - _Cassiope_ and _Parthenope_ 270 - - _Trafalgar_ 270 - - Passages to Australia in 1875 271 - - _Sir Walter Raleigh_ 273 - - _Loch Fyne_ and _Loch Long_ 274 - - _Aristides_—The Aberdeen White Star Flagship 274 - - _Smyrna_ 275 - - _Harbinger_ 276 - - _Argonaut_ 280 - - Passages to Australia in 1876 282 - - _Brilliant_ and _Pericles_ 282 - - _Loch Ryan_ 284 - - _Loch Etive_, of Captain William Stuart and Joseph - Conrad fame 284 - - The Wreck of _Loch Sloy_ 286 - - The Loss of Lochs _Shiel_ and _Sunart_ 287 - - Passages to Australia in 1877 287 - - Passages to Australia in 1878 295 - - _Sophocles_ 296 - - Passages to Australia in 1879 296 - - Passages to Australia in 1880 297 - - Passages under 80 days to Sydney in 1881 300 - - Passages to Australia in 1881 301 - - The Big _Illawarra_ 301 - - _Orontes_ 302 - - _Loch Torridon_ 302 - - _Loch Torridon’s_ Voyages, 1892-1908 316 - - _Port Jackson_ 323 - - Passages to Australia in 1882 and 1883 324 - - _Derwent_ 326 - - Passages to Australia in 1884 328 - - _Torridon_ and _Yallaroi_ 328 - - _Loch Carron_ and _Loch Broom_ 329 - - Passages to Australia in 1885 334 - - _Mount Stewart_ and _Cromdale_—The Last of the Wool Clippers 335 - - Perforated Sails 337 - - Hine’s Clipper Barques 339 - - Iron Barques of Walker and Trinder, Anderson 341 - - The Loss of _Lanoma_ 342 - - Occasional Visitors in Australian Waters 344 - - -PART IV.—THE NEW ZEALAND TRADE - - The _Mayflowers_ of New Zealand 346 - - _Edwin Fox_ 347 - - _Wild Duck_ 347 - - Shaw, Savill & Co. 348 - - _Crusader_ 349 - - _Helen Denny_ and _Margaret Galbraith_ 349 - - End of Some of Shaw, Savill’s Earlier Ships 350 - - The Loss of the _Cospatrick_ 351 - - The Loss of the _Avalanche_ 354 - - Patrick Henderson’s Albion Shipping Company 354 - - _Wild Deer_ 355 - - _Peter Denny_ 362 - - Albion Shipping Company, 1869 Ships 362 - - _Christian McCausland_ Loses her Wheel 363 - - Origin of the Albion House-flag 365 - - New Zealand Shipping Company 365 - - _Otaki’s_ Record Passage Home 369 - - _Turakina_, ex-_City of Perth_ 370 - - Robert Duncan’s Six Beautiful Sister Ships 376 - - _Wellington_ and Captain Cowan 380 - - _Wellington_ Collides with an Iceberg 382 - - _Oamaru_ and _Timaru_ 383 - - _Marlborough_, _Hermione_ and _Pleione_ 384 - - _Taranaki_, _Lyttelton_ and _Westland_ 384 - - _Lutterworth_ and _Lady Jocelyn_ 385 - - Outsiders in the New Zealand Trade 386 - - The Pretty Little _Ben Venue_ 387 - - _Hinemoa_ 387 - - -APPENDIX. - - Appendix A—Extracts from _Lightning Gazette_, 1855-1857 391 - - „ B—Later American-built Passenger Ships to Australia 410 - - „ C—Iron Wool Clippers 411 - - „ D—Log of Ship _Theophane_, 1868—Maiden Passage 414 - - „ E—List of Clipper Ships Still Afloat and Trading - at the Outbreak of War, August, 1914 416 - - „ F—The Wool Fleet, 1876-1890 417 - - - - -ILLUSTRATIONS - - -Emigrant Fleet in Hobson’s Bay _Frontispiece_ - - Mr. James Baines _To face page_ 23 - - _Marco Polo_ 27 - - Plate of House-Flags 32 - - _Sovereign of the Seas_ 48 - - _Lightning_ 60 - - _Red Jacket_ 63 - - _James Baines_ 77 - - _Donald Mackay_ entering Port Phillip Heads 83 - - _White Star_ 85 - - _Blue Jacket_ 114 - - _Royal Dane_ 114 - - _Lightning_ on Fire at Geelong 117 - - _Light Brigade_ 120 - - _Young Australia_ 120 - - Plate of House-Flags 128 - - _Orient_, arriving at Gibraltar with Troops from the - Crimea 148 - - _Pekina_ and _Coonatto_ at Port Adelaide, 1867 154 - - _John Duthie_ at Circular Quay, Sydney 154 - - _Torrens_ 157 - - _Torrens_ at Port Adelaide 157 - - _Sobraon_ 163 - - _City of Adelaide_, David Bruce Commander, 178 - - _South Australian_ 178 - - Captain John Wyrill, of _Berean_ 183 - - _Berean_ 183 - - Mr. Thomas Carmichael, of A. & J. Carmichael 200 - - _Darling Downs_ 204 - - _Antiope_ 204 - - _Antiope_ 206 - - _Theophane_ 208 - - _Dharwar_ 208 - - _Patriarch_ 212 - - _Thomas Stephens_ 214 - - _Mermerus_ alongside 225 - - _Miltiades_ 225 - - _Hesperus_ 230 - - _Collingwood_ 239 - - _Samuel Plimsoll_ 239 - - _Rodney_ 250 - - _Loch Garry_ 250 - - _Thessalus_ 254 - - _Loch Vennachar_ 262 - - _Salamis_ 266 - - _Thomas Stephens_, _Cairnbulg_, _Brilliant_ and - _Cutty Sark_, in Sydney Harbour 266 - - _Woollahra_ 270 - - _Aristides_ 274 - - _Harbinger_ 276 - - _Argonaut_ 280 - - _Pericles_ 282 - - _Mermerus_ in Victoria Dock, Melbourne, 1896 284 - - _Brilliant_ 284 - - _Loch Etive_ 286 - - _Argonaut_ in the Clyde 286 - - _Cimba_ 290 - - _Sophocles_ 296 - - _Illawarra_ 301 - - Captain Pattman 301 - - _Loch Torridon_, with perforated Sails 308 - - _Loch Torridon_ 318 - - _Port Jackson_ 323 - - _Port Jackson_ in the Thames 323 - - _Derwent_, off Gravesend 327 - - _Mount Stewart_ 327 - - _Torridon_ 328 - - _Mount Stewart_ 335 - - _Cromdale_ 335 - - _Brierholme_ 340 - - _Crusader_ 352 - - _Cospatrick_ 352 - - _Wild Deer_ 355 - - _Christian McCausland_ 364 - - _Piako_ 364 - - _Turakina_, ex-_City of Perth_ 370 - - _Otaki_ Becalmed 370 - - _Akaroa_ 377 - - _Invercargill_, off Tairoa Heads 377 - - _Timaru_ 382 - - _Wellington_, at Picton, Queen Charlotte Sound 382 - - _Westland_ 384 - - _Taranaki_ 384 - - _Ben Venue_ 386 - - _Lady Jocelyn_ 386 - - -PLANS. - - _Champion of the Seas_ 73 - - _Lightning_ 73 - - Sail Plan of _Ben Cruachan_ and _Ben Voirlich_ 234 - - Sail Plan of _Loch Moidart_ and _Loch Torridon_ 304 - - - - -THE COLONIAL CLIPPERS. - - - - -PART I. - -THE EMIGRANT SHIPS. - - Those splendid ships, each with her grace, her glory, - Her memory of old song or comrade’s story, - Still in my mind the image of life’s need, - Beauty in hardest action, beauty indeed. - “They built great ships and sailed them” sounds most brave, - Whatever arts we have or fail to have; - I touch my country’s mind, I come to grips - With half her purpose thinking of these ships. - - That art untouched by softness, all that line - Drawn ringing hard to stand the test of brine; - That nobleness and grandeur, all that beauty - Born of a manly life and bitter duty; - That splendour of fine bows which yet could stand - The shock of rollers never checked by land. - That art of masts, sail-crowded, fit to break, - Yet stayed to strength, and back-stayed into rake, - The life demanded by that art, the keen - Eye-puckered, hard-case seamen, silent, lean, - They are grander things than all the art of towns, - Their tests are tempests, and the sea that drowns. - They are my country’s line, her great art done - By strong brains labouring on the thought unwon, - They mark our passage as a race of men - Earth will not see such ships as those again. - —JOHN MASEFIELD. - - -The Power of Gold. - - -From time immemorial the progress of the world, in colonization, in the -Sciences (shipbuilding especially), and in the Arts owes its advance to -the adventurous spirit of the pioneer. Particularly is this the case -in the opening up of new countries and in the improvements in ship -transport to those countries. - -Kipling has sung the song of the pioneer and has laid stress on the -pioneer spirit, but he has not touched on that great magnet which has -ever drawn the pioneer on and dragged civilisation in his wake—the -magnet of gold. Gold and its glamour has been the cause, one can almost -say, of all the tragedy and all the evil in this world, but also of -nearly all its good and all its progress. - -It was the discovery of gold which opened up the fair States of Western -America and brought about the building of the wonderful American -clipper. In the same way the great Dominions of Australia and New -Zealand owe their present state of progress and prosperity to that -shining yellow metal; and without its driving power there would have -been no history of the great Liverpool emigrant ships to record. - - -Emigrant Ships to Australia in the Forties. - -Before the discovery of gold in Australia, the trade of that Colony -was at a low ebb, suffering from want of enterprise and financial -depression; whilst the emigrant ships running from Liverpool and other -British ports, owing to the want of healthy competition, were of a very -poor description. The horrors of the long five-months passage for the -miserable landsmen cooped-up in low, ill-ventilated and over-crowded -’tween decks, were fit to be compared with those of the convict ship. -The few vessels with humane owners and kindly captains were in a class -by themselves. These, indeed, thought of the health and comfort of the -wretched emigrants and did not content themselves with merely keeping -within the letter of the Government regulations, which might more fitly -have been framed for traffic in Hell. - -For first class passengers the splendid Blackwall frigates of Green, -Money Wigram and Duncan Dunbar, and the beautiful little clippers of -the Aberdeen White Star Line, provided excellent accommodation and a -comfortable and safe, if not a particularly fast, passage. But the -ordinary steerage passenger had to content himself as a rule with a -ship that was little better than a hermetically sealed box: one as deep -as it was long, with clumsy square bows and stern, with ill-cut ill-set -sails—its standing rigging of hemp a mass of long splices; and with a -promenade deck no longer than the traditional two steps and overboard. - -These Colonial wagons were navigated by rum-soaked, illiterate, -bear-like officers, who could not work out the ordinary meridian -observation with any degree of accuracy, and either trusted to -dead reckoning or a blackboard held up by a passing ship for their -longitude; whilst they were worked by the typically slow-footed, -ever-grousing Merchant Jack of the past two centuries. - - -Report on Steerage Conditions in 1844. - -Nearly everyone has read of the horror of the convict ships, but the -following report of steerage conditions in 1844 plainly shows that in -many respects the emigrant’s lot was every bit as hard and revolting: -“It was scarcely possible to induce the passengers to sweep the decks -after their meals or to be decent in respect to the common wants of -nature; in many cases, in bad weather, they would not go on deck, their -health suffered so much that their strength was gone, and they had -not the power to help themselves. Hence the between decks were like a -loathsome dungeon. When hatchways were opened, under which the people -were stowed, the steam rose and the stench was like that from a pen of -pigs. The few beds they had were in a dreadful state, for the straw, -once wet with sea water, soon rotted, besides which they used the -between decks for all sorts of filthy purposes. Whenever vessels put -back from distress, all these miseries and sufferings were exhibited -in the most aggravated form. In one case it appeared that, the vessel -having experienced rough weather, the people were unable to go on -deck and cook their provisions: the strongest maintained the upper -hand over the weakest, and it was even said that there were women who -died of starvation. At that time the passengers were expected to cook -for themselves and from their being unable to do this the greatest -suffering arose. It was naturally at the commencement of the voyage -that this system produced its worst effects, for the first days were -those in which the people suffered most from sea-sickness and under -the prostration of body thereby induced were wholly incapacitated -from cooking. Thus though provisions might be abundant enough, the -passengers would be half-starved.” - -This terrible report was given before a Parliamentary Committee. - -A Shipping Notice of 1845. - -It does not even mention the overcrowding which took place, owing to -the smallness of the ships, which can well be realised by the following -shipping notice taken from a Liverpool newspaper of January, 1845. - - NEW SOUTH WALES. - - Will be despatched immediately:— - - For PORT PHILLIP and SYDNEY, New South Wales. - The splendid first-class English-built ship - “ROSSENDALE,” - EDWARD DAVIDS GOULDING, Commander. - - A1 at Lloyd’s, 296 tons per register, coppered and copper fastened, - and well known as a remarkably fast sailer. This vessel has spacious - and elegant accommodation for passengers, replete with every - convenience and presents a first rate opportunity. - - For terms of freight and passage apply to - - MESSRS. FAIRFIELD, SHALLCROSS & CO. - - -The Discovery of Gold in Australia. - -However, on the discovery of gold in 1851, the Colonial trade leapt -out of its stagnation and squalor and at one bound became one of the -most important in all the world’s Mercantile Marine. And when the gold -fever drew a stream of ignorant English, Scotch and Irish peasants -to Australia, men, women and children, most of whom had never seen a -ship before they embarked and who were as helpless and shiftless as -babes aboard, it was seen that something must be done to improve the -conditions on the emigrant ships. Government regulations were made more -strict and inspectors appointed; but the time had passed when they were -needed—competition now automatically improved the emigrant ships from -stern to stem. - -The discovery of alluvial gold in Australia was mainly brought about -by the great Californian strike of 1849. That strike upset the theories -of geologists and set every man on the world’s frontiers searching for -the elusive metal. The first authentic discovery in the Colonies was -made near Clunes, in March, 1850, but it was not until September, 1851, -that gold began to be found in such astounding quantities that large -fortunes were rocked out in a few weeks. - -The first licenses for diggers were issued in September, 1851; and the -effect on the ports of Melbourne and Geelong was immediate—wages began -to rise to fabulous heights, as did the common necessaries of life, -even to wood and water. Shearers, harvesters and bushmen were soon -almost unobtainable, and the very squatters themselves left their herds -and flocks and rushed to the goldfields. The police and custom-house -officials followed them, and in their turn were followed by the -professional men of the towns—the doctors, lawyers and even clergymen. -And as has ever been the case, sailors, running from their ships, were -ever in the forefront of the stampede. - -By the end of September there were 567 men at Ballarat; they, by means -of the primitive Australian gold rocker, had rocked out 4010 ounces or -£12,030 worth of gold, taking it at its then commercial value of £3 per -ounce. There were only 143 rockers, yet this amount had been won in 712 -days’ work, representing a day and a quarter’s work per man. At the -beginning of November it was estimated that there were 67,000 ounces -of gold in banks and private hands at Melbourne and Geelong. From this -date new fields, to which wild stampedes took place, were discovered -almost daily. Forrest Creek, Bendigo, Ararat, Dunolly and the Ovens all -showed colour in turn. - - -Melbourne and its Shipping 1851-2. - -It was some months before the news of the great Australian gold strike -spread round the world, and one can well imagine the excitement on -board the incoming emigrant ships, when they were boarded almost before -their anchors were down and told the great news. Often successful -miners would come off and prove their words by scattering gold on the -deck, to be scrambled for, or by removing their hats and displaying -rolls of bank notes inside them. Settlers, bereft of their servants, -sometimes even came off with the pilot in their anxiety to engage men. -Indeed it was commonly reported in the winter of 1851 that the Governor -was compelled to groom his own horse. - -With such stories flying about, and every native apparently in a state -of semi-hysteria, it is not surprising that often whole ships’ crews, -from the captain down, caught the gold fever and left their vessels -deserted. Not even the lordly Blackwall liners with their almost -naval discipline could keep their crews. The six-shooter and belaying -pin were used in vain. Shipmasters were at their wits’ end where to -get crews for the homeward run. £40 and even £50 was not found to -be sufficient inducement to tempt sailors away from this marvellous -land of gold. Even the gaol was scoured and prisoners paid £30 on the -capstan and £3 a month for the passage. - -By June, 1852, fifty ships were lying in Hobson’s Bay deserted by the -crews. Nor were other Australian ports much better. The mail steamer -_Australian_ had to be helped away from Sydney by a detachment of -volunteers from H.M. brig _Fantome_; and at Melbourne and Adelaide, -where she called for mails, police had to be stationed at her gangways -to prevent desertion, whilst at Albany she was delayed seven days for -want of coal, because the crew of the receiving ship, who were to put -the coal aboard, were all in prison to keep them from running off to -the diggings. - -Some description of Melbourne at this wonderful period of its history -may perhaps be of interest. - -From the anchorage, St. Kilda showed through the telescope as a small -cluster of cottages, whilst across the bay a few match-boarding huts -on the beach stood opposite some wooden jetties. Williamstown, indeed, -possessed some stone buildings and a stone pierhead, but in order to -get ashore the unhappy emigrant had to hire a boat. Then when he at -last succeeded in getting his baggage on the quay, he had to guard -it himself, or it would mysteriously disappear. Rather than do this, -many a newly arrived emigrant put his outfit up to auction—acting as -his own auctioneer on the pierhead itself. And as an outfit purchased -in England for the Colonies is usually more remarkable for its -weight than its suitability, those who did this generally profited -by their astuteness. Melbourne itself could either be reached by a -river steamboat up the Yarra Yarra, which at that time was not more -than 25 feet wide in places; or by ferry boat across the bay and a -two-mile walk from the beach by a rough trail through sand, scrub and -marsh. When emigrants began to arrive in such numbers as to overflow -Melbourne, the beach became covered with tents and shacks and was known -as “canvas town.” - -There were only 23,000 inhabitants in Melbourne at the time of the -gold discovery. Its houses were mostly of wood and but one story high. -With the exception of Collins, Bourke and Elizabeth Streets, which were -paved, the streets were merely narrow muddy lanes, and there were no -foot pavements. In the wet weather these lanes became torrents of water -and many a carter reaped a harvest taking people across the road at -sixpence a time. - -Lucky diggers, down on the spree, easily distinguishable by their -plaid or chequered jumpers, cabbage tree hats, moleskin trousers, and -bearded, swarthy faces were to be seen everywhere. Many of them spent -their time driving about in gaily decorated carriages accompanied by -flashily dressed women covered with cheap jewellery. Amongst these -charioteers, the uproarious British tar could always be picked out. -He disliked driving at a slower pace than a gallop, and as often -as not, instead of handling the ribbons, he would insist on riding -postillion—and he was also unhappy unless his craft flew a huge Union -Jack. - -As usual with gold so easily come by, the lucky digger made every -effort to get rid of his dust. Just as the buccaneer in the days of -the Spanish Main, when back from a successful cruise, would pour his -arrack and rum into the streets of Port Royal and invite all and sundry -to drink at his expense, so in Melbourne the Australian digger stood -champagne to every passer-by. It was being done across the Pacific in -California. It was done on the Rand. It was done in the Klondyke. And -some day it will be done again. - -The shops, as usual, made more money than the diggers; and tradesmen, -made casual by prosperity, adopted the “take it or leave it” tone and -gave no change below a sixpence. The police were a nondescript force, -mostly recruited from the emigrant ships, and the only emblem of their -office was the regulation helmet. Indeed, dressed as they were, in -the clothes in which they had arrived out, their appearance was not -very uniform. However it was beyond the power of any force to preserve -strict law and order at such a time, and the most that was expected of -them was to keep the side walk and gutters clear of drunken miners and -to pacify the pugnacious. - -The “new chum” had hardly landed before he was regaled with -hair-raising stories of bushrangers—apparently these gentry had an -awkward habit of holding one up in the Black Forest on the way to the -diggings. Thus firearms of every description were soon at a premium, -many of them being more dangerous to the man who fired than to the man -fired at. - -Before leaving Melbourne for the sea, I must not omit to mention a -well-known character of those days, namely George Francis Train. He -combined the businesses of packer to the diggings and agent to the -White Star Line. He was a real Yankee with an unceasing flow of flowery -talk; and, after amassing a fortune in Melbourne, he returned to his -native State and became a candidate for the American Presidency; and -he informed everybody, that if he was elected, he intended reforming -the world. Alas! they turned him down—he went broke and sank into -obscurity. Appearances at the present day, however, seem to show that -old Train managed to plant some of his seed in the White House. - - -First Gold Cargoes Home. - -The first ship to land Australian gold in the British Isles was -admitted by most people to be the smart little Aberdeen White Star -liner _Phoenician_, commanded by Captain Sproat, a great passage maker. -She arrived off Plymouth on 3rd February, 1852, after a passage of 83 -days from Sydney. This was considered a record for the run home. She -brought 74 packages of gold dust, valued at £81,000. - -The first ship to arrive in Liverpool with a gold cargo was the Eagle -Line packet, _Albatross_, Captain Gieves. She arrived on 31st August, -1852, with £50,000 of gold dust; but, what was far more remarkable, was -that she arrived with the same crew to a man with which she had left -England. - -This was a very different experience to that of her sister ship, the -_Eagle_, which left Port Phillip on the 2nd September, after waiting -six months for a crew, and then paying between £50 and £60 per man for -the run home. Apparently though, the _Eagle’s_ expensive crew were -worth their money, for she made the quickest passage ever known up to -that date, arriving in the Downs on the 78th day out. She also had a -record gold shipment of 150,000 ounces. - - -The Great Rush to the Gold Regions in 1852. - -With the arrival in England of larger and larger consignments of gold, -there was such a rush to take shipping to the Antipodes that both the -Emigration Commissioners and the shipowners found themselves unable to -put sufficient tonnage on the berth to carry the clamouring hosts of -adventurers. In London the magnificent frigate-built Blackwallers of -Green, Money Wigram and Smith were diverted from the Indian trade in a -vain attempt to stem the rush; whilst Liverpool shipowners began hiring -or buying American Transatlantic packets and clippers, besides sending -a shoal of orders across to the Boston and Nova Scotian shipbuilders. -As fast as driving could make them, ships came crowding into Hobson’s -Bay, just as they were still doing in San Francisco Bay on the other -side of the Pacific; and it soon became no uncommon sight to see a -dozen ships waiting inside the Heads for want of pilots to bring them -up to the anchorage. - -In the year 1852 102,000 people arrived in the Colony of Victoria, and -in the 18 months following the discovery of Ballarat the population of -Melbourne sprang from 23,000 to 70,000, and that of Geelong from 8000 -to 20,000. - -In the five years 1852-7, during which the rush to the diggings was at -its height, 100,000 Englishmen, 60,000 Irish, 50,000 Scots, 4000 Welsh, -8000 Germans, 1500 French, 3000 Americans, and no less than 25,000 -Chinese—not to speak of the other nationalities of the world, all of -whom were represented—landed on the shores of Port Phillip. - - -The Need for Fast Ships. - -Though undoubtedly the chief reason of orders to builders across the -Western Ocean was cheapness, yet at the same time it was recognised -that no ships that sailed the seas could approach the sailing records -made by the “Down East” clippers of Maine and Nova Scotia. And everyone -was in a violent hurry to get to the new Eldorado, so naturally took -passage on the ship which had the greatest reputation for speed. -Thus the Australian gold boom filled the shipyards of America with -orders for large passenger carrying clippers. Indeed the only British -firm which could in any way compete with the builders of the Yankee -soft-wood ships—that of Hall, of Aberdeen—had not yet built a ship of -over 1000 tons. - - -Maury’s Improvements on the Old Route to the Colonies. - -In more ways than one we owed America thanks for shortening the passage -to Australia—and not least to the sailing directions advocated by her -great wind expert Maury. In the days before the gold discovery vessels -followed the route laid down by the Admiralty; they kept as much to the -eastward as possible on their way south in order to avoid the dreaded -Cape San Roque and its leeward currents; they rounded the Cape of Good -Hope close to, indeed often touched there, then kept well to the north -of the forties running their easting down. Then a 120-day passage -was considered very good going, and when Captain Godfrey, of the -_Constance_ and _Statesman_, went out in 77 days by sailing on a Great -Circle track, his performance created a huge sensation in shipping -circles. - -Maury did not actually advocate running the easting down on a Great -Circle; but what he did was first to dispel the bugbear of Cape San -Roque, which, however much it may have worried the leewardly craft of -the old days, could have but little effect upon the fast weatherly -ships of the fifties. He next showed the advantages of sailing on a -Great Circle from San Roque so as to get into the high latitudes as -soon as possible. He was dead against bracing sharp up against the S.E. -trades. - -“Australian-bound vessels are advised,” he writes, “after crossing the -equator near the meridian of 30° W., say between 25° and 32°, as the -case may be, to run down through the S.E. trades, with topmast studding -sails set, if they have sea room, aiming to cross 25° or 30° S., as the -winds will allow, which will be generally somewhere about 28° or 30° -W., and soon, shaping their course, after they get the winds steadily -from the westward, more and more to the eastward, until they cross the -meridian of 20° E., in about lat. 45°, reaching 55° S., _if at all_, in -about 40° E. Thence the best course—if ice, etc., will allow—is onward -still to the southward of east, not caring to get to the northward -again of your greatest southern latitude, before reaching 90° E. The -highest latitude should be reached between the meridians of 50° and 80° -E. The course then is north of east, gradually hauling up more and more -to the north as you approach Van Dieman’s Land. The highest degree of -south latitude, which it may be prudent to touch, depending mainly on -the season of the year and the winds, the state of the ship, and the -well-being of the passengers and crew.” - -This last sentence was a very important qualification of the Great -Circle route, and it is evident that Maury quite realised that only -very powerful, well found ships could adventure far into the fifties -without being made to pay severely for their temerity. - - -Early Fast Passages Outward. - - _Constance_, Captain Godfrey, left Plymouth, 17th July, 1850, arrived - Port Adelaide, 1st October, 1850—76 days. - - _Runnymede_, Captain Brown, left Liverpool, 21st February, 1852; - arrived Port Adelaide, 4th May, 1852—72 days. - - _Anna_, Captain Downward, left Liverpool, 6th April, 1852; arrived - Port Adelaide, 21st June, 1852—76 days. - -_Constance_ was owned by James Beazley, _Runnymede_ was a ship hired by -the Emigration Commissioners, and _Anna_ was a Fox Line packet. They -were all under 1000 tons. Other passages which I have been unable to -verily were—_Bride_, 75 days to Adelaide; _Raleigh_, 81 days to Perth; -_Cambridge_, 81 days to Melbourne; and _Progress_, 82 days to Melbourne. - -The keen competition set about by the gold find not only produced -larger, faster ships, but much improved victualling and accommodation. - - -Rules and Customs aboard the “Eagle” in 1853. - -The improvement is well shown by this account of life aboard an -Australian emigrant ship just nine years after that horrible 1844 -report had been submitted. - -The _Eagle_ is a first-class ship, 187 feet in length, has three decks, -viz., a spar or upper deck, main deck and ’tween deck. On the spar -deck are placed the small boats, entrance to the cabin and main deck. -Cabin and saloon passengers have the exclusive right to the poop; but, -through the kindness of the captain, ladies from the ’tween decks are -allowed to walk on it. On the main deck are situated the cabin and -saloon, entrance to the ’tween decks, the galleys and the ropes to work -the vessel with. The ’tween deck passengers have the right to walk on -the spar deck from the poop to the bow. - -The captain generally appears on deck about 6 a.m. After breakfast he -mingles with the passengers, ready to hear and redress grievances. - -At 10 a.m. Dr. Dunlevy attends at the hospital to give advice and -medicine free of charge. - -The passengers are divided into four leading divisions viz.:—Cabin -passengers, saloon or house on deck passengers, second cabin -passengers, ’tween deck and intermediate or third class passengers, who -are again sub-divided into enclosed and open berths. - -The accommodation in the berths is first rate. In the cabin the berths -are 8 feet 2 by 5 feet 6 for two persons. There are a few double berths -for families. - -In the second cabin on deck, the sleeping berths are 6 feet by 4 feet -6 for two persons and there are a few double berths. The second cabin -’tween decks sleeping berths are divided into closed and open. The -open berths are exclusively occupied by single men. The enclosed are -occupied by families and single ladies. - -Young ladies’ sleeping berths are in compartments of 4 or 6 beds and -placed on one side of the ship—young men on the opposite side of the -ship; families occupy berths on either side. - -The same system is followed in the enclosed and open intermediate with -the exception that some of the compartments for single people contain 8 -beds. - -After being at sea for two or three days, Mr. Nolein, the purser, came -round and arranged the ’tween deck passengers into messes, giving to -each mess a card with the names of the parties forming it and also -its number. On the other side of the card is a printed list of the -provisions for each adult per week. - -In the second cabin ’tween decks each mess consists of 24 adults; in -the enclosed intermediate 12; and in the open 10. - -The first cabin is provided with three stewards and a stewardess, who -attend on the passengers exclusively; and they are supplied with fresh -provisions daily. - -The second cabin on deck has two stewards. In both cabins passengers -have nothing to provide but bed, bedding and napery. - -In the second cabin ’tween decks each mess is provided with a steward. -Passengers in this part of the ship only provide bed, bedding, napery -and a small cask or tin bottle to hold their daily supply of fresh -water. - -In the intermediate no attendance is provided. - -_Messmen._—Each mess elects two of its number to act as messmen for one -week. The messmen go to the purser to receive the provisions allowed -it for the week. The day appointed on the _Eagle_ for this purpose -was Friday. They have also to go every day and receive the water; and -divide it out to each individual if required. They have also to make -puddings for the mess three times a week, as well as oatmeal cakes, -loaf bread, etc. - -In the intermediate each mess has to provide bags or dishes wherein to -keep the provisions for the week; and also a dish to bring their tea, -coffee, beef, soup, etc., from the cook, as the company provide no -utensils for this part of the ship. - -_Water._—Fresh water is served out by the third mate to every messman -once a day. Each adult is allowed three pints per day and the same -allowance is given to the cook for the tea, coffee, soup, etc., for -each person on board. - -_Hours._—The hour appointed for passengers going to bed is 10 p.m. When -the bell strikes the purser comes round and sees that all lights are -put out except those allowed to burn all night. Parties not going to -bed at that hour must either go on deck or remain below in darkness, -and they are not allowed to make any noise that would disturb those in -bed. - -Each passenger is expected to turn out of bed at 6 a.m. The doctor -generally comes round in the morning to see that all are up, more -especially in the hot weather. - -_Provisions._—Provisions are served out to each mess by the purser in -rotation. He commences with the messes in the second cabin. He first -serves out tea, coffee and sugar to mess No. 4, and goes over the whole -messes by rotation with the same articles. The flour, oatmeal and -rice are then served out in the same order and so on with the other -articles until he has given out all the provisions. He then serves the -intermediate, following the same order as the second cabin. - -_Cooking._—The ship has two galleys, two cooks and four assistants. -The provisions used in the first cabin, house on deck and second cabin -’tween decks are cooked in the starboard galley; and those used by the -third cabin or intermediate passengers and crew in the larboard galley. -They also cook anything extra as ham for breakfast. - -Loaves, oatmeal cakes, puddings, etc., must be taken up to the galley -before a certain hour in the forenoon. Between meal times hot water is -sometimes exchanged for cold water to old and delicate passengers. - -_Breakfast, Dinner, Supper._—The hour for breakfast is 8 o’clock, -dinner at 1 and tea at 6. As all the messes cannot dine at once, they -take it week about in rotation: for example, if messes 1, 3 and 5 mess -first this week, they will be last in the week following. - -The stewards in the cabins grind the coffee for their respective -messes. The messmen in the intermediate grind their own coffee in the -mill in the galley and carry water from the cook to infuse the coffee -for their own mess. The stewards and intermediate messmen bring the -dinners from the galley to their respective messes. - -Tea is brought in the same way as coffee. Coffee is generally used for -breakfast and tea for supper. - -The floor of the intermediate saloon is scraped daily by the messes in -rotation. - -_Washing Days._—Two days are set apart in each week for washing -clothes. If those washing have not saved up fresh or collected rain -water, they must wash them in salt water. Whether fresh or salt, it is -always cold and the clothes are dried by tying them in the rigging. - -_Cleaning the Berths._—The stewards, besides scraping the floor, -collect the slops of the mess every day. - -_Ventilation._—As regards this most important point, the _Eagle_ must -be classed A1. - -The ventilation of the ship is on the same plan as that of the Cunard -steamers. The first cabin saloon has two ventilators on deck, covered -with glass panes at top and opening in the sides. The sleeping berths -in the cabin are ventilated by windows in the sides and openings above -each door. - -The second cabin on deck sleeping berths have the windows in the sides, -which slide so as to admit plenty of fresh air and also openings above -each door. The saloon into which the sleeping berths open is ventilated -by a large skylight on deck. - -The second cabin ’tween decks has two ventilators, one on each side of -the main deck. They are made of iron with openings all round, and are -glazed on the top to prevent the water from coming down. The berths in -the after part of it, right astern, are ventilated by windows in the -stern and in the sides. - -In addition to all this, there are three hatchways, and a ventilator on -the upper deck, glazed on the top; and four windows on each side of the -main deck, which slide up to admit fresh air. A space is left at the -top of each berth for the same purpose. - -The vessel is lighted by these windows and also by dead lights in the -deck during the day; and at night by lanterns in each compartment and -also by lanterns belonging to private individuals. The lights must -be put out by 10 p.m., but one is allowed to burn all night in each -division. - -_Liquors._—Ale and porter are sold to the ’tween deck passengers from -10 to 12 a.m. Passengers must obtain an order from the captain to -obtain wine or spirits. Provisions or groceries can be purchased at any -hour of the day. - -_Luggage._—Two small boxes, say 30 inches by 19 by 16, are much better -than a large one. The one marked “not wanted on the voyage” is placed -in the hold and brought to deck, if requisite, every three weeks. - -The other is for use on the voyage and is placed under the owners’ -sleeping berth. A carpet or canvas bag with pockets in the inside will -be found a most useful article. - -_Clothing._—Each passenger must have two suits of clothing: one for -cold, the other for warm weather. Any old clothing, provided it is -whole, is good enough for use on the voyage. Coarse blue cloth trousers -or fustian ones, with a short coat or jacket and vest of the same -material, stand the voyage well; and light trousers such as canvas or -shepherd tartan ones, that wash well, with an alpaca coat, are good for -warm weather. - -_Articles for Daily Use._—A knife, fork, table and tea spoon, a pen -knife, a hook pot, a baking can, a tin pot, capable of holding 2 or 3 -gallons of water, a lantern, brushes, combs, a mirror and tooth and -hair brushes with washing basin and a slop pail for each mess. - -THE WEEKLY DIETARY SCALE. - -_Second Cabin._ - - +------------+------------------+-------------------+--------------+ - |Day of Week.| Breakfast. | Dinner. |Tea or Supper.| - +------------+------------------+-------------------+--------------+ - | Sunday. |Coffee, biscuits |Preserved potatoes,|Tea, biscuits | - | | and butter. | preserved | and butter. | - | | | meat, plum duff. | | - | | | | | - | Monday. | do. |Pea soup, & pork, | do. | - | | | biscuits, mustard| | - | | | and pepper. | | - | | | | | - | Tuesday. |Coffee, biscuits, |Salt beef, preserve| do. | - | | butter, cheese. | potatoes and | | - | | | plum duff. | | - | | | | | - | Wednesday. |Coffee, biscuits |Same as Monday. | do. | - | | and butter. | | | - | | | | | - | Thursday. | do. |Same as Sunday. | do. | - | | | | | - | Friday. | do. |Pork & pea soup | do. | - | | | or salt fish with| | - | | | rice and butter. | | - | | | | | - | Saturday. |Porridge with |Salt beef and rice | do. | - | | butter, molasses| with molasses & | | - | | or sugar. | biscuits. | | - +------------+------------------+-------------------+--------------+ - -_Intermediate Cabin._ - - +------------+------------------+-------------------+--------------+ - |Day of Week.| Breakfast. | Dinner. |Tea or Supper.| - +------------+------------------+-------------------+--------------+ - | Sunday. |Coffee, biscuits |Preserved meat & |Tea, biscuits | - | | and butter. | plum duff. | and butter. | - | | | | | - | Monday. | do. |Pork, pea soup & | do. | - | | | biscuits. | | - | | | | | - | Tuesday. | do. |Salt beef, plum | do. | - | | | duff & biscuits. | | - | | | | | - | Wednesday. | do. |Pork, pea soup, & | do. | - | | | biscuits. | | - | | | | | - | Thursday. | do. |Preserved meat, | do. | - | | | plum duff and | | - | | | biscuits. | | - | | | | | - | Friday. | do. |Pork, pea soup & | do. | - | | | biscuits. | | - | | | | | - | Saturday. | do. |Salt beef, rice, | do. | - | | | molasses and | | - | | | biscuits. | | - +------------+------------------+-------------------+--------------+ - -Each mess may have oatmeal cakes and loaf bread fired three or four -times a week. - -The _Eagle_, which was commanded by Captain Francis Boyle and owned -by Gibbs & Bright, of Liverpool, may be taken as a good example of a -well-run ship in the Australian emigrant trade during the fifties. - -The above account was published in a newspaper printed on board, and -gives a very thorough account of the routine. This, of course, varied -in different ships and under different captains, but in the main points -the methods of the best lines were the same. - -On the passage during which the foregoing account was written, the -_Eagle_ went out from Liverpool to Hobson’s Bay in 80 days, her best 24 -hours’ run being 315 miles. - - -Liverpool Shipowners in the Australian Trade. - -Thanks to the activity and enterprise of Liverpool shipowners in -ordering new ships, Liverpool became the starting point of the rush to -the gold regions—the chief emigration port in the British Isles, not -even excepting London. And such a name did Liverpool ships gain for -their speedy passages that “Liverpool on her stern and bound to go” -became a regular saying amongst seamen in the fifties. - -Though many of the ships sent away from Liverpool to the Colonies -were hired by the Government Emigration Department, these were only -a small fraction of the vast fleet sailing out of the Mersey between -1852 and 1857. The most prominent firms in the great emigration trade -from Liverpool to Australia were:—James Baines & Co., of the Black Ball -Line; Pilkington & Wilson, of the White Star Line; James Beazley; Henry -Fox, of the Fox Line; Miller & Thompson, of the Golden Line; and Fernie -Bros., of the Red Cross Line. - -[Illustration: MR. JAMES BAINES.] - -Many of these firms, including the Black Ball and White Star, were -brokers as well as owners, and very often the ships advertised in their -sailing lists were privately owned. - - -James Baines, of the Black Ball Line. - -The Black Ball Line, the most celebrated line of passenger ships, -perhaps, in its day, owned its existence to a little self-made man -named James Baines. And the Black Ball Line would never have become the -great concern that it was in its palmy days if it had not been for this -man’s foresight and enterprise. He, it was, who realised the genius of -the great American shipbuilder, Donald Mackay, and gave him an order -for four ships, the like of which the world had never seen before—ships -which knowing men in the business pronounced to be too big and likely -to prove mere white elephants once the first rush of gold seekers was -over. However, James Baines, although he was but a young man of barely -thirty, had the courage of his convictions, and he proved to be in -the right, for it was these big Mackay clippers which really made the -reputation of the Black Ball Line. - -James Baines was a very lively, little man, fair with reddish hair. His -vitality was abnormal and he had an enthusiastic flow of talk. Of an -eager, generous disposition, his hand was ever in his pocket for those -in trouble; and he was far from being the cool, hard-headed type of -business man. He was as open as the day and hail-fellow-well-met with -everybody, nevertheless his far-sightedness and his eager driving power -carried him to the top in so phenomenally short a time that his career -has become a sort of romantic legend in Liverpool. - -He was born in Upper Duke Street, Liverpool, where his mother kept a -cake and sweet shop, in which many a present-day Liverpool shipowner -can remember stuffing himself as a boy. Indeed, Mrs. Baines had such a -reputation that she is said to have made one of the wedding cakes for -the marriage of Queen Victoria. - -The following is the most generally-accepted story of James Baines’ -first venture in ship-owning. In 1851 a dirty-looking ship with stumpy -masts and apple-cheeked bows lay in the Queen’s Dock, Liverpool, with -a broom at her masthead, thus indicating that she was for sale. This -ship, which seafaring men contemptuously compared to a barrel of pork, -had been cheaply built at Miramichi, and was evidently going for a -song. James Baines scraped together what little money he had and bought -her, sent her out to the Colonies and made a good profit on her; and -this was the humble beginning of the great Black Ball Line, which in -1860 possessed 86 ships and employed 300 officers and 3000 seamen. - -How James Baines came to take the house-flag and name of the well-known -line of American packet ships, which had been running between New York -and Liverpool since 1816, I have been unable to find out. One cannot -but think, however, that this must often have occasioned confusion in -Liverpool business circles. - -James Baines’ success was, as I have said, meteoric, and to the end -of the fifties he flourished exceedingly. He lived in a beautiful -house, where he dispensed princely hospitality, drove a four-in-hand, -and thought nothing of buying five ships in one day at Kellock’s -Auction Rooms. But in the year 1860 his star began to set. Like many -another, he was tempted by the steam-kettle, with the result that he -amalgamated with Gibbs, Bright & Co., who had already deserted sail for -that doubtful investment, auxiliary steam, and had started a service -with the ill-fated _Royal Charter_ and the equally well-known _Great -Britain_. - -The packets and steamers of the combine provided a service to Australia -from Liverpool twice a month, but it is doubtful if the experiment -proved a success financially. The chief cause, however, of James -Baines’ downfall was the failure of Barnard’s Bank. At the same time -it must be remembered that his soft-wood ships, many of which were old -Yankee clippers already past their prime when he bought them, were -becoming more and more strained and water-soaked, with the result that -his repair bill was ever on the increase, and this just when other -firms were building iron ships on purpose to compete with his wooden -ones. The two last ships, in which he had any interest, were the _Great -Eastern_ and the _Three Brothers_, once upon a time Vanderbilt’s yacht -and famous for its unsuccessful chase of the _Alabama_, now a hulk at -Gibraltar. - -Misfortunes, once they begin, have a habit of crowding upon one, and -poor old James Baines, for some years before his death, had to depend -for his subsistence on the charity of his friends. Indeed he was -absolutely penniless when he died of dropsy on 8th March, 1889, in a -common Liverpool lodging house. He was only 66 years of age at his -death. Yet it will be a very long time before he and his celebrated -ships are forgotten in Liverpool. - - In the Black Ball Line I served my time. - Hurrah! for the Black Ball Line. - - -The White Star Line. - -The White Star Line, the great rival of the Black Ball, was started by -two young Liverpool shipbrokers, John Pilkington and Henry Threlfall -Wilson. The actual ships owned by them were never very numerous, though -they included the famous _Red Jacket_ and _White Star_. - -In 1867 Pilkington & Wilson wisely sold their soft-wood ships, which -by this time were thoroughly strained and water-soaked, to various -purchasers; and parted with their well-known house-flag to the late -Mr. T. H. Ismay for £1000. Mr. Ismay was joined in partnership by Mr. -Imrie, and these two men started the present White Star Line with iron -sailing ships for the Australian trade, whilst Messrs. Pilkington & -Wilson retired on their laurels. - - -The Mail Contract. - -I do not think anything shows the enterprise of the Black Ball and -White Star Lines more clearly than the contracts which they signed in -1855 with Earl Canning, the Postmaster-General, for the carriage of the -mails to Australia. Messrs. Pilkington & Wilson undertook to carry the -mails in the following ships, _Ben Nevis_, _Shalimar_, _Red Jacket_, -_Emma_, _Fitzjames_, _Mermaid_ and _White Star_; and to land them in -Australia in 68 days, or pay a penalty of £100 a day for every day -over that time. James Baines was even more daring, for he accepted a -contract to land the mails in 65 days with the same penalty attached. - - -The “Marco Polo.” - -The first ship to shorten the voyage between England and Australia was -the famous _Marco Polo_, generally spoken of as the pioneer ship of -the Black Ball Line. - -[Illustration: “MARCO POLO.”] - -The _Marco Polo_ was built by Smith, of St. John’s, N.B., and is -described by those who remember her as a common six-year Quebec timber -ship, “as square as a brick fore and aft, with a bow like a savage -bulldog,” a big thick lump of a black ship with tremendous beam, a -vessel you could carry on to glory in, even to sporting lower and -topmast stunsails in a strong gale. - -The story goes that on her maiden voyage she arrived in Liverpool -from Mobile with a cargo of cotton. Old Paddy McGee, the rag man and -marine store dealer, bought her cheap and resold her at a great profit -to James Baines, who refitted her from stem to stern for the emigrant -trade. - -It is hard to say whether there was really a touch of genius in the -designing of _Marco Polo_, or whether she owned most of her reputation -for speed to the wonderful driving power of her famous skipper. I am -inclined to give James Baines credit for possessing a good eye for a -ship, and this opinion is strengthened by the following description -taken from the _Illustrated London News_ of 1852. - - The distinguishing feature of the _Marco Polo_ is the peculiarity of - her hull. Her lines fore and aft are beautifully fine, her bearings - are brought well down to the bilge; thus, whilst she makes amidships - a displacement that will prevent unnecessary “careening,” she has - an entrance as sharp as a steamboat and a run as clean as can be - conceived. Below the draught line her bows are hollow; but above she - swells out handsomely, which gives ample space on the topgallant - foc’s’le—in fact, with a bottom like a yacht, she has above water all - the appearance of a frigate. - - The _Marco Polo_ is a three-decker, and having been built expressly - for the passenger trade is nothing short in capacity or equipment. - Her height between decks is 8 feet, and no pains have been spared - in her construction to secure thorough ventilation. In strength she - could not well be excelled. Her timbering is enormous. Her deck - beams are huge balks of pitch-pine. Her timbers are well formed and - ponderous. The stem and stern frame are of the choicest material. The - hanging and lodging knees are all natural crooks and are fitted to - the greatest nicety. The exterior planking and ceiling is narrow and - while there has been no lack of timber there has been no profusion of - labour. - - The length of the _Marco Polo_ from stem to stern (inside - measurement) is 185 feet; her beam is 38 feet; her depth of hold from - the coamings 30 feet. Her registered tonnage is 1625, but her burthen - will considerably exceed 2000 tons. - - On deck forward of the poop, which is used as a ladies’ cabin, is - a “home on deck” to be used as a dining saloon. It is ceiled with - maple and the pilasters are panelled with richly ornamented and - silvered glass—coins of various countries being a novel feature of - the decorations. Between each pilaster is a circular aperture about - 6 feet in circumference for light and ventilation; over it is placed - a sheet of plate glass with a cleverly painted picturesque view in - the centre with a frame work of foliage and scroll in opaque colours - and gold. The whole panels are brought out slightly by the rim of - perforated zinc, so that not only does light from the ventilator - diffuse itself over the whole but air is freely admitted. - - The saloon doors are panelled in stained glass bearing figures of - commerce and industry from the designs of Mr. Frank Howard. In the - centre of the saloon is a table or dumb-waiter made of thick plate - glass, which has the advantage of giving light to the dormitories - below. The upholstery is in embossed crimson velvet. - - The berths in separate staterooms are ranged in the ’tween decks and - are rendered cheerful by circular glass hatch-lights of novel and - effective construction. - -This mid-Victorian account of a passenger ship and her internal -decorations is interesting in more senses than one, but I fear that -in these days when everyone seems to be an expert in the artistic -merits of old furniture and house decoration, many of my readers will -shudder at the _Marco Polo’s_ crimson velvet cabin cushions, stained -glass panels and richly ornamented pilasters. However, at the time all -these fittings and arrangements for passengers were considered a great -advance on anything previously attempted. - - -Captain James Nicol Forbes. - -_Marco Polo’s_ first commander was the notorious Captain James Nicol -Forbes, who had previously commanded with great success the Black Ball -ships _Maria_ and _Cleopatra_ in the Australian trade. - -Bully Forbes is one of the best known characters in the history of the -British Mercantile Marine. His career was as meteoric as his owner’s -and had as sad an end. By two wonderful voyages in the _Marco Polo_ and -a still more wonderful one in the _Lightning_, he rushed to the head of -his profession. Then came his eclipse in the wreck of the _Schomberg_. -A life of Captain Forbes was printed in Liverpool at the time of his -triumphs, but it is very scarce and practically unobtainable, and thus -the history of this remarkable man has become shrouded in legend and -fairy tale, and at this length of time it is difficult to separate the -fact from the fiction. - -He was born in 1821, a native of Aberdeen. In 1839 he left Glasgow for -Liverpool without a shilling in his pocket; but he was a man who could -not be kept down and he soon gained command of a ship; and at once -began to astonish everybody by the way in which he forced indifferent -ships to make unusually good passages. One of his first commands -appears to have been an old brig, in which he made two splendid -passages to the Argentine. His success with the Black Ball ships -_Maria_ and _Cleopatra_, which were neither of them clippers, gave him -the command of _Marco Polo_ and his chance to break all records. - -In character Captain Forbes was a most resolute man, absolutely -fearless, of quick decisions, but of a mercurial temperament. It goes -without saying that he was a prime seaman—his wonderful passages -in _Marco Polo_ and _Lightning_ are proof enough of this. And with -regard to the _Schomberg_, I have little doubt in my own mind that -Forbes was disgusted with her sluggishness and by no means sorry when -she tailed on to the sandspit. But he evidently failed to foresee the -bad effect her loss would have on his own reputation. In Liverpool, -at the many banquets in his honour, he had been rather too ready to -give wine-tinted promises as to what he would do with the _Schomberg_, -and the chagrin of this, his first failure, was the real cause of his -downfall. - -After the wrecking of the _Schomberg_, he sank into obscurity, for -though he was acquitted of all blame by the Court of Inquiry, he could -not weather the disgrace. For some time he remained in Australia, -a “very sad and silent man,” the very opposite of his usual self. -However, in 1857 he obtained command of the _Hastings_, but lost her -in December, 1859. All this time his star was setting, and for a while -he was regularly “on the beach” in Calcutta. Then in 1862 we find him -home again and acting as agent for the owners of a Glasgow ship called -the _Earl of Derby_, which was in distress on the Donegal Coast. Soon -after this in 1864, in the time of the cotton famine, he bobbed up in -Hongkong in command of a ship called the _General Wyndham_, one of -Gibbs, Bright & Co.’s, and there loaded cotton for Liverpool. He is -described then as being a seedy, broken-down looking skipper, with the -forced joviality of a broken-hearted man. He discussed the passage down -the China Seas (it was S.W. monsoon time) with some of the tea clipper -captains, and displayed all his old bravado, declaring that he would -“force a passage.” However in spite of his big talk, he took 50 days to -Anjer. - -I have come across one characteristic story of his visit to Hongkong. -He was insulted by two Americans on the Water Front; in a moment he -had his coat off and did not let up until he had given them a good -thrashing. - -He commanded the _General Wyndham_ till 1866, and that was the end of -his sea service. He died at the early age of 52, on 4th June, 1874, -in Westbourne Street, Liverpool. His tombstone is in Smithdown Road -Cemetery, and on it is carved his claim to fame, the fact that he was -“Master of the famous _Marco Polo_.” - -As long as square-rig flourished, Forbes was the sailor’s hero, and of -no man are there so many yarns still current in nautical circles. - -He is the original of the story, “Hell or Melbourne,” though it has -been told of Bully Martin and other skippers. The yarn goes that on one -of his outward passages, his passengers, scared by the way in which -he was carrying on, sent a deputation to him, begging him to shorten -sail, and to his curt refusal, he added that it was a case of “Hell -or Melbourne.” His reputation for carrying sail rivalled that of the -American Bully Waterman, and the same methods are attributed to him, -such as padlocking his sheets, overawing his terrified crew from the -break of the poop with a pair of levelled revolvers, etc. - -Captain Forbes was a very lithe, active man, and one day, as the result -of a challenge, he crawled hand over hand from the spanker boom end to -the shark’s fin on the jibboom, not such a difficult feat, though not -a usual one for the master of a ship. Whilst on the _Lightning_, it -was his custom to go out on the swinging boom when the lower stunsail -was set, and to calmly survey his ship from the boom end, when she was -tearing along before the westerlies. The danger of this proceeding can -only be realised by an old sailor. If a man at the wheel had brought -the ship a point or two nearer the wind, the probability is that Forbes -would have been flung into the sea as the boom lifted or perhaps the -boom itself would have carried away, as that was the usual way in which -lower stunsail booms were smashed up. - -Every man is supposed to have a lucky day, and Bully Forbes’ lucky day -was a Sunday. On his record voyage in _Marco Polo_, he left Liverpool -on a Sunday, sighted the Cape on a Sunday, crossed the line on a -Sunday, recrossed the line homeward bound on a Sunday, and arrived back -on Liverpool on a Sunday. After this you may be sure that he took care -to start his second voyage on a Sunday. - - -“Marco Polo’s” First Voyage to Australia. - -On her first voyage to Australia _Marco Polo_ was chartered by the -Government Emigration Commissioners. She took out no less than 930 -emigrants, these were selected with care and reported to be nearly -all young and active Britishers. The married couples were berthed -amidships, single women aft, and single men forward. There was a -special hospital or sick bay and she also carried two doctors. In -ventilation and comfort she was far ahead of any previous emigrant -ship; on deck there were even provided large tubs, lined with lead, -which the women could use for washing clothes. And the proof of her -great superiority in arrangements for emigrants was at once proved on -her passage out when she only had two deaths of adults on board, -both from natural causes, and only a few of children from measles, this -at a time when ships carrying half the number of emigrants arrived in -Hobson’s Bay with from 50 to 100 deaths aboard. - -[Illustration: House Flags.] - -Her officers were chosen from the best ships sailing out of Liverpool, -Forbes’ chief mate being McDonald, who succeeded Forbes in command of -_Marco Polo_ and afterwards made a great name for himself in command of -_James Baines_. - -The regular crew of the _Marco Polo_ numbered 30 men, but 30 other -seamen worked their passage, so Forbes could afford to carry on till -the last moment, especially as in emigrant ships the passengers -were always ready for “pully-hauly,” in order to get exercise, and -invariably tailed on to halliard or brace when there was occasion. -_Marco Polo_, of course, had her full outfit of flying kites, and set -three skysails on sliding gunter masts, man-of-war fashion, but she -did not send aloft a moonsail at the main like her great successors -_Lightning_, _James Baines_ and _Champion of the Seas_. She had -Cunningham’s patent topsails, and on one occasion reduced sail from -royals to double reefs in 20 minutes. - -_Marco Polo’s_ departure was not allowed to take place without the -usual banquet aboard previous to sailing, which was such a custom in -the fifties. The _dejeuner_, as the reporters called it, was served on -the ship’s poop under an awning. Mr. James Baines presided, and his -partner Mackay and Captain Forbes were vice-chairmen. After the usual -round on round of toasts, there was the usual speechifying. - -James Baines opened the ball by the customary optimistic speech. -Mr. Munn, of the Cunard Company, followed with the hope that as the -_Marco Polo_ was the largest ship ever despatched to Australia, so -she would be the most prosperous. Mr. Mackay said that he never felt -so much responsibility, as he did that day, when he found nearly 1000 -souls on board the _Marco Polo_; and Captain Forbes finished up by the -characteristic remark that “he judged from the appearance of her sticks -and timbers that she would be obliged to go; and that they must not be -surprised if they found the _Marco Polo_ in the River Mersey that day -six months.” - -This prophecy the people of Liverpool duly saw fulfilled. The _Marco -Polo_ was advertised to sail on the 21st June, but she did not actually -sail until Sunday, 4th July. - -The following is the first shipping notice of this wonderful ship:— - -SPECIAL NOTICE, - - And under engagement to sail on the 21st June. - The Splendid New Frigate-built Ship— - -“MARCO POLO.” - - A1 at Lloyd’s. 2500 tons burthen; coppered and copper fastened; now - only on her second voyage[A]; is the largest vessel ever despatched - from Liverpool to Australia; and expected to sail as fast as any ship - afloat; has splendid accommodations and carries two surgeons— - -Apply to JAMES BAINES & CO. - -After sailing on 4th July, the _Marco Polo_ arrived inside Port Phillip -Heads at 11 a.m. on 18th September, 1852, after a record passage of 68 -days, having beaten the steamer _Australia_ by a clear week. Running -her easting down her best day’s work was 364 miles, and in four -successive days she covered 1344 miles, an average of 336 a day. - -On his arrival in Hobson’s Bay, Captain Forbes found some 40 or 50 -ships waiting to sail, held up for want of crews; whereupon he promptly -had his own crew clapped into prison on a charge of insubordination, -with the result that they were ready to hand when he wanted them and -thus he was able to set sail again for Liverpool on 11th October, 1852. - -Leaving at 5 a.m. on the 11th, the _Marco Polo_ passed Banks Straits on -the 12th and sighted the Auckland Islands on the 17th. On her passage -to the Horn she made three successive runs of 316, 318 and 306 miles, -and on 3rd November when she made the Horn she logged 353 knots in the -24 hours, the weather being recorded as fine. On the 5th November she -passed Staten Island; and on 19th December saw a barque apparently -abandoned, and an empty long-boat painted stone colour. Forbes showed -blue lights and fired rockets, but, receiving no reply and being -naturally in a great hurry, proceeded on his way; and finally arrived -off Holyhead at 3 p.m. on Christmas Day and anchored in the Mersey on -Sunday, 26th December, 1852, 76 days out from Melbourne and only five -months and 21 days out on the whole voyage. - -This was so much a record that many shipping people when they -recognised her lying in the Mersey thought that she must have put back -disabled in some way. - -And the story goes that a waterman, meeting James Baines in the street, -said:—“Sir, the _Marco Polo_ is coming up the river.” “Nonsense, man,” -returned Mr. Baines, “the _Marco Polo_ has not arrived out yet.” Less -than an hour after this assertion, James Baines found himself face to -face with Captain Forbes. - -When the ship hauled into the Salthouse Dock, the quays were crowded -with people. Between her fore and main masts a huge strip of canvas was -suspended with the following painted on it in huge black letters:—THE -FASTEST SHIP IN THE WORLD. - -On this passage she again beat the _Australia_ by more than a week, -many bets having been made in Melbourne as to which ship would arrive -first. After such a voyage _Marco Polo_ was at once considered to be -the wonder of the age and people flocked from all parts of England to -see her. - -Her officers declared that she made 17 knots an hour for hours -together; and Doctor North, the chief Government surgeon on board, who -had been in the ship _Statesman_ when she made her celebrated passage -of 76 days from Plymouth to Australia, declared that the _Marco Polo_ -was by a long way the fastest vessel he had ever sailed in and vastly -superior to the _Statesman_. - -The _Marco Polo_ brought home £100,000 in gold dust, and her officers -related that on her arrival out she was surrounded by boats, the -occupants of which threw small nuggets amongst her passengers. She also -brought home a nugget of 340 ounces, purchased by the Government of -Victoria as a present for the Queen. - - -“Marco Polo’s” Second Voyage to Australia. - -After such a record voyage, I find the following notice advertising her -second departure for Australia. - -BLACK BALL LINE OF AUSTRALIAN PACKETS. - - For passengers, parcels and specie, having bullion safes, will be - despatched early in February for Melbourne. - -THE CELEBRATED CLIPPER SHIP “MARCO POLO.” - - 1625 tons register; 2500 tons burthen; has proved herself the fastest - ship in the world, having just made the voyage to Melbourne and back, - including detention there, in 5 months and 21 days, beating every - other vessel, steamers included. - - As a passenger ship she stands unrivalled and her commander’s ability - and kindness to his passengers are well known. - - As she goes out in ballast and is expected to make a very rapid - passage, she offers a most favourable opportunity to shippers of - specie— - -Apply to JAMES BAINES & CO., Cook Street. - -Before the _Marco Polo_ was hauled out of the Salthouse Dock for her -second voyage, another large _dejeuner_ was given on board, at which -testimonials were presented to Captain Forbes and Charles McDonald, his -first officer. The usual flowery speeches were made, but the remarks of -Bully Forbes were especially characteristic. He said that “as regards -his recent voyage, he had done his best and he could not say he would -do the same again, but if he did it, he would do it in a shorter time. -(Laughter.) He was going a different way this time, a way that perhaps -not many knew of, and the _Antelope_ must keep her steam up or he would -thrash her (referring to the challenge of a race round the world sent -him by Captain Thompson, of the steamer _Antelope_). Captain Thompson -only wanted to get outside Cape Clear and he could make a fair wind -into a foul one. (Laughter.) That he (Forbes) would do his best for the -interests of his employers and while the Black Ball Line had a flag -flying or a coat to button, he would be there to button it.” - -The _Marco Polo_ sailed on her captain’s favourite day and also on -the 13th of the month, namely, on Sunday, 13th March, 1853. She had -on board 648 passengers and £90,000 of specie. The emigrants were -composed chiefly of men of the artisan class, and there were very few -women amongst them. This seemed to be a matter of great regret, and as -the ubiquitous newspaper reporter had it:—“One young gentleman, whose -incipient moustache and budding imperial showed that he was shaping his -course for the diggings, was heard to express his sorrow that there -were not more ladies, as ‘they exercised such a humanising tendency on -mankind, don’t you know.’” The reporter goes on to describe how one -of the passengers was arrested for burglary just before sailing and -his luggage found to be full of jewellery and watches; and how a first -class passenger (who had left a good legal practice for the land of -nuggets), dressed in huge sea boots, a blue shirt and marine cap, lent -a ready hand in hoisting the anchor and setting the sails and joined -in “the boisterous refrains of the sailors with evident pleasure.” The -anchor was weighed soon after 10 o’clock and the _Marco Polo_ was towed -to sea by the _Independence_. The day was beautifully fine, and James -Baines and his partner Miller proceeded in the ship to beyond the N.W. -Lightship, returning in the tug. - -Bully Forbes was in a very confident mood, and, as soon as the ship was -under weigh, had his passengers called together and addressed them as -follows:—“Ladies and gentlemen, last trip I astonished the world with -the sailing of this ship. This trip I intend to astonish God Almighty!” -Then turning to his ebony cook, who went by the name of Doctor Johnson, -he said:—“Search well below, doctor, and if you find any stowaways, put -them overboard slick.” - -“Ugh, ugh!” chuckled the sable doctor as he shuffled below. In a short -time he reappeared with an Irishman whom he had found concealed in the -quarters of a married couple. - -“Secure him and keep a watch over the lubber, and deposit him on the -first iceberg we find in 60° S.,” growled Forbes, with mock fierceness. -The stowaway, however, was returned in the tug with the ship’s owners. - -The _Marco Polo’s_ best runs on the outward passage were the following:— - - May 1 314 miles. - „ 2 300 „ - „ 3 310 „ - „ 4 304 „ - „ 5 285 „ - „ 6 288 „ - „ 12 299 „ - -These were nothing extraordinary; however she again made a very good -passage and arrived at Melbourne on 29th May, 75 days out. She left -Melbourne again at 5 p.m. on 10th June, with 40 cabin passengers and -£280,000 of gold dust. - -Her best runs this passage were, of course, made on the way to the -Horn, being:— - - June 15 314 miles. - „ 16 322 „ - „ 16 322 „ - „ 17 294 „ - „ 18 260 „ - „ 19 324 „ - „ 20 316 „ - „ 20 316 „ - „ 21 322 „ - Total for week 2152 miles. - -But on the 23rd in 60° S. her progress was severely stopped by large -quantities of small ice, which tore all the copper off her bow. - -On the 26th June, when in 141° W., a large ship was sighted astern -which proved to be Money Wigram’s famous Blackwaller _Kent_, which had -sailed 5 days ahead of _Marco Polo_. - -From 27th June to 1st July only small runs could be made, the ship -being surrounded by ice, but with strong northerly winds to help her, -she cleared the ice on the 1st and at once started to make up time, -running 303 miles on 2nd July, 332 on the 3rd, 364 on the 4th and 345 -on the 5th. And on 18th July in 49° 30′ S., with strong S.W. wind, she -made her last run of over 300. - -However, in spite of these fine runs to the southward, the passage was -a good deal longer than Forbes anticipated, as _Marco Polo_ was 95 days -out when, on 13th September she arrived in the Mersey. - -Nevertheless she had made the round voyage in the very good time of -exactly 6 months, and when Captain Forbes appeared “on Change” about 1 -o’clock on the 13th “the cheering was long and loud and he received a -hearty welcome from all the merchants assembled.” - - -After-Life of “Marco Polo.” - -At the end of her second voyage Bully Forbes left the _Marco Polo_ to -take over the _Lightning_, and was succeeded by his chief mate Charles -McDonald. - -Leaving Liverpool in November, 1853, with 666 passengers, McDonald -took her out in 72 days 12 hours or 69 days land to land, and brought -her home in 78 days. Then he left her to take over the _James Baines_ -and a Captain W. Wild had her. By this time it is probable that she -was getting pretty badly strained, being a soft-wood ship, and whether -Captain Wild and his successor Captain Clarke were not sail carriers or -did not like to press her too much, I do not know, but her fourth and -fifth voyages were not specially good, her times being:— - - 4th voyage, 1854-5, outward 95 days, under Captain Wild. - homeward 85 days, under Captain Wild. - - 5th voyage, 1855, outward 81 days, under Captain Clarke. - homeward 86 days, under Captain Clarke. - -She was still, however, a favourite ship, taking 520 passengers out and -bringing home 125,000 ounces of gold under Captain Clarke. - -On her sixth voyage she for the first time got into trouble as she -parted her tow rope when leaving the Mersey and got aground off the -Huskisson Dock, after first colliding with a barque at anchor in the -river. However she came off on the flood without damage and sailed for -Melbourne on 7th December, 1855, arriving out on 26th February, an -83-day passage. In 1856 she went out in 89 days, leaving Liverpool 5th -September. - -Her most serious mishap was on her passage home in 1861, when she -collided with an iceberg on 4th March. Her bowsprit was carried away, -bow stove in and foremast sprung; in fact, so seriously was she damaged -that she was very near being abandoned. Eventually, however, she -managed to struggle into Valparaiso after a month of incessant pumping. -Here she was repaired and, continuing her voyage, at length arrived at -Liverpool on 21st August, 183 days out from Melbourne. - -Though Messrs. James Baines sold her to another Liverpool firm in -the early sixties, she still continued regularly in the Melbourne -trade, and as late as 1867 I find another fine passage to her account, -which is thus described by Captain Coates in his _Good Old Days of -Shipping_:—“Captain Labbet, of Brisbane, once told me that in January, -1867, he took passage home in the steamship _Great Britain_. The _Marco -Polo_ left at the same time and was soon lost sight of. A week later -the look-out man of the _Great Britain_ reported a sail right ahead, -and shortly afterwards expressed his belief that it was the _Marco -Polo_, in which ship he had previously sailed. His opinion, however, -was scoffed at; on the ship being neared he proved to have been right. -She was again distanced and the _Great Britain_ made what was esteemed -a good passage. On taking the pilot off Cork, the first question asked -was:—“Have you seen the _Marco Polo_?” The reply came:—“Yes, she passed -up 8 days ago.” She had made the passage in 76 days. - - -Most Notable Clippers of 1853. - -The _Marco Polo_ was followed across the Atlantic by numerous other -Nova Scotian built ships from the yards of W. & R. Wright and Smith. - -The most notable of these were the _Ben Nevis_, which arrived during -the summer of 1852, and the _Star of the East_, _Miles Barton_, -_Guiding Star_ and _Indian Queen_, which arrived at Liverpool in 1853. -All these ships were intended to lower the colours of _Marco Polo_, but -not one of them succeeded in doing so, though they made some very good -passages. - - -“Ben Nevis.” - -The _Ben Nevis_ was the first ship owned by Pilkington & Wilson. She -was, however, too short and deep for her tonnage, her measurements -being:— - - Length over all 181 feet. - Beam 38 feet 6 inches. - Depth of hold 28 feet. - Registered tonnage 1420. - -Commanded by Captain Heron, she sailed for Melbourne on 27th September, -1852, with 600 passengers, a cabin passage in her costing £25, and she -took 96 days going out. - - -The “Star of the East.” - -A far more worthy ship to compete with the _Marco Polo_ was the _Star -of the East_, which arrived in Liverpool on 5th March, 1853, 20 days -out from St. John’s against strong N.E. winds. She was built by W. &. -R. Wright, her dimensions being:— - - Length of keel 206 feet. - Length over all 237 „ - Beam 40 feet 10 in. - Depth of hold 22 feet. - Registered tonnage 1219 tons. - -The following are some of her spar measurements:— - - Mainmast—extreme length 84 feet; diameter 41 inches. - Main topmast—extreme length 53 feet; diameter 19 inches. - Main topgallant mast—extreme length 75 feet; diameter 14 inches. - Bowsprit and jibboom—outboard 55 feet. - Mainyard 89 „ - Main topsail yard 70 „ - Main topgallant yard 52 „ - Main royal yard 36 „ - Main skysail yard 27 „ - Sail area (studding sails excepted) 5500 yards. - -At the time of her launch she was considered the finest ship ever built -at St. John’s. On her arrival in Liverpool she was at once bought by -Mr. James Beazley, having cost him when ready for sea £22,683. She -loaded for Australia in the Golden Line, and went out to Melbourne -in 76 days under Captain Christian, late of Beazley’s _Constance_. -From Melbourne she went to Sydney and loaded across to Shanghai; then -sailing from Shanghai in the favourable monsoon, arrived home in 104 -days, 4 of which were spent anchored off Gutztaff Island in a typhoon. -The whole voyage only occupied 9 months 27 days, and she cleared £8018 -clear profit. Her second voyage on the same route she did still better, -clearing £8920. - - -The “Miles Barton.” - -The _Miles Barton_ measured:— - - Length 175 feet. - Beam 35 „ - Depth 22 „ - Registered tonnage 963 tons. - -She also was bought by James Beazley and loaded in the Golden Line. On -her maiden voyage she went out to Melbourne in 82 days, and followed up -this performance with two trips of 76 days each. - - -The “Guiding Star.” - -Arrived in Liverpool in October, 1852, and was at once chartered by the -Golden Line for £12,000, considered a huge sum in those days. Her life, -however, was not a long one, as she was lost with all hands between -January and April, 1854, and it was generally supposed that she became -embayed and back-strapped by a huge ice island in about 44° S., 25° W. - -Tragic encounters with ice were by no means unusual in the fifties when -every passage maker was trying to follow out Maury’s instructions by -running far down into southern latitudes in search of strong fair winds. - - -The “Indian Queen.” - -The _Indian Queen_, 1041 tons, the most notable Black Baller launched -in 1853, and advertised as _Marco Polo’s_ sister ship, was a very fast -vessel, her first voyage to Australia being made in 6 months 11 days, -and in 1855 she came home from Hobart in 78 days. In 1859 she narrowly -escaped the fate of _Guiding Star_. On 13th March, 1859, she sailed -from Melbourne for Liverpool under Captain Brewer, with 40 passengers -and the usual cargo of wool and gold dust. All went well until she was -half way to the Horn, when on the 27th March the weather became thick -with a strong N.W. wind and heavy westerly swell. - -On the 31st March she was in 58° S., 151° W. by account; the day was -wet, foggy and very cold and the ship logged a steady 12 knots with the -wind strong at N.W. At 2 a.m. on the following morning those below were -aroused by a violent shock, the crash of falling spars and a grinding -sound along the port side, and the first of the frightened passengers -to arrive on the poop found the ship lying broadside to broadside with -an immense iceberg. All her spars and sails above the lower masts were -hanging over the starboard side, the foremast was broken off close to -the deck and was held at an angle by its rigging, the mainyard was in -half, the bowsprit was washing about under the bows, and though the -mizen topmast was still standing the topsail yard was in two, broken in -the slings. - -The night was dark and rainy and at first the watch below and -passengers thought that all was lost. They found no one at the wheel, -the port life-boat gone, and not a soul on the poop, but they were -somewhat reassured by the appearance of the carpenter who had been -sounding the pumps and pronounced the ship to be making no water. Then -the second mate appeared aft and announced that the captain, mate and -most of the crew had gone off in the port life-boat. Apparently there -had been a disgraceful panic which involved even the captain, who -actually left his own son, an apprentice, behind on the ship. - -However those who had been so shamefully deserted began to buckle -to with a will, headed by the second mate, Mr. Leyvret, and the -cool-headed carpenter, a man named Thomas Howard. Passengers, cooks, -stewards and those of the crew left on board were promptly divided into -watches, the captain’s son was sent to the wheel, and whilst some set -about clearing up the raffle of gear and getting things ship-shape as -far as possible, others shovelled the ice, which lay in masses on the -decks, overboard. - -With some difficulty the crossjack was backed and the head of the -spanker hauled in. At the same time the boat was perceived tossing in -the swell on the port beam and apparently endeavouring to regain the -ship, and faint cries for help could be heard against the wind. She -seemed to be without oars and with sea after sea washing over, she was -soon swept past the ship by the back wash off the ice and lost sight of -in the fog never to be seen again. The ship, though, with the backed -crossjack, began to drift along the side of the berg and presently -dropped clear of it into smoother water to leeward. - -Day now began to break and all hands set about cutting away the wreck, -but the mainyard and the rest of the raffle hanging from the stump -of the mainmast was hardly clear before the terrible cry of “Ice to -leeward!” arose and a huge berg appeared looming out of the mist. The -crossjack was at once braced up, the spanker set and the foresail -trimmed in some fashion or other, then in a tense silence the survivors -watched the ship slowly forge ahead and, dragging the wreck of masts -and spars and torn sails along with her, weather the new danger by a -bare 100 yards. And scarcely had she done so when the foremast fell -crashing on to the long-boat, the other boats having been already -stove in by falling spars. The next business was to get the wreck of -the foremast over the side and clear of the ship. Here the carpenter -displayed the greatest coolness and skill, being ably backed up by -the second mate and the 4 seamen left on board. With the last of the -wreck overside, time was found to muster the survivors, when it was -discovered that the captain, chief mate and 15 men had been lost in the -port life-boat, leaving behind the second mate, carpenter, bosun, 4 -A.B.’s, 1 O.S. and 2 boys, besides the cooks, stewards, doctor, purser, -and passengers who numbered 30 men, 3 women and 7 children. - -A course was now steered for Valparaiso, some 3800 miles away. It -was not until the 7th April that the ship got finally clear of the -scattered ice, but on the 3rd the wind came out of the south and with -a lower stunsail and main staysail set on the main, the ship began to -make 3 or 4 knots through the water. - -One iceberg of huge size and square like a mountainous box was only -just cleared before it broke in two, the smaller portion bursting into -the sea like an avalanche, and sweeping a huge wave in front of it, did -not bring up until it was 2 to 3 miles away from the rest of the berg. -The last ice was seen in 54° S., it being reckoned that the accident -had happened in 60° S. - -As soon as 49° S. was reached, a direct course was shaped for -Valparaiso. Sheers were now rigged and a topmast secured to the stump -of the foremast, then topsail yards were crossed on the jury foremast -and mainmast, which improved the ship’s progress another knot. In this -condition the _Indian Queen_ slowly wandered north, weathering out gale -after gale. On the 7th May a welcome sail was sighted. This proved to -be the New Bedford whaler _La Fayette_, whose captain boarded them, -offered them every assistance and corrected their longitude, which -was 3° out. On the following day the French man-of-war _Constantine_ -appeared and promised to convoy them in. On the 9th May land was made -some 20 miles south of Valparaiso, and on the morning of the 10th, as -the crippled _Indian Queen_ approached the Bay, the boats of H.M.S. -_Ganges_, 84 guns, came out to her aid and towed her in to the Roads, -where she anchored safely, just 40 days after her collision with the -iceberg. - - -The Famous “Sovereign of the Seas.” - -My notes on the emigrant ships sailing from Liverpool in 1853 would not -be complete without some mention of the celebrated American clipper -_Sovereign of the Seas_. This ship was built by Donald Mackay for the -American Swallowtail Line and at the time of her launch, June, 1852, -was hailed as the largest merchant ship in the world, her measurements -being:— - - Length of keel 245 feet. - Length between perpendiculars 258 „ - Length over all 265 „ - Beam 44 „ - Depth 23 „ - Tonnage (American Register) 2421 tons. - -Her lower masts from deck to cap were:— - - Foremast 89 feet; mainmast 93 feet; mizen 82 feet. - -Her lower yards measured in length:— - - Foreyard 80 feet; mainyard 90 feet; crossjack yard 70 feet. - -And her topsail yards:— - - Fore topsail yard 63 feet; main 70 feet; mizen 56 feet. - -She spread 12,000 yards of canvas in her working suit. - -On her maiden voyage she carried a crew of 105 men and boys, including -2 bosuns, 2 carpenters, 2 sailmakers, 3 stewards, 2 cooks, 80 A.B.’s -and 10 boys before the mast. She was commanded by Donald Mackay’s -younger brother, Captain Lauchlan Mackay, one of the best known -skippers in the United States. - -Loading 2950 tons of cargo and receiving 84,000 dollars freight, -she sailed from New York for San Francisco on 4th August, 1852; and -considering the season of the year, she made a wonderful run south, -crossing the equator in 25 days and reaching 50° S. in 48 days. - -[Illustration: “SOVEREIGN OF THE SEAS.”] - -She was nine days making the passage of the Horn from 50° S. to 50° S.; -but shortly after rounding the Horn she carried away her fore and main -topmasts and sprang her foreyard. Captain Mackay, however, kept the -seas and refitted his ship in 14 days, during the whole of which time -he is said to have remained on deck, snatching what little sleep he -allowed himself in a deck chair. The _Sovereign of the Seas_ in spite -of this mishap arrived in San Francisco only 103 days out, and this was -considered the best passage ever made at such an unfavourable season of -the year. - -From San Francisco she went across to Honolulu in ballast and there -loaded a cargo of sperm oil; it being the custom of American whalers to -call in there and leave their oil for transhipment so as to clear their -holds for a fresh catch. - -The _Sovereign of the Seas_ left Honolulu on 13th February, 1853, for -New York, and once again made a most remarkable passage in spite of -a sprung fore topmast, jury fore topgallant mast and a weak crew—no -doubt a large number of her original crew deserted in San Francisco in -the hope of reaching the gold diggings, but more probably only to be -shanghaied on some homeward bounder. - -Like all Mackay’s wonderful creations, the _Sovereign of the Seas_ was -at her best in the roaring forties, and on the run to the Horn she made -3144 miles in 10 days, her best 24-hour runs being:— - - March 11 332 miles. - „ 12 312 „ - „ 16 396 „ - „ 17 311 „ - „ 18 411 „ - „ 19 360 „ - -During this time she had strong quartering winds and a heavy following -sea, which drove her at times as much as 19 knots through the water. - -After rounding the Horn, she had the usual weather up through the -tropics, and arrived at New York on 6th May, 1853, having made the -record passage of 82 days from Honolulu. - -As she was considered to be too big for either the San Francisco or -China trades, she was at once loaded for Liverpool, there to take part -in the booming Australian emigrant trade. - -And crossing the Western Ocean she once more made an extraordinary -passage, as the following epitome shows:— - - June 18—Sailed from New York, passed Sandy Hook at 6.30 p.m. - „ 24—Sighted Cape Race at 6 a.m. - „ 26—Becalmed on the Banks. - „ 28—Distance run 344 miles—ship close-hauled under single - reefed topsails. - „ 30—Distance run 340 miles, under all sail to skysails and - royal stunsails off Cape Clear at 6 a.m. - July 2—Anchored in the Mersey at 10.30 p.m. - - Passage New York to Liverpool, from dock to anchorage, 13 days 22 - hours 50 minutes, and 5 days 17 hours from the Banks of Newfoundland. - -Donald Mackay crossed the Atlantic on the ship and spent his whole time -watching her every movement, and it was probably the experience gained -on this passage which had much to do with the wonderful success of his -later vessels. - -On her arrival in Liverpool the _Sovereign of the Seas_ was at once -chartered by the Black Ball Line. Captain Lauchlan Mackay, however, did -not remain in her, but returned to New York, his place being taken by -Captain Warner, who had been in the ship since she was launched. - -Captain Warner sailed from Liverpool on 7th September, 1853, with 25 -first cabin, 40 second cabin passengers and a cargo valued at £200,000, -and wrote the following account of his passage to the _Liverpool -Mercury_:— - - I arrived here after a long and tedious passage of 77 days, having - experienced only light and contrary winds the greater part of the - passage. I have had but two chances. The ship ran in four consecutive - days 1275 miles; and the next run was 3375 miles in 12 days. These - were but moderate chances. I was 31 days to the equator and carried - skysails 65 days; set them on leaving Liverpool and never shortened - them for 35 days. I crossed the equator in 26° 30′, and went to 53° - 30′ S., but found no strong winds. I think if I had gone to 58° S. I - would have had wind enough: but the crew were insufficiently clothed - and about one half disabled, together with the first mate. At any - rate we have beaten all and every one of the ships that sailed with - us, and also the famous English clipper _Gauntlet_ 10 days on the - passage, although the _Sovereign of the Seas_ was loaded down to 23½ - feet. - -_Sovereign of the Seas’_ passage was, in fact, an exceedingly good -one, considering all things, but there was not much glory attached to -beating the little _Gauntlet_, which only measured 693 tons register -and was built of iron. - -The _Sovereign of the Seas_ sailed from Melbourne with the mails and -a very large consignment of gold dust; but amongst her crew she had -shipped some old lags, who attempted a mutiny in order to seize the -ship and get away with the gold. However, Captain Warner succeeded in -suppressing these rascals without bloodshed and kept them in irons for -the rest of the passage. - -The _Sovereign of the Seas_ made the splendid time of 68 days between -Melbourne and Liverpool; but after this one voyage for the Black Ball -she seems to have returned to her original owners, who put her into the -Shanghai trade for a voyage or two before selling her to a Hamburg firm. - -Best Outward Passages for 1853-4, Anchorage to Anchorage. - - +----------------+------------+---------------+---------------+----+ - | Ship. | Port from | Date Left. | Date Arrived |Dys.| - | | | | Melbourne. | | - +----------------+------------+---------------+---------------+----+ - | _Try_ | Bristol | Oct. 12, ’52 | Jan. 12, ’53 | 92 | - | _Alipore_ | London | „ 16, „ | „ 19, „ | 95 | - | _Marian Moore_ | Liverpool | Nov. 15, „ | Feb. 15, „ | 92 | - | _Kent_ | London | Jan. 27, ’53 | Apl. 20, „ | 83 | - | _Eagle_ | Liverpool | Feb. 22, „ | May 13, „ | 80 | - | _Marco Polo_ | „ | Mar. 14, „ | „ 29, „ | 76 | - | _Bothnia_ | „ | „ 5, „ | June 3, „ | 90 | - | _Ganges_ | London | „ 23, „ | „ 22, „ | 91 | - | _Osmanli_ | Liverpool | Apl. 16, „ | July 4, „ | 79 | - | _Indian Queen_ | „ | May 17, „ | Aug. 8, „ | 82 | - | _Gibson Craig_ | London | June 4, „ | „ 22, „ | 79 | - | _Star of the | Liverpool | July 7, „ | Sept. 23, „ | 78 | - | East_ | | | | | - | _Statesman_ | S’thampton | „ 10, „ | Oct. 5, „ | 87 | - | _Tasmania_ | Liverpool | „ 23, „ | „ 23, „ | 92 | - | _Mobile_ | „ | Aug. 16, „ | Nov. 16, „ | 92 | - | _Sovereign of | „ | Sept. 7, „ | „ 26, „ | 80 | - | the Seas_ | | | | | - | _Chimera_ | „ | „ 17, „ | Dec. 17, „ | 92 | - | _Neleus_ | „ | Oct. 5, „ | „ 24, „ | 80 | - | _Flying Dragon_| London | „ 14, „ | „ 30, „ | 77 | - | _Kent_ | „ | „ 26, „ | Jan. 12, ’54 | 78 | - | _Marco Polo_ | Liverpool | Nov. 8, „ | „ 31, „ | 84 | - | _Salem_ | „ | Dec. 7, „ | Feb. 28, „ | 83 | - | _Essex_ | „ | „ 9, „ | Mar. 12, „ | 92 | - | _Marlborough_ | London | Jan. 1, ’54 | „ 19, „ | 77 | - | _Indian Queen_ | Liverpool | „ 29, „ | Apl. 21, „ | 84 | - | _Crest of the | „ | Feb. 14, „ | „ 28, „ | 73 | - | Wave_ | | | | | - +----------------+------------+---------------+---------------+----+ - - -1854—The Year of the Big Ships. - -The result of _Sovereign of the Seas’_ visit to Liverpool and that of -her builder and designer Donald Mackay was a further order to America -and Nova Scotia for still bigger ships. - -In fact, Donald Mackay returned to Boston with James Baines’ commission -to build the famous quartette, _Lightning_, _Champion of the Seas_, -_James Baines_ and _Donald Mackay_, which were shortly to astonish the -world. Against these the White Star Line put forward the equally big -_White Star_ and _Red Jacket_, two vessels which both in strength, -beauty and speed were worthy to be ranked on equal terms with the great -Black Ballers. - -Only two wooden ships were ever launched in England which could -compare in size with these six giants. One of these was the ill-fated -_Schomberg_ and the other the beautiful _Sobraon_, which, however, -had iron frames and was not launched until the palmy days of the gold -rush were over. Both came from the famous yard of Hall, of Aberdeen. -_Schomberg_ was, of course, wrecked on her maiden passage, but -_Sobraon_, though never as hard sailed as the great Black Ball and -White Star ships, made equally good passages, and being built of the -finest Malabar teak retained her speed right up to the end of her long -and successful career. - -In comparing the measurements of the American built, Nova Scotian built -and Aberdeen built ships the most noticeable point is the greater beam -of the Nova Scotians and the greater length of the British. - -This is well shown by the following table:— - - { _Lightning_ 5.54 beams to length. - { _Red Jacket_ 5.54 beams to length. - American { _Champion of the Seas_ 5.55 beams to length. - Built { _James Baines_ 5.70 beams to length. - { _Donald Mackay_ 5.72 beams to length. - - British { _Schomberg_ 5.82 beams to length. - Built { _Sobraon_ 6.80 beams to length. - - Nova Scotian { _Marco Polo_ 4.86 beams to length. - Built { _White Star_ 4.84 beams to length. - - -=Carrying On.= - -Perhaps no ships ever sailed the seas which held on to their canvas -longer than these great Black Ball and White Star clippers; and yet the -carrying away of spars and sails, which was so common an occurrence -with the earlier American clippers and also with the early British iron -clippers, was quite rare on these big emigrant ships. - -There is no difficulty, however, in finding reasons for their freedom -from dismasting and heavy casualties aloft, their designers and -builders had learnt something by the dismastings and constant losses of -spars which overtook their earlier ships, and thus no ships were more -scientifically stayed than these big ships, at the same time in their -outfit we find hemp rigging and wooden spars in their highest state of -efficiency. Strength of gear had for some time been one of the chief -problems that a clipper ship builder had to contend with, and in the -rigging of these six famous ships we see this problem finally mastered. - -Topsails, topgallant sails and even royals were diagonally roped from -clew to earing. The rope used for standing rigging was the very best -procurable and of immense thickness; for instance, _Lightning’s_ lower -rigging, fore and main stays and backstays were of 11½ inch Russian -hemp; whilst in regard to spars, here are the diameters in inches of -some of _James Baines’_ masts and yards:— - - Mainmast 42 inches in diameter. - Main topmast 21 inches in diameter. - Main topgallant mast 16 inches in diameter. - Main royal mast 14 inches in diameter. - Mainyard 26 inches in diameter. - Main topsail yard 21 inches in diameter. - Main skysail yard 8 inches in diameter. - -Advantages of a Light Load Line and High Side. - -But added to their greater strength aloft these great clippers had -another advantage over their older sisters in the Californian trade. - -They sailed on a lighter load line and showed a higher side. Four or -five hundred emigrants made them dry and buoyant instead of wet and -hard mouthed. Besides being very easy in a sea-way, these big emigrant -clippers were extraordinarily steady ships without any tendency to -heavy quick rolling. This is easily proved from their logs, for one -constantly reads that their passengers were able to enjoy dancing on -the poop when the ships were running 15 and 16 knots before the strong -gales and big seas of easting weather. - -Speaking at a dinner given in Melbourne in honour of Captain Enright, -Mr. Alexander Young, a veteran voyager to and from the Antipodes, who -had just travelled out in the _Lightning_, remarked:—“I have much -pleasure in adding my slight testimony to her well-earned fame by -stating that she is the driest and easiest ship I have ever sailed -in. I assure you, ladies and gentlemen, that we scarcely shipped a -bucketful of water all the passage, and when going 16 knots an hour -there was scarcely any more motion than we feel at the present moment.” - -And here are other proofs of the _Lightning’s_ steadiness taken from -the _Lightning Gazette_, a newspaper published on board:— - - 9th February, 1855.—14 knots upon a bowline with the yards braced - sharp up and while going at this extraordinary rate she is as dry as - possible, seldom shipping a spoonful of water. During the greater - part of the day the carpenter was employed on a stage below the fore - chains, where he worked as easily as if it had been calm. - - 18th March, 1857.—The wind increases a little towards evening and we - make 15 to 17 knots an hour, yet the ship is so steady that we danced - on the poop with the greatest ease (Lat. 42° 34′ S., Long. 17° 04′ W.) - - 21st February, 1855.—During this time the ship was going 16 knots an - hour and in the saloon the motion was so slight that we thought she - had only a light breeze. - -=Examples of Carrying Sail.= - -Two or three quotations also from the log books and shipboard -newspapers may be of interest to show the power of these ships to carry -sail in heavy weather and strong winds. - -Here are two days from the log of the _James Baines_ when running her -easting down in 1856:— - - 16th June.—Lat. 43° 39′ S., Long. 101° E.; Bar. 29.80°. Wind, S.W. - to W.S.W. Commences with fresh breezes and squalls of sleet, 8 a.m., - more moderate. Noon, sighted a ship ahead; at 1 p.m. was alongside - of her and at 2 p.m. she was out of sight astern. _James Baines_ was - going 17 knots with main skysail set, the _Libertas_, for such was - her name, was under double-reefed topsails. - - 18th June.—Lat. 42° 47′ S., Long. 115° 54′ E. Bar. 29.20°. Wind, - W. to S.W. First part breeze freshening. At 6 p.m. wind S.W. and - freshening. At 8.30 p.m. in all starboard studding sails; ship going - 21 knots with main skysail set. Midnight, fresh gale and fine clear - night. 8 a.m., wind and weather the same. Noon, less wind attended - with snow squalls. Distance 420 miles. - -Then in the _Lightning Gazette_ I find the following entries:— - - 15th January, 1855.—Lat. 39° 42′ N., Long. 19° 25′ E. Wind. S.S.E., - strong breezes and cloudy, with occasional squalls and showers; the - ship going 13 knots close-hauled. In the morning we passed a ship - outward bound with topgallant sails in and exchanged colours with - a Swedish brig homeward bound—this vessel was under close-reefed - topsails, while we were carrying three royals and main skysail. - - 26th February, 1855.—Lat. 45° 48′ S.; Long., 16° 55′ E. Wind, N.N.W., - course, S.E. Another wet uncomfortable day; thick mist and small - rain. The barometer had been falling for a day or two back and went - down half an inch last night. The change took place at 4 p.m., when - the wind suddenly shifted to the west and soon afterwards to S.W., - from whence it blew hard with squalls and occasional showers of hail - and snow. At 8 p.m. it backed again to west, where it remained all - night, blowing a fresh gale, the ship running 16 and occasionally 18 - knots per hour with main skysail and topgallant studding sails set. - - 27th February, 1855.