Chapter 2

This is not the first time that Captain Knights has been instrumental in saving life. During the last six years, he has picked up over thirty people on the Yangtse, and in November, 1858, when second officer of the tea-clipper "Northfleet," he performed a gallant action in going in charge of a boat during a cyclone to the rescue of the crew of the brig "Hebe." This happened about four hundred and fifty miles southwest of the Scilly Islands, Land's End. The "Northfleet" was bound for Portsmouth with some four hundred and fifty soldiers and sailors, invalids from Hongkong, and twenty-four saloon passengers, mostly naval and military officers. The "Hebe" was laden with grain from Alexandria, and was in a sinking condition.

The following testimonial, signed by several of the military and naval officers on board the "Northfleet," who witnessed the rescue, and by the captain and mate of the "Hebe," speaks for itself:

Ship "Northfleet" (at sea),

November 18th, 1858.

We take much pleasure in awarding to Mr. Knights, 2nd officer of this ship, this unsolicited testimonial, expressive of our high sense of the coolness, judgment and courage he displayed on the morning of November the 13th, 1858, when, under circumstances of great difficulty and imminent danger, when in charge of the cutter, with five men, in a gale of wind and high tumultuous sea running, he was, by the interposition of Divine Providence, mercifully allowed to be the means of rescuing the master, mate, and crew (9 in all) of the brig "Hebe," of Southampton, reported to be in a sinking state.

J. R. Fittock, Master, R. N. W. J. Stuart, Lieutenant, R. N. H. J. Tribe, Captain, R. N. R. Picken, M. D., R. N. H. Ward, Captain, R. N. James Driver, Engineer, R. N. G eo. A. F. Day, 2nd Master, R. N. Wm. Donnelly, F. W., R. N. A. W. Stratton (late Master and Owner of brig "Hebe"). Chas. Clarke, Mate.

The first signature to the testimonial is that of Mr. J. B. Fittock, Master, R. N., father of Mr. Consul Fittock, well known in China. The following letter on the subject was also written to the London Times by the master of the "Hebe":--

Heroism at Sea.

To the Editor of "The Times."

Sir: I wish to acknowledge, through the medium of your journal, my sincere thanks to Captain B. Freeman, of the ship "Northfleet," of London, for having rescued myself and eight men, the crew of the brig "Hebe," of Southampton, when in a sinking state, and at the same time blowing a gale of wind, with a high sea, in latitude 48 deg. 80' N. and longitude 12 deg. 20' W. At the same time, I cannot pass by the courage displayed by Mr. Knights, second mate, and five of the crew of the "Northfleet," in the management of the boat which took us off. Yours respectfully,

A. W. Stratton, Master.

12 Wood Street, Ryde, Isle of Wight, Nov. 30.

The Board of Trade recognized Captain Knights's gallantry by presenting him with a telescope (by Troughton & Sons, London) and recording the fact on his certificate in the following terms:--

"Certified that a telescope was presented by the British Government to Arthur E. Knights for gallantry in saving life at sea."

Recently, Captain Knights received from his old chief, Captain Freeman, who was master of the "Northfleet" when the rescue of the crew of the "Hebe" took place, a large oil-painting descriptive of the scene, accompanied by a letter, from which we take the following extract:

South Hackney, Feb. 25th, 1887.

I have sent you (by favour of Mr. W. Howell, the chief officer of the "Glenroy") the painting that Captain Stratton gave me of the "Northfleet" rescuing the crew of the brig "Hebe," of Southampton, and I beg your acceptance of it. I am sure you will like to have it, as you were the principal actor in the scene--and I have a copy of it done by the same artist. I well remember (as if it was only yesterday) how anxious I was during the time you were away on the job, and how my heart was frequently in my mouth (as the saying goes) when the old ship gave an extra heavy lurch, and you and the dear old cutter were out of sight for a few seconds in the trough of the sea; and I often think now what a wonderful and merciful thing it was that we got that boat up without accident,--but you see we had so many willing hands on board that they ran away with her as soon as she was hooked on.

