Chapter VIII: Part I: The Emigrant Ships (2)

He is the original of the story, “Hell or Melbourne,” though it has been told of Bully Martin and other skippers. The yarn goes that on one of his outward passages, his passengers, scared by the way in which he was carrying on, sent a deputation to him, begging him to shorten sail, and to his curt refusal, he added that it was a case of “Hell or Melbourne.” His reputation for carrying sail rivalled that of the American Bully Waterman, and the same methods are attributed to him, such as padlocking his sheets, overawing his terrified crew from the break of the poop with a pair of levelled revolvers, etc.

Captain Forbes was a very lithe, active man, and one day, as the result of a challenge, he crawled hand over hand from the spanker boom end to the shark’s fin on the jibboom, not such a difficult feat, though not a usual one for the master of a ship. Whilst on the _Lightning_, it was his custom to go out on the swinging boom when the lower stunsail was set, and to calmly survey his ship from the boom end, when she was tearing along before the westerlies. The danger of this proceeding can only be realised by an old sailor. If a man at the wheel had brought the ship a point or two nearer the wind, the probability is that Forbes would have been flung into the sea as the boom lifted or perhaps the boom itself would have carried away, as that was the usual way in which lower stunsail booms were smashed up.

Every man is supposed to have a lucky day, and Bully Forbes’ lucky day was a Sunday. On his record voyage in _Marco Polo_, he left Liverpool on a Sunday, sighted the Cape on a Sunday, crossed the line on a Sunday, recrossed the line homeward bound on a Sunday, and arrived back on Liverpool on a Sunday. After this you may be sure that he took care to start his second voyage on a Sunday.

“Marco Polo’s” First Voyage to Australia.

On her first voyage to Australia _Marco Polo_ was chartered by the Government Emigration Commissioners. She took out no less than 930 emigrants, these were selected with care and reported to be nearly all young and active Britishers. The married couples were berthed amidships, single women aft, and single men forward. There was a special hospital or sick bay and she also carried two doctors. In ventilation and comfort she was far ahead of any previous emigrant ship; on deck there were even provided large tubs, lined with lead, which the women could use for washing clothes. And the proof of her great superiority in arrangements for emigrants was at once proved on her passage out when she only had two deaths of adults on board, both from natural causes, and only a few of children from measles, this at a time when ships carrying half the number of emigrants arrived in Hobson’s Bay with from 50 to 100 deaths aboard.

Her officers were chosen from the best ships sailing out of Liverpool, Forbes’ chief mate being McDonald, who succeeded Forbes in command of _Marco Polo_ and afterwards made a great name for himself in command of _James Baines_.

The regular crew of the _Marco Polo_ numbered 30 men, but 30 other seamen worked their passage, so Forbes could afford to carry on till the last moment, especially as in emigrant ships the passengers were always ready for “pully-hauly,” in order to get exercise, and invariably tailed on to halliard or brace when there was occasion. _Marco Polo_, of course, had her full outfit of flying kites, and set three skysails on sliding gunter masts, man-of-war fashion, but she did not send aloft a moonsail at the main like her great successors _Lightning_, _James Baines_ and _Champion of the Seas_. She had Cunningham’s patent topsails, and on one occasion reduced sail from royals to double reefs in 20 minutes.

_Marco Polo’s_ departure was not allowed to take place without the usual banquet aboard previous to sailing, which was such a custom in the fifties. The _dejeuner_, as the reporters called it, was served on the ship’s poop under an awning. Mr. James Baines presided, and his partner Mackay and Captain Forbes were vice-chairmen. After the usual round on round of toasts, there was the usual speechifying.

James Baines opened the ball by the customary optimistic speech. Mr. Munn, of the Cunard Company, followed with the hope that as the _Marco Polo_ was the largest ship ever despatched to Australia, so she would be the most prosperous. Mr. Mackay said that he never felt so much responsibility, as he did that day, when he found nearly 1000 souls on board the _Marco Polo_; and Captain Forbes finished up by the characteristic remark that “he judged from the appearance of her sticks and timbers that she would be obliged to go; and that they must not be surprised if they found the _Marco Polo_ in the River Mersey that day six months.”

This prophecy the people of Liverpool duly saw fulfilled. The _Marco Polo_ was advertised to sail on the 21st June, but she did not actually sail until Sunday, 4th July.

The following is the first shipping notice of this wonderful ship:—

SPECIAL NOTICE,

And under engagement to sail on the 21st June.
The Splendid New Frigate-built Ship—

“MARCO POLO.”

A1 at Lloyd’s. 2500 tons burthen; coppered and copper fastened; now
only on her second voyage[A]; is the largest vessel ever despatched
from Liverpool to Australia; and expected to sail as fast as any ship
afloat; has splendid accommodations and carries two surgeons—

Apply to JAMES BAINES & CO.

After sailing on 4th July, the _Marco Polo_ arrived inside Port Phillip Heads at 11 a.m. on 18th September, 1852, after a record passage of 68 days, having beaten the steamer _Australia_ by a clear week. Running her easting down her best day’s work was 364 miles, and in four successive days she covered 1344 miles, an average of 336 a day.

On his arrival in Hobson’s Bay, Captain Forbes found some 40 or 50 ships waiting to sail, held up for want of crews; whereupon he promptly had his own crew clapped into prison on a charge of insubordination, with the result that they were ready to hand when he wanted them and thus he was able to set sail again for Liverpool on 11th October, 1852.