—Lat. 46° 22′ S., Long. 26° 15′ E. Wind, west, - course S.E. All last night it blew a fresh gale with heavy squalls - and occasional showers of hail and snow, the sea running high. From - noon yesterday till noon to-day, we ran down 9 degrees and 20 miles - of longitude and 34 miles of latitude, making 390 geographical miles - or 450 English miles direct course in the 24 hours, giving an average - of 16¼ knots or 18¾ statute miles per hour. During 6 hours in the - morning the ship logged 18 knots per hour with royals, main skysail - and topgallant studding sails set, the wind blowing a fresh gale from - the westward. - - 21st October, 1855.—Lat. 36° 4′ S., Long. 24° 52′ W. During the - afternoon the wind chopped round and blew strongly from the S.W. At - 5 p.m. sighted a large ship on our weather quarter, sailing under - double-reefed topsails and we apprehend they must have taken us for - the _Flying Dutchman_ seen occasionally in these latitudes, for - notwithstanding the strong breeze we could be observed carrying our - skysails with studding sails ‘low and aloft.’ - - 14th March, 1857.—Lat. 34° 47′ S., Long. 35° 06′ W. The breeze a - splendid one. A barque on the port beam about 3, homeward bound. The - wind was as fair for her as wind could be, yet she had no royals set. - We formed a striking contrast to her, for we—on a wind—had all sail - set up to main skysail. - - 20th March, 1857.—Lat. 43° S., Long. 0° 55′ E. We have made during - the last 47 hours the greatest run that perhaps ship ever made, yet - all the time we have carried our main skysail and all sorts and - conditions of studding sails. - - -Extraordinary 24-hour Runs. - -I have quoted the above passages to show the way in which a Black -Baller could carry sail either with a fresh favouring gale or in a -strong head wind. This is sufficiently astonishing in itself, but -what amazes most present day sailors and compels many of them to be -incredulous are such statements as the much quoted one concerning -_James Baines_—“Ship going 21 knots with main skysail set.” - -This and other log book statements have been looked upon by many as -far-fetched exaggerations, but, after careful study of the subject, -during which I have pricked off the different voyages on a track chart, -I have come to the conclusion that these amazing performances were in -no way a stretching of the imagination. - -To begin with, I will give the main arguments advanced against them by -the sceptics. - -The late Mr. J. N. Barry, writing in an Australian paper, remarks:— - - Where American records are concerned much caution must be observed - in taking their feats of speed for granted. Our cousins had a canny - fashion of, no matter where they might be sailing, always reckoning - 60 miles to a degree of longitude whilst doing their easting, so that - a day’s run of, say, 240 miles upon a parallel of 45°, would by this - means give the distance covered as exactly 100 miles in excess of - what it should be. - -Another nautical writer remarks:— - - The skippers of many of the celebrated Black Ball clippers were not - above adopting this mode of calculation, viz., 60 miles to a degree - of longitude, but while it gave some wonderful results for a single - 24 hours, it did not as a matter of fact make their passages any more - rapid. - -And I have had letters scoffing at the Black Ball records, remarking -that their skippers were a leery lot and provided “palatable pabulum -for the proud passengers.” - -I will now try and show that these arguments were altogether too -sweeping, and if they may possibly have applied to certain individuals, -they are by no means fair to the greater number of the skippers. - -In the first place, not one of the Black Ball or White Star ships was -commanded by an American, and though the accusation was levelled at -Americans, it was evidently done in the belief that the American built -Australian clippers were commanded by Americans. - -In the second place, such men as Anthony Enright, of the _Lightning_, -James Nicol Forbes, of the _Marco Polo_, Charles McDonald, of the -_James Baines_, Sam Reid, of the _Red Jacket_, Captain Pryce, R.N.R., -of the _Donald Mackay_, and Alexander Newlands, of the _Champion of -the Seas_, were known and respected all over the world as leading men -in their profession, occupying a position in the Mercantile Marine -which would correspond with that of Orient and P. & O. commanders -nowadays, whilst their performances were very much more widely known, -thus such elementary cheating as giving 60 miles to a degree in the -roaring forties would have been exposed at once. - -The greatest 24-hour run ever accomplished by a sailing ship was one of -436 nautical miles made by the _Lightning_ when crossing the Atlantic -on her maiden passage. The second greatest run was also made by the -_Lightning_. This was 430 miles when running her easting down bound out -to Australia in 1857, and on the following day her run was 360. This -wonderful performance drew the following letter from Captain Enright to -his passengers, and I think it will dispose of the 60 miles to a degree -accusation, at any rate as far as the _Lightning_ and her commander are -concerned:— - - 21st March, 1857. - LADIES AND GENTLEMEN,—I cannot help informing you of the - extraordinary run we have made during the last 48 hours—or rather - allowing for change of time, 46 hours and 48 minutes. During this - time we have run, by thoroughly good and trustworthy observation, no - less than 790 knots or 920 statute miles, being an average of nearly - 17 knots or more than 19½ statute miles per hour. Yesterday our noble - ship made no less than 430 knots amounting to an average during the - 24 (23½) hours of more than 18 knots. Our change of longitude has - amounted to 18 degrees, each degree being equal to 44 miles. - - I firmly believe this to be the greatest performance a sailing ship - has ever accomplished. - - I hope this information will in some degree compensate you for the - inconvenience which the heavy weather has occasioned you. - - And I remain, LADIES AND GENTLEMEN, - Very faithfully yours, - A. ENRIGHT, _Commander_. - -If further proof is wanted that Captain Enright did not allow 60 miles -to a degree, but only 44 as he states to his passengers, here are the -noon positions found by observation, not account only, from which the -runs can be verified on the chart. - - March 18, Lat. 42° 34′ S., Long. 17° 04′ W. - 19, Lat. 43° 0′ S., Long. 7° 17′ W. - 20, Lat. 43° 0′ S., Long. 0° 55′ E. - -The following is a list of all runs of 400 miles and over, which I have -been able to verify. - - March 1, 1854.—_Lightning_ 436 miles. - March 19, 1857.—_Lightning_ 430 miles. - February 6, 1855.—_James Baines_ 423 miles. - February 27, 1855.—_Donald Mackay_ 421 miles. - June 18, 1856.—_James Baines_ 420 miles. - February 27, 1854.—_Red Jacket_ 413 miles. - January 27, 1855.—_James Baines_ 407 miles. - July 6, 1854.—_Red Jacket_ 400 miles. - -All these performances were made running east, making the day’s work -under 24 hours. - -Several other ships claimed runs of over 400 miles, but I have not -included these as I have not sufficient particulars to verify them. - -_Marco Polo_ is supposed to have done a run of 428 miles under Captain -McDonald on 7th January, 1854, and _Shalimar_ 420 miles in 1855 on -her first passage to Australia, under Captain Robertson. With this -general account of their powers I must now return to a more detailed -description of the giant clippers themselves. - - -The “Lightning.” - -The _Lightning_ was built by Donald Mackay to the order of James -Baines in the winter of 1853-4 at a cost of £30,000, and on her arrival -in Liverpool was furnished and decorated below at a further cost of -£2000. - -[Illustration: “LIGHTNING.” - -_From a painting._] - -Her measurements were:— - - Tonnage (builders) 2096 tons. - (register) 1468 „ - (burthen) 3500 „ - Length 244 feet. - Beam 44 „ - Depth 23 „ - Dead rise at half-floor 20 inches. - -Her poop was 92 feet long and her saloon 86 feet, whilst she had 8 feet -under the beams in her ’tween decks, a most unusual height for those -days. - -With regard to design, she was one of the sharpest ships ever launched. -Her model is thus described by Captain H. H. Clark:—“She had long, -concave water-lines and at her load displacement line a cord from her -cut-water to just abaft the fore rigging showed a concavity of 16 -inches. Her stem raked boldly forward, the lines of the bow gradually -becoming convex and blending with the sheer line and cut-water, while -the only ornament was a beautiful full-length figure of a young woman -holding a golden thunderbolt in her outstretched hand, the flowing -white drapery of her graceful form and her streaming hair completing -the fair and noble outline of the bow. - -“The after-body was long and clean, though fuller than the bow, while -the stern was semi-elliptical in form, with the plank sheer moulding -for its base, and was ornamented with gilded carved work, though this -really added nothing to the beauty of the strong sweeping outline of -her hull.” - -The _Lightning’s_ spar and rigging measurements were tremendous:— - - Mainmast, deck to truck 164 feet. - Foremast „ „ 151 „ - Mizenmast „ „ 115 „ - Mainyard „ „ 95 „ - Lower stunsail booms 65 „ - -She spread 13,000 yards of canvas when under all plain sail. Donald -Mackay had her rigged as a three skysail yard ship, but later Messrs. -James Baines fitted her with a moonsail on the main by lengthening the -skysail mast. This was also done in the case of _James Baines_. And -these two ships had the proud distinction of being perhaps the only two -ships afloat which regularly crossed a moonsail yard. - -The _Lightning_ was provided with iron water tanks holding 36,000 -gallons of water—a novelty at that date. And in various other ways her -accommodation for passengers was an improvement on anything attempted -before. - -The great Bully Forbes was sent out to Boston to superintend her outfit -and take command of her, and he was lucky in finding a valuable friend -and adviser in Captain Lauchlan Mackay, who made the trip to Liverpool -in her as builders’ representative. - - -The “Red Jacket.” - -The _Red Jacket_, _Lightning’s_ great rival, was designed by Samuel A. -Pook, of Boston, the well-known designer of _Game-cock_, _Surprise_, -_Northern Light_, _Ocean Telegraph_, _Herald of the Morning_, and other -famous clipper ships. She was built by George Thomas at Rockland, -Maine, for Messrs. Seacomb & Taylor, and only took the water a few days -before the _Lightning_. - -Her measurements were:— - - Tonnage (registered) 2460 tons. - (burthen) 5000 „ - Length 260 feet. - Beam 44 „ - Depth 26 „ - -Though her bow and stern were very sharp and beautifully modelled -and she had concave bow lines, she was not so extreme a ship as the -_Lightning_. - -[Illustration: “RED JACKET.” - -_From an old lithograph._] - -Donald Mackay’s ships were chiefly distinguished for their powerful -workmanlike appearance rather than for delicate beauty—they showed -strength rugged and unmistakable, but the _Red Jacket’s_ strength -was more disguised under graceful curves; for instance, she had -the graceful arched stem and clipper bow of a China ship, whereas -_Lightning’s_ stem was almost straight, with only a very slight curve -in it. - -_Red Jacket_ was not named after Tommy Atkins, but after a great -Indian chief, and her figure-head was a beautiful representation of -this warrior in all the magnificence of feather head-dress and beaded -buckskins. - - -Race across the Atlantic between “Lightning” and “Red Jacket.” - -The _Lightning_ loaded at Constitution Wharf, Boston, and sailed for -Liverpool on 18th February, 1854, whilst the _Red Jacket_ sailed from -New York on the following day, and great interest was shown in shipping -circles as to which should make the best passage across the Atlantic. - -In the end these two magnificent clippers arrived in Liverpool on the -same day, 4th March, their exact times being:— - - _Red Jacket_—Sandy Hook to Rock Light 13 days 1 hour. - _Lightning_—Boston Light to Rock Light 13 days 19½ hours. - -Their 24-hour runs opened the eyes of the packet ship commanders and in -fact the whole world. - -The _Red Jacket_ put up runs of 413, 374, 371, 343, and 300 against the -_Lightning’s_ 436, 328, 312 and 306, thus there was little to choose -between the two vessels on this point. - -The _Boston Daily Atlas_ of 18th February, 1854, thus describes the -_Lightning’s_ departure from Boston:— - - At 2 o’clock the _Lightning_ hove her anchor up, and at 3 o’clock - discharged her pilot off Boston Light. She went down in tow of the - steamer _Rescue_, Captain Hennessy, and was piloted by Mr. E. G. - Martin. - - Before the steamer left her, she set her head sails, and fore and - mizen topsails, and had a moderate breeze from W. to S.W. She - appeared to go at the rate of 6 knots under this canvas, though she - draws 22 feet of water and has only 23 feet depth of hold. - - We have seen many vessels pass through the water, but never saw one - which disturbed it less. Not a ripple curled before her cut-water, - nor did the water break at a single place along her sides. She left - a wake as straight as an arrow and this was the only mark of her - progress. There was a slight swell, and as she rose we could see - the arc of her forefoot rise gently over the seas as she increased - her speed. At 5 p.m., two hours after the pilot left her, the outer - telegraph station reported her 30 miles east of Boston Light with all - drawing sails set and going along like a steam boat. - -And the following extract from her log book was published in the -_Liverpool Albion_ on her arrival. - - Distance. - Feb. 19 Wind, W.S.W. and N.W. moderate 200 miles. - 20 „ N.N.E. and N.E. strong breezes with snow 328 „ - 21 „ E.S.E. with snow storms 145 „ - 22 „ E.S.E., a gale with high cross sea and rain 114 „ - 23 „ N., strong gales to E.S.E.; ends moderate 110 „ - 24 „ S.E., moderate 312 „ - 25 „ E.S.E. and S.E., fresh breezes with thick - weather 285 „ - 26 „ W.S.W., moderate 295 „ - 27 „ W.N.W. „ 260 „ - 28 „ W. and N.W., steady breezes 306 „ - March 1 „ South. Strong gales; bore away for the - North Channel; carried away the fore - topsail and lost jib; hove the log - several times and found the ship going - through the water at the rate of 18 to - 18½ knots; lee rail under water and - rigging slack 436 „ - 2 „ South, first part moderate, latter part - light and calm. - 3 „ Light winds and calms. - 8 „ Light S.E. winds and calms; at 7 a.m. off Great Orme’s - Head. 12 noon off the N.W. lightship. - -On 28th February at noon she was in Lat. 52° 38′ N., Long. 22° 45′ -W., and her run of 436 nautical miles from that position to her -noon position on 1st March gives her the greatest day’s work ever -accomplished, to the best of my belief, by a sailing ship. The 1st -March entry “Wind south—bore away for the North Channel,” has misled -some nautical critics, who have plotted her as being up with Rathlin -Island when she bore away, without noticing the direction of the wind. -The log is rather ambiguously worded, but her run of 436 miles puts -her some 30 miles west of Achill Head—and she then bore away north, -bringing the wind on the starboard quarter. If she had been off Rathlin -Island she would have had to bring the wind on the starboard bow for -the course through the North Channel. - -Captain Charles McDonald always hoped to get a day’s run of 500 miles -out of the _James Baines_, and firmly believed she could do it; but he -never succeeded in beating the _Lightning’s_ records. - -The _Red Jacket_, which was under the command of Captain Asa Eldridge, -of American packet ship fame, had strong winds from S.E. to W.S.W. -with rain, snow and hail. As with _Lightning_, the first half of her -passage was the slowest half and for the first seven days she could -only average 182 miles a day. But with practically the same weather, it -is interesting to compare the performances of the two vessels as they -approached the Irish Coast. _Red Jacket’s_ last six runs were 219, 413, -374, 343, 300, and 371, giving a total of 2020 and an average of 336. - -The only vessel that has ever beaten this six-day run is the famous -_Cutty Sark_, which in 1876, before her wings were clipped, ran 2163 -miles in six days in the roaring forties, when outward bound to Sydney. - - -“Red Jacket’s” First Voyage to Australia. - -At Liverpool Captain Eldridge handed over his command to Captain Samuel -Reid, who managed to get the _Red Jacket_ away for Australia, as one of -the White Star regular packets, 10 days ahead of Captain Forbes. The -_Red Jacket_ sailed on 4th May, 1854, one day behind a new Nova Scotian -built Black Ball packet named the _Mermaid_. - -On the 10th May the two ships were off Oporto, and kept close to each -other as far as Teneriffe; the N.E. trades were poor and it was a light -weather passage to the line, which was crossed on 29th May by the _Red -Jacket_, the _Mermaid_ being then in 1° north. - -From this point the _Red Jacket_, steering a more westerly course, had -light and variable winds, whilst the _Mermaid_ was better treated and -reached the latitude of the Cape five days ahead, and still held better -winds, being actually 1397 miles ahead of the _Red Jacket_ on 15th -June. _Red Jacket_, indeed, did not really get going until 26th June, -but from that date her log is so remarkable that I give it below. - -The _Red Jacket_ was in 40° S., 14° E., before there was any need to -touch her topgallant sheets, and Captain Reid was evidently determined -to find wind somehow, with the result that, in spite of it being the -depth of winter, he was not deterred from standing far to the southward -on a Great Circle course. He was rewarded by all the wind he could -desire, but so great was the cold that the ship was put down by the -head by the frozen spindrift which covered her to the mainmast in an -icy mantle. - -Her log from 26th June, when she first began to feel the benefit of the -westerlies, was as follows:— - - +-------+------+-------+-------------------------------+-----+ - | Date. | Lat. | Long. | Weather. |Dist.| - +-------+------+-------+-------------------------------+-----+ - | | ° ′ | ° ′ | | | - |June 26|48 06S| 34 44E|Var. and stiff rain and sleet. | 315 | - | 27|50 06 | 42 19 |Wind N.W., fresh and squally | 330 | - | | | | with hail, very cold weather.| | - | 28|50 54 | 49 16 |Wind W.N.W., squalls with | 263 | - | | | | hail showers. | | - | 29|50 34 | 56 34 |Wind N.N.W., squalls, entire | 286 | - | | | | fore part of ship covered | | - | | | | with ice. | | - | 30|52 03 | 63 50 |Wind N.N.W., fresh with hail | 287 | - | | | | squalls; very cold, air 19°. | | - |July 1|51 39 | 71 21 |Wind N.N.W., fresh, with hail | 286 | - | | | | squalls, latter part light, | | - | | | | air 19°. | | - | 2|50 29 | 72 26 |Wind S.W., first part calm, | | - | | | | latter part heavy gales and | | - | | | | heavy sea. | | - | 3|50 12 | 80 30 |Wind W.S.W., first part heavy | 312 | - | | | | gales, latter part fresh | | - | | | | breezes, high sea, freezing. | | - | 4|49 25 | 88 30 |Wind variable, fresh gales and | 300 | - | | | | heavy sea, freezing, rain | | - | | | | and sleet. | | - | 5|49 13 | 95 00 |Wind N.N.W., first part light | 288 | - | | | | and heavy rain, latter stiff,| | - | | | | with heavy squalls. | | - | 6|48 38 |104 15 |Wind W.N.W., strong gales | 400 | - | | | | and squalls, heavy sea. | | - | 7|47 25 |112 44 |Wind variable in strength and | 299 | - | | | | direction. | | - | 8|46 38 |119 44 |Wind N.N.W., stiff and squalls,| 350 | - | | | | with rain. | | - | 9|45 09 |129 18 |Wind N.N.W., strong and | 357 | - | | | | squally, with rain. | | - | 10|42 42 |134 38 |Wind N.N.W., fine weather. | 334 | - | 11|40 36 |139 35 |Wind N.W., heavy squalls and | 245 | - | | | | rain. | | - | 12| | |Wind N.N.W., fine weather. | 300 | - | | | | Made King’s Island at 10.50 | | - | | | | p.m., crossed bar at | | - | | | | 11.50 p.m. | | - +-------+------+-------+-------------------------------+-----+ - -_Red Jacket_ made the passage from Rock Light to Port Phillip Heads in -69 days 11 hours 15 minutes; passage under sail 67 days 13 hours, total -distance run 13,880 miles. - -The _Mermaid_, which gained such an advantage over the _Red Jacket_ -in the earlier part of the passage, ran her easting down a good deal -further to the northward, and did not arrive till the 17th July, having -made a passage of 74½ days. - -_Red Jacket_ set sail on her homeward passage on 3rd August. She -was not in very good trim this time, being too light and very much -down by the stern, however, she still continued to show her quality, -constantly logging 17 or 18 knots in fresh breezes and 14 and 15 knots -when close-hauled. Only once on the homeward passage were her topsails -close-reefed and only once did she ship any water. This was on the 31st -August in a heavy squall with foresail and fore and main topgallant -sails set. - -She rounded the Horn on the 23rd August, only 20 days out, her week’s -work averaging out as follows: - - 1st week 231 miles per day. - 2nd „ 307 „ „ - 3rd „ 254 „ „ - -But on the day after she had rounded the Horn, she had a narrow escape -of being embayed by ice, and one of her passengers gave the following -account of her danger to the newspapers:—“On the morning of 24th -August, I was roused out of sleep by the noise of shortening sail and -the look-out singing out land. Ice had been seen some time before, but -the solid masses had been supposed in the dark to be land. On getting -out I found we were in smooth water and large masses of ice floating -about us. As the day broke, we found ourselves sailing along a lake -of water not unlike a canal. The ice seemed to extend on every side -in solid fields as far as the eye could reach without any prospect of -getting out, so that we had to follow the channel. All sail was clewed -up except the topsails, and as there was a good breeze we proceeded -along at about 4 or 5 knots. Our situation at this time seemed most -appalling, as we appeared to be getting further into the ice, so that -by 10 or 11 o’clock we were almost making up our minds to remain for -weeks in this fearful situation. - -“About noon the captain and second mate, who had been on the fore -topsail yard all the morning, discovered clear sea again, to gain which -we had to force a passage through dense masses of ice. It was here -she sustained the principal damage to her stem and copper. We soon -got clear and the rest of the day we saw no traces of ice and were -very thankful we had got off so easily. But to our dismay at 8 p.m. -we again fell in with it. The ship was put about and sail shortened -for the night and we ran back to the clear water in which we had been -sailing. At daybreak sail was made and at 7 a.m. we came up to the ice. -At first it was only large pans much melted, the water having all the -appearance of brine and being quite thick round them. Afterwards large -masses of icebergs presented themselves. In grinding the ship through -these, great difficulty was experienced—very large bergs were also -interspersed and visible all round. - -“This day we cleared it again about noon. Icebergs were still, however, -seen both near and in the distance; their appearance was most grand, -the largest being thought to be about 2 miles in circumference and 100 -feet high. It was passed about 4 or 5 miles distant on our starboard -and lee side. - -“We hove to again at night. Next day, Saturday, was for the most part -a dead calm and we were carried back with the current. There was not a -breath of wind; a clear sky and beautiful weather, only the air sharp. -Icebergs were, however, still seen. The next day, Sunday, we passed -a number more, which were the last ice seen. One of these was most -grand, being about 200 feet high. We cleared it on our port or windward -side about a mile or less distant. The weather during this period -was clear and fine. Indeed, the day before encountering the ice was -beautiful, a fine light breeze which heightened towards evening and sea -smooth. We were running close-hauled 14 knots an hour steadily during -the night. The sun had set a deep crimson behind a bank of clouds over -against Cape Horn.” - -_Red Jacket’s_ next three weeks’ runs averaged:— - - 4th week, 205 miles per day. - - 5th week, 237 miles per day. (Mostly light breezes, - squalls and rain.) - 6th week, 224 miles per day. (Easterly winds.) - -The line was crossed on 13th September, the _Red Jacket_ having run -10,243 miles in 42 days, an average of 244 per day. She now had every -hope of beating the record, but, alas, from here on she had nothing but -calms and light head winds which drove her across into 43° W. and she -was 31½ days from the line to port, reaching Liverpool on 15th October, -after a passage of 73 days. This was considered an extraordinary -performance, when allowance was made for the light weather experienced -after crossing the line. During one whole week in the doldrums she -averaged under 100 miles per day, and the two following weeks she only -averaged 142 and 106 miles respectively. - -The whole voyage, however, had been a wonderfully fast one. She had -made the trip, out and home, in 5 months 10 days and 22½ hours, and had -actually circumnavigated the globe in 62 days 22 hours, between 11th -June and 2nd September, running 15,991 miles in that time. - -On her homeward passage she ran 14,863 miles, her greatest day’s work -being 376 miles and her average 202¼ miles per day. - -She brought home gold dust and sovereigns to the value of £208,044. She -sailed this voyage under the American flag, being only chartered by the -White Star Line, but on her return to Liverpool Messrs. Pilkington & -Wilson bought her for the sum of £30,000. - - -The “Lightning’s” First Voyage to Australia. - -The _Lightning_, with the famous Bully Forbes in command and the almost -equally famous Bully Bragg as mate, left Liverpool on the 14th May for -Melbourne. But unlike the _Red Jacket_, she had a light weather passage -out, her topgallant sails being carried the whole way. She crossed the -line 25 days out and took 30 days running from the meridian of the Cape -to Port Phillip Heads, arriving off Sandridge Pier on the afternoon of -31st July, 77 days from Liverpool, her best runs being 348, 332, 329, -311, and 300. - -On the morning of the 20th August she left her anchorage at Melbourne -in company with the _Mermaid_, having gold dust on board to the value -of £1,000,000. The tug dropped her off the Heads at 4 p.m., and by the -following noon she had done 268 knots. At 4 a.m. on the 24th she passed -a large ship supposed to be the _Mermaid_, and at 10 p.m. on the same -day passed the Auckland Islands. From here she had fresh westerly and -south-westerly winds, seldom logging less than 14 and frequently 18½ -and 19 knots per hour. Forbes carried on in the most daring manner, and -on the _Lightning’s_ arrival at Liverpool her passengers told weird -stories of Bully Forbes keeping his station at the break of the poop -with a pistol in each hand in order to prevent his scared crew from -letting go the royal halliards. - -By 28th August the ship was in 57° 20′ S., but at 11 p.m. on this day -a violent squall from the S.W. carried away the fore topmast stunsail -boom, and a moment later the fore topmast went over the side, the fore -royal, fore topgallant sail and fore topsail being blown out of the -bolt ropes at the same instant. - -For the next four days the ship was kept under easy canvas whilst a new -fore topmast was got aloft and the other damage made good. However, -in spite of this delay the ship averaged 300 miles from 1st September -to the 8th, when Cape Horn bore N.W., distant 50 miles at 3 a.m.; -_Lightning’s_ actual time from the Heads to the Horn was 19 days 1 -hour, a record. For the next three days she had the wind ahead at N.E., -but on the 13th it came out of the south again strong, and her runs on -the 13th and 14th were 351 and 354 miles respectively. Then from the -15th to the 20th with light head winds again, she could only average 6 -to 7 knots an hour. On the 20th September she was in Lat. 29° 13′ S., -Long. 31° 40′ W. Light N.E. and N.N.E. winds still held right up to the -line. On the 28th she passed Pernambuco, 6 miles off, and at 9 a.m. on -30th September she crossed the equator in Long. 34° 30′ W., being only -a little over 40 days mean time from Port Phillip, which, considering -the poor winds met with after rounding the Horn, was a wonderful -performance. - -[Illustration: “CHAMPION OF THE SEAS.”] - -For the first five days after crossing the line she had the usual -doldrums with torrents of rain and made little or no progress. On 5th -October a gentle N.E. trade was picked up in 10° N., 34° W., which held -until the 10th when she was in 30° N., 37° W. On the 11th and 12th she -had moderate S.E. winds, being in the latitude of St. Michael’s at -noon on the 12th. For the next week she had nothing but very light N.E. -and E.N.E. winds, but at 10 p.m. on the 19th when in 46° 15′ N., 28° -W., a strong northerly breeze sprang up which held until she reached -port. - -[Illustration: “LIGHTNING.”] - -She was off the Old Head of Kinsale at 4 a.m. on 22nd October, passed -Minehead at 10 a.m., the Tuskar at 3.30 p.m., and Holyhead Light at -8.30 p.m. A pilot was picked up off Point Lynas at 10.30 p.m., who kept -her under easy sail through the night, waiting for enough water to take -her over the bar. The _Lightning_ anchored in the Mersey at 9.30 a.m. -on 23rd October; her actual time being 64 days 3 hours 10 minutes, a -record, which, I believe, has never been broken. - -The _Lightning_ brought answers to letters sent out in the _Great -Britain_ which left Liverpool on 13th June, thus making a course of -post of only 132 days. The _Lightning’s_ round voyage, including 20 -days in port, was only 5 months 8 days and 21 hours. - - -“Champion of the Seas.” - -Whilst the _Red Jacket_ and _Lightning_ were astonishing the world, -Donald Mackay was building the _Champion of the Seas_ and _James -Baines_ for the Black Ball Line. He was given a free hand, and the new -vessels were intended to be more perfect than anything he had hitherto -attempted. - -The _Champion of the Seas_ was launched in April, 1854, and, owing to -the monster four-master _Great Republic_ being cut down a deck, claimed -the honour of being the largest ship in the world until the _James -Baines_ eclipsed her. - -Her hull measurements were as follows:— - - Tonnage (builders’ measurement) 2447 tons. - „ (registered) 1947 „ - Length of keel 238 feet. - „ between perpendiculars 252 „ - Fore rake 14 „ - Extreme beam 45½ „ - Depth 29 „ - Dead rise at half-floor 18 inches. - Sheer 4½ „ - Concavity of load line forward 2½ „ - -In strength of construction she was a considerable improvement on the -_Lightning_. Her ends were as long but not quite so sharp or concave -and were considered to be more harmoniously designed. She had an -upright sternpost and her stern was semi-elliptical and ornamented -with the Australian coat-of-arms. Her figure-head was a life-like -representation of the old-time shellback and was an object of interest -wherever she went. - -It is thus described by Captain Clark:—“One of the most striking -figure-heads was the tall square-built sailor, with dark curly hair and -bronzed clean-shaven face, who stood at the bow of the _Champion of the -Seas_. A black belt with a massive brass buckle supported his white -trousers, which were as tight about the hips as the skin of an eel and -had wide, bell-shaped bottoms that almost hid his black polished pumps. -He wore a loose-fitting blue and white checked shirt with wide rolling -collar and black handkerchief of ample size, tied in the most rakish of -square knots with long flowing ends. But perhaps the most impressive of -this mariner’s togs were his dark-blue jacket and the shiny tarpaulin -hat which he waved aloft in the grip of his brawny tattooed right -hand.” - -The _Champion of the Seas_ had her greatest beam at the centre of the -load displacement line, and, like the _Lightning_, she was fuller aft -than forward. Her deck houses and cabin arrangements were also on the -same plan as those of the _Lightning_, viz., a topgallant foc’s’le -for the crew; a house, 50 feet long, abaft the foremast, for petty -officers, galleys and second class passengers; a small house, 16 feet -square, contained the chief mate’s quarters and sheltered the first -class companion, whilst a large wheel-house astern had a smoking-room -on one side and the captain’s cabin on the other. - -The following details of her construction, taken from an American -paper, may be of interest to present day wood shipwrights:—“Her entire -frame was of seasoned white oak and all her hooks, pointers and knees -were of the same wood, her planking and ceiling being of hard pine, -and she was square fastened throughout and butt and bilge bolted with -copper. The keel was of rock maple in two depths, each 16 inches -square. The floor timbers were moulded 21 inches on the keel and -sided from 12 to 13 inches, and over them were four tiers of midship -keelsons, each 16 inches square, and on each side of these were two -depths of sister keelsons of the same size, the whole scarphed and -keyed and fastened with 1¾ inch bolting. The whole frame, fore and aft, -was diagonally cross-braced with iron, 5 inches wide, ⅞ of an inch -thick and 38 feet long. These braces were bolted through every frame -and through every intersection; were let into the timbers and ceiling -and extended from the first futtocks to the top timbers. All the -waterways as well as the keelsons and ceiling were scarphed and bolted -in the most substantial style. The upper deck was of white pine 3½ -inches thick and the other decks of hard pine of the same substance. -Her ends were almost filled with massive hooks and pointers. The hooks -in the between decks were beamed and kneed and fastened through all. -Her garboards were 9 by 15 inches, the next strake 8 by 14, the third -7 by 14; the bottom planking 5 inches thick, the wales 6 by 7 and the -waist 4¼ inches thick, the whole finished smooth as joiner work and -strongly fastened.” - -The _Champion of the Seas_ had about the same sail area and spar -measurements as the _Lightning_. Her masts and bowsprit were built of -hard pine and the masts were 74 and 63 feet apart. The foremast raked -½ inch to the foot, the main ⅝ and the mizen 1 inch. When she left -the builders her working suit of sails consisted of 12,500 yards of -American cotton, 18 inches in width. - -She was of course painted the regulation Black Ball colours, black -outside and white inside, with blue waterways. Her masts white, -mastheads and yards black, and stunsail booms bright with black ends. -Captain Alexander Newlands was sent out from Liverpool to superintend -her outfit and take command, the lighting and ventilation below being -carried out according to his designs. On her completion the _Champion -of the Seas_ was towed to New York by the famous Boston tug _R. B. -Forbes_ and from thence came across to Liverpool in the month of June -in 16 days. - -She left Liverpool on her first voyage to Australia on 11th October, -1854, and arrived out in 72 days, coming home again in 84, thus proving -herself quite up to the standard of the famous Black Ball Line, and -from that date she was always a favourite ship. - -[Illustration: “JAMES BAINES.” - -_From a painting by Captain D. O. Robertson, late commander of ship -“Lightning.”_] - - -The “James Baines.” - -The _Champion of the Seas_ was closely followed by the _James Baines_, -considered by most sailormen to have been the finest and fastest of the -great Mackay quartette. When she loaded troops for India in 1857 and -was inspected by Queen Victoria at Portsmouth, the Queen remarked that -she did not know she possessed such a splendid ship in her Mercantile -Marine. - -When she first arrived in Liverpool a well-known Liverpool shipowner -wrote to a Boston paper:—“You want to know what professional men say -about the ship _James Baines_? Her unrivalled passage, of course, -brought her prominently before the public and she has already been -visited by many of the most eminent mechanics in the country. She is so -strongly built, so finely finished and is of so beautiful a model that -even envy cannot prompt a fault against her. On all hands she has been -praised as the most perfect sailing ship that ever entered the river -Mersey.” - -Donald Mackay never built two ships exactly alike, and the _James -Baines_ was of slightly fuller design than the _Lightning_ and yet -sharper and longer in the bow than the _Champion of the Seas_. - -Her chief measurements were:— - - Registered tonnage (American) 2525-85/90 tons. - „ „ (British) 2275 „ - Length over all 266 feet. - „ between perpendiculars 226 „ - Beam 44¾ „ - Depth of hold 29 „ - Dead rise at half-floor 18 inches. - -The following extracts are taken from an account of the _James Baines_ -given in the _Boston Atlas_ at the time of her launch:—“She has a long, -rakish, sharp bow with slightly concave lines below, but convex above, -and it is ornamented with a bust of her namesake, which was carved in -Liverpool and which is said by those who know the original to be an -excellent likeness. It is blended with the cut-water, is relieved with -gilded carved work and forms a neat and appropriate ornament to the -bow. She is planked flush to the covering board, has a bold and buoyant -sheer, graduated her whole length, rising gracefully at the ends, -particularly forward; and every moulding is fair and harmonises finely -with the planking and her general outline. Her stern is rounded, and -although she has a full poop deck, her afterbody surpasses in neatness -that of any vessel her talented builder has yet produced. - -“Our most eminent mechanics consider her stern perfect. It is rounded -below the line of the plank sheer, is fashioned above in an easy curve, -and only shows a few inches of rise above the outline of the monkey -rail: and as this rise is painted white and the rest of the hull black, -when viewed broadside on, her sheer appears a continuous line along -her entire length. Her stern is ornamented with carved representations -of the great globe itself, between the arms of Great Britain and the -United States, surrounded with fancy work, has carved and gilded drops -between the cabin windows and her name above all, the whole tastefully -gilded and painted. Her bulwarks are built solid and are surmounted by -a monkey rail, which is panelled inside, and their whole height above -the deck is about 6 feet, varying of course towards the ends. - -“She has a full topgallant foc’s’le, which extends to the foremast and -is fitted for the accommodation of her crew; and abaft the foremast -a large house, which contains spacious galleys, several staterooms, -store-rooms, an iceroom and shelters a staircase which leads to the -decks below. She has a full poop deck, between 7 and 8 feet high, under -which is the cabin for female passengers and before it a large house -which contains the dining saloon and other apartments. The outline of -the poop and the house is protected by rails, on turned stanchions, -and the enclosure forms a spacious and beautiful promenade deck. She -has also a small house aft, which shelters the helmsman in a recess, -protects the entrance to the captain’s cabin, is also a smoking room -for passengers and answers a variety of other purposes. - -“The captain’s cabin and sleeping room are on the starboard side -and communicate with the wheelhouse on deck, so that it will not be -necessary for him to enter the cabin set apart for female passengers. -Besides these the cabin contains 11 spacious staterooms, a bathroom and -other useful apartments. - -“The dining saloon is 35 feet long by 15 feet wide; the entrance to the -deck from the saloon is 2½ feet wide and extends across the house, with -a door on each side, and opposite the midship door of the saloon is -the pantry, which is spacious and fitted up in superior style. In the -front of the saloon house are the staterooms of the first and second -officers, and the windows of these rooms are of stained glass and have -the ship’s name in them. The staircase in the after part of the saloon -leads to the main deck, where are the gentlemen’s sleeping apartments, -24 in all, each stateroom having two berths. The deck before the -gentlemen’s sleeping cabin has three large ports for cargo opposite the -hatchways, one on each side, and square ports suitable for staterooms -along the sides. The lower decks are ventilated amidships with trunk -skylights which pass through the house forward as well as the cabin -and saloon aft. The height between each of the decks is 7½ feet. The -ascent from the quarter-deck to the poop consists of two staircases, -built into the front of the poop. She is very heavily sparred and will -spread about 13,000 yards of canvas in a single suit of sails. Her -mastheads and yards are black; the lower masts, from the truss bands -to the fiferails, are bright and varnished, their hoops white and the -tops and down to the truss band are also white. She has iron caps and -is rigged in nearly the same style as the _Champion of the Seas_. Her -bulwarks and houses are painted white and her waterways blue, and in -this style she is also painted below.” - -Captain McDonald left the _Marco Polo_ in order to take charge of the -_James Baines_. She sailed from Boston on 12th September, 1854, and the -following is the log of her record run across the Atlantic:— - - Sept. 12—At noon parted with steam boat and pilot. Wind, S.W., light. - - 13—Lat. 42° 10′ N., Long. 66° 33′ W. Distance 225 miles. Light - airs and calms, increasing in the evening to brisk winds - and clear weather. - - 14—Lat. 40° 18′ N., Long. 62° 45′ W. Distance 238 miles. - Light breezes and clear. - - 15—Lat. 42° 26′ N., Long. 59° 53′ W. Distance 218 miles. Strong - breezes at S.S.W. - - 16—Lat. 43° 15′ N., Long. 53° 9′ W. Distance 305 miles. - Strong gales from S.S.W. to N.W. - - 17—Lat. 44° 54′ N., Long. 48° 48′ W. Distance 280 miles. - Strong breezes from N.W. 4 a.m., passed several vessels - fishing. - - 18—Lat. 45° 42′ N., Long. 44° 16′ W. Distance 198 miles. Light - breezes and hazy weather. 10 a.m., brisk breezes and - cloudy, wind west. - - 19—Lat. 47° 22′ N., Long. 36° 42′ W. Distance 342 miles. - Strong breezes and squally. - - 20—Lat. 48° 39′ N., Long. 33° 12′ W. Distance 200 miles. Light - breezes and hazy. Variable. - - 21—Lat. 49° 34′ N., Long. 28° 38′ W. Distance 230 miles. Light - breezes and clear. Wind, S.W. - - 22—Lat. 50° 12′ N., Long. 21° 00′ W. Distance 291 miles. - Brisk S.S.W. winds and cloudy weather. Passed several - sail standing eastward. - - 23—Lat. 50° 37′ N., Long. 13° 39′ W. Distance 337 miles. - Strong breezes and cloudy weather. Wind, S.W. - - 24—Strong breezes and gloomy weather. At 6 a.m. made the - land and at 8 a.m. passed Cork. Distance 296 miles. - Passed Tuskar at 3 p.m., and Holyhead at 9 p.m. - - Time 12 days 6 hours from Boston Light to Rock Light. - -It will be seen that the _James Baines_ had her share of light breezes, -and Captain McDonald believed that he could have made the passage in -eight days with strong winds. Running up Channel the wind was strong -and fair and very squally, the vessel sometimes making 20 knots an hour -between points. - -At Liverpool the _James Baines_ was fitted and furnished for passengers -by Messrs. James H. Beal and brother. And her cabin fittings are -described as being of “almost lavish splendour,” with innumerable -pilasters and mirrors. - -I also note the following in a Liverpool account:—“Before the mainmast -there are three gallows frames, upon which her spare boats are stowed, -bottom up, and over the sides she carries quarter boats, suspended in -iron davits. She has copper-chambered pumps, six capstans, a crab-winch -on the foc’s’le, a patent windlass, Crane’s self-acting chain stoppers, -a patent steering apparatus and a large variety of other improvements -of the most modern kind.” - - -Record Voyage of “James Baines” to Australia. - -The _James Baines_ sailed for Melbourne on 9th December, 1854, and -broke the record by arriving out in 63 days. Captain McDonald wrote the -following account of the passage to his owners:— - -“I have great pleasure in announcing the arrival of the _James Baines_ -in Hobson’s Bay at 8 p.m. on 12th February, making a run of 63 days 18 -hours 15 minutes mean time from passing the Rock till the anchor was -down in Hobson’s Bay. On leaving Liverpool I had strong head winds to -contend with. The 7th day from Liverpool I touched off St. Ives Head; -the 10th day I had to tack off Cape St. Vincent and stood to the N.W. -In 19° N. in the middle of the trade winds, I got the wind at S.S.E., -got to leeward of Cape San Roque, and was 18 hours in beating round. -I experienced nothing but light northerly winds all the way across. -Sighted Cape Otway on the 54th day from Liverpool; main skysail off the -ship only three days from Liverpool to this port. The greatest distance -run in 24 hours was 423 miles, that with main skysail and stunsails -set. Had I only had the ordinary run of winds I would have made the -voyage in 55 days.” - -The _James Baines_ took out 700 passengers (80 in the first class) -1400 tons of cargo and 350 sacks containing over 180,000 letters and -newspapers. By her mail contract she was bound to deliver these in 65 -days under penalty. Amongst her live stock were a bullock, 75 sheep, 86 -pigs, and 100 dozen of fowls and ducks. - -This passage of the _James Baines_ showed her splendid capabilities -both in light head winds and strong fair winds, for after a succession -of light head winds she was reported in 3° N., 29° W., on the 29th -December, only 19 days out, whilst in the boisterous gales of the -roaring forties she made the following splendid 24-hour runs in about a -23½-hour day. - - Friday, Jan. 26—Lat. 48° 02′ S., Long. 50° 46′ E. Distance 391 miles. - 27—Lat. 48° 56′ S., Long. 60° 46′ E. Distance 407 miles. - Feb. 6—Lat. 50° 09′ S., Long. 123° 40′ E. Distance 423 miles. - -This magnificent run showed 10′ difference of latitude and 10° 40′ -difference of longitude, her position at noon on 5th February being 50° -19′ S., 113° E. - -[Illustration: “DONALD MACKAY.” - -Entering Port Phillip Heads, 20th December, 1866.] - -Leaving Melbourne on the 12th March, 1855, the _James Baines_ made the -run home in 69½ days, having completed the voyage to Melbourne and back -in 133 days under sail. - -Black Ball captains were celebrated for their daring navigation and -McDonald was no exception in this respect. His passengers declared that -the _James Baines_ was nearly ashore three times whilst tacking off the -coast of Ireland under a heavy press of sail, and that when McDonald -put her round off the Mizenhead the rocks were so close that a stone -could have been thrown ashore from her decks. It was a lee shore, and -if she had missed stays she must have been lost. But as McDonald said, -when remonstrated with for taking such risks, it was a case of “we have -to make a good passage.” - - -The “Donald Mackay.” - -The _Donald Mackay_, last of the famous Mackay quartette, was for many -years the largest sailing ship in the world, her measurements being:— - - Registered tonnage 2408 tons. - Gross 2486 „ - Net 1616 „ - Length of keel 257.9 feet. - Length between perpendiculars 266 „ - Breadth 46.3 „ - Depth 29.5 „ - Dead rise at half-floor 18 inches. - Mainyard 100 feet. - Sail area 17,000 yds. - -A novelty in her sail plan was Forbes’ patent double topsail yards. -These came out before Howe’s, and differed from them in having the -topmasts fidded abaft the lower masts. - -_Donald Mackay_ was said to have the heaviest mainmast out of -Liverpool. It was a built mast of pitch-pine, heavily banded with iron, -weighing close on 20 tons. She was, of course, a three-decker; and as a -figure-head she had a Highlander dressed in the tartan of the Mackays. -In design she took after the _Champion of the Seas_, being not so -sharp-ended as the _Lightning_ or _James Baines_. Captain Warner left -the _Sovereign of the Seas_ to take her, and superintended her fitting -out. - -Leaving Boston on 21st February, 1855, she made Cape Clear only 12 -days out. On 27th February her log records:—“First part a strong gale -from N.W.; middle part blowing a hurricane from W.N.W., ship scudding -under topsails and foresail at the rate of 18 knots; latter part still -blowing from W.N.W. with heavy hail squalls and very high sea running.” - -Under these conditions she made a run of 421 miles in the 24 hours. She -made the Fastnet Rock on 6th March, distant one mile, it blowing a gale -from S.E. to E.N.E., her run for the day being 299 miles. But in the -Channel her passage was spoilt by strong easterly winds, and she did -not receive her pilot off Point Lynas until Saturday, the 10th. - -Donald Mackay himself came over in the ship, and on his arrival -expressed himself highly satisfied with her. She was at once put on -the berth, for Melbourne, but did not leave Liverpool until 6th June, -and thus had a light weather passage south, being spoken on 14th July -in 12° S., 38 days out. She arrived in Port Phillip on 26th August, -81 days out. She left Melbourne again on 3rd October, arriving in -Liverpool on 28th December, 1855, 86 days out, and bringing 104,000 -ounces of gold consigned to the Bank of France. - -[Illustration: “WHITE STAR.” - -_From an old lithograph._ -] - -_Donald Mackay’s_ times on the Australian run, though never very -remarkable, were very consistent, her average for six consecutive -outward passages being 83 days. And I find her making a passage out -to Hobson’s Bay in 1867 in 84 days. She once took 1000 troops from -Portsmouth to Mauritius in 70 days. - - -“Blue Jacket,” “White Star” and “Shalimar.” - -Three other magnificent ships were built on the other side of the -Atlantic for the Liverpool-Melbourne emigrant trade in 1854. These were -the _Blue Jacket_, _White Star_ and _Shalimar_. - -The _Blue Jacket_ came from the well-known yard of R. E. Jackson in -East Boston, the other two ships being Nova Scotian built. The _Blue -Jacket_ arrived in the Mersey on 20th October, 1854, having made the -run from Boston, land to land, in 12 days 10 hours; the _Shalimar_ -arrived about the same time, and the _White Star_ reached Liverpool -on 1st December, 15 days out from St. John’s in spite of strong head -winds. She was timber laden and drawing 22½ feet of water. The _Blue -Jacket_ on her arrival was bought by James John Frost, of London, and -put on the berth for Melbourne as one of the Fox Line of packets, the -other two being owned by the White Star Line. - -In looking at old pictures and prints of these American built ships, -several points in their construction seem to have been common to -all, such as the semi-elliptical stern, the bowsprit built into the -sheer, the large wheel-house aft, etc.; their figure-heads, also, were -generally most elaborate full-length figures and did not grow out of -the bow in the graceful way of the British-built, but seemed to be -plastered upon it. And from _Marco Polo_ to _Donald Mackay_, these -soft-wood clippers had more the appearance of strength and power than -of grace and beauty, though the famous _Red Jacket_ was an exception, -being an extremely taking ship to the eye. - -_Blue Jacket_, however, was of the powerful type, and extremely like -the Mackay ships in appearance. She was designed to stow a large cargo, -having a full midship section, but her bow was long and sharp enough. - -Her chief measurements were:— - - Length of keel 205 feet. - Length between perpendiculars 220 „ - Length over all 235 „ - Beam 41.6 „ - Depth of hold 24 „ - Registered tonnage 1790 tons. - -Her poop was 80 feet long and 7 feet high, and she had 8 feet of height -between decks. She had the usual accommodation arrangements, two points -only being perhaps worth noting; the first was a line of plate glass -portholes running the length of her ’tween decks, and the second was an -iron water tank to hold 7000 gallons. - -_Blue Jacket_ sailed for Melbourne on 6th March, 1855, in charge of -Captain Underwood, and made a magnificent run out of 69 days. She -further distinguished herself at a later date by making the homeward -run in 69 days. - -_Shalimar_, the smallest ship of the three, measured 1557 tons -register; 195.8 feet length; 35.2 feet beam; and 23 feet depth. -She sailed for Hobson’s Bay on 23rd November, 1854, was off Cape -Northumberland in 67 days, but owing to head winds took another 10 -days to reach her port. She came home in 75 days, her whole voyage, -including 45 days in port, only occupying 6 months and 14 days. The -newspaper report of her passage out states that she ran 420 miles -in the 24 hours on one occasion, though unfortunately it gives no -particulars. - -The most celebrated of these three ships was the _White Star_, which -had the distinction of being the largest clipper built by Wright, of -New Brunswick, her measurements being:— - - Registered tonnage 2339 tons. - Length over all 288 feet. - Length of keel 213.3 „ - Beam 44 „ - Depth 28.1 „ - -The _White Star_ soon proved herself to be one of the fastest ships -afloat. On her first voyage she did nothing out of the way, being 79 -days out and 88 days home. But in 1856 she went out in 75 days (67 -days land to land), and came home in 76 days, beating the auxiliary -_Royal Charter_ by 10 days from port to port. In 1858, she went out in -72 days, this being the best White Star passage of the year; whilst on -25th February, 1860, she left Melbourne and made her number off Cape -Clear in 65 days. In 1860 she went out in 69 days, running 3306 miles -in 10 days between the Cape and Melbourne. - - -The Wreck of the “Schomberg.” - -We now come to the unfortunate _Schomberg_, the only wooden ship ever -built in a British yard that could in any way compare with the big -Boston and Nova Scotian built ships in size. - -In 1854, James Baines was so impressed by the success of the little -Aberdeen tea clippers, that he gave Hall an order for a monster -emigrant clipper of 2600 tons. Unfortunately, Hall had had no -experience in the building of emigrant ships and the _Schomberg_ was -more of a copy of Mackay’s clippers than Hall’s own beautiful little -ships. The _Schomberg_ cost when ready for sea £43,103 or £18 17s. 6d. -per ton. She measured:— - - Tonnage (builder’s measurement) 2600 tons. - „ (for payment of dues) 2492 „ - „ (registered) 2284 „ - Length over all 288 feet. - Length between perpendiculars 262 „ - Beam 45 „ - Depth of hold 29.2 „ - -She had three skins, two of diagonal planking, and one fore and aft, -the whole fastened together with screw-threaded hard-wood trunnels—a -novelty in shipbuilding. She was specially heavily rigged, her mainmast -weighing 15 tons, being a pitch-pine spar 110 feet in length and 42 -inches in diameter. Her mainyard was 110 feet long. She crossed three -skysail yards, but no moonsail. - -Captain Forbes, as commodore of the Black Ball, was shifted into her -from the _Lightning_, and great hopes were entertained that she would -lower the record to Australia. - -On 6th October, 1855, she was hauled through the pier heads amidst the -cheers of a patriotic crowd of sightseers, with the boast of “Sixty -days to Melbourne” flying from her signal halliards. The passage was -one of light and moderate winds. _Schomberg_ was 28 days to the line -and 55 days to the Greenwich meridian. Running her easting down she -averaged 6 degrees daily to 130° E., her greatest speed being 15½ knots -and her best run 368 miles. She made the land off Cape Bridgewater at 1 -p.m. on Xmas day, the wind being fresh at E.S.E. On 27th December after -two days’ tacking, with the wind still blowing fresh from ahead, Forbes -went about at noon when 4 miles off shore and tacked out; at 6 p.m. he -tacked in again. At about 10.30 p.m., the land being faintly visible, -the wind gradually died away. It was a moonlight night. Forbes was -playing cards in the saloon when the mate came down and reported that -the ship was getting rather close in under the land and suggested going -about. As luck would have it, Forbes was losing and, being a bit out -of temper, insisted on playing another rubber of whist before tacking -ship, and the danger point had been overstripped when at 11 o’clock he -came on deck and gave the order to ’bout ship. - -As there was next to no wind and a current running 3 to 4 knots to the -westward, the _Schomberg_ refused to come round. Forbes next tried to -wear her, with the result that the ship slid up on to a sandbank 35 -miles west of Cape Otway. On sounding round the ship it was found that -she was stuck fast in 4 fathoms of water. Sail was kept on her in the -hopes of it pulling her off into deep water again. - -Forbes, on being told that the ship was hard aground, said -angrily:—“Let her go to Hell, and tell me when she is on the beach,” -and at once went below. - -Henry Cooper Keen, the mate, then took charge, and finding that the -_Schomberg_ was only being hove further in by the swell and current, -clewed up all sail, let go the starboard anchor and lowered the boats. -And it was subsequently proved at the inquiry afterwards that it was -chiefly due to the chief officer and a first class passenger, a civil -engineer of Belfast named Millar, that all the passengers were safely -disembarked and put aboard the steamer _Queen_, which hove in sight on -the following morning. - -All efforts to save the ship failed and she presently went to pieces. -Forbes at the inquiry was acquitted of all blame for the stranding, -the sandbank being uncharted, but at a mass meeting of his passengers -in the Mechanics’ Institute, Melbourne, he was very severely censured. -Many of them declared that he was so disgusted with the slowness of the -passage that he let the ship go ashore on purpose. Others complained of -his tyranny during the voyage and even made worse allegations against -his morality and that of the ship’s doctor; altogether the affair was a -pretty scandal and Forbes never obtained another command in the Black -Ball Line. - -The Best Outward Passages—Liverpool to Melbourne, 1854-5. - - +------------------------+--------------+----------+----------+------+ - | Ship. | Captain. | Date | Date | Days | - | | | Left. | Arrived. | Out. | - +------------------------+--------------+----------+----------+------+ - | | | 1854 | | | - | _Red Jacket_ | Sam Reid | May 4 | July 12 | 67 | - | _Mermaid_ | Devy | „ 3 | „ 17 | 74 | - | _Miles Barton_ | Kelly | „ 4 | „ 22 | 78 | - | _Lightning_ | J. N. Forbes | „ 14 | „ 31 | 76 | - | _Marco Polo_ | Wild | July 22 | Oct. 25 | 95 | - | _Arabian_ | Bannatyne | Aug. 19 | Nov. 13 | 86 | - | _Morning Star_ | — | Sept. 6 | „ 20 | 75 | - | _Champion of the Seas_ | Newlands | Oct. 11 | Dec. 22 | 72 | - | | | | 1855 | | - | _Indian Queen_ | McKirdie | Nov. 12 | Jan. 31 | 80 | - | _Shalimar_ | Robertson | „ 23 | Feb. 7 | 76 | - | _James Baines_ | McDonald | Dec. 10 | Feb. 12 | 64 | - | | | 1855 | | | - | _Lightning_ | A. Enright | Jan. 6 | Mar. 20 | 73 | - | _Blue Jacket_ | Underwood | Mar. 6 | May 13 | 69 | - | _Marco Polo_ | Clarke | April 6 | June 26 | 82 | - | _White Star_ | Kerr | „ 30 | July 18 | 79 | - | _Oliver Lang_ | Manning | May 5 | „ 31 | 87 | - | _Arabian_ | Bannatyne | „ 21 | Aug. 13 | 84 | - | _Donald Mackay_ | Warner | June 6 | „ 26 | 81 | - | _Champion of the Seas_ | McKirdy | July 5 | Sept. 26 | 83 | - | _Shalimar_ | Robertson | „ 20 | Oct. 16 | 88 | - | _James Baines_ | McDonald | Aug. 5 | „ 23 | 79 | - | _Emma_ | — | „ 21 | Nov. 17 | 88 | - | _Lightning_ | A. Enright | Sept. 5 | „ 25 | 81 | - | _Red Jacket_ | Milward | „ 20 | Dec. 4 | 75 | - | _Invincible_ | — | „ 30 | „ 18 | 79 | - +------------------------+--------------+----------+----------+------+ - - -1855-1857—Captain Anthony Enright and the “Lightning.” - -When Forbes was given the _Schomberg_, James Baines offered the -command of the _Lightning_ to Captain Anthony Enright, who had earned -a great reputation as a passage maker in the tea clipper _Chrysolite_. -At the same time the White Star Line asked Enright to take over the -_Red Jacket_, and it was only after considerable deliberation that he -decided to take the _Lightning_, first demanding a salary of £1000 a -year. The Black Ball Line replied that it was a great deal more than -they had ever previously given to their captains, but eventually they -agreed to his terms rather than lose such a good man. - -Captain Enright had the _Lightning_ for four voyages, from January, -1855, to August, 1857, and proved himself perhaps the most popular and -successful captain under the famous house-flag; indeed, under him the -_Lightning_ became a very favourite ship with passengers. - -Enright was a very religious man, a Puritan of the old type yet no -bigot: a stern disciplinarian, the men before the mast knew that he -was sure to give them a square deal, impartial and just, and fair -treatment for good service, and for that reason never gave him trouble, -whilst in controlling his passengers and keeping a happy ship in spite -of the trials of such long passages and crowded quarters, he showed -the most wonderful tact and gift for ruling men. This gift of tact -was perhaps more desirable in the captain of an emigrant ship than -in any other walk of life, especially in the days of the gold rush -when the emigrants represented every nationality, every creed, every -class and every trade; and the _Lightning_, under Enright, was as -good an example of the best-run first-class emigrant ships as can be -found. I therefore intend to give as good a picture of life aboard the -_Lightning_ during 1855-7 as I possibly can with the material at my -command. - - -Captain Enright’s Regulations. - -First of all I will give a list of Enright’s regulations for preserving -order amongst his passengers, which were always posted up in prominent -places about the ship. - -RULES OF THE _Lightning_. - - 1st. No smoking or naked light allowed below. - - 2nd. All lights, except the hatchway lights, to be put out by 10 p.m. - - 3rd. No Congreve matches to be used in the berths or on the lower - deck. - - 4th. Cleanliness and decorum to be strictly observed at all times. - - 5th. Every place below to be well cleaned every day after breakfast, - for the inspection of the surgeon and chief officer. - - 6th. All bedding to be on deck twice a week. - - 7th. The ’tween deck passengers to appoint constables to preserve - order and see these rules are strictly observed. - - 8th. The constables are to keep watch in their respective - compartments for their own safety and that of their families; trim - the lamps; report all misdemeanours, for which they will receive a - glass of grog or a cup of coffee every morning. - - 9th. Second cabin passengers are not allowed on the windward side of - the vessel; but can promenade at all hours on the leeward side. - - 10th. Passengers must not upon any account open the ’tween deck - ports without my express permission: a violation of this rule may - be attended with serious consequences, and will, in any case, be - severely punished. - - 11th. Dancing and promenading on the poop from 7 till 9 p.m., when - all passengers may enjoy themselves, but not abaft the mizen mast. - The promenaders are not in any way to interrupt the dancers, but will - be expected to promenade in parts of the poop where dancing is not - being carried on. - - 12th. On account of the overcrowded state of the poop and to - satisfy all parties, third class passengers are only allowed on the - quarterdeck from 7 till 9 in the evening. - - 13th. The use of the private staircase (into the saloon) is strictly - prohibited after 11 at night. - - 14th. No person allowed to speak to the officers of the watch whilst - on duty: nor to any of the quartermasters, whilst at the wheel. - - 15th. All parties not complying with these rules will be liable to - have a part of their provisions deducted as a punishment, as the - commander and officers may think fit. - ANTHONY ENRIGHT, _Commander._ - -=The Passengers on the “Lightning.”= - -Perhaps a few details regarding the number and kind of passengers, for -which these rules were framed, may now be of interest. - -In 1855 the _Lightning_ took out 47 saloon, 53 second cabin, 20 -intermediate and 253 steerage passengers, her crew numbering 87; total -of souls on board—495. - -In 1856 her purser gave the following details of the outward bound -passengers:— - - Saloon—Adults 39: children 12: Total 51 - ’Tween deck—Married adults male 42 - „ „ female 55 - Single „ male 184 - „ „ female 33 - children 47 - infants 7 - crew 85 - ---- - Number of souls on board 504 - ---- - -On the homeward passage the numbers were naturally very much less, and -women were not so numerous. - -In 1855 the _Lightning_ brought home 51 saloon, 123 second cabin and -80 intermediate; total—254. On her second voyage that year, owing to -the accident to her false bow when outward bound, she could only muster -80 passengers. - -In 1856 her homeward bound passengers consisted of:— - - Saloon—Adults 31; children 3; Total 34 - ’Tween decks—Married adults male 10 - „ „ female 10 - Single „ male 114 - „ „ female 1 - children 6 - infants 4 - crew 77 - ---- - Total all told 256 - ---- - -All Europe sailed from Liverpool to the Australian goldfields, so that -all nationalities were to be found in a Black Baller’s foc’s’le. - -I find the following account in the _Lightning Gazette_, the newspaper -published on board, of 1855:—“Here in the steerage we find there are -many nations, including Jews, Germans and French; the largest number, -however, being English with a few Irish and Scots. Here are all ages -and not all, but many, trades and occupations. Here are some more or -less successful diggers, who had returned to their native land to -gratify a feeling of love and affection; or it may be vanity; and who -are now returning to settle in the land of promise.” - -The homeward bound passengers were just as mixed if only half as -numerous—thus the _Gazette_ when homeward bound in 1856:— - - The passengers generally are a very mixed community, English and - French, American and German, Italian and Pole, young and old, merry - and sad, the open-hearted and the reserved, the enterprising merchant - and the adventurous gold digger, artizan and mechanic, soldier and - sailor, prosperous husbands returning to escort their wives and - families to the Colony, and the disappointed man, cheered alone by - the magic influence of once again beholding home. - -And under the heading of “The Gent Afloat,” I find a very amusing -description of the adventurer of the times aboard ship, and though -it is rather long, it is such a vivid little study of a type of -character, only too common in the snobbish mid-Victorian era, that I -cannot resist giving it in full. - -The Gent Afloat. - -“This class of individual is to be found in great abundance in every -clipper ship community. He is easily known, more easily detected. He is -a man of vast importance when first he steps aboard; makes no advances; -keeps aloof; is evidently selecting, with great caution, those with -whom he dare associate without compromising his connections. After -a little time, however, he—with a condescending grace, which cannot -be too highly extolled—relaxes slightly his vigorous demeanour, and -smiles upon the _very_ young men of known good family (of course), -occasionally honours them with his arm and promenades the deck for half -an hour—is very careful during the peregrination to recount his latest -adventures at home—the parting dinners Captain Allalie and Colonel -Gammon would insist on giving him; the ballet dancer, who forsook an -Earl for his advances and embraces; the prima donna who would insist on -rehearsing her role before him as she entertained so high an opinion -of his musical criticism and abilities. The borough he might have gone -in for at the last election, with the Duke of Sarum’s interest, but -that his _own_ family objected on the score of difference in political -opinions, and the positive certainty that in a few years his great -talents and eloquence must command the most independent seat in the -House. - -“He is of an average height and features, with the exception of a -protruding chin, which gives to the mouth a horrible grin; an eyeglass -of course; luxuriant hair and whiskers, redolent of macassar. He apes -the gait of a military man; wears a frock coat terribly inclined to -the third and fourth letters of the alphabet; a waistcoat of the most -approved and fashionable cut; trowsers of the loudest plaid style -about two to the pair, with very ragged bottoms and straps, the latter -article proving a very useful adjunct when the supply of socks falls -short; a shirt with miniature cartoons after Raphael or a correct -likeness of the last murderer and the last ballet dancer printed upon -it; a necktie of the _striking stripe_ pattern, to make him smart. His -whole appearance is indicative of a worn-out Stultz. His hands are -covered with a variety of rings, from the enamelled and delicately -wrought diamond to the massive and substantial signet bearing his -crest. An immense watch chain (bearing a striking resemblance to the -ship’s cable) with an abundance of charms attached completes the _tout -ensemble_ of the outer man. His wardrobe is somewhat limited—but this -he accounts for by—‘D—n those agents, the rascals have put my trunks -marked “wanted on the voyage” in the hold, and left out those “not -wanted,” isn’t it annoying? Could you lend me a few shirts until -they’re got at?’ He is decidedly great at the borrowing dodge. Of -course his cigars, tobacco and all the little comforts for the journey -are in his trunks in the hold. But the way he solicits a loan of the -required articles is irresistible. His natural grace (or impudence, we -don’t know which) defies refusal. But at last even that—as all things -good or bad will—palls and borrowing becomes a more difficult art. -Friends shirk him, acquaintances avoid him, and long before the end -of the journey ‘the Gent Afloat’ is known and scouted as a penniless, -reckless adventurer void alike of honour or honesty.” - -=Shipboard Newspapers.= - -This account of an adventurer of the fifties came out of the _Lightning -Gazette_, a paper published weekly aboard the ship. - -Realising the importance of keeping such a mixed collection of -passengers amused Messrs. James Baines put a printing press aboard -each of their ships and thus the issue of the shipboard newspaper was -something always to be eagerly looked forward to on Saturdays. In many -an English and Australian home there are no doubt still to be found -treasured, stained and tattered, copies of these ships’ newspapers. -I have myself handled volumes of the _Lightning Gazette_, the _Eagle -Herald_, the _Royal Charter Times_ and coming down to more modern days, -the _Loch Torridon Journal_ and other Loch Line papers. - -The printer of these ship newspapers was usually a paid member of the -crew, but the editor and sub-editor were elected by the passengers, -the captain, of course, acting not only as a frequent contributor but -also as a censor—no matter of a controversial sort either religious, -political or otherwise being ever allowed to appear in the news sheet -of Captain Enright’s ship. - -=The Ship’s Notice Board.= - -The ship’s official newspaper sometimes had to contend against rival -productions, promoted by private enterprise, but its chief rival was -the ship’s notice board, which was a stout one, being no less than the -mainmast. - -Here are a few notices, gathered haphazard from the _Lightning’s_ -mainmast. - -CLOTHING SOLD BY THE PURSER - - Cigars, 2d. each; per hundred £0 12 0 - Do. Havannah each 0 0 4 - Canvas trowsers 0 3 6 - Kersey drawers 0 3 6 - Mits 0 1 0 - Oilskin trowsers 0 5 6 - Oilskin coats 0 7 6 - Pilot cloth coats 0 5 0 - Pilot cloth trowsers 0 12 0 - Blue serge shirts 0 5 0 - Regatta shirts (printed fronts) 0 3 6 - Black alpaca coats 0 12 0 - Felt hats 0 3 0 - Sou’westers 0 2 0 - Black glazed hats 0 4 0 - Guernsey frocks 0 8 6 - Scotch caps 0 2 0 - Knives 0 1 6 - Apply to C. T. RENNY, _Purser_. - -RAFFLES. - - To be raffled for— - On Thursday next, June 7, at 2 o’clock, - A Splendid Model of the _Lightning_, - By 40 members, at 5/- each. - Application for shares to be made at the printing office. - -HEALTH OFFICE - -WANTED. - - Swabbers to assist at the force pump and relieve two saloon - passengers, who work with indefatigable zeal. - - Application to be made to Dr. Colquhoun and Mr. Winter at 5 a.m. any - morning. - - The above is capital exercise, strongly recommended. - -WANTED. - - A washerwoman—one accustomed to get up gentlemen’s linen preferred. - Apply to Mr. NECK, _Chief Steward_. - -FOR SALE. - - Opossum Rugs. Apply to MR. FYSH, second cabin tween decks. - -FOUND. - - By the Boatswain of this ship, a coat with a pair of pincers in the - pocket. The owner can have the same by paying expenses. - -AUCTION. - - On Wednesday next, at 2 p.m., a Public Auction will be held on the - poop, when a large and well selected assortment of merchandise will - be submitted to public competition by— - CHARLES ROBIN, _Auctioneer_. - Auctioneer’s Address—No. 5 After Saloon Stateroom. - -_Riddles and Epigrams_, so numerous in the _Gazette_, were not, -however, to be found on the ship’s notice board. The riddles are mostly -very feeble, many of them making great play with the ship’s name, thus:— - - Why is the Commander of our ship like the electric wire? - _Ans._—Because he is a Lightning conductor. - -But there is a rather more interesting one of the times:— - - -Why is a scolding wife like American steamers? _Ans._—Because -she is fond of blowing up. - -The epigrams are better, as follows:— - - Upon seeing a lady filling a gentleman’s pipe on board the - _Lightning_— - - “I would that ladies’ hands might find - Something worthier to stuff - Nor give to those who are inclined - An opportunity to puff.” - -and— - - Upon seeing a young lady printing the _Lightning Gazette_:— - - “An angel form in earthly mould - Upon my ink has shed a blessing, - And manly hearts to others cold - Cannot resist when she is pressing.” - -=The Ship’s Band and Concerts, etc.= - -Perhaps the most important method of keeping an emigrant ship’s -passengers amused was by means of the ship’s band, especially in those -days when dancing was so popular, that even in bad weather the poops of -these ships were always crowded with dancers every evening. - -Of course the bands provided were not quite on a par with those of -present day leviathans crossing the Atlantic; the _Lightning_, for -instance, rejoiced in the good old-fashioned German band, which used -to be such an institution in the London streets and is now practically -extinct. This band consisted of six musicians, and besides playing -selections and accompaniments at the concerts, supplied the music for -the daily dancing. - -In those days the polka was the great dance, the valse had not yet come -into fashion and was not very well known, and instead of the romping -lancers the stately quadrille was the order of the day. - -I find a set of instructions showing a sailor how to dance a quadrille -in one of the numbers of the _Lightning Gazette_. It is rather too -long to quote, but the following figure shows the gist of it:—“Heave -ahead and pass your adversary yardarm to yardarm: regain your berth -on the other tack in the same order: take your station in a line with -your partner, back and fill, face on your heel and bring up with -your partner: she then manœuvres ahead and heaves all aback, fills -and shoots ahead again and pays off alongside: you then make sail in -company until stern on with the other line: make a stern board and -cast her off to shift for herself: regain your berth by the best means -possible and let go your anchor.” - -Looking over the old concert programmes, I find that negro melodies -(now called coon songs) were even then very popular, amongst which -figured “Nelly Bligh,” “Poor Old Joe,” “Stop dat Knockin’,” “Oh! Carry -Me Back” and others. The rest of the programmes were generally filled -up with the old familiar Scots and Irish folk-songs, some well-known -English choruses, the usual sentimental ditty, and amongst the sailor -songs I find “A Life on the Ocean Wave,” “Cheer, Boys, Cheer,” “I’m -Afloat,” “The Pride of the Ocean” and “The Death of Nelson.” Concerts -were generally pretty numerous during a passage. As a rule each class -had its own; then, to end up, a “Grand Monster Concert” was organised, -in which the talents of saloon, house on deck, and steerage were pitted -against one another. - -Other diversions of this kind were plays of the class of “Bombastes -Furioso”; mock trials, with the invariable verdict of guilty on the -wretched culprit and the sentence of “champagne all round,” and of -course debating, choral and other societies. - -Then there were the usual high jinks crossing the line; and such -occasions as the Queen’s Birthday, the “Captain’s Wedding Day,” etc., -were celebrated by “a cold collation of the most sumptuous order” in -the saloon and many speeches. - -=A Bill of Fare on the “Lightning.”= - -In the first cabin the living on these big clippers seems to have been -uncommonly good for such a length of time at sea. Here is the dinner -menu of 14th January, 1855, on the _Lightning_, when a week out from -Liverpool. - - BILL OF FARE. - - _Soups_—Vermicelli and macaroni. - - _Fish_—Cod and oyster sauce. - - _Meats_—Roast beef, boeuf a la mode, boiled mutton, roast veal, - boiled turkey and oyster sauce, roast goose, roast fowl, boiled fowl, - minced escallops, veal and ham pie, haricot mutton, ham. - - _Sweets_—Plum pudding, rice pudding, roll pudding, tarts, orange - fritters, small pastry. - - _Dessert_—Oranges, almonds, Barcelona raisins, figs, etc. - - _Wines_—Champagne, sparkling hock. - -=St. Valentine’s Day.= - -Captain Enright was very fertile in raising a new amusement directly -his passengers began to show signs of boredom. His favourite dodge -was to appoint a St. Valentine’s Day, when a letter box was placed in -front of the poop and twice during the day the darkey steward, Richard, -who was evidently a great character, came round and delivered the -Valentines as postman. He was always dressed up for the occasion in -some extraordinarily fantastic costume of his own invention—and his -antics and fun, quite as much as the contents of his postbag, kept the -ship in roars of laughter and most successfully dissipated all signs of -boredom and discontent. Here is one account of his doings:— - - Richard, the coloured steward, made a first-rate walker, dressed - in the tip-top style of St. Martins-le-Grand, with gold-laced hat, - yellow collar and cuffs to his coat and white tops to his boots: - he acted the part of Cupid’s messenger to admiration and drew down - thunders of applause. There was a second delivery in the afternoon - on the poop, when Richard again made his appearance dressed in full - general’s uniform. - -And it goes on to say:— - - The Valentines, which were very numerous, contained the usual amount - of bitters and sweet, flattering verses and lovers’ vows; some - amusing hits at marked propensities and a few rather broad hints at - infirmities and habits were all taken in good part and the day passed - off most pleasantly. - -And here is one of the Valentines which Captain Enright received:— - - To - Captain Go-ahead Enright, A1, - Ship “Flash of Lightning,” - who never cracks on, and is supposed to have - at no time seen a moonsail. - It is currently reported that he lays to - and turns in when it blows a gale. - _N.B._—No certain address, but always to be found - ON DUTY. - -=Other Amusements at Sea.= - -During the time of the Crimea, if there happened to be a soldier or two -aboard, a corps of volunteers was raised and drilled daily. A parade in -bad weather was a great source of amusement to the onlookers, if not so -pleasant for the performers. - -In the fine weather deck games such as quoits, shovel board and deck -billiards were as popular as they are nowadays, but I find no mention -of sports, cock-fighting or ship cricket. - -Below draughts, whist, chess, backgammon and dominoes all had many -devotees; and on the homeward passage nap, poker, blackjack, euchre and -other gambling games robbed many a returning digger of his pile and -sometimes led to such trouble that the captain had to interfere. - -Under captains of Enright’s stamp, there was very little disorder and -the sailing ships seem to have carried a much happier crowd than the -auxiliary steamers. - -The ill-fated _Royal Charter’s_ passage home in the summer of 1856 -presents an example of a badly run and disciplined ship. The food was -bad, everyone had a growl about something, drunken riots occurred -constantly, fighting in which even the crew and stewards took a part -was of almost daily occurrence, and excessive gambling ruined scores of -returning diggers on the lower deck. I am glad to say that I can find -no such instance of disorder and lack of discipline amongst the ships -which relied upon sail power alone. - - -Best Homeward Passages, 1855-56. - -The honours for the year 1855 were, however, taken by the Duthie built -Aberdeen clipper _Ballarat_, 713 tons, owned by Duncan Dunbar, which -went out to Sydney in under 70 days, and came home Melbourne to -Liverpool in 69 days with 110,000 ounces on board. The _Ocean Chief_, -Captain Tobin, was a Black Baller on her second voyage. On her previous -passage home in the autumn of 1854 she made the run in 86 days, during -which she was embayed by ice for three days in the Southern Ocean, had -the unusual experience of being becalmed for three days off the Horn -and finally had N.E. winds from 18° N. to soundings. - - +------------------+---------+---------+-----------+--------+----+ - | |Port from|Date Left| Gold on | Date |D’ys| - | Ship. | | | Board | Arrived|Out.| - +------------------+---------+---------+-----------+--------+----+ - | | | 1855 | | 1855 | | - | _Oliver Lang_ |Sydney | Jan. 3 | | Mar. 20| 76 | - | _James Baines_ |Melbourne| Mar. 11 | 40,000 oz.| May 20| 69 | - | _Indian Queen_ |Hobart | „ 17 | | June 5| 78 | - | _Shalimar_ |Melbourne| „ 24 | 42,000 oz.| „ 5| 75 | - | _Lightning_ | „ | Apl. 11 | 69,000 oz.| „ 29| 79 | - | _Ocean Chief_ |Sydney | June 3 | | Aug. 26| 84 | - | _Marco Polo_ |Melbourne| July 26 |125,000 oz.| Oct. 20| 86 | - | _White Star_ | „ | Aug. 31 | 80,000 oz.| Nov. 27| 88 | - | _Donald Mackay_ | „ | Oct. 3 | | Dec. 28| 86 | - | | | | | 1856 | | - | _Champion of the | „ | „ 27 | | Jan. 25| 90 | - | Seas_ | | | | | | - | _Lightning_ | „ | Dec. 27 | 12,000 oz.| Mar. 23| 86 | - | | | 1856 | | | | - | _Red Jacket_ | „ | Jan 12 | | Apl. 8| 86 | - +------------------+---------+---------+-----------+--------+----+ - -The _Oliver Lang_, 1236 tons, was called after her designer, being a -British built ship from the famous Deptford yard. - - -Best Outward Passages 1855-56, Liverpool to Melbourne. - -I have failed to point out before that the Black Ballers always sailed -on the 5th of the month from Liverpool, and the White Star on the 20th; -it thus becomes an easy matter to pick out the ships of the rival lines. - -At such a time it is only natural to find _Golden_ a favourite part -of a ship’s name. _Golden Era_, _Golden City_, _Golden Eagle_, _Golden -Light_, _Golden State_, _Golden West_, _Golden Age_, and _Golden Gate_ -were all down-east clippers, built for the Californian gold rush. - - +-----------------------+-----------+---------+-----------+ - | Ship | Date Left | Date | Days Out. | - | | | Arrived | | - +-----------------------+-----------+---------+-----------+ - | | 1855 | 1856 | | - |_Ocean Chief_ | Dec. 7 | Jan. 25 | 80 | - |_Mermaid_ | „ 21 | Feb. 10 | 82 | - | | 1856 | | | - |_Oliver Lang_ | Jan. 7 | April 3 | 87 | - |_Champion of the Seas_ | March 8 | June 1 | 85 | - |_James Baines_ | April 7 | „ 24 | 78 | - |_Mindoro_ | „ 22 | July 13 | 82 | - |_Lightning_ | May 6 | „ 14 | 69 | - |_Red Jacket_ | „ 20 | Aug. 13 | 85 | - |_Golden Era_ | June 20 | Sept. 9 | 81 | - |_Morning Light_ | July 6 | „ 17 | 73 | - |_Mermaid_ | „ 22 | Oct. 17 | 87 | - |_Ocean Chief_ | Aug. 5 | „ 19 | 75 | - |_White Star_ | „ 21 | Nov. 5 | 76 | - |_Marco Polo_ | Sept. 5 | Dec. 2 | 89 | - +-----------------------+-----------+---------+-----------+ - -The _Morning Light_ was a monster New Brunswick built ship, registering -2377 tons. She was on her first voyage and must not be confused with -the American clipper of that name, owned by Glidden & Williams, of -Boston, and built by Toby & Littlefield, of Portsmouth, N.H., a ship of -half her size. - - -The “James Baines” Overdue! - -In the autumn of 1856 there was tremendous sensation in Liverpool, -when the famous _James Baines_, considered by many to be the fastest -ship in the world, was posted as overdue when homeward bound. All -sorts of rumours spread like wildfire, and as the weeks went by and no -definite information was obtained from incoming ships, something like -consternation began to reign in shipping circles. - -The _James Baines_ sailed from Melbourne at 1 p.m. on 7th August, 1856, -passing through the Heads the following morning. On the 9th she made -her best run, 356 miles, royals and skysails being set part of the -time, the wind fair but squally. She made one more good run, of 340 -miles, and then was held up by light airs and calms all the way to the -Horn; here she encountered heavy gales, snowstorms and high cross seas. -She was 36 days to the pitch of the Horn; then from 26th September to -8th November another spell of light and baffling winds delayed her -passage, and she was 65 days from Port Phillip to the line. - -On the 30th October, her great rival the _Lightning_, which had sailed -from Melbourne just three weeks behind her, hove in sight, and the two -ships were in company for a week. The meeting of the two Black Ballers -is joyfully recorded in the _Lightning Gazette_, as follows:— - - Thursday, 30th October.—Lat. 29° 03′N., Long 33° 14′W. Distance 131 - miles. Wind more easterly; 7 a.m. tacked ship to N.N.W. A large - ship in sight went about at same time, ahead of us. During forenoon - Captain Enright expressed himself confident that she was the _James - Baines_. Great excitement and numerous conjectures, bets, etc. One - thing certain, that she sailed almost as fast as ourselves, and her - rigging and sails were similar to those of the _Baines_. By sunset we - had both weathered and gained on our companion. - - Friday, 31st October.—Lat. 30° 31′ N., Long. 35° 15′ W. Distance 137 - miles. All night light airs, and early dawn showed us our friend much - nearer. At 8 a.m., she at last responded to our signals by hoisting - the “Black Ball” at the mizen! and a burgee at the gaff, with her - name—_James Baines_! Great excitement spread throughout the ship, - and the conversation was divided between sympathy for all on board - our unfortunate predecessor and conjectures as to the cause of her - detainment. All day we were watching her every movement; now she - gains, now we near her; now she “comes up” and now “falls off.” About - 2 p.m., we were evidently nearer than in the morning. A conversation - _a la_ Marryat. The _Baines_ informed us that her passengers were - all well, asked for our longitude, if any news, etc. Captain Enright - invited Captain McDonald to dine, but he did not respond. At 5 a.m., - still light airs, _James Baines_ distant 1½ miles. - - Saturday, 1st November.—Lat. 31° 12′ N., Long. 36° W. Distance 56 - miles. During Friday evening, about 8 o’clock, the wind being still - very light, we passed to windward of the unfortunate _James Baines_; - so closely that we could hear the people on board cheering, and most - vociferously did some of our passengers reply, with the addition of - a profuse supply of chaff: such as amiable offers to take them in - tow, a most commendable solicitude as to their stock of “lime juice,” - very considerate promises to “say they were coming” on arrival at - Liverpool, etc. All night the wind was light and baffling. At 2 a.m. - it suddenly chopped round to the N.W., and the ship was put on the - port tack. At 4, she was put about again. At 6.30, tacked ship to - eastward, light airs and variable. The _James Baines_ about 6 miles - to leeward, a little brig on lee bow—which had been in company all - Friday, and a barque on lee quarter. At 9, the brig, having put - about, stood up towards us, and passing close to leeward, showed - the Hambro ensign with private number 350. We once more tacked ship - and stood to the northward and westward, the others following our - example, and the breeze freshening, we all started on a race. The - barque hoisted her ensign and number and proved to be the _Cid_, - which we passed on the 29th ultimo. The brig soon after bore away - to his “chum” to leeward, and they had a quiet little race to - themselves, in which the barque appeared to be the victor. - - The clipper sisters were now once more pitted against each other: the - far famed _Lightning_, with concave lines and breadth of bilge, in - our opinion the worthy Donald’s brightest idea, and the champion—the - ship of 21 knots’ notoriety—the _James Baines_. - - In light winds or airs we had crept by him, now, as the breeze - freshens, as the white crest appears on the short toppling sea, as - we lift and dive to the heavy northerly roll and all favours the - long powerful ship. What do we behold? The little brig and barque - going astern, of course. Aye, but what else do we see? Oh, ye - Liverpool owners! _et tu_, Donald, who thought to improve on the - _Lightning_; tell it not “on ’Change,” publish it not in the streets - of Liverpool. What do we see? Hull down, courses and topsails below - the horizon at 2 p.m., five hours from the start, the _James Baines_ - just discernible from the deck: at the very lowest computation we - have beaten her at the rate of 1½ knots per hour. At sundown she is - barely visible from the mizen topgallant crosstrees. It was generally - supposed on board that her copper must have been much worn and - rough or we never could have beaten so rapidly a ship of such noble - appearance and well-known sailing qualities. - - Sunday, 2nd November.—Lat. 32° 57′ N., Long. 37° 37′ W. Distance 134 - miles. Another day of light winds, heading us off to N.N.W. still. - Evening, a little more wind, ship going about 7 knots. - - Monday, 3rd November.—Lat. 34° 41′ N., Long. 38° 28′ W. Distance 113 - miles. In the middle watch wind backed to the N.E. and fell light - again. At 8, improvement again and by noon we lay N.E. by N., the - best we have done for some days, but only going from 4½ to 5 knots. A - ship coming up astern, supposed to be the _James Baines_, bringing up - a fair wind. - - Tuesday, 4th November.—Lat. 35° 47′ N., Long. 38° 28′ W. Distance 66 - miles. Commences with very light airs from the north, our ship on the - port tack. Our friend _James Baines_ again in sight astern. - -And this was the last the _Lightning_ saw of the _James Baines_ though -the two ships arrived in the Mersey within 24 hours of each other, the -_Lightning_ leading. Both anchored in the river on 20th November, the -_Lightning_ being 84 days out, and the _James Baines_ 105 days. - -The following comparison between the two passages is interesting, as it -shows that the two ships took the same number of days from the equator -to Liverpool, viz., 40 days:— - - +--------------------------+-------------------+-------------------+ - | | _James Baines_ | _Lightning_ | - | | | | - | Points Between +-----+-------------+-----+-------------+ - | | Days| Date Passed | Days| Date Passed | - +--------------------------+-----+-------------+-----+-------------+ - | | | | | | - |Melbourne to Cape Horn | 36 | Sept. 12 | 24 | Sept 1 | - |Cape Horn to equator | 29 | Oct. 11 | 20 | Oct 9 | - |Equator to Western Isles | 28 | Nov. 8 | 29 | Nov. 7 | - |Western Isles to Liverpool| 12 | Nov. 20 | 11 | Nov. 20 | - +--------------------------+-----+-------------+-----+-------------+ - Best 24-hours’ run 356 miles 377 miles. - -The _James Baines_ was simply unlucky in having a very light weather -passage. Donald Mackay’s ships were never light weather flyers, in -spite of setting every kind of light weather kite, from tiny “bulldog,” -as they called the moonsail on the main, down to the lowest watersail, -that barely cleared the wave crests. - -Whilst we are comparing the speeds of _James Baines_ and _Lightning_, -it is only fair to do so in heavy weather as well as light. I -therefore give below the logs of their best week’s work on their -respective outward passages in 1856. Here it will be seen the _James -Baines_ just has the best of it. I have taken the remarks for -_Lightning’s_ run from the _Lightning Gazette_, not the ship’s log. - - BEST WEEK’S RUN BY _James Baines_, LIVERPOOL TO MELBOURNE, MAY, 1856. - - 25th May.—Lat. 37° 40′ S., Long. 3° 28′ E. Distance 328 miles. Winds, - S.S.W., S.W. This day begins with heavy gale and heavy squalls. - I have never before experienced such a heavy gale with so high a - barometer. At 4 p.m. double-reefed main topsail and crossjack. - Midnight, similar wind and weather, heavy sea, ship labouring very - heavily and shipping great quantities of water. Noon, very heavy sea; - sun obscured. - - 26th May.—Lat. 38° 38′ S., Long. 10° 0′ E. Distance 320 miles. Winds, - S.W., W.S.W. P.M., begins with strong gale and heavy sea, squalls and - showers of rain, dark, gloomy weather. Midnight, gale decreasing, - reefs out of courses, and set staysails. At 4 a.m., still moderating, - out all reefs, set royals and skysail; 8 a.m., set all starboard - studding sails. Noon, gentle breeze, fine clear weather; wind - westering all the time and sea going down. - - 27th May.—Lat. 40° 2′ S., Long. 17° 41′ E. Distance 384 miles, winds, - W.S.W., S.W. Fine gentle breeze and fine clear weather, all sail set. - Midnight, same wind and weather. A.M., breeze freshening and heavy - black clouds driving up from S.W. Noon, same wind and weather. - - 28th May.—Lat. 42° 44′ S., Long. 25° 48′ E. Distance 404 miles. - Winds, W.S.W., west. P.M., begins with brisk gale and occasional - heavy squalls accompanied with heavy rain. At 4 p.m., handed small - sails and double-reefed fore and mizen courses. Midnight, still - increasing. Noon, as previously. - - 29th May.—Lat. 44° 15′ S., Long. 30° 51′ E. Distance 240 miles. Winds - west. First part strong gales and fine clear weather, heavy sea, ship - rolling. Midnight, less wind, sea going down, set all small sails. At - 4 a.m., set all starboard studding sails. Noon, light breeze, dark - gloomy weather. - - 30th May.—Lat. 46° 16′ S., Long. 36° 56′ E. Distance 300 miles. - Winds, W.N.W., W.S.W., S.S.W. First part light breezes and dark - gloomy weather. 8 p.m., sky clearing and breeze increasing, barometer - falling. Midnight, fresh gales, took in royal and skysail studding - sails; 8 a.m. heavy snow squall; took in topgallant studding sails. - Noon fresh gales and clear weather with snow showers and squalls. - - 31st May.—Lat. 46° 52′ S., Long. 43° 54′ E. Distance 300 miles. - Winds, W.N.W., W.S.W., S.S.W. First part fresh breeze and squalls. 10 - p.m., ran through between Petit and Grande, Prince Edward Islands. - Midnight, dark with snow squalls. Noon, as at midnight. - - BEST WEEK’S RUN BY _Lightning_, LIVERPOOL TO MELBOURNE, JUNE-JULY, - 1856. - - 28th June.—Lat. 44° 25′ S., Long. 42° 58′ E. Distance 232 miles. - Winds westerly. P.M., snow squalls, wind increasing. Preparations - were made for shortening sail by taking in the lighter canvas. - This was not accomplished before the mizen royal and mizen topmast - staysail were torn to pieces. Between 5 and 6 p.m. the conflict raged - most furiously. Reefs were taken in the topsails and these with the - exception of the foresail were all the canvas set. - - 29th June.—Lat. 43° 36′ S., Long. 50° 07′ E. Distance 312 miles. - Winds westerly. The gale of yesterday abated the intensity of its - fury about midnight, we have set more sail though the wind blows - stiff. - - 30th June.—Lat. 44° 02′ S., Long. 56° 35′ E. Distance 281 miles. - Winds westerly. The weather has been excessively cold, dark and - cloudy. The heavy sea running caused the ship to roll heavily. - - 1st July.—Lat. 44° 39′ S., Long. 63° 27′ E. Distance 298 miles. Wind - westerly. Fine at first, then cloudy with showers of snow. - - 2nd July.—Lat. 45° 07′ S., Long. 70° 55′ E. Distance 319 miles. Wind - westerly. Wind still fresh and fair. - - 3rd July.—Lat. 45° 07′ S., Long. 79° 55′ E. Distance 382 miles. Wind - westerly. Her run to-day has been only once surpassed since she - floated. She indeed seemed to fly through the water like a seabird - on the wing, causing one of our passengers, who knows something of - navigation, to remark that it was skating, not sailing. - - 4th July.