Chapter XIV: Part 14

MR. SKEAD, SECOND-MASTER, AND MR. LAMBE, MIDSHIPMAN,
R.N., OF H.M.S. 'TRAFALGAR,' OFF MALTA,

1852.

On the afternoon of the 5th of February, 1852, while H.M.S. 'Trafalgar,' Captain Greville, was going through a heavy sea off Malta, Mr. Sheepshanks, a cadet, lost his balance while sky-larking on the poop, and fell from the upper-stern gallery into the sea. The alarm was instantly given, when the second master, Mr. Skead, plunged from the gun-room port, and picking up a chair that had been thrown overboard, he swam towards the drowning lad: on his approach, the boy, exhausted, gave a scream, and sunk; but quickly rising, Mr. Skead was enabled to push the chair within his grasp, and, throwing himself on his back, he continued to support him until assistance arrived. In the meantime Mr. Lambe, midshipman, jumped off the poop, a height of upwards of 40 feet, and ultimately succeeded in saving his little messmate and Mr. Skead, who, from his great exertions, was taken into the boat in a state of convulsions.

On being asked by Captain Greville, why he had encountered so much danger, Lambe gallantly replied, "Oh, Sir, young Sheepshanks is the pet of the mess; we could not afford to lose him, at any rate!"

MR. WARD, BOATSWAIN, R.N., H.M.S. 'GLADIATOR,'
AFRICA,

1851.

On the coast of Africa, the 28th May, 1851, W. McCarthy, a seaman belonging to H.M.S. 'Gladiator,' fell from the fore sponson overboard. Mr. Ward, boatswain, without a moment's hesitation, gallantly plunged after him, and, although the ship was going at the rate of nine knots an hour, succeeded in holding him above water until assistance arrived: this making the ninth person Mr. Ward, by his intrepidity, has rescued.

COMMANDER ALAN H. GARDNER, H.M.S. 'WATERWITCH,'
AFRICA,

1851.

On the 7th of October, 1851, at 8 P.M., as H.M.S. 'Waterwitch' was anchoring at Monrovia, on the west coast of Africa, a boy named Clarke, fell overboard out of the forerigging. Commander Gardner, though dressed in heavy blanket clothes and thick boots, immediately jumped overboard and saved the boy. There was a strong tide running, and it was perfectly dark: the boy's struggles were so great, and so much time elapsed before assistance could reach them, owing to the sailors being aloft furling sails, that they were both in the act of sinking, and Captain Gardner was taken up almost lifeless.

LIEUT. PYNE, R.N., H.M.S. 'PRINCE REGENT,' LISBON,

December, 1851.

On the 26th of December, 1851, at Lisbon, a seaman named Edward Clements, let go his hold on the mainyard and fell with a fearful crash on the lower-port deck, and from thence overboard; Mr. Frederick Pyne, mate of the upper deck, immediately sprang from the starboard gangway after him, and swam, to his assistance; but having on the whole of his uniform, had great difficulty in keeping Clements up; the only boat near was Captain Halstead's gig, which was on the port side; he sunk twice, the poor fellow he supported being so heavy from the effects of the fall. Captain Caldwell, seeing the danger of both officer and man, plunged in to their aid; and by this time the dingy, and Captain Halstead's gig rescued them from, their perilous situation. This is the third instance in which Mr. Pyne has been the means of rescuing a fellow-creature under similar circumstances.

MR. SULLIVAN, MIDSHIPMAN OF H.M.S. 'MEGÆRA,' AT SEA,

1852.

On the 29th of May, 1852, four days after the departure of H.M.S. 'Megæra,' from St. Vincent, an act of great daring was performed. The ship was going seven knots through the water, when William Tizzard, captain of the fore-top, in the performance of his duty, unfortunately fell overboard from the main-yard. Mr. Sullivan, midshipman of H.M.S. 'Megæra,' with all his clothes on, immediately jumped from the poop, a height of 20 feet, into the sea, and happily succeeded in seizing the man, who could not swim, conveying him to a life-buoy, and keeping him above water until they were both secured by the ship's boats.

COMMANDER TARLETON, H.M.S. 'FOX,' RANGOON,

1852.

On Saturday morning the 2nd of October, 1852, a seaman, whilst employed in painting the ship at Rangoon, missed his footing and fell overboard, and not being able to swim, must have perished, but for the promptitude and humanity of Commander Tarleton, of H.M.S. 'Fox,' who instantly jumped from his cabin window, and succeeded in saving the poor fellow from a watery grave.

This was the second occasion on which Commander Tarleton saved a seaman's life under similar circumstances.

WITH PIRATES AND SLAVERS
VARIOUS PARTS OF THE WORLD.

ATTACK ON TAMATAVE, MADAGASCAR,

1845.

The Island of Madagascar, in the Indian Ocean, lies 40 leagues east of the continent of Africa, from which it is separated by the Mozambique Channel. The country yields many sorts of timber, as well as indigo, crystals, tortoise-shell, ebony, gums, honey, and other valuable productions; but civilization is in a backward state. The inhabitants are generally tall, well made, and of an olive complexion, with black but not woolly hair. They are divided into a number of tribes, and the island into 28 provinces, each of which has its chief, or king, whose riches consist chiefly in cattle and slaves. They are all tributary to the Ovahs, whose chief is, in fact, king of the island, the seat of government being Tamatave.

In 1845 this dignity was vested in a female, the Queen Ranavala Manjaka.