Leaving at 5 a.m. on the 11th, the _Marco Polo_ passed Banks Straits on the 12th and sighted the Auckland Islands on the 17th. On her passage to the Horn she made three successive runs of 316, 318 and 306 miles, and on 3rd November when she made the Horn she logged 353 knots in the 24 hours, the weather being recorded as fine. On the 5th November she passed Staten Island; and on 19th December saw a barque apparently abandoned, and an empty long-boat painted stone colour. Forbes showed blue lights and fired rockets, but, receiving no reply and being naturally in a great hurry, proceeded on his way; and finally arrived off Holyhead at 3 p.m. on Christmas Day and anchored in the Mersey on Sunday, 26th December, 1852, 76 days out from Melbourne and only five months and 21 days out on the whole voyage.

This was so much a record that many shipping people when they recognised her lying in the Mersey thought that she must have put back disabled in some way.

And the story goes that a waterman, meeting James Baines in the street, said:—“Sir, the _Marco Polo_ is coming up the river.” “Nonsense, man,” returned Mr. Baines, “the _Marco Polo_ has not arrived out yet.” Less than an hour after this assertion, James Baines found himself face to face with Captain Forbes.

When the ship hauled into the Salthouse Dock, the quays were crowded with people. Between her fore and main masts a huge strip of canvas was suspended with the following painted on it in huge black letters:—THE FASTEST SHIP IN THE WORLD.

On this passage she again beat the _Australia_ by more than a week, many bets having been made in Melbourne as to which ship would arrive first. After such a voyage _Marco Polo_ was at once considered to be the wonder of the age and people flocked from all parts of England to see her.

Her officers declared that she made 17 knots an hour for hours together; and Doctor North, the chief Government surgeon on board, who had been in the ship _Statesman_ when she made her celebrated passage of 76 days from Plymouth to Australia, declared that the _Marco Polo_ was by a long way the fastest vessel he had ever sailed in and vastly superior to the _Statesman_.

The _Marco Polo_ brought home £100,000 in gold dust, and her officers related that on her arrival out she was surrounded by boats, the occupants of which threw small nuggets amongst her passengers. She also brought home a nugget of 340 ounces, purchased by the Government of Victoria as a present for the Queen.

“Marco Polo’s” Second Voyage to Australia.

After such a record voyage, I find the following notice advertising her second departure for Australia.

BLACK BALL LINE OF AUSTRALIAN PACKETS.

For passengers, parcels and specie, having bullion safes, will be
despatched early in February for Melbourne.

THE CELEBRATED CLIPPER SHIP “MARCO POLO.”

1625 tons register; 2500 tons burthen; has proved herself the fastest
ship in the world, having just made the voyage to Melbourne and back,
including detention there, in 5 months and 21 days, beating every
other vessel, steamers included.

As a passenger ship she stands unrivalled and her commander’s ability
and kindness to his passengers are well known.

As she goes out in ballast and is expected to make a very rapid
passage, she offers a most favourable opportunity to shippers of
specie—

Apply to JAMES BAINES & CO., Cook Street.

Before the _Marco Polo_ was hauled out of the Salthouse Dock for her second voyage, another large _dejeuner_ was given on board, at which testimonials were presented to Captain Forbes and Charles McDonald, his first officer. The usual flowery speeches were made, but the remarks of Bully Forbes were especially characteristic. He said that “as regards his recent voyage, he had done his best and he could not say he would do the same again, but if he did it, he would do it in a shorter time. (Laughter.) He was going a different way this time, a way that perhaps not many knew of, and the _Antelope_ must keep her steam up or he would thrash her (referring to the challenge of a race round the world sent him by Captain Thompson, of the steamer _Antelope_). Captain Thompson only wanted to get outside Cape Clear and he could make a fair wind into a foul one. (Laughter.) That he (Forbes) would do his best for the interests of his employers and while the Black Ball Line had a flag flying or a coat to button, he would be there to button it.”

The _Marco Polo_ sailed on her captain’s favourite day and also on the 13th of the month, namely, on Sunday, 13th March, 1853. She had on board 648 passengers and £90,000 of specie. The emigrants were composed chiefly of men of the artisan class, and there were very few women amongst them. This seemed to be a matter of great regret, and as the ubiquitous newspaper reporter had it:—“One young gentleman, whose incipient moustache and budding imperial showed that he was shaping his course for the diggings, was heard to express his sorrow that there were not more ladies, as ‘they exercised such a humanising tendency on mankind, don’t you know.’” The reporter goes on to describe how one of the passengers was arrested for burglary just before sailing and his luggage found to be full of jewellery and watches; and how a first class passenger (who had left a good legal practice for the land of nuggets), dressed in huge sea boots, a blue shirt and marine cap, lent a ready hand in hoisting the anchor and setting the sails and joined in “the boisterous refrains of the sailors with evident pleasure.” The anchor was weighed soon after 10 o’clock and the _Marco Polo_ was towed to sea by the _Independence_. The day was beautifully fine, and James Baines and his partner Miller proceeded in the ship to beyond the N.W. Lightship, returning in the tug.

Bully Forbes was in a very confident mood, and, as soon as the ship was under weigh, had his passengers called together and addressed them as follows:—“Ladies and gentlemen, last trip I astonished the world with the sailing of this ship. This trip I intend to astonish God Almighty!” Then turning to his ebony cook, who went by the name of Doctor Johnson, he said:—“Search well below, doctor, and if you find any stowaways, put them overboard slick.”

“Ugh, ugh!” chuckled the sable doctor as he shuffled below. In a short time he reappeared with an Irishman whom he had found concealed in the quarters of a married couple.

“Secure him and keep a watch over the lubber, and deposit him on the first iceberg we find in 60° S.,” growled Forbes, with mock fierceness. The stowaway, however, was returned in the tug with the ship’s owners.

The _Marco Polo’s_ best runs on the outward passage were the following:—

May 1 314 miles.
„ 2 300 „
„ 3 310 „
„ 4 304 „
„ 5 285 „
„ 6 288 „
„ 12 299 „

These were nothing extraordinary; however she again made a very good passage and arrived at Melbourne on 29th May, 75 days out. She left Melbourne again at 5 p.m. on 10th June, with 40 cabin passengers and £280,000 of gold dust.

