PART IV.—THE NEW ZEALAND TRADE.

The age of dear tradition has gone by And steam has killed romance upon the sea, The newer age requires the newer men, And dying hard in corners of the world, The old hands pass forgotten to their graves. The old Colonial clipper is no more, Denied the wool freights homeward, she must seek For nitre on the South Pacific slope. She need not go to China ports for tea, She need not haunt the Hooghly for the jute, Nor beat the Gulf of Martaban for rice, Her time has come and she must pass away; Yet still she holds the passage of the Horn, And when the waterway of Panama Makes islands of the two Americas, She’ll hold the bleak old headland for her own, And round its pitch she’ll fade away and die.— JOHN ANDERSON, in _Nautical Magazine_.

The “Mayflowers” of New Zealand.

The _Mayflower_ is a name which every school-child in the United States is taught to reverence. In this part of _Colonial Clippers_ I shall deal with the _Mayflowers_ of New Zealand—the beautiful sailing ships which brought the settlers from the Old Country to the wonderful New Country.

The memory of these ships and their swift passages round the Cape and through the roaring forties is still green in the hearts of many a man and woman who travelled out to an unknown land with a stout heart and nothing much else, and is now a prosperous and happy member of a great nation. Only lately there was a reunion of all those who had travelled out in one of these ships, that the anniversary of their great adventure might be suitably kept. The name of this ship has already been mentioned in these pages. _The Chariot of Fame_; a name of comfort and good omen it must have been to those who heard the whistle and scream of the mighty westerlies in her rigging on many a dark and sobbing night when the heart of the exile is low and the spirit of the brave pioneer begins to quiver.

Truly running down the easting in a little 1000-ton clipper with a hard driving skipper and big fisted, stony-hearted mates was a fine bracer for the emigrant, who had perhaps never seen salt water up to the date of sailing and who was bound to a country which could only be wooed and won by a clear brain, stout heart and strong arm.

At first the ships in the New Zealand trade were not even 1000 tons in burthen, being mainly little 400 and 500-ton ships and barques, which mostly flew the flag of Shaw, Savill & Co.

The “Edwin Fox.”

Of such was the _Edwin Fox_, a country-built Indiaman from Calcutta, built as far back as 1853, with teak decks, quarter galleries, coir running gear and all the quaint characteristics of the East. The hull of this “old timer” is still to be seen, being now used as a landing stage for the freezing works at Picton.

“Wild Duck.”

Another favourite passenger ship in the early days was the _Wild Duck_, commanded by Captain Bishop. She was a main skysail yarder with Cunningham’s patent reef single topsails. Though rather short for her beam she had fine ends and made very regular passages.

Shaw, Savill & Co.

The well-known firm of Shaw, Savill & Co. started sending ships to New Zealand about 65 years ago, making 15 sailings a year. At first the outward passage took four or five months, and it was not until the sixties that there was any marked improvement in the time between England and New Zealand, but by the end of the sixties Shaw, Savill had several fast little iron ships, the best known of which were the _Crusader_, _Helen Denny_ and _Margaret Galbraith_.

The following is a rather incomplete list of their earlier ships:—

1853 _Edwin Fox_ wood barque 836 tons. 1856 _Chile_ iron barque 768 „ 1858 _Dover Castle_ wood barque 1003 „ 1858 _Adamant_ iron barque 815 „ 1859 _Bebington_ iron barque 924 „ 1862 _Bulwark_ wood ship 1332 „ 1863 _Chaudiere_ wood barque 470 „ „ _Euterpe_ iron ship 1197 „ „ _Himalaya_ iron barque 1008 „ „ _Trevelyan_ iron ship 1042 „ 1864 _Golden Sea_ wood ship 1418 „ „ _Soukar_ iron ship 1304 „ „ _Saint Leonards_ iron ship 1054 „ „ _Glenlora_ iron barque 764 „ 1865 _Anazi_ composite barque 468 „ „ _Crusader_ iron ship 1059 „ 1866 _Helen Denny_ iron barque 728 „ 1867 _Forfarshire_ composite ship 1238 „ 1868 _Margaret Galbraith_ iron ship 841 „ 1869 _Elizabeth Graham_ composite barque 598 „ „ _Hudson_ iron barque 705 „ „ _Langstone_ iron ship 746 „ 1869 _Pleiades_ iron ship 997 „ „ _Schiehallion_ iron barque 602 „ „ _Zealandia_ iron ship 1116 „ „ _Halcione_ iron ship 843 „ 1870 _Merope_ iron ship 1054 „

Space forbids more than a few odd notes on the best known of these ships.

The “Crusader.”

The _Crusader_ was a very handsome little ship, as is well shown in her photograph, and she was considered by many to be the fastest ship in Shaw, Savill’s fleet. She was built by Connell, of Glasgow, and launched in March, 1865, her registered measurements being:—Net tonnage 1058; gross tonnage 1058; length 210.7 ft.; breadth 35.1 ft., depth 21.4 ft.

In 1877, when commanded by Captain Renaut, she ran from Lyttelton, N.Z., to the Lizard in 69 days, and on her next outward passage in 1878 she went from London to Port Chalmers in 65 days, a performance which has never been beaten. She was eventually sold to the Norwegians for £2950 and was still washing about the seas, rigged as a barque, at the outbreak of the Great War.

“Helen Denny” and “Margaret Galbraith.”

The little _Helen Denny_ was the last of the fleet to remain under the British flag. She once ran from the longitude of the Cape to New Zealand in 23 days, a really remarkable feat for a small iron barque. She was built by the great Robert Duncan, of Port Glasgow, and was eventually sold by Shaw, Savill, to Christie, of Lyttelton, N.Z., who resold her to Captain F. Holm, of Wellington, N.Z.; she ran regularly in the inter-colonial trade until the end of 1913, being latterly commanded and owned by Captain S. Holm, a son of Captain F. Holm. She was finally converted into a coal hulk.

_Margaret Galbraith_ was another little Duncan beauty, and for many years a regular passenger ship to Otago. It is surprising to think of these little ships carrying passengers right up to the eighties. Their measurements were:—

_Helen Denny_, 728 tons; 187.5 feet length; 31.2 feet beam; 19.1 feet depth.

_Margaret Galbraith_, 841 tons; 198.5 feet length; 32.2 feet beam; 19.9 feet depth.

The _Margaret Galbraith_ was sold to the Manica Trading Co., of London. She left Colonia on 26th March, 1905, for Buenos Ayres with a cargo of grain and crew of 13 all told; and whilst in charge of a pilot grounded on Farollon reef, and as she was badly holed her captain abandoned her.

End of Some of Shaw, Savill’s Earlier Ships.

_Zealandia_ was a Connell built ship. After being sold to the Swedes, she was resold to the Russians, and her name changed to _Kaleva_. She was stranded in March, 1911, but refloated and again sold to Charles Brister & Son, of Halifax, Nova Scotia.

_Pleiades_ was built by McMillan, of Dumbarton. As late as 1893 she made a good run from New Zealand to the Lizard. She was wrecked at Akiteo, when bound round in ballast from Napier to Dunedin to load wool home.

The _Halcione_ was specially built for the New Zealand trade with ⅞ iron plates backed with 3 feet of cement, her saloon was insulated with charcoal, and she had 200 tons of cement stiffening. She was built by Steele, of Greenock, and was lost in 1895 in Fitzroy Bay near Pincarrow Heads, outside Wellington.

The _Euterpe_ was sold to the Chileans, and for some years was to be seen in the South Pacific rigged as a barque. Then the Alaska Packers bought her and renamed her _Star of India_. I believe she is still afloat.

The _Himalaya_ was also sold to the Alaska Packers Co., and renamed _Star of Peru_.

The _Soukar_ was sold to the Spaniards and registered at Barcelona under the name of _Humberto_. She has been broken up.

The _Glenlora_ went to the Scandinavians and was still afloat at the outbreak of the Great War. The _Hudson_ is also a Scandinavian barque at the present time.

The _Merope_ was burnt whilst homeward bound, being off the Plate at the time. Another well-known early Shaw, Savill emigrant ship to be burnt at sea was the _Caribou_, of 1160 tons; she was a wood ship and her cargo of coal caught fire in the year 1869. The Shaw, Savill ships were rather unlucky with fires and collisions, their worst disaster being, of course, the loss of the _Cospatrick_, Dunbar’s old frigate-built ship, which they bought in 1873 for £10,000. The tragedy happened on her second voyage under Shaw, Savill’s house-flag.

The Loss of the “Cospatrick.”

The _Cospatrick_ sailed from London for Auckland on the 11th September, 1874, with general cargo, 429 passengers and a crew of 44 men under Captain Elmslie.

Tuesday, 17th November, found the ship to the south’ard of the Cape, the wind being very light from the nor’west. And here is the tragedy as it was given by Henry Macdonald, the second mate, one of the three survivors. He stated that after keeping the first watch, he had not been long below when he was aroused by the cry of “Fire!” Without stopping to dress, he rushed on deck and found that dense clouds of smoke were pouring up from the fore peak, a fire having broken out in the bosun’s locker, which was full of oakum, rope, varnish and paint.

The first thing to do was to get the ship’s head before the wind, at the same time the fire engine was rigged, and soon the fore part of the ship was being deluged with water. But somehow or other the ship was allowed to come head to wind, which drove the smoke aft in suffocating clouds. From this moment all discipline seems to have been lost; flames began to burst forth in the ’tween decks and out through every scuttle and air vent, and they were soon roaring up the tarred shrouds, so that within an hour and a half of the discovery of the fire the flames had got such a hold that the ship was doomed.

The emigrants now took panic, and, shouting and screaming, made a rush for the boats. The starboard quarter boat was lowered down, but immediately she touched the water such a crowd of demented emigrants swarmed down the ship’s side into her that she was capsized. Whilst the longboat was being swung out of her chocks, her bow caught fire, and in the end only the port and starboard lifeboats got safely away from the ship’s side, the one with 42 and the other with 39 people.

The two boats stayed by the ship until the afternoon of the 19th, when she sank beneath the waves, a blackened, charred and smoking hull. One can scarcely imagine the horror of the scene during this weary waiting for the end of the ship. The people in the boats watched the main and mizen mast fall, and heard shrieks from the crowded after part of the ship, as many luckless wretches were crushed in their fall. Then the stern with its old Blackwall quarter galleries was blown out by the flames and smoke. Lastly the captain was seen to throw his wife overboard and spring after her himself.

But the tragedy was far from finished with the sinking of the ship. Owing to the panic and confusion the 81 survivors in the boats had only their night clothes and were without food or water, mast or sail, and the starboard lifeboat of which the second mate took command had only one oar. The rest of the horrible story is best told in Henry Macdonald’s own words, and the following is his statement, given at the inquiry afterwards:—

The two boats kept company the 20th and 21st, when it commenced to blow, and we got separated during the night. I whistled and shouted, but when daylight came we could see nothing of the other boat. Thirst began to tell severely on all of us. A man named Bentley fell overboard while steering the boat and was drowned. Three men became mad that day and died. We then threw the bodies overboard. On the 23rd, the wind was blowing hard and a high sea running. We were continually bailing the water out. We rigged a sea anchor and rode to it; but it was only made fast to the end of the boat’s painter, and we lost it. Four men died, and we were so hungry and thirsty that we drank the blood and ate the livers of two of them. We lost our only oar then. On the 24th, there was a strong gale, and we rigged another sea anchor, making it fast with anything we could get. There were six more deaths that day. She shipped water till she was nearly full. On the 25th there was a light breeze and it was awful hot. We were reduced that day to eight, and three of them out of their minds. We all felt very bad that day. Early on the morning of the 26th, not being daylight, a boat passed close to us running. We hailed but got no answer. She was not more than 50 yards off. She was a foreigner. I think she must have heard us. One more died that day. We kept on sucking the blood of those who died. The 27th was squally all round, but we never caught a drop of water, although we tried to do it. Two more died that day. We threw one overboard, but were too weak to lift the other.

There were then five left—two able seamen, one ordinary, myself and one passenger. The passenger was out of his mind. All had drunk sea water. We were all dozing, when the madman bit my foot, and I woke up. We then saw a ship bearing down upon us. She proved to be the _British Sceptre_, from Calcutta to Dundee. We were taken on board and treated very kindly. I got very bad on board of her. I was very nigh at death’s door. We were not recovered when we got to St. Helena.

So ends the second mate’s statement. The passenger and ordinary seaman both died a day or two after they were rescued, thus, out of 473 souls on the _Cospatrick_, only three men were saved, the second mate and the two able seamen.

The Loss of the “Avalanche.”

The _Avalanche_ was another Shaw, Savill ship which took down all but three of its company. She was outward bound to Wellington with 60 passengers, under Captain Williams, in September, 1877. At 8.45 p.m. when off Portland, she was on the port tack, the wind blowing strong from the S.W., when a red light was sighted on the starboard bow. The officer of the watch gave the order “hard up” and “brail in the spanker,” but the other ship, which was evidently running up Channel, came straight on, and as the _Avalanche_ fell off struck her right amidships on the port side. Three of the crew of the _Avalanche_ managed to clamber aboard the other ship, which was the _Forest of Windsor_, Nova Scotia, and these three, the third mate named Sherrington and two A.B.’s, were the only ones saved. The _Forest_ also sank, but managed to launch four boats in safety. These were picked up by fishermen the following morning and landed at Portland.

Patrick Henderson’s Albion Shipping Company.

The chief rival of the Shaw, Savill before the advent of the New Zealand Shipping Company was Patrick Henderson, who owned the Albion Shipping Company. But in the early days he was also in the China and Rangoon trades. His first ships in the New Zealand emigrant trade were fine, comfortable wooden vessels without any special turn of speed, such as the _Agnes Muir_, _Pladda_, _Lady Douglass_, _Jane Henderson_, _Vicksburgh_ and _Helenslee_. But he had some very fast wood and composite clippers, which during the sixties were mostly in the Shanghai trade, and later took their turn at carrying emigrants to New Zealand.

The “Wild Deer.”

The fastest of these China ships was the _Wild Deer_. She was launched from Connell’s yard in December, 1863, being his thirteenth ship; and was composite built with iron topsides, teak planking to turn of bilge and elm bottom. She had a beautiful figure-head of the goddess “Diana,” and was altogether a fine example of an out and out tea clipper.

Her measurements taken from Lloyd’s Register were as follows:—

Tonnage net 1016 tons. Tonnage under deck 955 „ Length 211 feet. Breadth 33.2 „ Depth 20.7 „

Her poop was 42 feet long, and her foc’s’le-head 31 feet. She came out in 1863 with Cunningham’s patent single topsails, but owing to her dismasting was one of the earliest ships to send aloft double topsail yards.

The following are the original spar measurements of her mainmast:—

Mainmast—deck to truck 130.6 feet. Lower mast—deck to cap 64 „ Doubling 13.6 „ Topmast 46 „ Doubling 8 „ Topgallant mast 25 „ Royal mast 17 „ Mainyard 75 „ Topsail yard 61 „ Topgallant yard 46 „ Royal yard 34 „

_Wild Deer_ was taken from the stocks by Captain George Cobb, a well-known racing skipper in the China tea trade who had previously commanded the _Robin Hood_. Her complement consisted of 3 mates, 3 apprentices, carpenter, sailmaker and bosun, 16 A.B.’s and 3 ordinary seamen, it being intended to ship 4 more A.B.’s in China in the event of her getting into the race home with the cracks.

On her maiden passage she lost her foremast in the North Atlantic, owing to the want of angle irons, as _Titania_ did a few years later, and this lost _Wild Deer_ her chance of loading the first teas of the season. She had to put into Lisbon to refit, and came out of the Tagus with a very mixed sail plan; on the foremast she had an old-fashioned single topsail with three rows of reef points, on the main double topsails and on the mizen her original Cunningham’s patent single topsail.

Her first two tea passages from Shanghai were good average runs, but nothing remarkable, her best work being 72 days from Anjer in 1865.

In 1866 she left London on 16th April and arrived at Shanghai on 29th July, 104 days out. Again she did not succeed in getting away with the first ships, but leaving Shanghai on 10th September she made Portland on Christmas Day. A fine S.S.W. breeze was blowing and _Wild Deer_ was romping along under all plain sail and starboard fore topmast stunsail, when the American schooner yacht, _Henrietta_, the winner of the first ocean yacht race, hauled out from the land and, closing on the clipper, hoisted her colours and asked her name. The late Gordon Bennett, her owner, was on board the yacht, and evidently wished to try her paces against the tea ship, as the _Henrietta_ held on in company with _Wild Deer_ for an hour or two, then bore away for the Needles.

On this passage whilst crossing the Indian Ocean in the S.E. trades, _Wild Deer_ made three consecutive 24-hour runs of 312, 312 and 327 miles.

On the outward passage in 1867, Captain Cobb had to be landed ill at Anjer and died shortly afterwards. His place was taken by a Hollander skipper. The Dutchman took _Wild Deer_ on to Shanghai and loaded tea, then leaving Shanghai in August he took the Eastern Passage, but when he had cleared Dampier Straits took it into his head to alter his course for Anjer. This absolutely spoilt _Wild Deer’s_ chance of a quick passage, as she had to thread her way up the Java Sea through a succession of light airs and calms, and actually took 84 days to Anjer.

This was a great pity for she made a splendid run home from the Straits of Sunda, arriving in the Thames in January, only 68 days from Anjer, but 152 from Shanghai.

In 1868 her wings were cut, 3 feet being taken off her lower masts.

She was then handed over to a Captain Smith; unfortunately Smith was a regular old woman, but she was fortunate in getting Duncan as mate. This man had served in _Ariel_ and _Titania_ as chief officer, and was one of the best mates in the China trade, being specially noted for his skilful handling of sails in bad weather.

_Wild Deer_ got away from London at the end of March, and left Shanghai with a tea cargo towards the end of July, a week behind one of Skinner’s beautiful little ships, the _Douglas Castle_. In spite of Duncan’s remonstrances, Captain Smith, who was frightened of the Caspar Straits, determined to go east about; but the _Wild Deer_ had so good a start south through the Formosa Channel that old Smith plucked up his courage and held on for Gaspar.

The very first day after he had changed his mind, _Wild Deer_ ran into the S.W. monsoon and had to be braced sharp up. The following morning about daybreak a ship crossed her bows on the other tack. This proved to be the _Douglas Castle_, and the two ships were in company all the way to Gaspar, except whilst passing Tamberlan Islands, which _Wild Deer_ went east of, and the _Douglas_ west.