The painting represents the "Northfleet" in a storm under close-reefed topsails, fore staysail, and main trysail, and the "Hebe" under close-reefed topsails, with heavy seas breaking over her, her boats and house washed away, her stern-post (struck by a heavy sea) started, and the brig in a sinking condition. The cutter, manned by a crew of five, with Captain Knights in charge, and with the rescued crew of the "Hebe" in her, appears under the stern of the "Northfleet," one man of the "Hebe's" crew being hoisted on board by a bowline running from the spanker-boom. The whole of the "Hebe's" crew were got on board the "Northfleet" in the same way,--the cutter, containing Captain Knights and the crew from the "Northfleet" being then hooked on and run up without accident.

It may be mentioned that the "Northfleet" was the ill-fated vessel which some years afterwards was run down, while at anchor under Dungeness, by the Spanish steamer "Murillo," when over three hundred lives were lost.

Presentation of a Telescope by the British Government.

In the early part of the year 1859 I received a letter from the Board of Trade, notifying me that the British Government had been pleased to award me a telescope in acknowledgment of my service in rescuing the master and crew of the brig "Hebe," and requesting me to write a statement, of what took place before and after the rescue, and hand it to the President of the Local Marine Board, on a day named, and to be then presented with a telescope.

I appeared at the place and time appointed, and the President rose from his seat and read my statement to the gentlemen of the Board. He then asked me if I had rendered any previous service to British or foreign subjects in distress; if so, had I received any reward or remuneration for the same. If not, then the Board would make application and obtain whatever might be due for such service. Or, did I wish for any further reward for the present service from any Society in Great Britain, application should be made.

I replied that I had not rendered any previous service to any others in distress, and that what I had done on this occasion was voluntary and spontaneous, without thought of reward. I considered it only as a duty to my fellow-man; and since the Government had been pleased to acknowledge the service, I was truly grateful. I was then complimented by the gentlemen of the Board, and was presented with the telescope. The inscription on it is my greatest pride to this day, as is also the honorary testimonial, stamped on my Government certificate of competency by the recommendation of the Local Marine Board.

To the President and Gentleman of the Local Marine Board, London.

In latitude 48 deg. 30' N., longitude 12 deg. 20' E., on the morning of the 13th of November, 1858, at 7 A. M., it being then just break of day, I saw the brig "Hebe" about three miles on our lee-bow, having the signal of distress flying. I immediately reported it to Captain Freeman, who came on deck and gave orders to bear down upon her and see what was wanted. When near enough we hove to and hailed the brig, asking what they were in want of, and they answered, saying "For God's sake, send us a boat, as we are sinking." Captain Freeman then asked if they wanted to abandon their vessel, and they repeated their supplications, every one on board appearing to be in the greatest mental distress, making signs that their vessel was going down. The men were working vigorously at the pumps at imminent risk of being washed overboard, as the sea was breaking completely over them.

It was now 8 o'clock, and Captain Freeman gave orders for all hands to remain on deck and to clear away the cutter. I then got into the boat and asked who would go with me, when I got several volunteers, out of whom I took five,--viz., Burland, Hill, Hendrickson, Hansen, and Cummins. The boat was lowered very successfully, when we got clear of the ship. The brig was about a quarter of a mile astern. Heading for the ship, I pulled alongside and told them to give me a good line over their quarter, long enough to veer and haul upon. I told the captain of the brig to get his log-book and chronometer, with a few of his own personal effects, but I would not take either bed or bag belonging to any one. I then told them to stand by and to jump in their turns, one by one, as I should direct. We then hauled the boat up with her bow alongside the brig's quarter, taking care lest the stem of the boat should get knocked out, getting one of them off at a time, dropping clear while the heavy seas passed, then hauling up again. In this manner we succeeded in getting them off, nine in all, in about forty minutes, making them lie in the bottom of the boat as ballast till it was covered. We then pulled to the ship. When we reached her, they had a block at the spanker-boom-end, with a single line rove and bowline, into which the men got and were hoisted one by one on deck. After they were all up, I sent one of the boat's crew up, and then went alongside and hooked on the boat, which was quickly run up. There was no other mishap than the breaking of an oar in coming alongside. We had on board about three hundred invalid soldiers and sailors from the Canton war at this time.