Her best runs this passage were, of course, made on the way to the Horn, being:—

June 15 314 miles.
„ 16 322 „
„ 16 322 „
„ 17 294 „
„ 18 260 „
„ 19 324 „
„ 20 316 „
„ 20 316 „
„ 21 322 „
Total for week 2152 miles.

But on the 23rd in 60° S. her progress was severely stopped by large quantities of small ice, which tore all the copper off her bow.

On the 26th June, when in 141° W., a large ship was sighted astern which proved to be Money Wigram’s famous Blackwaller _Kent_, which had sailed 5 days ahead of _Marco Polo_.

From 27th June to 1st July only small runs could be made, the ship being surrounded by ice, but with strong northerly winds to help her, she cleared the ice on the 1st and at once started to make up time, running 303 miles on 2nd July, 332 on the 3rd, 364 on the 4th and 345 on the 5th. And on 18th July in 49° 30′ S., with strong S.W. wind, she made her last run of over 300.

However, in spite of these fine runs to the southward, the passage was a good deal longer than Forbes anticipated, as _Marco Polo_ was 95 days out when, on 13th September she arrived in the Mersey.

Nevertheless she had made the round voyage in the very good time of exactly 6 months, and when Captain Forbes appeared “on Change” about 1 o’clock on the 13th “the cheering was long and loud and he received a hearty welcome from all the merchants assembled.”

After-Life of “Marco Polo.”

At the end of her second voyage Bully Forbes left the _Marco Polo_ to take over the _Lightning_, and was succeeded by his chief mate Charles McDonald.

Leaving Liverpool in November, 1853, with 666 passengers, McDonald took her out in 72 days 12 hours or 69 days land to land, and brought her home in 78 days. Then he left her to take over the _James Baines_ and a Captain W. Wild had her. By this time it is probable that she was getting pretty badly strained, being a soft-wood ship, and whether Captain Wild and his successor Captain Clarke were not sail carriers or did not like to press her too much, I do not know, but her fourth and fifth voyages were not specially good, her times being:—

4th voyage, 1854-5, outward 95 days, under Captain Wild.
homeward 85 days, under Captain Wild.

5th voyage, 1855, outward 81 days, under Captain Clarke.
homeward 86 days, under Captain Clarke.

She was still, however, a favourite ship, taking 520 passengers out and bringing home 125,000 ounces of gold under Captain Clarke.

On her sixth voyage she for the first time got into trouble as she parted her tow rope when leaving the Mersey and got aground off the Huskisson Dock, after first colliding with a barque at anchor in the river. However she came off on the flood without damage and sailed for Melbourne on 7th December, 1855, arriving out on 26th February, an 83-day passage. In 1856 she went out in 89 days, leaving Liverpool 5th September.

Her most serious mishap was on her passage home in 1861, when she collided with an iceberg on 4th March. Her bowsprit was carried away, bow stove in and foremast sprung; in fact, so seriously was she damaged that she was very near being abandoned. Eventually, however, she managed to struggle into Valparaiso after a month of incessant pumping. Here she was repaired and, continuing her voyage, at length arrived at Liverpool on 21st August, 183 days out from Melbourne.

Though Messrs. James Baines sold her to another Liverpool firm in the early sixties, she still continued regularly in the Melbourne trade, and as late as 1867 I find another fine passage to her account, which is thus described by Captain Coates in his _Good Old Days of Shipping_:—“Captain Labbet, of Brisbane, once told me that in January, 1867, he took passage home in the steamship _Great Britain_. The _Marco Polo_ left at the same time and was soon lost sight of. A week later the look-out man of the _Great Britain_ reported a sail right ahead, and shortly afterwards expressed his belief that it was the _Marco Polo_, in which ship he had previously sailed. His opinion, however, was scoffed at; on the ship being neared he proved to have been right. She was again distanced and the _Great Britain_ made what was esteemed a good passage. On taking the pilot off Cork, the first question asked was:—“Have you seen the _Marco Polo_?” The reply came:—“Yes, she passed up 8 days ago.” She had made the passage in 76 days.

Most Notable Clippers of 1853.

The _Marco Polo_ was followed across the Atlantic by numerous other Nova Scotian built ships from the yards of W. & R. Wright and Smith.

The most notable of these were the _Ben Nevis_, which arrived during the summer of 1852, and the _Star of the East_, _Miles Barton_, _Guiding Star_ and _Indian Queen_, which arrived at Liverpool in 1853. All these ships were intended to lower the colours of _Marco Polo_, but not one of them succeeded in doing so, though they made some very good passages.

“Ben Nevis.”

The _Ben Nevis_ was the first ship owned by Pilkington & Wilson. She was, however, too short and deep for her tonnage, her measurements being:—

Length over all 181 feet.
Beam 38 feet 6 inches.
Depth of hold 28 feet.
Registered tonnage 1420.

Commanded by Captain Heron, she sailed for Melbourne on 27th September, 1852, with 600 passengers, a cabin passage in her costing £25, and she took 96 days going out.

The “Star of the East.”

A far more worthy ship to compete with the _Marco Polo_ was the _Star of the East_, which arrived in Liverpool on 5th March, 1853, 20 days out from St. John’s against strong N.E. winds. She was built by W. &. R. Wright, her dimensions being:—

Length of keel 206 feet.
Length over all 237 „
Beam 40 feet 10 in.
Depth of hold 22 feet.
Registered tonnage 1219 tons.