The ships were evidently very well matched in light winds, but the _Wild Deer_ was handicapped by the want of courage in her skipper. The night before the Straits were made it was clear moonlight, the sea dead smooth and there was a nice little breeze blowing; both ships were close-hauled on the port tack, with _Wild Deer_ about a quarter of a mile to windward, neither ship gaining an inch.

Then at the change of the watch at midnight, old Smith backed his mainyard, clewed up his light sails and waited for morning, but young Captain McRitchie of the _Douglas Castle_, a far smarter man and the real sort of skipper for a tea clipper, held on, with the result that when the _Wild Deer_ filled away again at daylight the _Douglas Castle_ had a lead of several miles. Soon after sun up another ship was observed getting under weigh close to Billiton, where she had evidently anchored for the night; this proved to be the _Peter Denny_ from Foochow—another of Patrick Henderson’s ships. All three ships now had a fine trial of strength in the beat through Gaspar Straits. In this windward work the _Peter Denny_ showed up best, being by far the quickest ship at going about, but she was commanded by a very smart sailorman, Captain George Adams, who had everything arranged for quick working, whilst old Smith was specially slow at getting the _Wild Deer_ round—he was generally late with his commands and always hauled his mainsail up, though Captain Cobb always used to work his mainsail in tacking.

At 10 a.m. the _Douglas Castle_ kept away for the Macclesfield Channel, and about noon _Wild Deer_ made for Clements Channel, whilst the _Peter Denny_ held on for the Stolze; this would save her tacking again once she was clear of the Straits, as the S.E. monsoon was blowing steadily in the Java Sea. Thus the ships were parted for a time. That night was another clear moonlight night with a nice little breeze. During the first watch the Brothers were sighted on the _Wild Deer_, and Duncan reported them to Captain Smith, who was lying asleep on the skylight. Smith, however, had none of the alertness of a crack China trader and went off into a heavy sleep again, then during the middle watch he woke up like a bear with a sore head and asked the big Highland second mate if he had seen the Brothers yet. Of course the second mate said he had not seen them, as they had been passed whilst his watch was below. At this old Smith got in a panic; the mainyard was backed, the courses hauled up and the royal yards lowered down. On coming on deck at 4 a.m. Duncan found to his amazement that the ship was hove to, and to his disgust that one of the others had passed her during the night whilst she lay with her head under her wing. On finding out the reason from the second mate, he roused out the “Old Man” and reminded him that he had reported the Brothers during the first watch. And you may be sure that it was “jump and go” for the crew until the _Wild Deer_ was off again.

The wind fell light as the ship approached Sunda Straits, and as _Wild Deer_ crawled towards Anjer the other two ships were sighted ahead, almost becalmed.

_Wild Deer_ managed to avoid the calm patch by going to the norrard of Thwarttheway Island and Krakatoa, and thus stole a march on her rivals; however, they finally came out of the Straits, neck and neck. Just before dark the S.E. trade came away. _Wild Deer_ was still leading, but the _Douglas Castle_ was so close astern that each crew could hear the other singing out as they trimmed sail for the run across the trades.

The next morning found _Wild Deer_ still in the lead with the other two ships one on each quarter, and the following day the three ships separated until they were off the Cape. Then, on a day of baffling and squally winds the _Wild Deer_ and _Douglas Castle_ passed each other on opposite tacks, the _Douglas_ signalling that she had spoken the _Denny_ that morning.

The _Wild Deer_ found a head wind in the mouth of the Channel, but eventually after two days’ beating a fine slashing breeze came out of the south-west. At Dungeness the pilot had no news of the other two ships; but just as the _Wild Deer_ was making fast to her buoy at Gravesend the _Douglas Castle_ came up, and, as she passed, hailed to say that the _Peter Denny_ was close astern.

Unfortunately for _Wild Deer_ she remained under the command of Captain Smith for several more voyages, during which she was not allowed to show her paces and usually arrived home in such a condition that Captain Sellers, the ship’s-husband (a good old name for the present day shore superintendent) used to declare that she was a disgrace to the Albion fleet.

However, on Captain Smith’s death Captain Cowan had her for two voyages, carrying emigrants to New Zealand; on Cowan leaving her to take the _Wellington_ from the stocks, Captain Kilgour, who had been mate in her, was given command, and in 1881-2 she came home from Otago in 82 days, arriving on 30th January.

Then Captain Kerr had her; this man had been carpenter of the _Peter Denny_ years before, and mate of the _Christian McCausland_, one of Henderson’s first iron ships. He was a very steady man, but no sailor.

On 12th January, 1883, when outward bound with emigrants, he piled the poor old _Wild Deer_ up on North Rock, Cloghy, County Down, and she became a total loss.

Duncan’s Method of Taking in Sail.

It may be of interest, perhaps, to describe the method used by Duncan, the crack racing mate of _Ariel_, _Titania_, and _Wild Deer_, when taking in sail. For a topgallant sail he sent as many men as were available to the lee buntline and leachline; one hand, generally an apprentice, stood by the clewline, and another attended to the weather brace. Duncan himself would ease away a few feet of the halliards, then sing out:—“Let go your lee sheet!” Away would fly the sheet, followed by Duncan letting go the halliards; the hands on the buntline and leachline hauling away for all they were worth, the yard would run down and round itself in so that the boy on the weather brace only had to take in the slack. With smart hands on bunt and leachlines, the lee side of the sail would be spilt and up on the yard before it was well down and the apprentice on the clewline had only to get in the slack and make it fast. The lee side of the sail being well up, there was no trouble with the weather side. A hand in the top was almost unnecessary as the lee sheet needed no lighting up—it did that itself quick enough. The success of this method, of course, depended on the smartness of the hands on the bunt and leachline, but there were not many indifferent sailormen in a tea clipper’s foc’s’le.

In taking in a course Duncan used to man the lee bunt and leachlines well, with two hands only on the clew garnet; on the sheet being eased away bunt and leachlines were hauled smartly in, the sail was at once spilt and hauled up to the yard without a flap, the slack of the clew garnet being rounded up; then there was no trouble with the weather side.

This is also the method advocated by Captain Basil Hall in his _Fragments of Voyages_. Everything depended, of course, on having the necessary beef on the bunt and leachlines.

“Peter Denny.”

The _Peter Denny_ was built by Duthie, of Aberdeen, of teak and greenheart with iron knees in the ’tween decks, and measured 998 tons.

She was not a very fast ship, her best run in the westerlies being 285 miles, but she was a very handy-easy working ship and, still better, a very comfortable happy ship. She was also well run and beautifully kept under Captain Adams.

The Albion Shipping Company, 1869 Ships.

In 1869 Duncan, of Glasgow, built the two fine little composite ships, _James Nicol Fleming_ (afterwards renamed the _Napier_) and the _Otago_, for Patrick Henderson. They were sister ships of 993 tons register. Their top strake and bulwarks were of iron, but their bottoms were of wood with pure copper sheathing.

The _Otago_, by the way, must not be confused with a little iron barque of 346 tons, which was owned in Adelaide and at one time commanded by Joseph Conrad.

Patrick Henderson’s _Otago_ was eventually sold to the Portuguese and renamed _Ermilla_. She was torpedoed and sunk by the Germans early in the war.

It was in 1869 that Patrick Henderson made his first venture in iron ships, Scott, of Greenock, building him the two sister ships _Jessie Readman_ and _Christian McCausland_, of 962 tons register. These were fine handy little ships, good for 11 knots on a taut bowline, and equally good off the wind. They made very good outward passages with their ’tween decks full of emigrants, and loaded wool home. In those early days all the New Zealand wool was pressed on board before being stowed; this was generally done by a temporary crew of beachcombers, as it was the regular thing for a crew to run on arrival in the Colonies, however comfortable the ship was. The crew picked up for the run home was usually a fine one, of real sailormen, who had tired of the land after a short spell of working ashore.

The “Christian McCausland” Loses her Wheel.

In 1873, on the run to the Horn, when homeward bound loaded deep with wool and tallow (it was just before the days of Plimsoll) the _Christian McCausland_ had her wheel washed away, and the incident, as showing what a beautiful steering ship she was, is worth recording.

Being very deep, she was making a wet passage of it running before the high westerly seas, and taking a good deal of heavy water aboard, especially in the waist. About eight days after leaving port she was running before a fresh gale on the starboard quarter, under reefed foresail, reefed upper topsails, and fore topmast staysail, the only sail set on the mizen being the lower topsail.

Soon after the change of the watch at 4 a.m., two heavy seas broke over the poop in quick succession, and washed away the wheel, which with the helmsman clinging to it was only brought up by the rail at the break of the poop.

The mate, whose watch it was, ran forward, singing out for all hands, and as he went, let go the topsail halliards. The ship, however, made no attempt to broach to, and ran along as steadily as if someone was at the helm.

As soon as possible the relieving tackles were rigged, and it was found that with five men on each tackle the ship could be steered without any difficulty. So the topsails were hoisted again and away she went.

The gear connecting the wheel to the rudder head was the usual right and left handed screws, which were luckily undamaged. These no doubt acted as a brake on the spindle and had a good deal to do with stopping the ship from coming up in the wind when the wheel went. The wheel and helmsman were found at the break of the poop, the man unhurt, but the wheel with every spoke broken through close to the nave as if cut by a saw.

During the morning watch the weather moderated and the carpenter was able to unship the nave of the wheel, and it was found that one of the main winch handles fitted the spindle as if made for it. This was put on the spindle, and the ship was actually steered by turning the winch handle, the helmsman facing the ship’s side and looking over his shoulder at the compass. Later on, the captain improved this curious method of steering, by lashing a small handspike to the vertical arm of the winch handle, which gave the helmsman much more command and also allowed him to stand upright. And in three days the carpenter fitted the rim of the wheel and nave with a new set of stout elm spokes, and made such a good job of it that it was not found necessary to replace them on arrival in London. The rest of the passage was uneventful, the Horn was rounded in fine weather, and the _Christian McCausland_ finally brought up at Gravesend close astern of the Russian royal yacht, which had just brought over the Czar Alexander on a visit to England.

After having four ships on the stocks in 1869, Patrick Henderson remained content with his fleet until 1874. His ships were always painted black with gold stripe and gingerbread work, whilst Shaw, Savill’s were painted green. When the two firms amalgamated in 1882, all their ships came out with painted ports and lead colour under the ports.

The Origin of the Albion House-flag.

The Albion house-flag, a French flag with a small Union Jack in the centre, is supposed to have originated during the Crimean War. It is said that one of their early vessels carried both French and British troops at the same time, and for this reason flew a Union Jack and a French tricolour side by side on separate flagstaffs on the stern—this being later improved upon by the well-known Henderson house-flag.

The New Zealand Shipping Company.

During the early years of the Colony Shaw, Savill and P. Henderson had practically all the carrying trade in their hands. Occasionally an outsider took a load of emigrants out to New Zealand, such as the White Star liner _Chariot of Fame_, but the big Liverpool emigrant ships were really too big for the small volume of trade at that time. However, as both emigration to and trade with New Zealand increased, it was felt that the service of ships could well be improved, and at last in 1873, with this object in view, a number of merchants and run holders in the Colony decided to go in for shipowning and managing, and formed themselves into a company under the style of the New Zealand Shipping Company.

Full of enthusiasm, push and go, the promoters of the N.Z.S. Co. were determined from the first to have a line worthy to class with the Blackwall frigates of Green & Wigram. They had, of course, a great deal to learn, and mistakes were made but never repeated; and so great was their energy that in the first three years of their existence they chartered and despatched no less than 150 ships, carrying 28,675 passengers to the Colony. And before the company was ten years old it owned 16 up-to-date iron clippers, most of which had been built specially for them.

From the start the N.Z.S. Co. proceeded on generous lines, their ships being always well found, well manned and most liberally kept up. Their officers, also, considered themselves the aristocrats of the trade and rather looked down on the more economical Shaw, Savill and Albion clippers, whom they nicknamed the “Starvation Stars,” in allusion to the stars in their house-flag, which by the way is the proper New Zealand flag which Queen Victoria presented to the Maoris.

The ships built for the N.Z.S. Co. were none of them specially fast; they aimed chiefly at safety and comfort for their passengers.

All these ships were built of iron, the finest and fastest of the fleet being the beautiful little _Turakina_, which originally belonged to George Smith of the well-known City Line, being then called the _City_ _of Perth_, I shall deal with her in more detail presently.

LIST OF THE NEW ZEALAND SHIPPING COMPANY’S SAILING FLEET. +-----+--------------------+----+------+-------+-----+-------------+ |Date | Ship |Tons|Length|Breadth|Depth| Builders | |Built| | | Feet | Feet |Feet | | +-----+--------------------+----+------+-------+-----+-------------+ |1855 |_Pareora_ | 879| 203·3| 32·8 | 20·9|At | | |(ex-_White Eagle_) | | | | | Glasgow | |1863 |_Waitara_ | 833| 182·4| 31·4 | 20·9|Reid, | | | | | | | | Glasgow | | „ |_Rangitiki_ |1188| 210·0| 35·0 | 22·7|Samuelson, | | |(ex-_Cimitar_) | | | | | Hull | |1868 |_Turakina_ |1189| 232·5| 35·4 | 22·2|Connell, | | |(ex-_City of Perth_)| | | | | Glasgow | | „ |_Waimea_ | 848| 194·3| 31·7 | 19·0|Goddefrog, | | |(ex-_Dorette_) | | | | | Hamburg | | „ |_Mataura_ | 853| 199·4| 33·3 | 20·3|Aitken, | | |(ex-_Dunfillan_) | | | | | Glasgow | |1873 |_Rakaia_ |1022| 210·2| 34·0 | 19·2|Blumer, | | | | | | | | Sunderland | |1874 |_Waikato_ |1021| 210·5| 34·1 | 19·2|Blumer, | | | | | | | | Sunderland | | „ |_Waimate_ |1124| 219·7| 35·1 | 20·7|Blumer, | | |(ex-_Hindostan_) | | | | | Sunderland | | „ |_Waitangi_ |1128| 222·0| 35·1 | 20·8|Blumer, | | | | | | | | Sunderland | |1875 |_Hurunui_ |1012| 204·1| 34·2 | 20·0|Palmers Co.,| | | | | | | | Newcastle | | „ |_Orari_ |1011| 204·1| 34·2 | 20·0|Palmers Co.,| | | | | | | | Newcastle | | „ |_Otaki_ |1014| 204·1| 34·2 | 20·0|Palmers Co.,| | | | | | | | Newcastle | | „ |_Waipa_ |1017| 204·1| 34·2 | 20·0|Palmers Co.,| | | | | | | | Newcastle | | „ |_Wairoa_ |1015| 204·1| 32·2 | 20·0|Palmers Co.,| | | | | | | | Newcastle | |1876 |_Opawa_ |1076| 215·2| 34·0 | 20·4|Stephen, | | | | | | | | Glasgow | | „ |_Piako_ |1075| 215·3| 34·0 | 20·5|Stephen, | | | | | | | | Glasgow | |1877 |_Wanganui_ |1077| 215·3| 34·0 | 20·4|Stephen, | | | | | | | | Glasgow | +-----+--------------------+----+------+-------+-----+-------------+

The _Pareora_ was broken up in 1889.

The _Waitara_ came to her end by colliding with the _Hurunui_ in the English Channel on 22nd June, 1883.

The _Rangitiki_ was sold to the Norwegians and renamed _Dalston_. She was resold in 1909 for £1500 and went to New Caledonia as a hulk.

The _Waimea_ was sold to the Norwegians and wrecked on the South African Coast in 1902.

The _Mataura_ brought the first cargo of frozen meat from New Zealand, arriving on 26th September, 1882, being fitted with Haslam’s patent dry air refrigerator. She was then rigged as a barque. She was eventually sold to the Norwegians and renamed _Alida_. On 24th August, 1900, she was dismasted in the Pacific and abandoned.

The _Raikaia_ also went to the Norwegians and was renamed _Marie_. She was again sold, to Boston shipowners, for 4850 dollars, and is once more sailing the seas under her old name.

The _Waikato_ was sold to the Germans and her name changed to _J. C. Pfluger_. They sold her in 1900 to Californian owners, who sailed her out of Frisco rigged as a barquentine. She is now a hulk disguised under the name of _Coronado_.

The _Waimate_, from noon on 26th November to noon 27th November, in 1881, covered 354 miles in the 23½-hour day running the easting down in lat. 47° S. In the p.m. the sea was smooth and the wind gradually freshening, Captain Mosey who was making his first voyage in the ship, hung on to his main royal until the first watch, the wind being on the port quarter. By daybreak the wind was dead aft with bright sunshine and a clear sky, but with a very big sea running.

Her best week’s run was from the 27th November to 3rd December, being 1807 miles.

_Waimate_ was a skysail yarder, and with the wind abaft the beam could be made to travel, but she was nothing extraordinary with the yards on the backstays.

She was once in company with Shaw, Savill’s _Marlborough_ off the Snares. With the wind free she had the best of it, but as soon as they hauled up to stand along the New Zealand Coast the _Marlborough_ passed her without any trouble.

Two years later _Waimate_, with Captain Mosey still in command, ran from Lyttelton to the Scillies in 71 days. She was sold by the N.Z.S. Co. to the Russians and renamed _Valkyrian_. She went missing in 1899.

_Waitangi_ is still afloat flying Norwegian colours under the name of _Agda_.

_Hurunui_ is also, I believe, still afloat under the Russian flag, her name being _Hermes_.

_Orari_ was sold to the Italians in 1906 and converted into a hulk in 1909.

“Otaki’s” Record Passage Home.

_Otaki_ is famous for her wonderful run home in 1877. She left Port Chalmers with Captain J. F. Millman in command at 4 p.m. on 11th March; was becalmed for four days off the New Zealand Coast; was then 22 days to the Horn; reached the Lizard 63 days out from her departure, and docked in London 69 days out. During this passage she only had eight hours of head winds. _Otaki_ was nothing special in the way of sailing and never made more than 10 knots, so her passage must really be put down to amazing good luck. She was bought by the Germans and renamed _Dr. Siegert_, being wrecked in 1896.

_Waipa_ went to the Norwegians in her old age, and I believe she is still afloat under the name of _Munter_.

_Wairoa_ was bought by the Russians and renamed _Winnipeg_. She went missing in 1907 whilst bound from Pensacola to Buenos Ayres.

_Opawa_ and _Piako_ were two beautiful little ships. In 1877 _Opawa_ went from the London Docks to New Zealand and home again with wool in 6 months 9 days. And in 1893 she made the passage New Zealand to Liverpool in 83 days. She was still afloat in quite recent years under the name of _Aquila_ and Norwegian colours. The sister ship _Piako_ went missing in 1900 on a passage from Melbourne to the Cape, being then German owned.