In June, 1845, H.M. frigate 'Conway,' and his French Majesty's ships the 'Zelée' and the 'Berceau,' met in Tamatave Roads, according to an arrangement agreed to by the Governors of Bourbon and the Mauritius. The object of their voyage was to obtain from Ranavala Manjaka less harsh conditions than those which she had imposed upon the European traders, whom she had threatened with immediate expulsion and the confiscation of their property, if they did not become naturalized Malagash, that is, slaves. The representatives of the two nations not having succeeded in their negotiations, an obstinate combat took place, in which the English had 4 men killed and 1 officer and 11 men wounded. The French, 3 officers and 14 men killed, and 1 officer and 42 men wounded.

On the afternoon of the 15th, 350 men, of whom 100 were French soldiers, and the others belonging to the crews of the three ships, under the command of Captain Feiseck and Lieut. Heseltine, landed and advanced across a plain, under a sharp fire from the forts and battery of grape and musketry. The enemy was driven out of the battery, and the guns spiked. The outwork, or screen, which had been supposed to be the fort itself, was stormed and taken. They here discovered the real fort, which was a circular one, and mounting about thirty guns, which were casemated, and in a circular gallery. The wall was about thirty feet high, and surrounded by a ditch of about the same width. Possession was kept of the top of the screen for upwards of half an hour, and a constant fire kept up. Having no means of breaching the wall, and the men falling fast, they retired, carrying off a flag, for the possession of which the French and English sailors disputed for a long time. The flag-staff had been shot through, and it fell inside the circular fort on the edge of which it had stood; it was then put on a lance, or something of the kind, and stuck again on the wall, in a crevice of the stones. It was shot away again, and this time it fell outwards, hanging down within a few feet of the bottom of the ditch, between the inner fort and the screen. Two English sailors and a midshipman, and two or three Frenchmen, made a rush into the ditch after it, seized it, and neither party being able to get it from the other, after struggling a considerable time for it, in the very hottest part of the Malagash fire, they were about to come to cutlass blows with one another, when Lieut. Kennedy, of the 'Conway,' to prevent mischief, rushed down, and with his knife cut it, giving half to each party. The standard was of pure white, with the queen's name, "Ranavala Manjaka," in large letters; two or three letters remained with the flag-staff. The English got the "Manjaka," and the French, the major part of the "Ranavala;" the English the "fly," and the French the "luff" of the colour, as the sailors say.

In returning from this admirable arrangement, Lieut. Kennedy was getting through one of the embrasures in the screen, when the gun went off and killed several men, but he escaped with a wound from a splinter through both thighs. The guard-house, custom-house, and a considerable part of the town were burnt. The firing from the men-of-war was pronounced excellent. The English and French landed next day, and carried off all the remaining European property. The wounded were all brought off, but not the killed, whose heads were next day exposed on the beach, stuck on pikes. The men-of-war, and all the merchant-ships there, sailed from the harbour. Nearly all the Malagash balls had passed over the ships, which were anchored about 800 yards from the shore.

LIEUT. F. J. D'AGUILAR DEFEATS AN ATTEMPT TO RETAKE
A PRIZE CAPTURED BY H.M.S. 'GRECIAN,' BRAZIL,

1848.

The 'Grecian,' having captured a clipper, Brazilian hermaphrodite brig, with nearly 500 slaves on board, Lieut. D'Aguilar was placed in charge of her as prize-master, with ten men, and ordered to proceed to Bahia, the sloop following him thither. The prize duly arrived, and anchored at Bahia before the 'Grecian,' and not the slightest suspicion was entertained but that she was safe. In the course of the day, however, Lieut. D'Aguilar received some hints to the effect that a combination was being made on shore among the slavers to attempt to retake the prize, and although nothing definite was communicated, it was sufficient warning to him to be on the alert, and to take precautions which saved him and his men from being massacred. The evening passed off without disturbance, but, about ten o'clock at night, several boats from the shore were soon pulling for the brig, containing, it was estimated, 150 Brazilians. As they neared the prize, they were hailed, and ordered to keep off, but with some boldness they advanced alongside. Having approached too near to be agreeable, Lieut. D'Aguilar endeavoured to check them by a discharge of musketry, and this commenced a most severe conflict, as the fire was returned by the pirates as they dashed alongside and attempted to board. That firmness and undaunted bravery, however, which is characteristic of British seamen, was here displayed in an eminent degree, and the Brazilians, with their overpowering numbers, were completely beaten off by Lieut. D'Aguilar and his little band, with a loss, on the enemy's side it is said, of upwards of 10 killed and 30 wounded. As may naturally be supposed, where the contest was one at close quarters, and where each of the gallant defenders had so many assailants to wait upon, they did not come out of the _mêlée_ unscathed. Scarcely one of them escaped a mark, and several of them were severely wounded. Lieut. D'Aguilar received many hurts about the head. It subsequently transpired that it was the intention of the Brazilians to have silently got alongside the vessel, and to have secured the prize-crew. They would then have cut the cables and made sail, to land the cargo of slaves at another part of the coast. This affair was the theme of general applause in the squadron on the station.

DESTRUCTION OF A CHINESE PIRATE FLEET BY H.M.S.
'COLUMBINE' AND 'FURY,' AND STEAMER 'CANTON,'
CHINA,

1849.

The Chinese pirate chief Chin-a-poo first became known to the foreign community of China as the murderer of Captain Da Costa and Lieut. Dwyer, in February, 1849, at Hong Kong. On the discovery of his crime, he fled from the island; a reward of 100_l._ sterling was put upon his head, but nothing was heard of him until the 30th of September following, when he was found at the head of a formidable pirate fleet of 23 sail, averaging 500 tons each, and mounting 12 to 18-pounder carronades. H.M.S. 'Columbine' and 'Fury,' and the Oriental Steam Navigation Company's vessel 'Canton,' were despatched in search of him, and discovered the squadron in one of his dockyards, upon the north-east coast, called "Pirates' Cove," not 50 miles distant from Hong Kong. All the junks were destroyed by fire, besides three new ones on the stocks and two dockyards; and of the 1,800 men who manned them, about 1,400 were killed, the rest being dispersed without a place to fly to. After the destruction of his fleet, the pirate chief fled into the interior of China, and nothing more was heard of him up to February, 1851, when he was unexpectedly delivered up, bound and gagged, on board the H.E.I. Company's steamer 'Phlegethon.' He was tried for the murder, and sentenced to transportation for life; but while the convict-ship was waiting to convey him to Penang, he crowned his desperate career by strangling himself in his cell in the Hong Kong prison.