The following are some of her spar measurements:—

Mainmast—extreme length 84 feet; diameter 41 inches.
Main topmast—extreme length 53 feet; diameter 19 inches.
Main topgallant mast—extreme length 75 feet; diameter 14 inches.
Bowsprit and jibboom—outboard 55 feet.
Mainyard 89 „
Main topsail yard 70 „
Main topgallant yard 52 „
Main royal yard 36 „
Main skysail yard 27 „
Sail area (studding sails excepted) 5500 yards.

At the time of her launch she was considered the finest ship ever built at St. John’s. On her arrival in Liverpool she was at once bought by Mr. James Beazley, having cost him when ready for sea £22,683. She loaded for Australia in the Golden Line, and went out to Melbourne in 76 days under Captain Christian, late of Beazley’s _Constance_. From Melbourne she went to Sydney and loaded across to Shanghai; then sailing from Shanghai in the favourable monsoon, arrived home in 104 days, 4 of which were spent anchored off Gutztaff Island in a typhoon. The whole voyage only occupied 9 months 27 days, and she cleared £8018 clear profit. Her second voyage on the same route she did still better, clearing £8920.

The “Miles Barton.”

The _Miles Barton_ measured:—

Length 175 feet.
Beam 35 „
Depth 22 „
Registered tonnage 963 tons.

She also was bought by James Beazley and loaded in the Golden Line. On her maiden voyage she went out to Melbourne in 82 days, and followed up this performance with two trips of 76 days each.

The “Guiding Star.”

Arrived in Liverpool in October, 1852, and was at once chartered by the Golden Line for £12,000, considered a huge sum in those days. Her life, however, was not a long one, as she was lost with all hands between January and April, 1854, and it was generally supposed that she became embayed and back-strapped by a huge ice island in about 44° S., 25° W.

Tragic encounters with ice were by no means unusual in the fifties when every passage maker was trying to follow out Maury’s instructions by running far down into southern latitudes in search of strong fair winds.

The “Indian Queen.”

The _Indian Queen_, 1041 tons, the most notable Black Baller launched in 1853, and advertised as _Marco Polo’s_ sister ship, was a very fast vessel, her first voyage to Australia being made in 6 months 11 days, and in 1855 she came home from Hobart in 78 days. In 1859 she narrowly escaped the fate of _Guiding Star_. On 13th March, 1859, she sailed from Melbourne for Liverpool under Captain Brewer, with 40 passengers and the usual cargo of wool and gold dust. All went well until she was half way to the Horn, when on the 27th March the weather became thick with a strong N.W. wind and heavy westerly swell.

On the 31st March she was in 58° S., 151° W. by account; the day was wet, foggy and very cold and the ship logged a steady 12 knots with the wind strong at N.W. At 2 a.m. on the following morning those below were aroused by a violent shock, the crash of falling spars and a grinding sound along the port side, and the first of the frightened passengers to arrive on the poop found the ship lying broadside to broadside with an immense iceberg. All her spars and sails above the lower masts were hanging over the starboard side, the foremast was broken off close to the deck and was held at an angle by its rigging, the mainyard was in half, the bowsprit was washing about under the bows, and though the mizen topmast was still standing the topsail yard was in two, broken in the slings.

The night was dark and rainy and at first the watch below and passengers thought that all was lost. They found no one at the wheel, the port life-boat gone, and not a soul on the poop, but they were somewhat reassured by the appearance of the carpenter who had been sounding the pumps and pronounced the ship to be making no water. Then the second mate appeared aft and announced that the captain, mate and most of the crew had gone off in the port life-boat. Apparently there had been a disgraceful panic which involved even the captain, who actually left his own son, an apprentice, behind on the ship.

However those who had been so shamefully deserted began to buckle to with a will, headed by the second mate, Mr. Leyvret, and the cool-headed carpenter, a man named Thomas Howard. Passengers, cooks, stewards and those of the crew left on board were promptly divided into watches, the captain’s son was sent to the wheel, and whilst some set about clearing up the raffle of gear and getting things ship-shape as far as possible, others shovelled the ice, which lay in masses on the decks, overboard.

With some difficulty the crossjack was backed and the head of the spanker hauled in. At the same time the boat was perceived tossing in the swell on the port beam and apparently endeavouring to regain the ship, and faint cries for help could be heard against the wind. She seemed to be without oars and with sea after sea washing over, she was soon swept past the ship by the back wash off the ice and lost sight of in the fog never to be seen again. The ship, though, with the backed crossjack, began to drift along the side of the berg and presently dropped clear of it into smoother water to leeward.

Day now began to break and all hands set about cutting away the wreck, but the mainyard and the rest of the raffle hanging from the stump of the mainmast was hardly clear before the terrible cry of “Ice to leeward!” arose and a huge berg appeared looming out of the mist. The crossjack was at once braced up, the spanker set and the foresail trimmed in some fashion or other, then in a tense silence the survivors watched the ship slowly forge ahead and, dragging the wreck of masts and spars and torn sails along with her, weather the new danger by a bare 100 yards. And scarcely had she done so when the foremast fell crashing on to the long-boat, the other boats having been already stove in by falling spars. The next business was to get the wreck of the foremast over the side and clear of the ship. Here the carpenter displayed the greatest coolness and skill, being ably backed up by the second mate and the 4 seamen left on board. With the last of the wreck overside, time was found to muster the survivors, when it was discovered that the captain, chief mate and 15 men had been lost in the port life-boat, leaving behind the second mate, carpenter, bosun, 4 A.B.’s, 1 O.S. and 2 boys, besides the cooks, stewards, doctor, purser, and passengers who numbered 30 men, 3 women and 7 children.

A course was now steered for Valparaiso, some 3800 miles away. It was not until the 7th April that the ship got finally clear of the scattered ice, but on the 3rd the wind came out of the south and with a lower stunsail and main staysail set on the main, the ship began to make 3 or 4 knots through the water.