I have the honor to be your obedient servant,

A. E. Knights.

Inscription on Telescope.

Presented by the British Government

To

Mr. Arthur Knights Second Officer of the "Northfleet" In Acknowledgment of His Gallant Conduct In Rescuing the Master and Crew Of the "Hebe" In November, 1858.

The Ship "Bombay."

(November, 1858.)

At the time that the ship "Northfleet" was rescuing the crew of the brig "Hebe," the ship "Bombay," belonging to the same owner,--Mr. Duncan Dunbar,--was on the side of the same storm, at about one hundred miles distance, and had the wind from just the opposite direction, but with much greater force, and came near being lost.

The "Bombay" had embarked some troops in Portsmouth for the Indian Mutiny, and was ordered to proceed to Queenstown in Ireland to take on board some two hundred more soldiers.

When the vessel got near the entrance of the harbour it was nightfall, and, the wind being unfavourable, when the pilot got on board, he recommended the captain to make everything easy for the night and enter the harbour next morning, when he expected the wind to be fair. But during the night the wind increased and became a violent northeast gale, and the vessel was blown out of the Irish Channel into the Atlantic Ocean. For some days the wind blew with hurricane force. The ship lost some sails, and was at last carrying only a close-reefed main topsail and fore staysail. The sea was mountainous and lashing the ship from all directions. Then late in the day, to the dismay of all on board, the lee main topsail-sheet gave way, and the sail was flapping like thunder and lashing the mast and rigging most furiously. The ship, now having nothing to steady her, was helplessly rolling in the trough of the sea, at the mercy of the waves, which threatened to engulf her, as they were breaking on board from every direction. The deck-houses were washed away and the decks were filled with water, which began to find an entrance to the 'tween-decks, where the poor soldiers were battened down. In this plight it was necessary to get the remnant of the topsail secure, and if possible get a new sail in its place, so as to steady the ship. The second officer was ordered to get the sailors and do this, but he soon reported that the sailors, many of whom were foreigners, would not go aloft. The chief officer then went forward and called for men, and asked if there were any British sailors among them. If there were, for God's sake, to go aloft with him. He led, the way, followed by seventeen British sailors. They had nearly completed the work of securing the sail when the ship gave a tremendous roll on the top of a very heavy wave and the mast went by the board, carrying with it the chief mate and his seventeen followers, and not a soul could be saved. Oh, to think of the horrors of that dark and fearful night!

Now came the trial for Captain John Flamanek and the remaining portion of his crew. The broken mast and yards, still held by the broken rigging, was lashing against the ship, threatening to break in her side and send all to the bottom. It was necessary to cut away this wreckage as soon as possible so as to free the ship, but before this could be accomplished daylight had set in. Then the captain asked the officer commanding the soldiers to let some of his men give assistance. This he refused to do, and made complaint that his men's food was not being prepared for them as it should be. The men cried shame of their commander, and volunteered to do whatever they could to assist the captain.[*] The weather moderated, and some sails were set on the vessel, which finally unassisted reached Falmouth. Two steam men-of-war had been sent in search of her, but missed her.

[*] For his dastardly conduct the military commanding officer was later dismissed from the army, and was never allowed to enter Her Majesty's service again.

Is There a Fatality Attaching to Men or Inanimate Things?

In another part of this book I have mentioned the ship "Northfleet." In regard to that vessel the above question might almost be answered in the affirmative. The vessel was launched at the place from which she took her name in 1852. She made her first voyage to New Zealand, thence to China, and from there to San Francisco, and back to China and London. Then she went trooping for the Crimean War; then for some years ran between London and China carrying tea, for which she was originally built.