DESTRUCTION OF PIRATES BY H.M.S. 'MEDEA,' CHINA,

March, 1850.

At the request of the Chinese authorities at Cawloon, opposite Hong Kong, H.M.S. 'Medea,' Captain Lockyer, was despatched with a mandarin on board to Kut-o, a bay about thirty-five miles from Hong Kong, in search of pirates. Thirteen piratical junks and four cargo junks were found at anchor, twelve of the number swept in shore on the appearance of the steamer, one of the largest remaining at anchor without offering the slightest resistance. As it became dark the paddle-box boats were despatched, under the command of Mr. William Brodie, acting-master, with orders to take possession of the junks which had swept in shore; but finding that he was resisted, Captain Lockyer proceeded to his assistance in the gig, accompanied by the pinnace of H.M.S. 'Hastings,' commanded by Lieut. Webber, and the 'Medea's' cutter under the command of Lieut. Gibbons, and found Mr. Brodie very closely pressed by a large number of pirates, who made strong endeavours to recapture the junks.

All were, however, brought to the ship, and eight destroyed, one caught fire and blew up, and the remainder, which were recent captures hastily fitted up for piratical purposes, were given up to their owners who were pointed out by the mandarin. There were no casualties amongst the English force.

COMMANDER HAY DESTROYS PIRATE FLEET, CHINA,

October, 1850.

In the month of October, 1850, a squadron under Commander Hay, consisting of H.M. steam sloops 'Columbine' and 'Fury,' and the East India Company's steam sloop 'Phlegethon,' left Hong Kong in pursuit of a great piratical fleet on the 8th, and proceeding along the coast, arrived at Hainan on the 13th, where they met with a most cordial reception from the Chinese authorities, who prepared a small force of eight war-junks to co-operate with them, and offered a mandarin to accompany them, who was accordingly received on board the 'Fury.' The squadron set sail again from Hainan on the 14th; on the 16th reached Chook-shan, which the pirate fleet had left five days before, and found the same sad story of towns destroyed, men murdered, and women taken away marking its track along the coast. After a close search all along the coast, they fell in with the fleet on the 20th October in the bay of Tonquin. Proceeding into Chokeum for the purpose of reconnoitring, 37 of the fleet were discovered under weigh. From 7 o'clock until 4 P.M. they hunted for the channel like terriers at a rat-hole, till a pilot managed to escape from the shore. The 'Phlegethon,' with the 'Fury' astern, and 'Columbine' in tow, proceeded over the bar, and the ships were soon warmly engaged. Shapng-tsai's junk blew up with a tremendous crash, and at half-past 5 they had ceased firing. Before 8 o'clock 27 of the pirate fleet were in flames, and the squadron in position to blockade the river. The next day 24 more were destroyed by the steamers and boats; and nine of them gave Lieut. George Hancock, in a paddle-box boat of the 'Fury,' who was assisted by Captain Moore, R.M., and Mr. Close, acting-mate, with Mr. Leon (a Brazilian lieutenant), an opportunity of distinguishing himself. Two large junks turned at bay to defend the retreat of the rest, but Mr. Hancock so handled his boat and her gun, that after an hour and twenty minutes he had beaten them from their guns, and carried them, by boarding without loss of life, and then pursued and destroyed the other seven. On Monday 22nd, Commander Hay proceeded in the 'Phlegethon' and boats to destroy all that were left. The mandarins had destroyed four, and they finished two others. The low flat islands at the mouth of the river were at times covered with men deserted from the junks, yet afraid of the Cochin-Chinese who had assembled in great numbers to attack them. The ships' boats and small-arm men harassed and destroyed many by constant fire of shell and grape, whilst the Cochin-Chinese destroyed and captured the rest. The fleet consisted of 64 war-vessels of various sizes, carrying amongst them 1,224 guns, and 3,150 men. Of these six of the smaller escaped with Shapng-tsai, and about 400 men, but without much ammunition.

DESTRUCTION OF A SLAVE ESTABLISHMENT IN THE
MOZAMBIQUE CHANNEL, BY H.M.S. 'CASTOR' AND 'DEE,'
MOZAMBIQUE,

1850.

On the 8th of June, 1850, an attack was made by a division of seamen and marines of H.M.S. 'Castor' and steamer 'Dee' under Commander Bunce on the town of Keonga, river Hambeyzy, at Mozamba in the Mozambique channel. It contained an establishment for several thousands of slaves and large storehouses filled with merchandize for conducting the vile traffic. These were defended by a 6-pounder gun, and by about 300 free natives, with muskets, besides several bowmen and spearmen. So rapid were the movements of the seamen and marines that the natives, although very war-like and courageous, had scarcely time to get under arms before the place was totally demolished, the guns carried and spiked, and a large slave dow blown up. No lives were lost on the part of the English. The slave barracoons at Masain, near Cape Delgado, were also attacked by a division of seamen and marines from the 'Castor' and 'Dee' at daybreak, and before the natives could effect resistance, were destroyed. This was also a notorious slave-market.