One iceberg of huge size and square like a mountainous box was only just cleared before it broke in two, the smaller portion bursting into the sea like an avalanche, and sweeping a huge wave in front of it, did not bring up until it was 2 to 3 miles away from the rest of the berg. The last ice was seen in 54° S., it being reckoned that the accident had happened in 60° S.

As soon as 49° S. was reached, a direct course was shaped for Valparaiso. Sheers were now rigged and a topmast secured to the stump of the foremast, then topsail yards were crossed on the jury foremast and mainmast, which improved the ship’s progress another knot. In this condition the _Indian Queen_ slowly wandered north, weathering out gale after gale. On the 7th May a welcome sail was sighted. This proved to be the New Bedford whaler _La Fayette_, whose captain boarded them, offered them every assistance and corrected their longitude, which was 3° out. On the following day the French man-of-war _Constantine_ appeared and promised to convoy them in. On the 9th May land was made some 20 miles south of Valparaiso, and on the morning of the 10th, as the crippled _Indian Queen_ approached the Bay, the boats of H.M.S. _Ganges_, 84 guns, came out to her aid and towed her in to the Roads, where she anchored safely, just 40 days after her collision with the iceberg.

The Famous “Sovereign of the Seas.”

My notes on the emigrant ships sailing from Liverpool in 1853 would not be complete without some mention of the celebrated American clipper _Sovereign of the Seas_. This ship was built by Donald Mackay for the American Swallowtail Line and at the time of her launch, June, 1852, was hailed as the largest merchant ship in the world, her measurements being:—

Length of keel 245 feet.
Length between perpendiculars 258 „
Length over all 265 „
Beam 44 „
Depth 23 „
Tonnage (American Register) 2421 tons.

Her lower masts from deck to cap were:—

Foremast 89 feet; mainmast 93 feet; mizen 82 feet.

Her lower yards measured in length:—

Foreyard 80 feet; mainyard 90 feet; crossjack yard 70 feet.

And her topsail yards:—

Fore topsail yard 63 feet; main 70 feet; mizen 56 feet.

She spread 12,000 yards of canvas in her working suit.

On her maiden voyage she carried a crew of 105 men and boys, including 2 bosuns, 2 carpenters, 2 sailmakers, 3 stewards, 2 cooks, 80 A.B.’s and 10 boys before the mast. She was commanded by Donald Mackay’s younger brother, Captain Lauchlan Mackay, one of the best known skippers in the United States.

Loading 2950 tons of cargo and receiving 84,000 dollars freight, she sailed from New York for San Francisco on 4th August, 1852; and considering the season of the year, she made a wonderful run south, crossing the equator in 25 days and reaching 50° S. in 48 days.

She was nine days making the passage of the Horn from 50° S. to 50° S.; but shortly after rounding the Horn she carried away her fore and main topmasts and sprang her foreyard. Captain Mackay, however, kept the seas and refitted his ship in 14 days, during the whole of which time he is said to have remained on deck, snatching what little sleep he allowed himself in a deck chair. The _Sovereign of the Seas_ in spite of this mishap arrived in San Francisco only 103 days out, and this was considered the best passage ever made at such an unfavourable season of the year.

From San Francisco she went across to Honolulu in ballast and there loaded a cargo of sperm oil; it being the custom of American whalers to call in there and leave their oil for transhipment so as to clear their holds for a fresh catch.

The _Sovereign of the Seas_ left Honolulu on 13th February, 1853, for New York, and once again made a most remarkable passage in spite of a sprung fore topmast, jury fore topgallant mast and a weak crew—no doubt a large number of her original crew deserted in San Francisco in the hope of reaching the gold diggings, but more probably only to be shanghaied on some homeward bounder.

Like all Mackay’s wonderful creations, the _Sovereign of the Seas_ was at her best in the roaring forties, and on the run to the Horn she made 3144 miles in 10 days, her best 24-hour runs being:—

March 11 332 miles.
„ 12 312 „
„ 16 396 „
„ 17 311 „
„ 18 411 „
„ 19 360 „

During this time she had strong quartering winds and a heavy following sea, which drove her at times as much as 19 knots through the water.

After rounding the Horn, she had the usual weather up through the tropics, and arrived at New York on 6th May, 1853, having made the record passage of 82 days from Honolulu.

As she was considered to be too big for either the San Francisco or China trades, she was at once loaded for Liverpool, there to take part in the booming Australian emigrant trade.

And crossing the Western Ocean she once more made an extraordinary passage, as the following epitome shows:—

June 18—Sailed from New York, passed Sandy Hook at 6.30 p.m.
„ 24—Sighted Cape Race at 6 a.m.
„ 26—Becalmed on the Banks.
„ 28—Distance run 344 miles—ship close-hauled under single
reefed topsails.
„ 30—Distance run 340 miles, under all sail to skysails and
royal stunsails off Cape Clear at 6 a.m.
July 2—Anchored in the Mersey at 10.30 p.m.

Passage New York to Liverpool, from dock to anchorage, 13 days 22
hours 50 minutes, and 5 days 17 hours from the Banks of Newfoundland.

Donald Mackay crossed the Atlantic on the ship and spent his whole time watching her every movement, and it was probably the experience gained on this passage which had much to do with the wonderful success of his later vessels.

On her arrival in Liverpool the _Sovereign of the Seas_ was at once chartered by the Black Ball Line. Captain Lauchlan Mackay, however, did not remain in her, but returned to New York, his place being taken by Captain Warner, who had been in the ship since she was launched.