—Lat. 45° 07′ S., Long. 88° 30′ E. Distance 364 miles. Wind - westerly. Still favoured with the propitious breeze. Our week’s run - is the best we have done yet and the best the _Lightning_ has ever - accomplished. - -It will be seen from the above log extracts that the _James Baines_ ran -2276 and the _Lightning_ 2188 miles in the week. - - -The “James Baines,” “Champion of the Seas,” and “Lightning” race out to -India with Troops in the Time of the Mutiny. - -In 1857, the _James Baines_ regained her reputation, coming home in 75 -days against the _Lightning’s_ 82 days. Both ships, together with the -_Champion of the Seas_, were at once taken up by the Government, and -sent round to Portsmouth to load troops for India, on account of the -Mutiny. It was confidently believed that the great Black Ballers would -lower the record to Calcutta and the importance of getting the troops -out as quickly as possible, was, of course, very great at such a crisis. - -After being carefully prepared for the voyage, the _James Baines_ and -_Champion of the Seas_ sailed from Portsmouth at the beginning of -August. Before sailing the _James Baines_ was inspected by the Queen, -when she is stated to have remarked that she did not know she had such -a fine ship in her Dominions. - -On the 17th August the two ships were met by the homeward bound -_Oneida_, and reported to be making great progress. Both ships were -under a cloud of canvas—the _James Baines_ had 34 sails set, including -3 skysails, moonsail and sky stunsails—and presented a splendid -appearance as they surged by, their rails red with the jackets of the -cheering troops. Unfortunately for the hopes of countless anxious -hearts, the two Black Ballers reached the Bay of Bengal at the worst -season of the year, and as they had not been built to ghost along in -catspaws and zephyrs like the tea clippers, their progress up the Bay -was very slow. - -Both ships arrived off the Sandheads on the same day, the _James -Baines_ being 101 days out and the _Champion of the Seas_ 103. This -was a disappointing performance. The _Lightning_ did not sail till the -end of August. Owing to the illness of his wife, Captain Enright was -obliged to give up his command, and was succeeded by Captain Byrne. -On 24th August, the day before her departure from Gravesend, a dinner -was given to Captain Enright aboard his old ship, at which several -well-known public men, amongst whom was Mr. Benjamin Disraeli, paid -their tribute to the world famous sea captain. - -The _Lightning_ made a better passage than her sisters, being off the -Hooghly, 87 days out. - - -The Burning of the “James Baines.” - -After their trooping, the _Lightning_ and _Champion of the Seas_ -returned to the Australian run, but her Calcutta voyage proved the -death of the famous _James Baines_. - -She loaded the usual cargo of jute, rice, linseed and cow hides in the -Hooghly, and arrived back in Liverpool in April, 1858. She was hauled -into the Huskisson Dock and discharging commenced. The ’tween decks -were emptied, and on the 21st April the lower hatches were taken off in -the presence of the surveyors, when there appeared no sign of anything -wrong. But on the following morning smoke was noticed issuing from her -hold, and a fire which started in the main hold soon destroyed her. The -following account of her end I have taken from the _Illustrated London -News_:— - - The fire burst out on Thursday morning, 22nd April, 1858. Although - the engines were brought into play as rapidly as possible, there - was no visible effect produced; and four or five times the firemen, - whilst endeavouring to penetrate the interior of the vessel so as - to get at the seat of the fire, were driven back by the density of - the smoke. It then became necessary to cut away the spars, rigging, - stays, etc., which was done promptly and after some time it was - deemed advisable to scuttle the ship as the exertions from the deck - to extinguish the fire seemed unavailing. There was plenty of water - in the dock at the time, but at the receding of the tide the vessel - grounded and the fire seemed to have run through the entire length - of the ship, for the smoke burst out of all parts and baffled every - exertion. In the forenoon the masts were an anxiety, their fall being - anticipated, and in the afternoon this happened, the main mast and - mizen mast falling with terrific crashes upon the quay and in their - descent destroying the roofs of two sheds. At 9 o’clock at night the - inner shell of the hull, for nearly the whole length of the vessel, - was rapidly burning, the flames rising with fury between the ribs, - which had connected the outer and inner hull, the intervening spaces - being to the spectators like so many flues; and iron bolts, released - by the flames, were dropping one after the other into the hold, where - in the fore part of the ship, particularly the uppermost portion of - the cargo, was being fast consumed. - - At first great alarm was felt for the neighbouring shipping, several - of the steamers of the Cunard fleet being in the same dock, but no - material damage was sustained by them, and they, with others, were as - soon as possible removed out of harm’s way. - - The value of the _James Baines_ and cargo is estimated at £170,000. - The vessel became a complete wreck, looking, according to one - account, like a huge cinder in the Huskisson Dock; and very little of - the cargo was saved. - -The loss of this magnificent ship was considered as a national -disaster. Since that date thousands and thousands of people have -boarded the _James Baines_ without knowing it, for the old Liverpool -Landing Stage was none other than the wreck of this celebrated clipper. - - -America Sells her Clippers to Great Britain. - -When the great financial depression fell upon America in 1857 and was -followed four years later by the Civil War, James Baines seized the -opportunity to buy American clippers cheap and many other British firms -followed his example. Mr. George Crowshaw, the American shipbroker -in London, negotiated the sales and working arrangements. I have -given a list in the Appendix of the best known of these ships, which -put up the last fight for the sailing ship built of wood. Their day -in the Australian trade was a short one; and they soon found iron -passenger clippers in the lists against them, even to flying their -own house-flag. And in their last days we find the Black Ball and -White Star Lines chartering fine iron ships such as the _Sam Cearns_, -_Cornwallis_ and _Ellen Stuart_. - - -Notes on the later American-built Passenger Ships. - -Space does not admit of more than a few lines on the best known of -these later clippers. - -The _Southern Empire_ was an old three-decker Atlantic packet ship, and -so was the Mackay-built _Chariot of Fame_, which is credited with a run -out to Melbourne of 67 days. There has lately been a reunion in New -Zealand of the passengers who came out to Maoriland in that ship. - -The _Invincible_ was said to be the tallest ship sailing out of -Liverpool. She was a White Star clipper and made some very fast -passages. - -The _Empress of the Seas_, No. 1, was also a very fast ship. On 1st -June, 1861, she left Liverpool, and arrived in Melbourne on 6th August, -66½ days out. - -_The Neptune’s Car_, another big ship, is notable for a very different -reason; for in 1857, when still under the Stars and Stripes, she was -navigated for 52 days by the captain’s wife. Captain Patten had placed -his mate under arrest for incompetence and insubordination; then whilst -the ship was off the Horn beating to the westward, Captain Patten -himself became entirely blind. The second mate was no navigator. In -this dilemma Mrs. Patten, who was only 24 years of age, took command of -the ship and navigated her successfully from the Horn into Frisco Bay. - -_Golden Age_ was the ship which claimed to have run 22 knots in the -hour with current to help her. - -The _Royal Dane_ was a well-known ship in the London River when she was -commanded by Captain Bolt. She also was a big three-decker. - -The _Florence Nightingale_ was celebrated for her looks. - -[Illustration: “BLUE JACKET.”] - -[Illustration: “ROYAL DANE.”] - -A curious incident happened anent the _Mistress of the Seas_; a -passenger brought an action against the ship because he was ducked -during the ceremony of crossing the line and the captain was fined £100. - -The _Sunda_ was a very fine fast ship, and made some fine passages -under the famous Bully Bragg. - - -Black Ballers in the Queensland Emigrant Trade. - -Besides some smaller Nova Scotia built ships such as the _Conway_, -_Wansfell_, _Utopia_ and _David MacIver_, some of the best of the later -Black Ballers were engaged in the Queensland emigration trade in the -late sixties and early seventies. - -The _Flying Cloud_ and the _Sunda_ once had a great race out to Moreton -Bay, in which the _Sunda_ beat the _Flying Cloud_ by 18 miles in a -4-day run which averaged 16 knots; this was the voyage in which _Flying -Cloud’s_ boat was capsized between Brisbane and the anchorage, the -second mate and all in her being drowned. - -In 1870 I find the following passages to Queensland: - - _Young Australia_, Captain James Cooper, 241 passengers left London, - 17th May—arrived Brisbane 25th August—100 days out. - - _Flying Cloud_, Captain Owen, 385 passengers left Liverpool, 4th - June—arrived Hervey’s Bay 30th August—87 days out. - - _Royal Dane_, Captain D. R. Bolt, 497 passengers left London, 30th - July—arrived Rockhampton 19th November—112 days out. - - -“Sunda” and “Empress of the Seas” Carry Sheep to New Zealand. - -In the early days of the gold excitement, the emigrant ships rushed out -and home, but in the sixties we find them making short intermediate -passages; for instance, the _Sunda_ and _Empress of the Seas_ one year -transported thousands of sheep from Australia to New Zealand, each ship -making two trips between Port Phillip and Port Chalmers, with several -thousands of sheep on board each trip. - -=The Gold Rush to Gabriel’s Gully in 1862.= - -In 1862 several ships were hurried across with diggers from Melbourne -to Port Chalmers for the gold rush to Gabriel’s Gully. Money ran like -water in Port Chalmers in those days, and as usual the gold miners were -a pretty uproarious crowd. The _Lightning_, which was commanded at that -date by Captain Tom Robertson, the marine painter, made a special trip -with 900 diggers on board, and they gave Captain Robertson so much -trouble that he put into the Bluff and landed a number of them there. -The _Blue Jacket_, also, took a load of this troublesome cargo. - - -After Life and End of the Liverpool Emigrant Clippers. - -A favourite round in the latter days of the Liverpool soft-wood -clippers was from Melbourne across to Auckland and from there over to -the Chincas to load guano. From this the survivors gradually descended -to the Quebec timber trade. By the early seventies I find _Marco -Polo_, _Red Jacket_, _Ben Nevis_, and other well-known ships already -staggering to and fro across the Atlantic between the Mersey and the -St. Lawrence, whilst in June, 1874, the _Flying Cloud_ got ashore -on the New Brunswick coast, when making for St. John’s, and was so -strained that she was compelled to discharge her cargo and go on the -slip for repairs. Here misfortune again overcame the grand old ship, -for she took fire and was so gutted that she was sold for breaking up. - -It is curious how many of the old American-built soft-wood ships were -destroyed by fire, their number including the _James Baines_, -_Lightning_, _Empress of the Seas No. 1_, _Blue Jacket No. 1_, _Ocean -Chief_, _Fiery Star_, and second _Sovereign of the Seas_. - - -The Burning of “Lightning”. - -The _Lightning_ was burnt on 31st October, 1869, whilst alongside the -pier at Geelong loading wool, and she already had 4000 bales of wool -on board when the fire was discovered at 1.30 in the morning in her -fore hold. From the first the ship seemed to be doomed, and it was -feared that the wharf might catch fire. She had an anchor out ahead, -and an attempt was made to heave her clear of the pier, but the flames -soon drove the crew from the windlass; however, on the mooring lines -being cast off, she drifted clear, and swung to her anchor, the whole -fore part of the ship being now in flames. The foremast, which was an -iron one, melted in its step owing to the heat and soon went over the -side. An attempt was made to scuttle her by the desperate means of -bombarding her from two 32-pounders, and to a modern gunner the result -was astounding to say the least of it, for at only 300 yards range most -of the rounds missed the _Lightning_ altogether, whilst the few that -hit her did more harm than good by giving the wind access to the fire -and thereby increasing its fury. After burning all day, the famous old -ship sank at sundown. - -[Illustration: “LIGHTNING,” on Fire at Geelong. - -_From a photograph belonging to F. G. Layton._] - -The cause of the fire on the _Lightning_ was agreed to be spontaneous -combustion. A very different reason was given for the burning of the -second _Sovereign of the Seas_. This ship had just arrived in Sydney -with emigrants in 1861 and was discharging at Campbell’s Wharf when -the fire broke out, and at the coroner’s investigation the jury found -“that the ship _Sovereign_ _of the Seas_ was wilfully, maliciously -and feloniously set on fire on the 10th September, and that there -was sufficient evidence to commit one of the ship’s sailors, then in -custody of the water police, on the charge.” The Sydney fire brigade -fought the flames for a whole day without avail; then half a dozen -ship’s carpenters attempted to scuttle her, but all in vain, and she -was left to her fate. - -The _Ocean Chief_, which was burnt at the Bluff, New Zealand, was also -said to have been set on fire by her crew. - -The first _Empress of the Seas_ was burnt at Queenscliff on the 19th -December, 1861, three months after the _Sovereign of the Seas_ had been -set on fire at Sydney. - - -“Blue Jacket’s” Figure-head. - -The first _Blue Jacket_ left Lyttelton, N.Z., homeward bound, and was -abandoned on fire off the Falkland Isles on 9th March, 1869. Nearly -two years later, on 8th December, 1871, to be exact, _Blue Jacket’s_ -figure-head was found washed up on the shore of Rottnest Island, off -Fremantle, Western Australia. Part of it was charred by fire, but there -was no mistaking the identity of the figure-head, which was described -as “a man from the waist up, in old sailor’s costume, a blue jacket -with yellow buttons, the jacket open in the front, no waistcoat, loose -shirt, and large knotted handkerchief round the neck; with a broad belt -and large square buckle and cutlass hilt at the side. On either side of -the figure-head was a scroll, saying:—‘Keep a sharp lookout!’” - - -The Loss of the “Fiery Star.” - -On 1st April, 1865, the _Fiery Star_ left Moreton Bay for London. -On the 19th one of the men reported a strong smell of smoke in the -foc’s’le—this soon burst forth in volumes and a fire was located in -the lower hold. The captain, named Yule, immediately had all hatchways -battened down and ventilation pipes blocked up. The ship was running -free, 400 miles from Chatham Island. A few days before a heavy sea had -made matchwood of two of the boats, so the westerlies were evidently -blowing strong. - -On the 20th a steam pump was rigged down the fore hatchway, and wetted -sails were fastened over all scuttles and vents in the deck. But the -fire continued to gain, and at 6 p.m. it burst through the port bow -and waterways. The four remaining boats were at once provisioned and -got over the side. Seeing that there was not room for everybody in the -boats, Mr. Sargeant the chief officer, 4 A.B.’s and 13 apprentices -agreed to stand by the ship—the remainder of the passengers and crew, -to the number of 78, leaving in the boats under the captain. - -As soon as the boats had left, Mr. Sargeant renewed every effort to -subdue the fire, and at the same time altered his course to get into -the track of other ships. Then for 21 days he and his gallant band -fought the flames and the numerous gales of those regions. Finally on -11th May, when the foremast was almost burnt through and tottering, a -ship called the _Dauntless_ hove in sight and took the mate and his -worn-out crew off the doomed _Fiery Star_. - -For their gallantry in remaining behind, Mr. Sargeant and his men -were presented with £160 by the people of Auckland, New Zealand, and -right well they deserved it, for in all the glorious history of our -Mercantile Marine fewer brave acts have ever been recorded. - - -Some Famous Coal Hulks. - -Many an old Black Baller ended her days as a coal hulk. Even the winter -North Atlantic could not down the _Red Jacket_ and _Donald Mackay_, -and eventually _Red Jacket_ went to Cape Verde and _Donald Mackay_ to -Madeira as coal hulks. How many of the Union-Castle passengers knew, -when they cast their eyes pityingly or perhaps disdainfully on the -grimy looking hulk floating a cable’s length or so away from their -spotless liner, that they were looking upon a crack passenger ship of -their grandfather’s day. - -_Light Brigade_ was a coal hulk at Gibraltar for many years, having as -a companion the famous _Three Brothers_. - -The _Golden South_, after lying in Kerosene Bay, Port Jackson, for -about twenty years with her holds full of coal, was burnt through -sparks from the old reformatory ship _Vernon_ falling upon her decks. -The burning of the two ships lit up the hills for miles round, and many -an old time Sydney-sider will remember the spectacle. - - -Loss of the “Young Australia.” - -The _Young Australia_, after ten years’ successful trading between -England and Brisbane, was wrecked on the north point of Moreton Island -on 31st May, 1872, when homeward bound, just four and a half hours -after leaving her anchorage off the pilot station. Whilst the ship was -in the act of going about, the wind fell calm and the heavy easterly -swell and southerly current set the ship towards the rocks. The anchor -was let go too late, and the heavy swell hove the ship broadside on to -the rocks. With some difficulty the passengers were got ashore; and -before night, owing to the way in which the heavy swell was grinding -the ship on the rocks, it was deemed advisable for the crew to abandon -her. - -[Illustration: “LIGHT BRIGADE.”] - -[Illustration: “YOUNG AUSTRALIA.”] - -By the 6th June the wreck had broken in half and was full of water, and -on the 7th it was sold by auction in Brisbane, and after some brisk -bidding was knocked down to a Mr. Martin for the sum of £7100. - -The _Champion of the Seas_ foundered off the Horn when homeward bound -in 1877. - -The _White Star_ was wrecked in 1883. - -_Southern Empire_ fell a victim to the North Atlantic in 1874. - -_Royal Dane_ was wrecked on the coast of Chile when homeward bound with -guano in 1877. - -The _Morning Star_ foundered on a passage from Samarang to U.K. in 1879. - -The _Shalimar_ was bought by the Swiss and the _Morning Light_ by the -Germans, who renamed her _J. M. Wendt_. - -The _Queen of the Colonies_ was wrecked off Ushant in 1874, when bound -from Java to Falmouth. - -The _Legion of Honour_ went ashore on the Tripoli coast in 1876, after -changing her flag. - - -The Fate of “Marco Polo.” - -The _Marco Polo_ in her old age was owned by Wilson & Blain, of South -Shields; then the Norwegians bought her. After years in the Quebec -timber trade, she was piled up on Cape Cavendish, Prince Edward Island, -in August, 1883, and on the 6th her cargo of pitch-pine and the famous -old ship herself were sold by auction and only fetched £600. - -And so we come to the end of a short but wonderful period in the -“History of Sail.”—_Sic transit gloria mundi._ - - - - -Footnote. - - -[A] Her first voyage was the one to Mobile. - - - - -PART II.—“THE WOOL CLIPPERS.” - -(_Wood and Composite Ships_). - - With tallow casks all dunnaged tight, with tiers on tiers of bales, - With cargo crammed from hatch to hatch, she’s racing for the sales; - A clipper barque, a model ship, a “flyer” through and through, - O skipper bluff! O skipper brave! I would I went with you! - - —G. J. BRADY. - - -The Carriers of the Golden Fleece. - -If it was the discovery of gold that founded Australia’s fortune, the -Golden Fleece and the Wheat Sheaf have set it upon a rock. - -It was the gold fever that swept the great tide of emigration in the -direction of the Southern Cross and carried the star of the Liverpool -shipowners upon its flood, but that star began to set as soon as the -output of alluvial gold began to diminish, as soon, indeed, as the -great soft-wood clippers of the Black Ball and White Star began to -grow water-soaked and strained, for their prosperity may be said to -have ended with the sixties and had scarcely a longer run than the -classification of their ships. But the percentage of emigrants landed -by these ships, who stuck for any time to the elusive hunt for gold, -was very small; and the greater number of the gold seeking emigrants -eventually settled and worked on the homesteads and great runs of the -interior, with the natural result that there was a large and steady -increase in the output of wool, hides, tallow, wheat and other land -products. - -The huge Liverpool emigrant ships, however, were not fitted for the -economical transport of these products to their central market in -London. They were too big for one thing, for, in those early days, -wool and tallow dribbled into the big ports in small amounts; also the -repair bills of these soft-wood clippers were an ever increasing item -to put against their freight receipts. - -Thus it came about that the wonderful American-built ships dropped out -of the running. But their London rivals, the beautiful British-built -hard-wood ships of half their size, having no heavy repair bills, being -splendidly built of that imperishable wood teak, and being able to fill -up their small holds quickly, continued to carry passengers outward and -wool homeward until supplanted in their turn by the magnificent iron -clippers of the Clyde, Liverpool and Aberdeen. - -=The London Wool Sales.= - -These were the days when great races home from Australia took place—not -only did ship race against ship, but it was the aim and object of -every skipper to get his ship home in time for the first wool sales in -London. And in the wool trade, unlike the custom in the tea trade, the -fastest ships were loaded last—the pride of place—that of being the -last ship to leave an Australasian port for the London wool sales being -reserved for that which was considered the fastest ship in the trade. - -In the eighties, when the tea trade was entirely in the hands of the -steamers, this pride of place in Sydney was always kept for Willis’ -famous clipper, _Cutty Sark_, no other ship, either wood or iron built, -being able to rival her passages both out and home in the wool trade. - -The London wool sales took place in January, February and March, and -the lists of the first sales were closed as soon as a sufficient -number of cargoes had arrived or been reported in the Channel. Thus -it was the aim of every skipper to get reported as soon as possible -after reaching the Channel, as the cargoes of ships reported in the -Channel by noon on the opening day of the sales were included in the -sale lists. Whereas if a captain missed the sales, his cargo would -have to be warehoused for perhaps two or three months until the next -sales, thus involving extra expenses such as warehouse charges, loss of -interest, etc., not to speak of the possibility of a fall in the price -of wool. - -In those days signal stations were not as numerous on our coasts as -they are now, and so wool clippers on arriving in the Channel kept a -specially sharp look-out for fishing smacks or pilot cutters to take -their reports on shore. Occasionally the captains of the late-starting, -crack ships were promised substantial cheques if they caught the sales -and truly it was money well earned. - -=The Lost Art of the Stevedore.= - -In the present days of steam, steel and water ballast, stevedoring is -no longer the fine art which it used to be in the days of masts and -yards, clipper keels and oak frames. - -As every sailor knows, no two ships are alike, even when built from -the same moulds; and though this is the case with every water-borne -vessel, it is specially noticeable with that almost living thing—the -sailing ship. Not only does every sailing ship have its own character -as regards its stability, but its character often changes with age, -etc., and no tables can give the exact way in which its cargo should be -loaded as regards weights and trim. The hand books on the subject give -rough, general rules, but the captain of a ship, from his own first -hand knowledge of his ship’s peculiarities, would always give careful -instructions to the stevedore as to how he wanted the weights of the -cargo placed or distributed. - -So first of all the old time stevedore had to load his ship in -accordance with her own particular character and the wishes of her -captain. Next he had to be an expert packer, especially with a wooden -ship with a hold cut up by big oak frames and knees. No space was -wasted. There is an old story told of a stevedore loading the little -Tasmanian barque _Harriet McGregor_, who sang out to his mate on the -wharf, “Sling us down a box of pickles, Bill!” Then the stevedore had -all sorts of goods in a general cargo, some of which could not be -stowed near each other, such as soda, which melts at sea and destroys -cottons, etc. Also washed wool, leather, flour or wheat would be -damaged if stowed with tallow and greasy wool. Other goods could only -be stowed in the hatches, such as cases of glass, whilst wine and -spirits had to be stowed aft to be out of the way of the crew. - -Instances have been known also of ships coming home from Australia with -their iron masts packed full of bullocks’ horns, shank and knuckle -bones, which were more generally used for broken stowage. - -An amusing case with regard to bullocks’ horns and knuckle bones -happened on one of Carmichael’s ships, through the mate signing the -bills of lading without examining them. He signed for so many horns, -so many shank bones and so many knuckle bones loose. On arrival in -London the consignee sent a lighter for the horns, and intimated that -he wanted the shank bones delivered entirely separate from the knuckle -bones. Carmichael’s got out of it by some very plain speaking, the -mate’s receipts proving that a fraud had been attempted. - -Bags of pearl shell were generally used in Sydney to fill up cargo near -the hatches; and I find in July, 1868, that the _Jerusalem_, (Captain -Largie) shipped 9 tons of mother-of-pearl shell at Melbourne in small -casks and 3-foot cases. - -Below are specimens of early cargoes home from Australia in the -sixties, with port charges, pilotage dues, etc. - -The ship _Omar Pasha_, Captain Thomas Henry, belonging to Messrs. G. -Thompson, Sons & Co., of - -Aberdeen, took in at Melbourne, in October, 1864:— - - 3550 bales of wool, - 14,000 hides, - 80 casks of tallow, - 20 tons spelter, - 4000 ounces of gold - -and 12 cabin passengers. With the above she drew 19 ft. aft and 18 ft. -9 in. forward, her best trim at sea. The ballast of stones, spelter -and hides was estimated at 430 tons. The wool was screwed in; and the -dunnage, stones and horns, was 12 inches thick in the bottom and 15 -inches in the bilges. Port charges were 1s. per ton; pilotage in £28 -18s. 6d.; out £28 18s. 6d. - -The ship _Transatlantic_, Captain Philip, belonging to Messrs. G. -Thompson, Junr., & Co., of London, took in at Sydney, June, 1864:— - - 1360 bales of wool, - 135 casks of tallow, - 5300 hides, - 300 bags and 40 cases Kauri gum, - 50 tons of iron bark timber. - -She had no ballast. Dunnage wood in the bottom 9 inches, bilges 12 -inches, one treenail between the wool and the sides. So laden, she drew -14½ ft. aft, 14 ft. forward. Her best sea trim was 6 inches by the -stern. Port charges at Sydney, customs entry and shipping office £4 -4s.; pilotage out 4d. per ton; the same in. - -The ship _Queen of Nations_, Captain Thomas Mitchell, belonging to -Messrs. G. Thompson & Co., left Sydney on 21st September, 1865, loaded -with:— - - 484 bales of wool, - 44 bales of cotton, - 1037 casks of cocoanut oil, - 219 casks of tallow, - 2602 ingots and plates of copper, - 62 tons of gum, - 9452 hides. - -For ballast she had 30 tons of kentledge; dunnage, treenails and bones, -12 inches in the bottom, 18 in the bilges and 6 in the sides. The hides -were laid from two beams abaft the foremast to the mizen mast; oil on -the hides, with a tier of tallow between; the wool, cotton, gum, etc., -in the ’tween decks. Her best trim was 9 inches by the stern. So laden -she drew 18 ft. forward and 18½ ft. aft. Pilotage in £14 2s.; out £14 -2s. - -The _Murray_, under the command of Captain J. Legoe, belonging to -Anderson’s Orient Line, left Adelaide in December, 1863, loaded with:— - - 3182 bales of wool, - 19,522 ingots of copper, - 1590 bags of silver lead ore, - 473 bags of copper ore, - 35 boxes silver lead ore, - 15 bales of leather, - 277 calf skins, - 1150 horns, - 16 cases and 10 casks of wine. - -She had a full complement of passengers, who occupied 250 tons of cargo -space. So laden she drew 15½ ft. forward and 16 ft. 2 in. aft, her -best draught for sailing being 15 ft. forward and 15 ft. 8 in. aft. -Port charges, harbour dues and light and tonnage dues £28 11s. 6d.; -pilotage in and out £17. - -=Screwing Wool.= - -As every sailorman knows, wool is screwed into a ship’s hold like -cotton; and a good captain in the old days would see that his ship -was jammed so tight with bales that one would think her seams would -open—indeed wood and composite ships always used to have their decks -and topsides well caulked before loading wool. As showing how much the -amount of wool loaded depended upon the captain, Captain Woodget used -to get 1000 bales more into the _Cutty Sark_ than his predecessor. He -made a habit of spending most of the day in the ship’s hold and thought -nothing of having a tier or half longer pulled down and restowed if he -was not satisfied with the number of bales got in. - - You can dunnage casks o’ tallow; you can handle hides an’ horn; - You can carry frozen mutton; you can lumber sacks o’ corn; - But the queerest kind o’ cargo that you’ve got to haul and pull - Is Australia’s “staple product”—is her God-abandoned wool. - For it’s greasy an’ it’s stinkin’, an’ them awkward, ugly bales - Must be jammed as close as herrings in a ship afore she sails. - For it’s twist the screw and turn it, - And the bit you get you earn it; - You can take the tip from me, sir, that it’s anything but play - When you’re layin’ on the screw, - When you’re draggin’ on the screw, - In the summer, under hatches, in the middle o’ the day. - -So sings the Australian sailor’s poet Brady. - -In the sixties the bales of wool were pressed on shore by hydraulic -power, then lashed with manila or New Zealand hemp, or hoop iron, at -the ship’s expense. The bales were generally pressed on their flats, -but sometimes, for the sake of stowage, on their ends, when they were -called “dumps.” They had to be stowed immediately after being pressed, -as if left for any time, especially in the sun, the wool would swell -and carry away the lashings. There were from 8 to 12 lashings for -each package of Sydney wool, which were called single dumps, doubles, -trebles and fourbles, according to the number lashed together, trebles -being the most common. - -[Illustration: House Flags.] - -The actual loading of a wool cargo was a slowish process, and sometimes -attended with danger to the stowers if great care was not used, as -wool bales have great elasticity. A description of the uses of screws, -sampson posts, trunk planks, toms, shores, etc., would, I fear, be so -technical as to be wearisome. - -One of the chief dangers in a wool cargo is spontaneous combustion. -This caused the end of several fine ships, such as the _Fiery Star_ -and the new Orient liner _Aurora_. Spontaneous combustion was likely -to happen if the bales were wet or damp, either when loaded or through -contact with other damp cargo, dunnage, ballast or even sweating water -tanks. Often enough the wool got a wetting on its way to the ship, and -though possibly afterwards sun-dried on the outside of the bales, so -that to all appearances it was perfectly dry, was really damp inside -and very inflammable. Some Australian wool growers contended that the -practice of clipping sheep in the morning when the fleeces were heavy -with dew was a cause of spontaneous combustion. - -Wool, of course, being a very light cargo, requires stiffening, but -hides, tallow, etc., were generally used as deadweight, also copper -ore. A ship with a wool cargo was reckoned to require two-thirds of the -ballast necessary when in ballast only. Wool freights in the early days -were 1d. per lb., and gradually fell to a farthing per lb.—this was for -washed wool: the freight for greasy wool, which had not been cleaned -and was therefore heavier than washed wool, being about 25% less. - - -The Aberdeen White Star Line. - -Amongst the pioneers of the trade with the Colonies George Thompson, -of the Aberdeen Clipper Line, known to generations of Australians as -the Aberdeen White Star Line, holds a foremost place. The history -of this celebrated firm dates back to the year 1825, when its first -representative, a clipper brig of 116 tons named the _Childe Harold_, -was sent afloat. - -It may safely be said that from that hour the Aberdeen White Star -Line has never looked back. From the first it earned a reputation for -enterprise and good management. Amongst its fleet were numbered some -of the earliest clipper ships built in the United Kingdom, ships whose -records were worthy to rank with those of the celebrated Black Ball and -White Star Lines; and which in their liberal upkeep had little to learn -from even such aristocrats of the sea as the Blackwall frigates. - -Until the discovery of gold, the green clippers ran regularly to -Sydney, but when all the world began to take ship for Melbourne, the -port of the gold region, it was only natural that some of the Aberdeen -White Star ships should be put on the Melbourne run, and from that date -the little flyers from Aberdeen were as well known in Hobson’s Bay as -Sydney Cove. - -The ships were all built in the yard of Walter Hood, of Aberdeen, -in whose business Messrs. Thompson held a large interest, and were -all designed by Walter Hood with the exception of the celebrated -_Thermopylae_. - -George Thompson, who founded the line, was joined, in 1850, by his -son-in-law the late Sir William Henderson, and later on Mr. Thompson’s -sons, Stephen, George and Cornelius, came by turns into the partnership. - -The following is a complete list of the wood and composite ships of the -Aberdeen White Star fleet, dating from 1842:— - -List of the Wood and Composite Ships of the Aberdeen White Star Fleet. - - 1842 _Neptune,_ wood ship 343 tons. - 1842 _Prince of Wales_ „ „ 582 „ - 1846 _Oliver Cromwell_ „ „ 530 „ - 1846 _Phoenician_ „ „ 530 „ - 1849 _John Bunyan_ „ „ 470 „ - 1850 _Centurion_ „ „ 639 „ - 1852 _Woolloomoolloo_ „ „ 627 „ - 1852 _Walter Hood_ „ „ 936 „ - 1853 _Maid of Judah_ „ „ 756 „ - 1854 _Omar Pasha_ „ „ 1124 „ - 1855 _Star of Peace_ „ „ 1113 „ - 1856 _Wave of Life_ „ „ 887 „ - 1857 _Damascus_ „ „ 964 „ - 1857 _Transatlantic_ „ „ 614 „ - 1858 _Moravian_ „ „ 996 „ - 1860 _Strathdon_ „ „ 1011 „ - 1861 _Queen of Nations_ „ „ 872 „ - 1862 _Kosciusko_ „ „ 1192 „ - 1864 _Nineveh_ „ „ 1174 „ - 1864 _Ethiopian_ „ „ 839 „ - 1865 _George Thompson_ „ „ 1128 „ - 1866 _Christiana Thompson_ „ „ 1079 „ - 1866 _Harlaw_ „ „ 894 „ - 1867 _Thyatira_ comp. ship 962 „ - 1867 _Jerusalem_ wood ship 901 „ - 1868 _Thermopylae_ comp. ship 948 „ - 1868 _Ascalon_ wood ship 938 „ - 1869 _Centurion_ comp. ship 965 „ - 1870 _Aviemore_ wood ship 1091 „ - -No ships that ever sailed the seas presented a finer appearance than -these little flyers. They were always beautifully kept and were easily -noticeable amongst other ships for their smartness: indeed, when lying -in Sydney Harbour or Hobson’s Bay with their yards squared to a nicety, -their green sides[B] with gilt streak and scroll work at bow and stern -glistening in the sun, their figure-heads, masts, spars and blocks all -painted white and every rope’s end flemish-coiled on snow-white decks, -they were the admiration of all who saw them. - - There’s a jaunty White Star Liner, and her decks are scrubbed and - clean - And her tall white spars are spotless, and her hull is painted green. - Don’t you smell the smoky stingo? Ech! ye’ll ken the Gaelic lingo - Of the porridge-eating person who was shipped in Aberdeen. - —Brady. - -From the first to the last they were hard-sailed ships, and some of the -fastest were often sent across to China for a home cargo of tea, though -the _Thermopylae_ was the only _bona-fide_ tea clipper in the fleet. - -On the outward passage, whether to Sydney or Melbourne, they generally -carried a few first-class passengers, but it was only during the very -height of the gold rush that their ’tween decks were given up to a live -freight. - - -The “Phoenician.” - -The first of the Aberdeen White Star fleet to make a reputation for -speed was the celebrated _Phoenician_, under the command of one of the -best known passage makers of the day, Captain Sproat. - -Her dimensions were:— - - Length of cut keel 122 feet. - Rake of stem 25 „ - Rake of sternpost 7 „ - Extreme breadth 27 feet 5 inches. - Depth of hold 19 „ 1 „ - Registered tonnage (old) 526 tons. - „ „ (new) 478 „ - Deadweight capacity 780 „ - -Her first three voyages were considered extraordinarily good for those -days. - - 1849-50 London to Sydney 90 days—Sydney to London 88 days. - 1850-51 London to Sydney 96 days—Sydney to London 103 days. - 1851-52 London to Sydney 90 days—Sydney to London 83 days. - -The _John Bunyan_ in 1850 made the run home from Shanghai in 99 days, -which, even though she had a favourable monsoon, was a very fine -performance. - -The _Walter Hood_ on her maiden voyage under the command of Captain -Sproat made the passage out to Australia in 80 days, and the account -given in the papers remarks:—“Her sailing qualities may be judged from -the fact of her having run during four several days 320 miles each 24 -hours.” - -The _Maid of Judah_ had the honour of taking out the Royal Mint to -Sydney in 1853. Her dimensions are interesting to compare with those of -the _Phoenician_, so I give them:— - - Length of keel 160 feet. - Length over all 190 „ - Beam 31 „ - Depth of hold 19 „ - -The _Queen of Nations_, under Captain Donald, went from Plymouth to -Melbourne in 87 and 84 days; but the fastest of these earlier clippers -was the well-known _Star of Peace_, which made four consecutive -passages to Sydney of 77, 77, 79, and 79 days under the redoubtable -Captain Sproat. - -I remember seeing a picture of this fine clipper, representing her off -the Eddystone when homeward bound. She was a very rakish looking craft -with long overhangs and carried a heavy press of sail, which included -double topsails, skysails, main and mizen sky staysails and also -three-cornered moonsails stretching to the truck of each mast. - -The _Ethiopian_, on her first voyage to Melbourne, went out in 68 -days under Captain William Edward. She sailed her last voyage under -the British flag in 1886. She was then rigged as a barque, and on -her passage home from Sydney had a remarkable race with the iron -_Orontes_, belonging to the same owners. The two vessels cast off -their tugs together outside Sydney Heads, sighted each other off the -Horn, were becalmed together in the doldrums, spoke the same ship off -the Western Isles; and when the chops of the Channel were reached, -the _Ethiopian_ was hove to taking soundings in a fog, when the -_Orontes_ came up under her stern within hailing distance. Finally -the _Ethiopian_ got into the East India Docks one tide ahead of the -_Orontes_, thus winning the race and a considerable sum in wagers. - - -The Lucky “Nineveh.” - -The _Nineveh_, built the same year as the _Ethiopian_, was an extremely -lucky ship in her freights and passengers and made a great deal of -money. Old Stephen Thompson was so pleased that he gave Captain Barnet -a banquet at the Holborn Restaurant, and all through the dinner kept -toasting “the lucky _Nineveh_.” - - -The “Jerusalem.” - -These wooden clippers were often very tender coming home with wool, -as the following reminiscence given by Coates in his _Good Old Days -of Shipping_ will show:—“Apropos of _Jerusalem_, I remember a most -exciting race with the large American ship _Iroquois_. We were homeward -bound from the Colonies, flying light and very crank, a not uncommon -condition with a wool cargo. The Yank was first sighted on our quarter, -the wind being quarterly, blowing moderately, though squally at times. - -“Whilst the wind remained so the _Iroquois_ had no chance, but when -it freshened the _Jerusalem_ heeled over to such an extent that it -necessitated sail being taken in. Soon the American was ploughing -along to leeward carrying her three topgallant sails and whole mainsail -and going as steady as a die, whilst the _Jerusalem_ was flying along -with fore and main lower topgallants and reefed mainsail, but heeling -over to such a degree that one could barely stand upright, the water -roaring up through the lee scuppers, and during the squalls lipping in -over the rail. - -“In a short time the topgallant sails and mainsail were handed and -preparations made to reef the fore topsail. By this time, however, the -_Iroquois_ had just passed the beam, when, apparently, her skipper, -satisfied to have passed us, snugged his ship down to three reefed -topsails and we shortly after lost sight of her in a blinding squall.” - -And Coates goes on to say:—“To see this ship when moderately light was -a great pleasure, her lines were the perfection of symmetry. In one day -I remember 324 miles being got out of this ship; she was one of the -first to carry double topgallant yards.” - -As a matter of fact, the _Jerusalem_ was generally considered the -fastest ship in the fleet next to _Thermopylae_. She made several very -good passages from China in the seventies of under 110 days. Captain -Crutchley, in his book _My Life at Sea_, gives an instance of her -speed, in describing how she raced ahead of the tea clipper _Omba_, -both ships being bound up the Channel with a strong beam wind. On this -occasion, however, it was the _Omba_ which was the tender ship, as she -could not carry her royals though the _Jerusalem_ had all plain sail -set. - -The _Thyatira_, Thompson’s first composite ship, was also a very -ticklish vessel to handle when wool-laden. On her maiden voyage she -went out to Melbourne in 77 days, but took 96 days to get home, during -which passage she gave her officers much anxiety owing to her extreme -tenderness. - - -Captain Mark Breach’s First Encounter with his Owner. - -Captain Mark Breach, one of the best known of the Aberdeen White Star -captains, entered the employ of the firm as second mate on the newly -launched _Thyatira_. The _Thyatira_ was on the berth for Melbourne -when he joined her. On his second day aboard he was superintending the -stowage of cargo in the hold, when old Stephen Thompson came down to -have a look round. The _Thyatira’s_ owner happened to be smoking a fine -meerschaum pipe, and young Breach, being completely ignorant of the -identity of the visitor, immediately went up to him and informed him -in no uncertain language that his lighted pipe was dead against all -rules and regulations. Mr. Thompson, without disclosing his identity, -at once apologised and returned his pipe to its case. Presently when -the visitor had departed, the mate asked Mr. Breach what he had been -talking to Mr. Thompson about. And one may well imagine that the new -second mate was somewhat scared when he learnt that it was his owner -to whom he had been laying down the law. However, the mate comforted -him by telling him that Stephen Thompson had been very pleased and -prophesied that he would be a good servant to the company. - -Mark Breach afterwards served as mate of the _Miltiades_, then -commanded the _Jerusalem_, _Aviemore_, and finally the famous -_Patriarch_. - -The _Thyatira_ was a very favourite ship and made some very good -passages. She and the _Jerusalem_ both loaded tea home from China on -more than one occasion, and made passages of under 110 days in the N.E. -monsoon. - - -The “Thermopylae.” - -_Thermopylae’s_ career I have already dealt with fully in the _China -Clippers_. Her sail plan was cut down twice in her old age, thus taking -off a good deal of her speed in light weather, but even then there were -not many vessels which could give her the go-by, either in light or -heavy weather. - - -The “Centurion.” - -The second _Centurion_ was launched in the spring of 1869, and -measured:—Length 208 ft.; beam 35 ft.; depth 21 ft. Captain Mitchell -overlooked her building and was her first commander. She was a very -fast ship and he always hoped to beat the _Thermopylae_ with her, but -never succeeded. - -On her first voyage she went out to Sydney in 69 days. It was a light -weather passage and she never started the sheets of her main topgallant -sail the whole way. She is stated to have made 360, 348 and 356 miles -in three successive days running down her easting, but I have been -unable to verify these runs. Captain Mitchell died on her second voyage -just before reaching the Channel homeward bound. She also made some -creditable tea passages, but was mostly kept in the Sydney trade. In -1871 she went out in 77 days and in 1872 in 78 days. - - -The “Aviemore.” - -The _Aviemore_ was the last of the wooden ships, and at the date of -her launch, the first iron ship built for Thompsons, the celebrated -_Patriarch_, had already proved herself such a success as to put all -idea of building any but iron ships in the future out of the question. - - -The Fate of the Early White Star Clippers. - -The first _Centurion_ ended her days as a total loss in 1866. - -The _Walter Hood_ was wrecked near Jervis Bay Lighthouse, New South -Wales, on 27th April, 1870, when bound from London to Sydney with -general cargo, her captain and 12 men being drowned. - -The _Woolloomoolloo_ ended her days under the Spanish flag and was -wrecked in 1885. - -The _Maid of Judah_ was sold to Cowlislaw Bros., of Sydney, in 1870. In -December, 1879, she left Sydney for Shanghai, coal-laden, with Captain -Webb in command, and the following June was condemned and broken up at -Amoy. - -The _Omar Pasha_ was burnt at sea in 1869, when homeward bound from -Brisbane, wool-laden. - -The celebrated _Star of Peace_, after being run for some years by -Burns, Philp & Co., of Sydney, was converted into a hulk at Thursday -Island, being only broken up in 1895. - -The _Wave of Life_ was sold to Brazil, and sailed as the _Ida_ until -1891, when she was renamed _Henriquita_. Finally she was condemned and -broken up in March, 1897. - -The _Damascus_ was bought by the Norwegians, who changed her name to -_Magnolia_. On 1st September, 1893, she stranded at Bersimis and became -a total loss. - -The _Transatlantic_ was rebuilt in 1876; in 1878 she was owned by J. L. -Ugland, of Arendal; and on 15th October, 1899, when bound to Stettin -from Mobile, she foundered in the Atlantic. - -The _Moravian_ was sold to J. E. Ives, of Sydney, and ended her days as -a hulk, being broken up at Sydney in March, 1895. - -The _Strathdon_, under the name of _Zwerver_, did many years’ service -with the Peruvian flag at her gaff end. She was broken up in 1888. - -The _Queen of Nations_ was wrecked near Woolloagong, New South Wales, -on 31st May, 1881, when bound out to Sydney. All hands were saved -except one. - -The _Kosciusko_, like the _Maid of Judah_, was bought by Cowlislaw -Bros., being broken up at Canton in 1899. - -The _Nineveh_ was bought by Goodlet & Smith, of Sydney. She was -abandoned in the North Pacific in February, 1896. - -The _Ethiopian_ was sold to the Norwegians. In October, 1894, when -bound from St. Thomas to Cork, she was abandoned near the Western -Isles. She was afterwards picked up 15 miles from Fayal and towed into -St. Michael’s, where she was condemned. - -The _George Thompson_ passed through the hands of A. Nicol & Co., of -Aberdeen, and J. Banfield, of Sydney, to the Chileans. On 13th June, -1902, she was wrecked at Carlemapu. - -The _Christiana Thompson_ went to the Norwegians and was renamed -_Beatrice Lines_. She was wrecked near Umra in Norway on 7th October, -1899. - -The _Harlaw_ was wrecked at Hongkong in 1878. - -The _Jerusalem_, like many of the others, was converted into a -barque in her old age. In 1887 she was bought by the Norwegians. On -28th October, 1893, she left New Brunswick for London with a cargo -of pitch-pine and resin and never arrived, the usual end of timber -droghers on the stormy North Atlantic. - -The _Thyatira_ was bought by J. W. Woodside & Co., of Belfast, in 1894. -In July, 1896, when bound from London to Rio with general cargo, she -was wrecked at Pontal da Barra. - -The _Ascalon_ was bought by Trinder, Anderson & Co. in 1881. They ran -her for nine years and then sold her to the Norwegians. She was wrecked -on 7th February, 1907, at Annalong, when bound from Runcorn to Moss. - -The second _Centurion_ left Sydney for Newcastle, N.S.W., on 17th -January, 1887; at 1.30 a.m. whilst off the Heads, the tug’s line -carried away: the ship drifted on to the North Head, struck and then -sank in 18 fathoms, barely giving her crew 15 minutes to get clear. - -The _Aviemore_ was bought by the Norwegians. In October, 1910, she -left Sandejford for the South Shetland where she was converted into a -floating oil refinery. Later she was resold to the Norwegians, and I -have a snapshot of her taken in Bristol in 1915, rigged as a barque -with a stump bowsprit. - - -Duthie’s Ships. - -Another well-known Aberdeen firm which was a pioneer in the Australian -trade was Duthies. They were builders as well as owners. The original -William Duthie started his shipbuilding business over 100 years ago. -Besides owning many of the ships he built, he was also a large timber -merchant, and kept some vessels in the North American timber trade. -He was also one of the first to send ships to the Chinchas and Peru -for guano. He eventually turned over his shipbuilding business to his -brothers John and Alexander, but retained his interest in some of the -ships. - -The first of Duthie’s ships of which I have any record is the _Jane -Pirie_, of 427 tons, built in 1847 for the Calcutta trade and commanded -by a well-known skipper of those days, Captain James Booth. - -The next vessel to be launched by Duthie was the _Brilliant_ in 1850. -She measured 555 tons, and, commanded by Captain Murray and sailing -under Duthie’s house-flag, she became a very popular passenger clipper -in the time of the gold rush. On her first outward passage she went -from London to Melbourne in 87 days, and this was about her average. -She generally loaded wool for the London market at Geelong, and made -the homeward run in under 90 days. - -Few ships came home from the Antipodes in those days without gold dust -on board; and the _Brilliant_ on one occasion brought home 7 tons of -gold, giving Captain Murray an anxious time until he had it safely -handed over to the Bank of England. After a dozen years as a first -class passenger and wool clipper the _Brilliant_ was debased to the -guano and nitrate trades, being finally lost at sea when homeward bound -from Callao with a cargo of guano. - -The next of Duthie’s ships was the _James Booth_, of 636 tons, named -after the celebrated captain. She was launched in 1851 for the Calcutta -trade. - -In 1852 Duthie built the _Ballarat_, 713 tons, for the great shipowner -Duncan Dunbar. The _Ballarat_ distinguished herself by coming home from -Melbourne in 69 days in 1855. All these early ships had the famous -Aberdeen clipper bow and painted ports, and ably maintained the high -reputation of the Aberdeen clipper. - -In the sixties Messrs. Duthie launched the following well-known wool -clippers, all called after various members of the family:— - - 1862 _William Duthie_ wood ship 968 tons. - 1863 _Martha Birnie_ „ „ 832 „ - 1864 _John Duthie_ „ „ 1031 „ - 1867 _Alexander Duthie_ „ „ 1159 „ - 1868 _Ann Duthie_ „ „ 994 „ - -The ships were all three skysail yarders, and good passage makers; they -were kept almost entirely in the Sydney trade, and must have made good -dividends in those early days. The _John Duthie_ on one occasion made -£5000 freight for the wool passage home. Her commander at that time was -Captain Levi, a very well-known character, who always offered a glass -of Scotch and an apple to any visitor who came aboard his ship. - -The next Duthie ship was the _Abergeldie_, of 1152 tons. She was their -first ship with iron in her composition, having iron beams. She was -launched in 1869, the same year as the _Windsor Castle_, a beautiful -little wood ship of 979 tons, which Duthie built for Donaldson Rose. -This _Windsor Castle_ must not be confused with Green’s Blackwall -frigate of the same name. For some years both ships were trading to -Sydney, and one year there was more than a little confusion owing -to the two _Windsor Castles_ arriving out on the same day. Duthie’s -_Windsor Castle_ made many fine passages both out and home, her best -known commander being Captain Fernie. After being sold her name was -changed to _Lumberman’s Lassie_, and under this name she was for many -years a well-known Colonial trader, and finally a coal hulk. - - -Passages of Aberdeen Ships to Sydney, 1872-1873. - -The best passage made out to Sydney between these dates was that of the -iron tea clipper _Halloween_ on her maiden voyage. She left the Thames -on 1st July, 1872, crossed the line in 27° W. on the 20th, 19 days out, -crossed the meridian of the Cape on 10th August, 40 days out, ran her -easting down in 42° and arrived in Sydney on 8th September, 69 days out. - -Another very famous Aberdeen ship, the _Star of Peace_, left London, -21st September, 1873, and arrived at Melbourne on 16th December, 86 -days out. - -This little table will perhaps give a good idea of the usual passages -made by the wood and composite built ships. - - +-------------+--------+-------+-----+--------+-------+-------+----+ - | | | | |Crossed | Ran | | | - | | |Crossed| in |Meridian|Easting| |D’ys| - | Ship |Sailed |Equator|Long.|of Cape | Down |Arrived|Out | - | | | | | |in Lat.| | | - +-------------+--------+-------+-----+--------+-------+-------+----+ - | | 1872 | | ° | | ° | | | - |_Thyatira_ |Feb. 23|Mar. 20| 22 W|April 25| 42 S |May 23| 89 | - |_Ann Duthie_ |Mar. 5| „ 25| 27 | — | 48 | „ 24| 80 | - |_Ascalon_ | „ 5|April 2| 23 |April 30| 41 |June 7| 94 | - |_Maid of_ | „ 21| „ 18| 22 |May 21| — | „ 23| 94 | - | _Judah_ | | | | | | | | - |_Centurion_ |April 18|May 10| 22 |June 8| 39 |July 5| 78 | - |_John Duthie_|June 4|June 30| 27 |July 28| 42 |Aug. 29| 86 | - |_Strathdon_ |July 8|Aug. 14| 26 |Sept. 9| 45 |Oct. 25|109 | - |_William_ | „ 16| „ 17| 27 | „ 15| 44 | „ 31|107 | - | _Duthie_ | | | | | | | | - |_Ethiopian_ | „ 25| „ 29| 21 | — | — | „ 31| 98 | - | |1873 | | | | | | | - |_Harlaw_ |Feb. 5|Feb. 25| 23 |Mar. 22| 45 |April29| 83 | - |_Nineveh_ | „ 11|Mar. 8| 21 |April 3| 44 |May 1| 79 | - |_Aviemore_ |Mar. 14| „ 29| 23 |May 28| 45 |June 4| 82 | - |_Abergeldie_ |July 7| — | — |Sept. 1| 42 |Oct. 2| 87 | - +-------------+----------+-----+-----+--------+-------+-------+----+ - - -The South Australian Trade. - -During the sixties and seventies, when Sydney and Melbourne were -filling their harbours with the finest ships in the British Mercantile -Marine, Adelaide, in a smaller way, was carrying on an ever increasing -trade of her own, in which some very smart little clippers were making -very good money and putting up sailing records which could well bear -comparison with those made by the more powerful clippers sailing to -Hobson’s Bay and Port Jackson. - -From the early fifties South Australia had been sending wool home in -exchange for general cargoes from London. - -This trade was in the hands of two or three well-run firms, such as -the Orient, Devitt & Moore and Elder. These firms owned some beautiful -little composite ships, which up till now have received scant notice -in the annals of our Mercantile Marine. These little clippers, most of -them well under 1000 tons register, were driven as hard as any Black -Ball or White Star crack, and this without the incentive of publicity. - -Their captains, however, were always in keen rivalry and put a high -value on their reputations as desperate sail carriers. They made little -of weather that would have scared men who commanded ships of three -times the tonnage of the little Adelaide clippers, and they were not -afraid of a little water on deck—indeed, when running down the easting, -their ships were more like half-tide rocks than merchant vessels, being -swept from end to end by every roaring sea; and even in only a fresh -breeze their decks were hidden by a curtain of spray. - -It was a common saying that they took a dive on leaving the tropics, -came up to breathe at the Cape and did not reappear again till off Cape -Borda. A South Australian trader prided himself on carrying a main -topgallant sail when other ships were snugged down to reefed topsails; -and he considered that he had made a bad passage if he was not up -with Cape Borda in 70 days. Indeed he usually began to look for the -Australian coast about the 60th day out, and if he was at sea for much -longer than that without raising the land would begin to think that he -had overrun his distance and got into the Gulf of St. Vincent. - -It is not surprising, therefore, that the crews of these vessels rarely -knew what it was to have a dry shirt on their backs, and usually had -had more than enough of it by the time they were off Kangaroo Island; -thus it was the general thing for them to run on arrival. - -The late Mr. Barry wrote the following interesting account of the usual -homeward bound crew on a South Australian wool clipper:—“They loaded -some of the golden fleece at the Port and the rest perhaps at Port -Augusta at the head of Spencer’s Gulf. There one could see at times -quite a clump of pretty little clippers lying in the stream between -the mangrove-clad shores, waiting for the camel trains to come in from -Pekina and Coonatto and Mount Remarkable. Much rivalry there was too -between the ships, as to which should get her hatches battened down -first, complete her crew and clear away for the February wool sales. -And men in those days were not always easy to procure, for the long, -cold Cape Horn passage and the prospect of shipping again out of -London at 50s. per month were not very tempting experiences. Thus it -often happened crews ran in Port Adelaide and ‘runners’ or temporary -hands, just shipped for the trip, had to be engaged to take the vessel -round to Port Augusta. These returning by the _Penola_ or the _Royal -Shepherd_ or the _Aldinga_ left the shipmasters to trust in providence -for men to work the vessels home. But, now and again, bushmen coming -down country for a spree at ‘the Port’, a mere hamlet, consisting then -mainly of gnats, sand and galvanized iron, would be induced, once -their money was gone, to sign articles for the trip home. Men who had -never thought to use the sea again, bullock drovers, boundary riders, -shepherds and station hands of every description were thus often found -on board the clippers of the composite wool fleet. Many of them had -not been to sea for years; but before they had got the smell of ice in -their nostrils all the old tricks of the craft came back to them and -better crowds no skipper could wish for, if at times apt to be a little -intolerant and careless of discipline, with the liberal life of the -bush so close behind them. - -“A hard experience, too, it generally proved for them, quite unprovided -as they (for the most part) were with a sea-going outfit of any -description and dependent on the often scantily supplied slop chest. -And many a time when washing along the decks in icy Cape Horn seas -or hoisting the frozen canvas aloft, while hail and rain pelted and -soaked them, poorly fed, poorly clad, the merest sport of the bitter -southern weather, they regretted with oaths deep and sincere their snug -bunks and ‘all night in’ of the far away bush stations, where tempests -troubled them not and the loud command of ‘all hands’ was unknown. Nor, -as a rule, London Town once reached, did they lose any time in looking -for a ship bound to some part of the country they had so foolishly -left.” - - -The Orient Line. - -Of the firms which were chiefly instrumental in exploiting the South -Australian trade first mention should perhaps be made of the Orient -Line of clippers, the forerunners of the present Orient Line of -steamers. - -The Orient Line was originally started by James Thompson & Co., who had -a number of small ships and barques trading to the West Indies, then -Mr. James Anderson joined the firm and eventually became head partner, -upon which the name was changed to Anderson, Anderson & Co. - -The first of the firm’s Australian ships was the _Orient_ and this -vessel gave her name to the line. - -The Orient Line were nothing if not enterprising. Most of their -vessels were built in the Nelson Docks, Rotherhithe, to the designs -of Mr. Bilbe. Mr. Bilbe was a designer of great ability and he and -Mr. Perry, an old shipmaster, were the working partners of the Nelson -Dock, which consisted of a dry dock and a building yard, owned by -Anderson, Anderson & Co. Mr. James Anderson had a wonderful knowledge -of everything pertaining to ships and their business, and like many -an old-fashioned shipowner took a practical interest in his ships, -and nothing either in their design, construction or management was -undertaken without his approval. - -Messrs. Bilbe & Perry built one of the earliest composite clippers, the -_Red Riding Hood_. She was launched in 1857 some six years before the -first of the composite tea clippers. They also went in for iron ships -at an early date, their first iron ship, the _White Eagle_, being built -as far back as 1855. But owing chiefly to a very ill-advised strike of -shipwrights, the Thames builders found themselves unable to compete -with the North in iron shipbuilding and the Clyde took the trade which -should have belonged to the Thames. Thus 1866 saw the last of the -Thames composites to be built in the Nelson Dock when _Argonaut_ was -launched for the Adelaide trade. - -However, Messrs. Anderson, Anderson & Co. meant to have the fastest -ships procurable, and gave Hall, of Aberdeen, Steele, of Greenock and -the Sunderland shipyards each a chance to turn them out a flyer. - -=The “Orient.”= - -The _Orient_, the pioneer of the line, was launched at Rotherhithe in -1853, and measured:— - - Registered tonnage 1033 tons. - Length 184.4 feet. - Beam 31.7 „ - Depth 21.1 „ - -She was built to participate in the gold boom to Melbourne, and was -fitted to carry passengers under a poop 61 feet long. However she -was not destined to start life on the Australian run, for she had -barely been launched before she was taken up by the Government for the -transport of troops to the Crimea. At the landing at Alma in September, -1854, she was transport No. 78, carrying the 88th Connaught Rangers. -She managed to ride out the gale of the 14th November, 1854, off -Balaclava, in which 34 of the Allied ships were wrecked and over 1000 -lives lost. And in October, 1855, we find her acting as a hospital ship -during the expedition against Kinburn and Odessa. In 1856 she returned -to London and was then put on the berth for Adelaide. She sailed from -Plymouth under Captain A. Lawrence on the 5th July, 1856, with a full -passenger list, and hence forward was a favourite passenger ship in the -South Australian trade. - - -“Orient’s” Outward Passages. - -The following table gives her time out for twenty-one voyages under the -Orient flag. She generally took about 95 days coming home _via_ the -Cape, calling in at Capetown and St. Helena, as it was the custom with -ships carrying passengers. - -[Illustration: “ORIENT.” - -Arriving at Gibraltar with Troops from the Crimea. - -_From a lithograph._] - - +-----+----------------+----------+-----------+-----------+-----+ - | | | Date Left| Date Left | Date Arrd.| | - |Date.| Captain. | London. | Plymouth. | Port | Days| - | | | | | Adelaide. | Out.| - +-----+----------------+----------+-----------+-----------+-----+ - |1856 | A. Lawrence | June 28 | July 5 | Sept. 24 | 81 | - |1857 | „ | „ 28 | „ 2 | „ 22 | 82 | - |1858 | „ | „ 28 | „ 4 | „ 18 | 76 | - |1859 | „ | „ 28 | „ 2 | „ 23 | 83 | - |1860 | „ | May 29 | June 5 | Aug. 24 | 80 | - |1861 | „ | „ 26 | „ 1 | „ 20 | 80 | - |1862 | Harris | „ 27 | „ 2 | „ 24 | 83 | - |1863 | „ | — | May 1 | July 12 | 73 | - |1864 | „ | May 29 | June 2 | Aug. 22 | 81 | - |1865 | „ | April 29 | May 4 | July 20 | 77 | - |1866 | „ | Sept. 10 | Sept. 16 | Nov. 27 | 72 | - |1868 | R. de Steiger | Oct. 31 | Nov. 6 | Jan. 26 | 81 | - |1869 | „ | Aug. 29 | Sept. 1 | Nov. 24 | 84 | - |1870 | „ | Sept. 17 | „ 22 | Dec. 17 | 86 | - |1871 | „ | Aug. 28 | „ 2 | Nov. 27 | 86 | - |1872 | W. H. Mitchell | Nov. 4 | Nov. 7 | Jan. 27 | 81 | - |1873 | „ | Sept. 28 | — | Dec. 16 | 79 | - |1874 | „ | July 25 | Downs 27 | Oct. 19 | 84 | - |1875 | „ | „ 22 | Downs 25 | „ 16 | 83 | - |1876 | M. Haffner | „ 23 | — | „ 11 | 80 | - |1877 | „ | Aug. 21 | — | Dec. 3 | 104 | - +-----+----------------+----------+-----------+-----------+-----+ - - -“Orient” Nearly Destroyed by Fire. - -On 3rd November, 1861, the _Orient_ left Adelaide with 2600 bales of -wool, some copper ore and several passengers. Touching at the Cape she -left Table Bay on 18th December. On the morning of 2nd January, smoke -was observed to be rising from the fore hatch. Captain Lawrence at -once had the lower deck hatches lifted fore and aft, but there was no -smoke in the hold, which seemed to prove that the fire was confined -to the ’tween decks. The hands were turned to breaking out cargo, but -were driven from the fore hold after getting to the third beam aft of -the hatchway. The mainsail was then hauled up and the fore hatches put -on to prevent a current of air. The main hatchway was then opened and -an attempt made to break out the cargo from that hatch, but again -the crew were driven back. The hatches were next battened down and -every aperture closed. The carpenter was then ordered to bore holes -in the deck. He started in the galley and gradually worked forward -until he was over the seat of the fire. On this being found the fire -engine, condensing engine and every other means was brought into use -for pouring water below; and as fast as it went down it was sucked up -again by the ship’s pumps. The deck ports and scupper holes, also, were -closed and the deck itself kept some inches deep in water. - -Whilst the crew fought the fire, the passengers, under the direction of -the bosun, provisioned and lowered the boats and streamed them astern. -At 5 p.m. dense smoke began to issue from the scuttle under the fore -chains, the woodwork was charred, and the glass bull’s-eye melted. The -scuttles were immediately plugged and the deck cut through at this -place. The result was startling. Smoke and flames burst out in volumes. -All night long the crew kept doggedly at the pumps and fire engine. -Next day the women passengers were all transferred to a Dutch ship -which stood by the burning _Orient_. At last the fire was smothered and -on the 5th January the _Orient_ arrived at Ascension, where a large -portion of the cargo was taken out and examined. She was temporarily -repaired and then proceeded, and arrived safely in the London River. - -Twelve of her timbers were so charred that they had to be replaced, -together with the planking of the main deck as far aft as the main -hatch. The saving of this ship was a very fine performance and the -underwriters presented Captain Lawrence with a piece of plate worth -£100, and also £800 for himself, officers and crew. The steadiness and -discipline of both passengers and crew were worthy of all praise, and -undoubtedly saved the ship. - - -The “Orient” delivers her Carpenter’s Chest to the “Lammermuir” in -Mid-Ocean. - -In 1872 the _Orient_ was diagonally sheathed, and Captain Mitchell took -command of her. - -In 1873 the _Orient_ was just about to leave London for Adelaide, when -old John Willis, with his frock-coat flying open and his white hat on -the back of his head, came aboard and said to Captain Mitchell: “The -carpenter of my _Lammermuir_ has left his tool chest and tools behind; -will you take them out to Adelaide and deliver them to him.” - -“No,” replied Captain Mitchell, who was a skipper of the good old sort, -“but I will take them and deliver them before I reach the line.” - -The _Lammermuir_ had sailed some 10 days before on the 12th of -September to be exact. Old John Willis immediately offered to bet -Captain Mitchell £5 that he would not be as good as his word. The bet -was accepted and the _Orient_ sailed on 28th September. In 5° N. a ship -was sighted ahead and overhauled. It turned out to be the _Lammermuir_. -Signals were exchanged, and a boat put over with the chest on board, -and the _Lammermuir’s_ carpenter duly received his tools as Captain -Mitchell had promised. The two ships then parted company and the -_Orient_ eventually arrived at Adelaide on the 16th December, 79 days -out, the _Lammermuir_ arriving six days later. - -It was a great triumph, and the apprentices of the _Orient_ composed -a pumping chanty to the tune of “Marching through Georgia” to -commemorate it, the first verse of which ran as follows:— - - The _Lammermuir_ left London, boys, - A fortnight’s start she’d got, - She was bound to Adelaide, - Her passage to be short, - But the _Orient_ overhauled her - Before halfway she’d got - As we were sailing to Australia. - -In 1879 the _Orient_ was sold to Cox Bros., of Waterford, and she was -still afloat quite recently as a coal hulk at Gibraltar. - - -The Little “Heather Bell.” - -In 1855 Hall, of Aberdeen, built the little _Heather Bell_ for Brown & -Co., from whom the Orient Line bought her. Her measurements were:— - - Registered tonnage 479 tons. - Length 155 feet. - Beam 28.5 „ - Depth 17.5 „ - -She was not one of the South Australian traders, however, but ran -regularly to Sydney and Melbourne. She made herself famous by a -wonderful run home from Melbourne under Captain William Harmsworth. She -left Port Phillip Heads on 15th October, 1856, with a strong easterly -wind and took the route down the West Coast of Tasmania. In spite of -five days of easterly gales, she made the passage to the Horn in 26 -days. The record for this run was made by the _Lightning_ in 1854, -being 19 days. _Heather Bell_ ran from the Horn to the line in 21 days. -This was a record, and considered such a remarkable performance that it -was pricked off on old South Atlantic charts. And so far as I know, it -has only been twice beaten, once by the _Cutty Sark_ and once by the -_Thomas Stephens_. _Heather_ _Bell_ made the land at Start Point 20 -days from the line, thus making a passage of 67 days. Her best 24-hour -run was 330 miles, and her best week’s work was 1885 miles. Of course -she had great luck with her winds, but, even so, she proved herself a -very speedy little ship. - -_Heather Bell_ had a long life of 39 years, and was finally broken up -at Balmain, Sydney, in 1894. - - -The “Murray.” - -Another Adelaide passenger ship belonging to Anderson was the _Murray_. -She was built by Hall, of Aberdeen, in 1861, being the last Orient -liner to be built entirely of wood. Her measurements were:— - - Registered tonnage 903 tons. - Length of keel 180 feet. - Beam 33.3 „ - Depth 20.8 „ - -She had a long floor with sharp ends, and, whilst fitted with every -convenience for passengers, she carried a very large cargo on a very -small draught. - -The _Murray_ was considered a fast ship, her best day’s run being 325 -miles, but I can best show her capabilities as to speed by recalling a -race which she sailed with the well-known Blackwall frigate _Hotspur_. - -The two ships, as was usual with passengers on board, had called in at -Capetown; and they left Table Bay together. Then with stunsails set -alow and aloft they were 11 days in company running down to St. Helena. -In 26° N. they again met and were six days in company, finally they -made the Channel within a day of each other, the _Hotspur_ leading. - -Regarding this race, the late Captain Whall, who was on board the -_Hotspur_, says of the run to St. Helena: “The wind was steady, and -the two ships seemed so nearly matched that for hours together our -bearings did not alter.” - -Under the well-known Captain Legoe, the _Murray_ made the following -fine passages out from Plymouth:— - - 1861 Left Plymouth, July 26, arrived Adelaide Oct. 16—82 days out. - 1862 Left Plymouth, July 13, arrived Adelaide Sept. 30—79 days out. - 1863 Left Plymouth, July 15, arrived Adelaide Sept. 26—73 days out. - (68 days to the Borda). - 1864 Left Plymouth, Aug. 5, arrived Adelaide Oct. 21—77 days out. - - -The Orient Composite Clippers. - -It was during the sixties that the Orient Line came to be known in -Australia for the remarkable speed of its beautiful little composite -clippers, consisting of:— - - +------------+-----------+---------+-------------------+ - | Date Built | Ship | Tonnage | Builders. | - +------------+-----------+---------+-------------------+ - | 1863 | _Coonatto_| 633 | Bilbe, of London | - | 1864 | _Goolwa_ | 717 | Hall, of Aberdeen | - | 1864 | _Borealis_| 920 | Bilbe, of London | - | 1865 | _Darra_ | 999 | Hall, of Aberdeen | - | 1865 | _Yatala_ | 1127 | Bilbe, of London | - | 1866 | _Argonaut_| 1073 | „ „ | - +------------+-----------+---------+-------------------+ - -The _Coonatto’s_ measurements were—Length 160 ft. 2 in.; beam 29 ft.; -depth 18 ft. 7 in. She was an out and out clipper with very fine lines, -but like most of Bilbe’s ships—very wet. However this may in part be -put down to the hard-driving of her skipper, Begg, a Highlander, who -never spared her and made some very smart passages out and home. Her -best run to the Semaphore Lightship was 66 days, and she once did a -70-day passage out after broaching to off St. Paul’s Island and losing -both helmsmen and the wheel itself overboard. This famous little ship -stranded on Beachy Head in 1876. - -[Illustration: “PEKINA” and “COONATTO,” at Port Adelaide, 1867.] - -[Illustration: “JOHN DUTHIE,” at Circular Quay, Sydney.] - -The _Darra_ also went out to Adelaide in under 70 days, on which -occasion her captain wrote home that she “dived off the Cape and came -up to blow off the Leeuwin.” - - -“Yatala.” - -Probably the fastest of the six was the fine passenger clipper -_Yatala_, which the redoubtable Captain Legoe left the _Murray_ to -command. The record from London to Adelaide, pilot to pilot, 65 days, -was shared by the _Yatala_ and Devitt & Moore’s clipper _City of -Adelaide_ until the famous _Torrens_ beat it. - -Unfortunately, _Yatala_ came to an early end, and the following are the -times of her outward passages during her short existence:— - - +------+----------------+-------------------+-----------+ - | Date.| Left Plymouth | Arrived Adelaide. | Days Out | - +------+----------------+-------------------+-----------+ - | 1865 | Aug. 4 | Oct. 27 | 84 | - | 1866 | „ 2 | „ 14 | 73 | - | 1867 | „ 10 | „ 15 | 66 | - | 1868 | July 9 | Sept. 24 | 77 | - | 1869 | Aug. 7 | Oct. 23 | 77 | - | 1870 | „ 11 | „ 26 | 76 | - | 1871 | July 6 | „ 2 | 88 | - +------+----------------+-------------------+-----------+ - -On 18th December, 1871, _Yatala_ left Adelaide in company with the -Elder Line clipper, _Beltana_, which she led to the Horn by a day. The -_Beltana_ arrived safely after a tedious light weather run from the -line, but the _Yatala_ got ashore near Cape Gris-Nez on 27th March, -1872, when almost in sight of home. Her wool cargo was nearly all -saved, but the ship herself became a total loss. - -Of the other Orient composites, the _Goolwa_ disappeared from the -Register in 1880, but _Borealis_ and _Argonaut_ lasted some years -longer. - - -The “Beltana,” and Captain Richard Angel. - -The _Beltana_, which raced the _Yatala_ in 1871-2, was a composite -clipper, belonging to A. L. Elder & Co., a well-known firm in the -Adelaide trade and the agents for the celebrated _Torrens_. Built by -Laing, of Sunderland, in 1869, the _Beltana_ measured:— - - Registered tonnage 734 tons. - Length 172.5 feet. - Beam 33.6 „ - Depth 19.2 „ - -She was a beautiful little ship, a fine sea boat with a good turn of -speed. In 1872, when running her easting down, she did a day’s work -of 335 miles under foresail, three lower topsails and fore topmast -staysail. She made her reputation as a heeler under Captain Richard -Angel, a sail carrier of the most determined character, as the -following anecdote will prove. - -The _Beltana_ was rounding the Horn, homeward bound and reeling along -before a heavy westerly gale under topgallant sails, when a vessel was -sighted ahead, head-reaching under three close-reefed topsails, though -bound the same way as the _Beltana_. Angel, to show his contempt of -such caution, immediately bore down on the stranger, and passing ahead -of him, put his helm down and brought his yards on the backstays. -As the _Beltana_ came up to the wind, she lay right down until the -amazed crew of the stranger could almost see her keel, and momentarily -expected to see her capsize or her masts go overboard. But the little -ship bore this harsh treatment in the bravest manner, and, though -her rail was fathoms deep in the scud to leeward, never stranded a -ropeyarn. Having crossed the stranger’s bows, Angel rounded to close -under her stern, then squared his yards and raced ahead again. This -manœuvre of “sailing round a vessel” was not one that most men would -care to attempt in Cape Horn weather. - -[Illustration: “TORRENS.”] - -[Illustration: “TORRENS” at Port Adelaide.] - -Indeed, hardly was the _Beltana_ on her course again before Angel’s -trembling mate approached his captain with a request to be allowed to -shorten sail, only to be met by the scornful order of:—“Get the royals -on her; and then, if you can’t find anything else to set, go below and -ask Mrs. Angel to lend you her petticoat.” Such an order was worthy of -Bully Forbes himself. - -Captain Richard Angel lost the command of the _Beltana_ on the voyage -that she raced the _Yatala_. On his passage out he ran the _Beltana_ -ashore on Kangaroo Island, but got her off and did not report the -accident. He loaded wool at Port Augusta, but on getting to sea the -ship leaked so much that he had to take her in to Port Adelaide. Here -the wool was discharged, and the _Beltana_ hauled up on the slip and -repaired, whilst Angel got his dismissal and a Captain Blanch took his -place. _Beltana_ caught fire when loading wool in Port Lyttelton, and -her end was one of the biggest ship fires in New Zealand. - - -The Wonderful “Torrens.” - -Of other ships managed by Elder & Co., the most noteworthy were the -_Glen Osmond_, _Collingrove_ and _Torrens_. Of these the _Torrens_ -requires special mention, as she was without doubt one of the most -successful ships ever built, besides being one of the fastest, and for -many years she was the favourite passenger ship to Adelaide. She was -built in 1875 by James Laing, of Sunderland, and launched in October of -that year, her chief measurements being:— - - Registered tonnage 1276 tons. - Length 222.1 feet. - Beam 38.1 „ - Depth 21.5 „ - -She was composite built with teak planking and was specially designed -for carrying passengers, having a poop 80 feet long. - -A beautifully modelled ship and a splendid sea boat, she was very -heavily sparred and crossed a main skysail yard. She was also one of -the last ships to hold on to fore topmast stunsails; indeed for years -she was the only ship with stunsail booms aloft in the Australian trade. - -Regarding her capabilities as a sea boat, in easting weather she would -drive along as dry as a bone, making 300 miles a day without wetting -her decks. But it was in light winds that she showed up best, her -ghosting powers being quite extraordinary. The flap of her sails sent -her along 2 or 3 knots, and in light airs she was accustomed to pass -other clippers as if they were at anchor. - -Commander Harry Shrubsole, R.N.R., in a letter to the _Nautical -Magazine_, gives the following interesting reminiscences of her -wonderful speed. - - Some items of one of her passages are worth noting. Crossed the - equator in 15 days from Plymouth; arrived off Semaphore, Port - Adelaide, 61 days from Plymouth. The last two days were employed in - beating up the Gulf from the western end of Kangaroo Island, I forget - the name of the point we made, so 59 days could easily be counted as - the passage. - - We sighted the _Jennie Harkness_, obviously American, at daylight - right ahead in the S.E. trades; at noon we were alongside her, and - our Foo-Foo band played “Yankee-Doodle” as we passed her. She had - Jimmy Greens and water-sails, flying jib topsails and what not - aloft, and we slid by her as if she was—well—sailing slowly, as - she undoubtedly was, compared to our speed. We passed a large ship - running the easting down. She was under upper topgallant sails, - whilst we were under upper topsails with weather upper and lower - stunsails set. The old ship was never driven; she did not need it, - neither would she stand it. But she sailed rings round anything - sighted. To sight a ship to windward and ahead, on a wind, was to - ensure the tautening of the weather braces, an order to sail a - bit finer and to see her passing ahead and to windward of that - ship by the early afternoon. We did this with a four-master, the - _Amazon_, and I bear a scar on my eyebrow to-day in memory of that - ship—merely a small argument about her name. In the case of the - _Jennie Harkness_, I was the “leadin’ ’and” of the Foo-Foo band and - can picture the incident now in all its features. - -Captain H. R. Angel, who had previously commanded the _Glen Osmond_ -and _Collingrove_, was the chief owner of the _Torrens_, and had a -great say in her design; and after overlooking her building he took her -from the stocks and commanded her for 15 voyages. Under him she was a -wonderfully lucky ship and a great deal of the credit for her success -undoubtedly belonged to Captain Angel. - -Her biggest run in the 24 hours was 336 miles; and her fastest -speed through the water by the log was 14 knots. Her average for 15 -outward passages under Captain Angel was 74 days from Plymouth to the -Semaphore, Port Adelaide. Captain Angel always brought her into the St. -Vincent’s Gulf _via_ the Backstairs Passage, east of Kangaroo Island, -instead of through Investigators’ Straits. On the homeward passage he -always took the Cape route, for the benefit of his passengers, calling -in at Capetown, St. Helena and Ascension. - -To show the extraordinary way in which luck clung to the _Torrens_ as -long as Captain H. R. Angel commanded her, I will give the following -instance, given me by Captain Angel himself. - -On a certain homeward passage, the lamp oil ran short or was lost -through some mismanagement. This caused Captain Angel to grow very -anxious as the _Torrens_ approached the mouth of the English Channel, -in whose narrow crowded waters lights are naturally of the utmost -importance. But before soundings were reached a barrel was passed, -floating on the water. Angel at once hove his ship to and lowered a -boat, picked the barrel up and took it aboard—and, on being opened, it -was found to contain oil. - -As commodore of the Elder Line, Captain Angel flew a white flag with -red crescent and stars at the masthead of the _Torrens_, instead of the -ordinary house-flag with red ground, white crescent and stars. - -In the autumn of 1890 Captain Angel retired from the sea and handed -over the _Torrens_ to Captain Cope. With the change of captain, the -_Torrens_ luck deserted her. On her first passage out under her new -commander the _Torrens_ lost her foremast and main topmast in 6° N., -27° W., and put into Pernambuco to refit; and before she was refitted -she caught fire. However, the fire was put out, she was remasted and -she eventually reached Adelaide 179 days out. - -Whilst Captain Cope had her, the _Torrens_ had the honour of having -Joseph Conrad as mate for a voyage. This was in 1893, and Conrad made -two important literary friendships whilst on the _Torrens_, for W. H. -Jacques made the voyage in her and Galsworthy was a passenger from -Adelaide to Capetown. - -In 1896 Captain F. Angel, the son of Captain H. R. Angel, took over the -command of the _Torrens_, and again the Goddess of Fortune objected to -the change. On his third voyage, young Angel ran foul of an iceberg in -the Southern Ocean; and with her bow stove in and partially dismasted, -the _Torrens_ managed to struggle into Adelaide, for the second time in -her career over 100 days out. - -Her last passage, also, under the British flag was a disastrous one. -She left Adelaide on 23rd April, 1903, and before she was clear of -Kangaroo island a storm burst on her and she had difficulty in clawing -off the land. Then when she got down to the Cape latitudes another -heavy gale forced her back towards Mauritius. However, at last she -got into Table Bay. She had little cargo from Adelaide on board, and -as no cargo was offering at Capetown, she went on to St. Helena, and -took in a load of explosives for the British Government—ammunition, -etc., returning from the Boer war. But even when the Thames tug had got -her hawser, the dangers of this passage were not over, for whilst the -_Torrens_ was in tow a vessel tried to pass ahead of her, between her -and the tug, and was cut down and sunk by the sharp forefoot of the -famous clipper. When the collision was seen to be unavoidable there -was almost a panic on the _Torrens_, owing to her cargo of explosives. -However nothing happened, the _Torrens_ was uninjured and Captain Angel -was not held to blame. - -But old Captain Angel had had enough of it—her cost for repairs since -he had given her up had come to more than her original cost to build; -and he sold her to the Italians. - - -“Torrens’” Outward Passages. - -When inspecting _Torrens’_ wonderful times, two things in her favour -must be remembered, firstly that she sailed from England at the most -favourable time in the year, and secondly that, carrying passengers, -she was always in perfect trim. On the other hand, everything was done -to make the passengers comfortable, especially as many of them were -invalids or consumptives going for the benefit of the voyage, thus she -was never driven as she might have been. - -With the change of ownership as with the change of skippers, evil luck -again struck the celebrated old ship, for the Italians soon ran her -ashore and after getting her off again sent her to Genoa to be broken -up. But when the Genoese shipbreakers saw the beauty of her model and -construction, they went to the expense of repairing her, only to again -bump her on the rocks. This time she was towed back to Genoa for good -and all, and was broken up in 1910. - - +-----------+----------------+---------------+----------------+-----+ - | Captain. | Date Left | Date Left | Date Arrived | Days| - | | London. | Plymouth. | Adelaide. | Out.| - +-----------+----------------+---------------+----------------+-----+ - |H. R. Angel| Dec. 8, 1875 | Dec. 12, 1875 | Mar. 7, 1876 | 85 | - | „ | Oct. 26, 1876 | Oct. 29, 1876 | Jan. 18, 1877 | 81 | - | „ | „ 27, 1877 | Nov. 4, 1877 | „ 11, 1878 | 68 | - | „ | „ 26, 1878 | „ 2, 1878 | „ 18, 1879 | 77 | - | „ | „ 26, 1879 | Oct. 30, 1879 | „ 8, 1880 | 70 | - | „ | „ 28, 1880 | Nov. 2, 1880 | „ 6, 1881 | 65 | - | „ | „ 27, 1881 | Oct. 29, 1881 | „ 8, 1882 | 71 | - | „ | „ 26, 1882 | „ 29, 1882 | „ 16, 1883 | 79 | - | „ | „ 27, 1883 | „ 29, 1883 | „ 7, 1884 | 70 | - | „ | „ 26, 1884 | Nov. 2, 1884 | „ 25, 1885 | 84 | - | „ | „ 27, 1885 | „ 1, 1885 | „ 8, 1886 | 68 | - | „ | „ 28, 1886 | „ 2, 1886 | „ 15, 1887 | 74 | - | „ | „ 27, 1887 | „ 8, 1887 | „ 14, 1888 | 67 | - | „ | „ 27, 1888 | „ 1, 1888 | „ 14, 1889 | 74 | - | „ | „ 30, 1889 | „ 7, 1889 | „ 26, 1890 | 80 | - |W. H. Cope | „ 29, 1890 | Dismasted | April 26, 1891 | 179 | - | „ | — | Nov. 25, 1891 | Feb. 28, 1892 | 95 | - | „ | Oct. 25, 1892 | — | Jan. 30, 1893 | 97 | - | „ | Nov. 3, 1893 | — | „ 26, 1894 | 84 | - | „ | Oct. 14, 1894 | — | „ 13, 1895 | 91 | - | „ | Sept. 18, 1895 | — | Dec. 6, 1895 | 79 | - |F. Angel | Oct. 26, 1896 | Left Downs | Jan. 11, 1897 | 75 | - | | | Oct. 28 | | | - | „ | „ 30, 1897 | — | „ 15, 1898 | 77 | - | „ | „ 25, 1898 |Struck Iceberg | Feb. 5, 1899 | 103 | - | „ | „ 31, 1899 | — | Feb. 5, 1900 | 97 | - | „ | „ 27, 1900 | Left Downs | Jan. 20, 1901 | 82 | - | | | Oct. 30 | | | - | „ | „ 24, 1901 | — | Feb. 2, 1902 | 101 | - | „ | „ 26, 1902 | — | Jan. 17, 1903 | 83 | - +-----------+----------------+---------------+----------------+-----+ - -The _Torrens_, with the exception of the Lochs, was the last sailing -ship to carry passengers. As a composite ship, built specially for -passengers, she had no rival except Devitt & Moore’s celebrated -_Sobraon_. - -[Illustration: “SOBRAON.”] - -[Illustration: “SOBRAON.”] - - -The Great “Sobraon.” - -The _Sobraon_ was built by Messrs. Hall, of Aberdeen, to the order -of Lowther, Maxton & Co., the tea clipper owners, and launched in -November, 1866. She was the largest composite ship ever built, being -constructed of solid teak with iron beams and frames; she was copper -fastened and classed 16 years A1. - -Her measurements were:— - - Registered tonnage 2131 tons. - Burthen 3500 „ - Length over all 317 feet. - Length between perpendiculars 272 „ - Beam 40 „ - Depth of hold 27 „ - -Her lower masts were of wrought iron, and her topmasts and lower yards -on each mast of steel. On her first two voyages she carried skysails, -but these were found to make her rather crank and so were done away -with. In the eighties she followed the fashion and was fitted with -double topgallant yards on her fore and main masts. With all sail set, -she had a spread of just 2 acres of canvas. - -Mr. A. G. Elmslie, who served in her for 11 years under his father, -from apprentice to chief officer, gave me the following account of her -sailing qualities:— - - A glance at the perfect lines of the ship in dry dock would be quite - sufficient to show there was nothing to stop her going through the - water, and I can honestly say that during my 11 years I never saw any - other sailing ship pass her in a breeze either on a wind or before - it. The fact of the _Sobraon_ being first intended for an auxiliary - steamer and having the two stern posts, the space between which was - filled up with solid timber, gave her a perfect run, and her bows - were as fine as any yacht’s. Runs of over 300 knots when running - down the easting were frequent. On one occasion over 1000 knots were - covered in three days and over 2000 in a week. 340 knots in the 24 - hours was the best run made. I have seen over 16 knots reeled off by - the log. This was with the wind some 2 or 3 points on the quarter, - which was her best sailing point. On a wind and sailing within 5½ - points, she could do her 7 to 8 knots good. - -On her first five voyages from 1866 to 1871, _Sobraon_ sailed to -Sydney, and after that, from 1872 to 1891, to Melbourne, always -returning _via_ the Cape of Good Hope instead of the Horn. - -Her fastest trip to Sydney was 73 days and to Melbourne 68 days. On the -latter passage she sighted Cape Otway on the morning of the 60th day -out, but then had light variable winds, which spoilt what promised to -be a 61-day passage. - -Most of her outward passages were between 70 and 80 days, but it must -be remembered that she was never driven hard out of consideration for -her passengers, or there is little doubt that she would have gone near -to lowering the golden cock at _Thermopylae’s_ masthead. On her first -voyage to Sydney in 1866-7, she went out in 75 days and came home in 78. - -Lowther & Maxton only owned her for a few years, and from the first she -loaded as one of Devitt & Moore’s monthly line of packets to Australia, -the latter firm buying her outright about 1870. - -On her maiden voyage the _Sobraon_ was commanded by Captain Kyle. In -1867 he was succeeded by Lieut. J. A. Elmslie, R.N.R., who had her for -the rest of her active career, from 1867 to 1891, a period of 24 years. - -Captain Elmslie commenced his career in 1842 and for several years -traded out to India and China and later to Australia in the well-known -London ships _La Hogue_ and _Parramatta_. Prior to taking the -_Sobraon_, he commanded the ill-fated _Cospatrick_, from 1863 to 1867, -his brother, who was afterwards lost in her in 1873, succeeding him in -the command of that ship. - -Captain Elmslie’s name was so closely and for so long associated with -that of the _Sobraon_, that passengers were no doubt as much attracted -by the one as by the other. In fact there were many instances in -which they booked their passages solely on account of the name of -the commander. Whilst being a strict disciplinarian and respected by -all who sailed under him, he was, at the same time, kindness itself -and laid himself out on every occasion to study the interests of his -passengers. The fact that the _Sobraon_ never had anything approaching -a serious loss of spars or sails may be safely put down to his never -ceasing attention to the ship and the weather. He was always about, and -his keen sense of watchfulness and duty readily imparted itself to his -officers and crew. - -Captain Elmslie was elected a Younger Brother of the Trinity House on -1st September, 1868, and he would have been elected an Elder Brother -many years before his death had he been eligible, but the fact of his -never having served in steam barred him. - -No greater proof of the popularity of the _Sobraon_ and her captain -can be given than the length of time both officers and men stayed in -her. James Cameron, who was foreman shipwright at the building of the -_Sobraon_, served as carpenter on her during the whole time that the -ship was afloat—service 1866-1891. - -Thomas Willoughby, formerly with Captain Elmslie in _Cospatrick_, -from 1864 to 1867, transferred with his captain to the _Sobraon_ and -served throughout, first as butcher and later as chief steward—service -1866-1891. - -James Farrance served 16 years as A.B. and boatswain. Thomas Routledge -served 10 years as sailmaker. - -This length of service on the part of her petty officers is, I should -think, easily a record. - -And amongst well-known seamen who learnt their craft in the _Sobraon_ -were— - -Captain R. Hoare, apprentice to chief officer, 1872-1882 (a commander -in the Orient Line and Elder Brother of Trinity House). - -Captain F. Northey, apprentice to chief officer, 1867-1869, and -1874-1882 (afterwards commanded the _John Rennie_). - -Captain A. E. Baker, apprentice to chief officer, 1887 (afterwards -commander in the P. & O.) - -Captain Elmslie also had his first and second sons with him. C. T. -Elmslie, the eldest, as apprentice before going into the P. & O. and -Captain A. G. Elmslie from apprentice to chief officer, 11 years from -1880 to 1891. - -The _Sobraon’s_ crew usually consisted of captain, 4 officers, -8 apprentices, carpenter, sailmaker, boatswain, engineer, 2 -boatswain’s mates, 26 A.B.’s, 4 O.S.’s, 2 boys, 16 stewards and 2 -stewardesses—total all told = 69. - -Only one voyage was made in each year, the sailing date from London -always being the latter end of September and from Australia early in -February. - -From her immense carrying capacity, the cargo was invariably a good -source of revenue. Owing to her regular sailings there was never any -difficulty in getting a full hold, and this applied especially to the -homeward run, when her cargo consisted chiefly of wool and wheat. It -was, however, as a crack passenger ship to Australia that the _Sobraon_ -was most celebrated as she never formed one of the fleet which raced -home to be in time for the February wool sales. Indeed, on the homeward -run she usually touched at Capetown and always at St. Helena, these -breaks in the passage being very popular with passengers. - -At St. Helena the ship made a regular stay of about three days, and -this visit was as much looked forward to by the inhabitants of the -island as by the _Sobraon’s_ passengers. As a rule about 100 tons of -cargo, consisting of flour, corn, preserved meat, etc., were landed -there and occasionally a few bullocks were taken there from Capetown. -Whilst the _Sobraon_ lay at St. Helena, the passengers roamed the -Island, climbed the 699 steps to the barracks, visited Longwood and -Napoleon’s tomb and generally enjoyed themselves. Captain Elmslie also -made a habit of giving a fancy dress ball on board before leaving, to -which all the _elite_ of the Island were asked. - -_Sobraon’s_ passenger accommodation was unequalled for a sailing -ship. She only had a short poop, but her first class saloon reached -from right aft to within 20 feet of the foremast, and was 200 feet in -length. The second class saloon took up the remaining space in the -’tween decks, with the exception of 20 feet in the eyes of the ship, -which was bulkheaded off as a store room and sail locker. - -The number of first class passengers on the outward trip averaged -close on 90, with 40 in the second saloon. There were generally a few -less coming home. Owing to the good accommodation and to the fact that -the voyages were timed for the finest climatic conditions, there were -always a fair number of invalids booked and a good many of them made -the round voyage. And there were many instances, also, of marvellous -cures aboard the _Sobraon_. - -In her early days she took many notable people out to Australia. Lord -and Lady Belmore and their suite went out in her, the former to take -up the Governorship of New South Wales. It was on this voyage that the -Duke of Edinburgh was in Sydney whilst the _Sobraon_ lay there; and -it was at his request that she was made the flagship at the Sydney -Regatta. Captain Elmslie had the honour of entertaining and being -entertained by the Duke on several occasions, and on his return passage -brought home numerous cases of curios collected by the Duke whilst in -the East. - -On the next voyage the _Sobraon_ took out Mr. Ducane, the new Governor -of Tasmania, and his suite. - -Fresh food was obviously a necessity for the class of passenger -carried, and the following live-stock were carried on each passage—3 -bullocks, 90 sheep, 50 pigs, 3 cows for milking and over 300 geese, -fowls and ducks. Fresh water and plenty of it was always procurable—a -large condenser running every alternate day; there was an ice chamber, -also, in which several tons of ice were stored. - -The _Sobraon_ came through her 25 years’ active service with singularly -little damage at the hands of the elements. - -On making the African coast on the homeward run, she had the usual -narrow shaves from being dismasted, which are experienced by all -west-bound ships in that locality. The wind shifts from N.W. to S.W. in -squalls accompanied by the most terrific thunder and lightning at this -dreaded spot, and it is almost impossible for a close-hauled ship to -avoid getting caught aback. - -The most serious storm experienced by the _Sobraon_ was in 1889, -when running her easting down. She was a little to the north of the -Crozets, and it began to breeze up on a Sunday morning. The glass gave -every indication of a real snorter, and by 4 p.m. had tumbled down to -27.75. By that time the _Sobraon_ had been shortened down to foresail, -lower fore topsail, upper fore topsail reefed, main lower topsail -and fore topmast staysail. The shift from N.W. to S.W. came at 5 -o’clock, and the yards were hardly round before the foresail went and -in a few moments there was nothing left of it. The sea was running in -mountainous ridges, and with the foresail gone threatened every moment -to poop her badly. It was too late to heave to and the ship was kept -away before it. After four hours’ battling and over 30 men aloft a -brand new foresail was bent and set reefed. This was hardly done before -the fore upper topsail blew away. However, with the foresail reefed and -two lower topsails the _Sobraon_ fled before the blast like a startled -deer. The squalls every few minutes were terrific and in spite of such -short canvas the _Sobraon_ was making over 14 knots an hour. - -The sea was all the time running higher and higher and breaking aboard -in the most alarming fashion. During the night the greater portion -of the bulwarks on the port side was carried away; a boat in davits, -hanging 22 feet above the water, was filled by a sea and disappeared, -the davits breaking short off: the main skylight over the saloon was -washed away and tons of water found its way below before the open -space could be covered over. The amount of water in the saloon at this -time can be imagined when passengers were actually being washed off -their feet. On deck there were many narrow escapes of men being washed -overboard, the broken bulwarks being a great source of danger. The mate -and three of the men were washed from the main fiferail to the break -of the poop, and, after being dashed up against the heavy boarding -which had been put up to protect the fore end of the poop, managed to -save themselves by the life-lines which had been stretched across. The -forward deck house which held the galley and engine room was almost -demolished and everything moveable in it was washed over the side. - -The storm continued at its height from the Sunday afternoon until -Wednesday morning. The passengers, who had been battened down for three -days, were in a sorry plight owing to the quantities of water that had -got below and the catering for them under such conditions proved very -difficult. As is usually the case after such a storm, the wind subsided -very much quicker than the sea, and for a few hours on the Wednesday -night, the wind having dropped completely and the ship losing way, the -rolling was terrific. Fortunately everything held aloft in spite of the -great strain on the masts during these few hours. - -On two occasions the _Sobraon_ had narrow escapes of getting ashore -when making the Channel in thick weather. On her first voyage, after -several days without sights and when it was calculated that the ship -was in the chops of the Channel, several fishing boats were met, and, -on asking his position, the captain found that he was heading up the -Bristol Channel. Several of the passengers availed themselves of the -opportunity of going ashore in the fishing boats, and, landing on the -Devonshire coast, reached London several days before the ship. - -On the homeward passage in 1888 it came on very thick after Land’s End -had been sighted. The _Sobraon_ stood on for some 24 hours and then -suddenly the fog lifted and disclosed the land inside Portland Bill -dead ahead and under a mile distant. The wind was easterly and light, -and the _Sobraon_ close-hauled on the starboard tack; however, she came -round in time and stood off, thus escaping destruction by the narrowest -margin. - -The _Sobraon_ had two escapes from being burnt at sea. The first was -on the outward passage in 1884. A little water had been making in the -vicinity of the main hatch and the carpenter went below one morning to -try to discover where it was coming in. Amongst the cargo in the square -of the hatch and around it were several crates of bottles packed in -straw. In climbing over these the carpenter dropped the light he was -carrying and inside of a minute the straw was alight and the flames -darting out in every direction. Luckily the ship carried a quantity of -fire extinguishers, and with these and the hoses from two pumps the -fire was got under in about 20 minutes. Had there been the slightest -delay the fire must have spread to the other cargo, and there being no -means of getting at it nothing could have saved the ship. - -The second instance occurred in the tropics when outward bound in 1888. -A quantity of oil and some 90 tons of coal were down in the fore peak, -which was only separated from the cargo in the fore hold by a wooden -bulkhead. By spontaneous combustion apparently the coal caught alight, -and one morning smoke was discovered coming out of the hatch. All hands -were at once started getting the coal up, but as the hatch was only 4 -feet by 3 feet this proved an extremely slow job. After 20 tons had -been got on deck, the smoke had become so thick and the heat so intense -that the hose had to be resorted to. However, this conquered the fire -in about half an hour. Luckily the burning part of the coal had been -well away from the bulkhead or the consequences must have been more -serious. - -There was only one person lost overboard off the _Sobraon_ in her whole -career, but this was a particularly distressing case. The following -account of it was given to me by Captain A. G. Elmslie:— - -“In about latitude 35° S. and longitude 5° W., one Sunday evening -early in November, 1883, we were bowling along at a good 13 knots -with the wind on the starboard quarter and royals set, being outward -bound to Australia. I was third mate and keeping the first watch. Four -bells had just been struck when I noticed a lady passenger come up on -the poop and walk aft, sitting down on the weather side of the wheel -box and close to the man at the wheel. About five minutes later the -quartermaster cried out:—‘My God! she’s overboard!’ - -“I rushed aft, and with the quartermaster tried to get hold of the -girl, who was then hanging on to the lower rail outside, but before we -could get her she let go and dropped into the water. Although only a -few seconds had elapsed since the quartermaster had let the wheel go, -the ship was up in the wind and nearly aback. - -“After telling the midshipman to throw some lifebuoys over and the -fourth officer to get the boat ready, I sang out:—‘Man overboard! Let -go your royal and topgallant halliards!’ - -“Fortunately the men were handy and the yards came down before we were -flat aback. By this time the captain and other officers and all hands -were on deck. Owing to the pace the ship was still going through the -water, together with the strong wind blowing, it was necessary to let -the topsails come down also. - -“With the courses and lower topsails alone set, she soon lost way -sufficiently to allow the boat being lowered, which by that time had -been manned. Only four minutes elapsed between the girl going over the -side and the boat being in the water, but in this short space of time -the ship had travelled a good half mile and quite far enough to make -the search a most difficult one, especially seeing that the night was -intensely dark and a heavy sea running. The search was kept up for some -four hours and only abandoned then through the danger of keeping the -boat in the water, for she was several times nearly swamped. Needless -to say, on such a night, and the probabilities being that the girl was -drowned at once, no sign was seen of her. Two of the life-buoys were -afterwards picked up by another ship. The reason of the suicide, for -such it undoubtedly was, remained a mystery. The girl had no relations -with her and no one on board could throw any light on the matter.” - -On another occasion the ship was going some 5 knots in the tropics when -an apprentice fell overboard during the forenoon watch. It was quite 20 -minutes before the boat reached him, but he was found swimming along -quite composed, having unlaced and taken his heavy boots off and slung -them round his neck, as their weight was less felt there and he did not -want to lose them. - -Another of _Sobraon’s_ apprentices was even still more cool-headed. -This one fell off the footrope of the mainyard, being one of 30 hands -aloft stowing the mainsail. Luckily he was well in to the quarter of -the yard and so fell on the deck. If he had gone overboard there would -have been little chance of picking him up. The fall was one of 58 feet -and he fell within 3 feet of the second mate. The latter naturally -expected to find him dead, but he recovered consciousness within an -hour, and was about again a month later quite recovered. He declared -that as soon as he felt himself falling he made himself as rigid as -possible, brought his head and legs together and protected the former -with his arms; and he landed in that position on his side. He was a big -fellow, being over 6 feet in height and weighing 14 stones. - -Another marvellous escape from aloft was that of a man who was helping -to stow the main upper topsail. This man suddenly lost his hold and -came down spread-eagle fashion. He dropped on to the main rigging and -carried away 7 ratlins of 27 thread stuff, then landed on the rail -without breaking a bone. This was in 1886, and the _Sobraon_ was just -making Plymouth. The man was taken to hospital and recovered in a few -days. As soon as he came out of hospital, he claimed damages from the -ship, declaring that a grummet on the jackstay had given away; but it -was easily proved that nothing went and the man had simply lost his -hold. - -But all falls from aloft on the _Sobraon_ were not so fortunate as -these two. A young ordinary seaman once fell from the mizen topgallant -rigging with fatal consequences. The crossjack had just been hauled up -and the mizen topgallant sail clewed up, and the hands were sent aloft -to make the sails fast. This man, with three others, being first aloft, -went up to stow the topgallant sail. Suddenly the men on the cross jack -footropes heard an agonising cry and a form whizzed past them, struck -the spanker gaff and then fell on the deckhouse. The poor fellow broke -his spine amongst other injuries and died almost immediately. - -On still another occasion, when the _Sobraon_ was again coming into -Plymouth, a man working in the main futtock rigging lost his hold -and fell on deck right in the midst of a crowd of passengers. There -were close on 100 people standing about at the time and it was -extraordinary that he fell on no one—he just touched a lady on the -shoulder and bruised her a little—but was of course horribly smashed -up himself and killed instantly. The shock to the crowd of passengers -standing round may easily be imagined. - -There were two curious cases of somnambulism amongst the passengers of -the _Sobraon_. The first was a Church of England clergyman and he was -most methodical in his movements. He invariably appeared on deck about -midnight and would first of all go up on the poop and peer into the -compass; and then, after strolling the deck for a few minutes, would go -below to the small saloon aft where prayers were held by him on that -voyage. Here he would go over the service to an imaginary congregation, -after which he would return to his berth and turn in. In the early days -of the voyage he was spoken to about his sleep walking, and, at his -own request, was locked into his cabin one night. The result was that -when he found that he could not get out for his sleep walk, he worked -himself into a fury of rage and began smashing things in his cabin. -At last the door had to be opened for fear that he would do himself -some damage and after a great deal of coaxing he was got back to bed. -For some days after this, however, he was in a pretty bad way and no -further attempt was made to stop him walking in his sleep. - -The second case was of a young man who generally appeared on deck for -about an hour each night. On one occasion the officer of the watch, -thinking that he was too close to the side of the ship and fearing -that he might get on the rail or fall overboard, touched him with a -view to getting him away. The somnambulist at once grappled with the -mate and was only mastered after over a quarter of an hour’s desperate -struggle. As on an ordinary occasion the mate in question could -probably have accounted for three men of the somnambulist’s build and -physique, the incident goes to prove that sleep walkers, if interfered -with, are possessed temporarily of a madman’s strength. - -On her last trip the _Sobraon_ arrived at Melbourne about mid-December, -1891, and after discharging took in sufficient ballast to take her -round to Sydney. Here she was sold to the New South Wales Government, -who turned her into a reformatory ship, and for the next twenty years -she lay moored in Sydney harbour. In 1911 she was handed over to the -Federal Government to be converted into a training ship for boys -entering the Australian Navy. On being put into dry dock for survey, it -was found that, in spite of her age, she was as sound as a bell. - - -Messrs. Devitt & Moore. - -In _Sobraon_ Messrs. Devitt & Moore undoubtedly had possessed one of -the finest passenger sailing ships ever launched; this firm, indeed, -possessed a very keen eye where ships were concerned. The two partners -started as shipbrokers, and loaded ships for the Australian trade as -far back as 1836. They always loaded on commission, and I believe the -first ships for which they did business belonged to Robert Brooks, -afterwards the well-known M.P. for Weymouth. But the most famous -shipowner who gave Devitt & Moore his ships to load was Duncan Dunbar. -And on the death of Dunbar in 1862 Devitt & Moore acquired an interest -in several of his best ships, notably the wonderful old _La Hogue_, one -of the favourite passenger ships to Sydney in her day and celebrated -for her huge figure-head and single mizen topsail. - -Shortly before his death Duncan Dunbar had commissioned Laing, of -Sunderland, to build him a 1000-ton frigate-built passenger ship, to be -called the _Dunbar Castle_. This ship, afterwards known as the “Last -of the Dunbars” was launched in 1866, and sailed regularly in Devitt & -Moore’s list of passenger ships to Australia. - -The _La Hogue_, by the way, was built by Pile, of Sunderland, and -measured 1331 tons, being one of the largest frigate-built ships ever -launched. - -Devitt & Moore kept her in the Sydney trade, and so popular was she -with the Australians that they would wait weeks and often months on -purpose to sail in her. - -In 1866, Laing, of Sunderland, launched the equally well-known and -popular frigate-built liner _Parramatta_, of 1521 tons, for Devitt & -Moore’s Sydney passenger trade. These two ships do not properly come -within the scope of this book and I shall give a more detailed account -of them in the next book of this series, which will deal specially with -these frigate-built Blackwallers. - -Few shipowners can escape scot-free from disaster, and the firm’s -greatest loss was when their new ship, the _Queen of the Thames_, -considered by many to be the finest ship that ever left the London -River, was lost off the Cape on her first homeward bound passage from -Melbourne. - -With _La Hogue_ and _Parramatta_ in the Sydney trade and _Sobraon_ in -the Melbourne trade, the house-flag was well known throughout Victoria -and New South Wales. Nor was it less well known in South Australia; -indeed Devitt & Moore’s ships were amongst the pioneers in the -passenger and wool trade of Adelaide. - - -“City of Adelaide” and “South Australian.” - -In the Adelaide trade, the beautiful little composite ships of Devitt -& Moore rivalled those of the Orient and Elder Lines. Of these little -clippers the best known passenger ships were the _City of Adelaide_ and -_South Australian_. - -The _City of Adelaide_ was launched in 1864 from Pile’s yard, her -measurements being:— - - Registered tonnage 791 tons. - Length 176.8 feet. - Breadth 33.2 „ - Depth 18.8 „ - -She was a very fast little ship with a 65-day run from London to -Adelaide to her credit. - -The _South Australian_ came out in 1868, also from Pile’s yard, and -measured:— - - Registered tonnage 1040 tons. - Length 201 feet. - Breadth 36 „ - Depth 20.1 „ - -She had a poop 80 ft. long, and was classed 17 years A1. Though not as -fast a ship as the smaller _City of Adelaide_, she was a very fine sea -boat with very comfortable accommodation for first and second class -passengers. - -She was commanded by Captain David Bruce, who with his three sons was -very well known in the Adelaide trade. Old David Bruce was one of the -good old breed of sea dog—a sturdy, weather-beaten, grey-whiskered -Scot. He always dressed in black broadcloth, topped by a straw hat and -puggaree. He possessed a merry wit—also a lame leg, which had been -crushed by a run-away cask during a storm. His three sons served their -time under him, and the commands of the _City of Adelaide_ and _South -Australian_ seem to have been taken in turn by each member of the Bruce -family. - -[Illustration: “CITY OF ADELAIDE.” - -David Bruce, Commander. - -_From an old lithograph._] - -[Illustration: “SOUTH AUSTRALIAN.” - -_From an old lithograph._] - -_South Australian_ was occasionally seen in Melbourne, but the _City -of Adelaide_ was always in the South Australian trade, and usually -loaded wool at Port Augusta. Both ships were still running in the late -eighties. - - -The Speedy Little “St. Vincent.” - -Messrs. Devitt & Moore always considered that the little _St. Vincent_, -launched in 1865 by Pile, of Sunderland, was the fastest ship they ever -owned. Her measurements were:— - - Registered tonnage 892 tons. - Length 190 feet. - Breadth 35 „ - Depth 18.9 „ - -She was also composite built, with a 68-ft. poop and 36-ft. foc’s’le. -With hard driving skippers, like J. Bissit and J. Barrett, she had as -bad a reputation amongst foremast hands as the Orient flyers in the -matter of wetness. However, she was such a beautifully modelled ship -that she came to no harm in spite of generally travelling through the -water instead of over it. But no hard driven ship comes through the -westerlies year after year without a scratch, and one occasionally -comes across such entries as the following in her log books:— - - 27th October, 1878.—Struck by a heavy squall, sustained severe damage - to spars, losing bowsprit, headgear, etc. - -She was not often over the 80 days going out, and her times coming home -would have been as good, if she had not come _via_ the Cape and St. -Helena like most South Australian traders; nevertheless she was usually -home in under 90 days. In spite of being hard driven for most of her -life the _St. Vincent_ was still afloat in 1905 as a Norwegian barque -under the name of _Axel_. - - -“Pekina” and “Hawkesbury.” - -Messrs. Devitt & Moore owned two other well-known clippers, built of -wood. These were _Pekina_, 770 tons, built by Smith, of Aberdeen, in -1865; _Hawkesbury_, 1120 tons, built by Pile, of Sunderland, in 1868. - -The _Pekina_ was in the South Australian trade, but the _Hawkesbury_ -always ran to Sydney. Though she had many fine passages to her credit, -the _Hawkesbury’s_ chief claim to fame was her reputation for being -the wettest ship in the wool trade. She was composite built, but the -_Pekina_ was all wood. - -Messrs. Devitt & Moore sold the _Pekina_ in 1880, but the _Hawkesbury_ -was still in the Sydney trade in the late eighties. - - -Mr. T. B. Walker. - -Messrs. Devitt & Moore, as shipbrokers, had many fine ships figuring -in their books, notably _Mermerus_ and _Thessalus_, and at odd times -others of Carmichael’s fleet. They were also brokers for Mr. T. B. -Walker’s speedy little barques in the Tasmanian and Brisbane trades. -These sailed under the Devitt & Moore house-flag, and Mr. Walker -occupied a room and his clerk a desk in their office. - -Mr. T. B. Walker was a very prominent man amongst London shipowners and -for many years was chairman of Lloyd’s Register. He was a shipmaster of -the old school and took a great pride in his ships, and kept them up -in most liberal fashion. One of his customs was to keep officers and -apprentices on board whilst the ships were at home, an old pensioned -cook going into the galley and acting as shipkeeper. Thus the Walker -apprentices had a most valuable training in docking and undocking, -shifting ship, refitting rigging, bending and unbending sail, etc., and -a further result of this custom was that these pretty little barques -were kept in such good order whilst at home that they came to be known -as the West India Dock yachts. - -Mr. Walker lived at Hackney and later at Snaresbrook, and he used to -arrive at the docks punctually at 9.30 every morning. By this time the -decks of all the Walker clippers in port had been washed down, the -ropes Flemish coiled, the brass polished and everything was in order -for his inspection. And everything had to be in perfect order, for he -had an eye like a hawk and nothing escaped him: the least thing wrong -or out of order and he was sure to detect it. His captains used to -assemble together to meet him and make a daily report on their ships. -After Mr. Walker had made his inspection it was the long-established -custom for his captains to conduct him to the West India Dock Station, -where he entrained for his day’s work in the City. In the spring -when most of the ships were home, this procession of Mr. Walker and -his captains from the docks to the station was a well-known sight of -the neighbourhood and was referred to as “Mr. T. B. Walker and his -satellites.” - - -Walker’s Clipper Barques. - -Mr. T. B. Walker’s long connection with the Tasmanian trade began in -1851-2 when he despatched the brig _Arnon_, of 338 tons register, -to Launceston. She was commanded by Captain Benjamin Fowler, a -brother-in-law of Mr. Walker’s; she arrived out of season and lay in -port for some months waiting for the following season’s wool, during -which time Captain Fowler married a daughter of Captain William -Nielley (late 40th Regiment), of Rostella, East Tamar, Launceston, -and by so doing set an example which was followed by quite a number -of Walker’s skippers and officers. To name only a few, I may mention -Captain Barwood, who succeeded Fowler in the _Arnon_ and is, I believe, -still living in Tasmania; Captain Wittingham, who was lost in the -_Lanoma_; Captain Smith, of the _Westbury_; and Captain Brown, of the -_Corinth_. To return to the _Arnon_, on her return trip besides wool, -she carried the mails and a large shipment of gold. - -On his arrival home Captain Fowler transferred to Walker’s new barque, -the _Henry Reed_, of 495 tons, and finally commanded the _Alfred -Hawley_, another new barque of 420 tons. Captain Fowler retired early -from the sea and settled down in his native town, Scarborough, where -he took a great interest in municipal and local affairs, becoming in -turn Alderman and Mayor, and lived to a good old age, being greatly -respected and esteemed by his fellow townsmen. - -In the early sixties Walker kept three ships in the Launceston trade, -the _Durnstan_, _Fugitive_ and first _Westbury_, all small wooden -barques. He also had ships in the Queensland trade; most of his ships -were built by Pile, of Sunderland, as the following list of his later -ships will show:— - - +-------+--------------+-------------+-------+---------------------+ - | Date | Ship. | Description.| Tons. | Builders. | - | Built.| | | | | - +-------+--------------+-------------+-------+---------------------+ - | 1863 | _Arab Steed_ | wood barque | 635 | Pile, of Sunderland.| - | 1866 | _Araunah_ | „ „ | 448 | Gardner „ | - | 1867 | _Westbury_ | iron „ | 493 | Pile „ | - | 1868 | _Decapolis_ | „ „ | 632 | „ „ | - | 1869 | _Berean_ | comp. „ | 526 | „ „ | - | 1870 | _Corinth_ | „ „ | 614 | „ „ | - | 1873 | _Barossa_ | iron ship | 968 | „ „ | - | 1876 | _Lanoma_ | „ barque | 665 | Austin „ | - +-------+-------------+--------------+-------+---------------------+ - - -The Beautiful Little “Berean.” - -The best known, as well as the fastest, of all Walker’s barques was -the beautiful little _Berean_. She was built by Pile, of Sunderland, -on similar lines to the tea clippers _Maitland_ and _Undine_, and -was launched in August, 1869. She was a 19-year A1 ship, and so fine -was the shipwright’s workmanship that when she was 18 years old and -due for remetalling, Mr. Spencer, Lloyd’s senior surveyor, who was -superintending the work, asked Captain Wyrill when she was last -caulked, to which he got the reply:—-“On the stocks before launching.” -Mr. Spencer could hardly believe this surprising statement; he had the -seams of the topsides put to the severest test, but was obliged to -admit that they could not be improved, his opinion being shared by the -master caulker. And the _Berean_ continued to the end of her career -without being recaulked; even after years of carrying heavy ice cargoes -when owned by Norwegians, it was not deemed necessary to touch her -seams. - -[Illustration: Captain JOHN WYRILL, of “Berean.”] - -[Illustration: “BEREAN.” - - _From a painting in possession of the late Captain John Wyrill._ ] - -Her registered measurements were:— - - Net tonnage 526 tons. - Gross tonnage 542 „ - Under deck 506 „ - Length 160.5 feet. - Breadth 30.2 „ - Depth 17.2 „ - -She had a raised quarterdeck 43 feet long. This was laid with New -Zealand Kauri pine planking, 4 inches wide, extending the full length -without a butt, and what is more without a knot. All the deck fittings, -houses, fiferails, skylights and topgallant bulwarks were of selected -teak, the bulwarks being panelled with fretwork designs. The boats also -were of polished teak; in fact, the only bit of painted wood about the -decks was the longboat chocks. Even the bunk boards and lining of the -foc’s’le were of teak. - -The _Berean_ carried skysails for many years, and the following are her -spar measurements:— - - +-----------------------------------+-----------+-----------+-------+ - | Spars. | Foremast. | Mainmast. | Mizen | - | | | | mast. | - +-----------------------------------+-----------+-----------+-------+ - | | ft. | ft. | ft. | - |Mast (deck to truck) | 112 | 116 | 93 | - |Lower mast (deck to cap) | 50 | 54 | 50 | - |Doublings | 12 | 12 | 9 | - |Topmast | 38 | 38 | 29 | - |Doublings | 6.6 | 6.6 | — | - |Topgallant, royal and skysail masts| 42.6 | 42.6 | 23 | - |Lower yard | 62 | 62 | — | - |Lower topsail yard | 55 | 55 | — | - |Upper topsail yard | 50 | 50 | — | - |Topgallant yard | 40 | 40 | — | - |Royal yard | 30 | 30 | — | - |Skysail yard | 23 | 23 | — | - |Spanker boom | — | — | 44.6 | - |Spanker gaff | — | — | 44 | - |Bowsprit and jibboom | 48 | | | - +-----------------------------------+-----------+-----------+-------+ - -_Berean’s_ best point of sailing was with a whole sail breeze and -smooth water, the wind quarterly or 2 points abaft the beam. Her best -run in the 24 hours was 315 miles. She was, of course, too small and -hardly powerful enough to equal the larger iron clippers when running -down the easting, but in moderate weather there were not many ships -which could show her their sterns. The following sailing records will -give some idea of her powers:— - - Equator to the Channel 17 days. - First 4 passages out averaged 77 „ - First 4 passages home averaged 84 „ - -In sailing round the world from 30° S., 20° W., to 30° S., 20° W., her -yearly average was from 80 to 85 days, her quickest circle of the globe -being 76 days. - -Her best outward passage to Launceston was:— - - 71 days pilot to pilot. - 68 days land to land. - -In 1881-2 she ran from Launceston to the Lizard in 79 days. During her -first 14 voyages, all her passages were under 90 days. She generally -left the West India Docks in May and was back in the Thames about the -following March. - - -Captain John Wyrill. - -Captain John Wyrill, who, I am glad to say, is still hale and hearty, -took _Berean_ from the stocks and only left her when she changed her -flag. He is one of the few sailors left of the good old sort, for he -has the distinction of never having served in a steamship. Coming from -one of the foremost seafaring families in Scarborough, Captain Wyrill -went to sea as far back as 1850; his apprenticeship indentures were for -seven years, but he was an acting second mate within three years of his -going to sea. - -His first command in T. B. Walker’s ships came about in rather a -curious way. He was appointed to command a ship, belonging to Mr. -Hodgson Smith, the father of Scarborough’s present harbourmaster, in -place of a captain who was ill. This ship lay in a South Coast port, -but on Captain Wyrill arriving there to take up his command he found -that the sick skipper had recovered and sailed on his voyage. Mr. Smith -thereupon introduced him to Mr. T. B. Walker and his brother Henry -Walker, who, by the way, were natives of Scarborough. Through them he -obtained command of a ship called the _Lady Stanley_, his next command -was the _Asphodel_, then the _Velocidade_, which he left to take the -_Berean_. - -Captain Wyrill circumnavigated the globe no less than 36 times, and was -44 years in command of sailing ships, for 42 of which he was in the -Tasmanian trade. Indeed no history of Tasmania’s rise to her present -prosperity and importance would be complete without some mention of -the _Berean_ and her commander. And when it was known in Launceston -that Captain Wyrill was leaving Tasmania homeward bound for the last -time, with the intention of retiring from the sea, a meeting and public -send-off was arranged and a purse of sovereigns and an illuminated -address were presented to the veteran captain by the Mayor of the town -after several eulogistic speeches, in which Captain Wyrill was referred -to “as one of the most popular men ever connected with the shipping of -Launceston.” Like many another sailing ship captain, Captain Wyrill was -no mean surgeon and the setting of broken limbs at sea held no terrors -for him. He once made a very good job of his second mate’s broken arm. - -The _Berean_ was so free from accidents at sea that after she had been -afloat some years the underwriters at Lloyd’s offered to insure her at -a specially reduced premium. Her most serious misfortune, whilst under -Captain Wyrill, occurred whilst she was towing up to the docks from -Gravesend. A large ship ahead suddenly took the ground and the _Berean_ -was unable to clear her, the collision costing her a new bowsprit, -besides damages to figure-head and cutwater. Her narrowest escape from -shipwreck was owing to a wrong light in 1888 in no less a place than -the Channel. _Fairplay_, in criticising the misdeeds of Trinity House, -gives the following account of the incident:— - - The _Berean_, Captain Wyrill, left London for the Colonies in the - fall of last year. Before sailing the captain received from the - Board of Barnacles notice that the light on St. Catherine’s, Isle - of Wight, was to be altered in October from a fixed oil light to an - electric flash with intervals of about five seconds. The captain, - like a prudent man, entered this on his chart, so that it should not - be overlooked. Before he left the Colonies, another notice of the - impending change was given him, and he was well armed with timely - advice. He made his homeward voyage, and calculated he was off the - Channel. He had not been able to get an observation for three days, - but he felt sure of his position, and he shaped a course right up - Channel for Beachy Head. A strong S.W. wind was blowing, and the - weather was thick and dirty. When he judged he had run his distance - to Portland, he bore up a little for the English land to catch St. - Catherine’s light, and word was given to look out for the bright - electric flash. No such light was visible and the vessel was still - kept away. Presently a dim light was seen 2 points on the starboard - bow. At first this light looked green and was taken to be the - starboard light of an approaching ship, and the helm was starboarded - a little to give more room. A little time showed that idea to be - wrong, and eyes were still strained to catch St. Catherine’s with no - result. Then the light seen was taken for a steamer’s masthead light, - but that notion did not do, and it was quite clear that the light, - let it be what it might, was a fixed shore light. Over went the lead, - and the soundings showed the shore to be handy, but what shore? Or - what part of the shore? Clearly not off St. Catherine’s, because - according to notice given there could be no fixed light there. - - The course and soundings would have agreed with the French shore in - the neighbourhood of Cape La Hogue. Something had to be done, and - quickly. The light was getting clearer but no land could be seen. - If the vessel was on the French coast it would be fatal to haul her - wind, if on the English coast it would be destruction to bear up. - What was to be done? Over went the lead again. Twelve fathoms. That - was enough, thank you. There was too much sea on to stay the ship - in a hurry, so the captain wore her round and stood off on the port - tack to get back where he came from. The compass soon showed that - the flood tide was setting the vessel in by the light, and there was - nothing for it but to wear again and get out past the light on the - old course, if it could be done. The captain took the wheel, and - calling to the crew to pull hard if ever they pulled in their lives, - sent her round again. It was hit or miss, but the vessel was smart, - and was smartly handled. She came round like a duck and just managed - to go clear of the light, which after all, turned out to be St. - Catherine’s. It had never been altered. - - -The “Berean’s” Races. - -In her 27 years of sailing out to the Antipodes and home, the _Berean_ -had many a contest with clippers twice her size, in which she gave a -very good account of herself. - -Captain Wyrill gave a very interesting description of three of these -encounters in the _Nautical Magazine_ a few years ago, and I do not -think I can do better than quote his own words. He writes:— - - Coming home from Tasmania in the _Berean_ early in 1870, about the - equator and nearing the tedious “variables,” alias “doldrums,” alias - “horse latitudes,” we overhauled the clipper ship _Yosemite_, from - San Francisco for United Kingdom for orders. Her captain signalled - for permission to come on board, and a prompt reply of welcome - went up. The captain reported himself tired and restless, that he - was racing home with two or three ships, and was anxious to know - what vessels we had spoken. My list was produced, but none of his - competitors was in it. After a pleasant visit the captain returned to - his ship giving me the names of two of his antagonists. - - _Berean_ gradually crept away from _Yosemite_, and in about two - days she had dipped below the horizon, but was still visible from - aloft. By this time we were coming up with two ships, which, by their - spread of stunsails, water-sails, Jimmy Greens, etc., were evidently - in a great hurry. In exchanging signals they proved to be the two - vessels racing the _Yosemite_, viz., ship _Lady Blomfield_ and - barque _Cerastes_; the latter was slightly ahead. We passed within - hail of the _Lady Blomfield_, and when I reported the _Yosemite_ not - far astern the captain was greatly excited. Throwing up his cap, he - exclaimed, “Go and tell the other ship there is a bet of £100 between - them.” - - A hand went aloft and pointed out the _Yosemite_ astern. Shortly - after we sailed alongside the _Cerastes_, but the captain took the - news of the racer’s proximity very calmly and seemed to be surprised - she was so near. We gradually got away from these two ships and - saw no more of them. On arrival in the English Channel I sent a - report ashore which appeared in the _Shipping Gazette_, and I found - considerable interest was being taken in this race. I was interviewed - by _Yosemite’s_ agents as to my opinion which ship would win. Two - or three days after _Berean_ arrived in London _Cerastes_ reached - Queenstown, and was the winner of that race. - - In 1893, homeward bound from Tasmania to London, Lat. 19° S., Long. - 22° W., _Berean_ fell in with Geo. Thompson’s Aberdeen White Star - clipper _Samuel Plimsoll_ from Sydney to London; strong S.E. trade - wind, squally. At daylight the two ships were exactly abeam of each - other, and throughout the day neither could gain an inch. (The old - man of the _Samuel Plimsoll_ stamped up and down his poop all day in - a very excited state of mind and kept exclaiming, “A little thing - like that hanging on to me like a flea and I cannot shake her off.”) - The royals were frequently lowered during the squalls and hoisted - again when they had passed. _Samuel Plimsoll_ steering slightly more - easterly, the two ships gradually closed, and if the respective - courses had been continued must have collided. _Berean_, being the - windward ship, was bound to give way, so at sundown she was shaken - up in the wind and the _Samuel Plimsoll_ allowed to pass ahead. At - daylight next day, the Aberdeen clipper was well out to windward and - slightly ahead, and in that bearing the ships parted, seeing no more - of each other. - - Unfortunately, in the chops of the Channel, _Berean_ was surrounded - with a fleet of herring nets, some of which clung to her the rest - of the passage impeding her speed. _Samuel Plimsoll_ arrived at - Gravesend an hour or two ahead, but being too early in the tide had - to anchor. _Berean_, being of lighter draught, passed her and was - first in dock. But for the detention through fouling the nets, in all - probability these two ships would have reached Gravesend together - after a race of 6000 miles. - - In 1895, when outward bound to Tasmania and in the doldrums north - of the equator, _Berean_ fell in with the four-master Loch liner - _Loch Carron_, bound to Adelaide. The two ships after a chat with - signals parted on opposite tacks and did not sight each other again - until crossing the Great Bight of Australia, when at lunch one day - the welcome cry of “Sail-ho!” was heard. Going on deck the chief - officer and myself naturally looked ahead for the stranger, but a - ship on our starboard quarter was pointed out. _Berean_ was steering - due east for Tasmania with the wind right aft, the worst point for - fine-lined ships, head sails all becalmed; the _Loch Carron_ hauling - up for Adelaide was carrying the wind 2 or 3 points on the quarter, - all sails drawing, and was gaining on the _Berean_. When she got - into our wake she kept off on the same course as if intending to - speak, but finding she could not gain on that course hauled to again, - crossing astern, and with the difference in the courses the two - ships were soon out of sight of each other. The picture of the _Loch - Carron_ as she sheered away under all sail, scattering the feathery - foam from her bows, still lives, forming one of the series of mental - photographs an old sailor naturally collects. - -Another still more interesting meeting was with the famous -_Thermopylae_. Both ships were outward bound, and the _Thermopylae_ -overhauled and passed the _Berean_ to the southward of the Cape, the -weather being unsettled, and the _Thermopylae_, being able to bear -more sail than the little _Berean_, soon went out of sight ahead. -Nevertheless she only passed Cape Otway 17 hours ahead of the -_Berean_, so Captain Wyrill was not quite broken-hearted. - -On another occasion the _Berean_, when outward bound, crossed the -southern tropic in company with Green’s _Melbourne_ (afterwards the -well-known cadet ship _Macquarie_) and the little barque arrived in -Launceston two or three days before the big iron ship arrived in -Hobson’s Bay. - -Again, when homeward bound, the _Berean_ was passed off the Falkland -Isles in a strong breeze by Green’s fast Blackwall frigate _Windsor -Castle_, nevertheless the _Windsor Castle_ docked in London four days -later than the _Berean_. - -All the above trials of speed were with vessels very much larger and -more powerful than Mr. Walker’s clipper barque, but the _Berean_ once -had a very interesting race round the world with another well-known -barque, the little _Harriet McGregor_, of 331 tons, belonging to -Hobart. The two ships left Tasmania together, and the _Berean_ arrived -at Gravesend, 90 days out, beating the _Harriet McGregor_ by a week. -On the return passage, the _Harriet McGregor_ was loaded first and got -away about nine days ahead of _Berean_, but again Walker’s clipper got -in ahead of her, this time by one day only, after making the run to -Launceston in 77 days. - - -“Berean” as an Ice Carrier. - -Mr. T. B. Walker died in 1894, and all his ships were sold two years -later. - -_Berean_ went to the Norwegians and was employed for the next 14 years -carrying ice from Norway to the Thames. Captain Wyrill took over the -_Eden Holme_ and some of his old hands went with him. He was hauling -into the London Dock after his first voyage to Tasmania in the _Eden -Holme_, when the poor little _Berean_ under her new flag was hauling -out; and the change for the worse in the old ship was so marked that -one of her old crew remarked to Captain Wyrill with tears in his -eyes:—“There she is, sir, but she looks very different from what she -was when _we_ had her.” Nevertheless, though uncared for, the _Berean_ -still continued to make good regular passages, and was a constant -visitor to the Regent’s Canal Dock. But in 1910 she was run into by a -foreign steamer below Gravesend, when inward bound from Langesund, and -was towed ashore in a sinking condition. This was the end of her active -career, for she was now condemned, and after being patched up went to -Falmouth as a hulk. I saw her there not many years before the war, and -the marks of the thoroughbred were still plain to be seen. - - -Loss of the “Corinth.” - -The _Corinth_, Walker’s only other composite ship, was lost by -spontaneous combustion. - -In the year 1890 she sailed from Launceston, in the wake of the -_Berean_, with a cargo of wool and skins, under command of Captain -Littler. When she was a week out and about 300 miles S.E. of New -Zealand, signs of fire in the hold were discovered early on a Sunday -morning. Prompt measures to fight the fire were at once taken, -everything was battened down, holes were cut in the deck, through -which the hose was led and the wool bales were soused with water; -nevertheless the fire gained rapidly and at 10 o’clock the same night -the ship had to be abandoned. The crew got safely away in two boats and -headed for the New Zealand coast, but with little hope of making the -land against the stormy weather of the prevailing westerly winds. - -After they had been five days and nights adrift, the smoke of a steamer -was sighted about sundown; then darkness set in. The provisions had -become soaked in salt water but the shipwrecked crew had managed to -keep a few rockets dry, and these were sent up one after the other in -the hope of attracting the attention of the steamer. At last only one -rocket remained, and after some discussion as to whether to risk it -or keep it for a future occasion, it also was fired and was seen from -the bridge of the approaching vessel. However, she showed no signs of -having seen it in the way of an answering rocket or flare, so one can -imagine the relief of the shipwrecked crew when her masthead and later -her side lights were seen, steering end on for the boats. The steamer -proved to be the _Fifeshire_, homeward bound from New Zealand, and she -took the Corinth castaways right on to London. - -A description of Walker’s iron barques will be found at the end of Part -III. - - -The Little “Ethel.” - -Perhaps the most familiar ship to old City men was the little _Ethel_, -which under the command of Captain A. Ross ran for years with the -utmost regularity between London and Tasmania, and when in the Thames -always moored at Hayes Wharf, London Bridge. She was a composite barque -of 556 tons and was built in 1866 by Pile, of Sunderland, and owned by -Fenwick & Co., of London. - - -The Hobart Barque “Harriet McGregor.” - -A still smaller ship than the _Ethel_ in the Tasmanian trade was the -smart little _Harriet McGregor_, which had the “round the world” race -with _Berean_. A. McGregor who built her was also her owner. - -She was built at Hobart in 1871, and measured:— - - Registered tonnage 331 tons. - Length 134.2 feet. - Beam 27.6 „ - Depth 15.9 „ - -This little ship for year after year did the following annual round -with the regularity of a clock. On Christmas day she left Hobart for -London, loaded with wool and sperm oil. She returned to Hobart from -London with general cargo at 40s. and often more. Then she ran across -to Mauritius from Hobart with coal, and returned with a cargo of sugar, -in time to get away on her usual sailing day for London. - - -The Fremantle Barques “Charlotte Padbury” and “Helena Mena.” - -In the early days the Fremantle wool trade, including that of the -Ashburton River and Sharks Bay, was all carried in the holds of -fast clipper barques, such as Walker’s _Westbury_, _Decapolis_ and -_Corinth_, and well worthy to be ranked with these were the _Charlotte -Padbury_ and _Helena Mena_, both of which were well known and much -admired in the London River for many years. - -The _Charlotte Padbury_ was a wood barque of 640 tons, she was built at -Falmouth in 1874 for W. Padbury, of Fremantle. - -The _Helena Mena_ was a composite barque of 673 tons, and was built by -Thomson, of Sunderland, in 1876, for J. Wilson, of London. - -The _Charlotte Padbury_ was wrecked in April, 1903, and the _Helena -Mena_ was sold to the French for £1275 in 1898. - -These were two of the last of the wood and composite clippers, for -by the early seventies every shipowner, however conservative, found -himself compelled to go in for iron ships, if he was to compete -successfully in the world’s freight market. - - - - -Footnote. - - -[B] The green with which the Aberdeen White Star ships were painted was -a composite paint always known as Aberdeen green. - - - - -PART III.—“THE IRON CLIPPERS.” - - Fill us with wool till we’re nigh overflowing, - Send us away when strong breezes are blowing, - And we’ll show all the others the road. - The tug boat is coming for us in the morn, - We’ll drive her like blazes from here to the Horn, - For the main royal shall never be stowed.— - - J. ST. A. JEWELL. - - -The Introduction of Iron in Shipbuilding. - -It was the introduction of iron, as the chief material for the building -of ships, that contributed more than anything else to the supremacy of -the British Mercantile Marine. - -Iron killed the competition of our American cousins, who, as long as -wood was the chief factor, were able to give us a hard fight as to -which should lead the world in shipbuilding. Yes, it was the advent -of iron, more than the North and South War, more than the sinkings of -the _Alabama_, more than any slump in freights or foolish shipping -legislation on the part of the United States, and more even than our -adoption of Free Trade, which made the British nation the carriers of -the world. - -Many people think, and they have been fostered in their belief by the -good old conservative wood and hemp sailor, that iron also sounded the -knell of the sailing ship. This is, of course, to a certain degree -true, yet sail continued to flourish for 50 years after the advent of -iron, and up to the late nineties no finer ships had ever been built -or sailed than the iron clippers from the Clyde and other British -shipyards. - -It was the deterioration of the man before the mast which the advent -of steam brought about, and the cutting of freights induced by coal, -the cry for bigger ships and more luxury, and also, that soulless -modern institution, the company manager, which drove sailing ships down -and down in the trade of the world; these and the growing desire for -mechanical speed, which have invaded almost every department of life, -killed the windjammer. - -But in iron, as in wood, sail had a zenith to reach before the decline -set in, and through the last half of the nineteenth century the ports -of the world were crowded with magnificent iron full-rigged ships and -barques, such as it would have been hard to improve upon with all our -new knowledge of wind pressure, streamlines, and least resistance -curves. - -=The Drawbacks and Advantages of Iron.= - -Like everything else iron had its drawbacks as well as its advantages. -At first its effect upon the deviation of the compass caused many a -stranding and many a disastrous shipwreck. Then too, though an iron -ship can be driven into a head sea in a way no dare-devil of a Yankee -driver would have dared to attempt with his soft-wood clipper, iron has -not the buoyancy of wood, and the sight of a modern four-poster’s main -deck when running before the westerlies would have made a Black Ball -skipper rub his eyes with astonishment. As a preventative of weed and -barnacles, no anti-fouling has yet been discovered which can compete -with copper, and thus an iron hull, especially if it had been long -in certain well-known localities, was ever a handicap to a vessel’s -speed through the water. Iron ships have never been able to equal their -wooden sisters in light winds, and this chiefly owing to the trouble of -foul bottoms. - -The three chief advantages of an iron ship were firstly, that her hull -would stand unlimited driving, especially into a head sea; secondly, -she had more room for cargo than a wooden ship of the same size; and -thirdly, she was safer from that dreaded scourge at sea—fire. - -=Increase in the Size of Ships.= - -The chief change brought about by iron has been the increase in the -size of ships. The old-style shipowner held that a very big ship was a -very big mistake. - -When the _Jason_, a 1500-ton ship, went out to Calcutta at the -beginning of the seventies, Patrick Keith, of Gladstone, Wyllie & Co., -wrote to the Carmichaels, her owners, saying that she was far too big -a ship for the Indian trade, and that Smith’s smart little 1000-ton -“Cities” were quite large enough. Yet on her last voyage to the -Hooghly, 20 years later, the _Jason_ was by far the smallest deep-water -sailing ship in the port of Calcutta. - -The difficulty of working wood in big sizes kept down the tonnage in -the old days, but with the introduction of iron this difficulty was at -once removed. And iron masts and yards in the place of Oregon pine, and -wire in the place of the tremendous hemp shrouds, solved the problem of -rigging strain—thus, with sail as with steam, the first result from the -use of iron was the steady increase in individual tonnage. - -=Sail Plan Alterations.= - -Iron masts and wire stays caused a big change in the sail plan of the -full-rigged ship. The increased strength led at first to a certain -amount of over-masting as well as over-carrying of sail, with the -result that many a new clipper was dismasted on her maiden voyage. 1874 -was a specially disastrous year in this way. No less than seven ships -lost their masts bound out to Australia, and the _Loch Ard_ was twice -a victim. It was her maiden voyage, and she lost her “gossamer,” as -Joseph Conrad poetically calls it, before she had cleared the land. -She put back to the Clyde and refitted, only to again lose her masts -running the easting down. About this date also a great number of iron -ships were posted as missing, notably the _Africa_, _Asia_, _Loch -Laggan_ (ex-_America_), _Cairo_ and _Great Queensland_. No doubt some -of these losses were due to dismasting. - -It was not only that the ships were tremendously lofty, but their -yards became squarer and squarer, until it was found that stunsails -were a luxury. In fact, partly for this reason and partly owing to the -competition of steam and the resulting need for economy, flying kites -of all descriptions were given up and by the early eighties even a fore -topmast stunsail was looked upon as a curiosity. - -The lesson of rigging strain had to be learnt with the iron clippers, -just as it had had to be with the early wood clippers, but it was -not long before the seas were crowded by perfectly sparred iron -ships. Specially worthy of mention for perfection of sail plan were -Carmichael’s beautiful main skysail clippers, such as the _Golden -Fleece_, _Jason_, _Mermerus_, _Thessalus_, _Argonaut_ and others. - -Double topsail yards were followed before very long by double -topgallant yards, then came the eclipse, and the seas became covered -with stump topgallant mast horrors and that pathetic sight, the full -rig ship masquerading as a barque. - -I give a mainyard table, which may be of interest as showing the -development of width in sail plans. - -MAINYARD TABLE. - - +-------+-----------------------+-------+------+--------------------+ - |Length | | | | | - |of | | | Date | | - |Mainy’d| Ship |Tonnage| Built| Description. | - |in feet| | | | | - +-------+-----------------------+-------+------+--------------------+ - | 120 |_Great Republic_ | 3357 | 1853 |American 4-mast | - | | | | | barque | - | 108 |_British Ambassador_ | 1794 | 1873 |British iron “jute” | - | | | | | clipper | - | 102 |_Preussen_ | 5081 | 1902 |German 5-mast ship, | - | | | | nitrate clipper | - | 100 |_Royal Sovereign_ | 1637* | 1637 |Brit. 1st rate | - | | | | | man-of-war | - | „ |_Daylight_ | 3756 | 1902 |Brit. steel 4-mast | - | | | | | barque. Oil tank | - | „ |_James Baines_ | 2515 | 1854 |“Black Ball” pass. | - | | | | | clipper | - | „ |_Donald Mackay_ | 2598 | 1855 |“Black Ball” pass. | - | | | | | clipper | - | 96 |_Prince Royal_ | 1187* | 1610 |Brit. 1st rate | - | | | | | man-of-war | - | „ |_Glory of the Seas_ | 2103 | 1869 |Amer. “C. Horn” | - | | | | | clipper | - | 95 |_Lightning_ | 2084 | 1854 |“Black Ball” pass. | - | | | | | clipper | - | „ |_Champion of the Seas_ | 2448 | 1854 |“Black Ball” pass. | - | | | | | clipper | - | „ |_Royal Charter_ | 3000 | 1855 |Brit. full-rigged | - | | | | | auxiliary | - | „ |_Roanoke_ | 3559 | 1892 |Amer. wood 4-mast | - | | | | | barque | - | 94 |_Shenandoah_ | 3258 | 1890 |Amer. wood 4-mast | - | | | | | barque | - | 92 |_Dirigo_ | 3005 | 1894 |American steel | - | | | | | 4-mast barque | - | | | | | (British design) | - | 90 |_Challenge_ | 2006† | 1851 |American wood | - | | | | | clipper | - | „ |_Sovereign of the Seas_| 2421† | 1852 |American wood | - | | | | | clipper | - | 89 |_Star of the East_ | 1219 | 1853 |New Bruns. wood | - | | | | | clipper | - | 88 |_Mermerus_ | 1671 | 1872 |Brit. iron “wool” | - | | | | | clipper | - | „ |_Loch Torridon_ | 2000 | 1881 |Brit. iron 4-mast | - | | | | |barque | - | 84 |_Ben Voirlich_ | 1474 | 1873 |Brit. iron “wool” | - | | | | | clipper | - | „ |_Loch Maree_ | 1581 | „ |Brit. iron “wool” | - | | | | | clipper | - | „ |_Port Jackson_ | 2132 | 1882 |British iron 4-mast | - | | | | | barque | - | 82 |_Cimba_ | 1174 | 1878 |British iron “wool” | - | | | | | clipper | - | „ |_Flying Cloud_ | 1793† | 1851 |American wood | - | | | | | clipper | - | 81 |_Salamis_ | 1079 | 1875 |British iron “wool” | - | | | | | clipper | - | „ |_Witch of the Wave_ | 1500† | 1851 |American wood | - | | | | | clipper | - | 80 |_60-gun ship_ | 1500* | 1800 |Brit. 4th rate | - | | | | | man-of-war | - | „ |_Thermopylae_ | 948 | 1868 |British tea clipper | - | „ |_Typhoon_ | 1610† | 1851 |American wood | - | | | | | clipper | - | 79 |_Dreadnought_ | 1413† | 1853 |Amer. Atlan. | - | | | | | packet ship | - | 78 |_Cutty Sark_ | 921 | 1869 |British tea clipper | - | „ |_Hallowe’en_ | 920 | 1870 |British iron tea | - | | | | | clipper | - | „ |_Surprise_ | 1361† | 1850 |American wood | - | | | | | clipper | - | 75 |_Roscius_ | 1100† | 1836 |Amer. Atlan. | - | | | | | packet ship | - | 74 |_Norman Court_ | 834 | 1869 |British tea clipper | - | 72 |_Ariel_ | 852 | 1865 |British tea clipper | - +-------+-----------------------+-------+------+--------------------+ - * Old. † American. - - -The “Ironsides,” First Iron Sailing Ship. - -The first vessel to be constructed of iron was launched in 1838, -and appropriately named the _Ironsides_. She was built at Liverpool -by Messrs. Jackson, Gordon & Co., and in appearance differed very -little from wooden ships of that date. She was very short, with heavy -stern and low bow, out of which cocked an extremely long bowsprit and -jibboom, whilst her masts in contrast to her hull seemed to rake the -heavens. However she was the pioneer of the new material and at one -time her picture was a common sight in shop windows. It is doubtful if -she was altogether a success, and iron ships were still a rarity 20 -years later. - - -The “Martaban.” - -In 1853, an iron sailing ship was launched from the yard of John -Scott, of Greenock, with intercostal plates and stringers. This was -the _Martaban_, of 743 tons register, built for the well-known firm -of Carmichael. Her specifications were the product of the brains of -Matthew Orr, brother-in-law of the first Thomas Carmichael, and of -John Ferguson, who was afterwards a member of Barclay, Curle & Co., -the famous shipbuilders. The _Martaban_ was classed nine years A1 at -Lloyd’s, being rated equal to a nine years wooden ship. - -At that time Lloyd’s had no rules or class for iron ships, so they -retained _Martaban’s_ original specification as a basis for their rules -concerning iron ships. That the _Martaban_ was a success is proved by -the fact that she received £4 a ton for a cargo of coffee and cotton -from Bombay to Havre, and was offered a Diplomé d’Honneur at the local -exposition for delivery of her cargo in perfect condition. - -[Illustration: Mr. THOMAS CARMICHAEL, of A. & J. Carmichael.] - -Iron Ships in the Australian Trade. - -It was in the Australian trade that the iron passenger ship was to be -seen in her perfection. She succeeded the great Liverpool clippers and -the little Blackwall frigates, and she was as beautiful and perfect as -any of her wooden sisters. - -In the sixties, seventies and even eighties thousands of emigrants were -carried from the Old Country to Australia and New Zealand in these -magnificent iron clippers. They also took out blood stock of every -description from racehorses to pedigree bulls and rams; and a nice time -some of these animals must have had when the clippers were carrying on -running their easting down. - -Most of the ships raced home again with wool for the London sales, but -a few, notably Heap’s fine ships, went on from Australia to India and -Burma, generally with a load of walers for the army in India. In the -Bay of Bengal they either loaded jute home from Calcutta or rice from -Rangoon. Messrs. J. Heap & Sons were rice millers, and their ships took -the firm’s rice home. - -In the seventies and eighties these beautiful clippers were a -never-ending interest in the London River, the Mersey, the Clyde and -the great ports of the Antipodes. In Sydney landsmen made special -Sunday excursions to Circular Quay to see the ships, and it was the -same with the other ports in the days of masts and yards. Every -Australian, whether native-born or new chum, kept a tender corner -in his heart for the tall ships which had had so much to do with -the development of his country. The Sydney-side native, indeed, not -only took a pride in the regular traders to the port, but knew them -intimately, and could generally be relied on to name an incoming -clipper correctly long before she had reached the anchorage. - -=The New South Dock.= - -A visit to the docks of the London River is only made nowadays from -dire necessity. Their charm has entirely departed. Instead of a -forest of spars, nothing now shows above the warehouse roofs but the -soot-covered, stumpy masts, blunt-nosed derricks, and squat funnels of -a few steamers. Truly the glory of the docks has departed for ever, and -only the sentiment remains. Joseph Conrad, in his delightful _Mirror -of the Sea_, thus describes the New South Dock in the days of the iron -wool clipper:— - - To a man who has never seen the extraordinary nobility, strength, and - grace that the devoted generations of shipbuilders have evolved from - some pure nooks of their simple souls, the sight that could be seen - five-and-twenty years ago of a large fleet of clippers moored along - the north side of the New South Dock was an inspiring spectacle. Then - there was a quarter of a mile of them, from the iron dockyard gates - guarded by policemen, in a long, forest-like perspective of masts, - moored two and two to many stout wooden jetties. Their spars dwarfed - with their loftiness the corrugated iron sheds, their jibbooms - extended far over the shore, their white and gold figure-heads, - almost dazzling in their purity, overhung the straight, long quay - above the mud and dirt of the wharfside, with the busy figures of - groups and single men moving to and fro, restless and grimy under - their soaring immobility. - -I have a photograph of the South Dock just as it is depicted by Conrad, -showing the long row of lean, knife-like cut-waters, surmounted by -their spotless figure-heads, and with their bowsprits stabbing the -sheds opposite, whilst the masts and yards criss-cross the dull grey of -the London sky. - - -The Builders of the Iron Wool Clippers. - -Before proceeding to the ships themselves, I must not omit to say a few -words about the men who built these splendid iron sailing ships. - -The London River, partly owing to an ill-advised strike and partly -owing to its distance from the raw material in comparison to the -northern ports, entirely lost its shipbuilding business in the latter -half of the nineteenth century; and the builders of the iron wool -clipper were pretty evenly distributed over the Clyde, the Mersey -and Aberdeen. Once more, as with the tea clippers, there was a keen -rivalry between Glasgow and Aberdeen, and it is difficult to say -which carried the day, for both cities were represented by countless -beautiful ships. Duthie, Hall and Hood had, however, to contend with -more than twice their number of Clydeside rivals. If I were asked to -give my humble opinion, I should award the palm to Messrs. Barclay, -Curle & Co. for producing the most perfect iron ships that ever sailed -the seas. They built many of the best “Lochs,” such as _Loch Maree_, -and the four-posters _Lochs Torridon_, _Carron_ and _Broom_. They were -responsible for the whole of Carmichael’s splendid fleet, and the two -famous “Bens”—_Voirlich_ and _Cruachan_—emanated from their drawing -lofts. - -Thomson, of Glasgow, built some half-dozen “Lochs,” his masterpiece -being the _Loch Garry_. The rest of the Loch Line were divided amongst -Lawrie, Inglis, Henderson, and Connell. Duthie’s finest ship was the -_Brilliant_. Hall built the well-known _Port Jackson_, whilst Hood was -the originator of all the Aberdeen White Star ships and also built the -smart little _Cimba_. - -Heap’s ships were mostly built by Evans, of Liverpool; and Potter, of -Liverpool, produced the two well-known London ships, _Thomas Stephens_ -and _Old Kensington_. Of the other London owned ships, _Hesperus_ -and _Harbinger_ worthily upheld the name of Steele, while Pile, of -Sunderland, was represented by _Rodney_. - -I must now turn to the ships themselves, and, taking them in order of -date, will begin with that famous veteran the _Darling Downs_. - - -The “Darling Downs.” - -She was one of that numerous fleet of ships, the converted from steam -to sail, about which one could make a largish book without much -trouble. And she was one of the most successful of the lot. She was -built as far back as 1852 and sailed under the flag of the General -Screw Steamship Company, as the _Calcutta_, an auxiliary steamer with a -300 horse-power engine. Like nearly all early steamship businesses the -General Screw S.S. Co. did not remain solvent very long, their ships -were sold and were promptly converted into sailing ships, and in many -cases renamed. - -As a sailing ship, the _Darling Downs_ was a very favourite passenger -ship to Sydney. Like all converted steamers she was a very fast sailer, -and made very good and regular passages. After a prosperous career as a -Sydney trader, she was finally run into and sunk off the Nore in 1887. - - -“City of Agra” and “Sam Mendel.” - -These two early iron ships were both exceedingly fast and made many a -good passage to the Colonies. _City of Agra_ once landed her passengers -in Melbourne when only 65 days out from the Tuskar; on another occasion -she passed Port Phillip Heads on her way to Queensland, when 63 days -out; and she made the run out to Lyttelton, New Zealand, in 71 days. - -In 1881, when commanded by Captain Young, she left Gravesend on 25th -May, took her departure from the Lizard on the 29th, and crossed the -equator on 17th June in 27° W., 19 days from soundings. Between the -N.E. and S.E. trades, she had very squally variables and lost her fore -topgallant mast. She crossed the meridian of the Cape on 11th July and -ran her easting down in 39° and 40° S., making a very steady average, -as her best run was only 270 miles, and she crossed the Leeuwin -meridian on 30th July, signalled the Otway on 5th August and arrived in -Hobson’s Bay the following day, only 69 days out from the Lizard. - -[Illustration: “DARLING DOWNS.”] - -[Illustration: “ANTIOPE.” - -_Photo by Captain Schutze, Sydney._] - -_Sam Mendel_ is known for her 68-day run from London to Port Chalmers -in 1876. On another occasion, whilst racing one of the “Cities” to New -Zealand, she lost her foremast, and I have a photograph of her as she -appeared under jury rig. - -Both ships lived to a ripe old age. - -The _City of Agra_ was wrecked on Cape Sable on the 31st March, 1907, -when on a passage from New York to Bridgewater. The _Sam Mendel_, after -being twice sold and twice renamed, the first time _Charlonus_ and -secondly _Hannah_, was at last condemned and broken up in June, 1909. -Thus it will be seen that _City of Agra_ was afloat 47 years and _Sam -Mendel_ 48 years, which speaks volumes for the good workmanship of -their builders. - - -“Dharwar.” - -The _Dharwar_, which was one of Harland & Wolff’s finest productions, -originally belonged to the Indian “Iron Ship Company.” Though the -company made money in the early sixties, a slump in freights brought -it into the hands of the Receiver after a very short existence. The -_Dharwar_ sailed for England in 1868, and on her arrival was bought by -John Willis, who always had an eagle eye for a good ship. He fitted -her for emigrants and during the seventies she was usually carrying -passengers outward; later she became a favourite Sydney trader, and -when loading at Circular Quay was usually to be seen on the cross berth -opposite the old Paragon Hotel. A beautifully built ship, with teakwood -decks, the _Dharwar_ was also a very consistent performer, and made a -good name for herself under Captain Freebody. Before settling down in -the Australian trade, Captain Freebody took her to Calcutta sometimes -for a Dundee jute cargo, he also took her across the Pacific, and made -a very fine passage from Frisco to Liverpool in 1872-3 of 97 days. As -late as 1902 I find the old ship arriving at Fremantle on 24th May, 80 -days out from Barry. Willis eventually sold her to the Swedes, who sent -her to the ship-breakers in 1909, after 45 years of service. - - -The Strange Career of “Antiope.” - -The _Antiope_ was one of the earliest of Joseph Heap’s ships, and, like -all his others, had a name which no sailor could possibly pronounce -correctly. Indeed when she came out many an old salt shook his head -over such a name. Who ever heard of a ship called the “Anti-hope” -coming to any good? However she upset the predictions of the evil -prophets by being one of the luckiest ships ever launched, and at the -present day must be one of the oldest ships afloat. - -She was Heap’s fourth ship, I believe; her sister ship, the _Marpesia_, -having been launched from Reid’s yard four months before her. The first -ship of Heap’s “Thames and Mersey Line” was the little _Hippolyta_, of -853 tons, built as far back as 1856. Then came the _Eurynome_, of 1347 -tons, built at Whitehaven in 1862. - -[Illustration: “ANTIOPE.”] - -She had an unenviable reputation for small collisions, so was generally -known as the “You’re into me.” - -For some years the Thames and Mersey Line was managed by Thompson, May -& Co., of Water Street, Liverpool. The ships carried emigrants and -general cargo from Liverpool to Melbourne, then crossing to the Bay of -Bengal, often with walers to Madras or Calcutta, they came home from -Rangoon with Heap’s rice. They generally sailed from Liverpool on the -10th of each month. In the early eighties the line was bought by Mr. -Beazley to start his son, and was henceforth known as the Australian -Shipping Company, managed by Gracie, Beazley & Co. - -The _Antiope_ made her best passage in 1868, running out to Melbourne -under Captain Withers in 68 days, and but for being hung up on the line -for 10 days would have gone near to breaking the record. - -After Beazley sold her she was for some years in the South American -trade. Then during the Russo-Japanese war she was captured by the -Japanese whilst under Russian colours. The Japs sold her to Mr. J. J. -R. Matheson, of Ladysmith, British Columbia, and for a short while she -was in the timber trade. The world war found her lying in a New Zealand -port, doing duty as a coal hulk for the Paparoa Coal Co. Here the Otago -Rolling Mills bought her at a stiff price, and like many another old -sailing ship, she came out of her retirement with a new set of wings in -order to brave the German submarines and keep the old Red Duster flying. - -In 1916, she got ashore on the coast when making for Bluff Harbour in a -gale of wind, and there she lay on her side in the wash of the tide for -96 days. At last, with tonnage pretty near worth its weight in gold, an -attempt was made to float her. For this purpose a large steam trawler, -fitted with pumps to throw 10,000 gallons a minute, was brought down to -this most southerly port in the Empire. No progress, however, was made -until a journalist named Bannerman, with the inquisitiveness of his -kind, got down into the _Antiope’s_ fore peak by means of a rope ladder -and discovered the chief leak. Then, with mats over the bow, the pumps -slowly overcame the water, the _Antiope_ righted and finally floated. -She was then towed round to Port Chalmers, docked, repaired and once -more fitted for sea. From Port Chalmers she ran across to Newcastle, -N.S.W., in ballast, making the trip in the good time of 12 days. Here -she loaded coal for Valparaiso, after refusing a £9000 freight to the -United Kingdom. Again she made a good passage. From Chile she went up -to San Francisco. And she is still earning money at the wonderful age -of 54 years. - - -“Theophane.” - -The _Theophane_ was probably the fastest of all Heap’s ships, and was -built on sharper lines than the _Antiope_ or _Marpesia_. On her maiden -passage—the abstract log of which I give in the Appendix—she went out -to Hobson’s Bay under Captain Follett in 66 days. - -Her first 12 passages to Melbourne were 66, 75, 75, 70, 80, 73, 73, 82, -73, 75, 79 and 77 days, giving an average of 75 days, this being from -the Channel. - -On the 11th December, 1891, she sailed from Newcastle, N.S.W., with a -cargo of coal for Valparaiso, and was never heard of again. - - -Messrs. Aitken & Lilburn and the Loch Line of Glasgow. - -The best known line of sailing ships running to Australia since the -use of iron shipbuilding has undoubtedly been the famous Loch Line of -Glasgow. - -[Illustration: “THEOPHANE.”] - -[Illustration: “DHARWAR.”] - -It was started in 1867 by two young men who had been in the employ of -Patrick Henderson & Co.—these were William Aitken and James Lilburn. -In the old days it was the custom for owners to make a daily visit to -intending shippers; this was Aitken’s part of the work and he continued -to make a practice of it long after other owners had given it up. -Lilburn superintended the loading and despatching of their ships, and -so great was his practical knowledge and so keen his interest that it -is no exaggeration to say that no ships were better kept up than the -Loch liners. All over the world the Loch Line clippers were held up by -seamen as examples of what well run and comfortable ships should be. -A keen yachtsman and a one-time Commodore of the Royal Northern Yacht -Club, Mr. Lilburn was a man who not only thoroughly understood ships -but loved them for their own sake. And it is under such owners that -sailors consider themselves lucky to serve. - -The ships carried first, second and third class passengers outwards, -and when steam began to cut in they still held on until they were the -last of all the sailing ships to continue carrying passengers. Many an -invalid or consumptive has gained fresh vigour and untold benefit from -a voyage to the Antipodes in a Loch liner. - -The saloon fares charged were:—£40 to Adelaide and Melbourne, £42 to -Sydney, £76 for the round trip out and home. - - -The “Clan Ranald,” “Ben Nevis” and “Loch Awe.” - -Messrs. Aitken & Lilburn commenced business by chartering the _Clan -Ranald_, _Ben Nevis_ and _Loch_ _Awe_. The _Clan Ranald_ they -eventually bought and renamed the _Loch Rannoch_. - -Captain Bully Martin, who was afterwards one of the best known skippers -in the Loch Line, superintended the building of the _Clan Ranald_, and -took command of her for the first few years of her existence. - -Bully Martin was a great personality amongst sailing ship skippers. He -was a driver of the old type, and stories referring to Bully Forbes are -often mixed up with those referring to Bully Martin. He nevertheless -was such a consummate seaman that in 45 years’ service as master he -never cost the underwriters a penny, and only lost a couple of men, -one through a fall from aloft and one from being washed overboard. -He is said to have hated passengers. He served his time in Allan’s -beautiful little Transatlantic sailing ships—his first ship being -the _Caledonia_, a full-rigged ship carrying royals and stunsails -though only of 390 tons. She was commanded by Captain Wylie, who was -afterwards marine superintendent of the Allan Line. After passing for -mate, he obtained the berth in the 900-ton iron ship _Shandon_, which -was fitted with patent reefing gear for topgallant sails, topsails -and courses. She made three voyages a season to Montreal and in the -winter ran to the Southern States for cotton. After four years as mate, -he obtained command of the _Edendale_, belonging to the same owners, -Messrs. W. Kidston & Son, of Glasgow. His next command was the _Lord -Clyde_, which he left for the _Clan Ranald_. He commanded her for two -or three voyages and then went to Watson Bros., commanding the _Ben -Venue_, _Ben Voirlich_ and _Ben Cruachan_ in turn, after which he -returned to the Loch Line, and after having the _Loch Ness_ and _Loch -Long_, commanded the _Loch Broom_ until he retired from the sea in -1907, the very year, curiously enough, that Messrs. Aitken & Lilburn -sold his first ship in their employ. - -On 22nd February, 1907, the _Loch Rannoch_ left Melbourne under Captain -Morrison with the usual cargo of wool, hides and tallow for Hull, at -which port she arrived on 8th June, 106 days out. After discharging she -returned to Glasgow, and was then sold to the Norwegians. In November, -1910, she was again sold to the Germans, and has since been broken up. - -The _Ben Nevis_ after making her maiden voyage under charter to Aitken -& Lilburn became one of Watson’s passenger ships to Australia. On -14th July, 1897, when bound to Dunedin from Glasgow, she unexpectedly -appeared in Hobson’s Bay, having put in to repair damages which had -taken place 12 days before in the Southern Ocean. It appeared that she -had been swept from stem to stern by a tremendous wave; two of the crew -had been taken overboard along with everything movable on the main -deck; besides which the break of the poop had been burst in and the -interior so gutted that her officers had nothing but the clothes they -stood up in. The repairs cost £3000. - -In 1898 the _Ben Nevis_ was sold to the Norwegians and renamed -_Astoria_. On 24th January, 1912, she was abandoned, dismasted, in the -Atlantic, after being set on fire, her crew being taken off by the -steamer Dungeness and landed at Penzance. - -The _Loch Awe_ is known for her record passage to Auckland, New -Zealand, under Captain Weir. - - Gravesend to Auckland 73 days. - Pilot to pilot 69 days. - -As far as I know this record still holds good. - -Captain Weir was a great driver, and the _Loch Awe_ came into Auckland -with everything washed off her decks, including hen coops, spare spars -and all her boats. She was carrying emigrants who had had a terrible -time, having been battened down for days on end. On her arrival she -was delayed a week, as she had reached Auckland before her papers, the -mails in those days coming _via_ Panama to New Zealand. - - -The Famous “Patriarch”—First Iron Ship of the Aberdeen White Star Line. - -In 1869 the Aberdeen White Star Line gave their first order for an iron -clipper ship, the result of which was the famous _Patriarch_. George -Thompson was only contented with the very best, and _Patriarch_ was -no exception to his rule. Built of the best iron plating at a cost of -£24,000, she was considered the finest iron ship in the world when she -first came out. She had a poop 90 feet long, under which extended a -magnificent saloon. In her rigging plan she was a long way in advance -of her times. Her topmasts and lower masts were in one, and her -topgallant masts were telescopic, fitting into the topmasts; and in the -seventies she was fitted with double topgallant yards on fore and main, -whilst she still carried stunsails in the eighties when most ships had -discarded them. - -As a sea boat she proved herself on numberless occasions, notably in -the Indian cyclone of 1892, which she weathered out with only the -loss of a lifeboat, whilst the fine Loch liner, _Loch Vennachar_, was -totally dismasted 70 miles away. She possessed that very rare quality -in iron vessels—dryness. And during her life of 29 years under the Red -Ensign she never had a serious accident and never made a bad passage. - -_Patriarch’s_ best 24 hours’ run was 366 miles, and her best week’s -run was 2060 miles, her main royal being set the whole time. - -[Illustration: “PATRIARCH.” - -_Photo by Hall & Co., Sydney._] - -_Patriarch_ was no doubt lucky in her captains: Captain Pile took her -from the stocks until 1876, Captain Plater had her ten voyages from -1877 to 1887, Captain Allan from 1887 to 1890, and Captain Mark Breach -took her until she was sold in 1898, during which time, he says, that -she never stranded a ropeyarn. - -_Patriarch’s_ maiden voyage was almost as much of a record as -_Thermopylae’s_, each passage being the best ever made by an iron ship -at that date. On her outward passage with 40 passengers and a large -general cargo, she arrived in Sydney on 10th February, 1870, only 67 -days from pilot to pilot, and 74 anchorage to anchorage. And on the -homeward run she went from Sydney Heads to the West India Dock in 69 -days. This was an extraordinary performance, as anything under 90 days -is very good for an iron ship on the homeward passage. - -After this the _Patriarch_ was one of the most regular ships in the -Sydney trade. She was never much over 80 days going out, and though she -never repeated her maiden performance coming home her passages were -most consistent and she only twice ran into three figures in over 20 -passages from Sydney. - -In 1897-8 the good old ship sailed her last voyage under the Red -Ensign—a round of London, Sydney, Newcastle, N.S.W., Manila and home -in 13 months. On his arrival Captain Mark Breach was horrified to -find that his beloved ship had been sold to the Norwegians for a -paltry £3150, and on 1st November, 1898, he hauled down the celebrated -house-flag and handed her over to her new owners. - -For another 14 years she washed about the seas, unkempt, bare of paint -and forgotten. Of her passages in this condition, I have picked out a -couple at random:— - - 1908 Monte Video to Port Victoria (Make) 64 days. - 1910 Bantjar (Java) to Delegoa Bay 57 days. - -On Christmas Day, 1911, she left Algoa Bay for a Gulf port, and on -23rd February, 1912, got ashore on Cape Corrientes, south of the River -Plate, and became a total loss. - - -The “Thomas Stephens.” - -The _Thomas Stephens_ was one of the best known ships of her day. When -she came out she was considered the most up-to-date and perfectly -appointed passenger sailing ship ever built on the Mersey. She was -intended for the old Black Ball Line, but never actually sailed under -the famous flag, but sailed as one of the London Line of Australian -Packets (Bethell & Co.). She was owned by Thomas Stephens & Sons, of -London. Captain Richards, the well-known commander of the _Donald -Mackay_, superintended her building and fitting out and eventually left -the _Donald Mackay_ to command her. - -The _Thomas Stephens_ soon proved herself one of the fastest iron ships -afloat, and a very successful ship financially. She was beautifully -sparred, crossing three skysail yards, and was a very lofty ship—one of -the tallest ships, indeed, that ever sailed either from the Mersey or -the Thames; and she carried all her stunsails well into the eighties. -At first she was fitted with single topgallant yards, but followed the -fashion for double topgallant yards before she had been afloat many -years. - -She was launched in July, 1869, and left Liverpool on 24th September, -with a full passenger list for Melbourne, arriving out on 15th December -in 82 days. - -[Illustration: “THOMAS STEPHENS.” - -_From a painting by F. B. Spencer; lent by Messrs. Thomas Stephens & -Sons._] - -On her second voyage she left Liverpool on 9th September, 1870, and -anchored in Hobson’s Bay on 21st November, 73 days, port to port. -After this she always sailed from London as one of the London Line of -Packets, along with her great rival _The Tweed_. And for her third -voyage, I find the following advertisement in the _Times_ of 5th -October, 1871. - - MELBOURNE-LONDON LINE OF PACKETS. - - THOMAS STEPHENS. - - R. RICHARDS (so well and favourably known when in command of the - _Donald Mackay_ and _Great Victoria_), commander. This superb - clipper, 1507 tons registered, of the highest class at Lloyd’s, - and owned by Messrs. Thomas Stephens & Sons, is one of the finest - specimens of marine architecture afloat, and made her last passage - in 64 days. Constructed specially for the Australian passenger - trade. Her spacious full poop saloon is fitted with bathrooms, cabin - furniture, bedding, and every convenience. The second and third - cabins are most comfortable. Carries a surgeon.—Bethell & Co., - Cowper’s Court, Cornhill, E.C. - -_Thomas Stephens_ left London on 26th October, 1871, for Melbourne, her -great antagonist _The Tweed_ sailing for Sydney about the same date. -She crossed the line on 20th November in long. 29° 57′ W., making 12 -knots with the S.E. trade blowing steadily from S.E. by S. Her best run -was 315 miles in a 23½-hour day when running down her easting. This -was from Saturday, 9th December to Sunday, 10th December, and her log -book gives the following details:— - - SATURDAY, 9th December, 1871.—Lat. 44° 50′ S., long. 20° 34′ E. - Courses S.E. by E. ½ E., S. by E., S.E. by E. ½ E., S.S.E., S.E. - Winds E.N.E., E. by N., variable, west. A.M., strong wind and - squally, logging 10 knots. 11 a.m., heavy squalls, handed topgallant - sails, crossjack, spanker and outer jib. P.M., squally with heavy - rain. 4 p.m., set main topgallant sail. 9 p.m., wind veering into - westward; set fore topgallant sail and main topgallant staysail. - Midnight, logging 16 knots during last four hours - - SUNDAY, 10th December, 1871.—Lat. 44° 48′ S., long. 27° 57′ E. - Courses S.E. ½ E., S.E. Winds west, N.W. Distance 315 miles. A.M., - heavy gale, high cross sea; ship labouring and straining heavily; - decks at times completely flooded fore and aft. 1 a.m., main - topgallant staysail stay carried away. 7 a.m., continuation of gale, - logging 16 knots. Heavy sea struck ship on starboard quarter, washing - starboard lifeboat out of davits, completely flooding main deck and - washing away main hatch-house. 9.30 a.m., gale moderating, made all - plain sail, still logging 16 knots. P.M., moderate with high cross - sea; decks completely flooded; have logged 16 knots during last 16 - hours. - -On Friday, 29th December, the westerlies were so strong that the -_Thomas Stephens_ had to be hove to for 4½ hours, the gale being -preceded by six hours’ calm with fog; the log reads as follows:— - - FRIDAY, 29th December, 1871.—Lat. by acc. 45° 21′ S., long. 129° - 7′ E. Courses N.E., E.N.E., E. by S., N.N.W., N.E. Winds variable, - calm, N.W., west. A.M., light variable airs, thick foggy weather. - Watch hauling up cable. 10 a.m., strong breeze, dull cloudy weather, - logging 12 knots. 3.30 p.m., strong gale, handed topgallant sails. 4 - p.m., gale still increasing, handed upper topsails, courses and jib. - Brought ship to the wind under lower topsails. Heavy sea running; - decks completely flooded. 8.30 p.m., wind veering into S.W. Wore ship - off before the wind. 10 p.m., set foresail and upper fore topsails, - logging 10 knots. - -On Saturday, 30th December, the gale still continued -and the log book records:— - - Lat. by acc. 43° 57′ S., long. 134° 27′ E. Courses N.E., N.E ½ N. - Winds W.S.W. A.M., strong gale, high sea. Shipping a quantity of - water over all, logging 13 knots. 4 a.m., set upper main and mizen - topsails. 7 a.m., set topgallant sails, weather moderating, logging - 12 knots. 10 a.m., heavy sea. Decks at times completely flooded. - P.M., strong gale and heavy sea. Shipping a quantity of water over - all, logging 13 knots. 10 p.m., gale increasing. Handed fore and - mizen topgallant sails, logging 14 knots. 10.30 p.m., handed main - topgallant and mizen topsail. Midnight, strong gale and high sea; - have logged 14 knots during last six hours. - -On Tuesday, 2nd January, 1872, Cape Otway bore north, distant 2 -leagues; at 7 a.m. the pilot came on board and took charge, and at 1 -p.m. the _Thomas Stephens_ came to anchor in Hobson’s Bay, 66 days out -from her Channel pilot. From Melbourne she went across to Calcutta in -45 days, with walers on board, and loaded jute home, the usual round of -first-class ships in the seventies. - -During her long and successful career she usually loaded outwards to -Melbourne or Sydney; but in 1879 on her twelfth voyage she went out to -Otago, and on her thirteenth left Liverpool on 29th April and arrived -at Rangoon on 21st July, 83 days out. - -In 1881 she went out to San Francisco in 124 days from Holyhead, and -coming home to Falmouth in 98 days. Except for an occasional run to -Frisco, Calcutta or Rangoon, she was kept regularly in the Sydney trade -during the eighties and nineties. - -The following is a list of her best sailing records:— - - 16 knots for 16 successive hours, 10th December, 1871, in 44° 48′ S., - 28° 7′ E. 1000 miles in 70 hours. - - 16 days (the record) from Cape Horn to the line, under Captain - Robertson. - - 1870 Liverpool to Hobson’s Bay; Sept. 9 to Nov. 21 73 days - - 1871-2 London to Hobson’s Bay; Oct. 26 to Jan. 2 68 days - - 1872 Melbourne to Calcutta; Feb. 1 to March 17 45 days - - 1872-3 Lizard to Hobson’s Bay; Dec. 4 to Feb. 11 69 days - - 1873 Ushant to Hobson’s Bay; Sept. 3 to Nov. 8 66 days - - 1874-5 Lizard to Hobson’s Bay; Nov. 22 to Jan. 31 70 days - - 1876 Lizard to Hobson’s Bay; Aug. 7 to Oct. 24 78 days - - 1877 Tuskar to Hobson’s Bay; Aug. 12 to Oct. 27 76 days - - 1878 Plymouth to Hobson’s Bay; June 15 to Aug. 31 77 days - - 1880 Liverpool to Rangoon; April 29 to July 21 83 days - - 1880-1 Frisco to Queenstown; Nov. 8 to Feb. 18 99 days - - 1881 Holyhead to Frisco; Jan. 12 to May 16 124 days - - 1882 Frisco to Falmouth; June 7 to Sept. 13 98 days - - 1882-3 London to Sydney; Nov. 8 to Jan. 22 75 days - - 1885 Antwerp to Sydney; July 25 to Oct. 20 87 days - - 1886 London to Sydney; May 29 to Aug. 16 79 days - -In the later eighties her passages began to slow up for two very good -reasons: firstly her sail plan was cut down; and secondly her captain, -owing to a very nervous wife being with him, made no attempt to drive -her. - -Captain Richards had her through the seventies, except for two voyages -in 1874-5 when Captain Bloomfield had her, then Captain Archibald -Robertson commanded her for half a dozen voyages, he was followed by -Captain W. Cross, then Captains Cutler, Davis and Belding took her in -turn. - -The _Thomas Stephens_ was a lucky ship and kept singularly free of -trouble; indeed she had no serious mishap until July, 1893, when she -got well battered by a severe gale in 52° S., 130° W., whilst homeward -bound from Melbourne with wheat. Her bulwarks were carried away from -the fore rigging to abaft the main rigging on the starboard side and -her main deck was swept clean. She put into Callao for repairs, but she -was not leaking and her cargo was found to be undamaged. - -On her following voyage she got into more serious trouble in battling -to get to the westward of Cape Stiff. She sailed from Barry on -27th December, 1894, and was partially dismasted off the pitch of -the Horn. Put back to the Falklands, arriving in Stanley harbour -on 28th February, 1895. Captain Belding, however, refused to agree -to the extortionate demands of the Stanley shipwrights, and sailed -for Capetown under jury rig, arriving there 14th May, 1895. Here he -refitted, and leaving Table Bay on 22nd June arrived at Esquimalt by -the eastern route on 24th September. - -This unfortunate voyage terminated her career under the Red Ensign, -for on her arrival home in 1896 the _Thomas Stephens_ was sold to the -Portuguese Government. The Portuguese have a singularly shrewd eye for -a ship; and in this year they bought at breaking up prices three of -the finest and fastest ships ever built, namely the _Thomas Stephens_, -_Cutty Sark_ and _Thermopylae_. - -Captain Belding was retained to sail the _Thomas Stephens_ to the Tagus -under her new flag. He had a Portuguese crew, and the passage was not -without incident, for a fire broke out on board and it was chiefly -owing to Captain Belding’s personal bravery that it was extinguished. -Indeed so pleased were the Portuguese with his behaviour that they -presented him with a service of plate and a Portuguese Order, at the -same time asking him to continue in command. For many years after this -the _Thomas Stephens_ served as a naval training ship in the Tagus -in conjunction with the _Thermopylae_. She survived the famous tea -clipper, however, and many a British naval officer has probably been -aboard the famous old ship without realising that, disguised under -the name of _Pero d’Alemguer_, floated one of the crack Australian -passenger ships of the seventies. - -The Great War found her lying a hulk in the Tagus. The Portuguese -fitted her out when tonnage began to get scarce in 1915, and sent -her across to America. On her return passage to Lisbon in January, -1916, she was posted as missing—possibly a Hun torpedo sent her to -the bottom—and that terrible word “missing” may be hiding some awful -tragedy or glorious heroism. Anyhow her name goes on the “Ships’ Roll -of Honour in the Great War,” along with more than one of her sisters in -the Australian trade. - - -The First Six Ships of the Loch Line. - -Messrs. Aitken & Lilburn started their venture with six splendid -ships, of 1200 tons each, all built during 1869-70. These were the -_Loch Katrine_, _Loch Earn_, _Loch Lomond_ and _Loch Leven_, all built -by Lawrie, of Glasgow, and the _Loch Ness_ and _Loch Tay_, built by -Barclay, Curle & Co. - -At first it had been intended to name the ships after clans, but the -Clan Line registered first, and so at the start the “Lochs” were -advertised as the “Clyde Line of Clipper Packets.” - -The _Loch Katrine_ was the first ship away. She arrived in Hobson’s -Bay under Captain M’Callum, on 20th December, 1869, 81 days out from -Glasgow. The _Loch Ness_, Captain Meiklejohn, arrived on 13th January, -1870; the _Loch Tay_, Captain Alex. Scott, on 12th February, 1870; -the _Loch Earn_, Captain W. Robertson, on 31st March, 1870; the _Loch -Lomond_, Captain Grey, R.N.R., on 26th May, 1870; and the _Loch Leven_, -Captain Branscombe, on 19th August, 1870. - -Of the six clippers, the _Loch Tay_ made the best passage out, being -only 73 days, anchorage to anchorage. Running her easting down, her -best week’s run was over 2000 miles, and she averaged 285 miles a day -for nine consecutive days. Stunsails and large crews were carried -by the Loch clippers right up to the end of the seventies; and the -following passages under these conditions will show their speed -capabilities:— - - TUSKAR TO CAPE OTWAY. - - _Loch Katrine_ 74 days - _Loch Ness_ 68 „ - _Loch Tay_ 67 „ - _Loch Earn_ 63 „ - _Loch Lomond_ 76 „ - _Loch Leven_ 68 „ - -Their average, pilot to pilot, 69½ days; port to port, 77 days. - -Four of these ships lived to a good old age, whilst the other two came -to early and tragic ends. - -When sailing ship freights began to fall, the _Lochs Katrine_, _Tay_, -_Ness_ and _Lomond_ were converted into barques, but in spite of losing -the yards on the mizen, they continued to make good passages right into -the twentieth century. - -The _Loch Katrine_ made her best passage in 1893, from the Channel to -Melbourne in 71 days. - -In 1907 she was nearly lost running her easting down when bound out -to Australia. It was blowing hard from the S.W., and a heavy sea -broke aboard, tearing up the standard compass and washing it into the -scuppers, besides smashing up a lifeboat and floating the gig out of -its chocks. The next roller came right over the stern, crumpling up the -wheel and binnacle and breaking in the cabin skylight. The men at the -wheel were washed away, and the ship broached to, filling her main deck -to the rail. All hands were called to save the ship, and as usual in -such cases, it meant risking life and limb to venture along the flooded -main deck and man the braces. However Captain Anderson managed to get -his ship off before the wind and by the following night a jury wheel of -capstan bars had been lashed on to the remains of the old wheel. - -Three years later, in 1910, the _Loch Katrine_ was dismasted off Cape -Howe. After a perilous trip of three days, a boat in charge of her mate -was picked up near the land by a Swedish steamer, and a tug was sent -out from Sydney, which found the disabled ship and towed her into Port -Jackson. The _Loch Katrine_ was then sold in Australia, and for some -years earned a living carrying coal round the coast. So far as I know -she is still afloat. - -The fastest of these six ships, in my opinion, was the _Loch Ness_. In -1874-5 she beat the time of her maiden voyage by going out to Melbourne -in 67 days. The following voyage she went out in 74 days; but what is -more astonishing is the time of her passages, in her old age when cut -down, rigged as a barque and with small and indifferent crews. - -Under these conditions she made the following five runs home from -either Melbourne or Adelaide:—1893, 85 days; 1894, 87 days; 1895, 85 -days; 1899, 90 days; 1900, 91 days; and she finished her active career -by two splendid passages. In 1906 she came home from Melbourne to Hull, -laden with wool and wheat, in 79 days; and on 20th May, 1907, she left -the Tail of the Bank for Adelaide, crossed the equator 28 days out, -passed the Cape meridian on 9th July, and arrived at the Semaphore -anchorage on 4th August, 76 days out. On 16th June when in lat. 3° N. -she fell in with a 9-knot tramp steamer bound to the southward; and the -two ships were constantly in company for 2000 miles, and it was not -until they were south of lat. 30° S. that the steamer saw the last of -the old _Loch Ness_. - -Running her easting down the _Loch Ness_ averaged 245 knots for 18 -consecutive days, her best day’s work being just under 300 miles. -Captain M. Heddle, who had previously commanded the _Loch Rannoch_, was -in charge of the _Loch Ness_ and deserved great credit for this fine -performance as a wind up to the old clipper’s career. The _Loch Ness_ -was sold in Adelaide along with her sister ship, the _Loch Tay_, and -the celebrated pair are ending their days together as coal hulks for -the N.D.L. Co. at Adelaide. - -There was probably not much to choose between the two sister ships in -point of speed, though _Loch Ness_ had slightly the better record. -_Loch Tay_, however, had many fine runs to her credit. For many years -she brought wool home from Geelong, her passages being most consistent -and rarely being much over 90 days. - -The _Loch Earn_ became world-notorious by her fatal collision with the -French Transatlantic mail steamer _Ville du Havre_. On 21st November, -1873, on a bright starlight night, the Loch liner struck the steamer -right amidships, cutting her down to the water’s edge. The _Ville du -Havre_ sank in 12 minutes, and Captain Robertson of the _Loch Earn_ was -only able to save 26 of her passengers and 61 of the crew, 226 souls -in all going down in the Frenchman. The following day the American -packet ship _Tremountain_ was fallen in with, and Captain Robertson -transferred the survivors to her and they were landed at Cardiff. Two -days later the _Loch Earn_, being fatally injured by the collision, -also sank, Captain Robertson and his crew being rescued by a passing -ship. - -The _Loch Lomond_, which in her palmy days under Commander Grey, -R.N.R., was known as the Scotch man-of-war owing to her smart -appearance, was a steady going ship without any very special records -to her credit. In May, 1908, she was sold to the Union S.S. Co. of -New Zealand to be converted into a coal hulk. Loading a cargo of coal -at Newcastle, N.S.W., she left there on 16th July, 1908, bound for -Lyttelton, N.Z., under Captain J. Thomson. But time went by and she -never arrived, and in due course she was posted as missing. The only -trace of her that was ever found was a life-buoy which was picked up on -the New Hebrides. - -The _Loch Leven_ came to a sudden end on her second voyage. On 22nd -October, 1871, she left Geelong for London with 6523 bales of wool on -board, valued at £154,000. Two days later she stranded on King’s Island -and became a total loss. All her crew got ashore safely, but Captain -Branscombe ventured back in a surf boat to rescue the ship’s papers. -The boat capsized and the captain was drowned. - - -King’s Island—A Death Trap for Ships. - -King’s Island, lying 80 miles S.S.W. of Port Phillip Heads, has been -the cause of many a fine ship’s end. Nearly 50 sailing ships, from -first to last, have found a grave in the King’s Island surf. A Captain -Davis, who for many years carried cattle between the island, Melbourne -and Tasmania in the coasting steamer _Yambacoona_, made a list some -ten years ago of 36 ships known to have perished on the rocky shores -of King’s Island. This list, which was included with other interesting -data regarding tides, currents and pilotage notes of King’s Island, was -used by the Hydrographic Office, Washington, U.S.A., and contains the -following names:— - - _Neva_, ship wrecked 1835 - _Cataraque_, ship „ 1845 - _City of Melbourne_, ship „ 1853 refloated - _Waterwitch_, barque „ 1854 - _Bruthen_, schooner „ „ - _Elizabeth_, ketch „ 1855 - _Whistler_, schooner „ „ - _Maypole_, schooner „ 1856 - _Katherine_, schooner „ 1861 - _Brahmin_, schooner „ 1862 - _Favor_, schooner „ 1864 - _Arrow_, schooner „ 1865 - _Dart_, cutter „ „ - _Netherby_, schooner „ 1866 - _Europa_, brig „ 1868 - _Omagh_, barque „ „ - _Helen Ann_, ketch „ „ - _Loch Leven_, ship „ 1871 - _Ocean Bridge_, brig „ „ - _Martha Lovinia_, schooner „ „ - _Arrow_, barque „ 1873 - _Cape Pigeon_, cutter „ 1874 - _British Admiral_, ship „ „ - _Blencathra_, barque „ 1875 - _Dart_, ketch „ 1876 - _Flying Squirrel_, schooner „ „ - _Abrona_, barquentine „ 1877 - _Mary Ann_, schooner „ 1878 - _Anna_, barque „ „ - _Peerless_, ketch „ „ - _Kalahone_, barque „ 1879 - _Loch Lomond_, schooner „ 1891 - _Garfield_, schooner „ 1897 - _Landisfarne_, ship „ 1904 refloated - _Earl of Linlithgow_, ketch „ „ - _Clytie_, ketch „ 1906 - _Shannon_, schooner „ „ - -[Illustration: “MERMERUS” alongside.] - -[Illustration: “MILTIADES.” - -_Photo by Captain Schutze, Sydney_] - -On many parts of King’s Island’s rocky shore these wrecks have been -piled one on top of the other, one reef of rocks alone tearing the life -out of no less than six vessels. No doubt the list is far from being -complete; there was no light on King’s Island in the earlier days, and -this no doubt was the cause of many an unknown tragedy. - - -“Miltiades.” - -George Thompson’s second iron ship was the beautiful _Miltiades_, -for many years a favourite ship in the Melbourne trade. Like the -_Patriarch_, she was built for the emigrant trade, and in the -Australian papers was spoken of as “that mammoth clipper,” though to -modern eyes she would look quite small and one of the daintiest of -ships. Unlike _Patriarch_ she was a very wet ship, especially when -running in heavy weather, but she was just as fast as the _Patriarch_, -if not faster—indeed taking her average, both outward and homeward, I -do not think that any ship can beat her record for an iron ship except -the little _Salamis_. - -Captain Perrett took her from the stocks and had her until 1885, when -Captain Harry Ayling assumed command. On her first voyage she carried -stunsails, but when she got home the booms were sent down and never -used again. - -Her best outward passage was made in 1873, being 70 days dock to dock, -63 days pilot to pilot. She left London on 5th May, dropped her pilot -off the Start on 12th May. Had very light winds to the equator, crossed -the line on 6th June in 27° 30′ W., crossed the meridian of the Cape -on 24th June in 44° S. On 24th, 25th and 26th June she ran 305, 310, -and 345 miles. Crossed the meridian of Cape Leeuwin on 9th July, and -was off the Otway on 14th July, only 20 days from the Cape, finally -anchored in Hobson’s Bay on the 15th; just 39 days from the equator. On -this passage her decks were lumbered up with sheep pens, and one can -well imagine what an unpleasant time those sheep must have had when she -was running her easting down. - -In 1874 _Miltiades_ was diverted from Melbourne to Wellington. -Emigration to New Zealand was booming and many extra ships had to be -taken up; for instance the _La Hogue_ took 443 emigrants to Wellington, -the fine iron Calcutta clipper _Ballochmyle_ took 484 to Canterbury and -the _Rooparell_ 361 to Auckland. - -The change was very near being the end of _Miltiades_, for she missed -stays whilst beating up to Wellington and slid on to a reef. Captain -Perrett immediately fired his signal guns and sent up a rocket to -attract attention. Luckily for him the inter-colonial steamer had just -rounded the North Heads bound in and at once went to his assistance, -and after one or two failures managed to get the _Miltiades_ off. It -was not until many years later that the _Miltiades_ was again seen in -Maoriland, but in the early nineties she made the following fine runs -home:— - - 1890 Lyttelton to London, February 