The _Wanganui_, last ship built for the firm, was still afloat when the war started as the Norwegian barque _Blenheim_.

“Turakina” ex-“City of Perth.”

I have left the _Turakina_ to the last, as she deserves a longer notice, being one of the most beautiful little iron ships that ever left the ways. She was built of extra thick plates and launched in May, 1868, for Smith’s famous City Line to Calcutta.

The following interesting account of her in her early days appeared in the _Nautical Magazine_ in 1917:—

I sailed in this vessel when she was three years old, under Captain Beckett, a native of Saltcoats, Firth of Clyde. Captain Beckett would have no foreigners or negroes sail with him, either as officers or sailors, and he was one of the most upright and good-living men I ever sailed under, and I went to sea first in 1858. His policy was the same for the men as for the cabin, with plenty of good food, no allowance, sufficient without waste, and plenty of work to keep the scurvy out of the bones, as the sailors said.

We left the Clyde at latter end of September, 1871, with a general cargo for Calcutta. We soon got out of the St. George’s Channel, and got all the studding sail gear rigged ready for the first favourable wind, and that occurred in lat. 43° N., long. 14° 15′ W. We then set topgallant, royal, topmast, and square lower stunsails, watersails, ringtail and ringtail watersail, Jamie Green and save-alls every place where a sail could be set; wind N.W. but gradually increasing to a gale.

However we kept everything on her. On the second day after everything had been set, about 11 a.m., we sighted a ship ahead of us; by 2 p.m. we were up alongside of her. She was a New York full-rigged ship from the Tyne for California.

The American captain asked us where we were bound from and where bound to. The whole of his crew came and looked at us, and her master cried to our captain that we were the prettiest sight he had ever seen. Our ship was going fully 17 knots when we passed her, and in three hours we had left her completely out of sight.

I have been in many ships in my time, but never one to equal her for speed. She was built by Connell, on the Clyde, and she was certainly that firm’s masterpiece. She was iron, and one of the most beautiful models you could look at in the water. The _Thermopylae_ was the largest of the China clippers. She was 948 tons, but the _City_ was 1189 tons. She was a far more powerful ship. I have been in many cracks, but I never saw anything that could look at her in a strong breeze, and as for running in a heavy gale she would run before the heaviest gale that ever blew.

And he goes on to give the following week’s work from the N.E. trades to Sandy Hook.

Left Calcutta, 16th January, 1872, for New York. Arrived at New York on 5th April, 1872. Below are the position and runs in nautical miles.

29th March, 1872, position at noon, lat. 28° 01′ N., long. 30° 00′ W.

30th March, 1872, position at noon, lat. 30° 40′ N., long. 35° 56′ W. distance 298.

31st March, 1872, position at noon, lat. 32° 14′ N., long. 41° 44′ W. distance 300.

1st April, 1872, position at noon, lat. 33° 55′ N., long. 48° 35′ W. distance 363.

2nd April, 1872, position at noon, lat. 35° 30′ N., long. 55° 39′ W. distance 350.

3rd April, 1872, position at noon, lat. 36° 51′ N., long. 62° 36′ W. distance 350.

4th April, 1872, position at noon, lat. 38° 40′ N., long. 69° 10′ W. distance 345.

5th April, 1872, position at noon, lat. 40° 29′ N., long. 73° 58′ W. distance 342.

Time 170 hours. Nautical miles 2348.

I do not agree with all his distances, but anyhow it is a wonderful week’s work and probably the quickest run into New York from 28° N., 30° W., ever made by a sailing ship.

During the seventies Messrs. George Smith & Sons generally sent one or two of their fastest ships out to Australia for a wool cargo home; and in 1873, 1874 and 1875 _City of Perth_ went out to Melbourne and loaded wool home. Her outward passages ran to over 80 days, but in 1874 Captain Beckett made the fine run of 81 days to the Thames.

Owing to the exporters of wool insisting that her bottom was foul, she was docked, with her cargo on board, in the Alfred Graving Dock the day before she sailed. Her bottom was found to be clean, but Captain Beckett took the opportunity to give her a coat of tallow, and leaving on the following day, 15th November, he caught the February wool sales without any difficulty and eased the minds of the anxious wool exporters. It was his last passage in her, however, for in 1875 Captain Warden took her out to Melbourne in 88 days from the Lizard, but he ran his easting down in 38° S. and did not give her a chance. Again she loaded wool and this time was given a coating of Peacock & Buchan’s patent before sailing.

After this she went back to the Calcutta trade until 1881, when she left London under Captain McDonald for Canterbury, N.Z., and went on to Timaru and loaded wheat. She completed her loading, and on 13th May, 1882, was lying at anchor in the inner anchorage close to the _Ben Venue_, when it came on to blow with a big sea making.

8.30 a.m. on the 14th found the _Ben Venue_ with two anchors and the _City of Perth_ with three, riding out a furious gale. But the outlook was very bad especially for the little _Ben Venue_ which had a heavy list to starboard, being almost on her beam ends. Four hours later one of Ben Venue’s cables parted and she began to drag, and about 1 o’clock stranded in Caroline Bay.

About the same time _City of Perth_ was also seen to be dragging her anchors and soon afterwards drifted ashore to the north of _Ben Venue_, but further seaward.

Captain McDonald tried to send a boat ashore, but she capsized and the ship’s second mate and carpenter were both drowned and the mate had his leg broken. Meanwhile great rescue efforts were made from the shore, the lifeboat was launched, but she also capsized and six of her crew were drowned, including the harbour-master of Timaru. The gale had moderated sufficiently by the 19th to attempt towing the _City of Perth_ off, but without success. Her partner in misfortune, the beautiful little _Ben Venue_, had by this time become a total wreck, and the only gear salved, including some of her spars, was sold for £150.

After the failure to get the _City of Perth_ afloat her cargo was got out of her, and with an empty hold she was at last towed off successfully. She was then surveyed and sold, her hull and gear only fetching £900. She was next towed round to Port Chalmers and docked there on 1st July, when it was found that the rudder was carried away, with about 20 feet of the keelson and keel, besides five bottom plates very much damaged. It speaks well for the ship, considering the pounding she must have undergone, that the damage was not worse. Again she was sold privately for £500, I am not certain whether the N.Z.S. Co. bought her on this occasion or after her arrival in London after being patched up. If they did, they got a wonderful bargain, though they might have had a still better, for whilst she was lying stranded she was offered for sale by auction and only a few pounds bid for her.

After being repaired and refitted, she was sent to Invercargill to load for London; and she left Invercargill on 13th April, 1883, in charge of Captain McFarlane, arriving safely in the Thames on 8th July after a good passage of 86 days.

Here she had a thorough refit, and finally left London on 24th October, 1883, under a new captain, with the name of _Turakina_ on her stern and flying the N.Z.S. Co. house-flag. She arrived at Auckland on 19th January, 1884, 86 days out.

During the next few years we find her in charge of a Captain Power, who was evidently not a sail carrier, for she did nothing remarkable whilst he had her.

In 1885, on her passage home from Otago, she survived another bad dusting. She left Port Chalmers on 9th March, had strong S.W. gales and heavy weather to the Horn, which was rounded at 6 a.m. on the 5th April, 27 days out. On 11th April, when in 44° 46′ S., 40° W., she ran into a perfect hurricane, the squalls being at their worst between noon and 5 p.m. At 2 p.m. the lower main topsail blew away, at 2.30 the foresail was whipped out of her and at 3 the lee quarter boat was washed away. All this time the ship was swept fore and aft by the terrific sea running, and at 5 p.m. the weight of water on her main deck burst the lee topgallant bulwarks. Luckily the wind then began to veer to the S.W. and the squalls began to take off and come up at longer intervals.

The equator was crossed on 3rd May, 28 days from the Horn. She had light trades followed by moderate southerly winds to the Western Isles, then light southerly and easterly winds, with thick fog to the Wight, where she picked up her tug, arriving in the Thames on 11th June, 94 days out.

Like most of the New Zealand clippers _Turakina_ was fitted with refrigerating machinery in the late eighties, and it was as a frozen meat ship under Captain Hamon that she made her name as a passage maker in the New Zealand trade.

In 1892 she left Gisborne and arrived home on 31st May, 78 days out.

In 1893 she left Timaru for Liverpool on 2nd February, but carried away her mainyard on the first night out and had to put back to Lyttelton to repair damages. This spoilt her passage.

In 1894 she signalled off the Lizard on 27th May, only 69 days out from Wellington, and docked in the London River, 71 days out.

In 1895 she made the Wight on 1st July, 73 days out from Port Chalmers.

On her previous outward passage she had distinguished herself by sailing past the company’s steamer _Ruapehu_. The following account of this incident was given me by one of the officers of the steamship:—

On the 14th February, 1895, in lat. 46° 15′ S., long. 68° 16′ E., the N.Z.S. Co.’s mail steamer _Ruapehu_ was running her easting down under whole topsails and courses, the weather dirty and a strong wind from the norrard, force 7 Beaufort scale. At 9 a.m. a sailing ship was reported astern, topgallant sails up. Shortly after she sheeted home her royals. Orders were given on the _Ruapehu_ to the engineer to drive the ship and topgallant sails were set, the patent log showing a good 14.

At noon exactly the N.Z.S. Co.’s sailing ship _Turakina_ passed along our lee side. She was then carrying all square sail except mizen royal and topgallant sail (probably griping a good deal). She was right alongside and you could distinguish the features of the officers, and see the seas breaking over her—I have a very good photo. She then hauled her wind and crossed our bow, at the same time shortening sail to topsails, reef in mainsail and furled crossjack; even then she held her own with us during a long summer evening light, till 9.30 there she was just ahead on the port bow.

Next day at noon we had run 315 miles. At midnight the wind came aft and she was therefore not in sight from masthead at daylight. It was a wonderful performance and made a man feel glad to be alive to see it.

And the _Turakina_ held her own for 14 days. She covered the 5000 miles between the meridians of the Cape and the Leeuwin, in 16 days, her best runs being 328, 316 and 308.

I am glad to say that the gallant little ship is still afloat under the name of _Elida_, owned in Tordesstrand.

In 1912 she was in Rio at the same time as the Portuguese _Ferreira_ ex-_Cutty Sark_. I wonder how many of the shipping people there realized that two of the fastest and most beautiful sailing ships ever built were lying at anchor in their wonderful harbour.

Before leaving the _Turakina_, I must not omit to give her official measurements from Lloyd’s Register:—

Tonnage (net) 1189 tons Tonnage (gross) 1247 „ Tonnage (under deck) 1160 „ Length 232.5 feet Breadth 35.4 „ Depth 22.2 „ Depth moulded 23.5 „ Freeboard amidships (summer) 4.5½ „ Raised quarterdeck 32 „

Robert Duncan’s Six Beautiful Sister Ships.

In 1874 Patrick Henderson launched out by ordering six iron passenger clippers from Robert Duncan and two from Scott, of Greenock, and of the big fleet of splendid iron ships built in the seventies there were few more perfect specimens of the shipbuilders’ art than these eight ships. The following are the measurements of the Duncan ships:—

+--------------+----------+-------+------+----+-----+------+--------+ | | Date | | | | |Length| Length | | Ship | Launched |Tonnage|Length|Beam|Depth| of | of | | | | | | | | Poop |Foc’s’le| +--------------+----------+-------+------+----+-----+------+--------+ |_Dunedin_ |March 1874| 1250 | 241 |36.1|20.9 | 70 | 35 | |_Canterbury_ |May 1874| 1245 | 239.7|36 |20.8 | 70 | 35 | |_Invercargill_|June 1874| 1246 | 239.7|36 |20.7 | 70 | 35 | |_Auckland_ |July 1874| 1245 | 239.8|36 |20.7 | 70 | 35 | |_Nelson_ |Aug. 1874| 1247 | 239.3|36 |20.7 | 70 | 35 | |_Wellington_ |Sept. 1874| 1247 | 239.8|36 |20.7 | 70 | 35 | +--------------+----------+-------+------+----+-----+------+--------+

All these ships, with the exception of _Dunedin_, which went missing when homeward bound with frozen meat in 1889, were sailing the seas in the twentieth century, and until Shaw, Savill sold them in 1904-5 were still making good passages. Even after they had ceased to carry emigrants, their outward passages were constantly under 80 days; and the frozen mutton did not affect their homeward runs as much as one would expect, for I find the _Nelson_ running from Wellington to the Lizard in 1889-90 in 83 days; the _Auckland_ from Wellington to the Lizard in 1899 in 84 days; _Invercargill_ from Timaru to the Wight in 1895, in 85 days, and _Wellington_ from Timaru to the Lizard in 1900 in 79 days.

The _Canterbury_ was credited with a run out of 64 days. She was at her best off the wind in a strong breeze. She was still afloat at the outbreak of the war, owned in Tordesstrand, Norway.

_Invercargill_, under Captain Bowling, had many excellent passages to her credit. Captain Bowling was a native of Kingstown, in Ireland, and started his sea life in the China trade. He commanded the _Invercargill_ for 13 years, at the end of which time he had been 50 years at sea and 30 years in command of sailing ships. He was one of Shaw, Savill’s most trusted commanders and was noted for the way in which he handled his beautiful ship.

Not many years ago a writer to the “Nautical” described one of Captain Bowling’s skilful bits of seamanship. He wrote as follows:—

The _Invercargill_, fully laden from London, arrived off Wellington Heads one afternoon. A fine southerly breeze was blowing. Very impatient to get anchored, Captain Bowling decided to sail right in without the assistance of a tug. But just as he got well up the entrance, the wind suddenly veered right round to the northward and blew hard, and as his ship was well up inside Barrett’s Reef by this time, things began to look rather serious. Notwithstanding his many difficulties—for the slightest error or hesitation in timing the order of the different manœuvres meant disaster—old Bowling managed everything like clockwork, and the _Invercargill_ dropped her anchor off Kaiwarra, just as darkness fell.

The _Invercargill’s_ last passage under the British flag in 1904 was her worst; in it she weathered out the biggest gale of Captain Bowling’s experience. She sailed from Sydney, N.S.W., on the 27th August, 1904, loaded with wheat, being bound to Queenstown for orders. On the 30th September she was caught in a Cape Horn snorter, her cargo shifted to port, her port bulwarks were carried away and for some time she lay on her beam ends. At last by hard work the cargo was man-handled to the windward side, she righted and continued her passage. But once again she ran into heavy weather, this time in the Atlantic in 45° N., 20° W., and the morning of the 8th December found her battling with a heavy gale from N.W., the weather being clear. The entry in the log at 4 p.m. said:—

Hard squalls and high confused sea, vessel labouring heavily and shipping great quantities of water fore and aft.

At 7 p.m. both wind and sea increased, and a huge mountain of water broke over the port quarter and swept the decks, the whole length of her. The cabin skylight was burst in and the water flooded below, breaking into the saloon and cabins, the sail locker, the lazarette and even into the ’tween decks; the companion hatch on the poop was carried away, and along with it went both compasses, stands and binnacles, side lights and screens, the patent log from the taffrail; in fact, pretty near everything on the decks except the wheel. Mr. Le Sueur, the mate, lost no time in getting a sail over the gaping skylight and all hands were turned to bailing out the water from below, which was up to one’s waist in the cabin. 8 p.m. found the gale still blowing with undiminished force, and the ship was rolling heavily as she ran before it. By midnight the seas were mountainous and the squalls became fiercer and more frequent. About 4 a.m. a big sea washed out the carpenter’s quarters, and “Chips,” under the impression that the ship was sinking by the head, made the best of his way aft. But Captain Bowling and his officers were all below clearing up the wrecked cabin, etc. The carpenter, thereupon, informed the man at the wheel of his fears, with the result that the latter had an attack of nerves, thought he was running the ship under, and allowed her to come to. As the ship broached to, the cargo shifted for the second time and the _Invercargill_ went over on her beam ends. The foresail, fore upper topsail, jib, fore topmast staysail and main royal all blew adrift out of the gaskets and were soon in tatters. The lifeboat to leeward was lifted out of her davits and swept away. Then, whilst the ship lay down with her lee foreyard arm dipped 6 feet into the broken water to leeward, the seas worked havoc on the flooded main deck.

Daylight disclosed the extent of the damage; the galley was gutted, the carpenter’s shop was bare, all his tools gone and the doors smashed in; the contents of the bosun’s locker, paint locker, and the mate’s and second mate’s cabins were washed clean out of them, and gone overboard. The topgallant bulwarks to leeward were all gone, and the running gear being dragged backwards and forwards through the swinging ports was cut to pieces, two of these ports had been torn off their hinges; the foc’s’le-head and poop ladders were gone and all the poop stanchions; whilst the racks for handspikes and capstan bars were empty.

All that day and the next night the _Invercargill_ lay like a log with her lee rail buried deep and her main deck full of water. At last, early on 10th December, the wind dropped very light and went into the S.W. with thick weather.

Cargo was jettisoned to bring the ship on an even keel, and at last she was got away on her course. The next difficulty was making a landfall without a reliable compass, as only an old compass which had not been adjusted was available, both the steering and standard compasses having gone overboard.

In spite of a large allowance made for his defective compass, Captain Bowling found himself nearly ashore amongst the Scilly Isles. Again his fine seamanship saved the vessel, and on the 18th December he brought her safely into Queenstown, 113 days out from Sydney.

Orders were received here to proceed to Glasgow, but the crew came aft and refused to proceed in the crippled ship; upon which she was towed round to the Clyde and was docked in Princes Dock, Govan, on Christmas Eve.

After she had been repaired and refitted at a cost of £1000, Shaw, Savill sold the splendid old ship to the Norwegians, who renamed her the _Varg_. She sailed for Christiania in 1905, with coal ballast, and was never seen again after clearing the Tail of the Bank.

The _Auckland_, after a long and successful career with many fine passages to her credit, was sold to S. O. Stray, of Norway, in 1904, but soon disappeared from the Register.

The _Nelson’s_ finest sailing feat was in 1875, when she ran from Otago Heads to the Horn in 19 days. She was still afloat in 1914 at the outbreak of the war, sailing as a barque under the Chilean flag, and must often have had a chance of trying her sailing powers against the old tea clipper, _Lothair_, which was also still afloat on the West Coast of South America.

“Wellington” and Captain Cowan.