CAPTURE OF THE BRAZILIAN STEAM-BRIG 'PAQUETE DE
SANTOS,' LATE 'PROVIDENCIA,' BY H.M.S. 'RIFLEMAN,'
LIEUT. COMMANDER CROFTON, BRAZIL,

1850.

No slaver had so long and successfully eluded the vigilance of the British squadron, under the command of Commodore Sir Charles Hotham, as the Brazilian steam-brig 'Providencia.' On one occasion, with 1,500 slaves on board, she stood a twelve hours' chase, by H.M.S. 'Contest,' and escaped by changing her course in the dark. During this chase the 'Providencia's' engines were so hard-worked that she lay at Rio for some months, until she had been repaired by engineers expressly sent for from Europe. On another occasion, a boat from the 'Penelope' (flag-ship), missed capturing her, just after she had shipped 1,200 slaves.

In July, 1849, this notorious slave-steamer left Rio de Janeiro, with complete equipments for a slaving voyage, ostensibly bound to Santos, a port on the coast of South America, but in reality, to the opposite direction, the coast of Africa. Before she was well clear out of the port at Rio, she was chased by H.M.S. 'Hydra,' but escaped and took refuge in Santos Harbour; where, notwithstanding several representations made by the British Vice-Consul and Commander Skipwith of the 'Hydra,' the more suspicious portion of the slaver's cargo and equipments were allowed to be landed, and afterwards transhipped to a sailing-vessel. The 'Hydra' being under orders for England, H.M.S. 'Rifleman' was ordered to remain at Santos to keep watch on the 'Providencia,' which, being thus prevented from leaving the harbour without detection, remained unemployed for six months. At length, in December, the 'Rifleman' left the port, with the view of intercepting the arrival of several vessels, expected with slaves from the coast of Africa, when having changed owners, under the name of 'Paquete de Santos,' the notorious craft made an effort to pursue her voyage during the absence of the cruiser. On the very day she left Santos, she was discovered by the 'Rifleman' standing away from the land, but, on being observed, she altered her course and made every effort to escape; a well-directed shot from the 'Rifleman's' long gun, however, astonished her and brought her to; she was then boarded and searched by Lieut. Crofton, the commander, and Mr. Beckett, a midshipman, and her real character and object easily proved by the slave-deck being found temporarily nailed up. She was seized, and condemned at St. Helena.

CAPTURE OF FOUR NOTED SLAVERS BY H.M.S.
'CORMORANT,' COMMANDER HERBERT SCHOMBERG, ON THE
COAST OF BRAZIL, AMERICA,

1850.

On the 26th of June, 1850, H.M. steam-frigate 'Cormorant,' Commander Herbert Schomberg, left Rio Janeiro, having received orders from the Commander-in-chief to cruize for the suppression of the slave-trade. Proceeding to the northward, she captured and destroyed the celebrated slaver 'Rival,' in the Rio Frio, a service which was performed with great promptitude by the ship's boats, under the command of her First-lieut. Mr. C. M. Luckcraft. After the destruction of the slaver, the 'Cormorant' had to run the gauntlet, at the entrance of the river, under a sharp fire of musketry, from hundreds of persons assembled on the beach: she then steered to the southward for the Bay of Paranagua, distant about 400 miles, off which she arrived on the morning of the 29th, and passing the fort (mounting 14 or 15 guns), at the entrance, between which and the 'Cormorant' the usual civilities passed, she proceeded up the bay about 15 miles, and at noon opened several large vessels, lying at anchor off an island inhabited only by slave-dealers, the trading-port being some four miles further up the bay. Abreast of where these vessels were lying at anchor were erected large sheds, surrounded by leaguers, slave-decks, &c. The 'Cormorant' having steamed in as close to these vessels as she could possibly get, the channel being very narrow and circuitous, and surrounded by shoals, Commander Schomberg anchored with a spring on the cable, to cover the boats, at 5 minutes after 12, and immediately despatched the two cutters and gig, under the command of Lieut. C. M. Luckcraft, Lieut. de Kantzon, Mr. C. W. Buckley (midshipman), and Mr. Hambly (assistant-surgeon), to overhaul suspicious vessels. One or two legal vessels lying near, immediately weighed and left this anchorage, not wishing to remain among the black sheep. The boats then boarded one of the brigs and took possession; the first cutter boarding another brig, and the gig a large ship, both of which were also taken. The boats were now employed in towing and warping the two brigs towards the 'Cormorant,' but unfortunately, owing to the intricacy of the channel, they soon took the ground, which occasioned much delay; the 'Cormorant' then weighed and endeavoured to close, but, having only 15 feet water, was obliged to desist; she, therefore, as the two brigs were now afloat again, dropped a little further out, and brought up about a mile from them. Both paddle-box boats were now hoisted out, and, together with the whale-boat, sent to the assistance of the other boats, the captain visiting and examining them in one of the former boats. The ship was then got under weigh, and by 10 P.M., after a hard day's work, the three vessels were anchored under the 'Cormorant's' beak.

On the following day, June 30th, Commander Schomberg was employed surveying and preparing his little flotilla for sea. The ship was called the 'Camperdora,' but on ripping some painted canvass off her stern, there was found in large letters the name; 'Lucy Ann,' of Greenport: and from her being American built, and having the flag of the United States on board, and carrying two whale-boats at her quarters, she might have been passed by our cruisers a thousand times at sea without the slightest suspicion. The two beautiful brigs were found to be the noted slavers 'Serea' and 'Donna Anna,' which, unfortunately, had no sails on board, and were unfit to make a voyage across the Atlantic. The 'Donna Anna' had her cargo on board, and all three were fully equipped for the slave-trade. There were also at anchor a Portuguese barque, a Brazilian ship (but from having landed her fittings, she could not be detained) and an American barque, which no doubt only lay there to be fitted for carrying slaves. Besides these, there was a large brigantine called the 'Astro,' which the 'Rifleman' had previously blockaded in Santos for some 10 days, as also had the 'Cormorant,' but she managed to elude their vigilance, and to escape to this port. Commander Schomberg intended taking her in the morning, but when day broke she was found sinking, giving a lift to starboard and then to port, going down head-foremost, having been scuttled during the night by her own crew, to prevent capture. The captain and master went up to examine and measure her; she had gone down in six fathoms water (soft mud), and numerous boats were employed landing sails, &c., which had been taken out of her.