Captain Warner sailed from Liverpool on 7th September, 1853, with 25 first cabin, 40 second cabin passengers and a cargo valued at £200,000, and wrote the following account of his passage to the _Liverpool Mercury_:—

I arrived here after a long and tedious passage of 77 days, having
experienced only light and contrary winds the greater part of the
passage. I have had but two chances. The ship ran in four consecutive
days 1275 miles; and the next run was 3375 miles in 12 days. These
were but moderate chances. I was 31 days to the equator and carried
skysails 65 days; set them on leaving Liverpool and never shortened
them for 35 days. I crossed the equator in 26° 30′, and went to 53°
30′ S., but found no strong winds. I think if I had gone to 58° S. I
would have had wind enough: but the crew were insufficiently clothed
and about one half disabled, together with the first mate. At any
rate we have beaten all and every one of the ships that sailed with
us, and also the famous English clipper _Gauntlet_ 10 days on the
passage, although the _Sovereign of the Seas_ was loaded down to 23½
feet.

_Sovereign of the Seas’_ passage was, in fact, an exceedingly good one, considering all things, but there was not much glory attached to beating the little _Gauntlet_, which only measured 693 tons register and was built of iron.

The _Sovereign of the Seas_ sailed from Melbourne with the mails and a very large consignment of gold dust; but amongst her crew she had shipped some old lags, who attempted a mutiny in order to seize the ship and get away with the gold. However, Captain Warner succeeded in suppressing these rascals without bloodshed and kept them in irons for the rest of the passage.

The _Sovereign of the Seas_ made the splendid time of 68 days between Melbourne and Liverpool; but after this one voyage for the Black Ball she seems to have returned to her original owners, who put her into the Shanghai trade for a voyage or two before selling her to a Hamburg firm.

Best Outward Passages for 1853-4, Anchorage to Anchorage.

+----------------+------------+---------------+---------------+----+
| Ship. | Port from | Date Left. | Date Arrived |Dys.|
| | | | Melbourne. | |
+----------------+------------+---------------+---------------+----+
| _Try_ | Bristol | Oct. 12, ’52 | Jan. 12, ’53 | 92 |
| _Alipore_ | London | „ 16, „ | „ 19, „ | 95 |
| _Marian Moore_ | Liverpool | Nov. 15, „ | Feb. 15, „ | 92 |
| _Kent_ | London | Jan. 27, ’53 | Apl. 20, „ | 83 |
| _Eagle_ | Liverpool | Feb. 22, „ | May 13, „ | 80 |
| _Marco Polo_ | „ | Mar. 14, „ | „ 29, „ | 76 |
| _Bothnia_ | „ | „ 5, „ | June 3, „ | 90 |
| _Ganges_ | London | „ 23, „ | „ 22, „ | 91 |
| _Osmanli_ | Liverpool | Apl. 16, „ | July 4, „ | 79 |
| _Indian Queen_ | „ | May 17, „ | Aug. 8, „ | 82 |
| _Gibson Craig_ | London | June 4, „ | „ 22, „ | 79 |
| _Star of the | Liverpool | July 7, „ | Sept. 23, „ | 78 |
| East_ | | | | |
| _Statesman_ | S’thampton | „ 10, „ | Oct. 5, „ | 87 |
| _Tasmania_ | Liverpool | „ 23, „ | „ 23, „ | 92 |
| _Mobile_ | „ | Aug. 16, „ | Nov. 16, „ | 92 |
| _Sovereign of | „ | Sept. 7, „ | „ 26, „ | 80 |
| the Seas_ | | | | |
| _Chimera_ | „ | „ 17, „ | Dec. 17, „ | 92 |
| _Neleus_ | „ | Oct. 5, „ | „ 24, „ | 80 |
| _Flying Dragon_| London | „ 14, „ | „ 30, „ | 77 |
| _Kent_ | „ | „ 26, „ | Jan. 12, ’54 | 78 |
| _Marco Polo_ | Liverpool | Nov. 8, „ | „ 31, „ | 84 |
| _Salem_ | „ | Dec. 7, „ | Feb. 28, „ | 83 |
| _Essex_ | „ | „ 9, „ | Mar. 12, „ | 92 |
| _Marlborough_ | London | Jan. 1, ’54 | „ 19, „ | 77 |
| _Indian Queen_ | Liverpool | „ 29, „ | Apl. 21, „ | 84 |
| _Crest of the | „ | Feb. 14, „ | „ 28, „ | 73 |
| Wave_ | | | | |
+----------------+------------+---------------+---------------+----+

1854—The Year of the Big Ships.

The result of _Sovereign of the Seas’_ visit to Liverpool and that of her builder and designer Donald Mackay was a further order to America and Nova Scotia for still bigger ships.

In fact, Donald Mackay returned to Boston with James Baines’ commission to build the famous quartette, _Lightning_, _Champion of the Seas_, _James Baines_ and _Donald Mackay_, which were shortly to astonish the world. Against these the White Star Line put forward the equally big _White Star_ and _Red Jacket_, two vessels which both in strength, beauty and speed were worthy to be ranked on equal terms with the great Black Ballers.

Only two wooden ships were ever launched in England which could compare in size with these six giants. One of these was the ill-fated _Schomberg_ and the other the beautiful _Sobraon_, which, however, had iron frames and was not launched until the palmy days of the gold rush were over. Both came from the famous yard of Hall, of Aberdeen. _Schomberg_ was, of course, wrecked on her maiden passage, but _Sobraon_, though never as hard sailed as the great Black Ball and White Star ships, made equally good passages, and being built of the finest Malabar teak retained her speed right up to the end of her long and successful career.

In comparing the measurements of the American built, Nova Scotian built and Aberdeen built ships the most noticeable point is the greater beam of the Nova Scotians and the greater length of the British.

This is well shown by the following table:—

{ _Lightning_ 5.54 beams to length.
{ _Red Jacket_ 5.54 beams to length.
American { _Champion of the Seas_ 5.55 beams to length.
Built { _James Baines_ 5.70 beams to length.
{ _Donald Mackay_ 5.72 beams to length.