I cannot pronounce an opinion as to which was the fastest of these six beautiful Duncan sisters, but the _Wellington_ probably has the best average. She was taken from the stocks by Captain D. Cowan, of Peterhead, and under his able guidance was a most consistent passage-maker. Captain Cowan, like Captain Bowling, of _Invercargill_, was a magnificent seaman of the old sailing ship type, the survivors of which grow fewer, alas, every day. He served his time in the Peterhead whale fishery. Then about 1862 he joined Patrick Henderson’s as third officer of the _Pladda_, a slow but comfortable old wooden packet, which carried 400 emigrants to Port Chalmers. His next vessel was the _Vicksburgh_. Again after one New Zealand voyage he was transferred, this time with promotion to mate, to the _Jane Henderson_, in which he made three voyages to Rangoon, on the last of which, about 1867, he went in command. His second voyage as a skipper was in the _Helenslee_ with passengers to Port Chalmers. This ship was sold in New Zealand, and Captain Cowan travelled home as a passenger. He next had _Margaret Galbraith_ for two voyages, then the composite clipper _Wild Deer_, which he left in order to take over the _Wellington_.

Captain Cowan had the _Wellington_ for 18 years. He told me that the _Wellington_ was such a fast ship with the wind abaft the beam that he never remembers her being passed under such conditions, but that she was nothing out of the way when braced sharp up. This indeed may be said to have been the general case with Duncan’s ships. From 1877 to 1884 _Wellington_ ran from Glasgow to Otago with first class passengers and emigrants. Under these favourable conditions her average outward passage was about 80 days, her four best being 73, 75, 76 and 78 days.

Soon after the amalgamation with Shaw, Savill, _Wellington_ had freezing machinery put on board, and henceforth came home with 18,000 carcases a trip. The _Wellington_ had her freezing machinery on board for four voyages, after which the mutton was sent on board frozen.

“Wellington” Collides with an Iceberg.

Early in the nineties she nearly finished her career by colliding with an iceberg to the eastward of the Falkland Islands. Her bows were stove in, two men being killed in the foc’s’le by the deck being driven down on top of them, broken down by a mass of ice falling aboard. The bowsprit and jibboom were, of course, carried away, and also the fore topmast; only the collision bulkhead saved the ship from sinking. Captain Cowan shored up his bulkhead and squared away for Rio de Janeiro. He was a month getting there and repairs were hardly under weigh before the Civil War broke out, and all work was stopped for six months.

Meanwhile in order to keep the mutton frozen, the engine had to be kept going at full speed night and day; owing to the heat not even a rest for an hour to overhaul it could be thought of, and it says a good deal for Captain Cowan and his engineer that they managed to keep the engine running without a breakdown for so many months.

Orders came out from home that the mutton was to be sold; whereupon Captain Cowan rashly sold some of it to the rebels—the Government at once issued a warrant for his arrest—and he had to be smuggled aboard the New Zealand Shipping Co.’s steamer _Norangi_, the mate being left in charge. After this very trying experience Captain Cowan, feeling that he needed a rest, retired from the sea.

In 1904 the _Wellington_ was sold to S. O. Stray, of Norway, for £3150. In December, 1906, she was abandoned on her beam ends and foundered when bound from a Gulf port to Rosario.

“Oamaru” and “Timaru.”

Not content with Duncan’s six beautiful ships, Patrick Henderson ordered two from Scott, of Greenock, in 1874. These were the _Oamaru_ and _Timaru_, which measured 1306 tons, 239.1 feet length, 36.1 feet beam, 21 feet depth.

The _Oamaru_ was launched in October and the _Timaru_ in December. These fine little ships were well worthy of ranking with Duncan’s beauties.

The _Timaru_ especially, under Captain Taylor, made some fine passages, when she was carrying emigrants.

In March, 1879, she reported off the Scillies, only 68 days out from New Zealand. On the following outward passage, she went out to Port Chalmers in 78 days. Whilst running her easting down she averaged 270 miles a day for 17 days. She had 499 souls on board this passage.

Captain Taylor was rather fond of sending bottles adrift, a common practice in the old days, and he was lucky enough to have two picked up in five years. One which he threw over in 12° N. in the Atlantic was picked up in the Gulf of Guinea, and the other, thrown over just east of the Cape meridian, was washed up on the beach in Western Australia.

These little New Zealand emigrant clippers, like the larger and earlier Australian clippers, constantly carried very rich cargoes of bullion. On one occasion the _Timaru_ had £57,000 in bar gold on board.

_Oamaru_ was finally sold to Norway and renamed _Fox_. She was broken up in 1912.

_Timaru_ was sold in South Africa as a cold storage ship during the Boer War, and is now, I believe, a freezing hulk at Durban.

“Marlborough,” “Hermione” and “Pleione.”

In 1876 three very fine little ships were built for Shaw, Savill; these were:—

_Marlborough_, 1124 tons, 228 feet length, 36 feet beam, 21 feet depth, launched in June from Duncan’s yard.

_Pleione_, 1092 tons, 209.7 feet, length, 34.6 feet beam, 20.3 feet depth, launched in September by Stephen, of Glasgow.

_Hermione_, 1120 tons, 219.4 feet length, 35 feet beam, 21 feet depth, launched in October by Hall, of Aberdeen.

The longest of the three was also the fastest, as is the general rule where beam and depth are about the same.

_Marlborough_ was certainly a very fast ship and in 1880, under Captain Anderson, ran from Lyttelton to the Lizard in 71 days.

In 1889 she sailed from New Zealand homeward bound with frozen mutton about six weeks behind the _Dunedin_, and a great stir was raised in New Zealand when neither ship reached her destination. No trace of them was ever found, though the _Wellington_ which sailed in between the two arrived safely.

_Pleione_, like so many ships in the New Zealand trade was eventually sold to the Scandinavians, whilst _Hermione_ was bought by the Italians and renamed _Mantova_. She was broken up at Genoa in 1913.

“Taranaki,” “Lyttelton,” and “Westland.”

These three were the last sailing ships built for the Shaw, Savill & Albion Companies. _Taranaki_ was James Galbraith’s last ship and _Westland_ Patrick Henderson’s.

All three were built by Duncan and were very fast ships, and continued making fine passages right into the twentieth century. They were over 100 tons smaller than Duncan’s 1874 ships, their measurements being:—

_Taranaki_, 1126 tons, 228.2 feet length, 35.2 feet beam, 20.9 feet depth.

_Lyttelton_, 1111 tons, 223.8 feet length, 35.0 feet beam, 21.0 feet depth.

_Westland_, 1116 tons, 222.8 feet length, 35.1 feet beam, 21 feet depth.

Of the three, _Westland_ was the fastest; in fact, many people considered her to be the fastest of the Shaw, Savill & Albion fleet. One of her best performances was a run of 72 days from Bluff Harbour to the Lizard, where she reported on 31st March, 1895.

_Taranaki_ was sold to the Italians, when Shaw, Savill parted with their sailers, and, owned in Genoa, was still afloat when the Great War burst on Europe. The _Lyttelton_ struck on an uncharted rock outside Timaru, when leaving homeward bound. _Westland_ went to the Norwegians, she put into Moss, leaking, and was condemned there.

“Lutterworth” and “Lady Jocelyn.”

Besides the ships specially built for them, Shaw, Savill occasionally bought a ship; of these probably the best known were the _Lutterworth_ and _Lady Jocelyn_.

The _Lutterworth_ was a fast little iron barque of 883 tons, built by Denton, of Hartlepool, in 1868. Shaw, Savill & Co. sold her eventually to Turnbull & Co., of Lyttelton, N.Z. Whilst on a passage from Timaru to Kaipara in ballast, she was dismasted and abandoned in Cook Straits. She was, however, picked up as a derelict and towed into Wellington, where she was converted into a coal hulk.

The _Lady Jocelyn_ was one of those early auxiliary steamers, which always seem to have had long and adventurous careers. She was originally the _Brazil_, owned by the General Screw Steamship Company, and was built as far back as 1852 by Mare, of London, her measurements being—2138 tons; 254 feet length, 39 feet beam, 24.9 feet depth. Of iron construction, she had a spar deck above her two decks, and no expense was spared in her construction.

As an auxiliary steamer, like most of her kind, she proved to be a money-eater, and when after a few years the company went into liquidation she was bought by Shaw, Savill and put into their emigrant trade as a sailing ship. Then as passengers began to desert the clipper for steam, freezing machinery was put aboard her. Finally Shaw, Savill laid her up in the West India Docks, and used her as a frozen meat store ship, for which owing to her size and the freezing machinery aboard she was well adapted.

Years passed and still she remained the most familiar object in the West India Dock, right up to the present date, during which time she has served a variety of purposes, such as store ship for the Shipping Federation and a home for strike breakers.

Outsiders in the New Zealand Trade.

Though the New Zealand trade was held pretty tightly in the hands of Shaw, Savill, the Albion Shipping Company and the New Zealand Shipping Company, many a distinguished ship paid an occasional visit to Maoriland, notably the beautiful tea clipper _Sir Lancelot_ in 1879; the majestic Blackwall frigate _The Tweed_ in 1874, when she went out to Otago in 78 days; _The Tweed’s_ great rival _Thomas Stephens_, which took passengers to Otago in 1879; _Miltiades_, which in 1889-90 came home from Lyttelton in 78 days and the following season came home from Wellington in 82 days; and _Thessalus_, which in 1900 ran from Lyttelton to the Lizards in 87 days, beating the famous coolie ship _Sheila_ by a week. _Loch Awe’s_ record passage to Auckland I have already mentioned in these pages, also _Sam Mendel’s_ 68 days to Port Chalmers. Some years later, in an attempt to beat this performance and incidentally a fast little City liner, _Sam Mendel_ was dismasted and came into port without her foremast, bowsprit and jibbooms, which had all gone by the board.

The Pretty Little “Ben Venue.”

A regular trader to New Zealand in the seventies was Watson’s pretty little _Ben Venue_, an iron main skysail-yarder of 999 tons, launched by Barclay, Curle in 1867. Under Captain McGowan, she made the very fine average of 77 days for her outward passages, her best homeward being 72 days to the Lizards from Lyttelton in 1879. I have already described her loss in May, 1882.

“Hinemoa.”

The distinction of being the only sailing ship specially built for the New Zealand frozen meat trade belongs to the splendid steel four-mast barque, _Hinemoa_, built by Russell, of Greenock, in 1890. She measured 2283 tons, 278.1 feet length, 41.9 feet breadth, 24.2 feet depth. Like many of Russell’s carriers she possessed a very fair turn of speed, especially off the wind, and has the following fine passages to her credit.

1894 Downs to Melbourne 77 days 1901 Newcastle, N.S.W., to Frisco 60 „ 1902 Frisco to Old Head of Kinsale 101 „

_Hinemoa_ was built at a time when “sail” was making a final effort to hold its markets against the steam tramp. That effort was a truly gallant one, and but for the fact that the windjammer possesses a charm and fascination totally lacking in steam, and has ever been enthroned in the hearts of all lovers of the sea, masts and yards would not have lasted longer in the Mercantile Marine than they did in the Royal Navy.

That there were still sailing ships used commercially in 1914 goes to prove that the most stony-hearted, matter-of-fact business man was ready to sacrifice his pocket for a sentiment, a sentiment indeed which many may find hard to define, yet which has forged the links in the chain of nations which represent the present British Empire.

To sail and the sail-trained seaman more than to any other cause do we owe our nation’s greatness. By sail were our homesteads kept safe from the enemy; by sail were our new coasts charted; sail took the adventurous pioneers to the new land, and sail brought home the products of these new lands to the Old Country and made her the Market of the World.

This book is an attempt to preserve in written form what the fading memory is fast forgetting—the Glorious History of the Sailing Ship.

As o’er the moon, fast fly the amber veils, For one dear hour let’s fling the knots behind, And hear again, thro’ cordage and thro’ sails, The vigour of the voices of the wind.

They’re gone, the Clyde-built darlings, like a dream, Regrets are vain, and sighs shall not avail, Yet, mid the clatter and the rush of steam, How strangely memory veers again to sail!

APPENDIX

APPENDIX A.

_Extracts from “Lightning Gazette,” 1855-1857._

SECOND VOYAGE.—LIVERPOOL TO MELBOURNE.

=Saturday, 6th January, 1855.=—At 8 a.m. the anchor was weighed and the _Lightning_ with two steamers ahead proceeded down the Mersey. The morning was cold with a small drizzling rain, the wind being contrary. The steam tender, on leaving with passengers for the shore, came in contact with our main brace and carried away her funnel. The start was anything but a cheerful one; nevertheless, with the aid of two powerful tugs, we progressed at the rate of 7 to 8 knots and at 6 p.m. passed the Skerries Lighthouse.

=Sunday, 7th January.=—During the night we were nearly run into by a large American clipper, the _Dreadnought_, of New York; she being on the port tack, it was her duty to give way, but true to her name or with the independence of her nation, she held her course disdaining to turn aside; our captain with praiseworthy prudence put his ship about and thus avoided a collision.

=Monday, 8th January.=—Lat. 52° 14′ N., long. 6° 12′ W. Wind S.W. The night being very dark, we came in contact with a ship on the opposite tack. We saw and hailed, but the stranger evidently did not keep a good look-out and came straight upon us, striking our ship on the starboard bow. All was hubbub and confusion in a moment. The ships were speedily parted and fortunately without doing any damage to us worth mentioning. The stranger did not escape so well, having her jibboom carried away and her bowsprit sprung, as appeared to us in the dark.

=12th January.=—Lat. 46° 55′ N., long. 10° 41′ W. Wind S.E. Distance 269 miles. About 8 p.m. an alarm of fire was given and great excitement prevailed throughout the ship. This danger was caused by a drunken woman in the second cabin, who set fire to her bonnet; it was soon extinguished and the woman put in irons and confined in the “black hole” for the night as a warning.

=13th January.=—Lat. 42° 58′ N., long. 14° 24′ W. Wind S.E. Distance 286 miles. It is a week to-day since we left Liverpool and considering that we had two days of contrary winds, two days of calms we have made a very favourable run from the land.

=15th January.=—Lat. 39° 42′ N., long. 19° 25′ W. Wind S.S.E. Distance 202 miles. Ship going 13 knots close-hauled; in the morning we passed a ship outward bound with topgallant sails in, while we were carrying three royals and main skysail.

_20th January._—Lat. 30° 37′ N., long. 19° 24′ W. Wind variable. Distance 130 miles. At 10 a.m. we sighted a steamer on weather bow, homeward bound. In a moment the tables were covered with writing desks. At 11 o’clock we neared her and found she was the General Screw Co.’s Steamship _Calcutta_ from Australia bound to Southampton, 69 days out from Melbourne. We sent a boat to her with a bag of letters.

=21st January.=—Lat. 29° 51′ N., long. 19° 56′ W. Wind S.S.W. At 5 p.m. passed a large ship of war with two tiers of guns supposed to be H.M.S. _Monarch_, bound for the Pacific with Admiral Bruce, to replace the unfortunate Admiral Price, who shot himself before the attack on Petropaulovski.

=24th January.=—Lat. 24° 24′ N., long. 19° 37′ W. Took the N.E. trades, very light.

=26th January.=—Lat. 22° 07′ N., long. 20° 45′ W. Wind N.E., ship running 7 knots with smooth sea. A swing was put up on the poop to-day for the amusement of the ladies.

=31st January.=—Lat. 8° 48′ N., long 22° 7′ W. Wind N.N.E. Distance 130 miles. At 8 p.m. the ship was thrown into instant confusion by the cry of “man overboard.” The ship was quickly rounded to, the two quarter boats lowered away and after 10 minutes of intense anxiety a hearty cheer announced that they had found him. The man, who was a second intermediate passenger, could not swim but was kept up by a life-buoy.

=1st February.=—Lat. 5° 45′ N., long. 21° 50′ W. Wind N.E. Distance 180 miles. Ship running 12 knots before a fresh gale with light sails in. At noon the ship was again thrown into a state of alarm by the cry of “man overboard.” A sailor named John Benson, a Swede, had fallen from the jibboom. Lifebuoys were thrown to him and the two boats quickly lowered, but the wind blew strong, the sea ran high with rain and mist so that it was impossible to see any distance and after pulling for nearly an hour they returned with the sad report that they could see nothing of him.

=3rd February.=—Crossed the equator at 10 p.m. in 23° 9′ W., 28 days out from Liverpool and 23 from Land’s End. Took the S.E. trade and lost the favourable north wind this morning.

=9th February.=—Lat. 18° 15′ S., long. 34° 46′ W. Wind S.E. Distance 308 miles. This is the best day’s work since we left; indeed it is the only chance our noble ship has had of displaying her sailing qualities.

14 knots upon a bowline with the yards braced sharp up is certainly wonderful work and scarcely to be believed if it were not satisfactorily proved by the observation of the sun at noon, from which it appears we have sailed 308 miles in last 24 hours with a current against us, which is always supposed on this coast to run about a knot an hour with the wind, making an average of 13 knots an hour, and while going at this extraordinary rate she is as dry as possible, seldom shipping a spoonful of water. During the greater part of yesterday the carpenter was employed on a stage below the fore chains, where he worked as easily as if it had been calm.

=14th February.=—Lat. 31° 47′ S., long. 34° 54′ W. Wind N.E. Distance 93 miles. Began to run down our easting on a composite circle.

=19th February.=—Lat. 41° 41′ S., long. 18° 45′ W. Wind N.W. Distance 310 miles. Ship running 13 and occasionally 15 knots.

=20th February.=—Lat. 41° 5′ S., long. 16° 34′ W. Distance 155 miles. At midnight the wind suddenly flew round from N.E. to S.W. and blew a heavy gale. The change was so sudden that we were obliged to run before the wind for six hours to get the sails in, which was not done without some danger. After taking a reef in the fore and mizen topsails we hauled up again to E.S.E. The ship went very easy under the reduced sail and as dry as possible, though there was a heavy cross sea running. 10 a.m., more moderate, set mainsail and topgallant sails. Noon going 15 knots with royals set, yards slightly checked, going by the wind.

=21st February.=—Lat. 42° 34′ S., long. 9° 10′ W. Wind South. Distance 342 miles. Ship going 15 and occasionally 16 knots with main skysail and fore topmast studding sail set, the yards slightly checked.

=27th February.=—Lat. 46° 22′ S., long. 26° 15′ E. Wind west. Distance 390 miles. All night it blew a fresh gale with heavy squalls and occasional showers of hail and snow, the sea running high, ship running 16 and occasionally 18 knots. During six hours in the morning the ship logged 18 knots with royals, main skysail and topgallant studding sails set, the wind blowing a fresh gale from the westward.

=28th February.=—Lat. 47° 24′ S., long. 33° 32′ E. Wind N.E. Distance 308 miles. At 2 o’clock it blew a hard gale with heavy showers of rain and hail. Obliged to keep the ship before the wind while shortening sail. By 7 p.m. sail was taken in and ship laid to under trysail and topmast staysail, to prevent her running too far south for fear of coming in contact with ice.

