Chapter X: Part I: The Emigrant Ships (4)

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.

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”.