8 to April 27 78 days - 1891 Wellington to London, January 14 to April 6 82 days - -When the Aberdeen White Star sold their ships the Italian owners of -the _Titania_ bought the _Miltiades_. She was finally condemned and -broken up in 1905. - - -Carmichael’s Superb Wool Clipper “Mermerus.” - -This beautiful ship was one of the finest and most successful of all -the iron wool clippers, and as a specimen of an iron sailing ship she -could hardly be beaten, either for looks, speed or sea worthiness. -Barclay, Curle never turned out a more graceful and handsome ship as -looks; and like all Carmichael’s, she was most beautifully sparred, -crossing the main skysail yard, which was so characteristic a feature -of their ships. I give her spar plan below. - - _SPAR PLAN OF MERMERUS._ - +----------------------+-----------+-----------+-----------+ - | Spars | Fore | Main | Mizen | - +----------------------+-----------+-----------+-----------+ - |Masts—deck to truck | 156 feet| 161 feet| 135 feet | - |Lowermast | 64 ft. | 68 ft. | 56 ft. | - |Doubling | 16½ ft. | 16½ ft. | 14 ft. | - |Topmast | 57 ft. | 57 ft. | 48 ft. | - |Doubling | 11 ft. | 11½ ft. | 10 ft. | - |Topgallant mast | 32 ft. | 32 ft. | 26 ft. | - |Royal mast | 17 ft. | 17½ ft. | 15 ft. | - |Skysail mast | 13½ ft. | 13½ ft. | 12½ ft. | - |Lower yard | 87 ft. | 88 ft. | 73½ ft. | - |Lower topsail yard | 74½ ft. | 76 ft. | 62 ft. | - |Upper topsail yard | 73 ft. | 73½ ft. | 60 ft. | - |Lower topgallant yard | 57½ ft. | 60 ft. | 52 ft. | - |Upper topgallant yard | 56 ft. | 56 ft. | 45 ft. | - |Royal yard | 44 ft. | 44 ft. | 32 ft. | - |Skysail yard | | 32 ft. | | - +---------------+------+-----------+-+---------+-----------+ - |Jibboom 72 ft. |Spanker boom 55 ft. | Spanker gaff 37 ft. | - +---------------+--------------------+---------------------+ - -This is her original spar plan. Barclay, Curle planned her spars for -three skysails, but the fore and mizen were not sent aloft. _Mermerus_ -had a poop 54 feet long, and a foc’s’lehead 32 feet long. She carried -a cargo of 10,000 bales of wool, representing the fleeces of a million -sheep and worth £130,000 more or less as wool varied in price. - -She never made a bad voyage under the Golden Fleece house-flag, and the -regularity with which she arrived every year in time for the February -wool sales caused her to receive the most out-spoken praise. On one -occasion, when as usual she had arrived in time and several notable -ships had missed the sales, Mr. Young, of the Australian Mortgage Land -and Finance Company, greeted one of the Carmichaels in Cornhill with -the heart-felt remark:—“That ship of yours is the most satisfactory -ship in the wool trade.” - -Most of those connected with the _Mermerus_ regarded her with great -affection and spoke of her as a living thing. Mr. John Sanderson, a -well-known Melbourne merchant, was often heard to say:—“The _Mermerus_ -is a wonderful ship, I can always depend on the _Mermerus_.” - -The Melbourne people, indeed, looked upon her as the pride of their -port; and Lord Brassey, when Governor of Victoria, heard so much -about her that he paid her a special visit and inspected her with the -approving eye of a seaman. - -Captain W. Fife commanded her until 1888, and then Captain T. G. Coles -had her until she was sold to the Russians. Except for her third voyage -she was always in the Melbourne trade, but in April, 1874, she went -out to Sydney. On this passage she took out a dozen South Sea Island -missionaries as passengers. Whilst in the North Atlantic she happened -to be becalmed for a few hours, and several turtle were noticed lying -asleep on the water close to her. Captain Fife, who was a great -fisherman, immediately launched a boat and succeeded in capturing six -of them. - -The _Mermerus_ duly arrived in Sydney early one morning in June after -a splendid passage of 72 days. The passengers, on the morning of her -arrival, were joined at breakfast by a troop of friends, who so -enjoyed themselves that they all returned, sky-pilots and friends as -well, to the mid-day shipboard dinner, and at its finish declared that -they would all return again for supper. This was too much for Captain -Fife and he plainly said so. The parsons thereupon began grumbling at -his meanness, whereat the irate skipper fairly boiled over:—“You are -the greediest lot I ever carried,” he thundered; “on a 70-day passage -you have eaten up 140 days of cabin stores and six turtle besides—and -you call me a stingy Scottie. Now clear out and never let me see you -again.” - -This voyage she did not come home with wool, but went up to Newcastle, -N.S.W., and loaded coal at 24s. for San Francisco. After making the -passage across the Pacific in 56 days, she loaded 2420 tons of wheat at -£4 1s. 3d. for Liverpool. She finally arrived in the Mersey on the 25th -May, 104 days out from Frisco. This must have been a good voyage for -her owners, as the freight on the outward passage to Sydney alone came -to £5000. - -On her next voyage she left Liverpool Docks on 21st July, 1875, and -went from the Tuskar to Melbourne in 69 days; this time she loaded -wheat home. - -She made her best passage out in 1876; leaving London on the 25th June, -she took in gunpowder at Gravesend, and arrived in Hobson’s Bay on 30th -August, exactly 66 days from the Gravesend powder buoys to Melbourne. -The powder was only just 66 days on board, being landed on the 67th -day. She crossed the line on 17th July and the Cape meridian on 6th -August. Her best homeward run was made the following year, when she -was 71 days to the Lizard, and then was held up by head winds. And in -1886-7 she docked in London only 78 days out from Melbourne. - -And as she grew older, her splendid average in no way deteriorated. In -1896 she went out to Melbourne in 76 days, and in 1897, her last voyage -under the British flag, she went out in 77 days. She was then sold -to the Russians, but they kept her going. On 4th February, 1902, she -arrived at Port Adelaide from Cardiff only 73 days out, whilst in 1904 -she made the best passage home from the Antipodes of the year, from -Adelaide to the Wight in 69 days. - -This beautiful ship came to her end at the beginning of December, 1909. -She had sailed from Frederickstadt on 29th November, timber laden for -Melbourne, and stranded near Christiansand in a heavy fog; she was -floated again, but was found to be so damaged that it was not thought -worth the money to repair her, so on 28th April, 1910, she was sold to -the shipbreakers. - - -Devitt & Moore’s “Collingwood.” - -_Collingwood_ was Devitt & Moore’s first venture into the Melbourne -wool trade. She was one of the early Aberdeen built iron clippers, -and thoroughly looked her part. Though she made no very remarkable -passage, her voyages were very regular, and it was not often that she -missed the wool sales. You could not wear out these early iron ships, -and the _Collingwood_ has the distinction of being on the “Ships’ Roll -of Honour in the Great War,” being sunk by a German submarine on 12th -March, 1917, whilst under Norwegian colours. The story is of the usual -kind. The officers and crew of the U-boat were drunk with champagne -and cognac obtained from the French ship _Jules Gommes_, which they -had sunk two hours previously. The crew of the _Collingwood_ were -given ten minutes only to get clear of the ship. The captain, being a -neutral, naturally wanted his papers examined for contraband, but the -German U-boat commander sneeringly told him that there would be time -enough to examine them when the submarine got home, and so one more was -added to Germany’s long list of crimes, and the famous old flyer sank -beneath the waves after 45 years of honest service. - - -“Hesperus” and “Aurora,” the First Iron Ships of the Orient Line. - -In 1873-4 Robert Steele & Co., the celebrated builders and designers -of some of the fastest and most beautiful tea clippers, built two -magnificent iron clippers for the Orient Line. These were the -_Hesperus_ and _Aurora_, sister ships. - -[Illustration: “HESPERUS.” - -_From a lithograph._] - -The _Aurora_ unfortunately was destroyed by fire on her first homeward -passage, through spontaneous combustion of her wool cargo. This -occurred on 9th August, 1875, in 40° N., 35° W., and she was finally -abandoned in flames with fore and mainmasts gone. - -The _Hesperus_, her sister ship, is I, believe, still afloat. Steele -put some wonderful workmanship into the building of these ships, -everything was of the best; deck fittings were all of picked teak, -with enough brass to outshine a steam yacht. Besides being a very -comfortable ship for passengers, _Hesperus_ soon proved herself a hard -ship to keep with. But like most of the big passenger clippers of the -seventies she did not race home, but made a comfortable passage _via_ -the Cape. This ship, in fact, was never hard driven, or she would have -had many more fine passages to her credit. - -She was a stiff ship in spite of a tall sail plan, and she used to -send up skysail yards in the tropics though she did not habitually -carry them crossed. - -Anderson, Anderson kept the _Hesperus_ in the Adelaide trade until -1890, when she was bought by Devitt & Moore for Lord Brassey’s training -scheme. - - -The Brassey Cadet Training Scheme. - -In the year 1890 it was felt by the late Lord Brassey, Sir Thomas -Devitt and others who were interested in our Mercantile Marine, that -it was time some effort was made to train apprentices on the old -system of the Blackwall frigates, whereby parents by paying a larger -premium could be sure that their sons learnt more seafaring than how -to wash out a pig pen or clean brasswork during their four years’ -apprenticeship and also could rest assured that they would receive -good food and treatment. This was all the more necessary because it -had gradually come to be the custom in many sailing ships to use the -apprentices merely as drudges to do all the dirty work aboard, the -historic ship’s boy having been for many years extinct on deep water -ships; at the same time very few captains gave their apprentices any -instruction in navigation. The result of this was that parents were -less inclined than ever to send their sons to sea. - -With both steamship and sailing ships being run to the closest margin -possible for the sake of economy, it was seen by those who studied the -question that not only was the Mercantile Marine failing to get as good -a class of officer as it should do, but also that if the condition of -the apprentice was not improved there would soon be a shortage. - -A great deal of the glamour of sea life had already departed. Cleaning -hen coops on a close-run windjammer had little of the old romance -about it, and chipping iron work on a dingy steam tramp had even less. -A few firms, of which those in the wool trade were shining examples, -still took a pride in their ships and did not look upon them merely -as a commercial asset, and these still took trouble to train their -apprentices. Beyond these and a few individual ships with conscientious -captains, the apprentice was absolutely neglected, and of course the -apathetic Board of Trade did nothing. The history of the Board of -Trade has been mostly that of a masterly inactivity, and on the rare -occasions on which it has displayed activity, it has not usually been -for the benefit of the Mercantile Marine. - -It was entirely owing to Lord Brassey and Mr. Devitt, as he was then, -that we possess such highly trained officers as those who now command -the present day liners. They set the ball rolling which was later -taken up by most of the big steamship lines. Luckily for the success -of the venture, Messrs. Devitt & Moore possessed two or three captains -in their employ who were specially fitted for the arduous task of -controlling and teaching a shipload of 30 or 40 high-spirited boys. Of -such were Captains Barrett, Corner and Maitland. - -The first two ships to be specially fitted to carry an extra number of -big premium apprentices or cadets, as they should be called, were the -famous Orient pair, _Hesperus_ and _Harbinger_, which were taken over -by Devitt & Moore for the purpose. - -The _Hesperus_ as a cadet ship made some very fine passages. - -She left London on 11th September, 1891, and arrived Sydney on the -8th December 88 days out. There happened to be a gold rush up country -and her crew cleared out, leaving the cadets to do everything during -the four months the ship was waiting for a wool cargo. The cadets -were not idle and played the usual pranks of their kind, and finally -the _Hesperus_ left Sydney with the three brass balls of a famous -pawnbrokers in Argyle Cut dangling from the end of her jibboom before -the envious eyes of the apprentices of all the ships in port. - -On 11th October, 1892, she left London with Captain Barrett in command, -F. W. Corner, chief officer, and Lieut. Hackman, R.N., as naval -instructor. She was off the Lizard on the 13th and crossed the equator -in 30° W. on 8th November. The meridian of Greenwich was crossed on -29th November in 42° S. Her best runs in easting weather were 300, 302, -319, 326 and 328 miles, whilst her best week’s work were 1830, 1840 -and 1898. She arrived at Melbourne on 23rd December, 71 days from the -Lizard. - -In the following year she again left on the 11th October and took her -departure from the Lizard on 18th October. On 1st November, at 1.10 -a.m., when in 26° 20′ N., 17° 56′ W., the shock of a submarine volcano -made the ship tremble very much, though the surface of the water was -not disturbed. The equator was crossed in 25° W. on 8th November. And -on 30th November, the day before she crossed the Cape meridian, three -icebergs were sighted. On 10th December with a strong north wind and -smooth water, the _Hesperus_ ran 363 miles in the 24 hours. This was -done without the mainsail which, at 4 a.m., was badly torn whilst all -hands were attempting to reef it and it had to be furled. - -On 28th December at 6 p.m. the Otway was sighted during a strong -southerly gale with heavy squalls; for some hours the ship was hove to -whilst the gale was at its height, but on 29th December the _Hesperus_ -anchored in Hobson’s Bay, 72 days from the Lizard. - -[Illustration: SAIL PLAN OF “BEN CRUACHAN” AND “BEN VOIRLICH.”] - -The _Hesperus_ kept up this fine average, serving as a cadet training -ship until 1899 when she was sold to the Russians, who renamed her the -_Grand Duchess Maria Nikolaevna_, but continued her as a training ship -in the Black Sea. As late as 1913 she was refitted by Swan & Hunter at -Wallsend. She has survived the war and the Bolshevists, and not long -ago could have been seen in the Liverpool Docks. - - -“Ben Cruachan” and “Ben Voirlich.” - -These two splendid sister ships were amongst the hardest driven of -those in the Melbourne trade. They carried saloon, second cabin and -steerage passengers out and wool home—and there was no snugging down -for the convenience of the sorely tried emigrants with such skippers as -Captains Bully Martin and McPetrie. - -On her maiden passage, _Ben Cruachan_, under Bully Martin, left the -Clyde on 5th October, 1873, passed the Tuskar light on 7th October, -crossed the equator 26 days out in 24° 30′ W., crossed the meridian of -the Cape on 21st November in 46° 30′ S., and running her easting down -averaged 300 miles a day from the Crozets to the Leeuwin between 27th -November and 6th December. On 13th December she arrived in Hobson’s -Bay, 67 days out from the Tuskar. This passage, however, was cast in -the shade by _Ben Voirlich’s_ run in 1874-5 on her second voyage, and -on her maiden passage _Ben Voirlich_ only took two days longer from the -Tuskar than her sister ship. - -_Ben Voirlich_, on her maiden passage, left Glasgow under Captain -McPetrie, on 3rd January, 1874. But she was held up at Greenock by bad -weather until the 26th and did not pass the Tuskar until the 27th. -From the Tuskar she had 15 days of head winds, crossing the equator on -19th February in 26° 30′ W. The Cape meridian was passed on 15th March -and the Otway on 5th April. Her best work was between the 15th and 27th -March, when she averaged 12½ knots. She arrived in Hobson’s Bay on 6th -April, 69 days out from the Tuskar. - -On her second trip, _Ben Voirlich_ left Gravesend on the 9th November, -Plymouth on 11th November, but was held up in the mouth of the Channel -over the 12th. She crossed the equator on 1st December in 31° 20′ W.; -crossed the Cape meridian on 24th December, in 45° S., and ran down -her easting on the parallel of 46° 30′, her best 24-hour run being 352 -miles. She arrived in Port Phillip on 14th January, 64 days out from -Plymouth. - -From pilot to anchorage Captain McPetrie claimed to have broken -_Thermoplyae’s_ record; and on _Thermopylae_ arriving in Melbourne on -4th February, only 64 days out from the Lizards, a fine wrangle started. - -It was a specially favourable season, and _Ben Voirlich_ was very hard -driven, indeed in the roaring forties her main deck was never free of -water, and the midship house and half-deck were water-logged all the -time. She possessed a very hard nut of a mate, a bald-headed man with a -great red beard, who was a very fine seaman. But he had no mercy on the -boys, his usual greeting to a delicate-looking first voyage apprentice -being “Have your people sent you to sea to escape funeral expenses or -what?” - -The _Ben Voirlich_ had a winch just aft of her midship house, to which -the fore braces were taken in the following way. The fore brace had a -wire pennant with a gin block on its end. A chain was shackled to the -ship’s side, then led through the gin block and down again through the -bulwarks to the winch and so on to the other fore brace, thus making -an endless chain. It had stoppers on it on each side to keep a little -slack. In bracing the yard, it took in on one side and gave out the -other, and only needed two men to work it. - - SPAR PLAN OF _BEN CRUACHAN_ AND _BEN VOIRLICH_. - +----------------------+-----------+------------+------------+ - | Spars | Fore | Main | Mizen | - +----------------------+-----------+------------+------------+ - |Mast—deck to truck | 139 feet| 143½ feet| 115 feet| - |Lower mast | 60 ft. | 64½ ft. | 50½ ft. | - |Doubling | 16 ft. | 16 ft. | 13½ ft. | - |Topmast | 54½ ft. | 54½ ft. | 43½ ft. | - |Doubling | 12 ft. | 11½ ft. | 9 ft. | - |Topgallant mast | 30½ ft. | 30½ ft. | 26 ft. | - |Royal mast | 21 ft. | 21 ft. | 18 ft. | - |Lower yard | 84 ft. | 84 ft. | 70½ ft. | - |Lower topsail yard | 73 ft. | 73 ft. | 59 ft. | - |Upper topsail yard | 70½ ft. | 70½ ft. | 57 ft. | - |Lower topgallant yard | 58½ ft. | 58½ ft. | 45 ft. | - |Upper topgallant yard | 56 ft. | 56 ft. | 43 ft. | - |Royal yard | 43 ft. | 44 ft. | 35 ft. | - +--------------+-------+-----------+------------+------------+ - |Jibboom 70 ft.|Spanker boom 51 ft.| Spanker gaff 36 ft. | - +--------------+-------------------+-------------------------+ - -Though she made many good passages, she never again approached the -time of her second outward passage. On her homeward passage in 1878 -she broached to when running heavy to the westward of the Horn and was -nearly lost. This occurred on the 18th November. A very big sea was -running, and the helmsman, a Dutchman, let go the wheel from sheer -fright. As the ship broached to a huge wave broke over her quarter. -This avalanche of water smashed in the break of the poop, gutted the -cabin, and took nine men overboard. For an hour the ship lay over on -her beam ends dragging her lower yards in the water, entirely out of -control. Two men who happened to be at work on the lee fore yardarm -were actually washed off it. One of them was lost overboard, but the -other caught the rail and lay there head downwards, being held from -going further by the chain fore sheet. An apprentice managed to get -to him and grab hold, but the next moment a sea swept over them, and -whilst the apprentice was washed inboard, the man was never seen -again. The same apprentice happened to be washed up against the winch, -to which he clung like a limpet; and then, as the old white-bearded -sailmaker was hurled by him in the cross wash of the sea, caught the -old man and held on to him or he would have gone overboard. - -The brave ship struggled gamely; three times she brought her spars to -windward, and three times she was laid flat again. The whole of her -topgallant rail and bulwarks were washed away, together with everything -of a movable nature on the deck. At last after a whole hour of -desperate fighting, they managed to get the wheel up, and the clipper -slowly righted herself as she fell off and brought the wind astern. - -Captain Ovenstone, who was in command at the time, spoke several ships -in the Atlantic and told them of his near shave. One of these reported -it to a homeward-bound steamer, the consequence was that when the _Ben -Voirlich_ arrived those on board found their parents and relations in a -great state of mind, not knowing who had been amongst the nine victims -and who was safe. - -[Illustration: “COLLINGWOOD.”] - -[Illustration: “SAMUEL PLIMSOLL.” - - _Photo lent by F. G. Layton._] - -In 1885 the _Ben Voirlich_ had almost as bad an experience to the -southward of the Cape of Good Hope, when bound out to Melbourne under -Captain Bully Martin. At 8 a.m. on the 6th August a terrific squall -from W.N.W. struck the vessel and in a moment the foresail had blown to -rags. By 10 a.m. it was blowing a hurricane, the ship scudding before -it under fore and main lower topsails. An hour later a tremendous -sea pooped her, and washed away the two helmsmen and Captain Martin who -was conning them. Captain Martin and the quartermaster, a man named -Scott, were swept up against a hen coop, which was lashed up to the -bucket rail at the break of the poop, with such force as to smash it -to pieces; but it saved them from going over the side. As soon as they -could pick themselves up, they made a dash for the wheel, which they -found smashed in two and only hung together by its brass rim. Scott -held the wheel whilst Captain Martin cleared away the broken part, -which was jamming it, and they were just in time to save the ship from -broaching to. The lee wheel, a foreigner, had meanwhile got into the -mizen rigging and lashed himself with the turned up gear. The seas now -broke over the ship in a continuous cascade, and the _Ben Voirlich_ -could only be worked from the poop and foc’slehead, to which the crew -succeeded in leading the braces. All that night a wild sea looted the -ship. Both the standard and steering compasses were swept overboard. -The port lifeboat on the skids was smashed to pulp; the topgallant -bulwarks were stripped off her, and the poop ladders, harness casks, -hen coops, handspikes and such like were all carried off by the -tremendous sea. - -As soon as daylight broke, they managed to lash up and repair the -wheel; then the second class passengers were moved from the midship -house to the poop, as Captain Martin feared that the house would be -burst in and gutted by the seas raging aboard over the broken bulwarks. -But again the _Ben Voirlich_ safely weathered it out, and four weeks -later dropped anchor in Hobson’s Bay. - -The two famous Bens were kept in the Melbourne trade until 1885. Then -in 1886 both ships went to Sydney, the _Ben Cruachan_ in 90 days -and the _Ben Voirlich_ in 94 days. But in 1887 they bade a final -good-bye to the wool trade and went into the San Francisco wheat -trade. _Ben Voirlich_ left London on 22nd May and arrived Frisco on -23rd September—124 days out. This was a very good run for the westward -passage round the Horn. - -The _Ben Cruachan_ was not so fortunate. She left the Tyne on 4th May -and did not arrive in San Francisco Bay until 15th October—164 days out. - -The _Ben Cruachan_ ended her days under the Mexican flag and was known -as the _Carmela_, and I believe she still does duty as a hulk in a -Mexican port. - -The _Ben Voirlich_ was sold to the Germans in 1891 and converted into -a barque. In 1903 the Germans sold her to the Italians, who renamed -her the _Cognati_. During the winter of 1908 she was badly damaged by -collision with an iceberg off the Horn, but managed to make port. She -can now be seen at Leith, where she is serving as a domicile for the -crews of surrendered German ships. Here she lies a mast-less hulk, -covered with deck-houses, but fitted below with electric light and -every comfort. - -These two sister ships were very evenly matched. Though not as fast as -some of the iron wool clippers, they made up for it by hard driving and -generally managed to get home in well under three figures. - - -“Samuel Plimsoll.” - -Famous as had been the Aberdeen White Star wooden clippers, the iron -ships launched for Thompson in the seventies may almost be said to -have eclipsed them. And not least of these magnificent vessels, either -in speed, appearance or sea qualities was their third iron ship, the -_Samuel Plimsoll_, named after a man who at that time was receiving -broadside after broadside of abuse in shipping circles, yet who to-day -is counted one of the greatest, if not the greatest, benefactors of our -merchant seamen. - -The _Samuel Plimsoll_ was launched in September, 1873, and christened -by Mrs. Boaden, wife of Captain Boaden, in the presence of Samuel -Plimsoll, Esq. Captain Boaden left the famous _Star of Peace_ in order -to take _Samuel Plimsoll_ from the stocks. She came out as a double -topgallant yarder and was specially fitted for emigrants. - -On her maiden passage she took out 180 emigrants. Leaving Plymouth on -19th November, she had poor winds and very light trades to the line, -which was crossed on 11th December in 29° W. The meridian of Greenwich -was crossed on 2nd January, 1874, and the Cape meridian four days -later. Her best run in the 24 hours was 340 miles, and between the -Leeuwin and the S.W. Cape, Tasmania, she was only four days. On the -17th January she overhauled and passed the _Alexander Duthie_, and -finally arrived in Port Jackson on 1st February. - -Whilst loading for London she was thus advertised in the _Sydney -Morning Herald_:— - - ABERDEEN CLIPPER LINE—FOR LONDON. - - THE SPLENDID NEW CLIPPER SHIP. - - _SAMUEL PLIMSOLL._ - - 100 A1, 1444 tons. reg. R. BOADEN, late of the _Star of Peace_, - commander. - - This magnificent vessel has just completed the passage from Plymouth - in 73 days, and having a large portion of her cargo stowed on board - will leave about 7th April. - - As this vessel has lofty ’tween decks and large side ports, she - offers a good opportunity for intermediate passengers, of which only - a limited number will be taken. Carries an experienced surgeon. - - For freight or passage apply to Captain Boaden or to Montefiore, - Joseph & Co. Wool received at Talbots. - -From the very first _Samuel Plimsoll_ proved herself a very fast ship. -Her best performance was 68 days to Sydney from 190 miles W.S.W. of -the Bishops, when commanded by Captain Henderson, who had been chief -officer on her first two voyages, and left her to command the _Wave of -Life_, _Moravian_ and _Thermopylae_, eventually returning to her as -commander in 1884. - -_Samuel Plimsoll’s_ logs show that she revelled in the roaring forties. -In 1876, when in 41° S., she ran 2502 miles in eight days, her daily -runs being 348, 330, 301, 342, 320, 264, 340, 257. In 1883 she averaged -278 miles in 13 consecutive days, her best being 337. In 1895, when -homeward bound, she ran from 49° 50′ S., 179° 05′ W., to 55° 25′ S., -79° 59′ W. in 15 days, 29th November to 12th December, her daily -distances being—244, 286, 263, 259, 261, 273, 302, 290, 257, 253, 274, -264, 314, 235, 245—equalling 4020 miles. - -The _Samuel Plimsoll_ was in the Sydney trade until 1887; she was then -transferred to the Melbourne trade. On her first passage to Melbourne, -she left London 2nd March, 1888, dropped her pilot off the Start on -5th March, but was only 270 miles from the Start on the 15th owing -to westerly gales; she crossed the equator 5th April, in 26° W., and -averaged 218 miles a day from Trinidad to 130° E., her best run being -310 miles. She arrived in Hobson’s Bay on 22nd May, 79 days from the -Start. During the whole of her career under the Aberdeen house-flag, -her only mishap was the carrying away of a fore topmast: and this -freedom from casualties was the case with most of Thompson’s green -clippers. - -Writing about the increase of sailing ship insurance rates in 1897, -Messrs. Thompson remarked:— - - Five of our sailing vessels now in the Australian trade, viz., - _Aristides_, _Miltiades_, _Patriarch_, _Salamis_ and _Samuel - Plimsoll_ are over 20 years of age, but they are in as good - condition, by careful looking after and upkeep, as they were upon - their first voyage; whilst they have a record that no general average - homewards has ever been made on underwriters by any one of them since - they were launched 21 to 28 years ago. (A remark which applies with - equal truth to all our sailing vessels now running.) According to a - reliable statement made up by the largest shippers and consignees - of wool carried by our sailing ships during the last two years, we - find that the claims thereon made on the underwriters, from inception - of risk (which in many cases began in distant parts of the Colonies - before shipment) were £149 1s. 7d., which, on 24,807 bales carried, - valued at £12 per bale, came only to 1/- per cent. These figures - clearly show that age does not affect the efficient carrying of - cargo by vessels, built, as ours have been, of superior strength and - scantlings, carefully kept up and treated in every way with a view to - the safe carrying of valuable cargoes to and from Australia. - -On the occasion of her only mishap a tropical squall carried away the -bobstay, and down came the fore topmast and main topgallant mast. -It happened that a Yankee clipper was in company; this vessel beat -up to the dismantled _Samuel Plimsoll_ and sent a boat off with the -message that she was bound to Australia and would gladly tranship the -passengers and carry them on to their destination. This offer, Captain -Simpson, who then commanded the _Samuel Plimsoll_, declined with -thanks, so the American went on her way. - -It was all day on until the Aberdeen flyer had fresh masts aloft, and -then she settled down to make up the lost time. And nobly she did so, -one week’s work in the roaring forties totalling 2300 miles, and she -eventually arrived at Melbourne, 82 days out. Some days later the -Yankee arrived and her captain at once went to the _Samuel Plimsoll’s_ -agents and reported speaking her dismasted in the Atlantic, at the same -time he commented on her captain’s foolhardiness in not transhipping -his passengers. - -“Is it Captain Simpson you are referring to?” asked the agent. - -“Yes,” returned the Yankee. - -“Wall,” said the agent, imitating the American’s leisurely drawl, “I -guess you had better speak to him yourself. He’s in the next room.” - -In 1899 the famous old ship caught fire in the Thames and had to be -scuttled. After being raised and repaired she was sold to Savill of -Billiter St., who ran her until 1902 when she was dismasted and so -damaged on the passage out to Port Chalmers that they decided not to -repair her. She was subsequently towed to Sydney from New Zealand -at the end of a 120-fathom hawser, and later taken round to Western -Australia where she was converted into a coal hulk. - -And here is a description of her as she lies at her moorings in -Fremantle harbour:— - - From quay to midstream buoy, and from buoy to quay, she is plucked - and hauled. Occasionally she feeds a hungry tramp with coal. Abashed - and ashamed of her vile uncleanliness she returns to her midstream - moorings where most of her time is spent in idleness and neglect. One - looks in vain for the long tapering spars and the beautiful tracery - of her rigging. Stunted, unsightly derricks have replaced them. The - green-painted hull is now transformed into a dull red, a composition - red that cries aloud, not of beauty, but of utility. Regularly with - each returning ebb and returning flood of the Swan, she swings to - her moorings the composition smeared effigy of _Samuel Plimsoll_, - alternately facing towards river and sea. Marine life has made of her - plates a habitation and refuge; her bottom is foul with the dense - green growth of years. Her costly fittings, solid brass belaying pins - and highly burnished, brass-covered rails and spotless decks, where - are they? Coal-gritted baskets, whips and tackles are strewn along - the decks: they all proclaim her squalid and servile calling. - - Amongst these old hulks, however, she is withal the most dignified - looking, the graceful lines of her hull lending her an air of - distinction at once apparent even to the layman. As coal hulking - goes, she is perhaps the most fortunate of her class. Days - pass—weeks—perhaps months, all spent in slothful idleness and - neglect, whilst her more unfortunate sister hulks scarcely know a - day but what they are not coal feeding some important steam-driven - interloper. - - -“Loch Maree”—the Fastest of the Lochs. - -The _Loch Maree_ was also launched in September, 1873. She was an -especially beautiful ship in every way and the fastest probably, of -all the “Lochs, Barclay, Curle were instructed to spare no expense in -making her as perfect as an iron ship could be, and she certainly came -up to her owners’ expectations, both in her looks, her outfit as an -up-to-date passenger clipper, her speed, and her behaviour as a sea -boat. - -Underneath a poop of over 50 feet in length, she had her first class -passenger accommodation arranged on the plan adopted in the P. & O. -steamers. - -She crossed three skysail yards, had a full outfit of stunsails and -other flying kites, and the following spar plan will give one an -approximate idea of her sail area. - - SPAR PLAN OF _LOCH MAREE_. - +-------------------------+-----------+-----------+----------+ - | Spars | Fore | Main | Mizen | - +-------------------------+-----------+-----------+----------+ - | Mast—deck to truck | 148 feet. | 153 feet.| 130 feet.| - | Lower mast | 63 ft. | 68 ft. | 59½ ft. | - | Doubling | 16 ft. | 16 ft. | 13 ft. | - | Topmast | 54 ft. | 54 ft. | 44½ ft. | - | Doubling | 11 ft. | 11 ft. | 9 ft. | - | Topgallant mast | 34 ft. | 34 ft. | 28 ft. | - | Doubling | 6 ft. | 6 ft. | 5 ft. | - | Royal and skysail masts | 30 ft. | 30 ft. | 25 ft. | - | Lower yard | 84 ft. | 84 ft. | 69 ft. | - | Lower topsail yard | 71 ft. | 71 ft. | 57 ft. | - | Upper topsail yard | 68 ft. | 68 ft. | 54½ ft. | - | Lower topgallant yard | 55 ft. | 55 ft. | 43½ ft. | - | Upper topgallant yard | 51 ft. | 51 ft. | 40 ft. | - | Royal yard | 41 ft. | 41 ft. | 31½ ft. | - | Skysail yard | 30 ft. | 30 ft. | 24 ft. | - +----------------+--------+-----------+-----------+----------+ - |Jibboom 70 feet |Spanker boom 50 feet| Spanker gaff 36 feet | - +----------------+--------------------+----------------------+ - -_Loch Maree’s_ start in life was an unfortunate one. On 5th November, -1873, she sailed from the Clyde for Melbourne under Captain MacCallum -with a full cargo, 11 saloon and 30 second cabin passengers, and the -following is an account of her maiden voyage, which was given me by one -of her apprentices:— - - On the tenth day out, we were bowling along sharp up on the starboard - tack, near the Island of Palma in the Canary group, when a squall - struck her flat aback with such violence, that in a few moments her - tall masts with their clothing of well-cut canvas lay a hopeless - tangle over the side. Everything above the lower masts disappeared - under the magic breath of the squall. When the wreckage was finally - cleared away, the driving power was limited to a foresail, a - crossjack and a lower mizen topsail. The mainyard had been snapped - in the centre, one half lay on the rail and the other hung by the - slings, rasping and tearing with every roll. But the crippled sailer, - unlike the crippled steamer, can usually make a very creditable - effort for safety. A course was set for Gibraltar. Improvised canvas, - mostly of the fore and aft variety, was rigged up, and in 14 days the - Rock was reached in safety. To show her wonderful sailing qualities, - when two days from Gibraltar, we overhauled and easily passed a - 600-ton barque under royals. - - Captain MacCallum watched the barque as she fell away astern, and - remarked: “If I had only thought she could sail like this, I would - have kept on for Australia.” - - The _Loch Maree_ arrived at Gibraltar on the last day in November, - and after being refitted sailed from the Straits on 20th January, - 1874, and ran out to Melbourne in 74 days, arriving there on the 4th - April, 150 days out from the Clyde. - - She sailed from Melbourne homeward bound on 14th June, ten days - behind the _Carlisle Castle_ of Green’s Blackwall Line. On the 14th - day out, a sail appeared ahead at 11 in the forenoon. We were at the - time swinging along with topgallant stunsails set on fore and main - and a three-cornered lower stunsail. - - Captain MacCallum, though Scotch, had sailed mostly in Yankee ships - and was a veritable whale for “kites.” - - “Take in that three-cornered stunsail and set a square one,” he - ordered, “I want to be alongside that fellow this afternoon.” - - At 3 p.m. we were side by side with the _Carlisle Castle_. She flew - no kites, her royal and skysail yards were down and the crossjack - unbent. She was taking it easy and arrived in London three weeks - after us. - - On that same passage _Loch Maree_ put up a remarkably fine spin from - abreast of Fayal to the Downs, which distance she covered in 4½ days. - On the run we overhauled a fleet of 12 schooners bound from the - Azores to England, all bunched together in a radius of 3 or 4 miles. - With topgallant stunsails set and everything drawing to a spanking - breeze on the port quarter, we rushed through the centre of the - group of fruiters, each one of whom was doing her best with topmast - and lower stunsails set. - - I had often listened to the tales of old sailors, portraying in vivid - language the fabulous speed of these little vessels, but alongside a - smart 1600 tonner, with a skipper who knew how to crack on, they cut - but a sorry figure. The _Loch Maree_ was doing at least 3 knots more - than any of them, and in a very short time they were mere silhouettes - on the skyline. - - Right up the Channel the kites were carried, and when morning broke - off the Isle of Wight a sail was discerned ahead, which daylight - proved to be a big barquentine rigged steamer under all sail. We had - evidently crept up on her unobserved in the darkness, for when the - discovery was made that a windjammer was showing her paces astern, - volumes of black smoke belched in sooty clouds from her two funnels, - as if entering a protest against such a seeming indignity. But, in - vain, she fell away in our wake as the fruit schooners had done a - couple of days before. - -_Loch Maree’s_ times, both out and home, from this date were generally -amongst the half-dozen best of the year. Captain Grey, R.N.R., had her -on her second voyage and then Captain Scott took her. - -In 1878, when homeward bound from Melbourne, the Lizard was sighted on -the 68th day out, but the passage was spoilt by hard easterly winds in -the Channel. - -In 1881, the _Loch Maree_ made Port Phillip Heads on 19th July, 70 days -out from the Channel. On 29th October she left Geelong homeward bound. -When a day out she was spoken by the three-masted schooner _Gerfalcon_ -off Kent’s Group, and that was the last seen of her. It is significant -that another big ship, the _North American_, a transformed Anchor Line -steamer, disappeared at the same time, also homeward bound from Port -Phillip. - - -The Tragedy of the “Loch Ard.” - -The ill-fated _Loch Ard_ was the largest vessel owned by Aitken & -Lilburn until Barclay, Curle built those two splendid four-posters, -the _Lochs Moidart_ and _Torridon_. - -Her maiden passage was one of the unluckiest on record. She lost her -masts almost before she had cleared the land and put back to the Clyde -to refit. She made a second start on 26th January, 1874, and again, -whilst running her easting down, was badly dismasted, only the mizen -lower mast and 15 feet of the mainmast being left standing. After -rolling in the trough of the sea for four days of the greatest peril -her crew managed to get her under a jury rig, and she took 49 days to -cover the 4500 miles to Hobson’s Bay, where she arrived on 24th May, -118 days from the date of her second start. - -As I have already related, the year 1874 was a disastrous one for -dismastings; and when the _Loch Ard_ struggled into Melbourne, she -found the _John Kerr_ and _Cambridgeshire_, both on their maiden -voyages, lying there in a similar plight to her own. Besides these -ships and the _Loch Maree_, the following were also dismasted this -year on their maiden passages:—_Rydal Hall_, _Norval_, _Chrysomene_ -and _British Admiral_. The latter was refitted in England, only to be -wrecked on her second attempt, on King’s Island, on 23rd May, 1874, -with great loss of life. - -The _Loch Ard_ on her unfortunate maiden passage had been commanded by -Captain Robertson, who, also, was skipper of the _Loch Earn_ when she -collided with the _Ville du Havre_. On her third voyage the _Loch Ard_ -was taken by Captain Gibb, who was a stranger to Australian waters. -He married just before sailing. The _Loch Ard_ left Gravesend on 2nd -March, 1878. She was spoken by the _John Kerr_, Captain W. Scobie, on -9th April. But between 5 and 6 on the morning of 1st June, the day -after the _John Kerr_ had arrived in Hobson’s Bay, the _Loch Ard_ -went ashore 27 miles from the Otway, at Curdies’ Inlet, between Port -Campbell and Moonlight Head. - -Out of 52 souls on board, only two were saved, an apprentice and a -passenger. About these two a romance has been woven, which would have -done for Clark Russell. Tom Pearce, the apprentice, displayed such -gallantry and pluck in saving the passenger, Miss Carmichael, that he -became the hero of the hour in Australia. He was one of those people, -however, who have the name “Jonah” attached to them by sailors, for a -year later he suffered shipwreck again, in the _Loch Sunart_, which -was piled up on the Skulmartin Rock, 11th January, 1879. The story -goes that Tom Pearce was washed ashore and carried up in a senseless -condition to the nearest house. This happened to be the home of Miss -Carmichael, who fittingly nursed him back to health, with the proper -story book finish that he married her. Whether this is true or not, -Pearce lived to be a Royal Mail S.P. captain. He finally retired from -the sea in 1908 and died on 15th December of that year. - -I now commence a series of tables of outward passages to Australia. -These have been compiled with as much care as possible, but slips -will creep into lists of this kind, and I should be very grateful if -any reader who is able to correct a date from an original abstract or -private journal would write to me, so that the mistake may be set right -in future editions. I have not always filled in a date, as where there -was any want of proof I have preferred to leave it blank. - -Besides the regular traders, I have tried to include every ship making -the outward passage under 80 days, thus we find some of Smith’s -celebrated “Cities” and a number of the frigate-built Blackwallers -figuring in the lists. As regards outsiders, I have had to omit -several ships for want of sufficient data, but I think my lists are -complete as far as the regular traders are concerned. - - - PASSAGES UNDER 80 DAYS TO SYDNEY IN 1873. - +-------------+---------+-------+--------+---------+-------+----+ - | | | |Crossed | Passed | | | - | Ship |Departure|Crossed| Cape |S.W. Cape|Arrived|Days| - | | |Equator|Meridian|Tasmania | |Out | - +-------------+---------+-------+--------+---------+-------+----+ - |_Samuel_ |Plymouth |Dec. 11|Jan. 7 | Jan. 28 |Feb. 1 | 74 | - | _Plimsoll_ | Nov. 19| | ’74 | ’74 | ’74 | | - |_Cutty Sark_ |Channel | Jan. 4|Jan. 30| Feb. 25 |Mar. 4 | 78 | - | | Dec. 16| ’74 | ’74 | ’74 | ’74 | | - |_Patriarch_ |Channel | | | | | | - | | Apl. 12| May 9 |June 8 | June 24 |June 30| 79 | - | | | | |(passed | | | - | | | | | Ot.) | | | - +-------------+---------+-------+-------+----------+-------+----+ - - PASSAGES UNDER 80 DAYS TO MELBOURNE IN 1873. - +-------------+----------+--------+--------+--------+--------+----+ - | | | |Crossed | Passed | | | - | Ship |Departure |Crossed |Cape | Cape |Arrived |Days| - | | |Equator Meridian| Otway | |Out | - +-------------+----------+--------+--------+--------+--------+----+ - |_Miltiades_ |Start |June 6|June 24 | |July 15| 64 | - | | May 12 | | | | | | - |_Thomas_ |Ushant |Sept. 14|Oct. 16 |Nov. 7|Nov. 8| 66 | - | _Stephens_ | Sept. 3 | | | | | | - |_Ben_ |Tuskar |Nov. 2|Nov. 21 | |Dec. 13| 67 | - | _Cruachan_ | Oct. 7 | | | | | | - |_Loch Tay_ |Tuskar |Sept. 28|Oct. 22 |Nov. 13|Nov. 14| 69 | - | | Sept. 6 | | | | | | - |_Thermopylae_|Start |Dec. 30|Jan. 20 |Feb. 15|Feb. 16| 72 | - | | Dec. 6 | | ’74 | ’74 | ’74 | | - |_Mermerus_ |Lizard |July 30|Aug. 19 | |Sept. 16| 72 | - | | July 6 | | | | | | - |_Sam Mendel_ |Tuskar |July 26| | |Oct. 6| 72 | - | | July 25 | | | | | | - |_The Tweed_ |Lizard |Sept. 30|Oct. 25 | |Nov. 18| 73 | - | | Sept. 6 | | | | | | - |_Marpesia_ |St. Albans|Oct. 17| | |Dec. 29| 73 | - | | Oct. 17 | | | | | | - |_Theophane_ |Tuskar |Sept. 25|Oct. 17 |Nov. 9|Nov. 12| 74 | - | | Aug. 30 | | | | | | - |_Jerusalem_ |Lizard |July 24|Aug. 22 |Sept. 14|Sept. 14| 77 | - | | June 29 | | | | | | - |_Strathdon_ |Start |Sept. 21| |Nov. 7|Nov. 9| 78 | - | | Aug. 23 | | | | | | - |_City of_ |Portland |Jan. 1|Jan. 21 | |Feb. 19| 78 | - | _ Hankow_ | Dec. 3 | ’74 | ’74 | | ’74 | | - |_Loch_ |Tuskar |July 23|Aug. 18 |Sept. 12|Sept. 13| 79 | - | _ Lomond_ | June 25 | | | | | | - +-------------+----------+--------+--------+--------+--------+----+ - -The homeward runs I have had to put in the Appendix for want of space, -as this part has run to far greater length than I had contemplated at -first. - -The races to catch the wool sales will thus be found in Appendix F, -under the heading of “The Wool Fleet.” - -Notes on Passages to Australia in 1873. - -The fine passage of _Miltiades_ and the maiden passages of _Samuel -Plimsoll_ and _Ben Cruachan_ I have already described. The 66 days of -_Thomas Stephens_ was a very fine performance. She left Gravesend on -30th August, with a very heavy general cargo, which put her down in the -water like a sand barge. She crossed the equator in 26° 55′ W. and was -then forced over on to the South American coast near Pernambuco by very -unfavourable S.E. trades. The meridian of Greenwich was crossed on 12th -October in 44° 33′ S. Her best week’s work running down the easting -was 2055 miles, and she would have equalled the run of _Miltiades_ but -for 48 hours of calm in the neighbourhood of the Otway. She arrived in -Melbourne after an absence of only seven months, including nine weeks -in London. - -[Illustration: “RODNEY.” - -_Photo lent by F. G. Layton._] - -[Illustration: “LOCH GARRY.”] - -_Loch Tay_, which left Glasgow on 4th September under Captain Scott, -also lost a day becalmed off the Otway. She crossed the equator in 29° -W. and the meridian of Greenwich on 18th October in 39° S. Running the -easting down she averaged 276 miles a day for 19 days, her best day’s -work being 336 miles. - -Of the others nothing special calls for notice. _Thermopylae_ left -Gravesend on 2nd December, and had a light weather passage all the way, -though she went as far as 47° S. in search of wind. _Cutty Sark_ also -was handicapped by very light winds. She ran her easting down in 40° S. -with light winds and calms from the S.E. trades to Port Jackson. - -This was the _Tweed’s_ first visit to Melbourne. This magnificent -clipper was probably the tallest ship ever seen in Hobson’s Bay. And -wherever Captain Stuart took her she compelled admiration both for her -majestic appearance and wonderful sailing performances. - - -Devitt & Moore’s Crack Passenger Ship “Rodney.” - -Messrs. Devitt & Moore always considered the _Rodney_ to be the fastest -of their iron ships. She was also one of the finest specimens of the -passenger sailing ship in its last phase. - -The following account from an Australian paper of November, 1874, will -give a good idea of the _Rodney’s_ accommodation for passengers. It is -also interesting as showing what was considered luxury in the seventies -and comparing it with the present day:— - - To render voyaging as easy and pleasant as possible has long engaged - the attention of shipowners, but it is only of late years that it - has become a special study to make the accommodations for oversea - passengers not merely comfortable but absolutely luxurious. - - The change in this respect since the time when only a certain amount - of cabin space was provided is something akin to a transformation. - The worry and bother of attending to the fitting up, as well as the - extra expenditure of time and money, are now avoided, and with very - little need for previous provision or preparation, the intending - voyager nowadays can step on board ship and find his cabin carpeted - and curtained and fitted up with almost all the accessories and - appointments of a bedroom in a hotel. - - An inspection of the _Rodney_ will convince the most fastidious that - the entire question of passenger comfort has been thought out fully - and amply. The _Rodney_ is an iron clipper of beautiful model and is - what is termed a 1500-ton ship. She has been constructed specially - with a view to the conveyance of passengers, and there are few - sailing ships coming to the colony which have such a spacious saloon. - It measures 80 feet in length and has berthing accommodation for 60 - people. No cost has been spared in the decoration and embellishments, - and yet these have not been promoted at the expense of solid and - material comfort. - - The cabins are 10 feet square, and a number of the sleeping berths - can be drawn out so as to accommodate two people. For each cabin - there is a fixed lavatory, supplied with fresh water from a patent - tap, and by the removal of a small plug in the centre of the basin, - the water runs away right into the sea, so that all slopping is - avoided. The lavatory is fixed on top of a cupboard, which answers - all the purposes of a little chiffoniere, being fitted up for the - reception of bottles, glasses, brushes, etc. - - There is also a chest of drawers in each cabin—a very great - convenience—in which may be kept clothes, books, linen and many - “unconsidered trifles,” which generally go knocking about in ships’ - cabins at sea. - - The windows in the cabins are large, admitting plenty of light - and air, and the passengers have easy control over them. The - ventilation, in fact, is all that could be desired. Good-sized - looking-glasses and handy little racks for water-bottles, tumblers, - combs, brushes, etc., also abound, and in other little matters the - comfort of the passengers has been well cared for. - - The cabins are also so arranged that two or more or even the whole - of them on one side of the ship afford communication to each other - without going out into the saloon, and where families are together - this is very advantageous. - - The bathroom occupies the space of one of the largest cabins, and hot - as well as cold baths are attainable. - - The saloon is lighted by two large skylights, one of them being - 21 feet in length. They are emblazoned with very pretty views of - Melbourne, Sydney, Adelaide, and Capetown, these being the principal - ports to which Messrs. Devitt & Moore’s vessels trade. There is - also a piano in the saloon, by which the tedium of a voyage may be - enlivened, and the tables are so constructed that they can be easily - unshipped and the saloon cleared for dancing. - - For gentlemen there is a capital smoking-room at the top of the - companion leading from the saloon to the deck. - - The accommodation in the ’tween decks for second cabin and steerage - passengers is everything that could be desired, and there is quite an - elaborate system adopted for ventilation. - - Cooking can be done in the galley for 500 people, and there is a - steam condenser, which can distil 500 gallons of water daily. - - The passengers of all classes who came out in this ship on her maiden - voyage here expressed themselves wonderfully well pleased with - the ship and her commander, Captain A. Louttit, who has had great - experience in the passenger trade. - -The _Rodney’s_ best passage was to Sydney in 1887, when under Captain -Harwood Barrett, with Captain Corner of training ship fame as his mate. -On this occasion she ran from the Lizards to Sydney in 67 days, and -68 days from pilot to Sydney. Her best passage home was 77 days from -Sydney to London. Her best run to Melbourne was 71 days in 1882, and to -Adelaide 74 days in 1880. - -The _Rodney_ was sold in 1897 to the French and renamed _Gipsy_. On -her previous voyage she had encountered terrible weather both out and -home, and was even robbed of her figure-head by the raging sea; it was -probably on account of the damage sustained on this voyage that Devitt -& Moore sold her. - -On the 7th December, 1901, the _Rodney_ was wrecked on the Cornish -coast, when homeward bound from Iquique with nitrate. The ship became a -total loss but the crew were saved. - - -Nicol’s “Romanoff.” - -_Romanoff_ was Alexander Nicol’s finest iron clipper until the _Cimba_ -came out. Nicol’s ships were always good lookers, painted Aberdeen -green with white masts and yards and scraped jibboom and topmasts, they -fully upheld the Aberdeen reputation. _Romanoff_ was a fast ship, but -was overmasted with double topgallant yards and skysails, and after a -few years she was severely cut down. She was a very regular Melbourne -trader. She ended her days under the Norwegian flag. - - -Duthie’s “Cairnbulg.” - -The _Cairnbulg_ was another Aberdeen ship, but she was in the Sydney -trade. She was of about the same speed as the _Romanoff_, a fine, fast, -wholesome ship without any very special records to her credit. - -She came to a most unusual end. After being sold to the Russians -and renamed _Hellas_, she was sold by them to the Danes and called -_Alexandra_. On the 26th November, 1907, she sailed from Newcastle, -N.S.W., for Panama, coal laden. In April she was taken off the overdue -list and posted as missing, being uninsurable at 90 guineas. The -following June, one of her boats in charge of the mate, was picked -up off the South American Coast. The mate then told the following -extraordinary story:—On 8th May the ship was abandoned owing to her -provisions running out and for no other reason—as in every other way, -both in hull and gear, she was perfectly seaworthy. The position of -the _Cairnbulg_ when abandoned was given as 500 miles off the South -American Coast. A search expedition was at once sent out after her, -but in vain. Some time afterwards she was found ashore on the rocks at -Iguana Cove, Albemarle Island, with her back broken. Her insurances, -hull, freight and cargo amounted to £30,000, and she was abandoned -in calm weather through lack of provisions. This story is not to the -credit of either her captain or her owners. - - -The Speedy “Thessalus.” - -_Thessalus_, Carmichael’s largest three-master, was one of the finest -and fastest sailing ships ever seen in Australasian waters. Though not -a regular wool clipper like the _Mermerus_, she was well known both in -Sydney and Melbourne. But she was also as well known in Calcutta and -San Francisco, and wherever she went she always made fine passages. - -[Illustration: “THESSALUS.”] - -[Illustration: “THESSALUS.” - -_Photo by Hall & Co., Sydney._] - -Here are a few of her best:— - - AUSTRALIAN PASSAGES. - 1878 Start to Melbourne 67 days. - 1882 London to Sydney 79 „ - 1884 Downs to Sydney 77 „ - 1887 London to Sydney 79 „ - 1893 Cardiff to Sydney (_via_ Capetown) 78 „ - 1894 London to Sydney (_via_ Capetown) 78 „ - 1896 Sydney to London 75 „ - - CALCUTTA PASSAGES. - 1876 Calcutta to London 90 days. - 1878 Calcutta to Dundee 98 „ - 1879 Penarth Roads to Calcutta 98 „ - - FRISCO AND W.C.N.A. PASSAGES. - 1883 Frisco to Lizard 105 days. - 1885 Frisco to Hull 125 „ - 1888 Portland, Ore., to Queenstown 98 „ - 1889 Frisco to Queenstown 104 „ - 1890 Swansea to Frisco 113 „ - 1890 Frisco to Lizard 109 „ - 1892 Frisco to Queenstown 101 „ - - CROSS PASSAGES. - 1878 Melbourne to Calcutta 48 days. - 1880 Calcutta to Melbourne 49 „ - 1882 Sydney to Frisco 55 „ - 1884 Sydney to San Pedro 66 „ - 1884 Frisco to Newcastle, N.S.W. 45 „ - 1886 Newcastle, N.S.W., to Frisco 50 „ - -On her third voyage she encountered the cyclone of 31st October, 1876, -near the Sandheads. Captain E. C. Bennett, foreseeing the approach of -the cyclone, stood over to the east side of the Bay of Bengal, and -considered himself lucky to escape with the loss of his topgallant -masts. - -Lashed on top of his main hatch, he had a large kennel containing a -pack of foxhounds for the Calcutta Jackal Club. When the cyclone began, -the hounds were let out of the kennel, to give them a chance to save -themselves; and shortly afterwards the kennel was washed clean over -the lee rail without touching it. The hounds had meanwhile disappeared -and everyone thought that they must have gone overboard; but when the -weather cleared they all came out, safe and sound, from under the lower -foc’s’le bunks, where they had taken refuge. - -This cyclone wrought havoc amongst the Calcutta shipping, and cost the -underwriters over £100,000. _Thessalus_ was lucky to get off with a -repair bill of £380. - -The _Thessalus_ was lucky with live freight. On her seventh voyage she -took horses from Melbourne to Calcutta and landed them all alive and -in prime condition. Shortly afterwards the _Udston_ arrived with only -four horses alive. She had had bad weather in the Bay of Bengal, the -horses had broken loose and in their fright kicked each other to death. -On this voyage, _Thessalus_ returned to Melbourne with wheat bags, -wool packs and camels. The camels also arrived in good condition. At -Melbourne she loaded wool for London at a penny per pound. - -Her best wool passage was in 1896, when she left Sydney on the 17th -October and was only 75 days to the Start, where she signalled on -31st December. She had left Melbourne in company with _Cimba_ and -_Argonaut_. _Argonaut_ made a long passage, but _Thessalus_ and _Cimba_ -were twice in company, concerning which Captain Holmes of _Cimba_ -wrote:— - - I left Sydney in company with _Thessalus_ and _Argonaut_. I was twice - in company with _Thessalus_ on 3rd October in 54° S., 152° W., to - 5th October 54° S., 143° W., and on 25th November in 30° S., 34° - W. I came up on him in light winds, but when he got the breeze he - just romped away from me as if I was at anchor. _Thessalus_ was a - wonderfully fast ship. I think the German five-master _Potosi_ is the - only one I have seen to touch her. - -This is high praise, for Captain Holmes had a great knowledge of ships, -especially in the Australian trade, and he had a very fast ship in -_Cimba_, which on this occasion reported at noon at the Lizard when -_Thessalus_ was reporting at Start Point. - -After a long and successful career _Thessalus_ was sold to the Swedes -in 1905, when she was still classed 100 A1. - - -Notes on Passages to Australia in 1874. - -1874 was _Ben Voirlich’s_ great year. It will be noticed, however, that -on her record passage she had _Lochs Ness_ and _Maree_ on her heels -the whole way. Both Lochs had just changed their commanders, Captain -Meiklejohn going to the _Loch Ness_ and Captain Charles Grey succeeding -Captain McCallum in _Loch Maree_. _Loch Ness_ chased _Ben Voirlich_ -very closely all the way to the Australian Coast, her best 24-hour run -being 321 miles. But _Loch Maree_ dropped back in the roaring forties -through no fault of her own. On 13th and 14th December she experienced -a tremendous gale from east working round to S.W. with high confused -sea, during which her patent steering gear was completely smashed up; -and this prevented her from taking full advantage of the westerlies, as -Captain Grey decided it would not be safe to go further than 42° S. - - - PASSAGES UNDER 80 DAYS TO SYDNEY IN 1874. - +------------+---------+-------+--------+---------+---------+----+ - | | |Crossed|Crossed |Passed |Arrived |Days| - | Ship |Departure|Equator| Cape |S.W. Cape| Port |Out | - | | | |Meridian|Tasmania |Jackson | | - +------------+---------+-------+--------+---------+---------+----+ - |_Cutty Sark_|Start |Dec. 11|Jan. 1 | Jan. 26 |Feb. 2’75| 73 | - | | Nov. 21| | ’75 | ’75 | | | - |_Mermerus_ |Start |May 8|May 29 | June 24 |June 27 | 74 | - | | Apl. 14| | | | | | - |_Hallowe’en_|Start |Apl. 30|May 22 | June 17 |June 22 | 74 | - | | April 9| | | | | | - |_Patriarch_ |Wight |July 2|July 26 | Aug. 19 |Aug. 24 | 77 | - | | June 8| | | (Otway) | | | - | | | | | | | | - |_Jerusalem_ |Plymouth |Apl. 29|May 21 | June 14 |June 22 | 78 | - | | Apl. 5| | | (Otway) | | | - +------------+---------+-------+--------+---------+---------+----+ - - PASSAGES UNDER 80 DAYS TO MELBOURNE IN 1874. - +-------------+----------+-------+--------+-------+--------+----+ - | | |Crossed|Crossed |Passed |Arrived |Days| - | Ship |Departure |Equator| Cape | Cape |Hobson’s|Out | - | | | |Meridian|(Otway)| Bay | | - +-------------+----------+-------+--------+-------+--------+----+ - |_Thermopylae_|Lizard |Dec. 25|Jan. 14 | |Feb. 4 | 64 | - | | Dec. 2 | | ’75 | | ’75 | | - |_Ben_ |Plymouth |Dec. 1|Dec. 24 | |Jan. 14 | 64 | - | _Voirlich_ | Nov. 11 | | | | ’75 | | - |_Loch Ness_ |Tuskar |Dec. 1| |Jan. 16|Jan. 18 | 68 | - | | Nov. 11 | | | ’75| ’75 | | - |_Ben_ |Tuskar |Feb. 19|Mar. 15 |Apl. 5|Apl. 6 | 69 | - | _Voirlich_ | Jan. 27 | | | | | | - |_Thomas_ |Lizard |Dec. 12| |Jan. 29|Jan. 31 | 70 | - | _Stephens_ | Nov. 22 | | | ’75| ’75 | | - |_Ben_ |Cape Clear|Sept.29|Oct. 20 |Nov. 13|Nov. 14 | 71 | - | _Cruachan_ | Sept. 4 | | | | | | - |_Romanoff_ |Lizard | | | |Jan. 16 | 72 | - | | Nov. 5 | | | | ’75 | | - |_Theophane_ |Tuskar |Sept.12|Oct. 3 | |Oct. 30 | 75 | - | | Aug. 16 | | | | | | - |_City of_ |Channel | | | |Feb. 2 | 75 | - | _Hankow_ | Nov. 19 | | | | ’75 | | - |_Loch_ |Tuskar | | | |Feb. 14 | 75 | - | _Lomond_ | Nov. 30 | | | | ’75 | | - |_Loch_ |Channel |Dec. 1 |Dec. 25 |Jan. 22|Jan. 23 | 78 | - | _Maree_ | Nov. 6 | | | ’75| ’75 | | - +-------------+----------+-------+--------+-------+--------+----+ - -_Cutty Sark_ and _Thomas Stephens_ also had a great race, the famous -tea clipper making the best passage of the year to Sydney. - -Both ships were off the Lizards on 22nd November, and experienced very -baffling winds to the equator, which _Cutty Sark_ crossed in 26° W. and -_Thomas Stephens_ in 29° W. a day later. _Cutty Sark_ was 65 days from -the Lizards to S.W. Cape, Tasmania, whilst _Thomas Stephens_ was 68 -days to the Otway, where she was becalmed for 14 hours. - -_Thermopylae_, with a 64-day passage from the Lizards, her best run -being 348 miles, arrived just in time to defend herself, for Captain -McPetrie was declaring to all and sundry that _Ben Voirlich_ had broken -_Thermopylae’s_ record, by making a better run from port to port. - - -The “Loch Garry.” - -Many experts considered the _Loch Garry_ to be the finest sailing ship -in the world at the date of her launch. She certainly was an example of -the well-known Glasgow type at its best. - -A new feature was adopted in the placing of her masts. Her mainmast -was stepped right amidships, with the fore and mizen masts at equal -distances from it. - -_Loch Garry_, her sister ship _Loch Vennachar_, Green’s _Carlisle -Castle_, Nicol’s _Romanoff_ and the American ship _Manuel Laguna_ were -rigged in a manner peculiar to themselves. They had short topgallant -masts with fidded royal and skysail masts, on which they crossed royals -and skysails above double topgallant yards. When in port their upper -topsail and upper topgallant yards would be half mast-headed, and with -the seven yards on each mast, all squared to perfection, they presented -a magnificent appearance. _Loch Garry’s_ first commander was Captain -Andrew Black, a very fine seaman indeed. He commanded her from 1875 to -1882. He was succeeded by Captain John Erskine, who was followed by -Captain Horne. - -With regard to her merits, the veteran Captain Horne, who commanded her -for close on 26 years, wrote to me:— - - The _Loch Garry_ is a front rank ship and always will be so. She is a - ship that has got no vices and when properly loaded is as gentle as - a lamb. It is quite a pleasure to sail such a ship, which might be - described as a 1500-ton yacht. She is not a ship of excessive speed, - but with a moderately fresh breeze will maintain a speed of 10 or 11 - knots without much exertion. - -_Loch Garry’s_ best run under Captain Horne was on 26th December, 1892, -when running her easting down in 40° S. With a N.W. wind and smooth sea -she covered 334 miles. It is very possible that she exceeded this in -her early days when she carried a stronger crew. She was also a good -light weather ship. In 1900 she went from the South Tropic to the North -Tropic in 14 days 2 hours. - -The following passages of recent date will show that Captain Horne -kept the _Loch Garry_ moving in spite of the lack of a good crew of -sailormen:— - - 1892 Tuskar to Cape Otway 71 dy. - 1894 Downs to Melbourne 77 „ - 1895 Lizard to Melbourne 77 „ - 1896 Melbourne to Prawle Pt. 80 „ - 1900 Melbourne to Prawle Pt. 85 „ - 1901 Adelaide to C. Otway 48 hr. - 1903 Port Philip Heads to Lizard 74 dy. - 1904 Melbourne to Dover 77 „ - 1906 Tuskar to Cape Borda 73 „ - 1905 Equator to Leeuwin 36 „ - (Average 240 knots) - -The following account of Captain Horne’s care of his boats and system -for provisioning them should be a lesson for younger masters. It is -taken from the _Melbourne Herald_:— - - A feature of _Loch Garry’s_ equipment, in which Captain Home takes - a justifiable pride, is the system for provisioning the lifeboats, - should it ever be necessary to abandon the vessel. In two minutes - the apprentices can place enough provisions in the boats to last all - hands 14 days. The lifeboats are on the after skids and the falls - are always kept rove. In each boat are two 15-gallon breakers, which - are kept full of fresh water, charged about once a month. Then in a - strong wooden box, fitted with beckets, is stowed a good supply of - biscuits, in protected tins, whilst in another box a number of tins - of meat are packed together with the necessary opening knife. A - third box contains miscellaneous articles, such as medical comforts, - clothing, tobacco, a hatchet, knives and a compass. The three boxes - are always kept handy in the lazarette, the provisions they contain - being changed each voyage, so that the biscuits and meat are always - fresh. One man can easily lift either of the boxes and the equipment - is completed by the lifeboats’ sails and all necessary gear being - kept in a canvas bag close by. The system is simplicity itself, and - Captain Horne says that he would like to see some such plan made - compulsory by the B.O.T. in all ships. - -The career of Captain Horne, who was the veteran skipper of the Loch -Line, is worth recording. He was born in 1834, apprenticed to the sea -at 15 years of age, and only retired in 1911, after 62 years at sea and -47 years in command without experiencing shipwreck, fire or collision. -The motto of his life, which he always emblazoned on the cabin -bulkhead, was:—“Never underrate the strength of the enemy.” Like many -another old seaman, he was not pleased with the changes brought about -by steam and cut-throat competition. - -Just as Captain Horne’s apprenticeship finished the Crimean war broke -out, and, volunteering for active service, he was appointed to the -three-decker H.M.S. _Royal Albert_, the largest ship afloat. He was -rated as A.B., but soon promoted to be second captain of the maintop. -Sir George Tryon was a junior lieutenant on this ship. The _Royal -Albert_ was in the engagement against the Kinburn Forts on the north -shore of the Black Sea. At the close of the war Captain Horne received -the Crimean and Turkish medals and was paid off on the _Victory_. He -then returned to the Merchant Service and served in 1859 as second -mate of the tea clipper _Falcon_ under Captain Maxton. Subsequently he -was attached to Lord Elgin’s embassy and placed in charge of a lorcha -by Lindsay & Co., of Shanghai. As a member of Lord Elgin’s staff, he -was present at the taking of the Taku Forts and was on the house-boat -which was towed to Tientsin by one of the gunboats; and he remained -there until the treaty was signed. - -After this he was 13½ years in the employ of John Allan & Sons. -In 1877 he joined the Loch Line and took command of the _Loch Sloy_, -leaving her to take charge of the _Loch Garry_ in 1885. - -The _Loch Garry_ only had two severe mishaps in her long life. In -August, 1880, when running under topgallant sails off the Crozets in a -heavy beam sea, the weather forebrace carried away, the fore topmast -went above the eyes of the rigging and took main topgallant mast with -it—and _Loch Garry_ was a month getting to Melbourne under jury rig. -She was rigged in Geelong with Kauri pine topmasts and long topgallant -masts, as shewn in the illustration. In August, 1889, she was dismasted -in a furious gale to the south’ard of the Cape. To save the ship -Captain Horne was obliged to jettison some 100 tons of cargo in the -shape of gunpowder, hardware, whisky, bottled beer, paper, etc. The -main and mizen masts carried away close to the deck, but Captain Horne -succeeded in sailing his vessel 2600 miles to Mauritius, under foresail -and fore lower topsail. Here the _Loch Garry_ was delayed some months -whilst new spars were sent out from England, and she eventually reached -Melbourne on 14th February, 1890, eight months out from Glasgow. After -36 years of good service, she was sold in March, 1911, to the Italians -for the scrap iron price of £1800. - - -“Loch Vennachar.” - -One of the finest and fastest of the Lochs, as well as one of the most -unfortunate, was the _Loch Vennachar_, launched from Thomson’s yard in -August, 1875. - -She was usually one of the first wool clippers to get away from -Melbourne, and for many years, sailing in October, she made very -regular passages home, her average under Captain Bennett being 86 days -for 12 passages. - -[Illustration: “LOCH VENNACHAR.”] - -[Illustration: “LOCH VENNACHAR.” - -_Photo lent by F. G. Layton._] - -Her first misfortune was in 1892, when she was dismasted during a -cyclone in the Southern Indian Ocean. - -The following is an account of the disaster, given in the _Melbourne -Argus_:— - - The _Loch Vennachar_ left Glasgow bound for Melbourne on 6th April, - 1892, with a crew of 33 all told and 12 passengers, four of whom - were ladies. All went well with the ship until she reached lat. 39° - 55′ S., long. 27° 21′ E., when at 8 o’clock on the evening of 3rd - June the barometer began to fall ominously and sail was promptly - shortened. Darkness lifted soon after 5 o’clock in the morning and - the break of day showed the terrific head seas that swept down upon - the vessel, lashed by the north-east gale. (At this time both watches - were aloft fighting to make the foresail fast.) Captain Bennett, who - was on the poop, saw the danger of his crew and at once resolved to - sacrifice the sail. He sang out to the mate to send the men aft and - the hands, who had been lying out on the pitching foreyard, gained - the deck in safety and reached the poop in time. As they did so, - two enormous waves bore down upon the ship, which rode slowly over - the first, and sank to an interminable depth in the trough at the - other side. Whilst in this position the second wave came on towering - halfway up the foremast, and broke on board, _filling the lower - topsail 60 feet above the deck_, as it came. - - Hundreds of tons of water swept over the ship in a solid mass from - stem to stern, thundering inboard on the port side of the foc’s’le - and racing away over the main deck and over the poop, where most of - the crew were standing. Every man on the poop was thrown down, and - when they regained their feet they perceived that the foremast and - mainmast were over the side, and the mizen topmast above their heads - had disappeared. Not a man on board actually saw the spars go or even - heard the crash of the breaking rigging so violent was the shock and - so fierce the howling of the hurricane. The cook was washed out of - his galley and swept overboard, the galley being completely gutted of - everything it contained. - -For nine days after her dismasting, _Loch Vennachar_ lay unmanageable, -rolling in the trough of the sea, whilst the gale still raged. At last -with immense difficulty a jury mast was rigged forward and a sail set -on the stump of the mizen mast; in this trim Captain Bennett managed to -get his lame duck into Port Louis, Mauritius, after five weeks under -jury rig. The ship lay in Mauritius for five months whilst new masts -and spars were being sent out to her from England. On the arrival of -the masts, Captain Bennett and his crew showed their smartness by -completely rerigging her in 10 days, the cost of the refit coming to -£9071. - -On 18th November _Loch Vennachar_ at last proceeded on her voyage, -and after a light weather passage arrived in Port Phillip on 22nd -December 260 days out from the Clyde. As soon as her anchor was on the -ground, her crew assembled at the break of the poop and gave three -ringing cheers for Captain Bennett and his officers, who had brought -them safely through such a trying time. For saving his ship under such -difficulties, Captain Bennett was awarded Lloyd’s Medal, the Victoria -Cross of the Mercantile Marine. - -In November, 1901, when anchored off Thameshaven outward bound to -Melbourne with general cargo, _Loch Vennachar_ was run down by the -steamer _Cato_. The steamship struck her on the starboard bow, and the -Loch liner went down in 40 feet of water. All on board, however, were -saved, including a parrot and a cat, the only cat to escape out of -seven on the ship. - -The _Loch Vennachar_ lay at the bottom of the Thames for a month and -was then raised. After repairs and alterations to the value of about -£17,000 were made on her, she was pronounced by experts to be as good -as the day she was launched; and she once more resumed her place in the -Australian trade. - -About September, 1905, when bound from Glasgow to Adelaide, she came on -the overdue list. On 6th September she was spoken “all well” by the ss. -_Yongala_, 160 miles west of Neptune Island. But as the days passed and -she did not arrive, grave anxiety began to be felt. On 29th September, -the ketch _Annie Witt_ arrived at Adelaide, and her captain reported -picking up a reel of blue printing paper 18 miles N.W. of Kangaroo -Island. This paper was identified as part of _Loch Vennachar’s_ cargo. -A search was made on Kangaroo Island and wreckage was discovered which -made the disaster only too sure. It was concluded that she had run -on the Young Rocks in trying to make the Backstairs Passage. Captain -Hawkins, late of the _Loch Ness_, was in command, having taken her over -from Captain Bennett the year before. - -As if the fatal curse of Jonah had been transmitted from father to son, -T. R. Pearce, a son of the twice wrecked Tom Pearce, was one of the -apprentices lost in her. - - -“Salamis”—an Iron “Thermopylae.” - -_Salamis_, one of the most beautiful little ships ever launched and -without doubt the fastest of all Thompson’s iron ships, was really -an enlarged _Thermopylae_ in iron, as she was built from Bernard -Waymouth’s lines with a few minor alterations and improvements. The -following comparison of their measurements shows that _Salamis_ was -roughly 100 tons larger and 10 feet longer than _Thermopylae_:— - - +------------------------+-----------+--------------+ - | Measurements | _Salamis_ | _Thermopylae_| - | of | Iron Ship |Composite Ship| - +------------------------+-----------+--------------+ - |Registered tonnage net | 1079 tons.| 948 tons. | - |Registered tonnage gross| 1130 „ | 991 „ | - |Registered tonnage | | | - | under deck | 1021 „ | 927 „ | - |Length |221.6 feet.| 212 feet. | - |Breadth | 36 „ | 36 „ | - |Depth | 21.7 „ | 20.9 „ | - |Depth moulded | 23.7 „ | 23.2 „ | - +------------------------+-----------+--------------+ - -In _Salamis_, Thompson’s were determined to have an out and out -racer, and she was not fitted for passengers, her raised quarterdeck -being only 48 feet long as against _Thermopylae’s_ 61 feet. She had a -tremendous sail plan and of course spread a full suit of stunsails and -other flying kites. - -The following spar measurements show that she set even more canvas than -_Thermopylae_, her mainyard being a foot longer, and the other yards in -proportion:— - - SPAR PLAN OF _SALAMIS_. - +---------------------------+----------+ - |Mainmast—deck to truck | 150 feet | - |Main lower mast | 66 „ | - |Main topmast | 52 „ | - |Main topgallant mast | 34 „ | - |Main royal mast | 23 „ | - |Main masthead | 2 „ | - |Main lower doublings | 15 „ | - |Main topmast doublings | 12 „ | - |Mainyard | 81 „ | - |Main lower topsail yard | 72 „ | - |Main upper topsail yard | 64 „ | - |Main lower topgallant yard | 57 „ | - |Main upper topgallant yard | 49 „ | - |Main royal yard | 37 „ | - |Jibboom | 66 „ | - +---------------------------+----------+ - -Messrs. Thompson, when they gave Hood the order for _Salamis_, intended -her for the same round as _Thermopylae_—out to Melbourne with general -cargo, then across to China and home again with tea. But by 1875 the -steamers had got a firm hold on the tea trade, and the clippers were -either being driven away into other trades or had to content themselves -with loading at a cut rate in the N.E. monsoon; and practically only -_Cutty Sark_ and _Thermopylae_ were still given a chance to load -the new teas. This was not a bright outlook for a newcomer with her -reputation all to make, and the only time _Salamis_ loaded a tea cargo -home was on her second voyage when she came home from Hong Kong in 110 -days. In 1878 she made another attempt to get a tea cargo home, but -freights were specially bad this year, and she was withdrawn from the -berth at Shanghai, and finally came home with wool from Port Phillip. - -[Illustration: “SALAMIS.” - -_Photo lent by F. G. Layton._] - -[Illustration: “THOMAS STEPHENS,” “CAIRNBULG,” “BRILLIANT,” AND “CUTTY -SARK,” in Sydney Harbour.] - -As a wool clipper she set up a wonderful record; her average for 13 -consecutive passages to Melbourne being 75 days pilot to pilot, and -for her outward passages from 1875 to 1895 her average was 77 days. -Homeward with wool, like all iron ships, she occasionally got hung -up and topped the 100 days, nevertheless here she also had the best -average for an iron ship, of 87 days for 18 consecutive wool passages -from Melbourne to London. Her best run from London to the equator was -made in 18½ days. Twice she ran from the equator to the Cape meridian -in 21 days, and twice she ran her easting down from the Cape meridian -to Cape Otway in 22½ days, and no less than four times in 23 days. -Captain Phillip left the _Harlaw_ to take the _Salamis_, and his name -is associated with her during the whole of her life under the British -flag. - -On her maiden passage _Salamis_ left London on 6th July, took her -departure from the Start on the 10th, then had very buffling winds to -the equator, which she crossed on 2nd August in 25° W.; the S.E. trades -were very poor and she had to make a tack off the Abrolhos Rocks. The -Cape meridian was crossed on 24th August in 44° S. Running her easting -down, the wind was very changeable, being mostly from the south’ard, -and without any steady breezes her best run was only 304 knots. She -passed the Otway on 16th September and entered Port Phillip Heads the -same evening, 68 days from Start Point. - -On her second voyage she had a very protracted start, losing three -anchors and chains in the Downs and also a man overboard during a very -severe gale. She had to slip her third anchor and get underweigh in a -hurry to avoid dragging ashore. After this she had to go into Plymouth -to get new anchors and chains. She finally left Plymouth on 24th March, -1876, the “dead horse” being actually up the day she left Plymouth. She -took her departure from the Lizard on 25th March, crossed the line on -18th April, and had light winds to the meridian of the Cape, which she -crossed on 14th May in 43° S. - -In 69° E. she encountered bad weather, and shipped a heavy sea whilst -running under a fore topsail. This sea broke over the quarter, smashed -the wheel and broke in the cabin skylight, and she had to be hove to -for 14 hours whilst repairs were made. The main upper topsail had also -blown away and a new one had to be bent. - -She eventually made Cape Otway at 10.30 p.m. on 7th June, entering the -Heads early morning of the 8th, 75 days from the Lizards. In crossing -to China, she went from Sydney to Shanghai in 32 days. Failing to get -a tea cargo in Shanghai, she ran down to Hong Kong through the Formosa -Channel with a strong N.E. monsoon in two days and some odd hours, but, -of course, she was nearly new and in ballast. - -In 1878 she again tried for a tea cargo, crossing from Sydney in 43 -days: after a very tempestuous passage of 83 days from London to -Sydney, during which she continually had to be hove to, indeed, Captain -Phillip declared that he had never met with such heavy gales during 30 -years’ experience, even so she was only 79 days from the Channel to -Cape Otway. - -She found tea freights slumping very badly at Shanghai, and was finally -placed on the berth for general cargo only at 30s. per 50 cubic feet. -_Salamis_ left Shanghai on 26th November in company with _Thermopylae_, -which was the only sailing ship to get a tea cargo for London. The two -ships made the Straits of Sunda on 15th December, but were compelled to -anchor off Sumatra owing to the strong N.E. current. Here they found a -fleet of 37 sail all vainly trying to get past Thwart-the-way Island. - -Of this fleet the first to get through was _Thermopylae_ after several -ineffectual attempts, but she was closely followed by her iron sister -ship; clearing Java Head on 29th December after a delay of 14 days, the -two sisters squared away for the S.E. trades, and left the fleet of 37 -ships to wait patiently until the N.E. current slackened. - -_Salamis_ carried the trades to 32° S., and then made some fine running -to the Australian Coast, her best day’s work being 336 miles. On 26th -January, 1879, she arrived off Port Phillip Heads and anchored off -Queenscliff to await orders. She was sent up to Sydney and loaded coal -alongside the _Cutty Sark_. On 18th March _Cutty Sark_ sailed for -Shanghai with 1150 tons of coal, _Salamis_ followed on the 20th with -1200 tons of coal. Unfortunately I have no details of the race across, -except that _Salamis_ made the run in 37 days. Both ships failed to get -a tea cargo for the London market, and _Cutty Sark_ went off to Manila, -whilst _Salamis_ went to Foochow, and took a tea cargo from there to -Melbourne, which she reached in time to load wool home, after a very -light weather passage of 64 days. After this unsatisfactory voyage -_Salamis_ was kept steadily in the Melbourne trade, with the exception -of one passage to Sydney. - -When the Aberdeen White Star sold their sailing ships, _Salamis_ went -to the Norwegians, who stripped the yards off her mizen mast and turned -her into a barque. After several weary years of threadbare old age, -the beautiful little clipper was finally wrecked on Malden Island in -the South Pacific on 20th May, 1905. - - -The Colonial Barque “Woollahra.” - -The pretty little barque, _Woollahra_, owned by Cowlislaw Bros., of -Sydney, had a very fair turn of speed, and on more than one occasion -showed up well against some of the crack ships in the trade. In her -later years she used to run from Newcastle, N.S.W., to Frisco with -coal. She came to her end on Tongue Point, near Cape Terawhite, New -Zealand, whilst bound in ballast from Wellington to Kaipara, to load -Kauri lumber for Australia. She was wrecked about half a mile from the -homestead of a sheep station, the only habitation on the coast for -miles. The captain and an ordinary seaman were drowned, the rest of -her complement getting safely ashore. She went to pieces very quickly -and there was not even an odd spar or deck fitting left a few months -afterwards. - - -“Cassiope” and “Parthenope.” - -_Cassiope_ and _Parthenope_ were actually sister ships though by -different builders. They were both fine fast clippers of the best -Liverpool type. _Cassiope_, however, had a short life, being lost with -all hands in 1885, when bound to London with Heap’s Rangoon rice, under -the well-known Captain Rivers. _Parthenope_ was sold in her old age to -the Italians and rechristened _Pelogrino O._ On the 31st July, 1907, -she sailed with coals from Newcastle, N.S.W., for Antofagasta and never -arrived. - - -“Trafalgar.” - -D. Rose & Co.’s _Trafalgar_ was a very regular Sydney trader. She went -to the Norwegians and was still afloat, owned in Christiania, when the -war broke out. - -[Illustration: “WOOLLAHRA.” - -_From a painting._] - - PASSAGES UNDER 80 DAYS TO SYDNEY IN 1875. - +------------+---------+-------+--------+---------+-------+----+ - | | |Crossed|Crossed | Passed | |Days| - | Ship |Departure|Equator| Cape |S.W. Cape|Arrived|Out | - | | | |Meridian|Tasmania | | | - +------------+---------+-------+--------+---------+-------+----+ - |_Cutty_ |Lizard |Dec. 21|Jan. 13|Feb. 4 |Feb. 12| 75 | - | _Sark_ | Nov. 29| | ’76| ’76 | ’76| | - |_Samuel_ |Falmouth |Sept. 4|Sept. 28|Oct. 19 |Oct. 22| 75 | - | _Plimsoll_| Aug. 8| | |(Otway) | | | - +------------+-----------------+--------+---------+-------+----+ - - - PASSAGES UNDER 80 DAYS TO MELBOURNE IN 1875. - +--------------+-----------+--------+--------+--------+--------+----+ - | | |Crossed |Crossed |Passed | |Days| - | Ship | Departure |Equator | Cape | Cape |Arrived |Out | - | | | |Meridian| Otway | | | - +--------------+-----------+--------+--------+--------+--------+----+ - |_Thermopylae_ |Lizard |Dec. 24|Jan. 14|Feb. 7|Feb. 9| 68 | - | | Dec. 3 | ’76| | ’76| ’76| | - |_Salamis_ |Start |Aug. 2|Aug. 24|Sept. 16|Sept. 16| 68 | - | | July 10 | | | | | | - |_Mermerus_ |Tuskar |Aug. 15| |Oct. 1|Oct. 1| 68 | - | | July 27 | | | | | | - |_Loch Garry_ |Tuskar |Dec. 5|Dec. 29| |Jan. 20| 73 | - | | Nov. 8 | | | | ’76| | - |_City of_ |Start |Sept. 27|Oct. 21|Nov. 16|Nov. 16| 73 | - | _Corinth_ | Sept. 4 | | | | | | - |_Loch Maree_ |Scilly |Sept. 5|Sept. 26| |Oct. 21| 74 | - | | Aug. 8 | | | | | | - |_Romanoff_ |Lizard |Sept. 5| |Oct. 22|Oct. 23| 74 | - | | Aug. 10 | | | | | | - |_Loch_ |Inistrahull|Oct. 10|Oct. 28|Nov. 18|Nov. 19| 74 | - | _Vennachar_ | Sept. 6 | | | | | | - |_Wasdale_ |Tuskar |Sept. 4|Sept. 26| |Oct. 20| 74 | - | | Aug. 7 | | | | | | - |_Moravian_ |Lizard |June 22| | |Aug. 9| 75 | - | | May 26 | | | | | | - |_City of Agra_|Start |June 24| | |Aug. 15| 76 | - | | May 31 | | | | | | - |_Ben Cruachan_|Tuskar |July 1|July 29| |Aug. 23| 77 | - | | June 7 | | | | | | - |_Parthenope_ |Tuskar |June 29| | |Aug. 25| 77 | - | | June 9 | | | | | | - |_Glengarry_ |Tuskar |Mar. 22| | |May 14| 77 | - | | Feb. 26 | | | | | | - |_Old_ Channel | | |Apl. 21|Apl. 22| 78 | - | _Kensington_| Feb. 3 | | | | | | - |_Loch Katrine_|Holyhead | | | |July 25| 79 | - | | May 7 | | | | | | - +--------------+-----------+--------+--------+--------+--------+----+ - - -Notes on Passages to Australia in 1875. - -In no year were so many magnificent iron clippers launched as in 1875, -and of the ships which made the passage to Melbourne in under 80 days -no less than five, namely, _Salamis_, _Loch Garry_, _Loch Vennachar_, -_Parthenope_ and _Old Kensington_, were on their maiden passages. _Loch -Garry’s_ best run in the 24 hours was 333 miles, and _Loch Vennachar_ -did a week’s work of 2065 miles, viz., 285, 290, 320, 320, 312, 268 and -270. _Samuel Plimsoll_, with 360 emigrants on board, left Plymouth on -6th August, at 11.15 p.m.; on the same day she ran into and sank the -Italian barque _Enrica_, though without damage to herself. She saved -the Italian’s crew and put into Falmouth to land them. - -Captain Richards left the _Thomas Stephens_ in order to tune up -_Parthenope_. He made the latter travel, but as he returned to the -_Thomas Stephens_ in 1876 he evidently preferred his old clipper. - -_Thermopylae_ still maintained her wonderful reputation; on this trip -she averaged 270 miles a day from 23° W. to 100° E. - -The _Old Kensington_ was a very fine ship with a good turn of speed, -and she usually loaded home from Calcutta or San Francisco. - -The _Wasdale_ must not be confused with the later _Wasdale_, which was -not launched until 1881. This one must have been a very fast ship, for -on this passage she made five 24-hour runs over 300, her best being 332 -miles. - -Many well-known heelers were just over the 80 days; for instance, -_Miltiades_ was 81 days from the Start, _Thessalus_ 83 from the -Lizards, _Theophane_ 83 from the Tuskar, _Cassiope_ 81 from the Tuskar, -_Marpesia_ 83 from the Tuskar, _Thyatira_ 80 from the Start, all to -Melbourne, whilst _Patriarch_ was 82 days from Torbay to Sydney. - -Two writers to the _Nautical Magazine_, both of whom were serving on -the _Cutty Sark_ during her 1875-6 voyage, claim that she was 50 miles -south of Melbourne on her 54th day out from the Channel, and that owing -to strong head winds she was compelled to go round Australia. - -As will be seen, she was 67 days from the Lizard to the S.W. Cape, -Tasmania, and I fear that a mistake of ten days has been made. Captain -Watson also stated in a personal letter to me that she ran 2163 miles -in six days. I have 14 years of her abstract logs, and from what her -logs tell me I consider that she was quite capable of accomplishing -such a run with a strong steady breeze, but it is very rarely that you -get such a breeze for six days on end even in the roaring forties. She -left London on 20th November but collided with the _Somersetshire_ off -Gravesend, and lost her main topgallant mast, besides other damage, so -that she had to put back to refit. - - -“Sir Walter Raleigh.” - -The _Sir Walter Raleigh_, commanded by Captain W. Purvis, was a very -well-known and regular wool clipper of the type of _Romanoff_. I do not -think she was quite in the first flight, but she was never very far -behind, and in 1880 she shared with _Ben Voirlich_ the distinction of -making the best outward run of the year. - -The following extracts are from _Patriarch’s_ log, when homeward bound -in 1878, 79 days out from Sydney. - - Feb. 8.—18° 41′ N., long. 38° 55′ W.—Spoke the _Sir Walter Raleigh_, - Melbourne to London, 77 days out. - - Feb. 9.—_Sir Walter Raleigh_ still in company. - - Feb. 10.—_Sir Walter Raleigh_ ahead. - - Feb. 11.—_Sir Walter Raleigh_ dead to windward. - - Feb. 12 to 16.—_Sir Walter Raleigh_ still in company. - -In the end _Patriarch_ got home a day ahead, _Sir Walter Raleigh_ -making the best passage by a day. _Sir Walter Raleigh_ was probably -faster in light and moderate winds than in strong, as I can find no -very big runs to her credit. - -On the 10th November, 1888, she left Sydney for London, wool-laden, and -was wrecked near Boulogne on 29th January, 1889, when only 80 days out -and almost in sight of home. Five of her crew were drowned. It was a -tragic end to what promised to be the best wool passage of her career. - - -“Loch Fyne” and “Loch Long.” - -These two 1200-ton sister ships from Thomson’s yard, though fine -wholesome ships, were not considered quite as fast as the earlier -“Lochs,” though each of them put up a 75-day passage to Melbourne, -_Loch Fyne_ on her second voyage in 1877-8, and the _Loch Long_ in 1884. - -The _Loch Fyne_ left Lyttelton, N.Z., on 4th May, 1883, under Captain -T. H. Martin, with 15,000 bags of wheat bound for the Channel for -orders and never arrived. - -In January, 1903, _Loch Long_ arrived in Hobson’s Bay from Glasgow, -commanded by Captain Strachan. From Melbourne she was sent to New -Caledonia to load nickel ore. She sailed on 29th April, but failed to -arrive. Portions of wreckage, however, were washed up on the Chatham -Islands, which made it only too certain that she had struck on the -rocks and gone down with all hands. - - -“Aristides”—The Aberdeen White Star Flagship. - -In March, 1876, Messrs. Hood launched the beautiful passenger clipper -_Aristides_, the largest of all Thompson’s sailing ships. Captain R. -Kemball of _Thermopylae_ fame, the commodore of the Aberdeen White Star -fleet, was given command of her, and she became the firm’s flagship. - -On her maiden voyage she sailed from London on 6th July, and arrived -in Port Phillip on 18th September—74 days out (69 days from the land). -Leaving Melbourne on 28th November, she arrived in the Thames on 17th -February, 81 days out, beating two such well-known clippers as _Loch -Maree_ and _Collingwood_, which had sailed on 27th November, by -18 days. The Aberdeen White Star ships invariably made fine maiden -voyages. Their captains always left port with the firm intention of -breaking the record, and they had every help from their owners, the -ships being most carefully loaded with their Plimsoll marks well out of -water. Crews also were picked men, and gear, of course, everything of -the best. - -[Illustration: “ARISTIDES.” - -_Photo by Hall & Co., Sydney._] - -_Aristides_ was kept on the Melbourne run until 1889, when she went out -to Sydney in 85 days. From this date she was kept in the Sydney trade. -She usually had a full passenger list and being perfectly run like all -the Aberdeen ships she was a favourite both in Sydney and Melbourne. -Captain Kemball retired in 1887, and Captain Spalding had her until the -early nineties, then Captain Allan took her over; her last commander -was Captain Poppy, who was lost in her. - -Her best 24-hour run that I have record of was 320 miles. Her passages, -both outward and homeward, were very regular, from 78 to 88 days as a -rule, but she never beat the times of her maiden voyage. - -When the Aberdeen White Star sold their sailing ships, they refused to -part with the _Aristides_, and she remained under their flag till the -end. On 28th May, 1903, she sailed from Caleta Buena with nitrate of -soda for San Francisco and was posted as missing. H.M. ships _Amphion_ -and _Shearwater_ made a search amongst the islands on her route for the -missing ship, but no trace of her was ever found. - - -“Smyrna.” - -The _Smyrna_, which was built on fuller lines than most of Thompson’s -ships, came to a tragic end, being run into by the steamer _Moto_ on -28th April, 1888, during a thick fog off the Isle of Wight, when -outward bound to Sydney, and sank with Captain Taylor and 11 of her -crew. - -The “Harbinger.” - -The _Harbinger_ was built to lower the colours of the wonderful -_Torrens_ in the Adelaide trade, being fitted to carry a large number -of passengers. Indeed she was the last sailing ship specially built -and fitted for carrying passengers. In more ways than one she was a -remarkable vessel, and differed in many interesting details from the -stock type of Clyde-built iron clipper. - -In her rigging and sail plan, she had various fittings which were -peculiar to herself. - -To begin with, she was the only iron ship which had the old-fashioned -channels to spread the rigging: and in another way she went back many -years by never bending a sail on her crossjack yard. Instead of this -sail she spread a large hoisting spanker, and she always carried a main -spencer or storm trysail, a sail very often seen on down east Cape -Horners, who found it very useful when trying to make westing off Cape -Stiff. - -The famous _Cutty Sark_ was fitted with a spencer yard and sail at her -launch, but I doubt if she ever used it; at any rate, Captain Woodget -told me he never used it, for the simple reason that he never hove -the _Cutty Sark_ to in ten voyages to Australia. I have several of -_Harbinger’s_ abstract logs and I can find no instance of her using -this sail either. - -_Harbinger_ was a very lofty ship, measuring 210 feet from the -water-line to her main truck, and, unlike the _Hesperus_, she always -carried her skysail yards crossed. Her jibbooms were of unusual -length—I say jibbooms, for outside her ordinary jibboom she carried a -sliding gunter or flying jibboom. On these she set a whole fleet -of jibs, and, as if they were not sufficient, she had cliphooks for a -storm staysail on the fore stay. - -[Illustration: “HARBINGER.”] - -[Illustration: “HARBINGER.” - -_Photo lent by F. G. Layton._] - -After her first voyage 600 superficial feet of canvas were added to her -square-sail area, and even so she was not a bit over canvassed, as she -was a very stiff ship and always stood up well to a breeze. - -That she did not make more remarkable passages must be put down to the -fact that, like the _Hesperus_, she was never hard sailed; but she -could do over 300 miles in the 24 hours without much pressing, and -running her easting down 340 knots in a 23½-hour day was about her -best. Her best speed through the water, measured by the odometer and -the common log, was 16 knots. - -With regard to her sea qualities, Mr. Bullen, who served on her as -second mate, speaks as follows:—“She was to my mind one of the noblest -specimens of modern shipbuilding that ever floated. For all her huge -bulk she was as easy to handle as any 10-ton yacht—far easier than -some—and in any kind of weather her docility was amazing…. She was so -clean in the entrance that you never saw a foaming spread of broken -water ahead, driven in front by the vast onset of the hull. She parted -the waves before her pleasantly, as an arrow the air; but it needed a -tempest to show her ‘way’ in its perfection. In a grand and gracious -fashion, she seemed to claim affinity with the waves, and they in their -wildest tumult met her as if they knew and loved her. She was the only -ship I ever knew or heard of that would ‘stay’ under storm staysails, -reefed topsails and a reefed foresail in a gale of wind. In fact, I -never saw anything that she would not do that a ship should do. She -was so truly a child of the ocean that even a bungler could hardly -mishandle her; she would work in spite of him. And lastly, she would -steer when you could hardly detect an air out of the heavens, with a -sea like a mirror, and the sails hanging apparently motionless. The -men used to say that she would go a knot with only the quartermaster -whistling at the wheel for a wind.” - -It is doubtful if a ship ever sailed the seas with more beautiful -deck fittings. They were all of the finest teak, fashioned as if by a -cabinetmaker and lavishly carved. In her midship house, in addition to -the galley, carpenter’s shop, petty officer’s quarters, donkey engine -and condenser, she had accommodation for 30 passengers. - -Like the _Rodney_, she was fitted up with all the latest comforts and -conveniences—luxuries they were considered in those robust days. On her -forward deck against the midship house were lashed a splendid cowhouse, -two teak wood pens to hold 30 sheep, and a number of hen coops which -were crammed with poultry, ducks, and geese, the butcher being one of -the most important members of her crew. - -Her foc’s’le had three tiers of bunks, for she carried a large crew. In -1886 I find that she hauled out of the South West India Dock with 200 -passengers and a crew of 51 all told. - -She did not stay very long in the Adelaide trade, but from the early -eighties was a favourite passenger ship to Melbourne, her commander -being Captain Daniel R. Bolt, a very experienced passenger ship -commander, who had previously had the _Darling Downs_, _Royal Dane_, -and _Holmsdale_. Under him without any undue hurry, she was generally -between 80 and 85 days going out, and in the nineties coming home. - -Below will be found a typical abstract of her log when running the -easting down, taken from her outward passage in 1884:— - - August 31.