=7th March.=—Lat. 50° S., long. 68° 44′ E. Wind S.W. Distance 280 miles. 10 a.m., sighted Kerguelen or Desolation Island, passing between Fortune Island and Round Island, small rocks about 20 miles off the mainland. 2 o’clock, abreast Cape St. George.

=8th March.=—Lat. 49° 51′ S., long. 76° 24′ E. Wind N.W. Distance 296 miles. Ship running with stunsails both sides, high sea.

=9th March.=—Lat. 49° 50′ S., long. 83° 47′ E. Wind N.W. Distance 284 miles.

=10th March.=—Lat. 49° 28′ S., long. 89° 29′ E. Wind N.W. Distance 221 miles.

=11th March.=—Lat. 49° 11′ S., long. 94° 44′ E. Wind N.N.E. Distance 325 miles. Midnight, fresh gale. Ship going 17 knots with single reefed topsails, foresail, trysail and fore topmast staysail, wind abeam.

=12th March.=—Lat. 49° 11′ S., long. 106° 38′ E. Wind north. Distance 366 miles. Thick weather and small rain.

=13th March.=—Lat. 48° 27′ S., long. 114° 16′ E. Wind N.E. Distance 318 miles.

=19th March.=—Lat. 40° 25′ S., long. 143° 23′ E. Wind E.S.E. Distance 308 miles. 4 p.m., rounded King’s Island. 8 p.m., sighted Cape Otway light bearing W. 18 miles. Stood off the land till midnight.

=20th March.=—During the night strong gale from East. 1 p.m., pilot came aboard. 1.30 p.m., entered Port Phillip Heads.

Passage of 73 days—Liverpool to Melbourne. Passage of 67 days—Land to land.

The _Lightning_ beat the _Red Jacket_, _Ralph Waller_, _Eagle_, and _George Waller_, which sailed either previous to her or on the same date.

SECOND VOYAGE—MELBOURNE TO LIVERPOOL, 1855.

=11th April.=—Early this morning the anchor was weighed and we were taken in tow by two steam tugs. Two guns were fired as a signal of departure, weather delightful but wind light and right ahead. When near the Heads spoke _Frederick_, of Liverpool, 95 days out. In passing she saluted us with two guns, her passengers and crew cheering, a courtesy which we returned. Calm for two days, ship only 11 miles off Port Phillip Heads.

=13th April.=—Passed through Bass Straits, _Gipsy Bride_ and other vessels in company.

=17th April.=—Lat. 46° 12′ S., long. 156° 28′ E. _Lightning_ sweeping along at 17 and sometimes 18 knots.

=18th April.=—Lat. 49° 5′ S., long, 162° 50′ E. Wind S.W. Distance 314 miles. Sailing 16 knots an hour, wind steady with heavy cross sea. All starboard stunsails set.

=21st April.=—Lat. 54° 21′ S., long. 175° 45′ W. Wind S.S.W. Distance 327 miles.

=24th April.=—Lat. 58° S., long. 158° 35′ W. Wind N.N.E. Distance 285 miles. Sailing 14 knots close-hauled. P.M., heavy head gale, royals, skysails, jib and spanker in, ship pitching heavily.

=26th April.=—Lat. 58° 7′ S., long. 150° 49′ W. Calm. Distance 79 miles. During night heavy snow squalls.

=1st May.=—Lat. 58° 53′ S., long. 112° 25′ W. Wind E.N.E. Sailing 8 knots an hour by the wind. Sighted an iceberg 100 ft. high, 8 miles distant.

=5th May.=—Lat. 54° 48′ S., long. 100° 44′ W. Wind E.N.E. to E.S.E., strong gale. Took in foresail and single reefed the topsails. (This was the only occasion during the passage on which the topsails were reefed.)

=8th May.=—Lat. 55° 56′ S., long. 85° 48′ W. Wind north. Distance 294 miles. Skysails and staysails in and slab-reefed courses.

=10th May.=—Lat. 58° 12′ S., long. 69° 49′ W. Wind N.N.W. Distance 316 miles. 10 p.m., Cape Horn north 100 miles.

=17th May.=—Lat. 44° 37′ S., long. 64° 31′ W. Going at the rate of 12 to 14 knots and wind right aft which caused the ship to roll very much. About 3 p.m. a heavy shower of snow was hailed with delight by the passengers. Our captain transferred his command from the Black Ball to the White Ball Line and first commenced snow-balling. Fierce and fast grew the conflict, the ship helping many a valiant snow-baller to a seat on her slippery decks. At 4 we saw an American clipper standing eastward under close-reefed topsails.

=1st June.=—Crossed the equator at midnight in 30° W. Visit of Neptune in the evening. Neptune made his appearance accompanied by his wife Amphitrite. Their Majesties were received with the usual honours, all the company standing up and the band playing “Rule Britannia.” Neptune was dressed in the uniform of a Line regiment, sea-green turned up with cerulean blue. His wife’s hair plaited in the most tasteful manner nearly touched her feet, swabbing the decks as she walked along. Neptune put the usual questions to our gallant commander and having received satisfactory replies, his Majesty, leaning upon his three-pronged toaster, made a circuit of the deck, while the fair Amphitrite in passing made a most condescending bow to the Queen of Beauty, who was supported on the arm of Aesculapius, and at this piece of condescension dropped her large blue eyes and looked confused. The salt of the briny element seemed to have excited the thirst of Amphitrite and her attendants, which the Chief Justice endeavoured to quench by draughts from the cup that cheers but inebriates. Neptune having taken the pledge when he visited certain other parts of his dominions would not put the hideous beverage to his lips. The Gods and Goddesses then delighted the company by their vocal melodies and finally descended to their chariot, which went off with fire and smoke.

=4th June.=—Lat. 6° 30′ N., long. 30° 11′ W. Took the N.E. trades.

=28th June.=—Four passengers and a number of letters landed off Kinsale.

=29th June.=—11 a.m., taken in tow by steam tug _Dreadnought_. Anchored in Liverpool at 11 p.m. 79 days out. Since passing the Horn it had been a light weather passage, the moonsail only being lowered on two occasions and the lower deck ports only shut once.

THIRD VOYAGE.

The _Lightning’s_ third voyage was an unfortunate one. On her arrival home in June, 1855, Messrs. James Baines & Co., whether at Captain Enright’s suggestion or not, I do not know, had her hollow bow filled in with deadwood, an action which caused her designer to refer to them as the “wood-butchers of Liverpool,” though in the light of modern knowledge in ship designing they were undoubtedly right, as hollow lines for sailing ships have long been proved a mistake.

Unfortunately, however, the blocking in of the bows was not strongly enough done, and one day when she was close-hauled on the starboard tack in the South Atlantic, this false bow, as it was called, was washed away, leaving its frame and ribs bare. This, though in no way affecting the seaworthiness of the _Lightning_, spoilt her sailing, and what promised to be an excellent passage ran to 81 days.

In Australia the bow was repaired, but the accident frightened would-be passengers, as the Government surveyors in Melbourne refused to give her a certificate and she also lost a lot of freight.

LIVERPOOL TO MELBOURNE, 1855.

=Wednesday, 5th September.=—About 3 o’clock this afternoon, amid the booming of cannon, the sad and solemn strains of the band and the cheers of the passengers, our gallant ship was taken in tow by the tug _Rattler_. The commencement of our voyage is marked with a fair wind, so that the captain is determined to proceed without the aid of a tug. Accordingly at 7.30 the pilot left us and we bade him a cheering farewell. In the evening several songs were sung for “Each sail was set, and each heart was gay.”

=Thursday, 6th September.=—At 2 a.m. we passed Holyhead, going from 7 to 7½ knots, and Bardsey at 9. At 3 p.m. we were abreast of Tuskar. The ship is gliding along under an astonishing cloud of canvas, with stunsails alow and aloft. In the evening the band played several tunes; many of the passengers ventured on a polka and other dances with spirit.

=Friday, 7th September.=—The light breeze of past two days died away at 4 this morning, leaving us becalmed. Happily the weather is delightful with clear sky and brilliant sun. The sea has the appearance of an immense sheet of glass. All parties are on deck so that the promenades are inconveniently crowded.

=Tuesday, 11th September.=—About 11 a.m. we passed on the port side close to a Neapolitan brig, which put us in mind of Noah’s Ark. She was going ahead about one knot and drifting two, with a fine breeze that would have enabled a ship of any other nation to carry all sail, while these sea-lubbers rolled along under double-reefed topsails and furled mainsail. Lat. 44° 9′ N., long. 12° 5′ W. Distance run 205 miles.

=Thursday, 13th September.=—About 7 this morning we exchanged colours with a ship steering our course. At 12 she was but a white speck on the horizon and at 3 she was lost to sight.

=Thursday, 20th September.=—About 8 a.m. we sighted a vessel right ahead about 10 miles distant and at 2 p.m. we were almost within speaking distance. She proved to be the barque _Araquita_, from England bound to Rio Janeiro. At 6, such was our speed, she was lost to sight. At 3.30 entered Tropic of Cancer.

=Monday, 24th September.=—Lat. 14° 10′ N., long. 28° 14′ W. Distance 78 miles. Early this afternoon we sighted the schooner _Gleam_, from Accra, on the Guinea Coast, bound to London. At 5 p.m. a boat was lowered and in command of Mr. Bartlett, the chief officer, accompanied by a few of the saloon passengers, proceeded to the _Gleam_, conveying a large number of letters and _Lightning Gazettes_ for home. A small present of fresh meat and potatoes was also put on board and gratefully received. On the return of the boat we learned she was 47 days out and crossed the line 19 days ago.

=Tuesday, 25th September.=—Lat. 12° 14′ N., long. 28° 1′ W. Distance 117 miles. In the forenoon we exchanged colours with the brig _Favorite_, from Buenos Ayres to Liverpool. Shortly afterwards we passed a Danish brigantine and a Hamburg vessel.

=Friday, 28th September.=—Lat. 9° 53′ N., long. 28° 5′ W. Distance 33 miles. At 6 a.m. a boat visited us from the _Evening Star_, of Portland, from the Chincha Islands bound to Cork for orders.

=Friday, 5th October.=—Crossed the equator.

=Monday, 15th October.=—Lat. 24° 7′ S., long. 29° 59′ W. Distance 255 miles. Ship sweeping along at the rate of 14½ knots.

=Tuesday, 16th October.=—Lat. 24° 5′ S., long. 25° 50′ W. Distance 225 miles. About 9 a.m. a considerable portion of the false bow on the larboard side was suddenly carried away.

=Sunday, 21st October.=—Lat. 36° 4′ S., long. 24° 52′ W. Distance 238 miles. At 5 p.m. sighted a large ship on our weather quarter, sailing under double-reefed topsails, and we apprehend they must have taken us for the _Flying Dutchman_ seen occasionally in these latitudes, for notwithstanding the strong breeze we would be observed carrying our skysails with studding sails ’low and aloft.

=Monday, 22nd October.=—Lat. 38° 24′ S., long. 19° 21′ W. Distance 300 miles.

=Tuesday, 23rd October.=—Lat. 39° 22′ S., long. 12° 32′ W. Distance 325 miles. At 9 a.m. during a sudden squall, carried away our starboard fore topmast stunsail boom—a splendid Oregon spar, which was carried right over the larboard bow.

=Saturday, 17th November.=—Lat. 48° 00′ S., long. 121° 15′ E. Distance 324 miles. The wind changed during the night to W.N.W., still blowing a fresh breeze with every sail set.

=Sunday, 25th November.=—Sail was shortened at midnight and Bowman Head Lighthouse sighted at 3 a.m. Shortly afterwards hove to for a pilot and as his boat came near, at 4.30, every glass in her was levelled in astonishment at the bare ribs of our false bow. After getting inside the Heads, we again hove to and landed the Geelong mail. At 10 a.m. met the _James Baines_ homeward bound and hove to to communicate with her. Captain McDonald came on board and we had the pleasure of sending letters and papers home. At 1 p.m. we were at anchor with sails furled and the Melbourne mail landed. We had the misfortune to come into port with a broken bow which impeded our progress not less on the average than 3 knots an hour for upwards of 9000 miles. On the last voyage we were going 17 knots, on the present with the same wind only 14—owing to the accident.

THIRD VOYAGE—MELBOURNE TO LIVERPOOL.

=Friday, 28th December.=—At 8 a.m. we got outside the bar at Port Phillip Heads, when the agents and a few friends left in the pilot boat. From the captain of the latter we learned the sad intelligence of the loss of the _Schomberg_, off Cape Otway. The clipper ship _Blackwall_ was sighted right ahead of us at the same moment, and at 10.30 we had the satisfaction of overhauling her. At 7 p.m. she was barely visible on the horizon. (The _Blackwall_ was one of Green’s frigate-built Indiamen.)

=Friday, 4th January, 1856.=—Lat. 56° 34′ S., long. 177° 14′ W. Distance 334 miles. Wind S.W. Run for the week 1908 miles.

=Wednesday, 9th January.=—Lat. 58° 32′ S., long. 136° 06′ W. Distance 311 miles. Wind S.W. During the middle watch 7 icebergs were seen, some very large. During morning several more sighted. Snow fell during the day.

=Monday, 14th January.=—Lat. 57° 48′ S., long. 93° 08′ W. Distance 330 miles. Wind S.S.E., cold, with showers of snow and hail. Sighted two large icebergs on starboard bow.

(28th December-15th January _Lightning_ ran 5244 knots in 18 days, an average of 12 knots on a direct course from Melbourne to Cape Horn.)

=Sunday, 20th January.=—At 6 a.m. Cape Horn in sight, 25 miles distant.

=Tuesday, 29th January.=—Lat. 35° 00′ S., long. 33° 15′ W. Distance 300 miles. Wind east. Heavy cross sea and rattling breeze all night. Ship pitching very heavily and going at rate of 15 or 16 knots. At 1 p.m. spoke Aberdeen clipper ship _Centurion_, from Sydney bound to London, 46 days out. She passed during the night the White Star ship _Emma_, of Liverpool, with Melbourne mail of 10th December. We have beaten the _Centurion_ 16 days and the _Emma_ 18.

=Friday, 1st February.=—Spoke the mail ship _Emma_.

=Sunday, 17th February.=—Crossed the equator at 8.30 a.m.

=Tuesday, 26th February.=—In the forenoon carpenter fell from the stage on which he was working on the starboard side and immediately the appalling cry of “man overboard”! echoed through the ship. On rising to the surface of the water, he passed his hatchet over the fore sheet and held on until assistance was tendered.

=Wednesday, 5th March.=—Lat. 42° 30′ N., long. 25° 33′ W. Distance 181 miles. In forenoon sighted large vessel on lee bow under reefed topsails, whilst we carried royals with ease.

=Friday, 14th March.=—Lat. 50° 43′ N., long. 14° 36′ W. Distance 174 miles. Wind S.S.E. At 6 a.m. sighted two vessels on starboard, another on port bow. Ship put about at 8 a.m. Shortly after a schooner to windward of us. At 10.30 a.m. passed close to ship _Henry Fulton_, of New York, under close-reefed topsails and on opposite tack. During the day the wind blew with great violence from S.S.E. Towards evening it increased to a perfect gale. Every stitch of canvas that could be carried with safety was kept on until Captain Enright thought it full time to stow the topgallant sails and single reef the topsails and mainsail, which was done at 8 p.m. At midnight the foresail was also single-reefed.

=Saturday, 15th March.=—Lat. 51° 52′ N., long. 12° 23′ W. Distance 107 miles. Gale continued from S.S.E. during the night, splitting the fore topsail in two. At 9 a.m. hove to under a double-reefed fore sail and close-reefed main topsail.

=Sunday, 16th March.=—Passed a longboat keel up.

=Tuesday, 18th March.=—Wind S.S.E. Course full and by. Made the Skellig Rocks.

=Wednesday, 19th March.=—Becalmed; nine vessels surrounding us. A couple of schooners close to and our starboard boat was lowered under Mr. Bartlett. On its return we learned one was the _Fashion_, 35 days from Antigua, the other the _Breeze_, of Wexford, from Athens, 73 days out and short of provisions, her crew subsisting on wheat which they ground. Kinsale Head light plainly discernible all night.

=Thursday, 20th March.=—Still becalmed, a large number of vessels in all directions. Visited by Cork pilot boat which landed a number of passengers and portion of the mail at Castlehaven. Learnt that 60 or 80 sail started from Crookhaven on previous day, all of which had been detained by same head winds.

=Saturday, 22nd March.=—10.30 p.m., tug made fast.

=Sunday, 23rd March.=—Arrived after a passage of 86 days against head winds and calms.

THE RUN.

From Melbourne to Cape Horn 22 days „ Cape Horn to Equator 29 „ „ Equator to Fayal 14 „ „ Western Isles to Liverpool 21 „

A TABLE OF WINDS.

Fair Winds Light Winds Calms Head Winds. 26 days 19 days 17 days 24 days

FOURTH VOYAGE—LIVERPOOL TO MELBOURNE, 1856.

=Tuesday, 6th May.=—At noon the signal gun was fired, our anchor weighed and we proceeded in tow of our old friend, the _Rattler_. At 3 p.m. pilot left. At 4.30 cast off steamer and set all sail. At 5.20 p.m. passed Point Lynas, the Skerries at 8, Holyhead at 9, and Bardsey at midnight.

=Thursday, 8th May.=—Lat. 47° 08′ N., long. 10° 44′ W. Distance 274 miles. At noon passed ship _Dauntless_, sailing similar course to our own.

=Wednesday, 14th May.=—Lat. 33° 39′ N., long. 20° 30′ W. Distance 310 miles.

=Monday, 26th May.=—Crossed the line in long. 31° 40′ W.

=Saturday, 21st June.=—Lat. 38° 53′ S., long. 5° 7′ E. Distance 253 miles.

=Sunday, 22nd June.=—Lat. 40° 07′ S., long. 13° 1′ E. Distance 346 miles.

=Saturday, 28th June.=—Lat. 44° 25′ S., long. 42° 58′ E. Distance 232 miles. Wind increasing; whilst taking in lighter canvas, mizen royal and mizen topmast staysail were torn to pieces. P.M., reefs were taken in topsails. Ship running under foresail and reefed topsails.

=Sunday, 29th June.=—Lat. 43° 36′ S., long. 50° 07′ E. Distance 312 miles.

=Monday, 30th June.=—Lat. 44° 02′ S., long. 56° 35′ E. Distance 281 miles.

=Tuesday, 1st July.=—Lat. 44° 39′ S., long. 63° 27′ E. Distance 298 miles.