This ship never made a voyage without some one being drowned from her, and finally she was run into and sunk by a steamer, which was afterwards proved to be the Spanish vessel "Murillo." By this collision upwards of three hundred people were drowned. The "Northfleet" was carrying railway workmen to New Zealand, and when coming down the English Channel the weather was stormy and the pilot recommended the captain to anchor under a point called Dungeness. This was done, and the night came on very dark. At some time after midnight a steamer came in under the Point, apparently for the purpose of anchoring, as was afterwards reported by the crew of the tugboat which was at anchor. They saw the steamer moving about for some time. Then a crash was heard, followed by most heartrending cries. The steamer went out to sea, and did not heed the signal rockets which were sent up by the "Northfleet." The little tugboat had only four men and a small boat, which was at once launched, and the mate and the engineer, with one sailor, went to the rescue. When they arrived all that could be found was the captain's wife and an ordinary seaman. All the others had perished, through the dastardly act of the Spaniard in running away.

Captain Knowles of the "Northfleet" was newly married to a very beautiful lady, who was later on by command presented to Queen Victoria, who, after hearing her story, condoled with her, and later gave her a pension of fifty pounds a year as long as she remained a widow.

Some three years after this the widow was again married, to Captain Cawes, of the ship "Coriolanus." This ship came to Hankow to load tea and I had the pleasure to meet Mrs. Cawes, who had been saved from my old ship in which I had served for years.

The steamer that run down the "Northfleet" was twice arrested, but nothing definite could be proved until some two years later, when one of her officers was near dying, and he confessed that it was the steamer "Murillo," which was later proved to be true, and the vessel was confiscated.

Chinese Politeness.

Whilst running to Hankow with the steamer "Neimen" I had as sailors Malays. The firemen were seedy boys, or Nubians. The steward was a Goa Portuguese. The servants were Chinese, and the cook a Chinese who claimed to be an American, he having been trained by Captain John Parrott, of San Francisco, "a number one American man," who had taught him to swear quite neatly.

Well, on Christmas Day, 1862, we had a very hard gale and snowstorm, and early in the evening we had to anchor. Then we sat down to dinner, which we hoped to enjoy. There were several passengers on board, and when the soup was served and tasted each looked at the other, and I looked at the steward and asked him what kind of soup it was. He said it was plain soup. I asked why some meat had not been used in its making, and he replied that the cook must have eaten the meat, as he was given plenty.

The cook was sent for, and when he was confronted with the steward he began to use the refined language taught him by Captain Parrott. I ordered the steward to put all the soup back into the tureen. Then I invited the cook to take a seat at the table and consume the soup, which he did. When he had taken it he rose and, bowing most politely, tucked the tureen under his arm like an admiral with his cocked hat, and said, "Excusey, my sir; all hab finishee," and backed out of the saloon most politely.

A Brazilian Slaver.

In the year 1851 I was on a voyage to Melbourne, Australia, on the sailing ship "Severn." This was shortly after the opening of the gold mines. We left Southampton with about one hundred passengers, and had a very fine run with fair weather. There was no incident to mar the enjoyment of the trip until we neared the coast of Brazil, when one morning we saw a smart-looking brig hove to, waiting for us to come up, and when we came near our passengers became very much excited, as we could see there was an unusual number of men on her deck; the idea was that it was a pirate vessel.

When we came very near to her, a boat was put off from her, and an officer brought a letter from her captain asking for provisions and water, saying that the vessel was bound for the port of Santos, and had been blown off the coast in a pampero. Neither the officer nor the boat's crew could or would speak English. They could only ask in Spanish for "tabac." Some of our sailors protested that they were either British or--Americans. Well, they were supplied with salt beef and pork, canned meats, water, etc. Several trips were made by the boat, and when all was finished, and the boat was at some distance from us, these marauders stood up and gave us three rousing cheers in good plain English, and called out "Good-bye boys, and good luck to you for feeding the blackbirds." The brig was full of slaves.