—Lat. 38° 00′ S., long. 1° 52′ W. Dist. 242. Moderate - steady S.W. wind, rain squalls. Two sail in company. - - September 1.—Lat. 38° 57′ S., long. 2° 47′ E. Dist. 226. Strong, - unsteady, squally S.W. to west wind, high sea, royals set. - - September 2.—Lat. 39° 07′ S., long. 7° 42′ E. Dist. 230. Variable - south wind, squally, heavy rollers from S.W. - - September 3.—Lat. 39° 40′ S., long. 12° 49′ E. Dist. 241. Westerly - wind, fresh and squally, under topgallant sails, heavy rollers. - - September 4.—Lat. 40° 06′ S., long. 19° 05′ E. Dist. 288. Strong gale - and high sea. - - September 5.—Lat. 40° 24′ S., long. 24° 50′ E. Dist. 267. Moderate W. - gale, high sea. - - September 6.—Lat. 40° 49′ S., long. 30° 44′ E. Dist. 267. Gale - moderating and falling to light S.S.E. wind. - - September 7.—Lat. 40° 08′ S., long. 35° 15′ E. Dist. 213. South wind - variable in force and direction. - - September 8.—Lat. 38° 30′ S., long 36° 37′ E. Dist. 116. Variable - light E. and S.E wind. - - September 9.—Lat. 40° 25′ S., long. 38° 36′ E. Dist. 148. Moderate - E.S.E. gale. Sea smooth. P.M., strong N.E. wind, reduced to topsails. - - September 10.—Lat. 42° 17′ S., long 42° 18′ E. Dist. 203. Strong - gale and head sea. Main upper and three lower topsails. Later, wind - dropping. - - September 11.—Lat. 42° 10′ S., long. 46° 41′ E. Dist. 196. Light W. - wind, variable airs increasing to strong N.W. gale at midnight. - - September 12.—Lat. 42° 28′ S., long. 52° 13′ E. Dist. 247. 6.30, wind - shifted to west and fell light, then freshened, sea smooth. - - September 13.—Lat. 42° 22′ S., long. 58° 06′ E. Dist. 262. Moderate - westerly gale and high sea, royals in. Midnight, light winds. - - September 14.—Lat. 42° 10′ S., long. 63° 50′ E. Dist. 253. Increasing - N.W. wind. - - September 15.—Lat. 41° 30′ S., long. 70° 22′ E. Dist. 298. Fresh - gale, cross sea from N.N.W., a sea down saloon companion; overcast. - - September 16.—Lat. 41° 30′ S., long. 77° 07′ E. Dist. 305. Fresh - W.N.W. wind and moderate sea. Bar. 29.70° to 29.60°. - - September 17.—Lat. 41° 15′ S., long. 84° 19′ E. Dist. 326. Strong - gale and high sea. 7.30 a.m., wind shifted from N.W. to W.S.W. Bar., - 30.20°. - - Sept. 18.—Lat. 40° 40′ S., long. 90° 00′ E. Dist. 259. Moderate gale - W.S.W. to light W. wind, 8 knots. Bar., 30.10°. - - September 19.—Lat. 41° 00′ S., long. 95° 01′ E. Dist. 228. Moderate - to light W. wind, skysails set. Bar., 29.60°. - - September 20.—Lat. 40° 30′ S., long. 100° 44′ E. Dist. 260. Moderate - N.W. gale, thick weather, rain. - - September 21.—Lat. 40° 04′ S., long. 106° 05′ E. Dist. 248. Moderate - gale and high seas. - - September 22.—Lat. 39° 28′ S., long. 111° 05′ E. Dist. 230. Moderate - S. wind, squally with rain falling to light airs. - -On this passage _Harbinger_ was 81 days from the Lizard to Port Phillip -Heads; she had very light winds to the line, which she only crossed 31 -days from the Lizard. It was, perhaps, a pity that she was not fitted -with stunsails and given a chance to go, as there is no doubt that -under such conditions she could have given the fastest ships in the -trade a very good race. - -In 1885 she took her departure from the Start with the little _Berean_, -and beat that little marvel out to the Colonies by six days, being -79 days from the Start to the Quarantine Station, Port Phillip. -_Harbinger’s_ best run on this occasion was 310 miles. - -In the year 1890 _Harbinger_ was bought, along with the _Hesperus_, for -Devitt & Moore’s cadet-training scheme. She carried a full complement -of cadets until 1897, when her boys were turned over to the _Macquarie_ -and she was sold to the Russians for £4800, and she was still in the -Register in 1905. - - -“Argonaut.” - -Carmichael’s _Argonaut_, like their _Thessalus_, was not a regular wool -carrier, though often seen in Sydney and Melbourne; for some years, -however, in her latter days, she was a member of the wool fleet from -Sydney. She had all the good looks of a _Golden Fleece_ clipper; and -the following records speak for her sailing powers:— - - 1879-80 London to Calcutta, undocked 3.30 p.m. October 4 - Arrived Saugor Roads, Jan 4 90 days. - against N.E. monsoon. - 1881 Calcutta to Melbourne, Jan 10-February 25 45 days. - 1881 Melbourne to London, 7th April—off Lizard, 4.30 - p.m. June 27 81 „ - —docked June 30 84 „ - 1882 Dundee to Frisco, July 17-November 14 120 „ - 1882 Frisco to Queenstown, January 6-April 20 104 „ - 1883 Wifsta, Sweden, to Adelaide, July 11-October 8 89 „ - 1883 Adelaide to Tegal, Java, November 15-December 13 28 „ - 1885 Liverpool to Sydney, June 14-August 31 78 „ - 1894-5 Sydney to London, October 14-January 4 82 „ - 1895 Dungeness to Sydney. March 13-June 4 83 „ - 1895 Sydney to London, October 13-December 29 77 „ - -_Argonaut’s_ best known commander was Captain Hunter, who was one of -those who knew how to carry sail. On his wool passage home in 1896, -however, he was very much out of luck, as the _Argonaut_ was one of the -very few ships that took over 100 days. - -[Illustration: “ARGONAUT.” - -_Photo by Hall & Co., Sydney._] - -Captain A. Cook was her first skipper, then Captain Bonner had her in -the late eighties. - -_Argonaut_ was still afloat in 1914. Under the name of _Elvira_, she -flew the Portuguese flag and used the same home port, Lisbon, as the -_Cutty Sark_ and _Thomas Stephens_—and her round of ports was usually -the same as that of _Cutty Sark_, namely—Rio Janeiro, New Orleans and -Lisbon. In 1913, her name was again changed to _Argo_. The Portuguese, -as in the case of the _Cutty Sark_, retained the yards on the mizen. - - - PASSAGES UNDER 80 DAYS TO SYDNEY IN 1876. - +--------------+---------+--------+--------+---------+-------+----+ - | | |Crossed |Crossed | Passed | |Days| - | Ship |Departure|Equator | Cape |S.W. Cape|Arrived|Out | - | | | |Meridian|Tasmania | | | - +--------------+---------+--------+--------+---------+-------+----+ - |_Patriarch_ |Channel |July 14 |Aug. 9 |Aug. 30 |Sept. 2| 71 | - | | June 23| | |(Otway) | | | - |_Samuel_ |Plymouth |June 28 |July 19 |Aug. 9 |Aug. 19| 78 | - | _Plimsoll_ | June 2| | | | | | - |_Cutty_ |Channel |Nov. 19 |Dec. 11 |Jan. 3 |Jan. 10| 79 | - | _Sark_ | Oct. 23| | | ’77 | ’77| | - +--------------+---------+--------+--------+---------+-------+----+ - - PASSAGES UNDER 80 DAYS TO MELBOURNE IN 1876. - +--------------+---------+--------+--------+--------+--------+----+ - | | | |Crossed |Passed | | | - | Ship |Departure|Crossed | Cape | Cape |Arrived |Days| - | | |Equator |Meridian|(Otway) | |Out | - +--------------+---------+--------+--------+--------+--------+----+ - |_Mermerus_ |Gravesend|July 17 |Aug. 6 | |Aug. 30| 66 | - | | June 25| | | | | | - |_Miltiades_ |Lizard |May 30 |June 25| |July 21| 70 | - | | May 12| | | | | | - |_Aristides_ |Start |Aug. 4 |Aug. 26|Sept. 17|Sept. 18| 70 | - | | July 10| | | | | | - |_Old_ |Channel | | | |Oct. 29| 78 | - | _Kensington_| Aug. 17| | | | | | - |_Loch Ness_ |Scilly | | | |Sept. 21| 74 | - | | July 11| | | | | | - |_Macduff_ |Channel | | | |July 31| 74 | - | | May 18| | | | | | - |_Salamis_ |Lizard |Apl. 18 |May 14 |June 7|June 8| 75 | - | | Mar. 25| | | | | | - |_Theophane_ |Tuskar |Sept.11 | | |Oct. 26| 75 | - | | Aug. 12| | | | | | - |_Loch Maree_ |Start |July 8 |Aug. 10|Sept. 2|Sept. 3| 76 | - | | June 19| | | | | | - |_Cassiope_ |Channel | | | |Nov. 10| 76 | - | | Aug. 26| | | | | | - |_Parthenope_ |Tuskar | | | |Oct. 12| 77 | - | | July 27| | | | | | - |_Marpesia_ |Tuskar | | | |Jan. 6| 77 | - | | Oct. 21| | | | ’77| | - |_Loch Katrine_|Start |June 15 |July 12|Aug. 9|Aug. 10| 77 | - | | May 26| | | | | | - |_Romanoff_ |Lizard |July 30 | |Sept. 17|Sept. 18| 77 | - | | July 23| | | | | | - |_Thomas_ |Lizard |Sept. 4 | | |Oct. 24| 78 | - | _Stephens_ | Aug. 7| | | | | | - +--------------+---------+--------+--------+--------+--------+----+ - - -Notes on Passages to Australia in 1876. - -The only new ship to make a name for herself this year was _Aristides_, -but I do not think she was as fast as Thompson’s earlier ships, and I -much doubt if she were capable of the following week’s run, made by -_Samuel Plimsoll_ whilst running her easting down this year in 41° S., -viz., 348, 330, 301, 342, 320, 264, and 340 = total 2245 miles. - -Hardly any of the cracks are missing from the “under 80 day” list. The -_Tweed_, with eight fine stallions on board, ran from the Start to -King’s Island in 77 days on her way to Sydney, but was then held up -three more days by calms. - - -“Brilliant” and “Pericles.” - -Duthie’s _Brilliant_ and Thompson’s _Pericles_ were built alongside -of each other and launched on the same tide; and both ships being in -the Sydney trade there was naturally great rivalry between them. The -two clippers proved to be very evenly matched and it is difficult -to award the palm. _Pericles_ usually took emigrants out, _Brilliant_ -being loaded deep with general cargo, and they both loaded wool home. -The two captains, Davidson of the _Brilliant_ and Largie of _Pericles_, -usually had a new hat on the result of each passage. _Pericles_ -with her light load line generally won the hat going out, but the -_Brilliant_ was always very hard to beat on the homeward run, and -Captain Davidson, more often than not, got his hat back again. - -[Illustration: “PERICLES.” - -_Photo by Hall & Co., Sydney._] - -On her maiden passage _Brilliant_ went out to Sydney in 78 days without -clewing up her main royal from the Bay of Biscay to Sydney Heads. Down -in the roaring forties she made three consecutive runs of 340, 345 and -338 miles by observation, a performance which I do not think any iron -ship has ever beaten. - -Her best homeward passage was 79 days to the Channel in 1888, but her -wool passages were so regular that she was rarely allowed more than 85 -days to catch the sales. - -_Brilliant_ was a specially handsome ship; painted black with a white -under-body, and with a brass rail along the whole length of her -topgallant bulwarks, she was always the acme of smartness, being known -in Sydney as “Duthie’s yacht.” - -Taking the average of 16 outward passages under Captain Davidson, we -find _Brilliant’s_ record to be 85 days, her rival _Pericles_ had an -average of 84 days for 10 passages; this was considerably helped by a -very fine run of 71 days in 1886. - -In 1888 Captain John Henderson took the _Pericles_ for three voyages, -leaving her to take the _Samuel Plimsoll_. He took the _Pericles_ -across the Pacific to San Francisco and made three passages home from -the Golden Gate with wheat, his first being the best, 110 days to -Falmouth. - -Thompson’s sold _Pericles_ to the Norwegians in 1904, whilst -_Brilliant_ was sold to the Italians in the following year. -_Brilliant_, I believe, was broken up in Genoa about 10 or 12 years -ago, but _Pericles_, until recently at any rate, was still washing -about the seas disguised in the usual way as a barque. - - -“Loch Ryan.” - -_Loch Ryan_ was another 1200-ton ship, a favourite size with Messrs. -Aitken & Lilburn. Though she managed to make the run to Melbourne -in 78 days on her maiden passage, she was not as sharp-ended as her -predecessors and was more of a carrier, her passages home being more -often over 100 days than under. - -She was more fortunate in her old age than most of her sisters, as she -was bought by the Victorian Government and turned into a boys’ training -ship, her name being changed to _John Murray_. For many years, until -well into the late war in fact, she lay in Hobson’s Bay as spick and -span as ever, occasionally making short cruises under sail for training -purposes. - -About the middle of the war, like many another gallant old windjammer, -she was fitted out and sent to sea in the face of the German submarines -and was wrecked in the Pacific. - - -“Loch Etive,” of Captain William Stuart and Joseph Conrad fame. - -The _Loch Etive_, launched in November, 1877, had the honour of being -commanded by Captain Stuart of Peterhead, for long the well-known -skipper of the famous _Tweed_, and the still greater honour of having -Mr. Joseph Conrad as one of her officers. - -She also was a fuller ship and for some years Captain Stuart -failed to get anything remarkable out of her, though he drove her -unmercifully; but in 1892-3 she made two very good voyages. - -[Illustration: “MERMERUS,” in Victoria Dock, Melbourne, 1896.] - -[Illustration: “BRILLIANT.” - -_Photo lent by Captain C. W. Davidson._] - -Leaving Glasgow on 15th October, 1892, she arrived at Melbourne on Xmas -Day, 70 days out from the Tail of the Bank. Loading a wool cargo, she -left Melbourne on 26th January, 1893, and arrived in the London River -on 29th April, 93 days out. - -On her next voyage she left Glasgow at 8 p.m. on 23rd September and -arrived at Adelaide 10 a.m., 12th December; towed to powder ground -and discharged 20 tons of gunpowder, and berthed at the wharf same -afternoon; commenced discharging on 13th, discharged 800 tons of cargo, -took on board 300 tons lead spelter, towed down the river and anchored -off the Semaphore on the 16th; left on the 17th, and arrived at -Melbourne on the 19th. Here she discharged 750 tons, the remainder of -her inward cargo, and loaded wool and sundries for Antwerp and Glasgow. - - Left Melbourne Heads on 18th January—detained a week in Bass Straits - by light easterly winds—passed within 3 miles of Cape Horn at noon, - 15th February—crossed equator at noon, 15th March—signalled Lizard - at noon, 12th April, and docked in Antwerp on 15th April, 87 days out. - -Captain Stuart died at sea on his next voyage, on the morning of his -birthday, 21st September, 1894, and was buried at sea some 300 miles -S.W. of Queenstown, the _Loch Etive_ being five days out from Glasgow. -He was 63 years of age and had been 43 years a master. It was his proud -boast that during the whole of his career he had never lost a man or -a mast overboard. Though offered many a chance to go into steam or a -larger ship, Captain Stuart preferred to remain in the _Loch Etive_. -Without a doubt he was one of the most successful captains in the -history of our Mercantile Marine. Many of his men sailed year after -year with him, and there are men in command at the present day who -originally shipped before the mast with Stuart and owed not only their -sea training but their education to him. Peterhead, his native town, -was very proud of Captain Stuart, as well it might be. With Viking -blood in his veins, he went to sea in 1846 through the hawse hole of -a Peterhead schooner in the Baltic trade, and rose to the topmost -pinnacle of his profession. May the British race produce many more like -him. - -_Loch Etive_ was sold to the French in 1911 for £1350. - - -The Wreck of “Loch Sloy.” - -The _Loch Sloy_ was another 1200-ton Loch liner. She was Captain -Horne’s first ship in the Australian trade, and he left her to take -over the _Loch Garry_ in 1885. - -[Illustration: “LOCH ETIVE.”] - -[Illustration: “ARGONAUT,” in the Clyde.] - -In April, 1899, when on a passage to Adelaide under Captain Nichol, the -_Loch Sloy_ overran her distance and was wrecked on Kangaroo Island. -Captain Nichol was trying to pick up Cape Borda light, but it was shut -out from him by the cliffs between Cape Bedout and Cape Couldie, and -the _Loch Sloy_, in the darkness of the morning of 24th April, drove -on to the Brothers Rocks and became a total loss in a few moments, -the heavy surf sweeping right over her. The crew and seven saloon -passengers took refuge in the rigging, but one by one the masts went -over the side, and the men were hurled into the breakers. The ship -had struck 300 yards from the shore and only four men reached it—a -passenger, two able seamen and an apprentice. None of the survivors -remembered how they got ashore; they heard the crash of the masts, then -felt the wreckage bumping them about in the surf, and finally found -themselves lying wedged amongst the rocks, where the breakers had -washed them up. - -The following account of their subsequent hardships appeared in an -Adelaide paper:— - - The survivors endured dreadful privations before they reached a - settlement. They had plenty of whisky, which had floated ashore from - the wreck, but for solid food they had to eat grass, dead penguins - cast up by the waves, and shellfish. They suffered terribly through - insufficient clothing and lack of boots. Two of them walked along - the coast until they came to the Cape Borda light. One went inland - to May’s Settlement. The other survivor, David Kilpatrick, the - passenger, was so ill that he had to be left behind. When search - parties came back for him he had disappeared, and it was not till - a week later that a systematic search of the island led to the - discovery of his dead body a mile and a half from the spot where the - others had left him. - - -The Loss of Lochs “Shiel” and “Sunart.” - -_Loch Shiel_, the sister ship of _Loch Sloy_, was lost on the Thorne -Rock, Milford Haven on the 30th January, 1901. Her master mistook the -Great Castle Head lights and got on the rocks at 8.40 p.m., the Loch -liner being bound out to Australia from Glasgow. There was no loss of -life, however, on this occasion, half the crew being taken out of the -mizen rigging by a lifeboat, and the other half climbing ashore on to -the rocks by means of her bowsprit. - -_Loch Sunart_, the last three-master built for the Loch line, was -launched in January, 1878. Her life was a very short one, as on her -second passage out to Melbourne she was piled up on the Skulmartin -Rock, 11th January, 1879. - - -Notes on Passages to Australia in 1877. - -_Loch Maree_ left Glasgow on 5th May, but was held up for four days -in sight of Tory Island, first by calms and then strong S.W. winds. -Between 21° S.—the limit of the S.E. trades—and the Cape meridian, she -had ten days of strong N.W. winds, during which she logged over 300 -miles a day for several days in succession. - -_Ben Cruachan_ had such favourable winds in the Channel that she -carried the Channel pilot on to Madeira, where she landed him on 25th -April. She made very steady running down south, for her best day’s work -was only 296 miles. Her sister ship, _Ben Voirlich_, on the contrary, -made a run of 350 miles on 26th July in 35° 37′ S., 22° 10′ W., though -she took 83 days from Achill Head to Hobson’s Bay. - -_Pericles_, with 489 emigrants on board, made a good start in her -career, like all Thompson’s ships. Between the 23rd and 24th November -in 44° S., she ran 354 miles before what Captain Largie called a -hurricane, so it is not surprising that _Brilliant_ failed to catch her -in spite of an average of 261 miles a day for 22 days between the Cape -and Otway. _Brilliant_, however, instead of emigrants, had 4000 tons of -general cargo on board. - -_Patriarch_, who very rarely suffered damage in bad weather, took a -very heavy sea over her poop during a W.N.W. gale on the 2nd September -in 100° E., and lost 9 feet of her taffrail and three stanchions -over the side. This sea would not have been a pleasant one for _Loch -Vennachar_ or _Sir Walter Raleigh_, both of which had their decks -lumbered up with horse boxes full of draught stock. - -_Samuel Plimsoll_ as usual made some good running down south, her best -week’s work being 2050 miles. - -_Thermopylae_ was hard chased by _Cutty Sark_, in spite of a 17-day -run from the Lizard to the equator. It is a pity the two ships did -run their easting down on the same parallel, as they must have been -neck and neck down south, but _Cutty Sark_ kept in 46° S., whilst -_Thermopylae_ did not go higher than 44° 30′ S. Both ships by the way -were forced by bad weather to put back to the Downs on their first -attempts to get down Channel.[C] - - PASSAGES TO SYDNEY UNDER 80 DAYS IN 1877. - +-------------+----------+-------+--------+---------+--------+----+ - | | | |Crossed | Passed | | | - | Ship |Departure |Crossed| Cape |S.W. Cape|Arrived |Days| - | | |Equator|Meridian|Tasmania | |Out | - +-------------+----------+-------+--------+---------+--------+----+ - |_Cutty_ |Lizard |Dec. 28|Jan. 18 |Feb. 13 |Feb. 16| 72 | - | _Sark_ | Dec. 6| | ’78 | ’78 | ’78| | - |_Patriarch_ |Start |July 26| |Sept. 12 |Sept. 15| 74 | - | | July 3| | |(Otway) | | | - |_Pericles_ |Plymouth |Oct. 17|Nov. 7 |Nov. 30 |Dec. 3| 74 | - | | Sept. 20| | | | | | - |_Brilliant_ |Start |Oct. 31|Nov. 26 |Dec. 10 |Dec. 20| 79 | - | | Oct. 2| | | (Otway) | | | - |_Samuel_ |Plymouth |July 7|July 28 |Aug. 23 |Aug. 27| 79 | - | _Plimsoll _| June 9| | | (Otway) | | | - +-------------+----------+-------+--------+---------+--------+----+ - - PASSAGES TO MELBOURNE UNDER 80 DAYS IN 1877. - +-------------+----------+--------+--------+--------+--------+----+ - | | | |Crossed | Passed | | | - | Ship |Departure |Crossed | Cape | Cape |Arrived |Days| - | | |Equator |Meridian| Otway | |Out | - +-------------+----------+--------+--------+--------+--------+----+ - |_Loch Maree_ |Cape Clear|June 3|June 24|July 19|July 19| 67 | - | | May 13 | | | | | | - |_Ben_ |Lizard |May 13| | |June 23| 67 | - | _Cruachan_ | April 17| | | | | | - |_Thermopylae_|Lizard |Dec. 20|Jan. 17|Feb. 14|Feb. 15| 74 | - | | Dec. 3 | | ’78| ’78| ’78| | - |_Mermerus_ |Start |July 28|Aug. 19| |Sept. 13| 75 | - | | June 30| | | | | | - |_Miltiades_ |Start |July 10|July 31| |Aug. 27| 75 | - | | June 13| | | | | | - |_Loch_ |Channel |May 2|May 29 | |June 22| 75 | - | _Vennachar_| April 7| | | | | | - |_Romanoff_ |Lizard |Apl. 25|May 19 | |June 15| 75 | - | | April 1| | | | | | - |_Loch Fyne_ |Tuskar | | | |Mar. 5| 75 | - | | Dec. 20| | | | ’78| | - |_Salamis_ |Start |Aug. 1 |Aug. 26| |Sept. 21| 76 | - | | July 7| | | | | | - |_Thomas_ |Tuskar |Sept. 9|Sept. 30|Oct. 26|Oct. 27| 76 | - | _Stephens_ | Aug. 12| | | | | | - |_Loch Ryan_ |Tuskar |Mar. 27|Apl. 23| |May 21| 76 | - | | Mar. 6| | | | | | - |_Theophane_ |Holyhead |July 30|Aug. 21| |Sept. 15| 77 | - | | June 30| | | | | | - |_Parthenope_ |Holyhead |Sept. 19|Oct. 10|Nov. 1|Nov. 2| 77 | - | | Aug. 17| | | | | | - |_Sir Walter_ |Lizard |July 30|Aug. 22| |Sept. 20| 77 | - | _Raleigh_ | July 5| | | | | | - |_Loch Garry_ |Qu’nstown |Aug. 10|Sept. 2|Sept. 25|Sept. 26| 77 | - | | July 11| | | | | | - |_Maulesden_ |Tuskar |Mar. 26|Apl. 24| |May 22| 79 | - | | Mar. 4| | | | | | - +-------------+----------+--------+--------+--------+--------+----+ - - -“Cimba.” - -In April, 1878, Hood launched the beautiful little _Cimba_ for A. -Nicol, and with her green hull, gold scrolls and lion figure-head she -was a familiar visitor to Port Jackson for close on 30 years. - -An out and out wool clipper, she was very heavily rigged, her chief -measurements being:— - - Main lower mast 60 feet. - Fore and main yards 82 feet. - Fore and main lower topsail yards 76 feet. - Fore and main upper topsail yards 69 feet. - Fore and main lower topgallant yard 58 feet. - Fore and main upper topgallant yards 52 feet. - Fore and main royal yards 41 feet. - -Her lower masts were short compared to some clippers, but her lower -yards were very heavy, her fore and main yards weighing over 4 tons -each. - -Her first master was J. Fimister, who had her until 1895, when Captain -J. W. Holmes took her over until she was sold abroad in 1906. - -Under Captain Fimister her best passages were:— - - 1880 Channel to Sydney 71 days - 1882 Channel to Sydney 82 days - 1884 Channel to Sydney 79 days - 1889 Sydney to London 75 days - 1891 Sydney to Channel 84 days - 1892 Channel to Sydney 83 days - 1893 Sydney to Channel 86 days - 1894 Channel to Sydney 80 days - - On her maiden trip she left London 27th June—left Channel 2nd July, 5 - days out—crossed the line 28th July. 26 days from departure—crossed - Cape meridian 20th August, 49 days from departure—arrived Sydney 29th - September, 89 days from departure. - -A curious notoriety came upon the new clipper in Sydney owing to -Captain Fimister, in his eagerness to get loaded and away in good time -for the wool sales, jumping _Patriarch’s_ loading berth at Circular -Quay. - -The berth was vacated by _Nineveh_ on a Saturday. - -[Illustration: “CIMBA.” - -_Photo lent by F. G. Layton._] - -The port arrangements in those days allowed ships to go alongside -in the order in which they had booked the berth. On this occasion -_Patriarch_ had booked the berth on 18th August, _Smyrna_ on 20th -August, _Cairnbulg_ on 9th September, _St. Lawrence_ on 13th September, -_Centurion_ on 26th September and _Cimba_ on 30th September—the day -after she arrived. - -On _Nineveh_ sailing, _Patriarch_ should have hauled alongside, but -her captain had been told that as it was Saturday he need not come -alongside until Monday. The _Patriarch_, being in no particular hurry -as a good deal of her wool was still up country, therefore remained -where she was. Hearing of this, the enterprising Captain Fimister -proceeded to hire a tug and move his ship from Smith’s Wharf where -she was lying to the vacant berth at Circular Quay, all ready to load -the wool which was waiting for him. He took the precaution, however, -to take his shorefasts through the quay rings and aboard again. This -defiance of the harbour authorities was allowed to go unnoticed until -Monday morning. Then Captain Fimister received an order to remove his -ship. Of this he took no notice. His action, as may be supposed, was -the talk of the port, especially amongst the captains of the wool -clippers. One of these skippers threatened to moor his ship in Sydney -Cove, ready to be the next to jump the berth. Others complained in -person to the Colonial Secretary. - -On Tuesday morning Captain Bell, the harbor-master, went in person to -the _Cimba_ to order her removal, but the undaunted Captain Fimister -triced up his gangway ladder and threatened to throw him overboard if -he attempted to gain the deck. By this time all the legal lights of -Sydney were puzzling their heads over the legal aspects of the case; -Messrs. Dangar, Gedye & Co., the ship’s agents, upholding the captain. -Finally the Colonial Treasurer sent the President of the Marine Board -an order to remove the ship. So at 6 a.m. on Wednesday morning, Captain -Hixson, the assistant harbourmaster, with 20 men and half-a-dozen water -police, boarded the ship, only to find that Captain Fimister and his -whole crew had flown after first removing every means of weighing the -anchor. But a harbourmaster is not easily balked, and Captain Hixson -let go the shorefasts, slipped the chain, and with the aid of a tug -took the _Cimba_ out and moored her at the man-of-war buoy off Fort -Macquarie. - -It was now time for Dangar, Gedye & Co. to take action. They -immediately enlisted the help of Sir John Robertson, who moved -the adjournment of the House in order that an explanation of the -harbourmaster’s high-handed proceedings might be given. The House was -already divided into two factions over Captain Fimister’s action, but -the Colonial Secretary firmly upheld the Marine Board, and in the end -Captain Fimister was fined 20 shillings and 5s. costs and ordered to -pay £28 4s., the cost of removing the _Cimba_ from the berth. - -All this trouble really arose firstly through the _Patriarch’s_ being -ahead of her cargo, and secondly owing to Circular Quay being a free -berth. This was shortly afterwards rectified, but the _Patriarch_ did -not get away until a month after the _Cimba_ for want of cargo. - -In 1889, the _Cimba_ made her best wool passage, as follows:— - - October 22—Left Sydney. - November 18—Passed Cape Horn 27 days out. - December 11—Crossed the equator 50 days out. - December 25—Passed the Western Isles 64 days out. - January 3 ’90—Signalled in the Channel 73 days out. - January 5—Arrived London 75 days out. - -Captain Holmes, who took the _Cimba_ in 1895, had had a long experience -in clipper ships. He had been third mate of the _Salamis_, chief mate -of _Hallowe’en_ and _Blackadder_, and commander of the _Lencadia_, a -smart ship built for the China trade. - -The Aberdeen ships were, however, very clannish, and being a stranger -and not a Scot, he had his reputation all to make, the standard set -being a very high one. However, he knew how to carry sail, and he -managed to keep the _Cimba_ moving, though she was always a tender ship -requiring a master hand. - -Under him, her best passages were:— - - 1895 Lizard to Sydney 82 days. - -Her best week’s work was 1860 miles, and her best 24 hour’s run, made -on 6th June in 39° 51′ S., 34° 54′ E., 336 miles in a fresh gale from -S.W., during which the second mate was lost overboard. - -Other good runs on this passage were:—300, 302, 308 and 312. - - 1896 Sydney to London 78 days. - -_Cimba_ left Sydney in company with _Thessalus_ and _Argonaut_ on 17th -October. Passed the Horn on 15th November, 29 days out—on 18th November -in 51° 31′ S., 55° 47′ W., ran 316 miles, the wind blowing a strong -gale from W.S.W. to W.N.W.—crossed the line on 8th December, 23 days -from the Horn—passed Fayal, Western Isles, on Xmas Day, and signalled -the Lizard at 1 p.m. 31st December, 75 days out. - -This was really a splendid performance, for the _Thessalus_, which was -really a much faster and more powerful ship, signalled the Start on -31st December at noon, whilst _Argonaut_, which was certainly quite as -fast as _Cimba_, did not arrive until a month later. - - 1898 Sydney to London 81 days. - -Passed the Horn on 2nd November, 25 days out, having run 3422 miles -in 14 days—crossed the line on 29th November, 27 days from the -Horn—passed the Western Isles on 20th December, Lizard light abeam at -8 a.m. on 26th December, 79 days out. - -In 1899 _Cimba_ went out to Rockhampton and loaded home from Brisbane. -In 1901 she went out to Sydney in 85 days, her best run being 310 miles. - -By this time sailing ship freights were in a very bad way, and a -profitable charter in Sydney grew more and more difficult to obtain, -thus in 1905 we find her making the record passage between Callao and -Iquique for a sailing ship. As this may be of interest, I give her -abstract log below:— - - ABSTRACT LOG OF _CIMBA_ FROM CALLAO TO IQUIQUE - RECORD SAILING SHIP PASSAGE. - - July 2-7 p.m. got underweigh. - | Lat. | Long. | Course.| Dist. | Wind. - | | | | | - July 3 | 12° 48′S | 79° 24′W| S50° W.| 80mls.| S.S.E. - „ 4 | 14° 30′ | 80° 15′ | S46° | 150 „ | „ - „ 5 | 16° 47′ | 81° 49′ | S34° | 165 „ | „ - „ 6 | 19° 20′ | 82° 54′ | S22° | 165 „ | S.E. by E. - „ 7 | 21° 48′ | 84° 17′ | S28° | 168 „ | S.Easterly - „ 8 | 23° 52′ | 85° 52′ | S35° | 152 „ | „ - „ 9 | 25° 32′ | 86° 34′ | S21° W.| 160 „ | „ - „ 10 | 23° 57′ | 84° 41′ | N47° E.| 141 „ | S.E. by S. - „ 11 | 23° 8′ | 82° 24′ | N69° | 135 „ | South, S.W. - „ 12 | 23° 10′ | 81° 35′ | S87° | 46 „ | N.W. Westerly - „ 13 | 23° 53′ | 78° 00′ | S78° | 202 „ | W’ly to S.S.W. - „ 14 | 22° 42′ | 75° 7′ | N66° | 175 „ | S. Easterly - „ 15 | 21° 38′ | 71° 00′ | N75° | 246 „ | „ - „ 16 | 20° 57′ | 70° 48′ | N15° | 43 „ | „ - „ 17 | 20° 31′ | 70° 22′ | S11° | 31 „ | „ - - (2080 miles in 14 days.) - -This was _Cimba’s_ last voyage under the British flag; she came home -from Caleta Buena to Falmouth in 85 days, and was then sold (March, -1906) to the Norwegians owing to the death of her owner. - -Under the Norwegians she made a remarkable passage from Dublin to the -St. Lawrence in 14 days; lumber was now her chief cargo and she used -often to be seen discharging firewood from the Baltic in the Aberdeen -Bay, East India Dock, where she had so often loaded general for Sydney. - - PASSAGES TO SYDNEY UNDER 80 DAYS IN 1878. - +-------------+---------+-------+--------+---------+-------+----+ - | | | |Crossed |Passed | | | - | Ship |Departure|Crossed| Cape |S.W. Cape|Arrived|Days| - | | |Equator|Meridian|Tasmania | |Out | - +-------------+---------+-------+--------+---------+-------+----+ - |_Loch Etive_ |Scillies |Feb. 6|Mar. 4 |Mar. 28 |Apl. 3 | 76 | - | | Jan. 17| | | | | | - |_Thomas_ |Plymouth |July 18|Aug. 1 |Aug. 21 |Aug. 31| 77 | - | _Stephens_ | June 15| | | | | | - +-------------+---------+-------+--------+---------+-------+----+ - - PASSAGES TO MELBOURNE UNDER 80 DAYS IN 1878. - +--------------+---------+-------+--------+-------+--------+----+ - | | | |Crossed |Passed | | | - | Ship |Departure|Crossed|Cape |Cape |Arrived |Days| - | | |Equator|Meridian|Otway | |Out | - +--------------+---------+-------+--------+-------+--------+----+ - |_Thessalus_ |Lizard |Mar. 28|Apl. 20 | |May 14| 68 | - | | Mar. 7| | | | | | - |_Parthenope_ |Tuskar |July 31|Aug. 20 | |Sept. 16| 71 | - | | July 7| | | | | | - |_Aristides_ |Start |July 27|Aug. 18 | |Sept. 15| 74 | - | | July 3| | | | | | - |_Miltiades_ |Start |June 30|July 21 |Aug. 13|Aug. 14| 75 | - | | May 31| | | | | | - |_Loch_ |Smalls |Aug. 4|Aug. 29 | |Sept. 23| 75 | - | _Vennachar_ | July 10| | | | | | - |_Old_ |Lizard |July 2|July 24 |Aug. 19|Aug. 20| 76 | - | _Kensington_| June 5| | | | | | - |_Aviemore_ |Start |July 27|Aug. 18 |Sept.15|Sept. 16| 79 | - | | June 29| | | | | | - +--------------+---------+-------+--------+-------+--------+----+ - - -Notes on Passages to Australia in 1878. - -_Thessalus_ was the heroine of the year, though on her arrival in -Melbourne critics declared that she was too deeply loaded for safety. - -_Miltiades_ had a bad time running her easting down; on more than one -occasion her decks were badly swept, and once Captain Perrett was -washed off the poop on to the main deck and had his head badly cut -about. - -_Loch Vennachar_, owing to the death of Captain Robertson, had a new -skipper in Captain J. S. Ozanne, her late chief officer. He proved that -he could carry sail by two 24-hour runs of 325 and 311 miles. - -Captain Stuart made a very good maiden passage out to Sydney, but _Loch -Etive_ never had anything like the speed of his old ship the _Tweed_. - -_Parthenope_ had the veteran Captain Grey in command this year, and -he certainly made her travel. Of the other crack ships _Salamis_ -was 83 and _Samuel Plimsoll_ 86 days to Sydney; whilst of the -Melbourne clippers _Loch Garry_ was 80, _Loch Maree_ 82, _Mermerus_, -_Ben Cruachan_ and _Romanoff_ 83, _Sir Walter Raleigh_ 84 and _Ben -Voirlich_ 87 days. Neither of the two tea clippers, _Cutty Sark_ and -_Thermopylae_, sailed for the Colonies in 1878. - - -“Sophocles.” - -The _Sophocles_ was a pretty little ship, though, following the trend -of the times, she was given a fuller body than Thompson’s earlier -ships, as she was meant to be an economical carrier rather than a -record breaker. - -I believe she is still afloat rigged as a barque under Italian colours. - - -Passages to Australia in 1879. - -I have had considerable difficulty in finding any good passages to -Melbourne or Sydney in 1879. It was a time of depressed freights and -ships found themselves seeking cargoes in other than their regular -trades. Thus we find the tea clipper _Titania_ on the Melbourne run -instead of going out to China. The _Thomas Stephens_ tried a voyage to -Otago. _Salamis_ was still in the East seeking a tea cargo. _Thessalus_ -went to Calcutta from Penarth, whilst the poor little _Cutty Sark_ had -many strange and unpleasant adventures before she resumed her place in -the Australian trade, which was not until 1883. - -Of the other cracks _Patriarch_ with 90 days, _Miltiades_ with 88, _Ben -Voirlich_ with 87, _Loch Maree_ with 94, _Old Kensington_ with 96, -_Cimba_ with 91 and _Thermopylae_ with 86 days all made poor passages. - -[Illustration: “SOPHOCLES.” - -_Photo by Hall & Co., Sydney._] - -The two rivals, _Brilliant_ and _Pericles_, were the only ships to -make Sydney in under 80 days from the Channel, and owing to _Pericles_ -getting ashore close to Plymouth and having to come back and dock and -discharge her cargo, etc., the two ships eventually left the Lizard -together. - - +-----------+--------------+--------+--------+-------+-------+----+ - | | | | Crossed| Passed| | | - | Ship | Departure |Crossed | Cape | Cape |Arrived|Days| - | | |Equator |Meridian| Otway |Sydney | Out| - +-----------+--------------+--------+--------+-------+-------+----+ - |_Pericles_ |Lizard Aug. 30|Sept. 25|Oct. 17 |Nov. 10|Nov. 14| 76 | - |_Brilliant_|Lizard Aug. 30|Sept. 27|Oct. 20 |Nov. 12|Nov. 15| 77 | - +-----------+--------------+-----------------+-------+-------+----+ - -The best passages out to Melbourne were the following:— - - +---------------------+--------+--------+---------+--------+----+ - | Ship | Left | On | Arrived | On |Days| - | | | | | |Out | - +---------------------+--------+--------+---------+--------+----+ - |_Sobraon_ |Plymouth|Oct. 3|Melbourne|Dec. 16| 74 | - |_Mermerus_ |Channel |March 26| „ |June 11| 77 | - |_Titania_ | „ |Feb. 21| „ |May 7| 75 | - |_Aristides_ | „ |July 8| „ |Sept. 23| 77 | - |_Loch Vennachar_ |Clyde |July 4| „ |Sept. 23| 81 | - |_Ben Cruachan_ |Channel |June 5| „ |Aug. 25| 81 | - |_Loch Garry_ |Clyde |June 6| „ |Aug. 27| 82 | - |_Sir Walter Raleigh_ |Channel |June 9| „ |Aug. 30| 82 | - +---------------------+--------+--------+---------+--------+----+ - - PASSAGES TO SYDNEY UNDER 80 DAYS IN 1880. - +------------+----------+-------+--------+----------+-------+----+ - | | | |Crossed | | | | - | Ship |Departure |Crossed| Cape | Passed |Arrived|Days| - | | |Equator|Meridian| Tasmania | | Out| - +------------+----------+-------+--------+----------+-------+----+ - |_Cimba_ |Channel |July 7 |July 27 | |Aug. 21| 72 | - | | June 11| | | | | | - |_Samuel_ |Plymouth |May 15 |June 10 |July 5 |July 9| 72 | - | _Plimsoll_| April 29| | | (Otway) | | | - |_The Tweed_ |Lizard |June 8 |June 27 |July 21 |July 29| 75 | - | | May 15| | |(S.W.Cape)| | | - +------------+----------+-------+--------+----------+-------+----+ - - PASSAGES TO MELBOURNE UNDER 80 DAYS IN 1880. - +--------------+----------+-------+--------+-------+-------+----+ - | | | |Crossed |Passed | | | - | Ship |Departure |Crossed| Cape | Cape |Arrived|Days| - | | |Equator|Meridian| Otway | |Out | - +--------------+----------+-------+--------+-------+-------+----+ - |_Ben Voirlich_|Lizard |July 8|July 25|Aug. 17|Aug. 19| 67 | - | | June 13| | | | | | - |_Sir Walter_ |Start |June 10|June 30|July 22|July 23| 67 | - | _Raleigh_ | May 17| | | | | | - |_Romanoff_ |Lizard |July 6|July 27|Aug. 17|Aug. 18| 68 | - | | June 11| | | | | | - |_Ben Cruachan_|Lizard |May 10|May 30| |June 27| 70 | - | | April 18| | | | | | - |_Aristides_ |Lizard |Aug. 23|Sept. 12|Oct. 4|Oct. 5| 70 | - | | July 27| | | | | | - |_Miltiades_ |Lizard |May 31|June 21|July 15|July 16| 71 | - | | May 6| | | | | | - |_Loch_ |Tuskar |June 27|July 18|Aug. 12|Aug. 12| 72 | - | _Vennachar_ | June 1| | | | | | - |_Loch Maree_ |Greenock |May 25|June 19|July 12| | 73 | - | | May 1| | | | | | - |_Mermerus_ |Dungeness | | |July 26| | 73 | - | | May 14| | | | | | - |_Salamis_ |Start |June 20|July 11|Aug. 10| | 75 | - | | May 27| | | | | | - |_Loch Katrine_|Clyde | | | |Feb. 17| 75 | - | | Dec. 4| | | | ’81| | - |_Theophane_ |Tuskar | | | |Oct. 27| 77 | - | | Aug. 11| | | | | | - |_Old_ |Channel | | | |July 17| 78 | - | _Kensington_| April 30| | | | | | - +--------------+----------+-------+--------+-------+-------+----+ - - -Notes on Passages to Australia in 1880. - -It will be noticed that all the ships going out in under 80 days, with -exception of _Aristides_, _Loch Katrine_ and _Theophane_, left the -United Kingdom in April, May or June and got a good slant South. It was -also a season of hard winds both in the Channel and North Atlantic and -from the limits of the S.E. trades right away to the Otway and even -inside the Heads. - -Captain Charles Douglas, from the Blackwaller _Malabar_, took over the -_Ben Voirlich_ this year; and on 21st July when south of Gough Island -he got 323 and 330 miles out of her in 48 hours before a hard W.S.W. -gale. - -On the 17th August, when in sight of Cape Schanck, _Ben Voirlich_ was -held up by terrific squalls from N.N.W. and N., and had to be brought -to under reefed topsails. This cost her a day as she was not able to -enter the Heads until the 19th, when the wind shifted to the W.N.W. - -_Sir Walter Raleigh_ made the best passage of her career. With a good -run down Channel, she took her departure from the Start the day after -leaving the Thames, but from the Eddystone to the line she only had -two runs of over 200. However between 4th and 11th July in 42° 30′ S., -she ran 2128 miles, her best day’s work being only 304 miles, which -meant very steady going. She also was held up off her port by strong -head winds after being braced sharp up all the way from the meridian of -the Leeuwin. - -_Romanoff_ had to beat down Channel and was six days from the Thames -to the Lizard, and strong S.W. winds compelled her to go inside the -Canaries and Cape Verdes. She crossed the equator in 21° W. She ran her -easting down in 44° S., and though she had no big runs was only 21 days -between the Cape meridian and the Otway. - -_Ben Cruachan_ also had tempestuous weather and easterly winds on -making the Australian coast, and came into port with most of her -bulwarks gone. The day after passing the Leeuwin meridian, 19th June, -she had a hard gale with a very heavy beam sea. She had her fore and -mizen lower topsails blown out of the bolt ropes, and carried away two -topmast backstays owing to the heavy rolling. - -_Aristides_ had to beat out of the Channel against strong S.W. gales -and _Miltiades_ had three days of S.W. gales in the Bay of Biscay, -whilst _Salamis_, which was very deeply laden with her Plimsoll mark -awash, was forced down into 47° S. by hard easterly gales. - -_Samuel Plimsoll_, with 384 emigrants on board, was only 16 days to the -equator. Between the Cape and the Leeuwin she made the following fine -24-hour runs:— - - June 11 298 - „ 15 294 - „ 17 313 - „ 19 304 - „ 22 291 - „ 23 308 - „ 26 314 - „ 26 300 - -The _Tweed_ this year was commanded by Captain White, who had had the -_Blackadder_. The old ship averaged 240 miles a day from the equator -to the S.W. Cape, Tasmania, her best day’s work being from 8th to 9th -July, when she covered 362 miles. - -_Loch Maree_ ran down her easting in 41° S. and experienced no very -heavy weather, but managed to average 284 miles a day for 28 days. - -_Rodney_ went out to Adelaide in 74 days, but her passage was thrown in -the shade by the wonderful _Torrens_, which arrived a few days later, -only 65 days out from Plymouth. - -The _Thomas Stephens_ left Liverpool on 29th April and made the fine -run of 83 days to Rangoon. - - -Passages under 80 days to Sydney in 1881. - -Again only three ships made the run out to Sydney in under 80 days. - -_Cimba_ dropped her pilot in the Channel on 10th May and arrived Sydney -on 24th July, 75 days out. _Samuel Plimsoll_ arrived on 10th June 79 -days from the Channel, and _Loch Etive_ on 20th September 79 days from -the Clyde - - PASSAGES TO MELBOURNE UNDER 80 DAYS IN 1881. - +------------+-----------+-------+--------+-------+-------+----+ - | | | |Crossed |Passed | | | - | Ship | Departure |Crossed| Cape | Cape |Arrived|Days| - | | |Equator|Meridian|Otway | |Out | - +------------+-----------+-------+--------+-------+-------+----+ - |_City of_ |Lizard |June 17|July 11 |Aug. 5|Aug. 6| 69 | - | _Agra_ | May 29 | | | | | | - |_Theophane_ |Tuskar |June 29|July 20 |Aug. 9|Aug. 10| 69 | - | | June 2 | | | | | | - |_Sobraon_ |Plymouth | | | |Dec. 6| 70 | - | | Sept. 27 | | | | | | - |_Loch Maree_|S. Johns P.|June 1|June 25 |July 18|July 18| 71 | - | | May 8 | | | | | | - |_Salamis_ |Portland |May 11|June 6 |June 30|July l| 72 | - | | April 20 | | | | | | - |_Ben_ |Lizard |May 25|June 21 |July 13|July 15| 74 | - | _Voirlich_| May 2 | | | | | | - |_Thyatira_ |Start |June 15|July 10 | |Aug. 6| 75 | - | | May 23 | | | | | | - |_Sir Walter_|Dartmouth |June 10|July 3 |July 27|July 27| 75 | - | _Raleigh_ | May 13 | | | | | | - |_Cassiope_ |Tuskar | | | |Oct. 3| 78 | - | | July 17 | | | | | | - |_Mermerus_ |Lizard |Apl. 22|May 19 |June 16|June 17| 78 | - | | Mar. 31 | | | | | | - |_Miltiades_ |Channel | | | |July 22| 79 | - | | May 4 | | | | | | - |_Aristides_ |Lizard |July 14|Aug. 8 | |Sept. 4| 79 | - | | June 17 | | | | | | - +------------+-----------+-------+--------+-------+-------+----+ - - -Notes on Passages to Australia in 1881. - -Captain Young once more showed what the old _City of Agra_ could do -when she got the chance. Between the N.E. and S.E. trades she lost her -fore topgallant mast in a squall, otherwise the passage was without -incident. Running the easting down she maintained a splendid average, -as her best run was only 270. Captain Young evidently did not believe -in high latitudes as he kept her in 39° and 40° S. - -[Illustration: “ILLAWARRA.”] - -[Illustration: “ILLAWARRA.”] - -_Theophane_ made a good try to beat the _City of Agra’s_ time; she made -no less than three attempts to enter the Heads on the ebb tide, but -each time the wind dropped in the rip and she was drifted back and at -last was compelled to wait until the next day and come in on the flood. - -_Ben Voirlich_ again made some big runs, her best day’s work being 349 -miles and her best week 2100 miles. - -_Loch Maree_ had to be careful not to ship heavy water, as she had -four valuable Clydesdale stallions on her main deck. _Thyatira_ was -in company with the little _Berean_ for three days to the south’ard, -parting from her eventually in 40° S., 131° E. _Berean_ arrived in -Launceston on 9th August, 87 days out from Prawle Point. - - -The Big “Illawarra.” - -In 1881, Devitt & Moore launched out with a real big ship, the -_Illawarra_, and put her into the Sydney trade. She was not so fine -lined as the earlier iron clippers, for the competition of steam and -reduced freights were making good carrying capacity a necessity for a -money-making ship. Nevertheless _Illawarra_ had a very fair turn of -speed, and her average of passages both outward and homeward was under -90 days. - -She will be chiefly remembered as a cadet ship under the Brassey -scheme; she succeeded the _Hesperus_, and under Captain Maitland -carried premium cadets from 1899 to 1907. In that year Devitt & Moore -made a contract to take 100 _Warspite_ boys round the world, and as -they did not consider the _Illawarra_ large enough, they sold her to -the Norwegians and bought the _Port Jackson_. - -The Norwegians abandoned the old _Illawarra_ in the North Atlantic -during March, 1912, when she was on a passage from Leith to Valparaiso, -her crew being taken off by the British steamer _Bengore Head_. - - -“Orontes.” - -The _Orontes_, Thompson’s new ship, was also more of a deadweight -carrier than a clipper. After a plodding life with no very startling -adventures, she was run into and sunk on 23rd October, 1903, by the ss. -_Oceana_, when almost in sight of Ostend, whither she was bound from a -nitrate port. - - -The “Loch Torridon.” - -When the competition of steam began to cut badly into the Colonial -trade, all the Loch three-masters except the _Loch Vennachar_ and _Loch -Garry_, the two finest ships in the fleet, had their yards removed -from the mizen mast and were converted into barques, yet they still -continued to make fine passages. - -Until the eighties 1500 tons was considered a good size for a sailing -ship, but the time arrived when it became necessary to have ships which -possessed both large carrying capacity and speed, and every designer -strove to produce a successful compromise between the two. It was soon -found that full-rigged ships of 2000 tons and over were not economical -ships to work, and thus it was that the four-mast barque came into -being. At first many owners went in for four-mast ships, but it was -soon proved that besides being more economical the four-mast barque was -just as speedy. - -Following the trend of the times Messrs. Aitken & Lilburn commissioned -Barclay, Curle & Co. in 1881 to build them two four-mast barques of -2000 tons burden. These were the sister ships _Loch Moidart_ and _Loch -Torridon_; _Loch Moidart_ was launched in September and _Loch Torridon_ -in November. - -The _Loch Moidart_ was only afloat nine years and was a general trader. -On the 26th January, 1890, at 4 in the morning, when bound to Hamburg -with nitrate from Pisagua, her look-out suddenly reported a bright -light on the port bow. Five minutes later she struck on a sand bank, -close to the village of Callantsoog in Northern Holland. A violent gale -from the westward was blowing at the time, and only two men, one of -whom was the cook, succeeded in gaining the shore alive. - -Her sister ship, _Loch Torridon_, was one of the best known four-mast -barques in the British Mercantile Marine, and one of the fastest. - -“_Loch Torridon_ is perhaps one of the most graceful and elegant models -ever launched from the Glasgow yards,” wrote Sir G. M. White, the Naval -Architect to the Admiralty, in 1892. - -In 1904 John Arthur Barry, the Australian writer, wrote of her:—“She -is exceptionally lofty as to her masts, exceptionally square as to -her yards. She carries nothing above a royal, but her royal yards are -as long as the topgallant yards of most vessels. Her lower yards are -enormous. The vessel is uncommonly well-manned with 20 hands in the -foc’s’le, with the usual complement of petty officers, together with -three mates and four apprentices aft. Looking forward from the break -of the poop, one is struck by the immense amount of clear room on her -decks, giving a visitor a sense of spaciousness and freedom in marked -contrast to the often lumbered up decks of the average sailer.” - - SPAR PLAN OF LOCH TORRIDON. - +-----------------------------------+-------------------+ - | Bowsprit | 25 feet. | - | Jibboom (outside bowsprit) | 31 feet. | - | Bowsprit and jibboom (over all)| 56 feet. | - +---------------------+----------+--+-------+-----------+ - | Spars | Foremast | Mainmast | Mizen mast| - | | feet | feet | feet | - +---------------------+----------+----------+-----------+ - | Mast—deck to truck | 148 | 152 | 152 | - | Lower mast | 68 | 71 | 71 | - | Doubling | 18 | 18 | 18 | - | Topmast | 57 | 57 | 57 | - | Doubling | 7 | 7½ | 7½ | - | Topgallant mast | 27 | 30 | 28 | - | Royal mast | 21½ | 22½ | 22 | - | Lower yard | 88 | 88 | 88 | - | Lower topsail yard | 78 | 78 | 78 | - | Upper topsail yard | 74 | 74 | 74 | - | Topgallant yard | 56 | 56 | 56 | - | Royal yard | 42½ | 42½ | 42½ | - +---------------------+----------+----+-----+-----------+ - | Spars of jiggermast | Length in feet | - +-------------------------------------+-----------------+ - | Mast—deck to truck | 128 | - | Lower mast | 70 | - | Doubling | 12 | - | Topmast | 71 | - | Spanker gaff | 38 | - | Spanker boom | 46 | - | Jaws of gaff to head of topsail | 72 | - +-------------------------------------+-----------------+ - -Her royals were 18 feet deep, measured at the bunt; and the depth of -her courses was 38 feet measured at the bunt. She also had a spencer -gaff on her mizen, measuring 24½ feet. Thus it will be seen that, -though she did not carry stunsails, she had plenty of canvas. - -_Loch Torridon_ had a poop 36 feet long, a half-deck for apprentices 16 -feet long, a midship house 25 feet long, and her topgallant foc’s’le -measured 49 feet in length. - -[Illustration: SAIL PLAN OF “LOCH MOIDART” AND “LOCH TORRIDON.”] - -Captain Pattman, who commanded her for over 26 years, gave the -following testimony to her qualities, when interviewed by the _Shipping -Gazette_:—“Being perfectly sparred, the ship is easy to steer, and even -in the worst weather the smallest boy on board can keep her on her -course.” - -Anyone who has felt how hard-mouthed the average four-mast barque can -be will appreciate this quality and envy the lucky quartermasters of -such a ship. On _Loch Torridon_ there was certainly no excuse for bad -steering, and the most strictly adhered to rule on board was that any -man or boy found more than half a point off his course was at once sent -away from the wheel in disgrace. There were two other factors in _Loch -Torridon’s_ success, which she owed to her enterprising commander. -Captain Pattman believed in British crews, and took the trouble to -train his apprentices. - -Regarding the first, he once remarked:—“Give me a Britisher everytime, -drunken and bad as he is. The best crew I ever had during the past 15 -years I shipped in London last summer (1907). They were all Britishers. -The view I hold on this question is that the British sailing ship -sailor cannot be equalled, let alone beaten. But the difficulty I -have experienced is in regard to steamship A.B.’s. I shipped one of -these fellows some time ago, and it turned out that he knew nothing of -sailing ship ways. He could not steer, and he knew a good deal less -than one of our second voyage apprentices. As compared with such a man, -I say, ‘Give me a foreigner who has been at sea on sailing ships for -two or three years and who knows the way things are done on a sailing -ship.’ I find, however, that the foreigner who has been a few years -in British ships becomes more insolent, more disobedient and more -difficult to manage than the British sail-trained seaman.” - -With regard to the training of apprentices, many a good officer owes -his present position to the late Captain Pattman. The _Loch Torridon_ -apprentices went to the wheel on their first voyage. At first they -took the lee wheel, but as soon as they showed their ability they were -allowed to stand their regular trick. In other matters Captain Pattman -was a strong advocate of the system carried out on board the German -training ships, notably the North German Lloyd. - -Captain Pattman took command of _Loch Torridon_ on her second voyage. -Her maiden voyage was a very tragic one. She went out to Hobson’s Bay -from Glasgow under Captain Pinder, arriving on 27th April, 1882, 105 -days out. This gave no indication of her sailing capabilities, so she -was not taken up to load wool but was sent across to Calcutta to load -jute. She left Calcutta on 22nd August. On 9th October, when off the -Cape, she ran into a heavy gale from W.N.W. Captain Pinder hove her -to on the starboard tack under close-reefed main topsail. After a bit -Captain Pinder wore her round on to the port tack, but with the squalls -increasing she lay down to it, dipping her starboard rail. Thereupon -Captain Pinder decided to wear her back on to the starboard tack. The -mate besought him not to do this without setting the foresail, but -unfortunately, having been lucky once, the captain insisted, with the -result that when she got off before the wind she had not enough way -on her and a tremendous sea came roaring over the stern and carried -overboard the master, second mate, man at the wheel, sailmaker and a -boy, all being drowned. The mate also was swept away but was saved by -a hitch of the main brace getting round his leg. On the following day -the weather moderated, and the mate brought the ship home to Plymouth, -from whence she was towed up to London. - - CAPTAIN PATTMAN’S EARLY CAREER. - +------+------------+-----------+----+----------+--------------------+ - | | Ship | | | | | - | Date | served in | Rig |Tons| Capacity | Remarks | - +------+------------+-----------+----+----------+--------------------+ - | 1864 |_Woodland_ |Schooner | 120|Boy |Southwold to Shields| - | | _Lass_ | | | | and back. | - | „ |_Hearts of_ |Billy boy | 105|Boy |Southwold to | - | | _Oak_ | | | | Hartlepool. | - | „ |_Advice_ |Barque | 397|Apprentice|Hartlepool to | - | | | | | | Cronstad—Cronstad | - | | | | | | to London. | - | 1866 |_Hearts of_ |Billy boy | 105|Boy |Southwold to | - | | _Oak_ | | | | Sunderland. | - | „ |_Hubertus_ |Brig | 190|O.S. |Seaham to Boulogne, | - | | | | | | London, Hamburg, | - | | | | | | Dieppe and London.| - | 1867 |_Kingdom of_|Barque | 427|O.S. |Sunderland to Aden, | - | | _Italy_ | | | | Tuticorin, and | - | | | | | | back to London. | - | 1868 |_Callisto_ |Barque | 598|O.S. |London to Adelaide, | - | | | | | | Newcastle, N.S.W. | - | | | | | | and Shanghai. | - | „ |_Maggie_ |Brigantine | 230|A.B. |Shanghai, Yokohama, | - | | | | | | Hongkong, put back| - | | | | | | to Yokohama | - | | | | | | disabled. | - | 1869 |_Lauderdale_|Ship |1174|A.B. |Shanghai to Foochow | - | | | | | | and back with | - | | | | | | Chinese | - | | | | | | passengers. | - | | | | | | Shanghai to | - | | | | | | London, 153 days, | - | | | | | | put into St. | - | | | | | | Helena short of | - | | | | | | provisions, put | - | | | | | | into Spithead, | - | | | | | | Captain ill and no| - | | | | | | food. | - | 1870 |_Christiana_|Ship |1066|A.B. |London to Sydney and| - | | _Thompson_| | | | back. | - | „ |_Kingdom of_|Barque | 672|2nd Mate |London to Madras, | - | | _Belgium_ | | | | wrecked in cyclone| - | | | | | | 1st May in Madras | - | | | | | | Roads. | - | „ |_Kingdom of_|Barque | 497|2nd Mate |Madras to London. | - | | _Fife_ | | | | | - | 1871 |_Ocean_ |Barque | 597|2nd Mate |London to Adelaide, | - | | _Beauty_ | | | | Newcastle, N.S.W.,| - | | | | | | Hongkong, Saigon | - | | | | | | and Sourabaya. | - | 1872 |_County of_ |Ship | 999|1st Mate |Sourabaya, Rotterdam| - | | _Forfar_ | | | | and Glasgow. | - | „ | „ | „ | „ | „ |Glasgow to Batavia, | - | | | | | | Sourabaya and | - | | | | | | Rotterdam. | - |1873-4| „ | „ | „ | „ |Glasgow to Samarang,| - | | | | | | Sourabaya and | - | | | | | | Niewe Dieppe. | - |1874-5| „ | „ | „ | „ |Glasgow to Samarang,| - | | | | | |Sourabaya, Bombay, | - | | | | | | Akyab and Antwerp.| - |1875-6| „ | „ | „ | „ |Glasgow to | - | | | | | | Sourabaya, Bombay | - | | | | | | and London. | - | 1878 |_County of_ |4-mast ship|1673| „ |Glasgow to Rio | - | | _Cromarty_| | | | Janeiro, wrecked | - | | | | | | in ballast S. Rio | - | | | | | | Grande del Sul. | - | | | | | | Captain and second| - | | | | | | mate died of | - | | | | | | smallpox. | - | 1879 |_County of_ |4-mast ship|1865| „ |Glasgow to Calcutta | - | | _Selkirk_ | | | | and London. | - | „ |_County of_ |Ship | 789|Master |Cardiff to Batavia, | - | | _Bute_ | | | | 80 days Akyab to | - | | | | | | Antwerp. | - | 1880 |_County of_ |4-mast ship|1865| „ |Cardiff, Bombay, | - | | _Selkirk_ | | | | Rangoon and | - | | | | | | Liverpool. | - | 1881 | „ | „ | „ | „ |Liverpool to | - | | | | | | Colombo, Bombay | - | | | | | | to London. | - +------+------------+-----------+----+----------+--------------------+ - -Captain Pattman took charge of _Loch Torridon_ in December, 1882, -giving up the command of the four-mast ship _County of Selkirk_ in -order to take the Loch liner. As a sailing ship commander of the first -rank, it may perhaps be of interest to give a short outline of Captain -Pattman’s previous career. - -From this record it will be seen that Captain Pattman had won his way -to command by the time-honoured means of the hawse-hole. - -In the barque _Advice_ he had an experience which would have sickened -most boys of the sea, and he bore the scars to his dying day. The -officers of the ship were actually prosecuted by his father for their -brutality, the result being that Pattman’s indentures were cancelled, -the captain had his certificate cancelled and was sentenced to 18 -months’ hard labour, whilst the mate was given three years’ hard -labour. Both were hard drinkers and uneducated men. - -The brig _Hubertus_, which Pattman joined as an ordinary seaman, -was a real old-fashioned Geordie collier brig. Her skipper could -neither read nor write, and Pattman acted as his clerk and did all -his correspondence. But the old man knew his way about the North Sea -by smell: he only had to sniff the arming of the lead and was never -wrong in naming the ship’s position. These old collier skippers always -wore sleeved vests and stove-pipe hats at sea, and in the summer the -Thames was often a wonderful sight when these colliers sailed up to -London before a fair wind. There were often a hundred and more, brigs, -schooners, and barques, all crowding up the river so closely, that -these old Geordie skippers, all smoking long church-wardens, would -be leaning over their respective taffrails exchanging greetings and -gossip. Truly 60 years have changed the London River. Yet many a man -living to-day can remember the year 1866, when Pattman sailed up to -London in his Geordie brig. It was the year in which the three famous -tea clippers _Ariel_, _Taeping_, and _Serica_ arrived in the river on -the same tide. Seafaring then was far more like that of the days of -Drake and the Elizabethans than it is like the seafaring of the present -day. - -[Illustration: CAPTAIN PATTMAN.] - -[Illustration: “LOCH TORRIDON.” - -With Perforated Sails.] - -_Lauderdale_ was a well-known ship in the China trade, and the -_Christiana Thompson_ was, of course, the Aberdeen White Star liner. - -On her first three voyages under Captain Pattman, _Loch Torridon_ took -first, second, and third class passengers out to Melbourne from Glasgow. - -She left Glasgow on 2nd March, 1883, with 7 saloon, 33 steerage -passengers and 12 prize stallions for Port Phillip. Passed Rothesay Bay -on the 5th and the Tuskar on the 8th. Running down the easting she made -1911 miles in one week, and was only 22 days between the Cape meridian -and Hobson’s Bay, passing through the Heads 74 days out from the Tuskar. - -At Melbourne she took on board 320 horses, 2 cows, 3 dogs, 12 sheep and -27 Chinese grooms for Calcutta. The trade in walers between Australia -and Calcutta was a very lucrative one in those days. On the _Loch -Torridon_ a new system was adopted for taking the horses on board. -They were walked from the railway trucks up gangways on to the main -deck, then down other specially laid gangways through the hatchways -and so into their stalls. This method proved an unqualified success -and saved four days’ time on the old method of slinging them aboard. -The hatch gangways were left in position, and while at sea the horses -were exercised on deck in batches, every horse getting 24 hours a week -on deck. This would have been impossible on a ship with an incumbered -deck, but here the fine clean sweep of _Loch Torridon’s_ main deck came -in useful as a sort of training ground. - -Sailing from Melbourne on 20th June, 1883, the _Loch Torridon_ was -unfortunate in encountering very bad weather between Cape Otway and the -Leeuwin, in which she lost 27 horses and 2 Chinese grooms. She arrived -in Calcutta on 1st August, 42 days out, and cleared £1250 on the trip -after paying all expenses such as fittings, grooms and horse food. From -Calcutta she took 103 days to London. - -On the 26th May, 1884, _Loch Torridon_ again left Glasgow for Melbourne -with 8 saloon, 8 second class and 34 steerage passengers, and the usual -Clyde cargo of pig iron, pipes, bar iron, heavy hardware, bricks, -boards, ale and whisky. She put into Rothesay Bay for shelter from the -weather on 30th May, and passed the Tuskar on 2nd June. Crossed the -line on 1st July in 27° W. The S.E. trades were southerly and she had -to beat along the Brazilian coast to 17° S. Passed the Cape meridian -on 30th July in 44° S. On 10th and 11th August she logged 642 miles, -was 23 days from the Cape meridian to Port Phillip, and arrived in -Melbourne 23rd August, 82 days from the Tuskar. She then took coal from -Newcastle, N.S.W., to Frisco, making the run across the Pacific in 58 -days: and loaded a grain cargo home. - -In 1885 she ran out to Melbourne from Glasgow with 58 passengers in 89 -days, crossed to Frisco with Newcastle coal in 58 days, and took 49,317 -bags of wheat from Frisco to Hull. - -In 1886 she went out to Bombay from Cardiff with 2928 tons of coal, -arriving Bombay on 14th January, 1887, 97 days out, having raced and -beaten the _County of Edinburgh_. - -After lying three months in Bombay, she got a freight home to Dunkirk. - -In 1887 _Loch Torridon_ went to Calcutta from Liverpool and then took a -Calcutta cargo to New York, arriving there on 10th June, 1888, 102 days -out. From New York she took case oil back to Calcutta, but at 8.15 a.m. -on 1st November she stranded on Bangaduni Sand and Captain Pattman had -to jettison cargo to get her off. It was proved at the inquiry that an -abnormal nor’westerly current caused by cyclonic disturbances at the -south end of the Bay of Bengal had set the _Loch Torridon_ in on the -land. The weather had been thick for some days and Captain Pattman had -no blame attached to him. Temporary repairs were made in Calcutta, and -on her arrival home permanent repairs were made at Jarrow-on-Tyne. - -In 1889 _Loch Torridon_ again went to Calcutta, taking a brutal cargo -of railway iron from Middlesboro, and came home to London. - -In 1890 she went out to Calcutta from Liverpool in 87 days port to -port, and took jute back to Dundee. - -In 1891 _Loch Torridon_ at last returned to the Australian trade, -arriving in Sydney from Glasgow 94 days out. Then after lying in -Sydney for five months, she loaded her first wool cargo. Amongst the -magnificent fleet of 77 sailing ships, which were screwing wool into -their holds for the London market, _Loch Torridon_ was considered an -outsider, a dark horse with her name all to make; and she thus had to -wait for the last sales, and did not get away until the 27th March, -1892. Nevertheless the _Loch Torridon_ made the best passage of the -season and had the honour of beating all the cracks. The following is -Captain Pattman’s account of his passage:— - - My passage home was the smartest of the wool season, 1891-2, either - from Melbourne or Sydney, being 81 days to the Lizard and 83 to dock. - After I left Sydney, I got down as far as Jervis Bay and there met - an S.S.E. gale, which was in force for 36 hours. I went away for the - north of New Zealand, which I passed on the 14th day out. I fell in - with the _Liverpool_ there. I was in 150° W. on 29th April, before - I got a wind without any easting in it. Nothing but N.E.E. and S.E. - winds prevailed up to that time. On 14th May I rounded the Horn, - 40 days out, I was nearly grey-headed at that time. On 21st May I - fell in with the _Strathdon_. We were both dodging icebergs, the - _Strathdon_ had been in amongst them since 18th May, but I only had - 12 hours of it, which was quite enough. I left her astern in a short - time. On 3rd June I was in 0° 27′ S. lat., 60 days from Sydney, 20 - from the Horn. On 24th June I signalled at the Lizards, 21 days from - the equator. I think it is a record passage from the Horn. I can - hardly believe my good fortune, for I threw up the sponge when I got - to the Horn, 40 days out, and made sure that the passage would run - into three figures. _Loch Torridon_ passed everything we saw, in fact - she never sailed better with me. - - I saw in the evening papers that the _Hesperus_ was reported in 14° - N. on 1st June. I was in 0° 27′ S. on 3rd June. The _Hesperus_ docked - yesterday. She was the only one I thought had a chance with me, and I - am of opinion that if I had gone south of New Zealand I should have - done much better. It would have been hard lines if I could not have - rounded the Snares in 14 days and been in a better position for winds - as well, but I am content. I have shown that an outsider, as they - looked upon the _Loch Torridon_, can show the road to their regular - traders. - -=Ice to the South’ard.= - -It will be noticed from Captain Pattman’s letter on his run home in -1892 that _Strathdon_ and _Loch Torridon_ encountered ice to the -south’ard. And they were not the only ships to do so. - -In the years 1892 and 1893 a tremendous drift of field ice and huge -bergs, many of them over 1000 feet in height, blocked the way of ships -in the Southern Ocean, as the following reports will show:— - - 1892. - April _Cromdale_ encountered ice 1000 feet high in 46° S. 36° W. - May _Strathdon_ encountered ice 1000 feet high in 45 S. 25 W. - June _County of_ - _Edinbro_ encountered ice 900 feet high in 45 S. 37 W. - Sept. _Loch Eck_ encountered ice 1000 feet high in 44 S. 2 W. - Oct. _Curzon_ encountered ice 1000 feet high in 44 S. 31 W. - Oct. _Liverpool_ encountered ice 800 feet high in 55 S. 94 W. - - 1893. - Jan. _Loch_ - _Torridon_ encountered ice 1500 feet high in 51° S. 46° W. - Feb. _Cutty Sark_ encountered ice 1000 feet high in 50 S. 43 W. - Mar. _Turakina_ encountered ice 1200 feet high in 51 S. 47 W. - April _Brier Holme_ encountered ice 1000 feet high in 49 S. 51 W. - May _Charles_ - _Racine_ encountered ice 1000 feet high in 50 S. 52 W. - -The _Cromdale_ had a very exciting experience, and Captain E. H. Andrew -wrote the following account to the secretary of the London Shipmasters’ -Society:— - - We left Sydney on 1st March, and having run our easting down on the - parallel of 49° to 50° S., rounded the Horn on 30th March without - having seen ice, the average temperature of the water being 43° - during the whole run across. - - At midnight on 1st April in 56° S., 58° 32′ W., the temperature fell - to 37½°, this being the lowest for the voyage, but no ice was seen - though there was a suspicious glare to the southward. - - At 4 a.m. on 6th April in 46° S., 36° W., a large berg was reported - right ahead, just giving us time to clear it. At 4.30 with the first - signs of daybreak, several could be distinctly seen to windward, - the wind being N.W. and the ship steering N.E. about 9 knots. At - daylight, 5.20 a.m., the whole horizon to windward was a complete - mass of bergs of enormous size, with an unbroken wall at the back; - there were also many to leeward. - - I now called all hands, and after reducing speed to 7 knots sent the - hands to their stations and stood on. At 7 a.m. there was a wall - extending from a point on the lee bow to about 4 points on the lee - quarter, and at 7.30 both walls joined ahead. I sent the chief mate - aloft with a pair of glasses to find a passage out, but he reported - from the topgallant yard that the ice was unbroken ahead. Finding - myself embayed and closely beset with innumerable bergs of all - shapes, I decided to tack and try and get out the way I had come into - the bay. - - The cliffs were now truly grand, rising up 300 feet on either side of - us, and as square and true at the edge as if just out of a joiner’s - shop, with the sea breaking right over the southern cliff and - whirling away in a cloud of spray. - - Tacked ship at 7.30 finding the utmost difficulty in keeping clear of - the huge pieces strewn so thickly in the water and having on several - occasions to scrape her along one to keep clear of the next. - - We stood on in this way until 11 a.m., when, to my horror, the wind - started to veer with every squall till I drew quite close to the - southern barrier, having the extreme point a little on my lee bow. - I felt sure we must go ashore without a chance of saving ourselves. - Just about 11.30 the wind shifted to S.W. with a strong squall, so we - squared away to the N.W. and came past the same bergs as we had seen - at daybreak, the largest being about 1000 feet high, anvil shaped. At - 2 p.m. we got on the N.W. side of the northern arm of the horseshoe - shaped mass. It then reached from 4 points on my lee bow to as far as - could be seen astern in one unbroken line. - - A fact worthy of note was that at least 50 of the bergs in the - bay were perfectly black, which was to be accounted for by the - temperature of the water, being 51°, which had turned many over. - I also think that had there been even the smallest outlet at the - eastern side of this mass, the water between the barriers would not - have been so thickly strewn with bergs, as the prevailing westerly - gales would have driven them through and separated them. I have - frequently seen ice down south, but never anything like even the - smaller bergs in this group. - - I also had precisely the same experience with regard to the - temperature of water on our homeward passage in the _Derwent_ three - years ago, as we dipped up a bucket of water within half a mile of a - huge berg and found no change in the temperature. - -_Cromdale_, _Strathdon_, _County of Edinburgh_ and _Curzon_, all -sighted this stupendous ice barrier, and _Loch Torridon_ when she spoke -the _Strathdon_ was on the extreme eastern end in about 25° W., whilst -the _Cromdale_ cleared it at the extreme western end, giving the length -of the barrier from east to west about 12 degrees of longitude. - -In the following year _Loch Torridon_, _Cutty Sark_, _Turakina_, _Brier -Holme_ and _Charles Racine_ fell in with an equally huge field of ice, -about 6 degrees of latitude further south and stretching from 52° W. -to 43° W. That the two fields were the same lot of ice it is very -difficult to say for certain, but it is more likely that they were -quite separate from each other. - -Here is _Loch Torridon’s_ account of the 1893 ice as given to the -_Shipping Gazette_:— - - _Loch Torridon_ reports that on 17th January, 1893, in lat. 52° 50′ - S., long. 46° W., she sighted two large icebergs to the eastward. On - the 19th in 50° 50′ S., 46° W., she passed between numerous immense - bergs, ranging in size from ¼ to 3 miles in length, and from 500 - to 1000 feet high. At 3.30 p.m. on same date she saw an immense - continent of ice ahead with apparently no open water. Passing to the - eastward she had the south end abeam at 4 p.m. and the north end at - 9.30 a.m. As the ship had been sailing 9 knots an hour during this - time, steering a N. 11° E. course, this would give the length, north - and south, of this mass to be about 50 miles. - - How far it extended to the westward was not known, but from aloft, as - as far as the eye could see, nothing but ice was visible. Numerous - large bergs were to the eastward of the barrier, through which _Loch - Torridon_ threaded her way, besides vast quantities of detached - pieces of ice and small bergs. - - Numerous bays and indentations were noticed in the continent of ice, - with bergs and detached ice in the bays cracking against each other - and turning over. _Loch Torridon_ had sleet and fine snow all night - and intense cold. Numberless bergs were passed until 8 a.m. on the - 20th, when an iceberg was abeam to the eastward at least 3 miles long - and 1500 feet high. - -The following was the famous _Cutty Sark’s_ experience. -I have taken it from Captain Woodget’s private -journal:— - - Wednesday, 8th February.—Lat. 50° 08′ S., long. 46° 41′ W., course - N. 50° E., distance 150 miles. Gentle S.W. breeze and fine. 6.00 - a.m., foggy; 6.30, fog lifted and we found ourselves surrounded by - icebergs; 8 a.m., foggy again; ice ahead, in fact there was ice all - round. As soon as we cleared one berg another would be reported. You - could hear the sea roaring on them and through them, the ice cracking - sometimes like thunder, at other times like cannon, and often like a - sharp rifle report, and yet could not see them. - - At 1 p.m. the top of an iceberg was seen which one could hardly - believe was ice, it looked like a streak of dark cloud. Then we could - see the ice a few feet down, but we could not see the bottom. It was - up at an angle of 45 degrees, we were only about 1000 feet off, so it - would be 1000 feet high, it had a circular top but we could not see - the ends. - - A few minutes later another was under the bows, we only cleared it by - a few feet. It was about 100 feet high and flat-topped. Just as we - were passing the corner there was a sharp report that made you jump, - as if it was breaking in two. - - Found another on the other side quite close, and a few minutes later - saw the long ridge of ice almost ahead. Kept off, and then another - came in sight on the other bow. We were too near it to keep away, but - I felt sure that it was no part of the big one—as we were passing - this the point of the big one came in sight, the fog cleared and we - passed in between them, there being not more than 400 feet between - them. When we had cleared the big one, I saw its north end and took - bearings. After sailing 8 miles I took other bearings and found that - the east side was 19 miles long; and we could not see the end of - the side we sailed along. We sailed about 6 miles alongside of it, - water now quite smooth. Before noon the water was quite lumpy from - all ways. After we had cleared the passage by about 3 or 4 miles, - it cleared up astern and what a sight it was! Nothing but icebergs - through the passage and on the south side of the passage (for the - south berg was only about ½ mile long north and south, same height as - the big berg. I expect it had not long broken off.) There was nothing - but a sea of ice astern, and another large flat-topped iceberg, which - as far as you could see extended like land, it must have been 20 - miles long or more. - - After we were through, there was nothing but small ice from small - pieces to bergs 100 feet long. Also there was one about a mile long - covered with what looked like pumice stone or lumps of tallow. - - -“Loch Torridon’s” Voyages, 1892-1908. - -Notwithstanding her fine wool passage in 1892, _Loch Torridon_ could -not find a cargo in London and was obliged to leave the Thames in -ballast. With only 350 tons of flints and a quantity of “London -rubbish” as stiffening, she sailed in magnificent style. - - She left Gravesend on 30th July, 1892—was off Start Point, 31st - July—crossed the equator, 19th August, 20 days out—lost S.E. trades - in 22° S., 29th August—crossed the Cape meridian, 14th September, 46 - days out—made Moonlight Island, 7th October, 69 days out. - -_Loch Torridon’s_ best week’s work was 2119 knots; she ran down her -easting in 43° S. and made the following consecutive runs in the 24 -hours—303, 290, 288, 272, 285, 270, 327 and 341 miles. - -Her passage worked out at 69 days pilot to pilot, 73 days port to port. -This would have been still better if she had not had to battle against -a “dead muzzler” for the last week of the passage. She cleared for -London on 30th November, 1892, and after her encounter with the ice -arrived in the Thames 96 days out. - -Again she left London in ballast. This time she was sent up to -Frederickstadt, where she loaded 940 pieces of timber and 400 tons of -pig iron for Melbourne. Again she made a fine run out. - -She sailed on 14th June, 1893, from Frederickstadt. Had strong head -winds in the North Sea:— - - Passed Dover, 20th June—passed Ushant 24th June—passed Cape - Finisterre, 29th June—crossed the line, 23rd July—crossed Cape - meridian in 42° S., 17th August. - -In lat. 46° S., long. 86° E., _Loch Torridon_ was caught in an -unusually heavy gale with a tremendous cross sea, the barometer -touching 28.83°. However, she came through it without damage, Captain -Pattman using oil with good effect. _Loch Torridon_ passed through -Port Phillip Heads at 11.30 p.m. on 9th September, 87 days from -Frederickstadt and 77 days from Ushant. At the time this was a record -passage from Norway to Melbourne. - -_Loch Torridon_ cleared for London on 20th November, 1893, with a cargo -consisting of 8498 bales of wool, 329 bales of sheepskins, 1250 old -rails, 2 casks arsenic, 657 packages of tallow, 11 packages of books, -2000 bags of wheat, 11 bales of fur skins, 12 bales of hair, 1942 bags -of peas, 118 hides, 351 pigs, horns, etc., 100 bales of scrolls. She -dropped her pilot on the 30th and reached London on 6th March, 96 days -out. - -In 1894 she loaded coke and railway iron at Barry for Port Pirie and -made the run out in 72 days, her best week’s work being 1914 miles and -her best 24 hours 327 miles. - - She left Barry at 6 p.m. on 18th May—crossed the equator, 23 days - out—crossed the Cape meridian on 30th June—crossed the meridian - of Cape Leeuwin on 20th July—sighted Cape Borda 10 p.m., 27th - July—passed Wedge Island at 1 a.m., 28th July, in a strong westerly - gale and anchored at 1 p.m. on 30th July. - -From Port Pirie she went up to Melbourne and loaded another cargo of -wool, wheat and hides; and leaving Melbourne on 20th December arrived -in the Thames on 21st March, 1895. - -In 1895, owing to the falling off in the export trade to Victoria, -which sailing ships were, of course, the first to feel, _Loch Torridon_ -was compelled to accept a charter for Cape Town. Leaving London 6th -July, she reached Table Bay on 30th August, 55 days out. Here she was -visited and greatly admired by Lord Brassey. From Africa she went to -Australia, but owing to the severe drought, like many another clipper -that year, she failed to get a wool cargo and so was compelled to go -across to the coast of South America for a homeward freight. It was -on this occasion that she had the famous race to Valparaiso with the -well-known four-mast ship _Wendur_. The vessels left Newcastle, N.S.W., -in company on 1st January, 1896, and though neither sighted the other -during the passage, they made a magnificent race of it. _Wendur_ picked -up her pilot off Cape Coronilla at 6 p.m. on 29th January, and reached -the anchorage at 8 p.m., after a record passage of 29 days. - -_Loch Torridon_ was held up by fog and calm at the entrance to the Bay -and did not arrive until six hours later. The previous best passage was -32 days, which had been made two years before. Many bets had been -made on this race, as both ships were noted in the Colonies for their -sailing qualities. _Wendur_, indeed, was one of the finest ships in the -British Mercantile Marine, and under Captain Frank Whiston had made -many a splendid passage and, curiously enough, had once before shown -_Loch Torridon_ the road by running from Frederickstadt to Melbourne -in 81 days, before which _Loch Torridon’s_ run had been considered the -record. - -[Illustration: “LOCH TORRIDON.” - -_Photo lent by late Captain Pattman._] - -In the run to Valparaiso _Wendur’s_ best day’s work was 330 miles with -a moderate N.W. wind and heavy southerly swell in 54° S., 128° W. The -next day she ran 310 miles, and three days later 320 miles, the wind -strong at N.W. with heavy sea; her log remarks that she lost her boats, -pigstye, goats, etc., on this day, so Captain Whiston was driving her. - -_Loch Torridon_ loaded at Tocopilla for Hamburg, and was 93 days coming -home, a poor passage, her bottom was probably foul. On 6th July her -decks were badly swept off the Horn and she had a big repair bill when -she arrived in Glasgow from Hamburg. - -In 1896-7 she went out to Adelaide from Glasgow in 71 days and then -crossed from Newcastle, N.S.W., to Frisco in 46 days. She left -Newcastle on 15th April in company with the four-mast ship _Thistle_ -and the Norwegian ship _Hiawatha_. Both these vessels were dropped -hull down to leeward on the first day out. Going through the Islands -continuous bad weather was met with; Captain Pattman never had his -yards off the backstays until 35° N. and had difficulty in weathering -Fiji; nevertheless on 31st May _Loch Torridon_ came flying through the -Golden Gate in front of a N.Wly. gale, and anchored in the Bay at 10 -p.m. - -_Hiawatha_ took 62 days, _Thistle_ 79 days, and two other ships, the -American barque _Topgallant_ 100 days and the _Cressington_ 106 days. -Besides beating these, _Loch Torridon_ passed no less than ten vessels -which had sailed from Newcastle before her. Loading grain at Port -Costa, _Loch Torridon_ sailed on 23rd July, and arrived at Falmouth on -13th November, 1897, 113 days out. Captain Pattman stated that owing to -the foulness of her bottom his ship was not sailing her best and he was -disappointed with his passage. - -Other passages home from Frisco that year were:— - - _Musselcrag_ arrived Queenstown 110 days out. - _Lord Templeton_ arrived Queenstown 111 days out. - _Sierra Cadena_ arrived Queenstown 114 days out. - _Andelana_ arrived Queenstown 114 days out. - _Dominion_ arrived Queenstown 117 days out. - _Gifford_ arrived Liverpool 118 days out. - _Crown of Denmark_ arrived Queenstown 128 days out. - _Caradoc_ arrived Queenstown 134 days out. - -All these vessels sailed about July and were considered crack ships. - -In 1898 _Loch Torridon_ went out to Adelaide in 79 days. Whilst running -her easting down she was swept by a heavy sea, one man being lost -overboard, the half-deck burst in like a pack of cards, the donkeyhouse -stove, and three of the boats flattened out and left like skeletons in -the chocks, whilst their davits were snapped off close to the deck. She -came home from Melbourne to London in 90 days. - -In 1898-9 she made the splendid run of 72 days 15 hours to Sydney. - - She left London 5 a.m., 10th November, 1898—on 11th November she ran - 300 miles in the 24 hours—on 12th November she ran 315 miles in the - 24 hours—crossed the line in 28° W., 22 days out—ran her easting down - in 45° S., best 24 hours 320 miles and was 23 days from the Cape - Meridian to Tasmania. - -_Loch Torridon_ had between 4000 and 5000 tons of heavy general -cargo in her hold and was very deep. Between 1875-1887 the clippers -loaded nothing like such a heavy general cargo outwards, and yet this -performance of _Loch Torridon’s_ is equal to any of that day. - -She arrived in Port Jackson on 31st January, 1899. This year for a -change she came home from Lyttelton, N.Z., in 86 days. - -The next three years she did nothing remarkable. - - 1899 London to Adelaide 85 days. - Melbourne to London 105 „ - 1900 London to Adelaide 88 „ - Melbourne to London 88 „ - 1901 London to Adelaide 86 „ - Adelaide to London 112 „ - -In 1902 she went out to Adelaide in 79 days, then loaded coals at -Newcastle, N.S.W., for Frisco. Again she made a remarkable run across -the Pacific. - - She left Newcastle on 27th April—crossed the line on 17th May in 169° - 42′ W.—arrived at Frisco on 11th June, 45 days out. - -At San Francisco Captain Pattman loaded wheat for Liverpool. But when -he was ready to sail he found himself 10 men short, so applied to the -usual sources. And here is a good instance of the methods of Frisco -boarding-house masters at that date. He was informed that each man -would cost him $30 blood money, $25 advance, $5 shipping fee, $1 boat -hire—total $61 per man. This was more than a resolute man like Captain -Pattman could put up with, especially with wheat freights to U.K. at -11s. 3d. Though the boarding-house masters were a law unto themselves -in San Francisco and boasted of their power, he determined to brave -them and after some trouble managed to get men at $31 inclusive per -man. His success broke the ring for a time, and they were soon offering -men at $21 a head, less $2.50 commission of the captains. No doubt -many a present day officer will remember the episode, which caused -quite a stir in windjammer circles at Frisco, and even produced a long -poem in one of the leading papers. This poem was entitled “The Lay of -the _Loch Torridon_,” and the patriotic Frisco newspaper man takes -care that the British captain is bested in his efforts. The _Loch -Torridon_ sailed on 8th November, in company with the four-mast barque -_Crocodile_. _Loch Torridon_ arrived Liverpool on 14th March, 1904, and -the _Crocodile_ on 31st March, over two weeks behind. - -From 1904 to 1909, when Captain Pattman resigned his command, _Loch -Torridon_ was kept on the Australian run, her passages being:— - - 1904 Glasgow to Sydney 77 days. - Sydney to London 97 „ - 1905 London to Adelaide 85 „ - Melbourne to London 106 „ - 1906 London to Adelaide 83 „ - Melbourne to London 117 „ - 1907 London to Adelaide 83 „ - Melbourne to London 86 „ - 1908 London to Adelaide 94 „ - Melbourne to London 87 „ - -On her arrival home in 1908, Captain Pattman reluctantly decided to -give up his command and go into steam, his reason that vexed one, -the lack of real sailormen to man her. Besides which, owing to the -unwillingness of good men to remain in sail, he had to put up with an -aged “has been” as mate and an apprentice just out of his time for -second mate. - -In 1912 _Loch Torridon_ was sold to the Russians. About the same time -Captain Pattman had his leg broken by a sea whilst on the bridge of his -new command. He was landed at Falmouth and died there in hospital. - -[Illustration: “PORT JACKSON.” - -_Photo by Captain Schutze, Sydney._] - -[Illustration: “PORT JACKSON,” in the Thames.] - -The old _Loch Torridon_ survived until 1915, when she foundered near -the entrance to the Channel in the last days of January, and it is -possible that a German submarine caused her end. Her Russian crew were -rescued by the British steamer _Orduna_, and the Liverpool Shipwreck -and Humane Society awarded medals and certificates of thanks to Captain -Taylor of the _Orduna_ and her chief and second officers. - - -“Port Jackson.” - -_Port Jackson_ has always been considered one of the most beautiful -iron ships ever built. She was designed by Mr. Alexander Duthie, and -built by Hall under the supervision of the Duthie brothers; cost -£29,000 to build or at the rate of £13 a ton; was unusually strong -and in every way made as perfect as possible. She was one of the most -sightly four-mast barques ever launched. Captain Crombie was her first -commander, and under him she did some very fine performances, notably -a run of 39 days from Sydney to San Francisco, when she was only three -days behind the time of the mail steamer. Her best run in the 24 hours -was 345 miles. Unfortunately, when Captain Crombie left her, for some -years no one attempted to bring out _Port Jackson’s_ sailing qualities, -and for two years before she was bought by Devitt & Moore for their -cadet training scheme she lay idle in the Thames. After long years of -cadet carrying _Port Jackson_ fell a victim to the war, being torpedoed -by a German submarine in the Channel in 1916. - - PASSAGES TO SYDNEY UNDER 80 DAYS IN 1882. - +-----------------+-------+-------+------+------------+--------+ - | Ship | From | Left | To | Arrived |Days Out| - +-----------------+-------+-------+------+------------+--------+ - |_Thomas Stephens_|Channel|Nov. 9|Sydney|Jan. 22, ’83| 74 | - |_Port Jackson_ | „ |Oct. 28| „ |Jan. 13, ’83| 77 | - +-----------------+-------+-------+------+------------+--------+ - - PASSAGES TO MELBOURNE UNDER 80 DAYS IN 1882. - +--------------+----------+-------+--------+--------+--------+----+ - | | | |Crossed | Passed | | | - | Ship |Departure |Crossed| Cape | Cape |Arrived |Days| - | | |Equator|Meridian| Otway | |Out | - +--------------+----------+-------+--------+--------+--------+----+ - |_Rodney_ |Plymouth |Nov. 7|Nov. 29|Dec. 22|Dec. 23| 69 | - | | Oct. 15| | | | | | - |_Ben Voirlich_|Lizard |May 28|June 18|July 11|July 12| 70 | - | | May 3| | | | | | - |_Salamis_ |Lizard |Mar. 31|April 24| |May 17| 71 | - | | Mar. 7| | | | | | - |_Miltiades_ |Lizard |May 15|June 6| |July 1| 73 | - | | April 19| | | | | | - |_Aristides_ |Start |Aug. 13|Sept. 4|Sept. 25|Sept. 25| 73 | - | | July 14| | | | | | - |_Simla_ |Penzance | | | |Nov. 16| 74 | - | | Sept. 3| | | | | | - |_Marpesia_ |Tuskar |Aug. 11|Aug. 30| |Sept. 25| 78 | - | | July 9| | | | | | - |_Thessalus_ |Channel | | | |July 28| 79 | - | | May 10| | | | | | - +--------------+----------+-------+--------+--------+--------+----+ - - -Notes on Passages to Australia in 1882. - -_Port Jackson_ holds the record of being the first four-poster to go -out to Sydney in under 80 days. Her best run was 345 miles in the 24 -hours. The _Rodney’s_ best run was 312 miles, made the day before she -sighted the Otway. - -_Ben Voirlich_ averaged 300 miles a day from Gough Island to Kerguelen. - -_Salamis_ crossed the Cape meridian the same day as the steamship -_Aberdeen_, and the steamer only managed to get inside the Heads on -14th May, a bare 70 hours ahead of the gallant little green clipper. - -The _Simla_ was a fine Liverpool ship with a good reputation for speed. -She registered 1260 tons and was built by Royden in 1874. For a change -there were no Lochs out to the Colonies in under 80 days this year, and -Messrs. Aitken & Lilburn had sent their new four-masters to Calcutta. - - -Notes on Passages to Australia in 1883. - -The _Maulesden_, which figured in these tables in 1877, was a 1500-ton -ship, built by Stephen, of Dundee, for David Bruce. She and her sister -ship, the _Duntrune_, were very well known clippers with some very -fine records to their credit. But this passage of _Maulesden’s_ to -Maryborough, Queensland, made a record which has never been approached. -It will be noticed that she crossed the line 17 days out, doubled the -Cape 39 days out, and passed Tasmania 61 days out, a truly phenomenal -passage. Running the easting down, she made 24-hour runs of 302, 303, -304, 311, 317, 322 and 335 miles, whilst her best weeks were 1698, -1798, 1908 and 1929 miles. From Maryborough she went across to Frisco, -and from there to U.K., calling at Queenstown; and the whole voyage, -including detention in port, was only 9 months 13 days. I have a -photograph of her, and she is a typical iron clipper very like the _Ben -Voirlich_. - - PASSAGES TO AUSTRALIA UNDER 80 DAYS IN 1883. - +------------+---------+--------+--------+--------+-----------+-------+----+ - | | | |Crossed | Passed | | | | - | Ship |Departure|Crossed | Cape |Otway or|Destination| Date |Days| - | | |Equator |Meridian|S.W.Cape| |Arrived|Out | - +------------+---------+--------+--------+--------+-----------+-------+----+ - |_Maulesden_ |Greenock |Mar. 19|April 10|May 2|Maryboro. |May 10| 69 | - | | Mar. 2| | | | | | | - |_Samuel_ |Plymouth |April 27|May 19|June 10|Sydney |June 17| 72 | - | _Plimsoll_| Apl. 6| | | | | | | - |_Patriarch_ |Start |June 6|June 27|July 24| „ |July 28| 73 | - | | May 16| | | | | | | - |_Salamis_ |Dartm’th |Mar. 23|April 23|May 6| „ |May 9| 74 | - | | Feb. 24| | | | | | | - |_Loch_ |Tuskar | |April 29| |Melbourne |May 21| 74 | - | _Torridon_| Mar. 8| | | | | | | - |_Dharwar_ |Plym’th |Aug. 7|Sept. 1|Sept. 26|Sydney |Sept.30| 77 | - | | July 15| | | | | | | - |_Cutty Sark_|Channel | | | |N’c’tle |Oct. 10| 78 | - | | July 24| | | | N.S.W. | | | - |_Pericles_ |Channel | | | |Sydney |Dec. 14| 78 | - | | Sept. 27| | | | | | | - |_Candida_ |Ushant |July 10|Aug. 3|Aug. 27| „ |Sept. 1| 78 | - | | June 15| | | | | | | - |_Miltiades_ |Start |June 24|June 27| |Melbourne |July 25| 78 | - | | May 8| | | | | | | - |_Mermerus_ |Lizard |May 22|June 22|July 16| „ |July 17| 79 | - | | April 29| | | | | | | - |_Aristides_ |Start |June 30|July 26|Aug. 14| „ |Aug. 15| 79 | - | | May 28| | | | | | | - +------------+---------+--------+--------+--------+-----------+-------+----+ - -I have put all the passages together this year; of the ships bound to -Sydney, only the _Candida_ rounded Tasmania, the skippers generally -preferring the shorter route through Bass Straits. - -A notable return this year to the Australian trade is the wonderful -little _Cutty Sark_, commanded by Captain Moore, this was her first -passage to Newcastle, and I believe she was one of the first ships to -load wool at Newcastle. In future we shall see her somewhere near the -top of every table. - -The _Samuel Plimsoll_ did well to the south’ard again, averaging 278 -miles for 13 consecutive days, her best day’s work being 337 miles. - -The little _Salamis_ made her second appearance in Port Jackson. -She arrived on the same day as her composite sister, _Thermopylae_. -_Thermopylae_, however, had a terrible passage, the worst of her -career, being actually 107 days from the Start. Held up by continual -gales, she did not cross the equator until her 45th day out, 8th March, -the day _Salamis_ passed the Cape Verde. She crossed the Cape meridian -on 7th April, six days before _Salamis_, and passed the Otway on 5th -May, only one day ahead of _Salamis_, so _Salamis_ had been closing -steadily on her the whole passage. - -_Dharwar_ arrived with 414 emigrants, and had measles and fever on -board so had to go into quarantine. - -The _Candida_ hailed from Liverpool, a 1200-ton iron clipper. She -brought out 35 passengers and a general cargo from London. - -_Mermerus_ had now made 12 consecutive passages to Melbourne, averaging -78 days. Her best runs this passage were 311 and 314 miles. - -_Ben Cruachan_ and _Ben Voirlich_ made passages of 85 and 87 days -respectively. _Ben Cruachan_ certainly must have been severely -handicapped by a foul bottom, as I find this was the third voyage since -she had been docked! - - -The “Derwent.” - -The _Derwent_ was a very up-to-date ship, with numerous innovations. -She was built to the specification of Captain Andrew, her first -commander, and he overlooked her construction with an eagle eye. -_Derwent_ was one of the first ships to cross steel topgallant yards, -substitute rigging screws for deadeyes, to have a donkey with winch -barrels, etc. - -[Illustration: “DERWENT,” off Gravesend.] - -[Illustration: “MOUNT STEWART.” - -_Photo by Captain Schutze, Sydney._] - -She sailed on her first voyage on Xmas Eve, 1884, her crew consisting -of captain, 3 certificated officers, 8 midshipmen, 12 apprentices, -bosun, sailmaker, carpenter, donkeyman and 12 hands in the fo’cs’le. -The start was not very propitious. She sailed from Glasgow, dragged her -anchors off the Tail of the Bank, and then her crew refused duty. The -weather was so bad that she sought shelter at Queenstown, 11 days out -from Greenock. Here advantage was taken to prosecute her insubordinate -crew, who received sentences of from one to three months’ imprisonment. - -The _Derwent_ was never considered a fast ship, but a good sea boat and -excellent cargo carrier; nevertheless she made some very good runs, -notably:— - - Sydney to Lizard 77 days. - Sydney to Penzance 74 „ - -In 1904 Devitt & Moore sold her to the Norwegians, and she was still -afloat when the war broke out, being owned in Larvik. - - PASSAGES TO AUSTRALIA UNDER 80 DAYS IN 1884. - +-----------+---------+-------+--------+------+-----------+-------+----+ - | | |Crossed| Crossed| | | | | - | Ship |Departure|Equator|Meridian|Passed|Destination| Date |Days| - | | | | Cape | Otway| |Arrived|Out | - +-----------+---------+-------+--------+------+-----------+-------+----+ - |_Miltiades_|Ushant |June 28|July 18 | |Melbourne |Aug. 13| 71 | - | | June 3| | | | | | | - |_Sobraon_ |Plym’th | | | | „ |Dec. 13| 75 | - | | Sept 29| | | | | | | - |_Loch Long_|Clyde | | | | „ |Aug. 15| 75 | - | | June 1| | | | | | | - |_Thessalus_|Downs | | | |Sydney |June 27| 77 | - | | Apl. 11| | | | | | | - |_Windsor_ |Dartm’th | | | | „ |June 12| 78 | - | _Castle_ | Mar. 26| | | | | | | - |(D. Rose | | | | | | | | - | & Co.) | | | | | | | | - |_Star of_ |Gr’v’s’nd| | | |Melbourne |Feb. 13| 78 | - | _Italy_ | Nov. 27| | | | | ’85| | - |_Cutty_ |Channel | | | |Newcastle |Sept. 5| 79 | - | _Sark_ | June 18| | | | | | | - |_Cimba_ |Channel |June 23|July 18 | |Sydney |Aug. 17| 79 | - | | May 30| | | | | | | - +-----------+---------+-------+--------+------+-----------+-------+----+ - - -Notes on Passages to Australia in 1884. - -A good many ships this year were just into the 80 days; for instance -_Dharwar_, 80 days to Sydney; _Samuel Plimsoll_, 80 to Sydney; -_Trafalgar_, 81 to Sydney; _Loch Vennachar_, 80 to Melbourne; -_Romanoff_ 80 to Melbourne; _Salamis_, 82 to Melbourne; _Patriarch_, 82 -to Sydney. - -_Miltiades_, _Cimba_ and _Loch Long_ had a good race out. The _Star of -Italy_ was Corrie’s crack jute clipper; this was her tenth voyage, and -her first trip to Melbourne. She was nearly lost when about to sail -through a fire in her sail-room. - -_Cutty Sark_ had a fine weather passage to the Cape, but she scared -her crew running the easting down. On one occasion she was pooped by a -big sea which jammed the helmsmen in the wheel, and she came up in the -wind and swept her decks clean, taking the boats off the after skids, -breaking in one side of the monkey poop and gutting the cabin. At the -change of the watch at midnight that night, the apprentice keeping the -time, in order to call his mates, had to go up the mizen rigging and -come down the stay to get to the apprentices’ house her decks were so -full of water; for three or four days after this she ran like a scared -hare before a mountainous sea, which rose up so high astern that it -took the wind out of her topsails when she was in the trough. - -Captains Bully Martin and Douglas of the two Bens changed ships this -year, and Douglas in the _Ben Cruachan_ arrived Melbourne on 5th June, -90 days out, whilst Martin in the _Ben Voirlich_ arrived Melbourne on -10th August, 88 days out. - - -“Torridon” and “Yallaroi.” - -The last of Nicol’s clippers were the _Torridon_ and _Yallaroi._ -They were skysail-yarders, and lying in dock alongside the -modern four-poster, looked the real thing, a pair of dainty little -thoroughbreds. - -[Illustration: “TORRIDON.” - -_Photo by Captain Schutze, Sydney._] - -Compared to most ships of their size, they had narrow sail plans, -and