The whole of the day (30th) it rained and blew very hard from the S.W.; it was, therefore, deemed advisable not to start till the next morning; but the time was not thrown away, for the vessels were prepared for towing, and a prize-crew, &c., placed on board the ship, so as not to be detained when they got outside; at sunset all were ready for a start.

On the morning of July 1st the 'Cormorant' weighed, and by 8 A.M. had got the little squadron in tow, proceeding down the bay. On opening the fort, at about 10 o'clock, and when about a mile off, Capt. Schomberg was astonished at a blank gun being fired at him. The engines were immediately eased and stopped, and a boat left from under the fort, but immediately returned; at the same time a shot from the fort fell close under the bows. The 'Cormorant' beat to quarters, but refrained from returning it, although perfectly ready. In about two minutes a second shot fell close under the counter, followed by a third, which flew across the forecastle netting. The 'Cormorant' went on at full speed (not being built for a target for the Brazilians), and opened fire from starboard broadside with shot and shell, firing as the guns would bear, going through a very narrow channel with three large vessels in tow. At this period the action became general on both sides, the fort firing grape occasionally, which fortunately fell short of the 'Cormorant,' although not 400 yards from it. At fifty minutes past 10, having passed the front of the battery, unable to return the raking fire from the sea-face of it, in consequence of the vessels in tow, but throwing shell occasionally from her stern gun, as the opening between the vessels in tow would admit of it, the 'Cormorant' ceased firing, the fort still continuing until their last shot fell short of the ships in tow. The bar not being passable, the 'Cormorant' anchored. A party was then sent to destroy the brigs 'Donna Anna' and 'Serea,' which were shortly in a blaze, and drifting into the breakers, soon went into a thousand atoms. In performing this service the second cutter unfortunately was drifted near the breakers, and in great danger. A whale-boat was sent to her assistance, and she was shortly released from this imminent peril. The 'Cormorant' was anchored barely three miles from the fort, so that they had a good view of her proceedings. By 4 P.M., the tide having sufficiently risen to enable the 'Cormorant' to pass the bar, she weighed, and having the ship in tow, proceeded to sea, casting her off next morning for St. Helena, and then proceeded herself with all despatch to join the Admiral off Rio. The casualties of the affair were one killed and two wounded. Five shots were fired through the hull, one of which was picked up on the lower deck. The conduct of Commander Schomberg, in capturing these slavers, and avenging the insult to the British flag, was highly approved by the Admiral on the station, and justified by the authorities at Rio.

CAPTURE OF 'VENUS' SLAVER, OFF THE HAVANNAH, BY
H.M.S. 'VESTAL,' CAPTAIN HAMILTON,

1852.

Taking advantage of the moment when the vigilant 'Vestal' was refitting in the harbour of Havannah, a finely-built slave-schooner, the 'Venus,' with the concurrence of the captain of the port, slipped out to sea during the night. At dawn she was missed, and in less than three minutes after Capt. Hamilton heard of the circumstance the 'Vestal' was on her way out of the harbour under a crowd of canvas. There were 11 foreign ships-of-war at that time in the Havannah, and the Americans, like good kinsmen, gave the 'Vestal' a loud cheer as she departed. When the 'Vestal' got out to sea there were several distant specks to be seen, but the 'Venus' was detected by the superior whiteness of her new sails, and every effort was made to gain upon her, and with success. In the course of the night a tornado came on, during which the 'Venus' was lost sight of; and now came a difficulty, in which direction to pursue her. Upon consultation, it was conjectured that she would make for the Bahama shoals, that being a dangerous navigation for larger vessels. At sunrise this conjecture proved correct, for the 'Venus' again appeared, but it was an extremely dangerous passage, and the 'Vestal' had brought no pilot; the breakers appeared ahead, and it was impossible to pursue the 'Venus' further. Capt. Hamilton then determined to try the effect of a long gun, with an enormous charge of powder. It pitched into the 'Venus;' down went her colours, and she gave in. There were two other slave-schooners amongst the breakers, and the 'Vestal' was unable to follow them, for want of water, but Capt. Hamilton would not be foiled thus; he went on board the 'Venus,' held a pistol to the captain's head, made him steer after the other schooners, and successively captured them both. On board each vessel was found a large store of swords, muskets, the usual provision of slave-decks and slave-irons, together with several letters implicating many persons, and other vessels, as well as their own, amongst others, a large black brig, which was captured a few days afterwards.

CAPTURE OF THE 'POLKA' SLAVER, BY H.M.S. 'SHARPSHOOTER,'
LIEUT.-COMMANDER BAILEY, ON THE COAST
OF BRAZIL.