British { _Schomberg_ 5.82 beams to length.
Built { _Sobraon_ 6.80 beams to length.

Nova Scotian { _Marco Polo_ 4.86 beams to length.
Built { _White Star_ 4.84 beams to length.

=Carrying On.=

Perhaps no ships ever sailed the seas which held on to their canvas longer than these great Black Ball and White Star clippers; and yet the carrying away of spars and sails, which was so common an occurrence with the earlier American clippers and also with the early British iron clippers, was quite rare on these big emigrant ships.

There is no difficulty, however, in finding reasons for their freedom from dismasting and heavy casualties aloft, their designers and builders had learnt something by the dismastings and constant losses of spars which overtook their earlier ships, and thus no ships were more scientifically stayed than these big ships, at the same time in their outfit we find hemp rigging and wooden spars in their highest state of efficiency. Strength of gear had for some time been one of the chief problems that a clipper ship builder had to contend with, and in the rigging of these six famous ships we see this problem finally mastered.

Topsails, topgallant sails and even royals were diagonally roped from clew to earing. The rope used for standing rigging was the very best procurable and of immense thickness; for instance, _Lightning’s_ lower rigging, fore and main stays and backstays were of 11½ inch Russian hemp; whilst in regard to spars, here are the diameters in inches of some of _James Baines’_ masts and yards:—

Mainmast 42 inches in diameter.
Main topmast 21 inches in diameter.
Main topgallant mast 16 inches in diameter.
Main royal mast 14 inches in diameter.
Mainyard 26 inches in diameter.
Main topsail yard 21 inches in diameter.
Main skysail yard 8 inches in diameter.

Advantages of a Light Load Line and High Side.

But added to their greater strength aloft these great clippers had another advantage over their older sisters in the Californian trade.

They sailed on a lighter load line and showed a higher side. Four or five hundred emigrants made them dry and buoyant instead of wet and hard mouthed. Besides being very easy in a sea-way, these big emigrant clippers were extraordinarily steady ships without any tendency to heavy quick rolling. This is easily proved from their logs, for one constantly reads that their passengers were able to enjoy dancing on the poop when the ships were running 15 and 16 knots before the strong gales and big seas of easting weather.

Speaking at a dinner given in Melbourne in honour of Captain Enright, Mr. Alexander Young, a veteran voyager to and from the Antipodes, who had just travelled out in the _Lightning_, remarked:—“I have much pleasure in adding my slight testimony to her well-earned fame by stating that she is the driest and easiest ship I have ever sailed in. I assure you, ladies and gentlemen, that we scarcely shipped a bucketful of water all the passage, and when going 16 knots an hour there was scarcely any more motion than we feel at the present moment.”

And here are other proofs of the _Lightning’s_ steadiness taken from the _Lightning Gazette_, a newspaper published on board:—

9th February, 1855.—14 knots upon a bowline with the yards braced
sharp up and while going at this extraordinary rate she is as dry as
possible, seldom shipping a spoonful of water. During the greater
part of the day the carpenter was employed on a stage below the fore
chains, where he worked as easily as if it had been calm.

18th March, 1857.—The wind increases a little towards evening and we
make 15 to 17 knots an hour, yet the ship is so steady that we danced
on the poop with the greatest ease (Lat. 42° 34′ S., Long. 17° 04′ W.)

21st February, 1855.—During this time the ship was going 16 knots an
hour and in the saloon the motion was so slight that we thought she
had only a light breeze.

=Examples of Carrying Sail.=

Two or three quotations also from the log books and shipboard newspapers may be of interest to show the power of these ships to carry sail in heavy weather and strong winds.

Here are two days from the log of the _James Baines_ when running her easting down in 1856:—

16th June.—Lat. 43° 39′ S., Long. 101° E.; Bar. 29.80°. Wind, S.W.
to W.S.W. Commences with fresh breezes and squalls of sleet, 8 a.m.,
more moderate. Noon, sighted a ship ahead; at 1 p.m. was alongside
of her and at 2 p.m. she was out of sight astern. _James Baines_ was
going 17 knots with main skysail set, the _Libertas_, for such was
her name, was under double-reefed topsails.

18th June.—Lat. 42° 47′ S., Long. 115° 54′ E. Bar. 29.20°. Wind,
W. to S.W. First part breeze freshening. At 6 p.m. wind S.W. and
freshening. At 8.30 p.m. in all starboard studding sails; ship going
21 knots with main skysail set. Midnight, fresh gale and fine clear
night. 8 a.m., wind and weather the same. Noon, less wind attended
with snow squalls. Distance 420 miles.

Then in the _Lightning Gazette_ I find the following entries:—

15th January, 1855.—Lat. 39° 42′ N., Long. 19° 25′ E. Wind. S.S.E.,
strong breezes and cloudy, with occasional squalls and showers; the
ship going 13 knots close-hauled. In the morning we passed a ship
outward bound with topgallant sails in and exchanged colours with
a Swedish brig homeward bound—this vessel was under close-reefed
topsails, while we were carrying three royals and main skysail.

26th February, 1855.—Lat. 45° 48′ S.; Long., 16° 55′ E. Wind, N.N.W.,
course, S.E. Another wet uncomfortable day; thick mist and small
rain. The barometer had been falling for a day or two back and went
down half an inch last night. The change took place at 4 p.m., when
the wind suddenly shifted to the west and soon afterwards to S.W.,
from whence it blew hard with squalls and occasional showers of hail
and snow. At 8 p.m. it backed again to west, where it remained all
night, blowing a fresh gale, the ship running 16 and occasionally 18
knots per hour with main skysail and topgallant studding sails set.