with greater carrying power, they were not as fast as _Cimba_ or -_Romanoff_. For some reason Nicol gave up the green and gold colours -of Aberdeen and gave them the conventional painted ports. No doubt the -days were passed when crowds of landsmen thronged Circular Quay of a -Sunday and gaped in awe, reverence and admiration at the tall green -clippers. - -Captain Shepherd left _Romanoff_ to take the _Torridon_, but he could -only manage to get her out to Sydney in 90 days from Deal on her maiden -trip, and _Yallaroi_ took 99 from Grangemouth. However, both ships held -on in the Sydney trade until 1906, when they were sold to the Italians, -_Torridon_ for £4250 and _Yallaroi_ for £4400. - -_Torridon_ was sunk by a German submarine on 27th August, 1916, but -_Yallaroi_ disguised as _Santa Catarina_ is still sailing the seas. - - -“Loch Carron” and “Loch Broom.” - -The last ships to be built for the famous Loch Line were the two fine -four-mast barques _Loch Carron_ and _Loch Broom_. - -The _Loch Carron_ was taken from the stocks by Captain Stainton Clarke, -one of the best known skippers in the Australian trade and the bosom -friend of Captain Pattman, the pair being known in the ports they -frequented as the “Corsican Brothers.” Captain Clarke was brought up in -those beautiful little tea clippers, Skinner’s “Castles.” At the age -of 28 he became master of the _Douglas Castle_, which he used to say -was “one of the prettiest models that ever sailed.” When she was sold -he was given the _Lennox Castle_, and he left her to take the _Loch -Carron_. - -_Loch Carron_, though a very fast ship, was also a ticklish ship to -handle, being rather tender, and Captain Clarke always sent down royal -yards when in port. - -The following are some of her best performances:— - - Melbourne to London 73 days. - Adelaide to Glasgow 75 „ - Glasgow to Adelaide 78 „ - London to Adelaide 75 „ (twice) - The Semaphore, Adelaide, to Cape Otway 48 „ - Cape Town to Clyde in ballast 40 „ - Melbourne to the Horn 27 „ - Cape meridian to the Leeuwin 19 „ (twice) - Cape Horn to the line 20 „ - -On one occasion when abreast of the Crozets, running her easting down -in 45° S., she made three consecutive 24-hour runs of 310, 320 and 332 -miles. On her maiden trip she went to Sydney, and then for two or three -years left the Australian for the Calcutta trade. In 1887 she took case -oil from New York to Calcutta in 112 days. - -In 1889 _Loch Carron_ had a very nasty experience when rounding the -Cape homeward bound from India. It is thus told by Captain Clarke:— - - We were bound for London from Calcutta with a cargo of jute and about - 500 tons of rice for stiffening purposes. It was new rice and had not - been properly dried. When the jute was loaded on top of it, the rice - began to get heated and we had to take it out and stow it in the main - hatch by itself, boring holes in order to allow the air to enter. - This arrangement of the cargo caused the ship to be top-heavy, but it - was unavoidable. When we got to the Cape of Good Hope we encountered - violent gales, and the vessel could not stand up to them. She was - carried right over on her side, although there was very little - canvas on her. Her lee side was 5 or 6 feet under water and the crew - became so frightened that many of them climbed up the rigging. I let - the sails go and sacrificed them in order to save her. She righted - herself and we ran before the wind all night, going miles out of - our course. Next day we jury-rigged her and I tried hard to make - way on the other tack. We tacked for eight days and then the gale - again seized her and she turned over once more. We quickly stripped - her of sails, but she was so top-heavy and crank that I decided to - send the topgallant masts down. This was ticklish work, and I shall - never forget the scene, as the men struggled against the seas with - the topgallants. The fight against the gales lasted for 30 days and - then we got round the Cape, but I had five men down with broken limbs - and other injuries. The voyage from Calcutta to London occupied no - fewer than 156 days, and was the most exciting in my experience. The - _Bolan_, _Glen Padarn_ and _Trevelyan_, also bound from Calcutta and - Rangoon to London, foundered during the storms and we were lucky to - get through with the ship so crank. - -In 1904 _Loch Carron_ had a great race home from Frisco round the Horn -with the French ship _Jules Gommes_. _Loch Carron_ hove up her anchor -in Frisco Bay on the morning of Christmas Eve, the _Jules Gommes_ -leaving in the afternoon. After being six days in company the two -ships lost sight of each other. They met again on the equator in the -Atlantic; finally the _Loch Carron_ arrived at Queenstown one morning -112 days out, the Frenchman arriving eight hours later at the same port. - -On her next passage the _Loch Carron_ had the most disastrous event -in her career, in her collision with the _Inverkip_. The two ships -were both outward bound, the _Loch Carron_ from Glasgow to Sydney with -general cargo. At 11.20 on 13th August, 1904, the _Loch Carron_ was -about 60 miles to the S. and E. of the Fastnet light, going 6 or 7 -knots close-hauled on the port tack, with a moderate gale blowing from -the S.W., when the red light of the _Inverkip_ was suddenly seen ahead. -But it was too late to avoid a collision, and the _Loch Carron_ struck -the _Inverkip_ abreast of the foremast, stem on. The latter ship went -down in a few minutes, only two men, the carpenter and the steward, -being saved out of her ship’s company. These two managed to jump aboard -the _Loch Carron_. Captain Jones of the _Inverkip_ had his wife aboard, -and as the ship went down she was seen praying on her knees aft. They -were both great personal friends of Captain Clarke, and he was so -distressed by the sad accident that his health broke down and he gave -up his command for a voyage. The _Loch Carron_, with a large hole in -her bows, her fore topgallant mast and all head gear carried away, -besides other damages, managed to make Queenstown. - -Her repairs came to £1500, and as she was on the port tack and the -_Inverkip_ on the starboard, the Loch Line had to pay over £30,000 -damages. - -When _Loch Carron_ was again ready for sea, Captain Henderson, of -_Thermopylae_ and _Samuel Plimsoll_ fame, took her out. Captain Clarke -returning to his command on her return home. As late as 1908 _Loch -Carron_ made the run from Melbourne to London in 80 days. - -_Loch Broom_ was commanded for the greater part of her career by the -well-known veteran, Bully Martin. - -Though they were absolute sister ships according to the tape-measure. -_Loch Broom_ was always a stiffer ship than the _Loch Carron_, and her -sailing records were not quite as numerous, nevertheless she was a very -fast ship. - -In 1904 Captain Martin brought her home from Melbourne in 82 days. He -left Port Phillip on 12th January, and was only 24 days to the Horn, -most of the run being made under six topsails and foresail. - -On her following passage out _Loch Broom_ took case oil from New York -to Melbourne in 96 days. It was a nasty trip for her officers, as the -hands before the mast were all hobos, Bowery toughs and hard cases, and -had to be driven to their work in the old-fashioned belaying pin style. - -In 1907 Captain Bully Martin gave up his command and retired from the -sea, being succeeded by Captain Kelynack, who had been mate under him -for some years. - -I have the abstract log of _Loch Broom’s_ last voyage under the British -flag:— - -On 4th September at 7 a.m. she took her departure from the Lizard, had -light breezes and calms to the 19th when she took the N.E. trades, -crossed the line on 6th October, crossed the meridian of Greenwich -on 26th October, ran down her easting on the 40th parallel, her best -24-hour run being 272 miles on 12th November before a moderate gale -from W.S.W. in 40° 37′ S., 60° 00′ E., and she anchored off Port -Adelaide at 2 p.m. on 4th December, 91 days from the Lizard. - -She left Melbourne homeward bound on 23rd February 1912. On 15th March -in 50° 58′ S., 135° 26′ W., she ran 278 miles with a fresh S.W. gale, -passed Cape Horn on 27th March. On 29th March Captain Kelynack remarks, -“Fresh W.S.W. wind, thick misty rain, four-masted barque in company on -lee quarter but falling astern, (nothing passes the _Loch Broom_ but -birds.)” - -And on 2nd April I find the following testimony to her qualities:—“Lat. -46° 50′ S., long. 40° 04′ W., distance 213, course N. 51° E. Fresh N.W. -gale veering to W.N.W., high sea running, ship going 12 knots, dry as a -bone.” - -The line was crossed on 29th April. On 24th May in 46° N., 20° 55′ W., -_Loch Broom_ ran 301 miles in the 24 hours before a fresh southerly -wind and moderate sea; and on the following day 282 miles. “Fresh -S.S.E. wind. Barque in company at 6 a.m. on starboard bow, out of -sight astern at noon.” On 31st May at 7 p.m. _Loch Broom_ anchored off -Gravesend, 98 days out. - -The _Loch Carron_ and _Loch Broom_ were both sold to the foreigners -in 1912 for about £5000 a piece, and now, I believe, belong to -Christianssand, Norway, being disguised under the names of _Seileren_ -and _Sogndal_. - - PASSAGES TO AUSTRALIA UNDER 80 DAYS IN 1885. - +-------------+---------+--------+--------+---------+-----------+-------+----+ - | | | |Crossed | | | | | - | Ship |Departure| Passed | Cape | Passed |Destination| Date |Days| - | | | Equator|Meridian| Otway | |Arrived|Out | - +-------------+---------+--------+--------+---------+-----------+-------+----+ - |_Salamus_ |Start |April 6|May 9|June 2 |Melbourne |June 3| 75 | - | | Mar. 20| | | | | | | - |_Patriarch_ |Start |Mar. 25| |May 21 |Sydney |May 23| 75 | - | | Mar. 9| | | | | | | - |_Cutty_ |Start |April 23|May 19|June 15 | „ |June 19| 77 | - | _Sark_ | April 3| | |(SW Cape)| | | | - |_Siren_ |Start |April 12|May 11|June 6 | „ |June 8| 77 | - | | Mar. 23| | | | | | | - |_Samuel_ |Start |April 28|May 21|June 18 | „ |June 21| 78 | - | _Plimsoll_ | April 4| | | | | | | - |_Argonaut_ |Start |July 10|Aug. 1|Aug. 27 | „ |Aug. 31| 78 | - | | June 14| | | | | | | - |_Bay of_ |Start |Mar. 28|April 20|May 19 | „ |May 23| 78 | - | _Cadiz_ | Mar. 6| | | | | | | - |_Thermopylae_|Start |Feb. 17|Mar. 9|April 7 |Melbourne |April 8| 78 | - | | Jan. 20| | | | | | | - |_Harbinger_ |Lizard |June 30|July 27|Aug. 21 | „ |Aug. 21| 78 | - | | June 4| | | | | | | - |_Sir Walter_ |Start |April 28|May 22|June 20 |Sydney |June 22| 79 | - | _Raleigh_ | April 4| | | | | | | - |_Milton Park_|Tuskar |July 18|Aug. 12|Sept. 5 | „ |Sept. 8| 79 | - | | June 21| | | | | | | - +-------------+---------+--------+--------+---------+-----------+-------+----+ - - -Notes on Passages to Australia in 1885. - -The race of the year was that between _Cutty Sark_, _Samuel Plimsoll_, -_Sir Walter Raleigh_ and still a fourth ship, the _City of York_, which -was off the Start on 2nd April—crossed the line 23rd April—crossed Cape -meridian 26th May—passed the Otway on 18th June—and arrived Sydney on -21st June, 80 days out. - -It was Captain Woodget’s first voyage in _Cutty Sark_. He went as high -as 48° S. in search of good winds, but had a lot of thick misty weather -with light northerly winds, and no steady westerlies. He only had two -chances. In 70 hours from 21st to 23rd May, the _Cutty_ ran 931 miles, -braced sharp up against a strong N.E. to E.N.E. wind; and on 4th June, -with the wind fresh from N.E. to N.N.E. she ran 330 miles in 47° S., -99° E. None of the other ships made any specially big runs. - -_Miltiades_ this year was taken over by Captain Harry Ayling, and -arrived in Hobson’s Bay on 29th October, 85 days out from Torbay. - -[Illustration: “MOUNT STEWART.” - -_Photo by Captain Schutze, Sydney._] - -[Illustration: “CROMDALE.”] - -_Mermerus_ arrived Melbourne on 24th July, 88 days from the Lizard, -and _Thomas Stephens_ was 87 days from Antwerp to Sydney, arriving on -20th October. - -The _Milton Park_ was an iron ship of 1500 tons, built by McMillan, of -Dumbarton in 1882, a typical Clyde-built ship. The _Bay of Cadiz_ was -one of the Cardiff “Bays.” _Siren_ was one of Carmichael’s, a 1482-ton -ship, built in 1881. She had a number of fine passages to her credit, -and came to a curious end, being rammed and sunk by H.M.S. _Landrail_ -off Portland in July, 1896. - -We have now had 12 years of outward tables, and space and, no doubt, -the patience of the reader are both growing exhausted. - -However, as these beautiful ships kept up their wonderful averages -until well into the nineties, fighting all they knew against the -ever-growing competition of steam, I give here a table of times from -the Channel to port from the year 1886 to 1894 for the seven most -regular ships in the trade. - - PASSAGES TO AUSTRALIA 1886-1894. - +-----------+--------------+------+-------+----+----+----+----+----+----+----+ - | Ship | Destination | 1886 | 1887 |1888|1889|1890|1891|1892|1893|1894| - +-----------+--------------+------+-------+----+----+----+----+----+----+----+ - | |Newcastle | | | | | | | | | | - |_Cutty_ | (1887 and | To | 88 | 76 | 77 | 75 | 79 | 88 | 81 | 79 | - | _Sark_ | 1892) | | | | | | | | | | - | |Brisbane 1894 |Shang-|Dis- | | | | | | | | - | |Rest to Sydney| hai | masted| | | | | | | | - |_Salamis_ |Melbourne | 78 | 86 | 70 | 84 | 86 | 79 | 77 | 87 | 80 | - |_Patriarch_|Sydney | 97 | 79 | 79 | 77 | 87 | 82 | 80 | 99 | 77 | - |_Mermerus_ |Melbourne | 84 | 96 | 82 | 88 | 89 | 85 | 86 | 85 | | - |_Miltiades_|Melbourne | 83 | 78 | 83 | 82 | 90 | 91 | 86 | 92 | | - |_Cimba_ |Sydney | 97 | 84 | 88 | 85 | 89 | 93 | 83 | 93 | 88 | - |_Samuel_ |Sydney | | 93 | 76 | 81 | 84 | 78 | 87 | 79 | 79 | - | _Plimsoll_| 1886 & 1887 | | | | | | | | | | - | |Rest to | | | | | | | | | | - | | Melbourne | | | | | | | | | | - +-----------+--------------+------+-------+----+----+----+----+----+----+----+ - - -“Mount Stewart” and “Cromdale,” the last of the Wool Clippers. - -The last two ships to be built specially for the Australian wool -trade were the magnificent steel skysail-yard ships _Mount Stewart_ -and _Cromdale_. The former was launched in May, 1891, and the latter -in June, both from Barclay, Curle’s yard. They were identical sister -ships, and were the very latest development of the full-rig ship. They -were of course good carriers, with the modern short poop and long sweep -of main deck. Yet, in spite of their carrying powers, they both made -some excellent passages out and home. - -The _Cromdale_ was specially lucky in having Captain E. H. Andrew -as her first master, a very experienced and up-to-date sailing ship -captain, who had been mate under his father in the _Derwent_. - -The _Cromdale_ came to grief in 1913 when commanded by Captain Arthur. -She was 126 days out, bound home from Taltal with nitrate and was -heading for Falmouth. There had been a dense fog for some days, when, -most unfortunately, a steamer was passed which advised Captain Arthur -to alter his course. Not long after a light was suddenly seen through -the fog ahead, but before the ship could be put about she struck on -the rocks right at the foot of a cliff. This proved to be Bass Point, -close to the Lizard light. The ship was so badly holed that the captain -ordered the boats out at once. Luckily it was calm weather, and some -rockets brought the Cadgwith and Lizard lifeboats upon the scene, but -the _Cromdale_ settled down so quickly that there was only just time to -save the ship’s papers and the crew’s personal belongings. Lying on the -rocks in such an exposed position, it was of course hopeless to think -of salving the ship, and the _Cromdale_ became a total loss. - -The _Mount Stewart_ is, I believe, still afloat, and still has Aberdeen -on her stern. - - -Perforated Sails. - -At first glance a sail with a hole in it would hardly be considered -superior to a sail without one, yet sails with holes in them, or -perforated sails, as they were called, became quite popular with the -most experienced of our sailing ship skippers in the early nineties. - -Perforated sails were said to be the idea of an Italian shipmaster in -the eighties. This Italian captain’s theory was that a cushion of air -or dead wind, as he called it, was collected in the belly of every -sail, and acted as a buffer, thus preventing the sail from receiving -the whole strength of the wind. He advocated making a hole in the -centre of the belly in order to allow this cushion of air to escape, -and allow the true wind to blow against the surface of the sail. An -important point was the proper placing of these holes; in fore and aft -sails they were cut about the centre of the belly made by the clew; -the holes in square sails were also cut near the clews, but they were -also cut higher up in the sail on a line from the clews to the bunt: -topsails and courses generally had the four holes and topgallant sails -and royals only two, one in the lower part of the sail towards the clew -on each side. These holes were from 5½ to 6 inches in diameter and -roped with grammets. - -It is easy to understand that this system was more advantageous when -one was close-hauled than when running free. But even when running free -many shipmasters claimed that it had its merits and held that, though -wind certainly did escape through the holes, it was mostly dead wind -and even then was caught up again—the mizen by the main, and the main -by the fore, so that in the end there was very little real wind that -did not do its work in sending the ship along. - -A further advantage of perforated sails was their aid in spilling -the wind out of a sail when the sail had to come in in heavy weather. -The advocates of the holes claimed that they prevented a sail from -ballooning up over the yard, and made it very much easier to muzzle and -put the gaskets on. - -The perforated sails were also considered very useful in light airs and -calms, because on the calmest day there always seemed to be a draught -through the holes, and this kept the sails “asleep” and stopped that -irritating flogging of canvas against the masts which is so trying to -a skipper’s temper and also constantly necessitates the hauling up of -courses in the doldrums. - -Captain Holmes, who always used them in the _Cimba_ and _Inverurie_, -wrote to me that he considered them specially valuable in light winds, -and he did not adopt perforated sails without testing their efficiency -in every way he could. - -He even had sand bags made to fit the holes, and thus was able to test -his sailing when in company with another ship, first by seeing how he -did with holes, and then filling up the holes with sandbags, by seeing -how he altered his bearing when without holes. - -By this means he proved the benefit of the holes very clearly once when -going down Channel. - -The _Cimba_ was in company with another outward bound ship of nearly -the same speed; and it was found that as soon as the sand bags were put -in the holes the _Cimba_ began to drop astern, whereas, with the holes -open, she went ahead. Captain Holmes also tied a rag on the end of a -stick, and held it up to the holes, and even in very light airs the rag -was sucked through the perforations. In this way with a handkerchief -on the end of a long rod, he tried to find out the result of the holes -on the crossjack, by walking it all over the after part of the sail. -And he told me that the handkerchief flopped stupidly about in the -dead wind until it was abreast of the holes, when it at once blew out -straight. - -Captain Pattman, of _Loch Torridon_, adopted perforated holes in 1892: -Captain Poppy used them on the _Aristides_, and Captain Cutler, when -he took over _Port Jackson_, had her sails cut for holes, and his -successor continued to keep them in the sails. - -All these four captains were noted passage-makers, and unless the -perforated sails had had very certain advantages, it is hardly likely -that they would have adopted them. - - -Hine’s Clipper Barques. - -Before turning to the New Zealand trade I must not forget to mention -the fine little fleet of barques belonging to Hine Brothers, of -Maryport, which brought home wool from Adelaide, Brisbane and the two -Tasmanian ports. - -The following will still be remembered by the older inhabitants of -these ports. - - _Aline_, wood barque 474 tons, built by Hardy, Sunderland 1867 - _Abbey Holme_ iron barque 516 tons, built by Blumer, Sunderland 1869 - _Hazel Holme_ wood barque 405 tons, built by at Barnstaple 1890 - _Aikshaw_ iron barque 573 tons, built by Doxford, Sunderland 1875 - _Eden Holme_ iron barque 794 tons, built by Bartram, Sunderland 1875 - _Myrtle Holme_ iron barque 902 tons, built by Bartram, Sunderland 1875 - _Castle Holme_ iron barque 996 tons, built by Bartram, Sunderland 1875 - _Brier Holme_ iron barque 894 tons, built by Thompson Sunderland 1876 - -They were rarely much over 80 days going out, and generally under 90 -days coming home. - -The _Myrtle Holme_, under Captain Cobb, and the _Eden Holme_, under -Captain Wyrill (late of _Berean_) had perhaps the best records, and -maintained their fine average right into the twentieth century. - -For instance, in 1899 Captain Wyrill brought the _Eden Holme_ from -Launceston to the London River in 88 days after experiencing 17 days -of calms and variables to the north of the line. This was her fourth -passage out of six, in which she had come home in less than 90 days -from Tasmania. - -In 1895, the _Myrtle Holme_ went from Beachy Head to Adelaide in 77 -days, and in 1901 went from Dover to Adelaide in 81 days; whilst in -1902 the _Eden Holme_ went from the Start to Launceston in 83 days. - -The _Eden Holme_, _Brier Holme_ and _Castle Holme_ were all transferred -to the Tasmanian trade from that of Adelaide on the death of Mr. Walker -and the dispersal of his fleet. - -The _Eden Holme_ was wrecked on Hebe Reef in 1907. The _Myrtle Holme_ -was sold to Arendal, Norway, and renamed _Glimt_, a few years before -the war. She was torpedoed in the North Sea in 1915. - -[Illustration: “BRIERHOLME.” - -_Photo by De Maus, Port Chalmers._] - -The _Brier Holme_ came to a tragic end in 1904. She sailed from London -for Hobart in September of that year, commanded by Captain Rich, an -experienced and skilful seaman who was making his last voyage. She -was three months overdue and much anxiety was being felt, when some -fishermen landed on a bleak and unfrequented part of the West Coast of -Tasmania. They found some jetsam on the shore in the shape of packages -of cargo, marked and numbered so that they could be identified. -Footprints and the remains of a rude hut also pointed to a wreck on -the coast; a close search was made but no signs of the wreck or of -life could be found. The fishermen then took the packages back to -Hobart and they proved to be part of the cargo of the _Brier Holme_. -Thereupon the Government sent out a steamer with a search party. The -remains of the wreck were found under water, but though the bush was -scoured, fires lighted and guns fired to attract attention, no survivor -was discovered, and the search party returned to Hobart. Some weeks -later the fishermen who had found the packages landed again on the -coast and found a man, who proved to be the sole survivor out of the -_Brier Holme’s_ crew. He had been wandering about in the bush trying -to find his way to the nearest habitation, first loading himself with -provisions washed up from the wreck, he had tried to construct a raft -across a river but without success, and he was continually compelled -to return to the shore and replenish his stores. He reported that the -_Brier Holme_ arrived off the S.W. Cape of Tasmania at night during -thick stormy weather and was hove to to wait for daylight. But being to -the north of the Fairway having overrun her distance, she crashed on to -the rocks and soon went to pieces. - -The _Castle Holme_ is now owned in Frederickstadt, Norway, and sails -under the name of _Estar_. - - -Iron Barques of Walker and Trinder, Anderson. - -Hine Bros. were not the only owners of iron clipper barques in the -Australian trade. Mr. T. B. Walker had four very well-known ships—the -barques _Westbury_, _Decapolis_ and _Lanoma_ and the ship _Barossa_; -whilst Trinder, Anderson & Co. had the _Barunga_, _Oriana_, _Mineru_, -_Morialta_ and _Kooringa_. - -Of the above, Walker’s _Lanoma_ was probably the fastest. She has been -credited with a run from Tasmania to the Horn in 21 days, another of -21 days from the Horn to the line, and again a third of 21 days from -the line to soundings, which if they had all been on the same passage -would have given her the record from Tasmania home. The _Westbury_ and -_Decapolis_ were both good for an outward passage round about 80 days. - -A year or two ago a correspondent in the “Nautical” claimed that the -_Decapolis_ went out to Launceston in 56 days on her maiden trip, at -the same time he claimed a 57-day trip to Melbourne for my old ship the -_Commonwealth_. He had, of course, got his dates wrong somewhere, as -the _Decapolis_ ran regularly to Brisbane until that trade was captured -by steamers, she was then diverted to Launceston. - -After the death of Mr. Walker, _Decapolis_ was sold to the Italians and -renamed _Nostra Madre_. Her name is on the Sailing Ship Roll of Honour, -as she was torpedoed in the Mediterranean during the war. - -_Barossa_, a fine little full-rigged ship, ran for many years as a -passenger ship to Adelaide. She eventually turned turtle in dock and -was sold to be broken up. - - -The Loss of “Lanoma.” - -_Lanoma_ was lost in March, 1888, on what promised to be her best -passage home. She was coming up Channel, only 76 days out, in thick, -blowing south-westerly weather, under a very experienced commander, -Captain G. Whittingham. - -_Berean_ was also coming up Channel, it was the time when she had the -narrow squeak of piling up on the Wight owing to the wrong notice about -St. Catherine’s light. - -In the case of _Lanoma_, Captain Whittingham had had no observations -for several days, and so an extra smart look-out was being kept. Just -before midnight it must have cleared a bit for the land suddenly loomed -up close to on the starboard bow. The helm was at once put down and the -ship brought to the wind, and Captain Whittingham tried to stay her. -Unfortunately she missed stays and fell off again, there was no time -to wear her, and she stranded broadside on to Chesil Beach, inside the -Bill of Portland. - -Like many another catastrophe of the same sort, the ship and her crew -were hurtled from fancied security to destruction in a few minutes of -time. And even so, the crew would probably have all been saved, if she -had not fallen over to seaward, so that she at once began to break up -in the heavy surf. The rocket apparatus was manned from the shore, but -it was only in time to save a few, and Captain Whittingham and 11 of -his crew were drowned. - -Trinder, Anderson’s ships were all well known in the London River at -one time, specially the little _Mineru_, a 478-ton barque, built by -Stephen, of Glasgow, in 1866. Fremantle, the Ashburton River and Sharks -Bay were her wool ports. - -_Morialta_ was an iron ship of 1267 tons, built in 1866 by Royden, -of Liverpool, for Beazley, her first name being _British Consul_. -_Barunga_ was the old _Apelles_ built in 1863, whilst _Kooringa_, -a 1175-ton barque, built at South Shields in 1874, had been the -_Ravenstondale_. - -Messrs. Trinder, Anderson bought several other well-known ships in -their time, notably the _Kingdom of Saxony_, a 538-ton wooden barque, -ex-_Deerhound_. Anderson’s _Darra_, and Thompson’s _Ascalon_ also ended -their days under the Red Ensign with Trinder, Anderson. - -It is a curious coincidence, but in looking through the list of -their ships I cannot find two by the same builder, though I find the -following all represented: Dudgeon, of London; Moore, of Sunderland; -Denton & Gray, of Hartlepool; Scott, of Greenock; Hall, of Aberdeen; -Stephen, of Glasgow; Royden, of Liverpool; Hood, of Aberdeen; Softley, -of South Shields; and R. Thompson, Jun., of Sunderland. - -At the beginning of the twentieth century, just before going into -steam, Trinder, Anderson & Co. bought the fine ships _Wasdale_ and -_Hornby Castle_, but the century was not ten years old before steamers -only were flying the blue with yellow cross and black swan, as the -house-flag of the combined firm of Trinder, Anderson and Bethell, Gwyn. - - -Occasional Visitors in Australian Waters. - -Though this part has run to greater length than I had at first -intended, nevertheless I fear that many of my readers will complain -because old favourites have not been mentioned. - -I have tried not to leave out any regular Colonial trader, and space -only admits of the bare mention of many beautiful and fast ships which -occasionally visited Sydney, Melbourne or Adelaide in the course of -their general round. - -Of these perhaps the finest were:—Carmichael’s _Golden Fleece_, one of -the handsomest ships ever launched, with a run from London to Sydney of -72 days to her credit. - -Williamson & Milligan’s _Cedric the Saxon_, whose 72-day run from -Liverpool to Calcutta is the iron ship record. This magnificent clipper -once went from Calcutta to the Adelaide Semaphore in 28 days during the -S.W. monsoon. - -D. Bruce’s Dundee clippers _Maulesden_ and _Duntrune_; the first famous -for her wonderful passage of 69 days from Glasgow to Maryborough, -Queensland, in 1882. - -The beautiful Belfast ship _Star of Italy_, one of Corry’s Irish -“Stars,” which in 1884-5 went out to Sydney in 78 days and came home in -79. - -Beazley’s _British Merchant_, which in 1881 arrived in Melbourne, 78 -days out. - -The _Sierra Blanca_, one of those yacht-like white “Sierras,” which in -1883-4 went out to Sydney in 77 days. - -Carmichael’s _Argus_ and _Argo_, the former with a 76-day run to -Melbourne and the latter with a 78-day run to Sydney. - -Cuthbert’s _Ballochmyle_, Skinner’s _Brodick Castle_, Beazley’s _John -o’ Gaunt_, Patton’s _Hesperides_, Alexander’s _Glengarry_, Bowring’s -_Othello_ and _Desdemona_, and my old ship the _Commonwealth_. - -Then coming to the later days of the four-poster, there were McMillan’s -_Swanhilda_, which in 1894 made the wonderful run of 66 days from -Wallaroo to Queenstown; Mahon’s _Oweenee_, which as late as 1913 made -the run from Dublin to Newcastle, N.S.W., in 73 days; Troop’s _Howard -D. Troop_, which in 1906 brought 3500 tons of wheat from Sydney to -Falmouth in 82 days; that extraordinary four-mast ship, the _Lancing_, -which in 1908 ran from Christiania to Melbourne in 75 days; Mackay’s -_Wendur_, the rival of _Loch Torridon_; the beautiful skysail yarder -_Queen Margaret_; Carmichael’s _Glaucus_; and the _Lord Brassey_, which -went missing on her first voyage, after having made a fine outward -passage of 77 days to Melbourne in 1892. - - - - -Footnote. - - -[C] This passage of _Cutty Sark_ has been wrongly given in my _China -Clippers_. She left London for the second time on 2nd December, not the -12th, as there stated. The mistake was made in the shipping reports of -the day and never corrected, and I have only lately been able to prove -it. - - - - -PART IV.—THE NEW ZEALAND TRADE. - - The age of dear tradition has gone by - And steam has killed romance upon the sea, - The newer age requires the newer men, - And dying hard in corners of the world, - The old hands pass forgotten to their graves. - The old Colonial clipper is no more, - Denied the wool freights homeward, she must seek - For nitre on the South Pacific slope. - She need not go to China ports for tea, - She need not haunt the Hooghly for the jute, - Nor beat the Gulf of Martaban for rice, - Her time has come and she must pass away; - Yet still she holds the passage of the Horn, - And when the waterway of Panama - Makes islands of the two Americas, - She’ll hold the bleak old headland for her own, - And round its pitch she’ll fade away and die.— - JOHN ANDERSON, in _Nautical Magazine_. - - -The “Mayflowers” of New Zealand. - -The _Mayflower_ is a name which every school-child in the United States -is taught to reverence. In this part of _Colonial Clippers_ I shall -deal with the _Mayflowers_ of New Zealand—the beautiful sailing ships -which brought the settlers from the Old Country to the wonderful New -Country. - -The memory of these ships and their swift passages round the Cape and -through the roaring forties is still green in the hearts of many a -man and woman who travelled out to an unknown land with a stout heart -and nothing much else, and is now a prosperous and happy member of a -great nation. Only lately there was a reunion of all those who had -travelled out in one of these ships, that the anniversary of their -great adventure might be suitably kept. The name of this ship has -already been mentioned in these pages. _The Chariot of Fame_; a name of -comfort and good omen it must have been to those who heard the whistle -and scream of the mighty westerlies in her rigging on many a dark and -sobbing night when the heart of the exile is low and the spirit of the -brave pioneer begins to quiver. - -Truly running down the easting in a little 1000-ton clipper with a hard -driving skipper and big fisted, stony-hearted mates was a fine bracer -for the emigrant, who had perhaps never seen salt water up to the date -of sailing and who was bound to a country which could only be wooed and -won by a clear brain, stout heart and strong arm. - -At first the ships in the New Zealand trade were not even 1000 tons in -burthen, being mainly little 400 and 500-ton ships and barques, which -mostly flew the flag of Shaw, Savill & Co. - - -The “Edwin Fox.” - -Of such was the _Edwin Fox_, a country-built Indiaman from Calcutta, -built as far back as 1853, with teak decks, quarter galleries, coir -running gear and all the quaint characteristics of the East. The hull -of this “old timer” is still to be seen, being now used as a landing -stage for the freezing works at Picton. - - -“Wild Duck.” - -Another favourite passenger ship in the early days was the _Wild Duck_, -commanded by Captain Bishop. She was a main skysail yarder with -Cunningham’s patent reef single topsails. Though rather short for her -beam she had fine ends and made very regular passages. - - -Shaw, Savill & Co. - -The well-known firm of Shaw, Savill & Co. started sending ships to -New Zealand about 65 years ago, making 15 sailings a year. At first -the outward passage took four or five months, and it was not until -the sixties that there was any marked improvement in the time between -England and New Zealand, but by the end of the sixties Shaw, Savill -had several fast little iron ships, the best known of which were the -_Crusader_, _Helen Denny_ and _Margaret Galbraith_. - - The following is a rather incomplete list of their earlier ships:— - - 1853 _Edwin Fox_ wood barque 836 tons. - 1856 _Chile_ iron barque 768 „ - 1858 _Dover Castle_ wood barque 1003 „ - 1858 _Adamant_ iron barque 815 „ - 1859 _Bebington_ iron barque 924 „ - 1862 _Bulwark_ wood ship 1332 „ - 1863 _Chaudiere_ wood barque 470 „ - „ _Euterpe_ iron ship 1197 „ - „ _Himalaya_ iron barque 1008 „ - „ _Trevelyan_ iron ship 1042 „ - 1864 _Golden Sea_ wood ship 1418 „ - „ _Soukar_ iron ship 1304 „ - „ _Saint Leonards_ iron ship 1054 „ - „ _Glenlora_ iron barque 764 „ - 1865 _Anazi_ composite barque 468 „ - „ _Crusader_ iron ship 1059 „ - 1866 _Helen Denny_ iron barque 728 „ - 1867 _Forfarshire_ composite ship 1238 „ - 1868 _Margaret Galbraith_ iron ship 841 „ - 1869 _Elizabeth Graham_ composite barque 598 „ - „ _Hudson_ iron barque 705 „ - „ _Langstone_ iron ship 746 „ - 1869 _Pleiades_ iron ship 997 „ - „ _Schiehallion_ iron barque 602 „ - „ _Zealandia_ iron ship 1116 „ - „ _Halcione_ iron ship 843 „ - 1870 _Merope_ iron ship 1054 „ - -Space forbids more than a few odd notes on the best known of these -ships. - - -The “Crusader.” - -The _Crusader_ was a very handsome little ship, as is well shown in -her photograph, and she was considered by many to be the fastest ship -in Shaw, Savill’s fleet. She was built by Connell, of Glasgow, and -launched in March, 1865, her registered measurements being:—Net tonnage -1058; gross tonnage 1058; length 210.7 ft.; breadth 35.1 ft., depth -21.4 ft. - -In 1877, when commanded by Captain Renaut, she ran from Lyttelton, -N.Z., to the Lizard in 69 days, and on her next outward passage in 1878 -she went from London to Port Chalmers in 65 days, a performance which -has never been beaten. She was eventually sold to the Norwegians for -£2950 and was still washing about the seas, rigged as a barque, at the -outbreak of the Great War. - - -“Helen Denny” and “Margaret Galbraith.” - -The little _Helen Denny_ was the last of the fleet to remain under -the British flag. She once ran from the longitude of the Cape to New -Zealand in 23 days, a really remarkable feat for a small iron barque. -She was built by the great Robert Duncan, of Port Glasgow, and was -eventually sold by Shaw, Savill, to Christie, of Lyttelton, N.Z., who -resold her to Captain F. Holm, of Wellington, N.Z.; she ran regularly -in the inter-colonial trade until the end of 1913, being latterly -commanded and owned by Captain S. Holm, a son of Captain F. Holm. She -was finally converted into a coal hulk. - -_Margaret Galbraith_ was another little Duncan beauty, and for many -years a regular passenger ship to Otago. It is surprising to think of -these little ships carrying passengers right up to the eighties. Their -measurements were:— - - _Helen Denny_, 728 tons; 187.5 feet length; 31.2 feet beam; 19.1 feet - depth. - - _Margaret Galbraith_, 841 tons; 198.5 feet length; 32.2 feet beam; - 19.9 feet depth. - -The _Margaret Galbraith_ was sold to the Manica Trading Co., of London. -She left Colonia on 26th March, 1905, for Buenos Ayres with a cargo of -grain and crew of 13 all told; and whilst in charge of a pilot grounded -on Farollon reef, and as she was badly holed her captain abandoned her. - - -End of Some of Shaw, Savill’s Earlier Ships. - -_Zealandia_ was a Connell built ship. After being sold to the Swedes, -she was resold to the Russians, and her name changed to _Kaleva_. She -was stranded in March, 1911, but refloated and again sold to Charles -Brister & Son, of Halifax, Nova Scotia. - -_Pleiades_ was built by McMillan, of Dumbarton. As late as 1893 she -made a good run from New Zealand to the Lizard. She was wrecked at -Akiteo, when bound round in ballast from Napier to Dunedin to load wool -home. - -The _Halcione_ was specially built for the New Zealand trade with ⅞ -iron plates backed with 3 feet of cement, her saloon was insulated with -charcoal, and she had 200 tons of cement stiffening. She was built by -Steele, of Greenock, and was lost in 1895 in Fitzroy Bay near Pincarrow -Heads, outside Wellington. - -The _Euterpe_ was sold to the Chileans, and for some years was to be -seen in the South Pacific rigged as a barque. Then the Alaska Packers -bought her and renamed her _Star of India_. I believe she is still -afloat. - -The _Himalaya_ was also sold to the Alaska Packers Co., and renamed -_Star of Peru_. - -The _Soukar_ was sold to the Spaniards and registered at Barcelona -under the name of _Humberto_. She has been broken up. - -The _Glenlora_ went to the Scandinavians and was still afloat at the -outbreak of the Great War. The _Hudson_ is also a Scandinavian barque -at the present time. - -The _Merope_ was burnt whilst homeward bound, being off the Plate at -the time. Another well-known early Shaw, Savill emigrant ship to be -burnt at sea was the _Caribou_, of 1160 tons; she was a wood ship -and her cargo of coal caught fire in the year 1869. The Shaw, Savill -ships were rather unlucky with fires and collisions, their worst -disaster being, of course, the loss of the _Cospatrick_, Dunbar’s old -frigate-built ship, which they bought in 1873 for £10,000. The tragedy -happened on her second voyage under Shaw, Savill’s house-flag. - - -The Loss of the “Cospatrick.” - -The _Cospatrick_ sailed from London for Auckland on the 11th September, -1874, with general cargo, 429 passengers and a crew of 44 men under -Captain Elmslie. - -Tuesday, 17th November, found the ship to the south’ard of the Cape, -the wind being very light from the nor’west. And here is the tragedy -as it was given by Henry Macdonald, the second mate, one of the three -survivors. He stated that after keeping the first watch, he had not -been long below when he was aroused by the cry of “Fire!” Without -stopping to dress, he rushed on deck and found that dense clouds of -smoke were pouring up from the fore peak, a fire having broken out in -the bosun’s locker, which was full of oakum, rope, varnish and paint. - -The first thing to do was to get the ship’s head before the wind, at -the same time the fire engine was rigged, and soon the fore part of the -ship was being deluged with water. But somehow or other the ship was -allowed to come head to wind, which drove the smoke aft in suffocating -clouds. From this moment all discipline seems to have been lost; flames -began to burst forth in the ’tween decks and out through every scuttle -and air vent, and they were soon roaring up the tarred shrouds, so that -within an hour and a half of the discovery of the fire the flames had -got such a hold that the ship was doomed. - -The emigrants now took panic, and, shouting and screaming, made a -rush for the boats. The starboard quarter boat was lowered down, but -immediately she touched the water such a crowd of demented emigrants -swarmed down the ship’s side into her that she was capsized. Whilst the -longboat was being swung out of her chocks, her bow caught fire, and in -the end only the port and starboard lifeboats got safely away from the -ship’s side, the one with 42 and the other with 39 people. - -[Illustration: “CRUSADER.”] - -[Illustration: “COSPATRICK.” - -_Photo by De Maus._] - -The two boats stayed by the ship until the afternoon of the 19th, when -she sank beneath the waves, a blackened, charred and smoking hull. One -can scarcely imagine the horror of the scene during this weary waiting -for the end of the ship. The people in the boats watched the main and -mizen mast fall, and heard shrieks from the crowded after part of the -ship, as many luckless wretches were crushed in their fall. Then -the stern with its old Blackwall quarter galleries was blown out by -the flames and smoke. Lastly the captain was seen to throw his wife -overboard and spring after her himself. - -But the tragedy was far from finished with the sinking of the ship. -Owing to the panic and confusion the 81 survivors in the boats had -only their night clothes and were without food or water, mast or sail, -and the starboard lifeboat of which the second mate took command had -only one oar. The rest of the horrible story is best told in Henry -Macdonald’s own words, and the following is his statement, given at the -inquiry afterwards:— - - The two boats kept company the 20th and 21st, when it commenced to - blow, and we got separated during the night. I whistled and shouted, - but when daylight came we could see nothing of the other boat. - Thirst began to tell severely on all of us. A man named Bentley fell - overboard while steering the boat and was drowned. Three men became - mad that day and died. We then threw the bodies overboard. On the - 23rd, the wind was blowing hard and a high sea running. We were - continually bailing the water out. We rigged a sea anchor and rode - to it; but it was only made fast to the end of the boat’s painter, - and we lost it. Four men died, and we were so hungry and thirsty that - we drank the blood and ate the livers of two of them. We lost our - only oar then. On the 24th, there was a strong gale, and we rigged - another sea anchor, making it fast with anything we could get. There - were six more deaths that day. She shipped water till she was nearly - full. On the 25th there was a light breeze and it was awful hot. We - were reduced that day to eight, and three of them out of their minds. - We all felt very bad that day. Early on the morning of the 26th, not - being daylight, a boat passed close to us running. We hailed but got - no answer. She was not more than 50 yards off. She was a foreigner. - I think she must have heard us. One more died that day. We kept on - sucking the blood of those who died. The 27th was squally all round, - but we never caught a drop of water, although we tried to do it. Two - more died that day. We threw one overboard, but were too weak to lift - the other. - - There were then five left—two able seamen, one ordinary, myself and - one passenger. The passenger was out of his mind. All had drunk sea - water. We were all dozing, when the madman bit my foot, and I woke - up. We then saw a ship bearing down upon us. She proved to be the - _British Sceptre_, from Calcutta to Dundee. We were taken on board - and treated very kindly. I got very bad on board of her. I was very - nigh at death’s door. We were not recovered when we got to St. Helena. - -So ends the second mate’s statement. The passenger and ordinary seaman -both died a day or two after they were rescued, thus, out of 473 souls -on the _Cospatrick_, only three men were saved, the second mate and the -two able seamen. - - -The Loss of the “Avalanche.” - -The _Avalanche_ was another Shaw, Savill ship which took down all -but three of its company. She was outward bound to Wellington with -60 passengers, under Captain Williams, in September, 1877. At 8.45 -p.m. when off Portland, she was on the port tack, the wind blowing -strong from the S.W., when a red light was sighted on the starboard -bow. The officer of the watch gave the order “hard up” and “brail -in the spanker,” but the other ship, which was evidently running up -Channel, came straight on, and as the _Avalanche_ fell off struck her -right amidships on the port side. Three of the crew of the _Avalanche_ -managed to clamber aboard the other ship, which was the _Forest -of Windsor_, Nova Scotia, and these three, the third mate named -Sherrington and two A.B.’s, were the only ones saved. The _Forest_ also -sank, but managed to launch four boats in safety. These were picked up -by fishermen the following morning and landed at Portland. - -[Illustration: “WILD DEER.” - -_Photo by De Maus, Port Chalmers._] - -[Illustration: “WILD DEER.” - -_Lent by Captain T. S. Angus._] - - -Patrick Henderson’s Albion Shipping Company. - -The chief rival of the Shaw, Savill before the advent of the New -Zealand Shipping Company was Patrick Henderson, who owned the Albion -Shipping Company. But in the early days he was also in the China -and Rangoon trades. His first ships in the New Zealand emigrant trade -were fine, comfortable wooden vessels without any special turn of -speed, such as the _Agnes Muir_, _Pladda_, _Lady Douglass_, _Jane -Henderson_, _Vicksburgh_ and _Helenslee_. But he had some very fast -wood and composite clippers, which during the sixties were mostly in -the Shanghai trade, and later took their turn at carrying emigrants to -New Zealand. - - -The “Wild Deer.” - -The fastest of these China ships was the _Wild Deer_. She was launched -from Connell’s yard in December, 1863, being his thirteenth ship; and -was composite built with iron topsides, teak planking to turn of bilge -and elm bottom. She had a beautiful figure-head of the goddess “Diana,” -and was altogether a fine example of an out and out tea clipper. - -Her measurements taken from Lloyd’s Register were as follows:— - - Tonnage net 1016 tons. - Tonnage under deck 955 „ - Length 211 feet. - Breadth 33.2 „ - Depth 20.7 „ - -Her poop was 42 feet long, and her foc’s’le-head 31 feet. She came out -in 1863 with Cunningham’s patent single topsails, but owing to her -dismasting was one of the earliest ships to send aloft double topsail -yards. - -The following are the original spar measurements of her mainmast:— - - Mainmast—deck to truck 130.6 feet. - Lower mast—deck to cap 64 „ - Doubling 13.6 „ - Topmast 46 „ - Doubling 8 „ - Topgallant mast 25 „ - Royal mast 17 „ - Mainyard 75 „ - Topsail yard 61 „ - Topgallant yard 46 „ - Royal yard 34 „ - -_Wild Deer_ was taken from the stocks by Captain George Cobb, a -well-known racing skipper in the China tea trade who had previously -commanded the _Robin Hood_. Her complement consisted of 3 mates, 3 -apprentices, carpenter, sailmaker and bosun, 16 A.B.’s and 3 ordinary -seamen, it being intended to ship 4 more A.B.’s in China in the event -of her getting into the race home with the cracks. - -On her maiden passage she lost her foremast in the North Atlantic, -owing to the want of angle irons, as _Titania_ did a few years later, -and this lost _Wild Deer_ her chance of loading the first teas of the -season. She had to put into Lisbon to refit, and came out of the Tagus -with a very mixed sail plan; on the foremast she had an old-fashioned -single topsail with three rows of reef points, on the main double -topsails and on the mizen her original Cunningham’s patent single -topsail. - -Her first two tea passages from Shanghai were good average runs, but -nothing remarkable, her best work being 72 days from Anjer in 1865. - -In 1866 she left London on 16th April and arrived at Shanghai on 29th -July, 104 days out. Again she did not succeed in getting away with the -first ships, but leaving Shanghai on 10th September she made Portland -on Christmas Day. A fine S.S.W. breeze was blowing and _Wild Deer_ was -romping along under all plain sail and starboard fore topmast stunsail, -when the American schooner yacht, _Henrietta_, the winner of the first -ocean yacht race, hauled out from the land and, closing on the clipper, -hoisted her colours and asked her name. The late Gordon Bennett, her -owner, was on board the yacht, and evidently wished to try her paces -against the tea ship, as the _Henrietta_ held on in company with _Wild -Deer_ for an hour or two, then bore away for the Needles. - -On this passage whilst crossing the Indian Ocean in the S.E. trades, -_Wild Deer_ made three consecutive 24-hour runs of 312, 312 and 327 -miles. - -On the outward passage in 1867, Captain Cobb had to be landed ill at -Anjer and died shortly afterwards. His place was taken by a Hollander -skipper. The Dutchman took _Wild Deer_ on to Shanghai and loaded tea, -then leaving Shanghai in August he took the Eastern Passage, but when -he had cleared Dampier Straits took it into his head to alter his -course for Anjer. This absolutely spoilt _Wild Deer’s_ chance of a -quick passage, as she had to thread her way up the Java Sea through a -succession of light airs and calms, and actually took 84 days to Anjer. - -This was a great pity for she made a splendid run home from the Straits -of Sunda, arriving in the Thames in January, only 68 days from Anjer, -but 152 from Shanghai. - -In 1868 her wings were cut, 3 feet being taken off her lower masts. - -She was then handed over to a Captain Smith; unfortunately Smith was -a regular old woman, but she was fortunate in getting Duncan as mate. -This man had served in _Ariel_ and _Titania_ as chief officer, and was -one of the best mates in the China trade, being specially noted for his -skilful handling of sails in bad weather. - -_Wild Deer_ got away from London at the end of March, and left -Shanghai with a tea cargo towards the end of July, a week behind one -of Skinner’s beautiful little ships, the _Douglas Castle_. In spite of -Duncan’s remonstrances, Captain Smith, who was frightened of the Caspar -Straits, determined to go east about; but the _Wild Deer_ had so good a -start south through the Formosa Channel that old Smith plucked up his -courage and held on for Gaspar. - -The very first day after he had changed his mind, _Wild Deer_ ran into -the S.W. monsoon and had to be braced sharp up. The following morning -about daybreak a ship crossed her bows on the other tack. This proved -to be the _Douglas Castle_, and the two ships were in company all the -way to Gaspar, except whilst passing Tamberlan Islands, which _Wild -Deer_ went east of, and the _Douglas_ west. - -The ships were evidently very well matched in light winds, but the -_Wild Deer_ was handicapped by the want of courage in her skipper. The -night before the Straits were made it was clear moonlight, the sea dead -smooth and there was a nice little breeze blowing; both ships were -close-hauled on the port tack, with _Wild Deer_ about a quarter of a -mile to windward, neither ship gaining an inch. - -Then at the change of the watch at midnight, old Smith backed his -mainyard, clewed up his light sails and waited for morning, but young -Captain McRitchie of the _Douglas Castle_, a far smarter man and the -real sort of skipper for a tea clipper, held on, with the result -that when the _Wild Deer_ filled away again at daylight the _Douglas -Castle_ had a lead of several miles. Soon after sun up another ship -was observed getting under weigh close to Billiton, where she had -evidently anchored for the night; this proved to be the _Peter Denny_ -from Foochow—another of Patrick Henderson’s ships. All three ships now -had a fine trial of strength in the beat through Gaspar Straits. In -this windward work the _Peter Denny_ showed up best, being by far the -quickest ship at going about, but she was commanded by a very smart -sailorman, Captain George Adams, who had everything arranged for quick -working, whilst old Smith was specially slow at getting the _Wild -Deer_ round—he was generally late with his commands and always hauled -his mainsail up, though Captain Cobb always used to work his mainsail -in tacking. - -At 10 a.m. the _Douglas Castle_ kept away for the Macclesfield Channel, -and about noon _Wild Deer_ made for Clements Channel, whilst the _Peter -Denny_ held on for the Stolze; this would save her tacking again once -she was clear of the Straits, as the S.E. monsoon was blowing steadily -in the Java Sea. Thus the ships were parted for a time. That night was -another clear moonlight night with a nice little breeze. During the -first watch the Brothers were sighted on the _Wild Deer_, and Duncan -reported them to Captain Smith, who was lying asleep on the skylight. -Smith, however, had none of the alertness of a crack China trader and -went off into a heavy sleep again, then during the middle watch he woke -up like a bear with a sore head and asked the big Highland second mate -if he had seen the Brothers yet. Of course the second mate said he had -not seen them, as they had been passed whilst his watch was below. At -this old Smith got in a panic; the mainyard was backed, the courses -hauled up and the royal yards lowered down. On coming on deck at 4 a.m. -Duncan found to his amazement that the ship was hove to, and to his -disgust that one of the others had passed her during the night whilst -she lay with her head under her wing. On finding out the reason from -the second mate, he roused out the “Old Man” and reminded him that he -had reported the Brothers during the first watch. And you may be sure -that it was “jump and go” for the crew until the _Wild Deer_ was off -again. - -The wind fell light as the ship approached Sunda Straits, and as _Wild -Deer_ crawled towards Anjer the other two ships were sighted ahead, -almost becalmed. - -_Wild Deer_ managed to avoid the calm patch by going to the norrard of -Thwarttheway Island and Krakatoa, and thus stole a march on her rivals; -however, they finally came out of the Straits, neck and neck. Just -before dark the S.E. trade came away. _Wild Deer_ was still leading, -but the _Douglas Castle_ was so close astern that each crew could hear -the other singing out as they trimmed sail for the run across the -trades. - -The next morning found _Wild Deer_ still in the lead with the other -two ships one on each quarter, and the following day the three ships -separated until they were off the Cape. Then, on a day of baffling and -squally winds the _Wild Deer_ and _Douglas Castle_ passed each other -on opposite tacks, the _Douglas_ signalling that she had spoken the -_Denny_ that morning. - -The _Wild Deer_ found a head wind in the mouth of the Channel, but -eventually after two days’ beating a fine slashing breeze came out -of the south-west. At Dungeness the pilot had no news of the other -two ships; but just as the _Wild Deer_ was making fast to her buoy at -Gravesend the _Douglas Castle_ came up, and, as she passed, hailed to -say that the _Peter Denny_ was close astern. - -Unfortunately for _Wild Deer_ she remained under the command of Captain -Smith for several more voyages, during which she was not allowed to -show her paces and usually arrived home in such a condition that -Captain Sellers, the ship’s-husband (a good old name for the present -day shore superintendent) used to declare that she was a disgrace to -the Albion fleet. - -However, on Captain Smith’s death Captain Cowan had her for two -voyages, carrying emigrants to New Zealand; on Cowan leaving her to -take the _Wellington_ from the stocks, Captain Kilgour, who had been -mate in her, was given command, and in 1881-2 she came home from Otago -in 82 days, arriving on 30th January. - -Then Captain Kerr had her; this man had been carpenter of the _Peter -Denny_ years before, and mate of the _Christian McCausland_, one of -Henderson’s first iron ships. He was a very steady man, but no sailor. - -On 12th January, 1883, when outward bound with emigrants, he piled the -poor old _Wild Deer_ up on North Rock, Cloghy, County Down, and she -became a total loss. - - -Duncan’s Method of Taking in Sail. - -It may be of interest, perhaps, to describe the method used by Duncan, -the crack racing mate of _Ariel_, _Titania_, and _Wild Deer_, when -taking in sail. For a topgallant sail he sent as many men as were -available to the lee buntline and leachline; one hand, generally an -apprentice, stood by the clewline, and another attended to the weather -brace. Duncan himself would ease away a few feet of the halliards, -then sing out:—“Let go your lee sheet!” Away would fly the sheet, -followed by Duncan letting go the halliards; the hands on the buntline -and leachline hauling away for all they were worth, the yard would run -down and round itself in so that the boy on the weather brace only had -to take in the slack. With smart hands on bunt and leachlines, the -lee side of the sail would be spilt and up on the yard before it was -well down and the apprentice on the clewline had only to get in the -slack and make it fast. The lee side of the sail being well up, there -was no trouble with the weather side. A hand in the top was almost -unnecessary as the lee sheet needed no lighting up—it did that itself -quick enough. The success of this method, of course, depended on the -smartness of the hands on the bunt and leachline, but there were not -many indifferent sailormen in a tea clipper’s foc’s’le. - -In taking in a course Duncan used to man the lee bunt and leachlines -well, with two hands only on the clew garnet; on the sheet being eased -away bunt and leachlines were hauled smartly in, the sail was at once -spilt and hauled up to the yard without a flap, the slack of the clew -garnet being rounded up; then there was no trouble with the weather -side. - -This is also the method advocated by Captain Basil Hall in his -_Fragments of Voyages_. Everything depended, of course, on having the -necessary beef on the bunt and leachlines. - - -“Peter Denny.” - -The _Peter Denny_ was built by Duthie, of Aberdeen, of teak and -greenheart with iron knees in the ’tween decks, and measured 998 tons. - -She was not a very fast ship, her best run in the westerlies being 285 -miles, but she was a very handy-easy working ship and, still better, a -very comfortable happy ship. She was also well run and beautifully kept -under Captain Adams. - - -The Albion Shipping Company, 1869 Ships. - -In 1869 Duncan, of Glasgow, built the two fine little composite ships, -_James Nicol Fleming_ (afterwards renamed the _Napier_) and the -_Otago_, for Patrick Henderson. They were sister ships of 993 tons -register. Their top strake and bulwarks were of iron, but their bottoms -were of wood with pure copper sheathing. - -The _Otago_, by the way, must not be confused with a little iron barque -of 346 tons, which was owned in Adelaide and at one time commanded by -Joseph Conrad. - -Patrick Henderson’s _Otago_ was eventually sold to the Portuguese and -renamed _Ermilla_. She was torpedoed and sunk by the Germans early in -the war. - -It was in 1869 that Patrick Henderson made his first venture in iron -ships, Scott, of Greenock, building him the two sister ships _Jessie -Readman_ and _Christian McCausland_, of 962 tons register. These were -fine handy little ships, good for 11 knots on a taut bowline, and -equally good off the wind. They made very good outward passages with -their ’tween decks full of emigrants, and loaded wool home. In those -early days all the New Zealand wool was pressed on board before being -stowed; this was generally done by a temporary crew of beachcombers, as -it was the regular thing for a crew to run on arrival in the Colonies, -however comfortable the ship was. The crew picked up for the run home -was usually a fine one, of real sailormen, who had tired of the land -after a short spell of working ashore. - - -The “Christian McCausland” Loses her Wheel. - -In 1873, on the run to the Horn, when homeward bound loaded deep -with wool and tallow (it was just before the days of Plimsoll) the -_Christian McCausland_ had her wheel washed away, and the incident, as -showing what a beautiful steering ship she was, is worth recording. - -Being very deep, she was making a wet passage of it running before -the high westerly seas, and taking a good deal of heavy water aboard, -especially in the waist. About eight days after leaving port she was -running before a fresh gale on the starboard quarter, under reefed -foresail, reefed upper topsails, and fore topmast staysail, the only -sail set on the mizen being the lower topsail. - -Soon after the change of the watch at 4 a.m., two heavy seas broke over -the poop in quick succession, and washed away the wheel, which with the -helmsman clinging to it was only brought up by the rail at the break of -the poop. - -The mate, whose watch it was, ran forward, singing out for all hands, -and as he went, let go the topsail halliards. The ship, however, made -no attempt to broach to, and ran along as steadily as if someone was at -the helm. - -As soon as possible the relieving tackles were rigged, and it was found -that with five men on each tackle the ship could be steered without any -difficulty. So the topsails were hoisted again and away she went. - -The gear connecting the wheel to the rudder head was the usual right -and left handed screws, which were luckily undamaged. These no doubt -acted as a brake on the spindle and had a good deal to do with stopping -the ship from coming up in the wind when the wheel went. The wheel and -helmsman were found at the break of the poop, the man unhurt, but the -wheel with every spoke broken through close to the nave as if cut by a -saw. - -During the morning watch the weather moderated and the carpenter was -able to unship the nave of the wheel, and it was found that one of -the main winch handles fitted the spindle as if made for it. This was -put on the spindle, and the ship was actually steered by turning the -winch handle, the helmsman facing the ship’s side and looking over his -shoulder at the compass. Later on, the captain improved this curious -method of steering, by lashing a small handspike to the vertical arm -of the winch handle, which gave the helmsman much more command and -also allowed him to stand upright. And in three days the carpenter -fitted the rim of the wheel and nave with a new set of stout elm -spokes, and made such a good job of it that it was not found necessary -to replace them on arrival in London. The rest of the passage was -uneventful, the Horn was rounded in fine weather, and the _Christian -McCausland_ finally brought up at Gravesend close astern of the Russian -royal yacht, which had just brought over the Czar Alexander on a visit -to England. - -[Illustration: “CHRISTIAN McCAUSLAND.” - - _Photo by De Maus, Port Chalmers._] - -[Illustration: “PIAKO.”] - -After having four ships on the stocks in 1869, Patrick Henderson -remained content with his fleet until 1874. His ships were always -painted black with gold stripe and gingerbread work, whilst Shaw, -Savill’s were painted green. When the two firms amalgamated in 1882, -all their ships came out with painted ports and lead colour under the -ports. - - -The Origin of the Albion House-flag. - -The Albion house-flag, a French flag with a small Union Jack in the -centre, is supposed to have originated during the Crimean War. It is -said that one of their early vessels carried both French and British -troops at the same time, and for this reason flew a Union Jack and a -French tricolour side by side on separate flagstaffs on the stern—this -being later improved upon by the well-known Henderson house-flag. - - -The New Zealand Shipping Company. - -During the early years of the Colony Shaw, Savill and P. Henderson had -practically all the carrying trade in their hands. Occasionally an -outsider took a load of emigrants out to New Zealand, such as the White -Star liner _Chariot of Fame_, but the big Liverpool emigrant ships were -really too big for the small volume of trade at that time. However, -as both emigration to and trade with New Zealand increased, it was -felt that the service of ships could well be improved, and at last in -1873, with this object in view, a number of merchants and run holders -in the Colony decided to go in for shipowning and managing, and formed -themselves into a company under the style of the New Zealand Shipping -Company. - -Full of enthusiasm, push and go, the promoters of the N.Z.S. Co. were -determined from the first to have a line worthy to class with the -Blackwall frigates of Green & Wigram. They had, of course, a great -deal to learn, and mistakes were made but never repeated; and so great -was their energy that in the first three years of their existence -they chartered and despatched no less than 150 ships, carrying 28,675 -passengers to the Colony. And before the company was ten years old -it owned 16 up-to-date iron clippers, most of which had been built -specially for them. - -From the start the N.Z.S. Co. proceeded on generous lines, their ships -being always well found, well manned and most liberally kept up. Their -officers, also, considered themselves the aristocrats of the trade -and rather looked down on the more economical Shaw, Savill and Albion -clippers, whom they nicknamed the “Starvation Stars,” in allusion to -the stars in their house-flag, which by the way is the proper New -Zealand flag which Queen Victoria presented to the Maoris. - -The ships built for the N.Z.S. Co. were none of them specially fast; -they aimed chiefly at safety and comfort for their passengers. - -All these ships were built of iron, the finest and fastest of the fleet -being the beautiful little _Turakina_, which originally belonged to -George Smith of the well-known City Line, being then called the _City_ -_of Perth_, I shall deal with her in more detail presently. - - - LIST OF THE NEW ZEALAND SHIPPING COMPANY’S SAILING FLEET. - +-----+--------------------+----+------+-------+-----+-------------+ - |Date | Ship |Tons|Length|Breadth|Depth| Builders | - |Built| | | Feet | Feet |Feet | | - +-----+--------------------+----+------+-------+-----+-------------+ - |1855 |_Pareora_ | 879| 203·3| 32·8 | 20·9|At | - | |(ex-_White Eagle_) | | | | | Glasgow | - |1863 |_Waitara_ | 833| 182·4| 31·4 | 20·9|Reid, | - | | | | | | | Glasgow | - | „ |_Rangitiki_ |1188| 210·0| 35·0 | 22·7|Samuelson, | - | |(ex-_Cimitar_) | | | | | Hull | - |1868 |_Turakina_ |1189| 232·5| 35·4 | 22·2|Connell, | - | |(ex-_City of Perth_)| | | | | Glasgow | - | „ |_Waimea_ | 848| 194·3| 31·7 | 19·0|Goddefrog, | - | |(ex-_Dorette_) | | | | | Hamburg | - | „ |_Mataura_ | 853| 199·4| 33·3 | 20·3|Aitken, | - | |(ex-_Dunfillan_) | | | | | Glasgow | - |1873 |_Rakaia_ |1022| 210·2| 34·0 | 19·2|Blumer, | - | | | | | | | Sunderland | - |1874 |_Waikato_ |1021| 210·5| 34·1 | 19·2|Blumer, | - | | | | | | | Sunderland | - | „ |_Waimate_ |1124| 219·7| 35·1 | 20·7|Blumer, | - | |(ex-_Hindostan_) | | | | | Sunderland | - | „ |_Waitangi_ |1128| 222·0| 35·1 | 20·8|Blumer, | - | | | | | | | Sunderland | - |1875 |_Hurunui_ |1012| 204·1| 34·2 | 20·0|Palmers Co.,| - | | | | | | | Newcastle | - | „ |_Orari_ |1011| 204·1| 34·2 | 20·0|Palmers Co.,| - | | | | | | | Newcastle | - | „ |_Otaki_ |1014| 204·1| 34·2 | 20·0|Palmers Co.,| - | | | | | | | Newcastle | - | „ |_Waipa_ |1017| 204·1| 34·2 | 20·0|Palmers Co.,| - | | | | | | | Newcastle | - | „ |_Wairoa_ |1015| 204·1| 32·2 | 20·0|Palmers Co.,| - | | | | | | | Newcastle | - |1876 |_Opawa_ |1076| 215·2| 34·0 | 20·4|Stephen, | - | | | | | | | Glasgow | - | „ |_Piako_ |1075| 215·3| 34·0 | 20·5|Stephen, | - | | | | | | | Glasgow | - |1877 |_Wanganui_ |1077| 215·3| 34·0 | 20·4|Stephen, | - | | | | | | | Glasgow | - +-----+--------------------+----+------+-------+-----+-------------+ - -The _Pareora_ was broken up in 1889. - -The _Waitara_ came to her end by colliding with the _Hurunui_ in the -English Channel on 22nd June, 1883. - -The _Rangitiki_ was sold to the Norwegians and renamed _Dalston_. She -was resold in 1909 for £1500 and went to New Caledonia as a hulk. - -The _Waimea_ was sold to the Norwegians and wrecked on the South -African Coast in 1902. - -The _Mataura_ brought the first cargo of frozen meat from New Zealand, -arriving on 26th September, 1882, being fitted with Haslam’s patent dry -air refrigerator. She was then rigged as a barque. She was eventually -sold to the Norwegians and renamed _Alida_. On 24th August, 1900, she -was dismasted in the Pacific and abandoned. - -The _Raikaia_ also went to the Norwegians and was renamed _Marie_. She -was again sold, to Boston shipowners, for 4850 dollars, and is once -more sailing the seas under her old name. - -The _Waikato_ was sold to the Germans and her name changed to _J. C. -Pfluger_. They sold her in 1900 to Californian owners, who sailed her -out of Frisco rigged as a barquentine. She is now a hulk disguised -under the name of _Coronado_. - -The _Waimate_, from noon on 26th November to noon 27th November, in -1881, covered 354 miles in the 23½-hour day running the easting down -in lat. 47° S. In the p.m. the sea was smooth and the wind gradually -freshening, Captain Mosey who was making his first voyage in the ship, -hung on to his main royal until the first watch, the wind being on the -port quarter. By daybreak the wind was dead aft with bright sunshine -and a clear sky, but with a very big sea running. - -Her best week’s run was from the 27th November to 3rd December, being -1807 miles. - -_Waimate_ was a skysail yarder, and with the wind abaft the beam could -be made to travel, but she was nothing extraordinary with the yards on -the backstays. - -She was once in company with Shaw, Savill’s _Marlborough_ off the -Snares. With the wind free she had the best of it, but as soon as they -hauled up to stand along the New Zealand Coast the _Marlborough_ passed -her without any trouble. - -Two years later _Waimate_, with Captain Mosey still in command, -ran from Lyttelton to the Scillies in 71 days. She was sold by the -N.Z.S. Co. to the Russians and renamed _Valkyrian_. She went missing in -1899. - -_Waitangi_ is still afloat flying Norwegian colours under the name of -_Agda_. - -_Hurunui_ is also, I believe, still afloat under the Russian flag, her -name being _Hermes_. - -_Orari_ was sold to the Italians in 1906 and converted into a hulk in -1909. - - -“Otaki’s” Record Passage Home. - -_Otaki_ is famous for her wonderful run home in 1877. She left Port -Chalmers with Captain J. F. Millman in command at 4 p.m. on 11th March; -was becalmed for four days off the New Zealand Coast; was then 22 days -to the Horn; reached the Lizard 63 days out from her departure, and -docked in London 69 days out. During this passage she only had eight -hours of head winds. _Otaki_ was nothing special in the way of sailing -and never made more than 10 knots, so her passage must really be put -down to amazing good luck. She was bought by the Germans and renamed -_Dr. Siegert_, being wrecked in 1896. - -_Waipa_ went to the Norwegians in her old age, and I believe she is -still afloat under the name of _Munter_. - -_Wairoa_ was bought by the Russians and renamed _Winnipeg_. She went -missing in 1907 whilst bound from Pensacola to Buenos Ayres. - -_Opawa_ and _Piako_ were two beautiful little ships. In 1877 _Opawa_ -went from the London Docks to New Zealand and home again with wool -in 6 months 9 days. And in 1893 she made the passage New Zealand to -Liverpool in 83 days. She was still afloat in quite recent years under -the name of _Aquila_ and Norwegian colours. The sister ship _Piako_ -went missing in 1900 on a passage from Melbourne to the Cape, being -then German owned. - -The _Wanganui_, last ship built for the firm, was still afloat when the -war started as the Norwegian barque _Blenheim_. - - -“Turakina” ex-“City of Perth.” - -I have left the _Turakina_ to the last, as she deserves a longer -notice, being one of the most beautiful little iron ships that ever -left the ways. She was built of extra thick plates and launched in May, -1868, for Smith’s famous City Line to Calcutta. - -The following interesting account of her in her early days appeared in -the _Nautical Magazine_ in 1917:— - - I sailed in this vessel when she was three years old, under Captain - Beckett, a native of Saltcoats, Firth of Clyde. Captain Beckett would - have no foreigners or negroes sail with him, either as officers or - sailors, and he was one of the most upright and good-living men I - ever sailed under, and I went to sea first in 1858. His policy was - the same for the men as for the cabin, with plenty of good food, no - allowance, sufficient without waste, and plenty of work to keep the - scurvy out of the bones, as the sailors said. - - We left the Clyde at latter end of September, 1871, with a general - cargo for Calcutta. We soon got out of the St. George’s Channel, and - got all the studding sail gear rigged ready for the first favourable - wind, and that occurred in lat. 43° N., long. 14° 15′ W. We then set - topgallant, royal, topmast, and square lower stunsails, watersails, - ringtail and ringtail watersail, Jamie Green and save-alls every - place where a sail could be set; wind N.W. but gradually increasing - to a gale. - - However we kept everything on her. On the second day after everything - had been set, about 11 a.m., we sighted a ship ahead of us; by 2 p.m. - we were up alongside of her. She was a New York full-rigged ship from - the Tyne for California. - - The American captain asked us where we were bound from and where - bound to. The whole of his crew came and looked at us, and her master - cried to our captain that we were the prettiest sight he had ever - seen. Our ship was going fully 17 knots when we passed her, and in - three hours we had left her completely out of sight. - - I have been in many ships in my time, but never one to equal her for - speed. She was built by Connell, on the Clyde, and she was certainly - that firm’s masterpiece. She was iron, and one of the most beautiful - models you could look at in the water. The _Thermopylae_ was the - largest of the China clippers. She was 948 tons, but the _City_ was - 1189 tons. She was a far more powerful ship. I have been in many - cracks, but I never saw anything that could look at her in a strong - breeze, and as for running in a heavy gale she would run before the - heaviest gale that ever blew. - -[Illustration: “TURAKINA” _ex_ “CITY OF PERTH.” - - _Photo by De Maus, Port Chalmers._] - -[Illustration: “OTAKI” becalmed. - - _Lent by F. G. Layton._] - -And he goes on to give the following week’s work from the N.E. trades -to Sandy Hook. - - Left Calcutta, 16th January, 1872, for New York. Arrived at New York - on 5th April, 1872. Below are the position and runs in nautical miles. - - 29th March, 1872, position at noon, lat. 28° 01′ N., long. 30° 00′ W. - - 30th March, 1872, position at noon, lat. 30° 40′ N., long. 35° 56′ W. - distance 298. - - 31st March, 1872, position at noon, lat. 32° 14′ N., long. 41° 44′ W. - distance 300. - - 1st April, 1872, position at noon, lat. 33° 55′ N., long. 48° 35′ W. - distance 363. - - 2nd April, 1872, position at noon, lat. 35° 30′ N., long. 55° 39′ W. - distance 350. - - 3rd April, 1872, position at noon, lat. 36° 51′ N., long. 62° 36′ W. - distance 350. - - 4th April, 1872, position at noon, lat. 38° 40′ N., long. 69° 10′ W. - distance 345. - - 5th April, 1872, position at noon, lat. 40° 29′ N., long. 73° 58′ W. - distance 342. - - Time 170 hours. Nautical miles 2348. - -I do not agree with all his distances, but anyhow it is a wonderful -week’s work and probably the quickest run into New York from 28° N., -30° W., ever made by a sailing ship. - -During the seventies Messrs. George Smith & Sons generally sent one -or two of their fastest ships out to Australia for a wool cargo home; -and in 1873, 1874 and 1875 _City of Perth_ went out to Melbourne and -loaded wool home. Her outward passages ran to over 80 days, but in 1874 -Captain Beckett made the fine run of 81 days to the Thames. - -Owing to the exporters of wool insisting that her bottom was foul, she -was docked, with her cargo on board, in the Alfred Graving Dock the -day before she sailed. Her bottom was found to be clean, but Captain -Beckett took the opportunity to give her a coat of tallow, and leaving -on the following day, 15th November, he caught the February wool -sales without any difficulty and eased the minds of the anxious wool -exporters. It was his last passage in her, however, for in 1875 Captain -Warden took her out to Melbourne in 88 days from the Lizard, but he ran -his easting down in 38° S. and did not give her a chance. Again she -loaded wool and this time was given a coating of Peacock & Buchan’s -patent before sailing. - -After this she went back to the Calcutta trade until 1881, when she -left London under Captain McDonald for Canterbury, N.Z., and went on to -Timaru and loaded wheat. She completed her loading, and on 13th May, -1882, was lying at anchor in the inner anchorage close to the _Ben -Venue_, when it came on to blow with a big sea making. - -8.30 a.m. on the 14th found the _Ben Venue_ with two anchors and the -_City of Perth_ with three, riding out a furious gale. But the outlook -was very bad especially for the little _Ben Venue_ which had a heavy -list to starboard, being almost on her beam ends. Four hours later one -of Ben Venue’s cables parted and she began to drag, and about 1 o’clock -stranded in Caroline Bay. - -About the same time _City of Perth_ was also seen to be dragging her -anchors and soon afterwards drifted ashore to the north of _Ben Venue_, -but further seaward. - -Captain McDonald tried to send a boat ashore, but she capsized and -the ship’s second mate and carpenter were both drowned and the mate -had his leg broken. Meanwhile great rescue efforts were made from the -shore, the lifeboat was launched, but she also capsized and six of her -crew were drowned, including the harbour-master of Timaru. The gale -had moderated sufficiently by the 19th to attempt towing the _City -of Perth_ off, but without success. Her partner in misfortune, the -beautiful little _Ben Venue_, had by this time become a total wreck, -and the only gear salved, including some of her spars, was sold for -£150. - -After the failure to get the _City of Perth_ afloat her cargo was -got out of her, and with an empty hold she was at last towed off -successfully. She was then surveyed and sold, her hull and gear only -fetching £900. She was next towed round to Port Chalmers and docked -there on 1st July, when it was found that the rudder was carried -away, with about 20 feet of the keelson and keel, besides five bottom -plates very much damaged. It speaks well for the ship, considering the -pounding she must have undergone, that the damage was not worse. Again -she was sold privately for £500, I am not certain whether the N.Z.S. Co. -bought her on this occasion or after her arrival in London after being -patched up. If they did, they got a wonderful bargain, though they -might have had a still better, for whilst she was lying stranded she -was offered for sale by auction and only a few pounds bid for her. - -After being repaired and refitted, she was sent to Invercargill to load -for London; and she left Invercargill on 13th April, 1883, in charge of -Captain McFarlane, arriving safely in the Thames on 8th July after a -good passage of 86 days. - -Here she had a thorough refit, and finally left London on 24th October, -1883, under a new captain, with the name of _Turakina_ on her stern -and flying the N.Z.S. Co. house-flag. She arrived at Auckland on 19th -January, 1884, 86 days out. - -During the next few years we find her in charge of a Captain Power, who -was evidently not a sail carrier, for she did nothing remarkable whilst -he had her. - -In 1885, on her passage home from Otago, she survived another bad -dusting. She left Port Chalmers on 9th March, had strong S.W. gales -and heavy weather to the Horn, which was rounded at 6 a.m. on the 5th -April, 27 days out. On 11th April, when in 44° 46′ S., 40° W., she ran -into a perfect hurricane, the squalls being at their worst between -noon and 5 p.m. At 2 p.m. the lower main topsail blew away, at 2.30 -the foresail was whipped out of her and at 3 the lee quarter boat was -washed away. All this time the ship was swept fore and aft by the -terrific sea running, and at 5 p.m. the weight of water on her main -deck burst the lee topgallant bulwarks. Luckily the wind then began -to veer to the S.W. and the squalls began to take off and come up at -longer intervals. - -The equator was crossed on 3rd May, 28 days from the Horn. She had -light trades followed by moderate southerly winds to the Western Isles, -then light southerly and easterly winds, with thick fog to the Wight, -where she picked up her tug, arriving in the Thames on 11th June, 94 -days out. - -Like most of the New Zealand clippers _Turakina_ was fitted with -refrigerating machinery in the late eighties, and it was as a frozen -meat ship under Captain Hamon that she made her name as a passage maker -in the New Zealand trade. - -In 1892 she left Gisborne and arrived home on 31st May, 78 days out. - -In 1893 she left Timaru for Liverpool on 2nd February, but carried away -her mainyard on the first night out and had to put back to Lyttelton to -repair damages. This spoilt her passage. - -In 1894 she signalled off the Lizard on 27th May, only 69 days out from -Wellington, and docked in the London River, 71 days out. - -In 1895 she made the Wight on 1st July, 73 days out from Port Chalmers. - -On her previous outward passage she had distinguished herself by -sailing past the company’s steamer _Ruapehu_. The following account of -this incident was given me by one of the officers of the steamship:— - - On the 14th February, 1895, in lat. 46° 15′ S., long. 68° 16′ E., - the N.Z.S. Co.’s mail steamer _Ruapehu_ was running her easting down - under whole topsails and courses, the weather dirty and a strong wind - from the norrard, force 7 Beaufort scale. At 9 a.m. a sailing ship - was reported astern, topgallant sails up. Shortly after she sheeted - home her royals. Orders were given on the _Ruapehu_ to the engineer - to drive the ship and topgallant sails were set, the patent log - showing a good 14. - - At noon exactly the N.Z.S. Co.’s sailing ship _Turakina_ passed - along our lee side. She was then carrying all square sail except - mizen royal and topgallant sail (probably griping a good deal). She - was right alongside and you could distinguish the features of the - officers, and see the seas breaking over her—I have a very good - photo. She then hauled her wind and crossed our bow, at the same time - shortening sail to topsails, reef in mainsail and furled crossjack; - even then she held her own with us during a long summer evening - light, till 9.30 there she was just ahead on the port bow. - - Next day at noon we had run 315 miles. At midnight the wind came aft - and she was therefore not in sight from masthead at daylight. It was - a wonderful performance and made a man feel glad to be alive to see - it. - -And the _Turakina_ held her own for 14 days. She covered the 5000 miles -between the meridians of the Cape and the Leeuwin, in 16 days, her best -runs being 328, 316 and 308. - -I am glad to say that the gallant little ship is still afloat under the -name of _Elida_, owned in Tordesstrand. - -In 1912 she was in Rio at the same time as the Portuguese _Ferreira_ -ex-_Cutty Sark_. I wonder how many of the shipping people there -realized that two of the fastest and most beautiful sailing ships ever -built were lying at anchor in their wonderful harbour. - -Before leaving the _Turakina_, I must not omit to give her official -measurements from Lloyd’s Register:— - - Tonnage (net) 1189 tons - Tonnage (gross) 1247 „ - Tonnage (under deck) 1160 „ - Length 232.5 feet - Breadth 35.4 „ - Depth 22.2 „ - Depth moulded 23.5 „ - Freeboard amidships (summer) 4.5½ „ - Raised quarterdeck 32 „ - - -Robert Duncan’s Six Beautiful Sister Ships. - -In 1874 Patrick Henderson launched out by ordering six iron passenger -clippers from Robert Duncan and two from Scott, of Greenock, and of the -big fleet of splendid iron ships built in the seventies there were few -more perfect specimens of the shipbuilders’ art than these eight ships. -The following are the measurements of the Duncan ships:— - - +--------------+----------+-------+------+----+-----+------+--------+ - | | Date | | | | |Length| Length | - | Ship | Launched |Tonnage|Length|Beam|Depth| of | of | - | | | | | | | Poop |Foc’s’le| - +--------------+----------+-------+------+----+-----+------+--------+ - |_Dunedin_ |March 1874| 1250 | 241 |36.1|20.9 | 70 | 35 | - |_Canterbury_ |May 1874| 1245 | 239.7|36 |20.8 | 70 | 35 | - |_Invercargill_|June 1874| 1246 | 239.7|36 |20.7 | 70 | 35 | - |_Auckland_ |July 1874| 1245 | 239.8|36 |20.7 | 70 | 35 | - |_Nelson_ |Aug. 1874| 1247 | 239.3|36 |20.7 | 70 | 35 | - |_Wellington_ |Sept. 1874| 1247 | 239.8|36 |20.7 | 70 | 35 | - +--------------+----------+-------+------+----+-----+------+--------+ - -[Illustration: “AKAROA.”] - -[Illustration: “INVERCARGILL,” off Tairoa Heads. - - _Lent by F. G. Layton._] - -All these ships, with the exception of _Dunedin_, which went missing -when homeward bound with frozen meat in 1889, were sailing the seas -in the twentieth century, and until Shaw, Savill sold them in 1904-5 -were still making good passages. Even after they had ceased to carry -emigrants, their outward passages were constantly under 80 days; and -the frozen mutton did not affect their homeward runs as much as one -would expect, for I find the _Nelson_ running from Wellington to the -Lizard in 1889-90 in 83 days; the _Auckland_ from Wellington to the -Lizard in 1899 in 84 days; _Invercargill_ from Timaru to the Wight in -1895, in 85 days, and _Wellington_ from Timaru to the Lizard in 1900 in -79 days. - -The _Canterbury_ was credited with a run out of 64 days. She was at -her best off the wind in a strong breeze. She was still afloat at the -outbreak of the war, owned in Tordesstrand, Norway. - -_Invercargill_, under Captain Bowling, had many excellent passages to -her credit. Captain Bowling was a native of Kingstown, in Ireland, -and started his sea life in the China trade. He commanded the -_Invercargill_ for 13 years, at the end of which time he had been 50 -years at sea and 30 years in command of sailing ships. He was one of -Shaw, Savill’s most trusted commanders and was noted for the way in -which he handled his beautiful ship. - -Not many years ago a writer to the “Nautical” described one of Captain -Bowling’s skilful bits of seamanship. He wrote as follows:— - - The _Invercargill_, fully laden from London, arrived off Wellington - Heads one afternoon. A fine southerly breeze was blowing. Very - impatient to get anchored, Captain Bowling decided to sail right - in without the assistance of a tug. But just as he got well up the - entrance, the wind suddenly veered right round to the northward and - blew hard, and as his ship was well up inside Barrett’s Reef by this - time, things began to look rather serious. Notwithstanding his many - difficulties—for the slightest error or hesitation in timing the - order of the different manœuvres meant disaster—old Bowling managed - everything like clockwork, and the _Invercargill_ dropped her anchor - off Kaiwarra, just as darkness fell. - -The _Invercargill’s_ last passage under the British flag in 1904 -was her worst; in it she weathered out the biggest gale of Captain -Bowling’s experience. She sailed from Sydney, N.S.W., on the 27th -August, 1904, loaded with wheat, being bound to Queenstown for orders. -On the 30th September she was caught in a Cape Horn snorter, her -cargo shifted to port, her port bulwarks were carried away and for -some time she lay on her beam ends. At last by hard work the cargo -was man-handled to the windward side, she righted and continued her -passage. But once again she ran into heavy weather, this time in the -Atlantic in 45° N., 20° W., and the morning of the 8th December found -her battling with a heavy gale from N.W., the weather being clear. The -entry in the log at 4 p.m. said:— - - Hard squalls and high confused sea, vessel labouring heavily and - shipping great quantities of water fore and aft. - -At 7 p.m. both wind and sea increased, and a huge mountain of water -broke over the port quarter and swept the decks, the whole length of -her. The cabin skylight was burst in and the water flooded below, -breaking into the saloon and cabins, the sail locker, the lazarette and -even into the ’tween decks; the companion hatch on the poop was carried -away, and along with it went both compasses, stands and binnacles, -side lights and screens, the patent log from the taffrail; in fact, -pretty near everything on the decks except the wheel. Mr. Le Sueur, -the mate, lost no time in getting a sail over the gaping skylight and -all hands were turned to bailing out the water from below, which was -up to one’s waist in the cabin. 8 p.m. found the gale still blowing -with undiminished force, and the ship was rolling heavily as she ran -before it. By midnight the seas were mountainous and the squalls -became fiercer and more frequent. About 4 a.m. a big sea washed out -the carpenter’s quarters, and “Chips,” under the impression that the -ship was sinking by the head, made the best of his way aft. But Captain -Bowling and his officers were all below clearing up the wrecked -cabin, etc. The carpenter, thereupon, informed the man at the wheel of -his fears, with the result that the latter had an attack of nerves, -thought he was running the ship under, and allowed her to come to. As -the ship broached to, the cargo shifted for the second time and the -_Invercargill_ went over on her beam ends. The foresail, fore upper -topsail, jib, fore topmast staysail and main royal all blew adrift out -of the gaskets and were soon in tatters. The lifeboat to leeward was -lifted out of her davits and swept away. Then, whilst the ship lay -down with her lee foreyard arm dipped 6 feet into the broken water to -leeward, the seas worked havoc on the flooded main deck. - -Daylight disclosed the extent of the damage; the galley was gutted, the -carpenter’s shop was bare, all his tools gone and the doors smashed in; -the contents of the bosun’s locker, paint locker, and the mate’s and -second mate’s cabins were washed clean out of them, and gone overboard. -The topgallant bulwarks to leeward were all gone, and the running gear -being dragged backwards and forwards through the swinging ports was -cut to pieces, two of these ports had been torn off their hinges; the -foc’s’le-head and poop ladders were gone and all the poop stanchions; -whilst the racks for handspikes and capstan bars were empty. - -All that day and the next night the _Invercargill_ lay like a log with -her lee rail buried deep and her main deck full of water. At last, -early on 10th December, the wind dropped very light and went into the -S.W. with thick weather. - -Cargo was jettisoned to bring the ship on an even keel, and at last she -was got away on her course. The next difficulty was making a landfall -without a reliable compass, as only an old compass which had not been -adjusted was available, both the steering and standard compasses having -gone overboard. - -In spite of a large allowance made for his defective compass, Captain -Bowling found himself nearly ashore amongst the Scilly Isles. Again his -fine seamanship saved the vessel, and on the 18th December he brought -her safely into Queenstown, 113 days out from Sydney. - -Orders were received here to proceed to Glasgow, but the crew came aft -and refused to proceed in the crippled ship; upon which she was towed -round to the Clyde and was docked in Princes Dock, Govan, on Christmas -Eve. - -After she had been repaired and refitted at a cost of £1000, Shaw, -Savill sold the splendid old ship to the Norwegians, who renamed her -the _Varg_. She sailed for Christiania in 1905, with coal ballast, and -was never seen again after clearing the Tail of the Bank. - -The _Auckland_, after a long and successful career with many fine -passages to her credit, was sold to S. O. Stray, of Norway, in 1904, -but soon disappeared from the Register. - -The _Nelson’s_ finest sailing feat was in 1875, when she ran from Otago -Heads to the Horn in 19 days. She was still afloat in 1914 at the -outbreak of the war, sailing as a barque under the Chilean flag, and -must often have had a chance of trying her sailing powers against the -old tea clipper, _Lothair_, which was also still afloat on the West -Coast of South America. - - -“Wellington” and Captain Cowan. - -I cannot pronounce an opinion as to which was the fastest of these -six beautiful Duncan sisters, but the _Wellington_ probably has the -best average. She was taken from the stocks by Captain D. Cowan, -of Peterhead, and under his able guidance was a most consistent -passage-maker. Captain Cowan, like Captain Bowling, of _Invercargill_, -was a magnificent seaman of the old sailing ship type, the survivors of -which grow fewer, alas, every day. He served his time in the Peterhead -whale fishery. Then about 1862 he joined Patrick Henderson’s as third -officer of the _Pladda_, a slow but comfortable old wooden packet, -which carried 400 emigrants to Port Chalmers. His next vessel was the -_Vicksburgh_. Again after one New Zealand voyage he was transferred, -this time with promotion to mate, to the _Jane Henderson_, in which he -made three voyages to Rangoon, on the last of which, about 1867, he -went in command. His second voyage as a skipper was in the _Helenslee_ -with passengers to Port Chalmers. This ship was sold in New Zealand, -and Captain Cowan travelled home as a passenger. He next had _Margaret -Galbraith_ for two voyages, then the composite clipper _Wild Deer_, -which he left in order to take over the _Wellington_. - -Captain Cowan had the _Wellington_ for 18 years. He told me that the -_Wellington_ was such a fast ship with the wind abaft the beam that he -never remembers her being passed under such conditions, but that she -was nothing out of the way when braced sharp up. This indeed may be -said to have been the general case with Duncan’s ships. From 1877 to -1884 _Wellington_ ran from Glasgow to Otago with first class passengers -and emigrants. Under these favourable conditions her average outward -passage was about 80 days, her four best being 73, 75, 76 and 78 days. - -Soon after the amalgamation with Shaw, Savill, _Wellington_ had -freezing machinery put on board, and henceforth came home with 18,000 -carcases a trip. The _Wellington_ had her freezing machinery on board -for four voyages, after which the mutton was sent on board frozen. - - -“Wellington” Collides with an Iceberg. - -Early in the nineties she nearly finished her career by colliding -with an iceberg to the eastward of the Falkland Islands. Her bows -were stove in, two men being killed in the foc’s’le by the deck being -driven down on top of them, broken down by a mass of ice falling -aboard. The bowsprit and jibboom were, of course, carried away, and -also the fore topmast; only the collision bulkhead saved the ship from -sinking. Captain Cowan shored up his bulkhead and squared away for Rio -de Janeiro. He was a month getting there and repairs were hardly under -weigh before the Civil War broke out, and all work was stopped for six -months. - -Meanwhile in order to keep the mutton frozen, the engine had to be kept -going at full speed night and day; owing to the heat not even a rest -for an hour to overhaul it could be thought of, and it says a good deal -for Captain Cowan and his engineer that they managed to keep the engine -running without a breakdown for so many months. - -Orders came out from home that the mutton was to be sold; whereupon -Captain Cowan rashly sold some of it to the rebels—the Government at -once issued a warrant for his arrest—and he had to be smuggled aboard -the New Zealand Shipping Co.’s steamer _Norangi_, the mate being left -in charge. After this very trying experience Captain Cowan, feeling -that he needed a rest, retired from the sea. - -[Illustration: “TIMARU.” - - _Photo by De Maus, Port Chalmers._] - -[Illustration: “WELLINGTON.” - -At Picton, Queen Charlotte Sound. - - _Lent by F. G. Layton._] - -In 1904 the _Wellington_ was sold to S. O. Stray, of Norway, for -£3150. In December, 1906, she was abandoned on her beam ends and -foundered when bound from a Gulf port to Rosario. - - -“Oamaru” and “Timaru.” - -Not content with Duncan’s six beautiful ships, Patrick Henderson -ordered two from Scott, of Greenock, in 1874. These were the _Oamaru_ -and _Timaru_, which measured 1306 tons, 239.1 feet length, 36.1 feet -beam, 21 feet depth. - -The _Oamaru_ was launched in October and the _Timaru_ in December. -These fine little ships were well worthy of ranking with Duncan’s -beauties. - -The _Timaru_ especially, under Captain Taylor, made some fine passages, -when she was carrying emigrants. - -In March, 1879, she reported off the Scillies, only 68 days out from -New Zealand. On the following outward passage, she went out to Port -Chalmers in 78 days. Whilst running her easting down she averaged 270 -miles a day for 17 days. She had 499 souls on board this passage. - -Captain Taylor was rather fond of sending bottles adrift, a common -practice in the old days, and he was lucky enough to have two picked up -in five years. One which he threw over in 12° N. in the Atlantic was -picked up in the Gulf of Guinea, and the other, thrown over just east -of the Cape meridian, was washed up on the beach in Western Australia. - -These little New Zealand emigrant clippers, like the larger and earlier -Australian clippers, constantly carried very rich cargoes of bullion. -On one occasion the _Timaru_ had £57,000 in bar gold on board. - -_Oamaru_ was finally sold to Norway and renamed _Fox_. She was broken -up in 1912. - -_Timaru_ was sold in South Africa as a cold storage ship during the -Boer War, and is now, I believe, a freezing hulk at Durban. - - -“Marlborough,” “Hermione” and “Pleione.” - -In 1876 three very fine little ships were built for Shaw, Savill; these -were:— - - _Marlborough_, 1124 tons, 228 feet length, 36 feet beam, 21 feet - depth, launched in June from Duncan’s yard. - - _Pleione_, 1092 tons, 209.7 feet, length, 34.6 feet beam, 20.3 feet - depth, launched in September by Stephen, of Glasgow. - - _Hermione_, 1120 tons, 219.4 feet length, 35 feet beam, 21 feet - depth, launched in October by Hall, of Aberdeen. - -The longest of the three was also the fastest, as is the general rule -where beam and depth are about the same. - -_Marlborough_ was certainly a very fast ship and in 1880, under Captain -Anderson, ran from Lyttelton to the Lizard in 71 days. - -In 1889 she sailed from New Zealand homeward bound with frozen mutton -about six weeks behind the _Dunedin_, and a great stir was raised in -New Zealand when neither ship reached her destination. No trace of them -was ever found, though the _Wellington_ which sailed in between the two -arrived safely. - -_Pleione_, like so many ships in the New Zealand trade was eventually -sold to the Scandinavians, whilst _Hermione_ was bought by the Italians -and renamed _Mantova_. She was broken up at Genoa in 1913. - - -“Taranaki,” “Lyttelton,” and “Westland.” - -These three were the last sailing ships built for the Shaw, Savill -& Albion Companies. _Taranaki_ was James Galbraith’s last ship and -_Westland_ Patrick Henderson’s. - -[Illustration: “WESTLAND.”] - -[Illustration: “TARANAKI.” - - _Lent by Captain T. S. Angus._] - -All three were built by Duncan and were very fast ships, and -continued making fine passages right into the twentieth century. They -were over 100 tons smaller than Duncan’s 1874 ships, their measurements -being:— - - _Taranaki_, 1126 tons, 228.2 feet length, 35.2 feet beam, 20.9 feet - depth. - - _Lyttelton_, 1111 tons, 223.8 feet length, 35.0 feet beam, 21.0 feet - depth. - - _Westland_, 1116 tons, 222.8 feet length, 35.1 feet beam, 21 feet - depth. - -Of the three, _Westland_ was the fastest; in fact, many people -considered her to be the fastest of the Shaw, Savill & Albion fleet. -One of her best performances was a run of 72 days from Bluff Harbour to -the Lizard, where she reported on 31st March, 1895. - -_Taranaki_ was sold to the Italians, when Shaw, Savill parted with -their sailers, and, owned in Genoa, was still afloat when the Great War -burst on Europe. The _Lyttelton_ struck on an uncharted rock outside -Timaru, when leaving homeward bound. _Westland_ went to the Norwegians, -she put into Moss, leaking, and was condemned there. - - -“Lutterworth” and “Lady Jocelyn.” - -Besides the ships specially built for them, Shaw, Savill occasionally -bought a ship; of these probably the best known were the _Lutterworth_ -and _Lady Jocelyn_. - -The _Lutterworth_ was a fast little iron barque of 883 tons, built by -Denton, of Hartlepool, in 1868. Shaw, Savill & Co. sold her eventually -to Turnbull & Co., of Lyttelton, N.Z. Whilst on a passage from Timaru -to Kaipara in ballast, she was dismasted and abandoned in Cook Straits. -She was, however, picked up as a derelict and towed into Wellington, -where she was converted into a coal hulk. - -The _Lady Jocelyn_ was one of those early auxiliary steamers, which -always seem to have had long and adventurous careers. She was -originally the _Brazil_, owned by the General Screw Steamship Company, -and was built as far back as 1852 by Mare, of London, her measurements -being—2138 tons; 254 feet length, 39 feet beam, 24.9 feet depth. Of -iron construction, she had a spar deck above her two decks, and no -expense was spared in her construction. - -As an auxiliary steamer, like most of her kind, she proved to be -a money-eater, and when after a few years the company went into -liquidation she was bought by Shaw, Savill and put into their emigrant -trade as a sailing ship. Then as passengers began to desert the clipper -for steam, freezing machinery was put aboard her. Finally Shaw, Savill -laid her up in the West India Docks, and used her as a frozen meat -store ship, for which owing to her size and the freezing machinery -aboard she was well adapted. - -Years passed and still she remained the most familiar object in the -West India Dock, right up to the present date, during which time she -has served a variety of purposes, such as store ship for the Shipping -Federation and a home for strike breakers. - - -Outsiders in the New Zealand Trade. - -Though the New Zealand trade was held pretty tightly in the hands -of Shaw, Savill, the Albion Shipping Company and the New Zealand -Shipping Company, many a distinguished ship paid an occasional visit to -Maoriland, notably the beautiful tea clipper _Sir Lancelot_ in 1879; -the majestic Blackwall frigate _The Tweed_ in 1874, when she went out -to Otago in 78 days; _The Tweed’s_ great rival _Thomas Stephens_, -which took passengers to Otago in 1879; _Miltiades_, which in 1889-90 -came home from Lyttelton in 78 days and the following season came home -from Wellington in 82 days; and _Thessalus_, which in 1900 ran from -Lyttelton to the Lizards in 87 days, beating the famous coolie ship -_Sheila_ by a week. _Loch Awe’s_ record passage to Auckland I have -already mentioned in these pages, also _Sam Mendel’s_ 68 days to Port -Chalmers. Some years later, in an attempt to beat this performance and -incidentally a fast little City liner, _Sam Mendel_ was dismasted and -came into port without her foremast, bowsprit and jibbooms, which had -all gone by the board. - -[Illustration: “BEN VENUE.”] - -[Illustration: “LADY JOCELYN.”] - -The Pretty Little “Ben Venue.” - -A regular trader to New Zealand in the seventies was Watson’s pretty -little _Ben Venue_, an iron main skysail-yarder of 999 tons, launched -by Barclay, Curle in 1867. Under Captain McGowan, she made the very -fine average of 77 days for her outward passages, her best homeward -being 72 days to the Lizards from Lyttelton in 1879. I have already -described her loss in May, 1882. - - -“Hinemoa.” - -The distinction of being the only sailing ship specially built for the -New Zealand frozen meat trade belongs to the splendid steel four-mast -barque, _Hinemoa_, built by Russell, of Greenock, in 1890. She measured -2283 tons, 278.1 feet length, 41.9 feet breadth, 24.2 feet depth. Like -many of Russell’s carriers she possessed a very fair turn of speed, -especially off the wind, and has the following fine passages to her -credit. - - 1894 Downs to Melbourne 77 days - 1901 Newcastle, N.S.W., to Frisco 60 „ - 1902 Frisco to Old Head of Kinsale 101 „ - -_Hinemoa_ was built at a time when “sail” was making a final effort -to hold its markets against the steam tramp. That effort was a truly -gallant one, and but for the fact that the windjammer possesses a -charm and fascination totally lacking in steam, and has ever been -enthroned in the hearts of all lovers of the sea, masts and yards would -not have lasted longer in the Mercantile Marine than they did in the -Royal Navy. - -That there were still sailing ships used commercially in 1914 goes to -prove that the most stony-hearted, matter-of-fact business man was -ready to sacrifice his pocket for a sentiment, a sentiment indeed which -many may find hard to define, yet which has forged the links in the -chain of nations which represent the present British Empire. - -To sail and the sail-trained seaman more than to any other cause -do we owe our nation’s greatness. By sail were our homesteads kept -safe from the enemy; by sail were our new coasts charted; sail took -the adventurous pioneers to the new land, and sail brought home the -products of these new lands to the Old Country and made her the Market -of the World. - -This book is an attempt to preserve in written form what the fading -memory is fast forgetting—the Glorious History of the Sailing Ship. - - As o’er the moon, fast fly the amber veils, - For one dear hour let’s fling the knots behind, - And hear again, thro’ cordage and thro’ sails, - The vigour of the voices of the wind. - - They’re gone, the Clyde-built darlings, like a dream, - Regrets are vain, and sighs shall not avail, - Yet, mid the clatter and the rush of steam, - How strangely memory veers again to sail! - - - - -APPENDIX - - - - -APPENDIX A. - -_Extracts from “Lightning Gazette,” 1855-1857._ - - -SECOND VOYAGE.