H.M.S. 'Sharpshooter,' Lieut. John Bailey, commander, arrived off Rio on the 18th June, 1849, with despatches, ordering the admiral on that station to take slave-vessels out of Brazilian ports when it could be attempted with a fair prospect of success--a measure which had hitherto been unlawful. Before entering the harbour she captured one slaver, which was sunk, being unfit for sea; and a second on the night of the 20th, while in search of the admiral, who was cruising outside. Having fallen in with him on the morning of the 22nd, and at the same time received intelligence that a notorious slaver was lying in the port of Macahi, about 80 miles off, Mr. Bailey immediately obtained leave to take advantage of the new regulations. Although the ship had been but half an hour in Rio, and consequently had not had time to revictual, water, or coal, and had only half a day's water, two days' bread, and about 15 tons of coal remaining, no time was lost, and she arrived off the port of Macahi at half-past 3 P.M. on the 23rd. The slaver was moored with stout chain-cables, ready for sea, and within pistol-shot of an eight-gun battery, and lying immediately under the guns. The boats were sent to examine her, and found no captain or papers, but a regular slave-deck. The beach was crowded with ruffians, firing off muskets in all directions; and while the young officer in command of the boats was searching, a body of soldiers marched into the battery and loaded the guns; upon which, not knowing exactly how to act, he returned for further orders.

Mr. Bailey then went away in a four-oared boat to speak to the commandant of the battery, and see if it was practicable to get her out. It was now dusk, and, while walking up the bank, a musket was fired at him from behind a hedge. Having seen the commandant and examined the vessel, a perfect little beauty, called the 'Polka,' but a palpable rogue, Mr. Bailey returned on board his own ship, steamed out a little way, and, having cleared for action, and loaded with grape and canister, manned the boats, towed them to within musket-shot of the schooner and fort, and then cast them off, as there was not water for the ship to approach any nearer. The men in the boats had orders not to fire even if their boats were struck, but to reserve their fire until some of them had received personal injury, when in self-defence they were to return it. The 'Sharpshooter' remained within short musket range of the fort, ready to open upon it had any injury occurred to the boats. They dashed alongside the slaver on the side opposite to the battery, whilst a perfect blaze of muskets and rockets was going on around them, though at so cautious a distance that no one was touched. In a few minutes, however, her sails were loosened, cables slipped, and out she shot like an arrow. Directly she did so a gun was fired from the battery, which went far over the mark; and then a second, which splashed them from head to foot; a third flashed in the pan, and by that time the prize had run across the bows of the 'Sharpshooter,' which immediately steamed in across the line of fire. The battery ceased fire directly, and giving them three good cheers as the only return for the shot, the two vessels dashed off to sea together at the rate of eight miles an hour. It was the work of ten minutes, and was done without even the snapping of a cap.

THE AFRICAN COAST BLOCKADE.

NATURE OF THE SERVICE.

Since the settlement of Europeans on the continent of America and the West Indian Islands, a trade in slaves, brought from the African coast across the Atlantic, has existed to a less or greater extent. The unfortunate black-skinned sons of Africa were first captured to supply the loss of the mild and yielding natives of the New World, destroyed by the avarice and cruelty of their Spanish taskmasters. The British settlers, seeing what they believed the advantages which the Spaniards derived from the introduction of this forced labour, yielded to the temptation, and, entering into the nefarious traffic, bequeathed to their descendants a curse which is even now weighing heavily on their prosperity, and may some day overwhelm them. For centuries, indeed, although many wise and good men saw the slave-trade in its true light as a deadly outrage against the laws of God and the rights of man, yet the great mass among the civilized nations of the world were unconscious of its enormity, or indifferent to its practices. In those days it was carried on like any other trade in the present day. Vessels came out for slaves, ran down the coast, touching at all the principal native settlements, and purchased such slaves as were offered for sale, until their cargoes were completed. Sometimes the unsuspicious natives, who came off in their canoes to trade, were kidnapped in numbers sufficient to form a cargo. Sometimes a well-armed slaver carried off by force the negroes on board another slaver, ready to sail, and unable to defend herself. There were besides, along the coast at convenient points, forts and stations, established by the British and other European Governments, for the very purpose of facilitating the slave-trade.

At length, by the indefatigable efforts of Wilberforce and other philanthropic men, a brighter light dawned upon the eyes of the British public, as well as that of the United States, and they were taught to look on the slave-trade in all its dark and revolting colours.

The truth having once become manifest, the honest-minded of the people began to look with horror on a system they had so long sanctioned by their silence, and the desire to put an end to it became general among them.

On the 25th of March, 1807, the Royal Assent was given to the Bill for the Total Abolition of the British Slave-trade on and after the 1st of January, 1808. At first only a penalty in money was exacted from those convicted of slave-dealing; but this, of course, being found inefficient, in 1811 slave-dealing was made punishable by transportation for 14 years. This being afterwards discovered to be a most inadequate check, the offence was declared in 1824 to be piracy, and the punishment death. This law continued in force till 1837, when the punishment inflicted on British subjects for trading in slaves was changed to transportation for life.

A squadron of small vessels supposed to be suited for the purpose was forthwith equipped and sent out to the African coast to capture slavers wherever they could be found north of the equator, either embarking their cargoes or prepared to receive them, or with full ships, or up rivers on the coast, or out at sea; but though much energy and gallantry were displayed, and though there was an immense amount of boat-service of a hazardous description, often proving fatal to those engaging in it, there were, from the year 1819 to 1839 (twenty years), only 333 slave-vessels captured by the squadron, owing to the inefficiency of the cruisers employed, while from the year 1839 to 1849 inclusive (eleven years), 744 slave-vessels were captured. The slave-trade, at the former time, existed on the coast from Port St. Louis, on the river Senegal, on the north, to Cape St. Martha, in Benguela, in the south--a coast line of 3,000 miles and upwards. Till the year 1839 only a few 10-gun brigs and other inefficient vessels were employed,--indeed, there were never more than six cruisers at a time on the coast. So inferior, generally, were the vessels in sailing qualities, and so disastrous was frequently the result from the deadly climate when their boats were sent away up the rivers, that the officers were often disheartened, and persuaded themselves that the plan of blockading the coast would not put any effectual stop to the slave-trade. When, however, a very superior class of 16 and 18 gun brigs and sloops-of-war, and, latterly, of fast screw-steamers fitted for sailing as well as steaming, were sent out, the state of affairs was completely changed, and, as we have before remarked, in about half the time twice as many slavers were captured as under the old system.