This "slave" business was then near its end in Brazil, and, probably this vessel had been chased off the coast by a British war-vessel, as every possible effort was being made by the British Government to suppress the slave trade.

Mary Ann Gander.

On this voyage we had a Mr. and Mrs. Gander and their eight children. Poor Mrs. Gander used to suffer terribly from seasickness, and was totally unfitted to do anything but scold, whilst poor unfortunate Gander used to promenade the deck with a child on each arm and a couple of others tagging on to his coat-tails. He was a wonderfully good-natured fellow, was Gander; otherwise I do believe he would have jumped overboard, for whenever he came near to where Mrs. Gander was, she used to call to him to go to the captain and tell him to put her on shore immediately; she would not go any further in that ship,--no, that she wouldn't. "Now, Mary Ann, what's the use your talking that way; you know that we are a thousand miles from any land and the captain cannot put you on shore." "Now, Gander, don't you talk to me. How dare you? You just go to the captain at once. Oh! you catch me going to sea again. No, that you won't. When I go home I'll go overland, if I have to walk every step of the way." Poor Gander! Mary Ann and the children all survived the trials of the voyage and arrived safe in Melbourne, where Gander was very fortunate, and in three years made sufficient money to enable him to retire, and as the English Mail Steamer Company, or the P. & O. Company had put on a line from Ceylon to Australia in 1852, the Gander family were enabled to go home by the overland route, as Mrs. Gander had wished to go.

Hard Times.

In June, 1854, I left Melbourne on the barque "Junior," bound to Callao, in Peru. We had a fine voyage, and on arrival, being free, I went to Lima, the capital. I found this was a very interesting old city, with beautiful surrounding country, which I enjoyed very much, and spent nearly a month there. Then I had a week in Callao, which was a pretty wild place. I used to sail around the bay, and in sailing near the shore I could look down, at the bottom of the sea, on the houses of old Callao, which was swallowed by an earthquake in the latter part of the last century. And, strange to say, when the town disappeared an island came up out in the bay. This island is very high and is called "San Lorenzo," after a lone fisherman who had been out in his boat fishing on the night when the earthquake took place, and in the morning poor old Lorenzo found himself in a boat about a thousand feet up on a mountain and no town in sight.

Well, I joined the barque "Tropic," loaded with guano, bound for Cork, in Ireland. This vessel was a very rotten old thing, and in getting round Cape Horn we all had a very hard time, and did not know how soon the vessel would sink with us; but we got round the Cape and into the South Atlantic, where we had better weather and proceeded pretty well till in the North Atlantic, when provisions began to get short. When we were off the Azores, watching the beautiful shores and harbours of St. Michael, we came near a Dutch brig from Brazil loaded with coffee. The captain hailed us and asked us for some biscuits. A boat was sent to us bringing us a half-bag of coffee. We had less than a hundred pounds of biscuits. Our captain consulted with us about giving any of it away. It was finally agreed that we would divide with the brig. This was done, and we had to be very careful with so little bread among twelve people. We had plenty of salt beef and pork, and a half-barrel of flour, but no beans or peas or sugar.

We had a fair run till we saw Cape Clear, at the south end of Ireland, on the 30th of January, 1855. We all were in high hopes that a few hours more would see us at anchor in Queenstown; but that night came on an easterly gale, and we were driven out into the Atlantic, where for weeks we were buffeted about, and to our dismay our last fresh-water cask we found had leaked and was empty. We were surrounded with many other vessels in the same plight--short of provisions. We had plenty of snow, with which we could make coffee, but were reduced to salt meat only, which is pretty hard fare. The hardest part was, that the captain had his wife and two children on board, and for the youngest child a goat had been provided to supply milk. This became a scarce article as there was no food for the goat. So every day the carpenter used to plane up a piece of wood to make shavings for the goat to eat. It got along as well or better than any of us.