—LIVERPOOL TO MELBOURNE. - - =Saturday, 6th January, 1855.=—At 8 a.m. the anchor was weighed and - the _Lightning_ with two steamers ahead proceeded down the Mersey. - The morning was cold with a small drizzling rain, the wind being - contrary. The steam tender, on leaving with passengers for the shore, - came in contact with our main brace and carried away her funnel. The - start was anything but a cheerful one; nevertheless, with the aid of - two powerful tugs, we progressed at the rate of 7 to 8 knots and at 6 - p.m. passed the Skerries Lighthouse. - - =Sunday, 7th January.=—During the night we were nearly run into by a - large American clipper, the _Dreadnought_, of New York; she being on - the port tack, it was her duty to give way, but true to her name or - with the independence of her nation, she held her course disdaining - to turn aside; our captain with praiseworthy prudence put his ship - about and thus avoided a collision. - - =Monday, 8th January.=—Lat. 52° 14′ N., long. 6° 12′ W. Wind S.W. The - night being very dark, we came in contact with a ship on the opposite - tack. We saw and hailed, but the stranger evidently did not keep a - good look-out and came straight upon us, striking our ship on the - starboard bow. All was hubbub and confusion in a moment. The ships - were speedily parted and fortunately without doing any damage to us - worth mentioning. The stranger did not escape so well, having her - jibboom carried away and her bowsprit sprung, as appeared to us in - the dark. - - =12th January.=—Lat. 46° 55′ N., long. 10° 41′ W. Wind S.E. Distance - 269 miles. About 8 p.m. an alarm of fire was given and great - excitement prevailed throughout the ship. This danger was caused by - a drunken woman in the second cabin, who set fire to her bonnet; it - was soon extinguished and the woman put in irons and confined in the - “black hole” for the night as a warning. - - =13th January.=—Lat. 42° 58′ N., long. 14° 24′ W. Wind S.E. - Distance 286 miles. It is a week to-day since we left Liverpool and - considering that we had two days of contrary winds, two days of calms - we have made a very favourable run from the land. - - =15th January.=—Lat. 39° 42′ N., long. 19° 25′ W. Wind S.S.E. - Distance 202 miles. Ship going 13 knots close-hauled; in the morning - we passed a ship outward bound with topgallant sails in, while we - were carrying three royals and main skysail. - - _20th January._—Lat. 30° 37′ N., long. 19° 24′ W. Wind variable. - Distance 130 miles. At 10 a.m. we sighted a steamer on weather bow, - homeward bound. In a moment the tables were covered with writing - desks. At 11 o’clock we neared her and found she was the General - Screw Co.’s Steamship _Calcutta_ from Australia bound to Southampton, - 69 days out from Melbourne. We sent a boat to her with a bag of - letters. - - =21st January.=—Lat. 29° 51′ N., long. 19° 56′ W. Wind S.S.W. At 5 - p.m. passed a large ship of war with two tiers of guns supposed to - be H.M.S. _Monarch_, bound for the Pacific with Admiral Bruce, to - replace the unfortunate Admiral Price, who shot himself before the - attack on Petropaulovski. - - =24th January.=—Lat. 24° 24′ N., long. 19° 37′ W. Took the N.E. - trades, very light. - - =26th January.=—Lat. 22° 07′ N., long. 20° 45′ W. Wind N.E., ship - running 7 knots with smooth sea. A swing was put up on the poop - to-day for the amusement of the ladies. - - =31st January.=—Lat. 8° 48′ N., long 22° 7′ W. Wind N.N.E. Distance - 130 miles. At 8 p.m. the ship was thrown into instant confusion by - the cry of “man overboard.” The ship was quickly rounded to, the two - quarter boats lowered away and after 10 minutes of intense anxiety a - hearty cheer announced that they had found him. The man, who was a - second intermediate passenger, could not swim but was kept up by a - life-buoy. - - =1st February.=—Lat. 5° 45′ N., long. 21° 50′ W. Wind N.E. Distance - 180 miles. Ship running 12 knots before a fresh gale with light sails - in. At noon the ship was again thrown into a state of alarm by the - cry of “man overboard.” A sailor named John Benson, a Swede, had - fallen from the jibboom. Lifebuoys were thrown to him and the two - boats quickly lowered, but the wind blew strong, the sea ran high - with rain and mist so that it was impossible to see any distance and - after pulling for nearly an hour they returned with the sad report - that they could see nothing of him. - - =3rd February.=—Crossed the equator at 10 p.m. in 23° 9′ W., 28 days - out from Liverpool and 23 from Land’s End. Took the S.E. trade and - lost the favourable north wind this morning. - - =9th February.=—Lat. 18° 15′ S., long. 34° 46′ W. Wind S.E. Distance - 308 miles. This is the best day’s work since we left; indeed it is - the only chance our noble ship has had of displaying her sailing - qualities. - - 14 knots upon a bowline with the yards braced sharp up is certainly - wonderful work and scarcely to be believed if it were not - satisfactorily proved by the observation of the sun at noon, from - which it appears we have sailed 308 miles in last 24 hours with a - current against us, which is always supposed on this coast to run - about a knot an hour with the wind, making an average of 13 knots an - hour, and while going at this extraordinary rate she is as dry as - possible, seldom shipping a spoonful of water. During the greater - part of yesterday the carpenter was employed on a stage below the - fore chains, where he worked as easily as if it had been calm. - - =14th February.=—Lat. 31° 47′ S., long. 34° 54′ W. Wind N.E. Distance - 93 miles. Began to run down our easting on a composite circle. - - =19th February.=—Lat. 41° 41′ S., long. 18° 45′ W. Wind N.W. Distance - 310 miles. Ship running 13 and occasionally 15 knots. - - =20th February.=—Lat. 41° 5′ S., long. 16° 34′ W. Distance 155 - miles. At midnight the wind suddenly flew round from N.E. to S.W. - and blew a heavy gale. The change was so sudden that we were obliged - to run before the wind for six hours to get the sails in, which was - not done without some danger. After taking a reef in the fore and - mizen topsails we hauled up again to E.S.E. The ship went very easy - under the reduced sail and as dry as possible, though there was a - heavy cross sea running. 10 a.m., more moderate, set mainsail and - topgallant sails. Noon going 15 knots with royals set, yards slightly - checked, going by the wind. - - =21st February.=—Lat. 42° 34′ S., long. 9° 10′ W. Wind South. - Distance 342 miles. Ship going 15 and occasionally 16 knots with - main skysail and fore topmast studding sail set, the yards slightly - checked. - - =27th February.=—Lat. 46° 22′ S., long. 26° 15′ E. Wind west. - Distance 390 miles. All night it blew a fresh gale with heavy squalls - and occasional showers of hail and snow, the sea running high, ship - running 16 and occasionally 18 knots. During six hours in the morning - the ship logged 18 knots with royals, main skysail and topgallant - studding sails set, the wind blowing a fresh gale from the westward. - - =28th February.=—Lat. 47° 24′ S., long. 33° 32′ E. Wind N.E. Distance - 308 miles. At 2 o’clock it blew a hard gale with heavy showers - of rain and hail. Obliged to keep the ship before the wind while - shortening sail. By 7 p.m. sail was taken in and ship laid to under - trysail and topmast staysail, to prevent her running too far south - for fear of coming in contact with ice. - - =7th March.=—Lat. 50° S., long. 68° 44′ E. Wind S.W. Distance 280 - miles. 10 a.m., sighted Kerguelen or Desolation Island, passing - between Fortune Island and Round Island, small rocks about 20 miles - off the mainland. 2 o’clock, abreast Cape St. George. - - =8th March.=—Lat. 49° 51′ S., long. 76° 24′ E. Wind N.W. Distance 296 - miles. Ship running with stunsails both sides, high sea. - - =9th March.=—Lat. 49° 50′ S., long. 83° 47′ E. Wind N.W. Distance 284 - miles. - - =10th March.=—Lat. 49° 28′ S., long. 89° 29′ E. Wind N.W. Distance - 221 miles. - - =11th March.=—Lat. 49° 11′ S., long. 94° 44′ E. Wind N.N.E. Distance - 325 miles. Midnight, fresh gale. Ship going 17 knots with single - reefed topsails, foresail, trysail and fore topmast staysail, wind - abeam. - - =12th March.=—Lat. 49° 11′ S., long. 106° 38′ E. Wind north. Distance - 366 miles. Thick weather and small rain. - - =13th March.=—Lat. 48° 27′ S., long. 114° 16′ E. Wind N.E. Distance - 318 miles. - - =19th March.=—Lat. 40° 25′ S., long. 143° 23′ E. Wind E.S.E. Distance - 308 miles. 4 p.m., rounded King’s Island. 8 p.m., sighted Cape Otway - light bearing W. 18 miles. Stood off the land till midnight. - - =20th March.=—During the night strong gale from East. 1 p.m., pilot - came aboard. 1.30 p.m., entered Port Phillip Heads. - - Passage of 73 days—Liverpool to Melbourne. - Passage of 67 days—Land to land. - - The _Lightning_ beat the _Red Jacket_, _Ralph Waller_, _Eagle_, and - _George Waller_, which sailed either previous to her or on the same - date. - -SECOND VOYAGE—MELBOURNE TO LIVERPOOL, 1855. - - =11th April.=—Early this morning the anchor was weighed and we were - taken in tow by two steam tugs. Two guns were fired as a signal - of departure, weather delightful but wind light and right ahead. - When near the Heads spoke _Frederick_, of Liverpool, 95 days out. - In passing she saluted us with two guns, her passengers and crew - cheering, a courtesy which we returned. Calm for two days, ship only - 11 miles off Port Phillip Heads. - - =13th April.=—Passed through Bass Straits, _Gipsy Bride_ and other - vessels in company. - - =17th April.=—Lat. 46° 12′ S., long. 156° 28′ E. _Lightning_ sweeping - along at 17 and sometimes 18 knots. - - =18th April.=—Lat. 49° 5′ S., long, 162° 50′ E. Wind S.W. Distance - 314 miles. Sailing 16 knots an hour, wind steady with heavy cross - sea. All starboard stunsails set. - - =21st April.=—Lat. 54° 21′ S., long. 175° 45′ W. Wind S.S.W. Distance - 327 miles. - - =24th April.=—Lat. 58° S., long. 158° 35′ W. Wind N.N.E. Distance - 285 miles. Sailing 14 knots close-hauled. P.M., heavy head gale, - royals, skysails, jib and spanker in, ship pitching heavily. - - =26th April.=—Lat. 58° 7′ S., long. 150° 49′ W. Calm. Distance 79 - miles. During night heavy snow squalls. - - =1st May.=—Lat. 58° 53′ S., long. 112° 25′ W. Wind E.N.E. Sailing 8 - knots an hour by the wind. Sighted an iceberg 100 ft. high, 8 miles - distant. - - =5th May.=—Lat. 54° 48′ S., long. 100° 44′ W. Wind E.N.E. to E.S.E., - strong gale. Took in foresail and single reefed the topsails. (This - was the only occasion during the passage on which the topsails were - reefed.) - - =8th May.=—Lat. 55° 56′ S., long. 85° 48′ W. Wind north. Distance 294 - miles. Skysails and staysails in and slab-reefed courses. - - =10th May.=—Lat. 58° 12′ S., long. 69° 49′ W. Wind N.N.W. Distance - 316 miles. 10 p.m., Cape Horn north 100 miles. - - =17th May.=—Lat. 44° 37′ S., long. 64° 31′ W. Going at the rate of - 12 to 14 knots and wind right aft which caused the ship to roll very - much. About 3 p.m. a heavy shower of snow was hailed with delight - by the passengers. Our captain transferred his command from the - Black Ball to the White Ball Line and first commenced snow-balling. - Fierce and fast grew the conflict, the ship helping many a valiant - snow-baller to a seat on her slippery decks. At 4 we saw an American - clipper standing eastward under close-reefed topsails. - - =1st June.=—Crossed the equator at midnight in 30° W. Visit of - Neptune in the evening. Neptune made his appearance accompanied by - his wife Amphitrite. Their Majesties were received with the usual - honours, all the company standing up and the band playing “Rule - Britannia.” Neptune was dressed in the uniform of a Line regiment, - sea-green turned up with cerulean blue. His wife’s hair plaited in - the most tasteful manner nearly touched her feet, swabbing the decks - as she walked along. Neptune put the usual questions to our gallant - commander and having received satisfactory replies, his Majesty, - leaning upon his three-pronged toaster, made a circuit of the deck, - while the fair Amphitrite in passing made a most condescending bow - to the Queen of Beauty, who was supported on the arm of Aesculapius, - and at this piece of condescension dropped her large blue eyes and - looked confused. The salt of the briny element seemed to have excited - the thirst of Amphitrite and her attendants, which the Chief Justice - endeavoured to quench by draughts from the cup that cheers but - inebriates. Neptune having taken the pledge when he visited certain - other parts of his dominions would not put the hideous beverage to - his lips. The Gods and Goddesses then delighted the company by their - vocal melodies and finally descended to their chariot, which went off - with fire and smoke. - - =4th June.=—Lat. 6° 30′ N., long. 30° 11′ W. Took the N.E. trades. - - =28th June.=—Four passengers and a number of letters landed off - Kinsale. - - =29th June.=—11 a.m., taken in tow by steam tug _Dreadnought_. - Anchored in Liverpool at 11 p.m. 79 days out. Since passing the Horn - it had been a light weather passage, the moonsail only being lowered - on two occasions and the lower deck ports only shut once. - -THIRD VOYAGE. - - The _Lightning’s_ third voyage was an unfortunate one. On her arrival - home in June, 1855, Messrs. James Baines & Co., whether at Captain - Enright’s suggestion or not, I do not know, had her hollow bow filled - in with deadwood, an action which caused her designer to refer to - them as the “wood-butchers of Liverpool,” though in the light of - modern knowledge in ship designing they were undoubtedly right, as - hollow lines for sailing ships have long been proved a mistake. - - Unfortunately, however, the blocking in of the bows was not strongly - enough done, and one day when she was close-hauled on the starboard - tack in the South Atlantic, this false bow, as it was called, was - washed away, leaving its frame and ribs bare. This, though in no way - affecting the seaworthiness of the _Lightning_, spoilt her sailing, - and what promised to be an excellent passage ran to 81 days. - - In Australia the bow was repaired, but the accident frightened - would-be passengers, as the Government surveyors in Melbourne refused - to give her a certificate and she also lost a lot of freight. - -LIVERPOOL TO MELBOURNE, 1855. - - =Wednesday, 5th September.=—About 3 o’clock this afternoon, amid the - booming of cannon, the sad and solemn strains of the band and the - cheers of the passengers, our gallant ship was taken in tow by the - tug _Rattler_. The commencement of our voyage is marked with a fair - wind, so that the captain is determined to proceed without the aid - of a tug. Accordingly at 7.30 the pilot left us and we bade him a - cheering farewell. In the evening several songs were sung for “Each - sail was set, and each heart was gay.” - - =Thursday, 6th September.=—At 2 a.m. we passed Holyhead, going from 7 - to 7½ knots, and Bardsey at 9. At 3 p.m. we were abreast of Tuskar. - The ship is gliding along under an astonishing cloud of canvas, with - stunsails alow and aloft. In the evening the band played several - tunes; many of the passengers ventured on a polka and other dances - with spirit. - - =Friday, 7th September.=—The light breeze of past two days died - away at 4 this morning, leaving us becalmed. Happily the weather - is delightful with clear sky and brilliant sun. The sea has the - appearance of an immense sheet of glass. All parties are on deck so - that the promenades are inconveniently crowded. - - =Tuesday, 11th September.=—About 11 a.m. we passed on the port side - close to a Neapolitan brig, which put us in mind of Noah’s Ark. She - was going ahead about one knot and drifting two, with a fine breeze - that would have enabled a ship of any other nation to carry all sail, - while these sea-lubbers rolled along under double-reefed topsails and - furled mainsail. Lat. 44° 9′ N., long. 12° 5′ W. Distance run 205 - miles. - - =Thursday, 13th September.=—About 7 this morning we exchanged colours - with a ship steering our course. At 12 she was but a white speck on - the horizon and at 3 she was lost to sight. - - =Thursday, 20th September.=—About 8 a.m. we sighted a vessel right - ahead about 10 miles distant and at 2 p.m. we were almost within - speaking distance. She proved to be the barque _Araquita_, from - England bound to Rio Janeiro. At 6, such was our speed, she was lost - to sight. At 3.30 entered Tropic of Cancer. - - =Monday, 24th September.=—Lat. 14° 10′ N., long. 28° 14′ W. Distance - 78 miles. Early this afternoon we sighted the schooner _Gleam_, - from Accra, on the Guinea Coast, bound to London. At 5 p.m. a boat - was lowered and in command of Mr. Bartlett, the chief officer, - accompanied by a few of the saloon passengers, proceeded to the - _Gleam_, conveying a large number of letters and _Lightning Gazettes_ - for home. A small present of fresh meat and potatoes was also put on - board and gratefully received. On the return of the boat we learned - she was 47 days out and crossed the line 19 days ago. - - =Tuesday, 25th September.=—Lat. 12° 14′ N., long. 28° 1′ W. Distance - 117 miles. In the forenoon we exchanged colours with the brig - _Favorite_, from Buenos Ayres to Liverpool. Shortly afterwards we - passed a Danish brigantine and a Hamburg vessel. - - =Friday, 28th September.=—Lat. 9° 53′ N., long. 28° 5′ W. Distance - 33 miles. At 6 a.m. a boat visited us from the _Evening Star_, of - Portland, from the Chincha Islands bound to Cork for orders. - - =Friday, 5th October.=—Crossed the equator. - - =Monday, 15th October.=—Lat. 24° 7′ S., long. 29° 59′ W. Distance 255 - miles. Ship sweeping along at the rate of 14½ knots. - - =Tuesday, 16th October.=—Lat. 24° 5′ S., long. 25° 50′ W. Distance - 225 miles. About 9 a.m. a considerable portion of the false bow on - the larboard side was suddenly carried away. - - =Sunday, 21st October.=—Lat. 36° 4′ S., long. 24° 52′ W. Distance 238 - miles. At 5 p.m. sighted a large ship on our weather quarter, sailing - under double-reefed topsails, and we apprehend they must have taken - us for the _Flying Dutchman_ seen occasionally in these latitudes, - for notwithstanding the strong breeze we would be observed carrying - our skysails with studding sails ’low and aloft. - - =Monday, 22nd October.=—Lat. 38° 24′ S., long. 19° 21′ W. Distance - 300 miles. - - =Tuesday, 23rd October.=—Lat. 39° 22′ S., long. 12° 32′ W. Distance - 325 miles. At 9 a.m. during a sudden squall, carried away our - starboard fore topmast stunsail boom—a splendid Oregon spar, which - was carried right over the larboard bow. - - =Saturday, 17th November.=—Lat. 48° 00′ S., long. 121° 15′ E. - Distance 324 miles. The wind changed during the night to W.N.W., - still blowing a fresh breeze with every sail set. - - =Sunday, 25th November.=—Sail was shortened at midnight and Bowman - Head Lighthouse sighted at 3 a.m. Shortly afterwards hove to for a - pilot and as his boat came near, at 4.30, every glass in her was - levelled in astonishment at the bare ribs of our false bow. After - getting inside the Heads, we again hove to and landed the Geelong - mail. At 10 a.m. met the _James Baines_ homeward bound and hove to - to communicate with her. Captain McDonald came on board and we had - the pleasure of sending letters and papers home. At 1 p.m. we were - at anchor with sails furled and the Melbourne mail landed. We had - the misfortune to come into port with a broken bow which impeded our - progress not less on the average than 3 knots an hour for upwards of - 9000 miles. On the last voyage we were going 17 knots, on the present - with the same wind only 14—owing to the accident. - -THIRD VOYAGE—MELBOURNE TO LIVERPOOL. - - =Friday, 28th December.=—At 8 a.m. we got outside the bar at Port - Phillip Heads, when the agents and a few friends left in the pilot - boat. From the captain of the latter we learned the sad intelligence - of the loss of the _Schomberg_, off Cape Otway. The clipper ship - _Blackwall_ was sighted right ahead of us at the same moment, and at - 10.30 we had the satisfaction of overhauling her. At 7 p.m. she was - barely visible on the horizon. (The _Blackwall_ was one of Green’s - frigate-built Indiamen.) - - =Friday, 4th January, 1856.=—Lat. 56° 34′ S., long. 177° 14′ W. - Distance 334 miles. Wind S.W. Run for the week 1908 miles. - - =Wednesday, 9th January.=—Lat. 58° 32′ S., long. 136° 06′ W. Distance - 311 miles. Wind S.W. During the middle watch 7 icebergs were seen, - some very large. During morning several more sighted. Snow fell - during the day. - - =Monday, 14th January.=—Lat. 57° 48′ S., long. 93° 08′ W. Distance - 330 miles. Wind S.S.E., cold, with showers of snow and hail. Sighted - two large icebergs on starboard bow. - - (28th December-15th January _Lightning_ ran 5244 knots in 18 days, an - average of 12 knots on a direct course from Melbourne to Cape Horn.) - - =Sunday, 20th January.=—At 6 a.m. Cape Horn in sight, 25 miles - distant. - - =Tuesday, 29th January.=—Lat. 35° 00′ S., long. 33° 15′ W. Distance - 300 miles. Wind east. Heavy cross sea and rattling breeze all night. - Ship pitching very heavily and going at rate of 15 or 16 knots. At 1 - p.m. spoke Aberdeen clipper ship _Centurion_, from Sydney bound to - London, 46 days out. She passed during the night the White Star ship - _Emma_, of Liverpool, with Melbourne mail of 10th December. We have - beaten the _Centurion_ 16 days and the _Emma_ 18. - - =Friday, 1st February.=—Spoke the mail ship _Emma_. - - =Sunday, 17th February.=—Crossed the equator at 8.30 a.m. - - =Tuesday, 26th February.=—In the forenoon carpenter fell from the - stage on which he was working on the starboard side and immediately - the appalling cry of “man overboard”! echoed through the ship. On - rising to the surface of the water, he passed his hatchet over the - fore sheet and held on until assistance was tendered. - - =Wednesday, 5th March.=—Lat. 42° 30′ N., long. 25° 33′ W. Distance - 181 miles. In forenoon sighted large vessel on lee bow under reefed - topsails, whilst we carried royals with ease. - - =Friday, 14th March.=—Lat. 50° 43′ N., long. 14° 36′ W. Distance - 174 miles. Wind S.S.E. At 6 a.m. sighted two vessels on starboard, - another on port bow. Ship put about at 8 a.m. Shortly after a - schooner to windward of us. At 10.30 a.m. passed close to ship _Henry - Fulton_, of New York, under close-reefed topsails and on opposite - tack. During the day the wind blew with great violence from S.S.E. - Towards evening it increased to a perfect gale. Every stitch of - canvas that could be carried with safety was kept on until Captain - Enright thought it full time to stow the topgallant sails and single - reef the topsails and mainsail, which was done at 8 p.m. At midnight - the foresail was also single-reefed. - - =Saturday, 15th March.=—Lat. 51° 52′ N., long. 12° 23′ W. Distance - 107 miles. Gale continued from S.S.E. during the night, splitting the - fore topsail in two. At 9 a.m. hove to under a double-reefed fore - sail and close-reefed main topsail. - - =Sunday, 16th March.=—Passed a longboat keel up. - - =Tuesday, 18th March.=—Wind S.S.E. Course full and by. Made the - Skellig Rocks. - - =Wednesday, 19th March.=—Becalmed; nine vessels surrounding us. A - couple of schooners close to and our starboard boat was lowered under - Mr. Bartlett. On its return we learned one was the _Fashion_, 35 - days from Antigua, the other the _Breeze_, of Wexford, from Athens, - 73 days out and short of provisions, her crew subsisting on wheat - which they ground. Kinsale Head light plainly discernible all night. - - =Thursday, 20th March.=—Still becalmed, a large number of vessels in - all directions. Visited by Cork pilot boat which landed a number of - passengers and portion of the mail at Castlehaven. Learnt that 60 or - 80 sail started from Crookhaven on previous day, all of which had - been detained by same head winds. - - =Saturday, 22nd March.=—10.30 p.m., tug made fast. - - =Sunday, 23rd March.=—Arrived after a passage of 86 days against head - winds and calms. - -THE RUN. - - From Melbourne to Cape Horn 22 days - „ Cape Horn to Equator 29 „ - „ Equator to Fayal 14 „ - „ Western Isles to Liverpool 21 „ - -A TABLE OF WINDS. - - Fair Winds Light Winds Calms Head Winds. - 26 days 19 days 17 days 24 days - -FOURTH VOYAGE—LIVERPOOL TO MELBOURNE, 1856. - - =Tuesday, 6th May.=—At noon the signal gun was fired, our anchor - weighed and we proceeded in tow of our old friend, the _Rattler_. - At 3 p.m. pilot left. At 4.30 cast off steamer and set all sail. At - 5.20 p.m. passed Point Lynas, the Skerries at 8, Holyhead at 9, and - Bardsey at midnight. - - =Thursday, 8th May.=—Lat. 47° 08′ N., long. 10° 44′ W. Distance 274 - miles. At noon passed ship _Dauntless_, sailing similar course to our - own. - - =Wednesday, 14th May.=—Lat. 33° 39′ N., long. 20° 30′ W. Distance 310 - miles. - - =Monday, 26th May.=—Crossed the line in long. 31° 40′ W. - - =Saturday, 21st June.=—Lat. 38° 53′ S., long. 5° 7′ E. Distance 253 - miles. - - =Sunday, 22nd June.=—Lat. 40° 07′ S., long. 13° 1′ E. Distance 346 - miles. - - =Saturday, 28th June.=—Lat. 44° 25′ S., long. 42° 58′ E. Distance 232 - miles. Wind increasing; whilst taking in lighter canvas, mizen royal - and mizen topmast staysail were torn to pieces. P.M., reefs were - taken in topsails. Ship running under foresail and reefed topsails. - - =Sunday, 29th June.=—Lat. 43° 36′ S., long. 50° 07′ E. Distance 312 - miles. - - =Monday, 30th June.=—Lat. 44° 02′ S., long. 56° 35′ E. Distance 281 - miles. - - =Tuesday, 1st July.=—Lat. 44° 39′ S., long. 63° 27′ E. Distance 298 - miles. - - =Wednesday, 2nd July.=—Lat. 45° 07′ S., long. 70° 55′ E. Distance 319 - miles. - - =Thursday, 3rd July.=—Lat. 45° 07′ S., long. 79° 55′ E. Distance 382 - miles. Her run to-day has been only once surpassed since she floated. - - =Friday, 4th July.=—Lat. 45° 07′ S., long. 88° 30′ E. Distance - 364 miles. Our week’s work of 2188 miles has been the best the - _Lightning_ has ever accomplished. - - =Friday, 11th July.=—Lat. 45° 47′ S., long. 128° 25′ E. Distance 326 - miles. During the night our speed averaged 16 knots an hour. At 4 - p.m., split our mainsail and carried away two jibs. - - =Monday, 14th July.=—This morning at 7 a.m. our ears were saluted - with the welcome sounds of “Land Ho!” At 8 a.m. we had a fine view - of Cape Otway Lighthouse. As the depth of water on the bar was not - sufficient to enable us to proceed up the Bay, we came to anchor - under the lee of the land. We found the _Champion of the Seas_ - anchored at some little distance from us, waiting for a favourable - wind to proceed to sea. Sailing time from port to port, 68 days 10 - hours. - -MELBOURNE TO LIVERPOOL. - - =Wednesday, 27th August.=—By 10 a.m. we were fairly underweigh. On - approaching the mouth of the Bay a farewell salute of six guns was - fired. The wind dropped and we were obliged to anchor inside Port - Phillip Heads at 6 p.m. - - =Thursday, 28th August.=—Cleared the Heads at 10.30 a.m. and at 11 - a.m. the pilot left us. We passed Lake Liptrap about 9 p.m. and - shortly afterwards carried away our port fore topmast studding sail - boom, by which accident two men stationed at the look-out had a - narrow escape of losing their lives. - - =Sunday, 31st August.=—Lat. 46° 30′ S., long. 158° 46′ E. Distance - 313 miles. Wind strong from N.W. We have been going 15 and 16 knots, - astonishing all on board, particularly those passengers who have - hitherto sailed in London clippers. - - =Monday, 1st September.=—Lat. 49° 39′ S., long. 166° 35′ E. Distance - 366 miles. Thick weather and drizzling rain, sun obscured. At 5 p.m. - breakers on the lee (starboard) bow were unexpectedly observed, which - by some at first were supposed to be icebergs; they soon, however, - appeared to be rocks and high land loomed darkly in the background. - - The ship was immediately hauled to the wind, when a bold bluff - appeared through the fog on the weather bow. The helm was then put - down and, contrary to the expectations of all on board, our ship came - round; when all sails were trimmed she headed to clear the rocks. - But the wind having fallen light and a heavy sea rolling towards the - shore, a fearful period of suspense ensued. Thanks to the wonderful - powers of our noble ship, she gathered headway and gradually passed - the weathermost rocks. The prompt and cool conduct of our worthy - captain, his officers and men cannot be too highly praised, as the - smallest error or delay in the issue and execution of the order - would have involved the certain destruction of the ship. On getting - clear of the danger, the captain informed us that the rocks were the - Bristows, off Enderby’s Island, near the Aucklands. - - (Captain Enright allowed 40 miles for the usual southerly set, but, - as the occasion proved, this was not enough.) - - =Tuesday, 9th September.=—Lat 55° 08′ S., long. 148° 56′ W. Distance - 208 miles. Wind increasing, ship scudding at 16 and 17 knots with all - studding sails alow and aloft set. - - =Wednesday, 10th September.=—Lat. 55° 33′ S., long. 138° 33′ W. - Distance 355 miles. During the night our fore and main topgallant - stunsails were split and also the main skysail, which was immediately - unbent and replaced by a new one. Wind veering from W. to W.S.W., - very cold with sleet showers. At 9 a.m. an iceberg was sighted right - ahead. It was measured by Mr. Bartlett and found to be 420 feet high. - - =Wednesday, 17th September.=—Lat. 57° 18′ S., long. 83° 28′ W. - Distance 328 miles. The ship rolled much as she scudded under - her topsails and courses with, at times only, the fore and main - topgallant sails. We all know it must blow hard before our main royal - and mizen topgallant sail are furled. - - =Thursday, 18th September.=—Lat. 57° 35′ S., long. 74° 48′ W. - Distance 377 miles. - - =Friday, 19th September.=—At 11.15 a.m. on the meridian of Cape Horn. - Distant 69 miles. Saw three ships beating to windward. Exchanged - signals with the _Patriot King_. - - =Wednesday, 24th September.=—Lat. 47° 21′ S., long. 47° 05′ W. - Distance 227 miles. Squally with rain, but all sail carried - bravely—even little “bull-dog” up on the main skysail mast. Ship - going 14 knots and sometimes 15 in the squalls. - - =Thursday, 25th September.=—Lat. 44° 40′ S., long. 41° 43′ W. - Distance 278 miles. All sail set including topmast, topgallant and - royal studding sails, in all 29 sails. Afternoon, the moonsail was - sent up and set as the 30th. - - =Thursday, 9th October.=—Crossed the line in 28° 20′ W. - - (_Lightning’s_ average 238 miles daily.) - - =Tuesday, 14th October.=—Lat. 8° 12′ N., long. 28° 00′ W. Distance - 52 miles. At daylight two vessels in sight on the other tack, one - a large ship with three skysails set, the other a brig. At 7 a.m. - tacked ship to N.E. Signalised the ship, which proved to be an - American, the _Tornado_; the brig was thought to be a Spaniard. About - 11, the clouds and mist enveloped our neighbours, who presently - emerged with a fair southerly wind, although only distant about 5 - miles, while we retained our northerly wind. For a time all was - uncertainty and doubt which wind would gain the day, but when the - vessels came close up to us, bringing with them heavy rain and puffs - of wind, we trimmed yards and soon were rushing through the water at - the rate of 10 knots: anon all was calm and the sails flapped. Again - we saw our American companion staggering under a heavy squall, which - split his fore topgallant sail and main topmast staysail, and caused - his masts to buckle like fishing rods: we had plenty more rain but - did not catch the strength of the squall. There was great shortening - sail and making sail, for the Yankee was going by us, distant about - 2 miles on our starboard side; meanwhile the little brig, with a - more steady and strong breeze of his own, came close up on our - port quarter. Then again all was lulled. The interval presented an - opportunity of further signalling, and the following questions and - answers were made. - - _Lightning_—“Where are you from and bound to?” - - _Tornado_—“Callao and Cape Hatteras.” - - _Lightning_—“We are from Melbourne.” - - _Tornado_—“How many days are you out?” - - _Lightning_—“Forty-seven.” - - At which answer _Tornado_ seemed surprised and although we had - previously shown our number, again asked:—“What ship is that?” - - We answered:— - - _Lightning_—“How many days are you out?” - - _Tornado_—“Fifty-six.” - - We then exchanged the courtesy of hoisting and dipping ensigns. - - It was then about 4 o’clock, and for nearly an hour there was nothing - but “box-hauling” the yards, when suddenly Jonathan caught a breeze - and crept up alongside, and seemed very much inclined to pass us. All - possible sail was set and trimmed most carefully but still _Tornado_ - gained, and all was anxiety and excitement. At last the strength - of the breeze came to us, and for a few minutes there was a most - exciting race, some even feared that we were going to be beaten; - but the _Lightning_ showed her wonted superiority, our antagonist - dropped astern, and a hearty cheer from us announced our victory. - The wind then fell light again, and twice freshened and caused the - same capital match; but the _Tornado_, though evidently a first-rate - sailer—being one of the early Californian clippers—could not manage - us; and, as the night closed in, and the breeze became more steady, - we gradually bid him good-bye. - - =Wednesday, 15th October.=—Lat. 9° 27′ N., long. 27° 45′ W. Distance - 77 miles. Our American friend kept in sight until sunset. - - =16th-19th October.=—N.E. trades. - - =20th-28th October.=—Doldrums. The _Lightning_ only averaged 55 miles - a day for nine days. - - =Wednesday, 29th October.=—Lat. 28° 31′ N., long. 35° 39′ W. Distance - 108 miles. At 4 a.m. a light breeze sprang up from the norrard. 6.30 - a.m., spoke a large American ship, the _Clarendon_, from Malta to New - Orleans. 8 a.m., going 7 knots, almost a “dead on end” wind, but any - wind at all is a change. Passed a brig to leeward and are overhauling - three ships, which are ahead standing on the same tack. About 3 p.m., - passed the _Cid_, of Hambro, a very pretty little clipper barque. - - =Thursday, 30th October.=—7 a.m., tacked ship to N.N.W. A large ship - in sight went about at the same time, ahead of us. During forenoon - Captain Enright expressed himself confident that she was the _James - Baines_. Great excitement and numerous conjectures, bets, etc. One - thing certain that she sailed almost as fast as ourselves, and her - rigging and sails were similar to those of the _Baines_. By sunset we - had both weathered and gained on our companion. - - (The ship was the _James Baines_ and I have already described the - encounter between the two Black Ballers.) - - =Wednesday, 5th November.=—Lat. 36° 30′ N., long. 35° 11′ W. Distance - 165 miles. (Distance made since 9th October 2219 miles or 76⅔ - miles daily.) During the night the wind suddenly shifted, catching - the ship all aback; in the first puff the fore topmast stunsail - boom was carried away. Passed a three-masted schooner steering - to the westward, she showed an English Ensign, but from her rig - appeared more like an American. She had no foresail or mainsail, - but large main and mizen staysails, and a host of other staysails, - square-rigged forward; was about 300 tons. - - =Friday, 7th November.=—The islands of Pico, Fayal, etc., in sight. - - =Tuesday, 18th November.=—Lat. 51° 04′ N., long. 6° 43′ W. Distance - 202 miles. - - =Wednesday. 19th November.=—1.30 a.m., Smalls Rocks light bore E.N.E. - - =Thursday. 20th November.=—At 4.30 p.m., Mr. W. Harris, pilot, came - on board and took charge off Cape Lynas. - -SUMMARY OF PASSAGE. - - Melbourne to Cape Horn 24 days 16 hours - Cape Horn to Equator 19 „ 8 „ - Equator to Pico, Azores 29 „ 0 „ - Western Isles to Liverpool 11 „ 0 „ - -WINDS. - - Fair Winds Light Winds Calms Head Winds - 32 days 23 days 4 days 24 days - -FIFTH VOYAGE—LIVERPOOL TO MELBOURNE, 1857. - - =Thursday, 5th February.=—After a little delay the tender brought all - off safely to the _Lightning_, and the passengers were mustered and - answered to their names to the Government inspector. A minister from - the shore gave a parting address and about 4 p.m. the _Lightning_ - began her voyage to Australia in tow of the steam tug _Rattler_, for - unfortunately the wind was dead ahead. - - =Saturday, 14th February.=—Lat. 38° 38′ N., long. 56° 59′ W. Distance - 127 miles. Fresh stores were being brought up from the mainhold when - a barrel of vinegar fell from a considerable height upon Abraham Le - Seur and injured him severely on the back. He was second mate to - Captain Enright 18 years ago. - - =Tuesday, 24th February.=—Lat. 12° 01′ N., long. 23° 27′ W. Distance - 268 miles. In the evening our friend Mr. Taylor paid a visit to - the mizen royal yard—much to the consternation of the ladies. He - relieved, what we suppose he felt was the monotony of the descent, - by descending by the preventer brace. If Mr. Taylor will allow us to - advise, we would say “Very well done, but don’t do it again for it is - a thing which the ladies cannot abide.” - - =Tuesday, 3rd March.=—Lat. 0° 30′ N., long. 26° 39′ W. Distance 53 - miles. In the evening received a visit from Neptune. He evidently - keeps himself well acquainted with what goes on on Terra Firma, for - his fifer played him the well-known tunes of “Villikens and his - Dinah” and “Jim along Josey,” as a triumphal march. It struck us his - marine chargers were a little out of condition and one of them had - put on the outward resemblance of a donkey. After being regaled with - our poor creature comforts, the old fellow very shabbily took himself - off without our letters. - - =Saturday, 7th March.=—Last night we passed within 26 miles of - Pernambuco. - - =Wednesday, 11th March.=—Lat. 24° 03′ S., long. 35° 40′ W. Distance - 213 miles. In a squall this evening we made 14 or 15 knots, and that - on a wind. - - =Sunday, 15th March.=—Lat. 38° 47′ S., long. 30° 58′ W. Distance 311 - miles. We have been making 16 knots often during the night. - - =Monday, 16th March.=—Lat. 41° 08′ S., long. 24° 23′ W. Distance 334 - miles. Wind fell light in the afternoon. - - =Wednesday. 18th March.=—Lat. 42° 34′ S., long. 17° 04′ W. Distance - 200 miles. The wind increases towards evening and we make from 15 to - 17 knots an hour, yet the ship is so steady that we danced on the - poop with the greatest ease. - - =Thursday, 19th March.=—Lat. 43° 0′ S., long. 7° 17′ W. Distance 430 - miles. It is very wet and there is a heavy sea on. In the middle of - the day the wind lulled a bit, then turned over to the starboard - quarter and set to work snoring again as hard as ever. - - =Friday, 20th March.=—Lat. 43° 0′ S., long. 0° 55′ E. Distance 360 - miles. This weather is most inspiriting, we have made during the last - 47 hours the greatest run that perhaps ship ever made; yet all the - time we have carried our main skysail and all sorts and conditions of - stunsails. - - =Saturday, 21st March.=—Lat. 43° 03′ S., long. 7° 57′ E. Distance 308 - miles. The sea to-day has been really magnificent, the waves were - grand and swept along in majestic lines. In the afternoon our weekly - concert took place in the after saloon. - - =Sunday, 22nd March.=—Lat. 43° 51′ S., long. 15° 51′ E. Distance 348 - miles. (1446 miles in four days, an average of 361½ miles per day.) - - =Friday, 27th March.=—Lat. 44° 38′ S., long. 35° 36′ E. Distance - 152 miles. About 2 p.m. a sail was just visible on the port bow. We - very soon overhauled her, made her out to be a fine American clipper - barque, passed her as if she was at anchor, although she was going 10 - knots at least and by 4 o’clock she was almost out of sight astern. - - =Thursday, 2nd April.=—Lat. 46° 11′ S., long. 70° 40′ E. Distance 328 - miles. To-night the wind freshened considerably and the sea got up - with it. Our main royal sheet and sundry stunsail tacks parted. - - =Friday, 3rd April.=—Lat. 47° 14′ S., long. 79° 22′ E. Distance 364 - miles. Wind blew strongly from the north, sea high; during the night - main topsail, main topgallant stunsail and main royal sheets carried - away. - - =Sunday, 5th April.=—Lat. 45° 54′ S., long. 93° 31′ E. Distance 326 - miles. Yesterday afternoon the fore topmast stunsail boom snapped - like a carrot, the sail shook itself to pieces, then its yard dashed - through the main topgallant sail, tore it, then tore a large hole in - the main topsail. - - =Monday, 6th April.=—Lat. 45° 34′ S., long. 99° 40′ E. Distance 260 - miles. A fine day with the wind still dead aft. The sea is not so - high as was yesterday, but the rolling of the ship brings it often - very near our ports. The _Lightning_ is, however, a very dry ship, - and it is extraordinary how few seas we have shipped. She rolled - tremendously last night, her feelings appeared to be hurt, for she - creaked piteously. - - =Thursday, 9th April.=—Lat. 45° 34′ S., long. 118° 03′ E. Distance - 302 miles. The spanker boom broke adrift and tore a large piece out - of the starboard rail to the eminent peril of every person on deck, - but also of the printing office of the _Lightning Gazette_. - - =Wednesday, 15th April.=—7 a.m., Cape Otway bore N. 4¾° E., 30 miles. - About 10 we signalised the _William Miles_ on the other tack. We have - run from the line to Cape Otway in 35 days 15 hours—9449 miles. - - =Thursday, 16th April.=—Entered Port Phillip Heads at 8 a.m., having - completed the passage in 69 days 6 hours. - -MELBOURNE TO LIVERPOOL, 1857. - - =Saturday, 9th May.=—We came on board the good ship _Lightning_ and - find her busily preparing for her journey, with steamers and lighters - alongside, discharging their contents on to her decks. Passengers, - their friends and luggage all pouring on board, amidst the noises of - the sailors, the cackling and crowing of poultry innumerable, the - squeaking of pigs and the occasional altercations of watermen; while, - at the after end of the vessel, may be observed sundry small sealed - boxes, many of them seemingly of ponderous weight, being lowered into - their place of safety and containing the precious metal that has made - Australia so famous. - - =Sunday, 10th May.=—Got underweigh at 7 o’clock with the assistance - of two steam tugs and slowly moved from Hobson’s Bay. Wind light and - calm. At dusk we anchored off the Lightship. - - =Monday, 11th May.=—Got away from our anchorage at daybreak and - proceeded for the Heads, saluting with a gun the _Morning Glory_ in - quarantine, as we passed her. Got clear of Port Phillip Heads at - 8 o’clock, with wind barely sufficient to move the ship. Several - barracoutas were caught in the evening. - - =Tuesday, 12th May.=—Head winds and very light. Cape Otway visible on - our starboard bow. In the evening quite becalmed with the Otway light - on starboard quarter. - - =Thursday, 14th May.=—Lat. 44° 9′ S., long. 145° 57′ E. Distance 270 - miles. Dashing along at 14 to 16 knots with a fine fair wind. S.W. - coast of Tasmania visible through the gloom on our port beam. - - =Friday, 15th May.=—Lat. 46° 55′ S., long. 154° 10′ E. Distance 384 - miles. Strong breezes and heavy seas with rain squalls and occasional - glimpses of sunshine. During one of the squalls our fore topsail was - split and for some time after dark the crew were busy bending a new - one. - - =Saturday, 30th May.=—Lat. 51° 56′ S., long. 126° 34′ W. Distance - 250 miles. We are now 18 days from Port Phillip Heads, and have - experienced two days calm, two days westerly winds and for 14 days - the winds have been from E.S.E. and S. The last 10 days we have - sailed close to the wind. She makes no more water in a storm than she - does in a calm. - - =Thursday, 11th June.=—Lat. 56° 40′ S., long. 67° 12′ W. Distance 170 - miles. About midday we were about 50 miles to south of Cape Horn. - In the evening the wind changed round to N.E. and blew with great - fury, and we had to lay to under single-reefed fore and main topsail. - I believe it may with truth be said that few vessels have had a - more trying passage to the Horn than our good ship _Lightning_. On - our clearing Port Phillip Heads, the winds were light and baffling - from the east, compelling us to take the western passage round Van - Dieman’s Land. Shortly after we encountered a heavy gale from the - south, during which we were at one time reduced to close-reefed - main topsail and main trysail, the ship behaving nobly. After this - the wind headed us and continued to blow from S. by E. to S.E. by - E. for space of 23 days, during which time we ran 4237 miles from - long. 160° E. to 84° W., rendering it quite impossible to get further - to the south than 54°, keeping us between the parallels of 51° and - 54°, blowing very heavy—reducing our canvas at times to close-reefed - topsails and courses. During all this, our noble ship behaved - admirably, making, as our parallel of sailing will prove, very little - leeway. This is the fifth trip the writer has made round the Horn in - less than four years, in various ships, and it is not saying too much - when he states that he does not believe any one of them would have - made the distance in the same time, having the same difficulties to - contend with. It has been done in the short space of 31 days, in the - face of unprecedented difficulties as the following short summary - will show. - - Calms and Light Winds, 3 days; Variable, 3 days; From S.W. to N.W., 2 - days; From S. by E. to S.E. by E., 23 days. Total 31 days. - - On the 2nd May, 1855, the writer sailed from Port Phillip in the _Red - Jacket_ and reached Cape Horn in 34 days, but without one day’s check - from head winds. - - =Sunday, 14th June.=—Staten Island in sight to eastward. A sail - visible on lee bow, steering same course as ourselves. At 11 o’clock - came up to her and spoke the American ship _Aspasia_, of Mystic, from - California for New York. - - =Wednesday, 1st July.=—Lat. 12° 44′ S., long. 37° 30′ W. Distance 192 - miles. At 9 a.m. we were opposite Bahia and later in the day the land - was just visible. - - =Monday, 6th July.=—Lat. 0° 45′ N., long. 32° 23′ W. Distance 258 - miles. At 7 a.m. crossed the line. - - =Wednesday, 15th July.=—Lat. 24° 59′ N., long. 45° 22′ W. Distance - 300 miles. The wind keeps steady and strong. - - =Tuesday, 21st July.=—Lat. 40° 57′ N., long. 38° 25′ W. Distance - 254 miles. Wind S.W., a strong breeze, running before it with - stunsails set on both sides at rate of 10 to 12 knots. The ’tween - deck passengers presented the baker (Mr. W. Grainger) with an address - to-day, thanking him for his attention to their comfort. - - =Friday, 31st July.=—At 9.30 a.m., Land Ho! Ould Ireland is in sight. - At 5 p.m. passed the Tuskar. Wind right aft. - -THE RUN. - - From Melbourne to Cape Horn 31 days - „ Cape Horn to Equator 25 „ - „ Equator to Azores 15 „ - „ Azores to Liverpool 11 „ - -- - 82 days. - - 75 days on the starboard tack. - Longest run in 24 hours 384 miles - Shortest run in 24 hours 25 „ - Best week’s run, 11th to 17th July 1723 „ - - - - -APPENDIX B.—_Later American-built Passenger Ships to Australia._ - - - +------------------+---------------+---- --+ - | Name of Ship | Original Name | Reg. | - | |if Name changed|Tonnage| - +------------------+---------------+-------+ - |_Southern Empire_ |_Jacob A._ | 1418 | - | | _Westervelt_ | | - |_Tornado_ | | 1801A | - | | | | - |_Flying Cloud_ | | 1793A | - | | | | - |_Invincible_ | | 1767A | - | | | | - |_Queen of the_ |_Wizard_ | 1346 | - | _ Colonies_ | | | - |_Chariot of Fame_ | | 1640 | - | | | | - |_Empress of the_ | | 1647 | - | _Seas, No. 1_ | | | - |_Neptune’s Car_ | | 1616 | - | | | | - |_Young Australia_ | | 1020 | - | | | | - |_Landsborough_ | | 1066 | - |_Golden Age_ | | 1241 | - | | | | - |_Whirlwind_ | | 1003 | - | | | | - |_Saldanha_ | | 1257 | - |_Fiery Star_ |_Comet_ | 1361 | - |_Morning Star_ | | 1534 | - | | | | - |_Light Brigade_ |_Ocean_ | 1495 | - | | _Telegraph_ | | - |_Royal Dane_ |_Sierra Nevada_| 1616 | - | | | | - |_Florence_ | | 1362 | - | _Nightingale_ | | | - |_Elizabeth Ann_ |_Tam o’_ | 1920 | - | _Bright_ | _Shanter_ | | - |_Sovereign of the_| | 1226 | - | _Seas, No. 2_ | | | - _Blue Jacket_, | | 986 | - | _No. 2_ | | | - |_Prince of the_ | | 1316 | - | _Seas_ | | | - |_Dawn of Hope_ | | 1215 | - | | | | - |_Mistress of the_ | | 1740 | - | _Seas_ | | | - |_Empress of the_ | | 1243 | - | _Seas, No. 2_ | | | - |_Legion of Honour_| | 1219 | - | | | | - |_Southern Empire_,| | 1142 | - | _No. 2_ | | | - |_Palm Tree_ | | 1473 | - |_Sunda_ | | 1556 | - | | | | - +------------------+---------------+-------+ - - +------------------+---------+-------------+-----+-----------+ - | Name of Ship |Builders | Where Built |Date | Last | - | | | |Built| Owners | - +------------------+---------+-------------+-----+-----------+ - |_Southern Empire_ | |New York | 1849|Black Ball | - | | | | | Line | - |_Tornado_ |Williams |Williamsburg,| 1851| „ | - | | | N.Y. | | | - |_Flying Cloud_ |Don. |Boston | „ | „ | - | | Mackay | | | | - |_Invincible_ |W. H. |New York | „ |White Star | - | | Webb | | | Line | - |_Queen of the_ |Hall |Boston | 1852|Black Ball | - | _ Colonies_ | | | | Line | - |_Chariot of Fame_ |Don. | „ | 1853|White Star | - | | Mackay | | | Line | - |_Empress of the_ | „ | „ | „ | „ | - | _Seas, No. 1_ | | | | | - |_Neptune’s Car_ | |Portsmouth, | „ | „ | - | | | Va. | | | - |_Young Australia_ | | „ | „ |Black Ball | - | | | | | Line | - |_Landsborough_ | |United States| „ | „ | - |_Golden Age_ | | St. John’s | „ |Tyson | - | | | | | & Co. | - |_Whirlwind_ |J. O. |Medford, | „ |Black Ball | - | | Curtis | Mass. | „ | Line | - |_Saldanha_ | |Quebec | „ | „ | - |_Fiery Star_ |Webb |New York | 1851| „ | - |_Morning Star_ | |St. John | 1854|Fernie | - | | | | | Bros. | - |_Light Brigade_ | |Medford, U.S.| „ |Black Ball | - | | | | | Line | - |_Royal Dane_ | |Portsmouth, | „ | „ | - | | | U.S. | | | - |_Florence_ | |New Brunswick| 1855|Brocklebank| - | _Nightingale_ | | | | | - |_Elizabeth Ann_ | |St. John | 1856|Black Ball | - | _Bright_ | | | | Line | - |_Sovereign of the_|Don. | Boston | | „ | - | _Seas, No. 2_ | Mackay | | | | - _Blue Jacket_, |McLachlan|St. John | 1858|White Star | - | _No. 2_ | | | | Line | - |_Prince of the_ | | | „ | „ | - | _Seas_ | | | | | - |_Dawn of Hope_ |Nevins |New Brunswick| 1859|Wright | - | | | | | & Co. | - |_Mistress of the_ |Gass | „ | 1861| „ | - | _Seas_ | | | | | - |_Empress of the_ |Hilyard | „ | 1863|Black Ball | - | _Seas, No. 2_ | | | | Line | - |_Legion of Honour_|McDonald | „ | 1863|White Star | - | | | | | Line | - |_Southern Empire_,|Baldwin | Quebec | „ |Cannon | - | _No. 2_ | | | | & S. | - |_Palm Tree_ |Smith |New Brunswick| 1865|J. Smith | - |_Sunda_ |Desmond |Miramichi | „ |Black Ball | - | | | | | Line | - +------------------+---------+-------------+-----+-----------+ - - - - -APPENDIX C.—_Iron Wool Clippers._ - - - +-----+-------------+----------+----+-----+------+-----+ - |Date |Name of Ship |Best known|Ton.|L’th |Bre’th|Depth| - |Built| |Commander | | | | | - +-----+-------------+----------+----+-----+------+-----+ - |1852 |_Darling_ |Wakeham |1634|258.6| 40 | 29.9| - | | _Downs_ | | | | | | - |1860 |_City of_ |T. Young |1074|213.6| 34.7 | 20.6| - | | _Agra_ | | | | | | - |1861 |_Sam Mendel_ |Steele |1034|215.6| 35 | 20.6| - |1864 |_Dharwar_ |T. Frebody|1300|226.2| 37.2 | 23.3| - | | | | | | | | - |1866 |_Marpesia_ |T. Storey |1443|234.2| 38.4 | 23.9| - | | | | | | | | - | „ |_Antiope_ |Black |1443|242.3| 38.4 | 23.7| - |1868 |_Theophane_ |Follett |1525|248.4| 38.9 | 23.7| - | |_Ivanhoe_ |Burgess |1383|235.2| 37.4 | 23.7| - | | | | | | | | - | |_Loch_ |Ross |1185|217.8| 35.5 | 21 | - | | _Rannoch_ | | | | | | - | |_Ben Nevis_ |Mackie |1061|218 | 34.6 | 21 | - | | | | | | | | - | | | | | | | | - |1869 |_Patriarch_ |Pile |1339|222.1| 38.1 | 22.3| - | | | | | | | | - | |_Loch Awe_ |Weir |1053|217.7| 34.5 | 21 | - | | | | | | | | - | | | | | | | | - | |_Hoghton_ |Trimble |1598|247 | 40.1 | 23.7| - | | _Tower_ | | | | | | - | |_Thomas_ |Richards |1507|263 | 38.2 | 23.1| - | | _Stephens_ | | | | | | - | |_Loch_ |J. Burton |1200|226 | 35.8 | 21.5| - | | _Katrine_ | | | | | | - | |_Loch Ness_ |Foreshaw |1190|225.5| 35.6 | 21.6| - | | | | | | | | - | | | | | | | | - | |_Loch Tay_ |Bennett |1191|225.4| 35.5 | 21.6| - |1870 |_Loch Lomond_|J. |1200|226.3| 35.8 | 21.5| - | | | Strachan | | | | | - | |_Loch Leven_ |Branscombe|1200|226.3| 35.8 | 21.5| - |1871 |_Miltiades_ |Perrett |1452|240.5| 39.3 | 23.3| - | | | | | | | | - |1872 |_Mermerus_ |Fife |1671|264.2| 39.8 | 23.7| - | | | | | | | | - | | | | | | | | - | |_Collingwood_|Forbes |1011|211.1| 34.8 | 21 | - | | | | | | | | - |1873 |_Hesperus_ |Legoe |1777|262.2| 39.7 | 23.5| - | | | | | | | | - | |_Ben_ |W. Martin |1468|255.5| 37 | 21.7| - | | _Cruachan_ | | | | | | - | | | | | | | | - | |_Ben_ |W. |1474|255.6| 37.1 | 21.8| - | | _Voirlich_ | Ovenstone| | | | | - | |_Samuel_ |R. Boaden |1444|241.3| 39 | 23.1| - | | _Plimsoll_ | | | | | | - | |_Loch Maree_ |A. Scott |1581|255.8| 38.6 | 22.9| - | | | | | | | | - | | | | | | | | - | |_Loch Ard_ |G. Gibbs |1624|262.7| 38.3 | 23 | - | | | | | | | | - | |_Gladstone_ |J. Jackson|1159|248.2| 34.2 | 20.9| - | | | | | | | | - |1874 |_Rodney_ |A. Loutitt| 1447|235.6| 38.4 | 22.6 - | | | | | | | | - | |_Romanoff_ |W. |1226|222.1| 36.3 | 22.2| - | | | Shepherd | | | | | - | |_Cairnbulg_ |Birnie |1567|261.3| 39 | 23 | - | | | | | | | | - | |_Thessalus_ |E. C. |1782|269 | 41.1 | 23.6| - | | | Bennett | | | | | - | | | | | | | | - | |_Carpathian_ |Pennecuik |1444|240.1| 36.6 | 22.6| - | | | | | | | | - | |_Old_ |Underwood |1777|262 | 42.1 | 23.8| - | | _Kensington_| | | | | | - | | | | | | | | - |1875 |_Loch Garry_ |Horne |1493|250.5| 38.4 | 22.6| - | | | | | | | | - | |_Loch_ |Ozanne |1485|250.1| 38.3 | 22.4| - | | _Vennachar_ | | | | | | - | |_Salamis_ |Phillip, |1079|221.6| 36 | 21.7| - | | | Sen. | | | | | - | |_Trafalgar_ |Muir |1429|242 | 38.4 | 22 | - | | | | | | | | - | | | | | | | | - | |_Woollahra_ |Barneson | 942|202.4| 33.6 | 20.4| - | | | | | | | | - | |_Cassiope_ |Withers |1559|253 | 40 | 23.6| - | | | | | | | | - | |_Parthenope_ |Goody |1563|250.6| 39.9 | 23.6| - | | | | | | | | - |1876 |_Sir Walter_ |Purvis |1492|243.4| 38.9 | 21.9| - | | _Raleigh_ | | | | | | - | |_Anglo- |Davidson | 822|192.4| 32.2 | 18.9| - | | Norman_ | | | | | | - | |_Loch Fyne_ |Martin |1213|228.5| 36 | 21.3| - | | | | | | | | - | | | | | | | | - | | | | | | | | - | | | | | | | | - | |_Loch Long_ |McCallum |1203|228.5| 35.8 | 21.3| - | |_Aristides_ |Kemball |1661|260 | 39.5 | 24.5| - | | | | | | | | - | |_Smyrna_ |Spalding |1305|232.3| 38.5 | 22.2| - | |_Harbinger_ |Bolt |1506|253.5| 37.6 | 22.4| - | | | | | | | | - | |_Argonaut_ |Hunter |1488|254.4| 38.6 | 23.2| - | | | | | | | | - | | | | | | | | - |1877 |_Brilliant_ |Davidson |1613|254.8| 39.7 | 24.2| - | | | | | | | | - | |_Pericles_ |Largie |1598|259.6| 39.4 | 23.6| - | | | | | | | | - | |_Loch Ryan_ |Black |1207|228.5| 35.8 | 21.3| - | | | | | | | | - | |_Loch Etive_ |Stuart |1235|226.5| 35.9 | 21.6| - | | | | | | | | - | |_Loch Sloy_ |Horne |1225|225.3| 35.6 | 21.2| - | | | | | | | | - | |_Loch Shiel_ |Erskine |1218|225.3| 35.6 | 21.1| - | |_Nebo_ |Coleman |1383|246.9| 37.1 | 21.1| - | | | | | | | | - |1878 |_Cimba_ |J. W. |1174|223 | 34.6 | 21.7| - | | | Holmes | | | | | - | |_Loch_ |G. Weir |1231|223.4| 34.7 | 21.7| - | | _Sunart_ | | | | | | - |1879 |_Sophocles_ |Smith |1138|223.4| 34.7 | 21.7| - | | | | | | | | - |1881 |_Illawarra_ |Corvasso |1887|269.1| 40.6 | 24 | - | | | | | | | | - | |_Orontes_ |Bain |1383|234.8| 36.1 | 22.5| - | | | | | | | | - | |_Loch_ | |2000|287.4| 42.6 | 24 | - | | _Moidart_ | | | | | | - | | | | | | | | - | | | | | | | | - | | | | | | | | - | |_Loch_ |R. Pattman|2000|287.4| 42.6 | 24 | - | | _Torridon_ | | | | | | - |1882 |_Port_ |A. S. |2132|286.2| 41.1 | 25.2| - | | _Jackson_ | Cutler | | | | | - |1884 |_Derwent_ |Andrew |1890|275 | 40.2 | 23.7| - | | | | | | | | - |1885 |_Torridon_ |Shepherd |1564|246 | 38.1 | 22 | - | | | | | | | | - | |_Yallaroi_ |J. Brown |1565|245.8| 38.1 | 22 | - | |_Loch_ |S. Clarke |2075|287.7| 42.5 | 24.1| - | | _Carron_ | | | | | | - | | | | | | | | - | |_Loch Broom_ |W. Martin |2075|287.7| 42.5 | 24.1| - | |_Strathdon_ |J. |2093|282.8| 40.5 | 23.6| - | | | Paterson | | | | | - +-----+-------------+----------+----+-----+------+-----+ - |1891 |_Mount_ |Green |1903|271.6| 40.1 | 23.4| - | | _Stewart_ | | | | | | - | | | | | | | | - | |_Cromdale_ |Andrew |1903|271.6| 40.1 | 23.4| - +-----+-------------+----------+----+-----+------+-----+ - - +-----+-------------+----------+-----------+---------------+ - |Date |Name of Ship |Best known| Builders | Owners | - |Built| |Commander | | | - +-----+-------------+----------+-----------+---------------+ - |1852 |_Darling_ |Wakeham |Built on |Taylor, Bethell| - | | _Downs_ | | the Thames| & Roberts | - |1860 |_City of_ |T. Young |Pile, W. |Blyth & Co. | - | | _Agra_ | | Hartlepool| | - |1861 |_Sam Mendel_ |Steele | „ |Coupland Bros. | - |1864 |_Dharwar_ |T. Frebody|Harland |J. Willis | - | | | | & Wolf | | - |1866 |_Marpesia_ |T. Storey |Reid, |J. Heap & Sons | - | | | | Glasgow | | - | „ |_Antiope_ |Black | „ | „ | - |1868 |_Theophane_ |Follett | „ | „ | - | |_Ivanhoe_ |Burgess | „ |Williamson, | - | | | | | Milligan | - | |_Loch_ |Ross |Thomson, |Glasgow | - | | _Rannoch_ | | Glasgow | Shipping Co. | - | |_Ben Nevis_ |Mackie |Barclay, |Watson Bros. | - | | | | Curle, | | - | | | | Gl’gow | | - |1869 |_Patriarch_ |Pile |Hood, |G. Thompson | - | | | | Aberdeen | & Co. | - | |_Loch Awe_ |Weir |Barclay, |J. & R. Wilson | - | | | | Curle, | | - | | | | Gl’gow | | - | |_Hoghton_ |Trimble |Clover, |Ismay, Imrie | - | | _Tower_ | | Birkenhead| | - | |_Thomas_ |Richards |Potter, |T. Stephens | - | | _Stephens_ | | Liverpool | & Sons | - | |_Loch_ |J. Burton |Lowrie, |Glasgow | - | | _Katrine_ | | Glasgow | Shipping Co. | - | |_Loch Ness_ |Foreshaw |Barclay, | „ | - | | | | Curle, | | - | | | | Gl’gow | | - | |_Loch Tay_ |Bennett | „ | „ | - |1870 |_Loch Lomond_|J. |Lowrie, | „ | - | | | Strachan | Glasgow | | - | |_Loch Leven_ |Branscombe| „ | „ | - |1871 |_Miltiades_ |Perrett |Hood, |G. Thompson Co.| - | | | | Aberdeen | | - |1872 |_Mermerus_ |Fife |Barclay, |Carmichael | - | | | | Curle, | | - | | | | Gl’gow | | - | |_Collingwood_|Forbes |Hood, |Devitt & Moore | - | | | | Aberdeen | | - |1873 |_Hesperus_ |Legoe |Steele, |Anderson, | - | | | | Glasgow | Anderson | - | |_Ben_ |W. Martin |Barclay, |Watson Bros. | - | | _Cruachan_ | | Curle, | | - | | | | Gl’gow | | - | |_Ben_ |W. | „ | „ | - | | _Voirlich_ | Ovenstone| | | - | |_Samuel_ |R. Boaden |Hood, |G. Thompson | - | | _Plimsoll_ | | Aberdeen | & Co. | - | |_Loch Maree_ |A. Scott |Barclay, |Glasgow | - | | | | Curle, | Shipping Co. | - | | | | Gl’gow | | - | |_Loch Ard_ |G. Gibbs |Connell, | „ | - | | | | Glasgow | | - | |_Gladstone_ |J. Jackson|McMillan, |F. H. Dangar | - | | | | Dumbarton | | - |1874 |_Rodney_ |A. Loutitt|Pile, |Devitt & Moore | - | | | | Sunderland| | - | |_Romanoff_ |W. |Hood, |A. Nicol | - | | | Shepherd | Aberdeen | | - | |_Cairnbulg_ |Birnie |Duthie, |Wm. Duthie, | - | | | | Aberdeen | Jun. | - | |_Thessalus_ |E. C. |Barclay, |Carmichael | - | | | Bennett | Curle, | | - | | | | Gl’gow | | - | |_Carpathian_ |Pennecuik |Humphreys, |McDiarmid, | - | | | | Hull | Greenshields | - | |_Old_ |Underwood |Potter, |Smith, | - | | _Kensington_| | Liverpool | Bilbrough | - | | | | | & Co. | - |1875 |_Loch Garry_ |Horne |Thomson, |Glasgow | - | | | | Glasgow | Shipping Co. | - | |_Loch_ |Ozanne | „ | „ | - | | _Vennachar_ | | | | - | |_Salamis_ |Phillip, |Hood, |G. Thompson | - | | | Sen. | Aberdeen | & Co. | - | |_Trafalgar_ |Muir |E. I. |D. Rose & Co. | - | | | | Scott, | | - | | | | Greenock | | - | |_Woollahra_ |Barneson |Osburne, |Cowlislaw Bros.| - | | | | Sunderland| | - | |_Cassiope_ |Withers |Whitehaven |J. Heap & Sons | - | | | | S. Co. | | - | |_Parthenope_ |Goody |Evans, | „ | - | | | | Liverpool | | - |1876 |_Sir Walter_ |Purvis |Thomson, |D. Rose & Co. | - | | _Raleigh_ | | Glasgow | | - | |_Anglo- |Davidson |Russell, |Frost, Cook | - | | Norman_ | | Glasgow | & Co. | - | |_Loch Fyne_ |Martin |Thomson, |General | - | | | | Glasgow | Shipping Co. | - | | | | | (Aitken, | - | | | | | Lilburn | - | | | | | & Co.) | - | |_Loch Long_ |McCallum | „ | „ | - | |_Aristides_ |Kemball |Hood, |G. Thompson | - | | | | Aberdeen | & Co. | - | |_Smyrna_ |Spalding | „ | „ | - | |_Harbinger_ |Bolt |Steele, |Anderson, | - | | | | Greenock | Anderson | - | |_Argonaut_ |Hunter |Barclay, |Carmichael | - | | | | Curle, | | - | | | | Gl’gow | | - |1877 |_Brilliant_ |Davidson |Duthie, |J. Duthie, | - | | | | Aberdeen | Sons & Co. | - | |_Pericles_ |Largie |Hood, |Thompson & Co. | - | | | | Aberdeen | | - | |_Loch Ryan_ |Black |Thomson, |General | - | | | | Glasgow | Shipping Co. | - | |_Loch Etive_ |Stuart |Inglis, | „ | - | | | | Glasgow | | - | |_Loch Sloy_ |Horne |Henderson, | „ | - | | | | Glasgow | | - | |_Loch Shiel_ |Erskine | „ | „ | - | |_Nebo_ |Coleman |Dobie, |J. Smith | - | | | | Glasgow | | - |1878 |_Cimba_ |J. W. |Hood, |A. Nicol & Co. | - | | | Holmes | Aberdeen | | - | |_Loch_ |G. Weir |Inglis, |Glasgow | - | | _Sunart_ | | Glasgow | Shipping Co. | - |1879 |_Sophocles_ |Smith |Hood, |G. Thomson | - | | | | Aberdeen | & Sons | - |1881 |_Illawarra_ |Corvasso |Dobie, |Devitt & Moore | - | | | | Glasgow | | - | |_Orontes_ |Bain |Hood, |G. Thompson | - | | | | Aberdeen | & Co. | - | |_Loch_ | |Barclay, |General | - | | _Moidart_ | | Curle, | Shipping Co. | - | | | | Gl’gow | (Aitken, | - | | | | | Lilburn | - | | | | | & Co.) | - | |_Loch_ |R. Pattman| „ |General | - | | _Torridon_ | | | Shipping Co. | - |1882 |_Port_ |A. S. |Hall, |Devitt & | - | | _Jackson_ | Cutler | Aberdeen | Moore | - |1884 |_Derwent_ |Andrew |McMillan, | „ | - | | | | Dumbarton | | - |1885 |_Torridon_ |Shepherd |Hall, |A. Nicol & Co. | - | | | | Aberdeen | | - | |_Yallaroi_ |J. Brown | „ | „ | - | |_Loch_ |S. Clarke |Barclay, |General | - | | _Carron_ | | Curle, | Shipping Co. | - | | | | Gl’gow | | - | |_Loch Broom_ |W. Martin | „ | „ | - | |_Strathdon_ |J. |Harland |G. Thompson | - | | | Paterson | & Wolf | & Co. | - +-----+-------------+----------+-----------+---------------+ - |1891 |_Mount_ |Green |Barclay, |D. Rose & Co. | - | | _Stewart_ | | Curle, | | - | | | | Gl’gow | | - | |_Cromdale_ |Andrew | „ | „ | - +-----+-------------+----------+-----------+---------------+ - - - - -APPENDIX D. - -_Log of Ship “Theophane,” 1868—Maiden Passage._ - - Lat. Long. Miles. Winds. - Oct. 19 Left. Liverpool in tow. - „ 20 Tug left ship off Tusk. 6 p.m. - „ 21 49° 20′ N. 8° 30′ W. 215 N.W. - „ 22 45° 54′ 10° 46′ 224 W.N.W. - „ 23 42° 42′ 10° 53′ 199 W.N.W. - „ 24 39° 32′ 11° 11′ 202 N. - „ 25 37° 35′ 13° 11′ 160 N.N.E. - „ 26 35° 15′ 15° 31′ 182 E.N.E. - „ 27 33° 00′ 17° 12′ 162 Variable. - „ 28 30° 38′ 19° 50′ 200 N.E. - „ 29 26° 44′ 21° 20′ 243 E. - „ 30 23° 29′ 23° 55′ 254 E.N.E. - „ 31 20° 7′ 25° 52′ 230 E.N.E. - Nov. 1 16° 17′ 26° 30′ 234 E.S.E. - „ 2 13° 47′ 25° 45′ 158 S.E. - „ 3 11° 4′ 25° 6′ 172 E. - „ 4 9° 26′ 24° 20′ 110 E. - „ 5 8° 47′ 25° 10′ 40 Variable. - „ 6 8° 10′ 25° 29′ 44 Variable. - „ 7 7° 6′ 24° 19′ 91 S.S.E. - „ 8 5° 50′ 24° 6′ 79 S.S.E. - „ 9 4° 55′ 23° 43′ 63 S. - „ 10 4° 13′ 23° 19′ 50 S. - „ 11 2° 37′ 24° 50′ 133 Variable. - „ 12 00° 19′ 26° 30′ 180 S.S.E. - „ 13 2° 60′ S. 28° 50′ 203 S.S.E. - „ 14 5° 29′ 30° 39′ 235 S.E. - „ 15 9° 15′ 31° 49′ 242 S.E. - „ 16 12° 51′ 31° 48′ 220 S.E. - „ 17 16° 27′ 31° 58′ 269 E.S.E. - „ 18 18° 15′ 31° 34′ 113 E.S.E. - „ 19 19° 44′ 31° 38′ 108 E.S.E. - „ 20 21° 50′ 29° 2′ 150 S.E. - „ 21 24° 2′ 27° 4′ 176 N.E. - „ 22 26° 24′ 24° 34′ 185 N.E. - „ 23 28° 24′ 22° 42′ 174 N.E. - „ 24 30° 6′ 21° 22′ 125 N.W. - „ 25 32° 10′ 19° 50′ 160 W. - „ 26 34° 24′ 15° 48′ 240 N.N.W. - „ 27 37° 6′ 12° 11′ 246 N.N.W. - „ 28 39° 14′ 8° 5′ 241 N.N.W. - „ 29 39° 88′ 2° 6′ 306 W. - „ 30 42° 00′ 2° 18′ E. 252 W. - Dec. 1 43° 36′ 8° 26′ 254 N. - „ 2 44° 22′ 15° 20′ 296 N. - „ 3 44° 40′ 21° 6′ 286 N.W. - „ 4 44° 4′ 27° 9′ 270 N.W. - „ 5 44° 32′ 33° 24′ 276 W.N.W. - „ 6 44° 53′ 40° 3′ 280 W. - „ 7 44° 41′ 45° 00′ 214 W. - „ 8 44° 30′ 51° 40′ 218 W. - „ 9 45° 00′ 38° 00′ 277 N. - „ 10 45° 9′ 65° 37′ 294 N. - „ 11 44° 57′ 71° 39′ 295 N. - „ 12 44° 59′ 79° 10′ 320 N.N.E. - „ 13 45° 28′ 86° 00′ E. 304 N.N.E. - „ 14 45° 29′ 93° 40′ 328 N. - „ 15 46° 19′ 100° 10′ 260 N.N.E. - „ 16 46° 45′ 105° 53′ 250 N.N.E. - „ 17 47° 25′ 110° 40′ 212 E.N.E. - „ 18 47° 50′ 115° 40′ 230 E.N.E. - „ 19 48° 50′ 122° 26′ 210 E.N.E. - „ 20 47° 28′ 127° 11′ 208 N.E. - „ 21 44° 53′ 134° 11′ 316 N.N.E. - „ 22 41° 45′ 138° 11′ 276 N.N.E. - „ 23 39° 57′ 140° 13′ 115 N.E. by N. - „ 24 Passed Cape Otway 100 N.E. - Liverpool to Melbourne 66 days - - - - -APPENDIX E. - -_List of Clipper Ships still Afloat and Trading at the Outbreak of War, -August, 1914._ - - - +-----+-------------------+------------------+-----------+---+ - | | | | Present | | - |Date | Original Name | Present Name |Nationality|Yrs| - |Built| | if changed | of Owners |Old| - +-----+-------------------+------------------+-----------+---+ - |1864 |_Glenlora_ | |Norwegian | 50| - |1866 |_Antiope_ | |Australian | 48| - |1868 |_Turakina_ |_Elida_ |Norwegian | 46| - |1868 |_Decapolis_ |_Nostra Madre_ |Italian | 46| - |1868 |_Ivanhoe_ | |Chilean | 46| - |1869 |_Cutty Sark_ |_Ferreira_ |Portuguese | 45| - |1869 |_Thomas Stephens_ |_Pero d’Alemguer_ |Portuguese | 45| - |1869 |_Otago_ |_Emilia_ |Portuguese | 45| - |1869 |_Loch Awe_ |_Madura_ |Norwegian | 45| - |1869 |_Hudson_ | |Norwegian | 45| - |1870 |_Lothair_ | |Peruvian | 44| - |1870 |_Aviemore_ | |Norwegian | 44| - |1872 |_Collingwood_ | |Norwegian | 42| - |1873 |_Hesperus_ |_Grand Duchess_ |Russian | 41| - | | |_Marie Nikolaevna_| | | - |1873 |_Rakaia_ | |Barbadian | 41| - |1874 |_Nelson_ | |Chilean | 40| - |1874 |_Waikato_ |_Coronada_ |American | 40| - |1874 |_Canterbury_ | |Norwegian | 40| - |1874 |_Romanoff_ | |Norwegian | 40| - |1874 |_Charlotte Padbury_| |Norwegian | 40| - |1875 |_Trafalgar_ | |Norwegian | 39| - |1875 |_Maulesden_ |_Ostend_ |Italian | 39| - |1875 |_Hurunui_ |_Hermes_ |Finnish | 39| - |1875 |_Myrtle Holme_ |_Glimt_ |Norwegian | 39| - |1875 |_Castle Holme_ |_Ester_ |Norwegian | 39| - |1876 |_Argonaut_ |_Argo_ |Portuguese | 38| - |1876 |_Pleione_ | |Norwegian | 38| - |1876 |_Opawa_ |_Aquila_ |Norwegian | 38| - |1877 |_Taranaki_ | |Italian | 37| - |1877 |_Pericles_ | |Norwegian | 37| - |1877 |_Wanganui_ |_Blenheim_ |Norwegian | 37| - |1877 |_Loch Ryan_ |_John Murray_ |Australian | 37| - |1878 |_Cimba_ | |Norwegian | 36| - |1879 |_Sophocles_ | |Italian | 35| - |1881 |_Loch Torridon_ | |Finnish | 33| - |1882 |_Port Jackson_ | |British | 32| - |1884 |_Derwent_ | |Norwegian | 30| - |1885 |_Torridon_ | |Italian | 29| - |1885 |_Loch Broom_ |Sogndal_ |Norwegian | 27| - |1885 |_Loch Carron_ | _Seileren_ |Norwegian | 27| - |1885 |_Strathdon_ | _Gers_ |French | 27| - |1890 |_Hinemoa_ | |British | 24| - |1891 |_Mount Stewart_ | |British | 23| - +-----+-------------------+------------------+-----------+---+ - - - - -APPENDIX F. - -_The Wool Fleet_, 1874-1890. - - -_Four Best Wool Passages, 1874-1890—Port to Port._ - - +-------------+--------------+-------+-------+-----------+ - | | |Total |Average| Total | - | Ship | Best Four |Number |Number | Number | - | | Passages |of Days|of Days|of Passages| - |-------------+--------------+-------+-------+-----------+ - |_Cutty Sark_ |72, 73, 72, 76| 293 |73¼ | 7 | - |_Thermopylae_|75, 79, 79, 79| 312 |78 | 10 | - |_Mermerus_ |78, 80, 81, 84| 323 |80¾ | 15 | - |_Salamis_ |77, 83, 84, 85| 329 |82¼ | 13 | - +-------------+--------------+-------+-------+-----------+ - -_Cutty Sark’s_ passages are far superior to those of any other ship; in -fact, if we take the average of all her wool passages between 1874 and -1890, it only comes to 77 days from port to port. - -_The Wool Fleet_, 1873-4. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Patriarch_ |Sydney |Oct. 25 |London |Jan. 27| 94 | - |_Miltiades_ |Melbourne|Nov. 12 | „ |Feb. 16| 96 | - |_Mermerus_ | „ | „ 15 | „ | „ 16| 93 | - |_Jerusalem_ | „ | „ 18 | „ | „ 12| 86 | - |_Sam Mendel_ | „ |Dec. 17 | „ |Mar. 12| 85 | - |_Collingwood_ | „ | „ 24 | „ | „ 23| 89 | - |_Loch Tay_ | „ | „ 30 | „ | „ 23| 83 | - |_The Tweed_ | „ |Feb. 3 | „ |Apl. 27| 83 | - |_Star of Peace_ | „ | „ 10 | „ |May 29|108 | - |_Ben Cruachan_ | „ |Mar. 5 | „ |June 13|100 | - |_Samuel Plimsoll_ |Sydney |April 14 | „ |July 5| 82 | - |_Loch Maree_ |Melbourne|June 14 | „ |Sept. 7| 85 | - |_Ben Voirlich_ | „ | „ 14 |Lizard | „ 30|108 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1874-5. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - | _Loch Tay_ |Melbourne|Oct. 23 |London |Jan. 31|100 | - | | | | | ’75 | | - | _Ethiopian_ |Sydney | „ 24 | „ | „ 23| 91 | - | _Macduff_ |Melbourne| „ 30 | „ | „ 26| 88 | - | _Collingwood_ | „ |Nov. 1 | „ |Feb. 4| 95 | - | _Miltiades_ | „ | „ 4 | „ |Jan. 20| 77 | - | _Loch Ard_ | „ | „ 10 | „ |Feb. 11| 93 | - | _Patriarch_ |Sydney | „ 14 | „ | „ 6| 84 | - | _Oberon_ |Melbourne| „ 15 | „ |Jan. 31| 77 | - | _Holmsdale_ | „ | „ 15 | „ |Feb. 6| 83 | - | _City of Perth_ | „ | „ 15 | „ | „ 4| 81 | - | _Sam Mendel_ | „ | „ 18 | „ |Mar. 1|103 | - | _Ben Nevis_ | „ | „ 18 | „ |Feb. 3| 77 | - | _Moravian_ | „ | „ 25 | „ |Mar. 4| 99 | - | _John o’Gaunt_ | „ | „ 25 | „ | „ 27|122 | - | _City of Agra_ | „ | „ 30 | „ | „ 29|119 | - | _The Tweed_ |Sydney |Jan. 11 |Lizard |April 7| 86 | - | | | ’75 | | | | - | _Ben Cruachan_ |Melbourne| „ 19 |London | „ 27| 98 | - | _Samuel Plimsoll_|Sydney |Mar. 3 | „ |June 14|103 | - | _Romanoff_ |Melbourne| „ 11 | „ | „ 15| 96 | - | _Ben Voirlich_ | „ | „ 16 | „ | „ 17| 93 | - | _Loch Maree_ | „ | „ 21 |Wight | „ 17| 88 | - | _Thomas Stephens_| „ |April 30 |Lizard |Aug. 4| 96 | - | _Loch Lomond_ | „ |May 1 |London | „ 2| 93 | - | _Cairnbulg_ |Sydney | „ 6 | „ | „ 27|113 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1875-6. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Queen of Nations_|Sydney |Oct. 16 |London |Feb. 18|125 | - | | | | | ’76 | | - |_Hawkesbury_ | „ | „ 25 | „ | „ 15|113 | - |_Salamis_ |Melbourne| „ 23 | „ |Jan. 25| 94 | - |_Thessalus_ | „ | „ 30 | „ | „ 31| 93 | - |_Oberon_ | „ |Nov. 5 |Deal |Feb. 17|104 | - |_Lincolnshire_ | „ | „ 7 |London | „ 17|102 | - |_City of Agra_ | „ | „ 10 | „ | „ 17| 99 | - |_La Hogue_ |Sydney | „ 11 | „ | „ 17| 98 | - |_Ben Cruachan_ |Melbourne| „ 11 |Dover | „ 16| 97 | - |_Miltiades_ | „ | „ 14 |London | „ 17| 95 | - |_Ben Ledi_ | „ | „ 16 |Dungen’s| „ 16| 92 | - |_Loch Ard_ | „ | „ 17 | „ | „ 16| 91 | - |_Moravian_ | „ | „ 20 | „ | „ 18| 90 | - |_Abergeldie_ |Sydney | „ 21 | „ | „ 20| 91 | - |_Holmsdale_ |Melbourne| „ 21 | „ | „ 19| 90 | - |_Patriarch_ |Sydney | „ 26 | „ | „ 18| 84 | - |_The Tweed_ | „ |Dec. 10 | „ | „ 17| 69 | - |_Romanoff_ |Melbourne| „ 10 | „ |Mar. 14| 94 | - |_Centurion_ |Sydney | „ 21 | „ |April 11|111 | - |_Loch Maree_ |Melbourne| „ 29 | „ |Mar. 29| 90 | - |_John Duthie_ |Sydney |Jan. 1 | „ |April 12|101 | - | | | ’76 | | | | - |_Rodney_ |Melbourne| „ 6 |Deal | „ 13| 97 | - |_Thomasina_ | „ | „ 10 |London | „ 20|100 | - | _McLellan_ | | | | | | - |_Samuel Plimsoll_ |Sydney | „ 2 | „ | „ 5| 83 | - |_Loch Vennachar_ |Melbourne| „ 13 | „ | „ 11| 88 | - |_Mermerus_ | „ | „ 17 | „ | „ 20| 93 | - |_Parramatta_ |Sydney |Feb. 1 | „ | „ 21| 79 | - |_Nineveh_ | „ | „ 5 | „ |May 26|110 | - |_Loch Ness_ |Melbourne| „ 22 | „ | „ 24| 91 | - |_Loch Garry_ | „ | „ 22 | „ | | | - |_Thomas Stephens_ |Sydney |Mar. 8 | „ |June 8| 92 | - |_Cairnbulg_ | „ | „ 9 | „ | „ 7| 90 | - |_Darling Downs_ | „ | „ 9 | „ | „ 24|107 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1876-7. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Sir Walter_ |Melbourne|Oct. 6 |London |Jan. 10| 97 | - | _Raleigh_ | | | | | | - |_Macduff_ |Geelong | „ 25 | „ | „ 15| 82 | - |_George Thompson_ | „ | „ 25 | „ |Feb. 5|103 | - |_Miltiades_ |Melbourne| „ 27 | „ |Jan. 24| 89 | - |_City of Agra_ |Geelong |Nov. 3 | „ |Feb. 9| 98 | - |_Loch Katrine_ |Melbourne| „ 6 | „ | „ 8| 94 | - |_Ben Lomond_ | „ | „ 6 | „ | „ 9| 95 | - |_Loch Vennachar_ | „ | „ 8 | „ | „ 9| 93 | - |_Centurion_ | „ | „ 9 | „ | „ 7| 90 | - |_Romanoff_ | „ | „ 11 | „ | „ 6| 87 | - |_Ben Cruachan_ |Sydney | „ 12 | „ | „ 8| 88 | - |_Samuel Plimsoll_ | „ | „ 19 | „ | „ 19| 92 | - |_Loch Maree_ |Melbourne| „ 27 | „ |Mar. 6| 99 | - |_Collingwood_ | „ | „ 27 | „ | „ 6| 99 | - |_Aristides_ | „ | „ 28 | „ |Feb. 17| 81 | - |_Patriarch_ |Sydney |Dec. 4 | „ |Mar. 6| 92 | - |_Sam Mendel_ |Melbourne| „ 11 | „ | „ 26|106 | - |_Ben Voirlich_ | „ | „ 18 | „ | „ 26| 98 | - |_Loch Garry_ | „ |Jan. 25 |Deal |May 10|105 | - |_Darling Downs_ |Sydney |Feb. 1 |London | „ 22|110 | - |_Cairnbulg_ | „ | „ 5 | „ | „ 10| 94 | - |_Loch Lomond_ | „ | „ 17 | „ | „ 10| 82 | - |_Parramatta_ | „ | „ 17 | „ | „ 10| 82 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1877-8. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Ben Cruachan_ |Melbourne|Oct. 24 |London |Jan. 22| 90 | - | | | | | ’78| | - |_Romanoff_ | „ | „ 27 | „ |Feb. 12|108 | - | | | | | ’78| | - |_John Duthie_ |Sydney |Nov. 1 | „ | „ 15|107 | - |_Ben Voirlich_ |Melbourne| „ 6 | „ | „ 15|101 | - |_Samuel Plimsoll_ |Sydney | „ 8 | „ | „ 12| 96 | - |_George Thompson_ |Melbourne| „ 9 | „ | „ 12| 95 | - |_Loch Maree_ | „ | „ 11 | „ | „ 13| 94 | - |_Macduff_ | „ | „ 12 | „ | „ 15| 95 | - |_Miltiades_ | „ | „ 16 | „ | „ 21| 97 | - |_Patriarch_ |Sydney | „ 21 | „ | „ 28| 99 | - |_Sir Walter_ |Melbourne| „ 23 | „ |Mar. 1| 98 | - | _Raleigh_ | | | | | | - |_Salamis_ | „ | „ 24 | „ |Feb. 19| 87 | - |_Mermerus_ | „ | „ 24 | „ | „ 12| 80 | - |_Cairnbulg_ |Sydney |Dec. 3 | „ |Mar. 2| 89 | - |_City of Agra_ |Melbourne| „ 4 | „ | „ 7| 93 | - |_Old Kensington_ | „ | „ 7 | „ | „ 7| 90 | - |_Aristides_ |Adelaide | „ 14 | „ | „ 21| 97 | - |_Loch Garry_ |Melbourne| „ 20 | „ |April 4|105 | - |_True Briton_ | „ | „ 21 | „ | „ 4|104 | - |_Thyatira_ | „ |Jan. 12 | „ | „ 16| 94 | - |_La Hogue_ |Sydney | „ 16 | „ | „ 16| 90 | - |_Thomas Stephens_ |Melbourne| „ 17 | „ | „ 18| 91 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1878-9. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Loch Katrine_ |Melbourne|Sept. 23 |London |Jan. 15|114 | - | | | | | ’79| | - |_Ascalon_ |Sydney |Oct. 14 | „ | „ 16| 94 | - |_Romanoff_ |Melbourne| „ 26 | „ | „ 27| 93 | - |_Nineveh_ |Sydney | „ 29 | „ |Feb. 7|101 | - |_Ann Duthie_ | „ |Nov. 2 | „ | „ 3| 93 | - |_Slieve More_ |Melbourne| „ 4 | „ | „ 8| 96 | - |_Ben Cruachan_ |Geelong | „ 5 | „ | „ 8| 95 | - |_Loch Maree_ |Melbourne| „ 8 | „ |Jan. 30| 83 | - |_Miltiades_ | „ | „ 11 | „ |Feb. 8| 89 | - |_Mermerus_ | „ | „ 13 | „ | „ 5| 84 | - |_Merope_ | „ | „ 16 | „ | „ 20| 96 | - |_Cimba_ |Sydney | „ 16 | „ | „ 17| 93 | - |_Jerusalem_ |Geelong | „ 16 | „ | „ 8| 84 | - |_Ben Voirlich_ |Melbourne| „ 17 | „ |Mar. 6|109 | - |_Melbourne_ | „ | „ 18 |Prawle P|Feb. 16| 90 | - |_Samuel Plimsoll_ |Sydney | „ 19 |London | „ 7| 80 | - |_Aristides_ |Melbourne| „ 23 | „ | „ 18| 87 | - |_Cynisca_ |Sydney | „ 26 | „ |Mar. 14|108 | - |_Macduff_ |Geelong |Dec. 1 | „ | „ 4| 93 | - |_Loch Lomond_ |Melbourne| „ 3 | „ | „ 6| 93 | - |_Hawkesbury_ |Sydney | „ 5 | „ | „ 6| 91 | - |_Old Kensington_ |Melbourne| „ 7 | „ | „ 7| 90 | - |_Thomas Stephens_ |Sydney | „ 7 | „ | „ 6| 89 | - |_Loch Garry_ |Geelong | „ 13 | „ | „ 13| 90 | - |_Thyatira_ |Melbourne| „ 14 | „ | „ 6| 82 | - |_Patriarch_ |Sydney | „ 16 |Lizard | „ 15| 89 | - |_Cairnbulg_ | „ | „ 20 | „ |April 8|109 | - |_Superb_ |Melbourne| „ 21 |Dover | „ 1|101 | - |_La Hogue_ |Sydney |Jan. 18 |Lizard | „ 18| 90 | - | | | ’79 | | | | - |_Parramatta_ | „ |Feb. 5 |Plym’th | „ 26| 80 | - |_Windsor Castle_ | „ |Mar. 11 |Prawle P|June 13| 94 | - |(D. Rose & Co.) | | | | | | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1879-80. - - +------------------+---------+---------+--------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +------------------+---------+---------+--------+--------+----+ - |_Sam Mendel_ |Melbourne|Nov. 3 |London |Feb. 6| 95 | - |_Cimba_ |Sydney | „ 6 |Channel |Mar. 4|119 | - |_Ben Cruachan_ |Geelong | „ 9 |London |Feb. 6| 89 | - |_Romanoff_ |Geelong | „ 16 | „ |Mar. 10|114 | - |_Thermopylae_ |Sydney | „ 18 | „ |Feb. 7| 81 | - |_Salamis_ |Melbourne| „ 19 | „ |Mar. 8|109 | - |_Samuel Plimsoll_ |Sydney | „ 22 | „ | „ 9|107 | - |_Macduff_ |Melbourne| „ 23 | „ | „ 9|106 | - |_Thyatira_ | „ | „ 26 | „ | „ 8|102 | - |_Old Kensington_ | „ | „ 29 | „ | „ 9|100 | - |_Sir Walter_ | „ | „ 29 | „ | „ 9|100 | - | _Raleigh_ | | | | | | - |_Mermerus_ | „ |Dec. 4 | „ | „ 4| 90 | - |_Cynisca_ |Sydney | „ 5 | „ |April 6|122 | - |_Dunbar Castle_ | „ | „ 11 | „ | „ 3|113 | - |_Superb_ |Melbourne| „ 13 | „ | „ 3|111 | - |_Nineveh_ |Sydney | „ 18 | „ | „ 2|105 | - |_Darling Downs_ | „ | „ 30 | „ | „ 2| 94 | - |_Ben Voirlich_ | „ |Jan. 1 | „ | „ 17|106 | - |_Aristides_ |Melbourne| „ 1 | „ | „ 3| 92 | - |_Loch Tay_ | „ | „ 3 | „ | „ 19|106 | - |_Loch Vennachar_ |Geelong | „ 16 | „ | „ 19| 93 | - |_Patriarch_ |Sydney | „ 17 | „ | „ 19| 92 | - |_Loch Garry_ |Melbourne| „ 22 | „ | „ 19| 87 | - +------------------+---------+---------+--------+--------+----+ - -_The Wool Fleet_, 1880-1. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Woollahra_ |Sydney |Sept. 3 |London |Dec. 1| 88 | - |_Hawkesbury_ | „ | „ 30 | „ | „ 27| 88 | - |_The Tweed_ | „ |Oct. 1 | „ | „ 28| 88 | - |_Samuel Plimsoll_| „ | „ 12 | „ |Feb. 2|113 | - |_Thermopylae_ | „ | „ 14 | „ |Jan. 12| 90 | - |_Miltiades_ |Melbourne| „ 20 |Motherb’nk|Feb. 3|106 | - |_Cimba_ |Sydney | „ 23 | London | „ 2|102 | - |_Sir Walter_ |Melbourne| „ 26 | „ | „ 13|110 | - | _Raleigh_ | | | | | | - |_Loch Vennachar_ | „ | „ 27 | „ |Jan. 31| 96 | - |_Loch Maree_ | „ | „ 28 | „ |Feb. 3| 98 | - |_Melbourne_ | „ | „ 29 | „ |Jan. 31| 94 | - |_Romanoff_ | „ | „ 29 | „ |Feb. 2| 96 | - |_Patriarch_ |Sydney | „ 29 | „ | „ 3| 97 | - |_Ben Voirlich_ |Melbourne|Nov. 5 | „ | „ 7| 94 | - |_Mermerus_ | „ | „ 5 | „ | „ 4| 91 | - |_Salamis_ |Geelong | „ 9 | „ | „ 5| 88 | - |_Sam Mendel_ |Melbourne| „ 10 | „ |Mar. 8|118 | - |_Windsor Castle_ | „ | „ 11 | „ |Feb. 5| 86 | - | (Green’s) | | | | | | - |_Windsor Castle_ |Sydney | „ 13 | „ |Jan. 31| 79 | - | (D. Rose) | | | | | | - |_Aristides_ |Melbourne| „ 17 | „ |Feb. 4| 79 | - |_Thyatira_ |Geelong | „ 20 | „ |Mar. 5|105 | - |_Loch Garry_ |Melbourne| „ 29 | „ |Feb. 24| 87 | - |_Darling Downs_ |Sydney |Dec. 5 | „ |April 13|129 | - |_Collingwood_ |Melbourne| „ 5 | „ |Mar. 20|105 | - |_Thessalus_ | „ |Jan. 14 | „ |April 28|104 | - |_Parramatta_ |Sydney | „ 24 | „ | „ 30| 96 | - |_Brilliant_ | „ |Feb. 2 | „ |May 1| 88 | - |_Loch Tay_ |Melbourne| „ 25 |Falm’th |June 8|103 | - |_Argonaut_ | „ |April 7 |London | „ 30| 84 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1881-2. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Windsor Castle_ |Sydney |Oct. 15 |London |Jan. 30|107 | - | (D. Rose) | | | | | | - |_Salamis_ |Geelong | „ 29 | „ |Feb. 7|101 | - |_Romanoff_ |Melbourne|Nov. 7 | „ | „ 18|103 | - |_Holmsdale_ | „ | „ 10 | „ | „ 17| 99 | - |_Loch Garry_ | „ | „ 11 |Wight | „ 16| 97 | - |_Ben Cruachan_ | „ | „ 12 |London | „ 18| 98 | - |_Sir Walter_ | „ | „ 12 | „ |Mar. 6|114 | - | _Raleigh_ | | | | | | - |_Parthenope_ | „ | „ 13 | „ |Feb. 15| 94 | - |_Theophane_ |Geelong | „ 14 |Dover | „ 16| 94 | - |_Miltiades_ |Melbourne| „ 14 |Downs | „ 16| 94 | - |_Patriarch_ |Sydney | „ 15 |London |Mar. 6|111 | - |_City of Agra_ |Melbourne| „ 17 | „ |Feb. 20| 95 | - |_Mermerus_ | „ | „ 17 |Lizard | „ 14| 89 | - |_Samuel Plimsoll_|Sydney | „ 17 |Downs | „ 16| 91 | - |_Ben Voirlich_ |Geelong | „ 18 |London |Mar. 22|124 | - |_Loch Rannoch_ | „ | „ 29 | „ | „ 29|120 | - |_Thyatira_ |Melbourne|Dec. 3 | „ | „ 18|105 | - |_Loch Vennachar_ | „ | „ 9 | „ | „ 3| 84 | - |_Thessalus_ |Sydney | „ 19 | „ | „ 28| 99 | - |_Aristides_ |Melbourne|Feb. 6 | „ |May 11| 94 | - | | | ’82 | | | | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1882-3. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Windsor Castle_ |Sydney |Oct. 13|Falm’th |Jan. 20| 99 | - | (D. Rose & Co.)| | | | | | - |_Thermopylae_ | „ | „ 14|London |Dec. 28| 75 | - |_Salamis_ |Melbourne| „ 17| „ |Jan. 19| 94 | - |_Loch Garry_ | „ |Nov. 3| „ |Feb. 14|103 | - |_Samuel Plimsoll_|Sydney | „ 4| „ | „ 4| 92 | - |_Orontes_ | „ | „ 6| „ | „ 15|101 | - |_Loch Vennachar_ |Melbourne| „ 8| „ | „ 15| 99 | - |_Macduff_ | „ | „ 8| „ | „ 11| 95 | - |_Ben Voirlich_ | „ | „ 9| „ | „ 9| 92 | - |_Holmsdale_ | „ | „ 9| „ | „ 15| 98 | - |_Ben Cruachan_ | „ | „ 13| „ | „ 12| 91 | - |_Hallowe’en_ |Sydney | „ 14| „ | „ 13| 91 | - |_Miltiades_ |Melbourne| „ 14| „ | „ 14| 92 | - |_Romanoff_ | „ | „ 16| „ | „ 14| 90 | - |_Loch Sloy_ | „ | „ 23| „ | „ 23| 92 | - |_Mermerus_ | „ | „ 25| „ | „ 14| 81 | - |_John Duthie_ |Sydney | „ 29| „ |Mar. 25|116 | - |_Collingwood_ |Melbourne| „ 6| „ |Mar. 26|110 | - |_Melbourne_ | „ | „ 14| „ | „ 27|103 | - |_Patriarch_ |Sydney | „ 26| „ |April 10|105 | - |_Woollahra_ | „ |Jan. 6| „ | „ 7| 91 | - |_Cimba_ | „ | „ 7|Channel | „ 22|105 | - |_Smyrna_ | „ | „ 7|London | „ 30|113 | - |_Anglo-Norman_ | „ | „ 10| „ | „ 23|103 | - |_Christiana_ | „ | „ 19| „ |May 12|113 | - | _Thompson_ | | | | | | - |_Darling Downs_ | „ | „ 23| „ |April 30| 97 | - |_Loch Etive_ | „ | „ 24| „ |May 16|112 | - |_La Hogue_ |Sydney |Jan. 25| „ |April 30| 95 | - |_Dharwar_ | „ |Feb. 8| „ |June 4|116 | - |_Hawkesbury_ | „ | „ 8| „ |May 12| 93 | - |_Trafalgar_ | „ | „ 8| „ | „ 12| 93 | - |_Gladstone_ | „ | „ 26| „ | „ 13| 76 | - |_Rodney_ |Melbourne|Mar. 4|Prawle |June 11| 99 | - |_Parramatta_ |Sydney | „ 6|London |July 7|123 | - |_Abergeldie_ | „ |April 15| „ |Aug. 1|108 | - |_Brilliant_ | „ | „ 19| „ | „ 4|107 | - |_William Duthie_ | „ | „ 20| „ | „ 15|117 | - |_Port Jackson_ | „ | „ 28| „ |July 30| 93 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1883-4. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_John Duthie_ |Sydney |Oct. 12 |London |Jan. 10| 90 | - |_Salamis_ |Melbourne| „ 19 | „ | „ 27|100 | - |_Sir Walter_ |Sydney | „ 20 | „ | „ 19| 91 | - | _Raleigh_ | | | | | | - |_Woollahra_ | „ | „ 26 | „ |Feb. 6|103 | - |_Thermopylae_ | „ | „ 31 | „ |Jan. 26| 87 | - |_Loch Vennachar_ |Melbourne|Nov. 3 | „ |Feb. 25|114 | - |_Ben Cruachan_ | „ | „ 3 | „ |Jan. 27| 85 | - |_Holmsdale_ | „ | „ 3 | „ |Feb. 10| 99 | - |_Loch Garry_ |Geelong | „ 3 | „ | „ 2| 91 | - |_Patriarch_ |Sydney | „ 3 | „ | „ 2| 91 | - |_Windsor Castle_ | „ | „ 3 | „ | „ 6| 94 | - | (D. Rose) | | | | | | - |_Anglo-Norman_ | „ | „ 4 | „ | „ 1| 89 | - |_Samuel Plimsoll_| „ | „ 5 | „ |Jan. 28| 84 | - |_Ethiopian_ |Geelong | „ 7 | „ |Feb. 12| 97 | - |_Ben Voirlich_ | „ | „ 11 | „ | „ 10| 91 | - |_South_ |Melbourne| „ 14 | „ | „ 20| 98 | - | _Australian_ | | | | | | - |_Romanoff_ | „ | „ 17 | „ | „ 12| 87 | - |_Mermerus_ | „ | „ 21 | „ | „ 24| 93 | - |_Loch Tay_ | „ | „ 24 | „ |Mar. 3| 99 | - |_Thyatira_ | „ | „ 28 | „ | „ 10|102 | - |_Hawkesbury_ |Sydney |Dec. 7 | „ | „ 10| 93 | - |_Loch Long_ |Melbourne| „ 8 | „ | „ 14| 96 | - |_Melbourne_ | „ | „ 12 | „ | „ 18| 96 | - |_Cutty Sark_ |Newcastle| „ 28 | „ | „ 20| 82 | - |_Dharwar_ |Sydney | „ 29 | „ |April 21|113 | - |_Cimba_ | „ | „ 29 | „ | „ 22|114 | - |_Christiana_ | „ | „ 29 | „ | „ 21|113 | - | _Thompson_ | | | | | | - |_Miltiades_ |Geelong |Jan. 4 | „ | „ 22|108 | - |_Smyrna_ |Sydney | „ 14 | „ | „ 30|106 | - |_Rodney_ |Melbourne| „ 19 | „ | „ 28| 99 | - |_Jerusalem_ |Sydney |Feb. 6 | „ |May 3| 87 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1884-5. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Loch Long_ |Melbourne|Oct. 5 |London |Jan. 9| 96 | - |_Thermopylae_ | „ | „ 6 | „ |Dec. 24| 79 | - |_Patriarch_ |Sydney | „ 12 |Channel |Jan. 10| 90 | - |_Sir Walter_ | „ | „ 14 |London | „ 27|105 | - | _Raleigh_ | | | | | | - |_Samuel Plimsoll_| „ | „ 15 |Plym’th | „ 22| 99 | - |_Salamis_ |Melbourne| „ 19 |London | „ 11| 84 | - |_Thyatira_ | „ | „ 31 | „ |Feb. 14|106 | - |_The Tweed_ |Sydney |Nov. 4 | „ | „ 14|102 | - |_Hawkesbury_ | „ | „ 26 | „ | „ 28| 94 | - |_Ben Cruachan_ |Melbourne| „ 28 | „ | „ 27| 91 | - |_Gladstone_ |Newcastle|Dec. 2 | „ |Mar. 20|108 | - |_Mermerus_ |Melbourne| „ 5 | „ |Feb. 27| 84 | - |_Loch Garry_ |Geelong | „ 5 | „ |Mar. 30|115 | - |_Orontes_ |Sydney | „ 5 | „ | „ 31|116 | - |_Christiana_ | „ | „ 6 | „ | „ 27|111 | - | _Thompson_ | | | | | | - |_Woollahra_ | „ | „ 7 | „ | „ 27|110 | - |_Cutty Sark_ |Newcastle| „ 9 | „ |Feb. 27| 80 | - |_Cimba_ |Sydney | „ 12 | „ |Mar. 27|105 | - |_Dharwar_ | „ | „ 12 | „ | „ 27|105 | - |_Harbinger_ |Melbourne| „ 24 | „ |April 2| 99 | - |_Loch Vennachar_ | „ | „ 27 | „ |Mar. 29| 92 | - |_Miltiades_ | „ | „ 28 | „ | „ 30| 92 | - |_Trafalgar_ |Sydney |Jan. 19 | „ |April 29|100 | - |_Cairnbulg_ | „ | „ 20 | „ | „ 23| 93 | - |_Rodney_ |Melbourne|Feb. 2 | „ | „ 26| 83 | - |_Port Jackson_ |Sydney | „ 12 | „ |May 17| 94 | - |_Centurion_ | „ |Mar. 21 | „ |June 20| 91 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1885-6. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Patriarch_ |Newcastle|Oct. 5 |London |Jan. 7 | 94 | - |_Sir Walter_ |Sydney | „ 12 | „ | „ 5 | 85 | - | _Raleigh_ | | | | | | - |_Loch Vennachar_ |Melbourne| „ 14 | „ | „ 7 | 85 | - |_Cutty Sark_ |Sydney | „ 16 | „ |Dec. 27 | 72 | - |_Salamis_ |Melbourne| „ 17 | „ |Jan. 2 | 77 | - |_Woollahra_ |Sydney | „ 17 | „ | „ 7 | 82 | - |_Thermopylae_ | „ | „ 18 | „ | „ 5 | 79 | - |_Samuel Plimsoll_| „ | „ 24 | „ | „ 23 | 91 | - |_Cimba_ | „ | „ 24 | „ | „ 28 | 97 | - |_Harbinger_ |Melbourne|Nov 7 | „ |Feb. 5 | 90 | - |_Ben Cruachan_ | „ | „ 13 | „ | „ 2 | 81 | - |_Mermerus_ | „ | „ 30 |Lizard |Mar. 19 |109 | - |_Illawarra_ |Sydney |Dec 7 |London | „ 21 |104 | - |_The Tweed_ | „ | „ 7 | „ | „ 25 |108 | - |_Thomas Stephens_| „ | „ 11 | „ | „ 21 |100 | - |_Ben Voirlich_ |Melbourne| „ 22 | „ | „ 21 | 89 | - |_Rodney_ | „ | „ 22 | „ | „ 19 | 87 | - |_Loch Ness_ | „ |Jan. 4 | „ |May 3 |119 | - |_Loch Ryan_ | „ | „ 8 | „ | „ 8 |120 | - |_Mount Stewart_ | „ | „ 10 | „ | „ 3 |113 | - |_Darling Downs_ | „ | „ 16 | „ | „ 11 |115 | - |_Dharwar_ | „ | „ 19 | „ | „ 11 |112 | - |_Trafalgar_ |Sydney | „ 23 | „ | „ 10 |107 | - |_Loch Sloy_ |Melbourne| „ 30 | „ | „ 27 |117 | - |_Brilliant_ |Sydney |Feb. 3 | „ | „ 7 | 93 | - |_Port Jackson_ | „ | „ 8 | „ | „ 27 |108 | - |_Miltiades_ |Melbourne|Mar. 22 | „ |June 24 | 94 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1886-7. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Loch Vennachar_ |Melbourne|Oct. 21 |London |Jan. 20| 91 | - |_Salamis_ | „ | „ 24 | „ | „ 17| 85 | - |_Patriarch_ |Sydney | „ 24 | „ | „ 21| 89 | - |_Thermopylae_ | „ | „ 24 | „ | „ 19| 87 | - |_Blackadder_ |Newcastle| „ 27 | „ |Feb. 23|119 | - |_Derwent_ |Sydney |Nov. 6 | „ | „ 22|108 | - |_Cimba_ | „ | „ 27 | „ | „ 24| 90 | - |_Woollahra_ | „ | „ 30 | „ | „ 26| 88 | - |_Aristides_ |Melbourne|Dec. 7 | „ |Mar. 10| 93 | - |_Mermerus_ | | „ 10 | „ |Feb. 26| 78 | - |_Sir Walter_ | „ | „ 11 | „ |Mar. 1| 80 | - | _Raleigh_ | | | | | | - |_Harbinger_ | „ | „ 13 | „ | „ 25|102 | - |_Samuel Plimsoll_|Sydney | „ 14 | „ | „ 25|101 | - |_Rodney_ |Melbourne| „ 17 | „ |April 17|121 | - |_Loch Garry_ |Geelong | „ 18 | „ | „ 13|116 | - |_City of Agra_ |Melbourne|Jan. 1 | „ | „ 23|112 | - |_South_ | „ | „ 1 | „ | „ 23|112 | - | _Australian_ | | | | | | - |_Cairnbulg_ |Sydney | „ 8 | „ | „ 22|104 | - |_Illawarra_ | „ | „ 13 | „ | „ 22| 97 | - |_Port Jackson_ | „ | „ 15 | „ | „ 24| 99 | - |_Orontes_ | „ | „ 16 | „ | „ 23| 97 | - |_Smyrna_ | „ | „ 18 | „ | „ 24| 96 | - |_Trafalgar_ | „ |Feb. 15 | „ |May 21| 95 | - |_Dharwar_ | „ | „ 15 | „ | „ 21| 95 | - |_Cutty Sark_ | „ |Mar. 26 | „ |June 6| 72 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1887-8. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Sir Walter_ |Sydney |Sept 14 |London |Jan. 2|110 | - | _Raleigh_ | | | | | | - |_Thermopylae_ | „ |Oct. 16 | „ | „ 3| 79 | - |_Patriarch_ | „ | „ 16 | „ | „ 20| 96 | - |_Loch Vennachar_ |Melbourne| „ 17 | „ | „ 5| 80 | - |_Woollahra_ |Sydney | „ 23 | „ | „ 23| 92 | - |_Cimba_ | „ | „ 24 | „ | „ 22| 90 | - |_Samuel Plimsoll_| „ | „ 25 | „ | „ 27| 94 | - |_Salamis_ |Melbourne| „ 26 | „ | „ 17| 83 | - |_Romanoff_ | „ |Nov. 2 | „ |Mar. 11|130 | - |_Smyrna_ |Sydney | „ 12 | „ | „ 13|122 | - |_Derwent_ | „ | „ 17 | „ |Feb. 20| 95 | - |_Thyatira_ |Newcastle| „ 21 |Dungen’s |Mar. 8|108 | - |_Dharwar_ |Melbourne| „ 23 |London | „ 5|103 | - |_Loch Ryan_ |Geelong | „ 23 | „ | „ 12|110 | - |_Harbinger_ |Melbourne| „ 28 | „ | „ 10|103 | - |_Mermerus_ | „ | „ 29 | „ | „ 9|101 | - |_Orontes_ |Sydney |Dec. 1 | „ | „ 13|103 | - |_Illawarra_ | „ | „ 5 | „ | „ 8| 94 | - |_Aristides_ |Melbourne| „ 5 | „ | „ 5| 91 | - |_Yallaroi_ |Sydney | „ 10 | „ | „ 10| 91 | - |_Trafalgar_ | „ | „ 12 | „ | „ 11| 90 | - |_Collingwood_ |Melbourne| „ 12 | „ | „ 11| 90 | - |_City of Agra_ | „ | „ 17 | „ | „ 10| 83 | - |_Loch Garry_ | „ | „ 21 | „ | „ 15| 85 | - |_Cutty Sark_ |Newcastle| „ 28 |Dungen’s | „ 8| 71 | - |_Gladstone_ |Sydney |Jan. 7 |London |April 5| 89 | - |_Miltiades_ |Melbourne| „ 11 | „ | „ 11| 91 | - |_Brilliant_ |Sydney | „ 26 | „ | „ 18| 83 | - |_Thomas Stephens_| „ |Feb. 4 | „ |May 17|103 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1888-9. - - +-----------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +-----------------+---------+--------+----------+--------+----+ - |_Derwent_ |Sydney |Oct. 10|London |Jan. 17| 99 | - |_Cimba_ | „ | „ 18| „ | „ 15| 89 | - |_Orontes_ | „ | „ 20| „ | „ 22| 94 | - |_Star of Italy_ | „ | „ 20| „ | „ 14| 86 | - |_Woollahra_ | „ | „ 24| „ | „ 18| 86 | - |_Salamis_ |Melbourne| „ 24| „ | „ 17| 85 | - |_Cutty Sark_ |Sydney | „ 26|Start | „ 18| 84 | - |_Loch Vennachar_ |Melbourne| „ 27|London | „ 19| 84 | - |_Gladstone_ |Sydney | „ 30| „ |Feb. 15|108 | - |_Centurion_ | „ | „ 31| „ | „ 21|113 | - |_Mermerus_ |Melbourne|Nov. 3| „ |Jan. 31| 89 | - |_Blackadder_ |Newcastle| „ 17| „ |Feb. 15| 90 | - |_Loch Ryan_ |Geelong | „ 23| „ |Mar. 9|106 | - |_Harbinger_ |Melbourne| „ 26| „ | „ 8|102 | - |_Nebo_ |Sydney | „ 28| „ |Feb. 16| 82 | - |_Thomas Stephens_| „ | „ 29| „ |Mar. 20|111 | - |_Dharwar_ |Melbourne|Dec. 1| „ | „ 7| 96 | - |_Trafalgar_ |Sydney | „ 6| „ |Mar. 18|102 | - |_Yallaroi_ | „ | „ 10| „ | „ 20|100 | - |_Collingwood_ |Melbourne| „ 15| „ | „ 20| 95 | - |_Loch Garry_ | „ | „ 21| „ | „ 20| 89 | - |_Sophocles_ |Sydney | „ 22| „ |April 15|114 | - |_Samuel Plimsoll_|Melbourne| „ 23| „ | „ 2|100 | - |_Rodney_ |Sydney | „ 24| „ |Mar. 27| 93 | - |_Romanoff_ |Geelong | „ 31| „ |April 23|113 | - |_Torridon_ |Sydney |Jan. 12| „ | „ 29|107 | - |_Thermopylae_ | „ |Mar. 26| „ |June 29| 95 | - +-----------------+---------+--------+----------+--------+----+ - -_The Wool Fleet_, 1889-90. - - +--------------+---------+--------+----------+--------+----+ - | Ship | From | Left | To |Arrived |D’ys| - | | | | | |Out | - +--------------+---------+--------+----------+--------+----+ - |_Derwent_ |Sydney |Oct. 14 |London |Jan. 2| 80 | - |_Cairnbulg_ | „ | „ 15 | „ | „ 24|101 | - |_Orontes_ | „ | „ 17 | „ | „ 24| 99 | - |_Loch_ |Melbourne| „ 21 | „ | „ 15| 86 | - | _Vennachar_ | | | | | | - |_Salamis_ | „ | „ 22 | „ | „ 15| 85 | - |_Cimba_ |Sydney | „ 22 | „ | „ 5| 75 | - |_Woollahra_ | „ | „ 22 | „ | „ 15| 85 | - |_Rodney_ | „ | „ 31 |Lizard | „ 16| 77 | - |_Cutty Sark_ | „ |Nov. 3 |Start | „ 16| 74 | - |_Loch Ryan_ |Melbourne| „ 3 |London |Mar. 11|128 | - |_Mermerus_ | „ |Dec. 7 | „ | „ 10| 93 | - |_Thomas_ | „ | „ 10 | „ | „ 28|108 | - | _Stephens_ | | | | | | - |_Loch Tay_ |Geelong | „ 12 | „ | „ 15| 96 | - |_Samuel_ |Melbourne| „ 14 | „ | „ 26|102 | - | _Plimsoll_ | | | | | | - |_Yallaroi_ |Sydney | „ 20 | „ |April 8|109 | - |_Trafalgar_ | „ | „ 21 | „ | „ 8|108 | - |_Harbinger_ |Melbourne| „ 22 | „ | „ 10|109 | - |_Collingwood_ | „ | „ 23 | „ |Mar. 28| 95 | - |_Loch Rannoch_| „ | „ 23 | „ |April 10|108 | - |_Illawarra_ |Sydney | „ 23 | „ | „ 5|103 | - |_Romanoff_ |Melbourne|Jan. 1 | „ | „ 6| 95 | - |_Thermopylae_ |Sydney | „ 9 |Deal | „ 8| 89 | - |_Loch Long_ |Geelong | „ 18 |London | „ 27| 99 | - |_Loch Sloy_ |Melbourne| „ 18 | „ | „ 28|100 | - |_Brilliant_ |Sydney | „ 25 | „ | „ 22| 87 | - |_Torridon_ | „ | „ 25 | „ | „ 26| 91 | - |_Patriarch_ | „ | „ 27 | „ | „ 26| 89 | - |_Hesperus_ |Melbourne| „ 31 | „ |May 14|103 | - |_Port Jackson_|Sydney |Feb. 8 | „ | „ 8| 89 | - +--------------+---------+--------+----------+--------+----+ - - - - -Transcriber’s Note: - -The name of the ship printed as _Songdal_ in the original, see -‘PASSAGES TO AUSTRALIA UNDER 80 DAYS IN 1885.’, has been changed to -read _Sogndal_. - - - - - -End of the Project Gutenberg EBook of The Colonial Clippers, by Basil Lubbock - -*** END OF THIS PROJECT GUTENBERG EBOOK THE COLONIAL CLIPPERS *** - -***** This file should be named 52897-0.txt or 52897-0.zip ***** -This and all associated files of various formats will be found in: - http://www.gutenberg.org/5/2/8/9/52897/ - -Produced by deaurider, Brian Wilcox and the Online -Distributed Proofreading Team at http://www.pgdp.net (This -file was produced from images generously made available -by The Internet Archive) - 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