The following extracts from the work of the Rev. J. Leighton Wilson, an American missionary on the Gaboon river, west coast of Africa, will more clearly prove what the British squadron has done to put an end to the slave-trade, and the subsequent accounts will show how they accomplished their work:--

"When the trade became illegal, it was banished from most of the European settlements; and the Spaniards, Portuguese, and others who determined to persist in it, notwithstanding its illegality, had to adopt a new mode of operations.

"They could no longer perform their usual voyages along the coast without being seized as prizes, and having their property confiscated. It became necessary, therefore, to erect barracoons on those parts of the coast where slaves could be collected with the greatest ease and in the largest numbers; and at the appointed time the vessels returned and took away these slaves without being detained on the coast more than twenty-four hours, and in some cases only a single night. The points thus occupied at one time could not have been less than forty or fifty.

"The English have never had any treaties with the Spanish, Portuguese, or Brazilian governments that would authorize them to destroy these barracoons. Hence they have been compelled to do what they could by guarding the coast and seizing slave-vessels in the vicinity of these barracoons. But as the numbers of the places occupied by the slave-trade greatly exceeded the number of cruisers employed to watch them, and were seldom less than fifty or a hundred miles apart, it will be readily seen that the cruisers had a difficult task to perform, and the frequent escape of slavers was inevitable. At the same time the profits of the trade were so great, that the escape of a single slaver would cover the profits of three captures.

"Notwithstanding all these disadvantages, such have been the diligence and activity of the officers of the squadron, that they have forced this trade out of more than three-fourths of the strongholds which it once occupied.

"From the Senegal river, on the borders of the Great Desert, to Cape Lopez, a few miles south of the equator, a distance coastwise of something like 2,500 miles, there is now no trade in slaves whatever. In fact, the trade is now confined to what is called the Congo country, in which there are not more than eight or ten points where slaves are collected, and from which they are shipped. Thus more than 2,000 miles of the frontiers of the best and fairest portion of the African continent has been relieved from this unparalleled scourge, and perhaps more than 20,000,000 of human beings in banishment have been restored to comparative peace and happiness by the operations of the squadron along the coast."

"The Bight of Biafra, into which run the rivers Benin, Bonny, Brass, Calabar, and Cameroons, once the chief seat of the trade, having been subjected for several successive years to a virtual blockade [adds Mr. Wilson], not only did the Spaniards and Portuguese find themselves under the necessity of relinquishing it, but at the same time the natives saw that they could derive a larger and more certain profit from lawful commerce, and consequently turned their attention to the manufacture of palm-oil. The number of vessels now engaged in carrying on a lawful trade in these rivers is between forty and fifty; and so decided are the advantages reaped by the natives from this change in their commercial affairs, it is not believed they would ever revert to it again, even if all outward restraints were taken away." "Palm-oil, however, is only one of a great variety of other products of the country equally valuable and capable of quite as much augmentation. Regarded merely in a selfish point of view, for its commercial results, England will be repaid for every dollar she has expended upon this enterprise, not only by the market she will have created in Africa for her manufactures, but likewise in the immense amount of valuable products that will be brought to her own shores from that country. But if these results acquire importance in connexion with commercial enterprise, how must they appear when contemplated in the light of humanity! We cannot contemplate this sudden and wonderful development of commerce in any other light than as one of those efficient agencies employed by Providence, not only to raise up Africa from the lowest depths of barbarism, but to place her on a footing of respectability with the most favoured nations of the earth." The squadron has also put down piracy most completely, and has enabled a number of settlements belonging to various nations to exist and flourish. But it has done more than that, it has aided in protecting a number of zealous workers in Christ's vineyard, who have been employed in sowing the seeds of the gospel in the land. "To the south of Sierra Leone, and between that and the Equator, that part of the coast where the efforts of the squadron to put down the slave-trade have been most successful, there have been founded, in fifteen or sixteen years, as many as twelve independent missions, at the distance of 100 or 200 miles from each other, embracing three times that number of distinct stations along the coast, and a still greater number of out-stations in the interior. The gospel is statedly preached to thousands and hundreds of thousands, not only along the frontier regions, but far in the interior. More than 10,000 youths are now receiving a Christian education in the schools connected with these missions, and will ere long be sent forth to spread the blessings of education and Christianity far and near among the benighted inhabitants of the land."

_In all these varied ways has the British squadron rendered important service to the cause of humanity. It has put down piracy on the African seas; has restored peace and tranquillity to a line of sea-coast of more than_ 2,000 _miles; has called into existence a large and flourishing commerce, and, at the same time, has thrown the shield of its protection over the cause of Christian Missions, and all the varied agency that has been employed to promote the cause of humanity and civilization among the benighted inhabitants of this great continent_. IF THESE GREAT OBJECTS ARE NOT WORTHY OF BRITISH PHILANTHROPY, WE KNOW NOT WHERE TO FIND THOSE THAT ARE.

The Committee appointed by the Lords of Parliament, also report to the same effect, from the evidence collected from a number of officers employed on the coast, and other persons acquainted with the country:--

"With respect to the effect of the squadron on the coast of Africa, it appears, in the first place, that all other means of direct impression, as well as all moral influences which tend to the same result (such as the extension of Christianity and commerce, the return of liberated Africans and others to their native countries, &c.), depend on its maintenance; that, in proportion to its efficiency, these become more widely spread and more deeply rooted; but, if withdrawn, or materially reduced, that these secondary means could not continue to exist.