=Wednesday, 2nd July.=—Lat. 45° 07′ S., long. 70° 55′ E. Distance 319 miles.

=Thursday, 3rd July.=—Lat. 45° 07′ S., long. 79° 55′ E. Distance 382 miles. Her run to-day has been only once surpassed since she floated.

=Friday, 4th July.=—Lat. 45° 07′ S., long. 88° 30′ E. Distance 364 miles. Our week’s work of 2188 miles has been the best the _Lightning_ has ever accomplished.

=Friday, 11th July.=—Lat. 45° 47′ S., long. 128° 25′ E. Distance 326 miles. During the night our speed averaged 16 knots an hour. At 4 p.m., split our mainsail and carried away two jibs.

=Monday, 14th July.=—This morning at 7 a.m. our ears were saluted with the welcome sounds of “Land Ho!” At 8 a.m. we had a fine view of Cape Otway Lighthouse. As the depth of water on the bar was not sufficient to enable us to proceed up the Bay, we came to anchor under the lee of the land. We found the _Champion of the Seas_ anchored at some little distance from us, waiting for a favourable wind to proceed to sea. Sailing time from port to port, 68 days 10 hours.

MELBOURNE TO LIVERPOOL.

=Wednesday, 27th August.=—By 10 a.m. we were fairly underweigh. On approaching the mouth of the Bay a farewell salute of six guns was fired. The wind dropped and we were obliged to anchor inside Port Phillip Heads at 6 p.m.

=Thursday, 28th August.=—Cleared the Heads at 10.30 a.m. and at 11 a.m. the pilot left us. We passed Lake Liptrap about 9 p.m. and shortly afterwards carried away our port fore topmast studding sail boom, by which accident two men stationed at the look-out had a narrow escape of losing their lives.

=Sunday, 31st August.=—Lat. 46° 30′ S., long. 158° 46′ E. Distance 313 miles. Wind strong from N.W. We have been going 15 and 16 knots, astonishing all on board, particularly those passengers who have hitherto sailed in London clippers.

=Monday, 1st September.=—Lat. 49° 39′ S., long. 166° 35′ E. Distance 366 miles. Thick weather and drizzling rain, sun obscured. At 5 p.m. breakers on the lee (starboard) bow were unexpectedly observed, which by some at first were supposed to be icebergs; they soon, however, appeared to be rocks and high land loomed darkly in the background.

The ship was immediately hauled to the wind, when a bold bluff appeared through the fog on the weather bow. The helm was then put down and, contrary to the expectations of all on board, our ship came round; when all sails were trimmed she headed to clear the rocks. But the wind having fallen light and a heavy sea rolling towards the shore, a fearful period of suspense ensued. Thanks to the wonderful powers of our noble ship, she gathered headway and gradually passed the weathermost rocks. The prompt and cool conduct of our worthy captain, his officers and men cannot be too highly praised, as the smallest error or delay in the issue and execution of the order would have involved the certain destruction of the ship. On getting clear of the danger, the captain informed us that the rocks were the Bristows, off Enderby’s Island, near the Aucklands.

(Captain Enright allowed 40 miles for the usual southerly set, but, as the occasion proved, this was not enough.)

=Tuesday, 9th September.=—Lat 55° 08′ S., long. 148° 56′ W. Distance 208 miles. Wind increasing, ship scudding at 16 and 17 knots with all studding sails alow and aloft set.

=Wednesday, 10th September.=—Lat. 55° 33′ S., long. 138° 33′ W. Distance 355 miles. During the night our fore and main topgallant stunsails were split and also the main skysail, which was immediately unbent and replaced by a new one. Wind veering from W. to W.S.W., very cold with sleet showers. At 9 a.m. an iceberg was sighted right ahead. It was measured by Mr. Bartlett and found to be 420 feet high.

=Wednesday, 17th September.=—Lat. 57° 18′ S., long. 83° 28′ W. Distance 328 miles. The ship rolled much as she scudded under her topsails and courses with, at times only, the fore and main topgallant sails. We all know it must blow hard before our main royal and mizen topgallant sail are furled.

=Thursday, 18th September.=—Lat. 57° 35′ S., long. 74° 48′ W. Distance 377 miles.

=Friday, 19th September.=—At 11.15 a.m. on the meridian of Cape Horn. Distant 69 miles. Saw three ships beating to windward. Exchanged signals with the _Patriot King_.

=Wednesday, 24th September.=—Lat. 47° 21′ S., long. 47° 05′ W. Distance 227 miles. Squally with rain, but all sail carried bravely—even little “bull-dog” up on the main skysail mast. Ship going 14 knots and sometimes 15 in the squalls.

=Thursday, 25th September.=—Lat. 44° 40′ S., long. 41° 43′ W. Distance 278 miles. All sail set including topmast, topgallant and royal studding sails, in all 29 sails. Afternoon, the moonsail was sent up and set as the 30th.

=Thursday, 9th October.=—Crossed the line in 28° 20′ W.

(_Lightning’s_ average 238 miles daily.)

=Tuesday, 14th October.=—Lat. 8° 12′ N., long. 28° 00′ W. Distance 52 miles. At daylight two vessels in sight on the other tack, one a large ship with three skysails set, the other a brig. At 7 a.m. tacked ship to N.E. Signalised the ship, which proved to be an American, the _Tornado_; the brig was thought to be a Spaniard. About 11, the clouds and mist enveloped our neighbours, who presently emerged with a fair southerly wind, although only distant about 5 miles, while we retained our northerly wind. For a time all was uncertainty and doubt which wind would gain the day, but when the vessels came close up to us, bringing with them heavy rain and puffs of wind, we trimmed yards and soon were rushing through the water at the rate of 10 knots: anon all was calm and the sails flapped. Again we saw our American companion staggering under a heavy squall, which split his fore topgallant sail and main topmast staysail, and caused his masts to buckle like fishing rods: we had plenty more rain but did not catch the strength of the squall. There was great shortening sail and making sail, for the Yankee was going by us, distant about 2 miles on our starboard side; meanwhile the little brig, with a more steady and strong breeze of his own, came close up on our port quarter. Then again all was lulled. The interval presented an opportunity of further signalling, and the following questions and answers were made.

_Lightning_—“Where are you from and bound to?”

_Tornado_—“Callao and Cape Hatteras.”

_Lightning_—“We are from Melbourne.”

_Tornado_—“How many days are you out?”

_Lightning_—“Forty-seven.”

At which answer _Tornado_ seemed surprised and although we had previously shown our number, again asked:—“What ship is that?”

We answered:—

_Lightning_—“How many days are you out?”

_Tornado_—“Fifty-six.”

We then exchanged the courtesy of hoisting and dipping ensigns.

It was then about 4 o’clock, and for nearly an hour there was nothing but “box-hauling” the yards, when suddenly Jonathan caught a breeze and crept up alongside, and seemed very much inclined to pass us. All possible sail was set and trimmed most carefully but still _Tornado_ gained, and all was anxiety and excitement. At last the strength of the breeze came to us, and for a few minutes there was a most exciting race, some even feared that we were going to be beaten; but the _Lightning_ showed her wonted superiority, our antagonist dropped astern, and a hearty cheer from us announced our victory. The wind then fell light again, and twice freshened and caused the same capital match; but the _Tornado_, though evidently a first-rate sailer—being one of the early Californian clippers—could not manage us; and, as the night closed in, and the breeze became more steady, we gradually bid him good-bye.

=Wednesday, 15th October.=—Lat. 9° 27′ N., long. 27° 45′ W. Distance 77 miles. Our American friend kept in sight until sunset.

=16th-19th October.=—N.E. trades.

=20th-28th October.=—Doldrums. The _Lightning_ only averaged 55 miles a day for nine days.

=Wednesday, 29th October.=—Lat. 28° 31′ N., long. 35° 39′ W. Distance 108 miles. At 4 a.m. a light breeze sprang up from the norrard. 6.30 a.m., spoke a large American ship, the _Clarendon_, from Malta to New Orleans. 8 a.m., going 7 knots, almost a “dead on end” wind, but any wind at all is a change. Passed a brig to leeward and are overhauling three ships, which are ahead standing on the same tack. About 3 p.m., passed the _Cid_, of Hambro, a very pretty little clipper barque.

=Thursday, 30th October.=—7 a.m., tacked ship to N.N.W. A large ship in sight went about at the same time, ahead of us. During forenoon Captain Enright expressed himself confident that she was the _James Baines_. Great excitement and numerous conjectures, bets, etc. One thing certain that she sailed almost as fast as ourselves, and her rigging and sails were similar to those of the _Baines_. By sunset we had both weathered and gained on our companion.

(The ship was the _James Baines_ and I have already described the encounter between the two Black Ballers.)

=Wednesday, 5th November.=—Lat. 36° 30′ N., long. 35° 11′ W. Distance 165 miles. (Distance made since 9th October 2219 miles or 76⅔ miles daily.) During the night the wind suddenly shifted, catching the ship all aback; in the first puff the fore topmast stunsail boom was carried away. Passed a three-masted schooner steering to the westward, she showed an English Ensign, but from her rig appeared more like an American. She had no foresail or mainsail, but large main and mizen staysails, and a host of other staysails, square-rigged forward; was about 300 tons.

=Friday, 7th November.=—The islands of Pico, Fayal, etc., in sight.

=Tuesday, 18th November.=—Lat. 51° 04′ N., long. 6° 43′ W. Distance 202 miles.

=Wednesday. 19th November.=—1.30 a.m., Smalls Rocks light bore E.N.E.

=Thursday. 20th November.=—At 4.30 p.m., Mr. W. Harris, pilot, came on board and took charge off Cape Lynas.

SUMMARY OF PASSAGE.

Melbourne to Cape Horn 24 days 16 hours Cape Horn to Equator 19 „ 8 „ Equator to Pico, Azores 29 „ 0 „ Western Isles to Liverpool 11 „ 0 „

WINDS.

Fair Winds Light Winds Calms Head Winds 32 days 23 days 4 days 24 days

FIFTH VOYAGE—LIVERPOOL TO MELBOURNE, 1857.

=Thursday, 5th February.=—After a little delay the tender brought all off safely to the _Lightning_, and the passengers were mustered and answered to their names to the Government inspector. A minister from the shore gave a parting address and about 4 p.m. the _Lightning_ began her voyage to Australia in tow of the steam tug _Rattler_, for unfortunately the wind was dead ahead.

=Saturday, 14th February.=—Lat. 38° 38′ N., long. 56° 59′ W. Distance 127 miles. Fresh stores were being brought up from the mainhold when a barrel of vinegar fell from a considerable height upon Abraham Le Seur and injured him severely on the back. He was second mate to Captain Enright 18 years ago.

=Tuesday, 24th February.=—Lat. 12° 01′ N., long. 23° 27′ W. Distance 268 miles. In the evening our friend Mr. Taylor paid a visit to the mizen royal yard—much to the consternation of the ladies. He relieved, what we suppose he felt was the monotony of the descent, by descending by the preventer brace. If Mr. Taylor will allow us to advise, we would say “Very well done, but don’t do it again for it is a thing which the ladies cannot abide.”

=Tuesday, 3rd March.=—Lat. 0° 30′ N., long. 26° 39′ W. Distance 53 miles. In the evening received a visit from Neptune. He evidently keeps himself well acquainted with what goes on on Terra Firma, for his fifer played him the well-known tunes of “Villikens and his Dinah” and “Jim along Josey,” as a triumphal march. It struck us his marine chargers were a little out of condition and one of them had put on the outward resemblance of a donkey. After being regaled with our poor creature comforts, the old fellow very shabbily took himself off without our letters.

=Saturday, 7th March.=—Last night we passed within 26 miles of Pernambuco.

=Wednesday, 11th March.=—Lat. 24° 03′ S., long. 35° 40′ W. Distance 213 miles. In a squall this evening we made 14 or 15 knots, and that on a wind.

=Sunday, 15th March.=—Lat. 38° 47′ S., long. 30° 58′ W. Distance 311 miles. We have been making 16 knots often during the night.

=Monday, 16th March.=—Lat. 41° 08′ S., long. 24° 23′ W. Distance 334 miles. Wind fell light in the afternoon.

=Wednesday. 18th March.=—Lat. 42° 34′ S., long. 17° 04′ W. Distance 200 miles. The wind increases towards evening and we make from 15 to 17 knots an hour, yet the ship is so steady that we danced on the poop with the greatest ease.

=Thursday, 19th March.=—Lat. 43° 0′ S., long. 7° 17′ W. Distance 430 miles. It is very wet and there is a heavy sea on. In the middle of the day the wind lulled a bit, then turned over to the starboard quarter and set to work snoring again as hard as ever.

=Friday, 20th March.=—Lat. 43° 0′ S., long. 0° 55′ E. Distance 360 miles. This weather is most inspiriting, we have made during the last 47 hours the greatest run that perhaps ship ever made; yet all the time we have carried our main skysail and all sorts and conditions of stunsails.

=Saturday, 21st March.=—Lat. 43° 03′ S., long. 7° 57′ E. Distance 308 miles. The sea to-day has been really magnificent, the waves were grand and swept along in majestic lines. In the afternoon our weekly concert took place in the after saloon.

=Sunday, 22nd March.=—Lat. 43° 51′ S., long. 15° 51′ E. Distance 348 miles. (1446 miles in four days, an average of 361½ miles per day.)

=Friday, 27th March.=—Lat. 44° 38′ S., long. 35° 36′ E. Distance 152 miles. About 2 p.m. a sail was just visible on the port bow. We very soon overhauled her, made her out to be a fine American clipper barque, passed her as if she was at anchor, although she was going 10 knots at least and by 4 o’clock she was almost out of sight astern.

=Thursday, 2nd April.=—Lat. 46° 11′ S., long. 70° 40′ E. Distance 328 miles. To-night the wind freshened considerably and the sea got up with it. Our main royal sheet and sundry stunsail tacks parted.

=Friday, 3rd April.=—Lat. 47° 14′ S., long. 79° 22′ E. Distance 364 miles. Wind blew strongly from the north, sea high; during the night main topsail, main topgallant stunsail and main royal sheets carried away.

=Sunday, 5th April.=—Lat. 45° 54′ S., long. 93° 31′ E. Distance 326 miles. Yesterday afternoon the fore topmast stunsail boom snapped like a carrot, the sail shook itself to pieces, then its yard dashed through the main topgallant sail, tore it, then tore a large hole in the main topsail.

=Monday, 6th April.=—Lat. 45° 34′ S., long. 99° 40′ E. Distance 260 miles. A fine day with the wind still dead aft. The sea is not so high as was yesterday, but the rolling of the ship brings it often very near our ports. The _Lightning_ is, however, a very dry ship, and it is extraordinary how few seas we have shipped. She rolled tremendously last night, her feelings appeared to be hurt, for she creaked piteously.

=Thursday, 9th April.=—Lat. 45° 34′ S., long. 118° 03′ E. Distance 302 miles. The spanker boom broke adrift and tore a large piece out of the starboard rail to the eminent peril of every person on deck, but also of the printing office of the _Lightning Gazette_.

=Wednesday, 15th April.=—7 a.m., Cape Otway bore N. 4¾° E., 30 miles. About 10 we signalised the _William Miles_ on the other tack. We have run from the line to Cape Otway in 35 days 15 hours—9449 miles.

=Thursday, 16th April.=—Entered Port Phillip Heads at 8 a.m., having completed the passage in 69 days 6 hours.

MELBOURNE TO LIVERPOOL, 1857.

=Saturday, 9th May.=—We came on board the good ship _Lightning_ and find her busily preparing for her journey, with steamers and lighters alongside, discharging their contents on to her decks. Passengers, their friends and luggage all pouring on board, amidst the noises of the sailors, the cackling and crowing of poultry innumerable, the squeaking of pigs and the occasional altercations of watermen; while, at the after end of the vessel, may be observed sundry small sealed boxes, many of them seemingly of ponderous weight, being lowered into their place of safety and containing the precious metal that has made Australia so famous.

=Sunday, 10th May.=—Got underweigh at 7 o’clock with the assistance of two steam tugs and slowly moved from Hobson’s Bay. Wind light and calm. At dusk we anchored off the Lightship.

=Monday, 11th May.=—Got away from our anchorage at daybreak and proceeded for the Heads, saluting with a gun the _Morning Glory_ in quarantine, as we passed her. Got clear of Port Phillip Heads at 8 o’clock, with wind barely sufficient to move the ship. Several barracoutas were caught in the evening.

=Tuesday, 12th May.=—Head winds and very light. Cape Otway visible on our starboard bow. In the evening quite becalmed with the Otway light on starboard quarter.

=Thursday, 14th May.=—Lat. 44° 9′ S., long. 145° 57′ E. Distance 270 miles. Dashing along at 14 to 16 knots with a fine fair wind. S.W. coast of Tasmania visible through the gloom on our port beam.

=Friday, 15th May.=—Lat. 46° 55′ S., long. 154° 10′ E. Distance 384 miles. Strong breezes and heavy seas with rain squalls and occasional glimpses of sunshine. During one of the squalls our fore topsail was split and for some time after dark the crew were busy bending a new one.

=Saturday, 30th May.=—Lat. 51° 56′ S., long. 126° 34′ W. Distance 250 miles. We are now 18 days from Port Phillip Heads, and have experienced two days calm, two days westerly winds and for 14 days the winds have been from E.S.E. and S. The last 10 days we have sailed close to the wind. She makes no more water in a storm than she does in a calm.

=Thursday, 11th June.=—Lat. 56° 40′ S., long. 67° 12′ W. Distance 170 miles. About midday we were about 50 miles to south of Cape Horn. In the evening the wind changed round to N.E. and blew with great fury, and we had to lay to under single-reefed fore and main topsail. I believe it may with truth be said that few vessels have had a more trying passage to the Horn than our good ship _Lightning_. On our clearing Port Phillip Heads, the winds were light and baffling from the east, compelling us to take the western passage round Van Dieman’s Land. Shortly after we encountered a heavy gale from the south, during which we were at one time reduced to close-reefed main topsail and main trysail, the ship behaving nobly. After this the wind headed us and continued to blow from S. by E. to S.E. by E. for space of 23 days, during which time we ran 4237 miles from long. 160° E. to 84° W., rendering it quite impossible to get further to the south than 54°, keeping us between the parallels of 51° and 54°, blowing very heavy—reducing our canvas at times to close-reefed topsails and courses. During all this, our noble ship behaved admirably, making, as our parallel of sailing will prove, very little leeway. This is the fifth trip the writer has made round the Horn in less than four years, in various ships, and it is not saying too much when he states that he does not believe any one of them would have made the distance in the same time, having the same difficulties to contend with. It has been done in the short space of 31 days, in the face of unprecedented difficulties as the following short summary will show.