27th February, 1855.—Lat. 46° 22′ S., Long. 26° 15′ E. Wind, west,
course S.E. All last night it blew a fresh gale with heavy squalls
and occasional showers of hail and snow, the sea running high. From
noon yesterday till noon to-day, we ran down 9 degrees and 20 miles
of longitude and 34 miles of latitude, making 390 geographical miles
or 450 English miles direct course in the 24 hours, giving an average
of 16¼ knots or 18¾ statute miles per hour. During 6 hours in the
morning the ship logged 18 knots per hour with royals, main skysail
and topgallant studding sails set, the wind blowing a fresh gale from
the westward.

21st October, 1855.—Lat. 36° 4′ S., Long. 24° 52′ W. During the
afternoon the wind chopped round and blew strongly from the S.W. At
5 p.m. sighted a large ship on our weather quarter, sailing under
double-reefed topsails and we apprehend they must have taken us for
the _Flying Dutchman_ seen occasionally in these latitudes, for
notwithstanding the strong breeze we could be observed carrying our
skysails with studding sails ‘low and aloft.’

14th March, 1857.—Lat. 34° 47′ S., Long. 35° 06′ W. The breeze a
splendid one. A barque on the port beam about 3, homeward bound. The
wind was as fair for her as wind could be, yet she had no royals set.
We formed a striking contrast to her, for we—on a wind—had all sail
set up to main skysail.

20th March, 1857.—Lat. 43° S., Long. 0° 55′ E. We have made during
the last 47 hours the greatest run that perhaps ship ever made, yet
all the time we have carried our main skysail and all sorts and
conditions of studding sails.

Extraordinary 24-hour Runs.

I have quoted the above passages to show the way in which a Black Baller could carry sail either with a fresh favouring gale or in a strong head wind. This is sufficiently astonishing in itself, but what amazes most present day sailors and compels many of them to be incredulous are such statements as the much quoted one concerning _James Baines_—“Ship going 21 knots with main skysail set.”

This and other log book statements have been looked upon by many as far-fetched exaggerations, but, after careful study of the subject, during which I have pricked off the different voyages on a track chart, I have come to the conclusion that these amazing performances were in no way a stretching of the imagination.

To begin with, I will give the main arguments advanced against them by the sceptics.

The late Mr. J. N. Barry, writing in an Australian paper, remarks:—

Where American records are concerned much caution must be observed
in taking their feats of speed for granted. Our cousins had a canny
fashion of, no matter where they might be sailing, always reckoning
60 miles to a degree of longitude whilst doing their easting, so that
a day’s run of, say, 240 miles upon a parallel of 45°, would by this
means give the distance covered as exactly 100 miles in excess of
what it should be.

Another nautical writer remarks:—

The skippers of many of the celebrated Black Ball clippers were not
above adopting this mode of calculation, viz., 60 miles to a degree
of longitude, but while it gave some wonderful results for a single
24 hours, it did not as a matter of fact make their passages any more
rapid.

And I have had letters scoffing at the Black Ball records, remarking that their skippers were a leery lot and provided “palatable pabulum for the proud passengers.”

I will now try and show that these arguments were altogether too sweeping, and if they may possibly have applied to certain individuals, they are by no means fair to the greater number of the skippers.

In the first place, not one of the Black Ball or White Star ships was commanded by an American, and though the accusation was levelled at Americans, it was evidently done in the belief that the American built Australian clippers were commanded by Americans.

In the second place, such men as Anthony Enright, of the _Lightning_, James Nicol Forbes, of the _Marco Polo_, Charles McDonald, of the _James Baines_, Sam Reid, of the _Red Jacket_, Captain Pryce, R.N.R., of the _Donald Mackay_, and Alexander Newlands, of the _Champion of the Seas_, were known and respected all over the world as leading men in their profession, occupying a position in the Mercantile Marine which would correspond with that of Orient and P. & O. commanders nowadays, whilst their performances were very much more widely known, thus such elementary cheating as giving 60 miles to a degree in the roaring forties would have been exposed at once.

The greatest 24-hour run ever accomplished by a sailing ship was one of 436 nautical miles made by the _Lightning_ when crossing the Atlantic on her maiden passage. The second greatest run was also made by the _Lightning_. This was 430 miles when running her easting down bound out to Australia in 1857, and on the following day her run was 360. This wonderful performance drew the following letter from Captain Enright to his passengers, and I think it will dispose of the 60 miles to a degree accusation, at any rate as far as the _Lightning_ and her commander are concerned:—

21st March, 1857.
LADIES AND GENTLEMEN,—I cannot help informing you of the
extraordinary run we have made during the last 48 hours—or rather
allowing for change of time, 46 hours and 48 minutes. During this
time we have run, by thoroughly good and trustworthy observation, no
less than 790 knots or 920 statute miles, being an average of nearly
17 knots or more than 19½ statute miles per hour. Yesterday our noble
ship made no less than 430 knots amounting to an average during the
24 (23½) hours of more than 18 knots. Our change of longitude has
amounted to 18 degrees, each degree being equal to 44 miles.

I firmly believe this to be the greatest performance a sailing ship
has ever accomplished.

I hope this information will in some degree compensate you for the
inconvenience which the heavy weather has occasioned you.

And I remain, LADIES AND GENTLEMEN,
Very faithfully yours,
A. ENRIGHT, _Commander_.

If further proof is wanted that Captain Enright did not allow 60 miles to a degree, but only 44 as he states to his passengers, here are the noon positions found by observation, not account only, from which the runs can be verified on the chart.

March 18, Lat. 42° 34′ S., Long. 17° 04′ W.
19, Lat. 43° 0′ S., Long. 7° 17′ W.
20, Lat. 43° 0′ S., Long. 0° 55′ E.

The following is a list of all runs of 400 miles and over, which I have been able to verify.