"With regard to the actual and direct effect of the squadron in suppressing the slave-trade, it has been proved that, when its operations began, the traffic extended over almost every part of Africa, from the Equator, as far as Cape Verde, a distance of nearly 2,500 miles. To this quarter, the efforts of the cruisers were entirely confined from 1815 to 1839; the slave-trade south of the Equator, from which Brazil was almost altogether supplied, being prosecuted with perfect security, and indeed protection. Yet, within this time, the slave-trade has been expelled from every quarter, north of the line, except from the Bight of Benin, a space of less than 300 miles. In the Bight of Biafra, (in which 15,000 slaves per annum were very recently exported from the river Bonny alone, while a large export also took place from the Old and the New Calabar, the Cameroons and other rivers), the slave-trade has been entirely extinguished. Complete treaties, enabling the British force to land and put it down, if resumed, have been concluded; and a consul, resident at Fernando Po, periodically visiting these rivers, and assisted by an occasional visit from a vessel of war, will, it is expected, be able to secure their fulfilment. In the place of the slave-trade, a great increasing commerce is springing up in this bight.

"Mission stations have been established, and the comparatively small means which suffice to prevent the revival of the slave-trade, compared with those which were required to put it down, show that wherever the slave-trade has once been effectively suppressed, a large reduction of force may follow, without danger of its revival.

"On the Gold Coast the influence of the English forts has entirely eradicated the traffic. At Cape Palmas, to the northward, as far as Cape Mount, the settlements of Liberia have been equally efficacious to that end.

"At Gallinas, under the treaty of 1840 (the operation of which was long suspended by a doubt as to the legality of destroying factories), the slave-trade has been recently entirely rooted out, mainly by the assistance of the surrounding natives. In this quarter a Government agent or consul on shore, aided by the presence of a single cruiser, will, there is reason to hope, prevent the slave-trade breaking out afresh; so that here, as well as in the Bight of Biafra, effectual repression may be followed by a great reduction of force.

"Further north, the natives themselves have risen against the traffic, requesting the captain of a cruiser to land and destroy the factories. A profitable trade has sprung up in its place, and the Sierra Leone Commissioners report that not a slave has been shipped for the preceding twelvemonth.

"To the south of the Equator the continuance of the slave-trade is owing partly to the shorter period during which repressive measures have been tried; partly to the inadequacy of the force which has hitherto been employed in that quarter; and in some degree to the assistance derived from the occasional connivance of certain of the authorities in the colonies of Portugal. But there is no reason to doubt that an adequate force, employed on the best system, would soon reduce that traffic to a very small amount.

"The general tenor of the evidence establishes, beyond all doubt, first, that the English cruisers have greatly checked and crippled the slave-trade; secondly, that their removal would be the signal for its breaking out with unexampled vigour at every available port along the whole sea-board; thirdly, that this would lead, amongst other results, to the whole coast swarming with piratical vessels, which would utterly destroy the legitimate trade, now daily increasing in value, between Great Britain and Africa; whilst all the beginnings of civilization, and all attempts to Christianize Africa, would be wholly defeated and destroyed; also that the legitimate trade cannot coexist with the slave-trade; but that if the slave-trade be suppressed for any lengthened period, its revival would be prevented by the lawful trade."

The following description of the barracoons at Gallinas, and of slave-vessels, empty and full, is taken chiefly from Captain Forbes' account of the African coast blockade, a service we may feel assured as important as any on which our navy is employed.

DESCRIPTION OF SLAVE BARRACOONS.

Gallinas is the largest establishment for the sale of slaves on the northern division, besides which there are factories at the Pongos, Sherbero, Shebar, and Grand Bassar, and the line of coast to be guarded is about 150 miles. Some of these are migratory. At Shebar, along the Kiltain coast, a distance of about 60 miles, there are stockaded barracoons for the reception of slaves, should the Gallinas be well blockaded.

In Gallinas, the chiefs still have remains of the ancient splendour acquired by the profits of the trade in former times. Huge bowls of solid silver adorn their tables, while satin and cloth of gold bedeck their jet-black bodies. The trade, by no means so lucrative, is now carried on in muskets, powder, spirits, and piece-goods, &c., supplied by vessels under American, French, Sardinian, or other colours of nations whose Governments have rendered their treaties as abstruse as possible; and as was the case with the 'Maid of Islay' steamer, sometimes by English vessels. These receive money in exchange, or, should the opportunity be a good one, a cargo of slaves.

A factory consists of several large dwelling-houses for the members, clerks, &c., of huge stores for the reception of goods, to the amount of sometimes one or two hundred thousand pounds.

When purchased, the slave is imprisoned in a barracoon, a shed made of heavy piles, driven deep into the earth, lashed together with bamboos, and thatched with palm-leaves. If the barracoon be a large one, there is a centre row of piles; along each line of piles is a chain, and at intervals of about two feet is a large neck-link, in one of which each slave is padlocked. Should this method be insufficient, two, and sometimes, in cases of great strength, three, are shackled together; the strong man being placed between two others and heavily ironed, and often beaten half to death beforehand to insure his being quiet. The walls of the barracoon extend from four to six feet high, and between them and the roof is an opening about four feet, for the circulation of air. The floor is planked, not from any regard to comfort to the slave, but because a small insect, being in the soil, might deteriorate the merchandise, by causing a cutaneous disease. Night and day these barracoons are guarded by armed men; the slightest insubordination is immediately punished.

DESCRIPTION OF AN EMPTY SLAVER.