Calms and Light Winds, 3 days; Variable, 3 days; From S.W. to N.W., 2 days; From S. by E. to S.E. by E., 23 days. Total 31 days.

On the 2nd May, 1855, the writer sailed from Port Phillip in the _Red Jacket_ and reached Cape Horn in 34 days, but without one day’s check from head winds.

=Sunday, 14th June.=—Staten Island in sight to eastward. A sail visible on lee bow, steering same course as ourselves. At 11 o’clock came up to her and spoke the American ship _Aspasia_, of Mystic, from California for New York.

=Wednesday, 1st July.=—Lat. 12° 44′ S., long. 37° 30′ W. Distance 192 miles. At 9 a.m. we were opposite Bahia and later in the day the land was just visible.

=Monday, 6th July.=—Lat. 0° 45′ N., long. 32° 23′ W. Distance 258 miles. At 7 a.m. crossed the line.

=Wednesday, 15th July.=—Lat. 24° 59′ N., long. 45° 22′ W. Distance 300 miles. The wind keeps steady and strong.

=Tuesday, 21st July.=—Lat. 40° 57′ N., long. 38° 25′ W. Distance 254 miles. Wind S.W., a strong breeze, running before it with stunsails set on both sides at rate of 10 to 12 knots. The ’tween deck passengers presented the baker (Mr. W. Grainger) with an address to-day, thanking him for his attention to their comfort.

=Friday, 31st July.=—At 9.30 a.m., Land Ho! Ould Ireland is in sight. At 5 p.m. passed the Tuskar. Wind right aft.

THE RUN.

From Melbourne to Cape Horn 31 days „ Cape Horn to Equator 25 „ „ Equator to Azores 15 „ „ Azores to Liverpool 11 „ -- 82 days.

75 days on the starboard tack. Longest run in 24 hours 384 miles Shortest run in 24 hours 25 „ Best week’s run, 11th to 17th July 1723 „

APPENDIX B.—_Later American-built Passenger Ships to Australia._

+------------------+---------------+---- --+ | Name of Ship | Original Name | Reg. | | |if Name changed|Tonnage| +------------------+---------------+-------+ |_Southern Empire_ |_Jacob A._ | 1418 | | | _Westervelt_ | | |_Tornado_ | | 1801A | | | | | |_Flying Cloud_ | | 1793A | | | | | |_Invincible_ | | 1767A | | | | | |_Queen of the_ |_Wizard_ | 1346 | | _ Colonies_ | | | |_Chariot of Fame_ | | 1640 | | | | | |_Empress of the_ | | 1647 | | _Seas, No. 1_ | | | |_Neptune’s Car_ | | 1616 | | | | | |_Young Australia_ | | 1020 | | | | | |_Landsborough_ | | 1066 | |_Golden Age_ | | 1241 | | | | | |_Whirlwind_ | | 1003 | | | | | |_Saldanha_ | | 1257 | |_Fiery Star_ |_Comet_ | 1361 | |_Morning Star_ | | 1534 | | | | | |_Light Brigade_ |_Ocean_ | 1495 | | | _Telegraph_ | | |_Royal Dane_ |_Sierra Nevada_| 1616 | | | | | |_Florence_ | | 1362 | | _Nightingale_ | | | |_Elizabeth Ann_ |_Tam o’_ | 1920 | | _Bright_ | _Shanter_ | | |_Sovereign of the_| | 1226 | | _Seas, No. 2_ | | | _Blue Jacket_, | | 986 | | _No. 2_ | | | |_Prince of the_ | | 1316 | | _Seas_ | | | |_Dawn of Hope_ | | 1215 | | | | | |_Mistress of the_ | | 1740 | | _Seas_ | | | |_Empress of the_ | | 1243 | | _Seas, No. 2_ | | | |_Legion of Honour_| | 1219 | | | | | |_Southern Empire_,| | 1142 | | _No. 2_ | | | |_Palm Tree_ | | 1473 | |_Sunda_ | | 1556 | | | | | +------------------+---------------+-------+

+------------------+---------+-------------+-----+-----------+ | Name of Ship |Builders | Where Built |Date | Last | | | | |Built| Owners | +------------------+---------+-------------+-----+-----------+ |_Southern Empire_ | |New York | 1849|Black Ball | | | | | | Line | |_Tornado_ |Williams |Williamsburg,| 1851| „ | | | | N.Y. | | | |_Flying Cloud_ |Don. |Boston | „ | „ | | | Mackay | | | | |_Invincible_ |W. H. |New York | „ |White Star | | | Webb | | | Line | |_Queen of the_ |Hall |Boston | 1852|Black Ball | | _ Colonies_ | | | | Line | |_Chariot of Fame_ |Don. | „ | 1853|White Star | | | Mackay | | | Line | |_Empress of the_ | „ | „ | „ | „ | | _Seas, No. 1_ | | | | | |_Neptune’s Car_ | |Portsmouth, | „ | „ | | | | Va. | | | |_Young Australia_ | | „ | „ |Black Ball | | | | | | Line | |_Landsborough_ | |United States| „ | „ | |_Golden Age_ | | St. John’s | „ |Tyson | | | | | | & Co. | |_Whirlwind_ |J. O. |Medford, | „ |Black Ball | | | Curtis | Mass. | „ | Line | |_Saldanha_ | |Quebec | „ | „ | |_Fiery Star_ |Webb |New York | 1851| „ | |_Morning Star_ | |St. John | 1854|Fernie | | | | | | Bros. | |_Light Brigade_ | |Medford, U.S.| „ |Black Ball | | | | | | Line | |_Royal Dane_ | |Portsmouth, | „ | „ | | | | U.S. | | | |_Florence_ | |New Brunswick| 1855|Brocklebank| | _Nightingale_ | | | | | |_Elizabeth Ann_ | |St. John | 1856|Black Ball | | _Bright_ | | | | Line | |_Sovereign of the_|Don. | Boston | | „ | | _Seas, No. 2_ | Mackay | | | | _Blue Jacket_, |McLachlan|St. John | 1858|White Star | | _No. 2_ | | | | Line | |_Prince of the_ | | | „ | „ | | _Seas_ | | | | | |_Dawn of Hope_ |Nevins |New Brunswick| 1859|Wright | | | | | | & Co. | |_Mistress of the_ |Gass | „ | 1861| „ | | _Seas_ | | | | | |_Empress of the_ |Hilyard | „ | 1863|Black Ball | | _Seas, No. 2_ | | | | Line | |_Legion of Honour_|McDonald | „ | 1863|White Star | | | | | | Line | |_Southern Empire_,|Baldwin | Quebec | „ |Cannon | | _No. 2_ | | | | & S. | |_Palm Tree_ |Smith |New Brunswick| 1865|J. Smith | |_Sunda_ |Desmond |Miramichi | „ |Black Ball | | | | | | Line | +------------------+---------+-------------+-----+-----------+

APPENDIX C.—_Iron Wool Clippers._

+-----+-------------+----------+----+-----+------+-----+ |Date |Name of Ship |Best known|Ton.|L’th |Bre’th|Depth| |Built| |Commander | | | | | +-----+-------------+----------+----+-----+------+-----+ |1852 |_Darling_ |Wakeham |1634|258.6| 40 | 29.9| | | _Downs_ | | | | | | |1860 |_City of_ |T. Young |1074|213.6| 34.7 | 20.6| | | _Agra_ | | | | | | |1861 |_Sam Mendel_ |Steele |1034|215.6| 35 | 20.6| |1864 |_Dharwar_ |T. Frebody|1300|226.2| 37.2 | 23.3| | | | | | | | | |1866 |_Marpesia_ |T. Storey |1443|234.2| 38.4 | 23.9| | | | | | | | | | „ |_Antiope_ |Black |1443|242.3| 38.4 | 23.7| |1868 |_Theophane_ |Follett |1525|248.4| 38.9 | 23.7| | |_Ivanhoe_ |Burgess |1383|235.2| 37.4 | 23.7| | | | | | | | | | |_Loch_ |Ross |1185|217.8| 35.5 | 21 | | | _Rannoch_ | | | | | | | |_Ben Nevis_ |Mackie |1061|218 | 34.6 | 21 | | | | | | | | | | | | | | | | | |1869 |_Patriarch_ |Pile |1339|222.1| 38.1 | 22.3| | | | | | | | | | |_Loch Awe_ |Weir |1053|217.7| 34.5 | 21 | | | | | | | | | | | | | | | | | | |_Hoghton_ |Trimble |1598|247 | 40.1 | 23.7| | | _Tower_ | | | | | | | |_Thomas_ |Richards |1507|263 | 38.2 | 23.1| | | _Stephens_ | | | | | | | |_Loch_ |J. Burton |1200|226 | 35.8 | 21.5| | | _Katrine_ | | | | | | | |_Loch Ness_ |Foreshaw |1190|225.5| 35.6 | 21.6| | | | | | | | | | | | | | | | | | |_Loch Tay_ |Bennett |1191|225.4| 35.5 | 21.6| |1870 |_Loch Lomond_|J. |1200|226.3| 35.8 | 21.5| | | | Strachan | | | | | | |_Loch Leven_ |Branscombe|1200|226.3| 35.8 | 21.5| |1871 |_Miltiades_ |Perrett |1452|240.5| 39.3 | 23.3| | | | | | | | | |1872 |_Mermerus_ |Fife |1671|264.2| 39.8 | 23.7| | | | | | | | | | | | | | | | | | |_Collingwood_|Forbes |1011|211.1| 34.8 | 21 | | | | | | | | | |1873 |_Hesperus_ |Legoe |1777|262.2| 39.7 | 23.5| | | | | | | | | | |_Ben_ |W. Martin |1468|255.5| 37 | 21.7| | | _Cruachan_ | | | | | | | | | | | | | | | |_Ben_ |W. |1474|255.6| 37.1 | 21.8| | | _Voirlich_ | Ovenstone| | | | | | |_Samuel_ |R. Boaden |1444|241.3| 39 | 23.1| | | _Plimsoll_ | | | | | | | |_Loch Maree_ |A. Scott |1581|255.8| 38.6 | 22.9| | | | | | | | | | | | | | | | | | |_Loch Ard_ |G. Gibbs |1624|262.7| 38.3 | 23 | | | | | | | | | | |_Gladstone_ |J. Jackson|1159|248.2| 34.2 | 20.9| | | | | | | | | |1874 |_Rodney_ |A. Loutitt| 1447|235.6| 38.4 | 22.6 | | | | | | | | | |_Romanoff_ |W. |1226|222.1| 36.3 | 22.2| | | | Shepherd | | | | | | |_Cairnbulg_ |Birnie |1567|261.3| 39 | 23 | | | | | | | | | | |_Thessalus_ |E. C. |1782|269 | 41.1 | 23.6| | | | Bennett | | | | | | | | | | | | | | |_Carpathian_ |Pennecuik |1444|240.1| 36.6 | 22.6| | | | | | | | | | |_Old_ |Underwood |1777|262 | 42.1 | 23.8| | | _Kensington_| | | | | | | | | | | | | | |1875 |_Loch Garry_ |Horne |1493|250.5| 38.4 | 22.6| | | | | | | | | | |_Loch_ |Ozanne |1485|250.1| 38.3 | 22.4| | | _Vennachar_ | | | | | | | |_Salamis_ |Phillip, |1079|221.6| 36 | 21.7| | | | Sen. | | | | | | |_Trafalgar_ |Muir |1429|242 | 38.4 | 22 | | | | | | | | | | | | | | | | | | |_Woollahra_ |Barneson | 942|202.4| 33.6 | 20.4| | | | | | | | | | |_Cassiope_ |Withers |1559|253 | 40 | 23.6| | | | | | | | | | |_Parthenope_ |Goody |1563|250.6| 39.9 | 23.6| | | | | | | | | |1876 |_Sir Walter_ |Purvis |1492|243.4| 38.9 | 21.9| | | _Raleigh_ | | | | | | | |_Anglo- |Davidson | 822|192.4| 32.2 | 18.9| | | Norman_ | | | | | | | |_Loch Fyne_ |Martin |1213|228.5| 36 | 21.3| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |_Loch Long_ |McCallum |1203|228.5| 35.8 | 21.3| | |_Aristides_ |Kemball |1661|260 | 39.5 | 24.5| | | | | | | | | | |_Smyrna_ |Spalding |1305|232.3| 38.5 | 22.2| | |_Harbinger_ |Bolt |1506|253.5| 37.6 | 22.4| | | | | | | | | | |_Argonaut_ |Hunter |1488|254.4| 38.6 | 23.2| | | | | | | | | | | | | | | | | |1877 |_Brilliant_ |Davidson |1613|254.8| 39.7 | 24.2| | | | | | | | | | |_Pericles_ |Largie |1598|259.6| 39.4 | 23.6| | | | | | | | | | |_Loch Ryan_ |Black |1207|228.5| 35.8 | 21.3| | | | | | | | | | |_Loch Etive_ |Stuart |1235|226.5| 35.9 | 21.6| | | | | | | | | | |_Loch Sloy_ |Horne |1225|225.3| 35.6 | 21.2| | | | | | | | | | |_Loch Shiel_ |Erskine |1218|225.3| 35.6 | 21.1| | |_Nebo_ |Coleman |1383|246.9| 37.1 | 21.1| | | | | | | | | |1878 |_Cimba_ |J. W. |1174|223 | 34.6 | 21.7| | | | Holmes | | | | | | |_Loch_ |G. Weir |1231|223.4| 34.7 | 21.7| | | _Sunart_ | | | | | | |1879 |_Sophocles_ |Smith |1138|223.4| 34.7 | 21.7| | | | | | | | | |1881 |_Illawarra_ |Corvasso |1887|269.1| 40.6 | 24 | | | | | | | | | | |_Orontes_ |Bain |1383|234.8| 36.1 | 22.5| | | | | | | | | | |_Loch_ | |2000|287.4| 42.6 | 24 | | | _Moidart_ | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |_Loch_ |R. Pattman|2000|287.4| 42.6 | 24 | | | _Torridon_ | | | | | | |1882 |_Port_ |A. S. |2132|286.2| 41.1 | 25.2| | | _Jackson_ | Cutler | | | | | |1884 |_Derwent_ |Andrew |1890|275 | 40.2 | 23.7| | | | | | | | | |1885 |_Torridon_ |Shepherd |1564|246 | 38.1 | 22 | | | | | | | | | | |_Yallaroi_ |J. Brown |1565|245.8| 38.1 | 22 | | |_Loch_ |S. Clarke |2075|287.7| 42.5 | 24.1| | | _Carron_ | | | | | | | | | | | | | | | |_Loch Broom_ |W. Martin |2075|287.7| 42.5 | 24.1| | |_Strathdon_ |J. |2093|282.8| 40.5 | 23.6| | | | Paterson | | | | | +-----+-------------+----------+----+-----+------+-----+ |1891 |_Mount_ |Green |1903|271.6| 40.1 | 23.4| | | _Stewart_ | | | | | | | | | | | | | | | |_Cromdale_ |Andrew |1903|271.6| 40.1 | 23.4| +-----+-------------+----------+----+-----+------+-----+

+-----+-------------+----------+-----------+---------------+ |Date |Name of Ship |Best known| Builders | Owners | |Built| |Commander | | | +-----+-------------+----------+-----------+---------------+ |1852 |_Darling_ |Wakeham |Built on |Taylor, Bethell| | | _Downs_ | | the Thames| & Roberts | |1860 |_City of_ |T. Young |Pile, W. |Blyth & Co. | | | _Agra_ | | Hartlepool| | |1861 |_Sam Mendel_ |Steele | „ |Coupland Bros. | |1864 |_Dharwar_ |T. Frebody|Harland |J. Willis | | | | | & Wolf | | |1866 |_Marpesia_ |T. Storey |Reid, |J. Heap & Sons | | | | | Glasgow | | | „ |_Antiope_ |Black | „ | „ | |1868 |_Theophane_ |Follett | „ | „ | | |_Ivanhoe_ |Burgess | „ |Williamson, | | | | | | Milligan | | |_Loch_ |Ross |Thomson, |Glasgow | | | _Rannoch_ | | Glasgow | Shipping Co. | | |_Ben Nevis_ |Mackie |Barclay, |Watson Bros. | | | | | Curle, | | | | | | Gl’gow | | |1869 |_Patriarch_ |Pile |Hood, |G. Thompson | | | | | Aberdeen | & Co. | | |_Loch Awe_ |Weir |Barclay, |J. & R. Wilson | | | | | Curle, | | | | | | Gl’gow | | | |_Hoghton_ |Trimble |Clover, |Ismay, Imrie | | | _Tower_ | | Birkenhead| | | |_Thomas_ |Richards |Potter, |T. Stephens | | | _Stephens_ | | Liverpool | & Sons | | |_Loch_ |J. Burton |Lowrie, |Glasgow | | | _Katrine_ | | Glasgow | Shipping Co. | | |_Loch Ness_ |Foreshaw |Barclay, | „ | | | | | Curle, | | | | | | Gl’gow | | | |_Loch Tay_ |Bennett | „ | „ | |1870 |_Loch Lomond_|J. |Lowrie, | „ | | | | Strachan | Glasgow | | | |_Loch Leven_ |Branscombe| „ | „ | |1871 |_Miltiades_ |Perrett |Hood, |G. Thompson Co.| | | | | Aberdeen | | |1872 |_Mermerus_ |Fife |Barclay, |Carmichael | | | | | Curle, | | | | | | Gl’gow | | | |_Collingwood_|Forbes |Hood, |Devitt & Moore | | | | | Aberdeen | | |1873 |_Hesperus_ |Legoe |Steele, |Anderson, | | | | | Glasgow | Anderson | | |_Ben_ |W. Martin |Barclay, |Watson Bros. | | | _Cruachan_ | | Curle, | | | | | | Gl’gow | | | |_Ben_ |W. | „ | „ | | | _Voirlich_ | Ovenstone| | | | |_Samuel_ |R. Boaden |Hood, |G. Thompson | | | _Plimsoll_ | | Aberdeen | & Co. | | |_Loch Maree_ |A. Scott |Barclay, |Glasgow | | | | | Curle, | Shipping Co. | | | | | Gl’gow | | | |_Loch Ard_ |G. Gibbs |Connell, | „ | | | | | Glasgow | | | |_Gladstone_ |J. Jackson|McMillan, |F. H. Dangar | | | | | Dumbarton | | |1874 |_Rodney_ |A. Loutitt|Pile, |Devitt & Moore | | | | | Sunderland| | | |_Romanoff_ |W. |Hood, |A. Nicol | | | | Shepherd | Aberdeen | | | |_Cairnbulg_ |Birnie |Duthie, |Wm. Duthie, | | | | | Aberdeen | Jun. | | |_Thessalus_ |E. C. |Barclay, |Carmichael | | | | Bennett | Curle, | | | | | | Gl’gow | | | |_Carpathian_ |Pennecuik |Humphreys, |McDiarmid, | | | | | Hull | Greenshields | | |_Old_ |Underwood |Potter, |Smith, | | | _Kensington_| | Liverpool | Bilbrough | | | | | | & Co. | |1875 |_Loch Garry_ |Horne |Thomson, |Glasgow | | | | | Glasgow | Shipping Co. | | |_Loch_ |Ozanne | „ | „ | | | _Vennachar_ | | | | | |_Salamis_ |Phillip, |Hood, |G. Thompson | | | | Sen. | Aberdeen | & Co. | | |_Trafalgar_ |Muir |E. I. |D. Rose & Co. | | | | | Scott, | | | | | | Greenock | | | |_Woollahra_ |Barneson |Osburne, |Cowlislaw Bros.| | | | | Sunderland| | | |_Cassiope_ |Withers |Whitehaven |J. Heap & Sons | | | | | S. Co. | | | |_Parthenope_ |Goody |Evans, | „ | | | | | Liverpool | | |1876 |_Sir Walter_ |Purvis |Thomson, |D. Rose & Co. | | | _Raleigh_ | | Glasgow | | | |_Anglo- |Davidson |Russell, |Frost, Cook | | | Norman_ | | Glasgow | & Co. | | |_Loch Fyne_ |Martin |Thomson, |General | | | | | Glasgow | Shipping Co. | | | | | | (Aitken, | | | | | | Lilburn | | | | | | & Co.) | | |_Loch Long_ |McCallum | „ | „ | | |_Aristides_ |Kemball |Hood, |G. Thompson | | | | | Aberdeen | & Co. | | |_Smyrna_ |Spalding | „ | „ | | |_Harbinger_ |Bolt |Steele, |Anderson, | | | | | Greenock | Anderson | | |_Argonaut_ |Hunter |Barclay, |Carmichael | | | | | Curle, | | | | | | Gl’gow | | |1877 |_Brilliant_ |Davidson |Duthie, |J. Duthie, | | | | | Aberdeen | Sons & Co. | | |_Pericles_ |Largie |Hood, |Thompson & Co. | | | | | Aberdeen | | | |_Loch Ryan_ |Black |Thomson, |General | | | | | Glasgow | Shipping Co. | | |_Loch Etive_ |Stuart |Inglis, | „ | | | | | Glasgow | | | |_Loch Sloy_ |Horne |Henderson, | „ | | | | | Glasgow | | | |_Loch Shiel_ |Erskine | „ | „ | | |_Nebo_ |Coleman |Dobie, |J. Smith | | | | | Glasgow | | |1878 |_Cimba_ |J. W. |Hood, |A. Nicol & Co. | | | | Holmes | Aberdeen | | | |_Loch_ |G. Weir |Inglis, |Glasgow | | | _Sunart_ | | Glasgow | Shipping Co. | |1879 |_Sophocles_ |Smith |Hood, |G. Thomson | | | | | Aberdeen | & Sons | |1881 |_Illawarra_ |Corvasso |Dobie, |Devitt & Moore | | | | | Glasgow | | | |_Orontes_ |Bain |Hood, |G. Thompson | | | | | Aberdeen | & Co. | | |_Loch_ | |Barclay, |General | | | _Moidart_ | | Curle, | Shipping Co. | | | | | Gl’gow | (Aitken, | | | | | | Lilburn | | | | | | & Co.) | | |_Loch_ |R. Pattman| „ |General | | | _Torridon_ | | | Shipping Co. | |1882 |_Port_ |A. S. |Hall, |Devitt & | | | _Jackson_ | Cutler | Aberdeen | Moore | |1884 |_Derwent_ |Andrew |McMillan, | „ | | | | | Dumbarton | | |1885 |_Torridon_ |Shepherd |Hall, |A. Nicol & Co. | | | | | Aberdeen | | | |_Yallaroi_ |J. Brown | „ | „ | | |_Loch_ |S. Clarke |Barclay, |General | | | _Carron_ | | Curle, | Shipping Co. | | | | | Gl’gow | | | |_Loch Broom_ |W. Martin | „ | „ | | |_Strathdon_ |J. |Harland |G. Thompson | | | | Paterson | & Wolf | & Co. | +-----+-------------+----------+-----------+---------------+ |1891 |_Mount_ |Green |Barclay, |D. Rose & Co. | | | _Stewart_ | | Curle, | | | | | | Gl’gow | | | |_Cromdale_ |Andrew | „ | „ | +-----+-------------+----------+-----------+---------------+

APPENDIX D.

_Log of Ship “Theophane,” 1868—Maiden Passage._

Lat. Long. Miles. Winds. Oct. 19 Left. Liverpool in tow. „ 20 Tug left ship off Tusk. 6 p.m. „ 21 49° 20′ N. 8° 30′ W. 215 N.W. „ 22 45° 54′ 10° 46′ 224 W.N.W. „ 23 42° 42′ 10° 53′ 199 W.N.W. „ 24 39° 32′ 11° 11′ 202 N. „ 25 37° 35′ 13° 11′ 160 N.N.E. „ 26 35° 15′ 15° 31′ 182 E.N.E. „ 27 33° 00′ 17° 12′ 162 Variable. „ 28 30° 38′ 19° 50′ 200 N.E. „ 29 26° 44′ 21° 20′ 243 E. „ 30 23° 29′ 23° 55′ 254 E.N.E. „ 31 20° 7′ 25° 52′ 230 E.N.E. Nov. 1 16° 17′ 26° 30′ 234 E.S.E. „ 2 13° 47′ 25° 45′ 158 S.E. „ 3 11° 4′ 25° 6′ 172 E. „ 4 9° 26′ 24° 20′ 110 E. „ 5 8° 47′ 25° 10′ 40 Variable. „ 6 8° 10′ 25° 29′ 44 Variable. „ 7 7° 6′ 24° 19′ 91 S.S.E. „ 8 5° 50′ 24° 6′ 79 S.S.E. „ 9 4° 55′ 23° 43′ 63 S. „ 10 4° 13′ 23° 19′ 50 S. „ 11 2° 37′ 24° 50′ 133 Variable. „ 12 00° 19′ 26° 30′ 180 S.S.E. „ 13 2° 60′ S. 28° 50′ 203 S.S.E. „ 14 5° 29′ 30° 39′ 235 S.E. „ 15 9° 15′ 31° 49′ 242 S.E. „ 16 12° 51′ 31° 48′ 220 S.E. „ 17 16° 27′ 31° 58′ 269 E.S.E. „ 18 18° 15′ 31° 34′ 113 E.S.E. „ 19 19° 44′ 31° 38′ 108 E.S.E. „ 20 21° 50′ 29° 2′ 150 S.E. „ 21 24° 2′ 27° 4′ 176 N.E. „ 22 26° 24′ 24° 34′ 185 N.E. „ 23 28° 24′ 22° 42′ 174 N.E. „ 24 30° 6′ 21° 22′ 125 N.W. „ 25 32° 10′ 19° 50′ 160 W. „ 26 34° 24′ 15° 48′ 240 N.N.W. „ 27 37° 6′ 12° 11′ 246 N.N.W. „ 28 39° 14′ 8° 5′ 241 N.N.W. „ 29 39° 88′ 2° 6′ 306 W. „ 30 42° 00′ 2° 18′ E. 252 W. Dec. 1 43° 36′ 8° 26′ 254 N. „ 2 44° 22′ 15° 20′ 296 N. „ 3 44° 40′ 21° 6′ 286 N.W. „ 4 44° 4′ 27° 9′ 270 N.W. „ 5 44° 32′ 33° 24′ 276 W.N.W. „ 6 44° 53′ 40° 3′ 280 W. „ 7 44° 41′ 45° 00′ 214 W. „ 8 44° 30′ 51° 40′ 218 W. „ 9 45° 00′ 38° 00′ 277 N. „ 10 45° 9′ 65° 37′ 294 N. „ 11 44° 57′ 71° 39′ 295 N. „ 12 44° 59′ 79° 10′ 320 N.N.E. „ 13 45° 28′ 86° 00′ E. 304 N.N.E. „ 14 45° 29′ 93° 40′ 328 N. „ 15 46° 19′ 100° 10′ 260 N.N.E. „ 16 46° 45′ 105° 53′ 250 N.N.E. „ 17 47° 25′ 110° 40′ 212 E.N.E. „ 18 47° 50′ 115° 40′ 230 E.N.E. „ 19 48° 50′ 122° 26′ 210 E.N.E. „ 20 47° 28′ 127° 11′ 208 N.E. „ 21 44° 53′ 134° 11′ 316 N.N.E. „ 22 41° 45′ 138° 11′ 276 N.N.E. „ 23 39° 57′ 140° 13′ 115 N.E. by N. „ 24 Passed Cape Otway 100 N.E. Liverpool to Melbourne 66 days

APPENDIX E.

_List of Clipper Ships still Afloat and Trading at the Outbreak of War, August, 1914._

+-----+-------------------+------------------+-----------+---+ | | | | Present | | |Date | Original Name | Present Name |Nationality|Yrs| |Built| | if changed | of Owners |Old| +-----+-------------------+------------------+-----------+---+ |1864 |_Glenlora_ | |Norwegian | 50| |1866 |_Antiope_ | |Australian | 48| |1868 |_Turakina_ |_Elida_ |Norwegian | 46| |1868 |_Decapolis_ |_Nostra Madre_ |Italian | 46| |1868 |_Ivanhoe_ | |Chilean | 46| |1869 |_Cutty Sark_ |_Ferreira_ |Portuguese | 45| |1869 |_Thomas Stephens_ |_Pero d’Alemguer_ |Portuguese | 45| |1869 |_Otago_ |_Emilia_ |Portuguese | 45| |1869 |_Loch Awe_ |_Madura_ |Norwegian | 45| |1869 |_Hudson_ | |Norwegian | 45| |1870 |_Lothair_ | |Peruvian | 44| |1870 |_Aviemore_ | |Norwegian | 44| |1872 |_Collingwood_ | |Norwegian | 42| |1873 |_Hesperus_ |_Grand Duchess_ |Russian | 41| | | |_Marie Nikolaevna_| | | |1873 |_Rakaia_ | |Barbadian | 41| |1874 |_Nelson_ | |Chilean | 40| |1874 |_Waikato_ |_Coronada_ |American | 40| |1874 |_Canterbury_ | |Norwegian | 40| |1874 |_Romanoff_ | |Norwegian | 40| |1874 |_Charlotte Padbury_| |Norwegian | 40| |1875 |_Trafalgar_ | |Norwegian | 39| |1875 |_Maulesden_ |_Ostend_ |Italian | 39| |1875 |_Hurunui_ |_Hermes_ |Finnish | 39| |1875 |_Myrtle Holme_ |_Glimt_ |Norwegian | 39| |1875 |_Castle Holme_ |_Ester_ |Norwegian | 39| |1876 |_Argonaut_ |_Argo_ |Portuguese | 38| |1876 |_Pleione_ | |Norwegian | 38| |1876 |_Opawa_ |_Aquila_ |Norwegian | 38| |1877 |_Taranaki_ | |Italian | 37| |1877 |_Pericles_ | |Norwegian | 37| |1877 |_Wanganui_ |_Blenheim_ |Norwegian | 37| |1877 |_Loch Ryan_ |_John Murray_ |Australian | 37| |1878 |_Cimba_ | |Norwegian | 36| |1879 |_Sophocles_ | |Italian | 35| |1881 |_Loch Torridon_ | |Finnish | 33| |1882 |_Port Jackson_ | |British | 32| |1884 |_Derwent_ | |Norwegian | 30| |1885 |_Torridon_ | |Italian | 29| |1885 |_Loch Broom_ |Sogndal_ |Norwegian | 27| |1885 |_Loch Carron_ | _Seileren_ |Norwegian | 27| |1885 |_Strathdon_ | _Gers_ |French | 27| |1890 |_Hinemoa_ | |British | 24| |1891 |_Mount Stewart_ | |British | 23| +-----+-------------------+------------------+-----------+---+

APPENDIX F.

_The Wool Fleet_, 1874-1890.

_Four Best Wool Passages, 1874-1890—Port to Port._

+-------------+--------------+-------+-------+-----------+ | | |Total |Average| Total | | Ship | Best Four |Number |Number | Number | | | Passages |of Days|of Days|of Passages| |-------------+--------------+-------+-------+-----------+ |_Cutty Sark_ |72, 73, 72, 76| 293 |73¼ | 7 | |_Thermopylae_|75, 79, 79, 79| 312 |78 | 10 | |_Mermerus_ |78, 80, 81, 84| 323 |80¾ | 15 | |_Salamis_ |77, 83, 84, 85| 329 |82¼ | 13 | +-------------+--------------+-------+-------+-----------+

_Cutty Sark’s_ passages are far superior to those of any other ship; in fact, if we take the average of all her wool passages between 1874 and 1890, it only comes to 77 days from port to port.

_The Wool Fleet_, 1873-4.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Patriarch_ |Sydney |Oct. 25 |London |Jan. 27| 94 | |_Miltiades_ |Melbourne|Nov. 12 | „ |Feb. 16| 96 | |_Mermerus_ | „ | „ 15 | „ | „ 16| 93 | |_Jerusalem_ | „ | „ 18 | „ | „ 12| 86 | |_Sam Mendel_ | „ |Dec. 17 | „ |Mar. 12| 85 | |_Collingwood_ | „ | „ 24 | „ | „ 23| 89 | |_Loch Tay_ | „ | „ 30 | „ | „ 23| 83 | |_The Tweed_ | „ |Feb. 3 | „ |Apl. 27| 83 | |_Star of Peace_ | „ | „ 10 | „ |May 29|108 | |_Ben Cruachan_ | „ |Mar. 5 | „ |June 13|100 | |_Samuel Plimsoll_ |Sydney |April 14 | „ |July 5| 82 | |_Loch Maree_ |Melbourne|June 14 | „ |Sept. 7| 85 | |_Ben Voirlich_ | „ | „ 14 |Lizard | „ 30|108 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1874-5.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ | _Loch Tay_ |Melbourne|Oct. 23 |London |Jan. 31|100 | | | | | | ’75 | | | _Ethiopian_ |Sydney | „ 24 | „ | „ 23| 91 | | _Macduff_ |Melbourne| „ 30 | „ | „ 26| 88 | | _Collingwood_ | „ |Nov. 1 | „ |Feb. 4| 95 | | _Miltiades_ | „ | „ 4 | „ |Jan. 20| 77 | | _Loch Ard_ | „ | „ 10 | „ |Feb. 11| 93 | | _Patriarch_ |Sydney | „ 14 | „ | „ 6| 84 | | _Oberon_ |Melbourne| „ 15 | „ |Jan. 31| 77 | | _Holmsdale_ | „ | „ 15 | „ |Feb. 6| 83 | | _City of Perth_ | „ | „ 15 | „ | „ 4| 81 | | _Sam Mendel_ | „ | „ 18 | „ |Mar. 1|103 | | _Ben Nevis_ | „ | „ 18 | „ |Feb. 3| 77 | | _Moravian_ | „ | „ 25 | „ |Mar. 4| 99 | | _John o’Gaunt_ | „ | „ 25 | „ | „ 27|122 | | _City of Agra_ | „ | „ 30 | „ | „ 29|119 | | _The Tweed_ |Sydney |Jan. 11 |Lizard |April 7| 86 | | | | ’75 | | | | | _Ben Cruachan_ |Melbourne| „ 19 |London | „ 27| 98 | | _Samuel Plimsoll_|Sydney |Mar. 3 | „ |June 14|103 | | _Romanoff_ |Melbourne| „ 11 | „ | „ 15| 96 | | _Ben Voirlich_ | „ | „ 16 | „ | „ 17| 93 | | _Loch Maree_ | „ | „ 21 |Wight | „ 17| 88 | | _Thomas Stephens_| „ |April 30 |Lizard |Aug. 4| 96 | | _Loch Lomond_ | „ |May 1 |London | „ 2| 93 | | _Cairnbulg_ |Sydney | „ 6 | „ | „ 27|113 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1875-6.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Queen of Nations_|Sydney |Oct. 16 |London |Feb. 18|125 | | | | | | ’76 | | |_Hawkesbury_ | „ | „ 25 | „ | „ 15|113 | |_Salamis_ |Melbourne| „ 23 | „ |Jan. 25| 94 | |_Thessalus_ | „ | „ 30 | „ | „ 31| 93 | |_Oberon_ | „ |Nov. 5 |Deal |Feb. 17|104 | |_Lincolnshire_ | „ | „ 7 |London | „ 17|102 | |_City of Agra_ | „ | „ 10 | „ | „ 17| 99 | |_La Hogue_ |Sydney | „ 11 | „ | „ 17| 98 | |_Ben Cruachan_ |Melbourne| „ 11 |Dover | „ 16| 97 | |_Miltiades_ | „ | „ 14 |London | „ 17| 95 | |_Ben Ledi_ | „ | „ 16 |Dungen’s| „ 16| 92 | |_Loch Ard_ | „ | „ 17 | „ | „ 16| 91 | |_Moravian_ | „ | „ 20 | „ | „ 18| 90 | |_Abergeldie_ |Sydney | „ 21 | „ | „ 20| 91 | |_Holmsdale_ |Melbourne| „ 21 | „ | „ 19| 90 | |_Patriarch_ |Sydney | „ 26 | „ | „ 18| 84 | |_The Tweed_ | „ |Dec. 10 | „ | „ 17| 69 | |_Romanoff_ |Melbourne| „ 10 | „ |Mar. 14| 94 | |_Centurion_ |Sydney | „ 21 | „ |April 11|111 | |_Loch Maree_ |Melbourne| „ 29 | „ |Mar. 29| 90 | |_John Duthie_ |Sydney |Jan. 1 | „ |April 12|101 | | | | ’76 | | | | |_Rodney_ |Melbourne| „ 6 |Deal | „ 13| 97 | |_Thomasina_ | „ | „ 10 |London | „ 20|100 | | _McLellan_ | | | | | | |_Samuel Plimsoll_ |Sydney | „ 2 | „ | „ 5| 83 | |_Loch Vennachar_ |Melbourne| „ 13 | „ | „ 11| 88 | |_Mermerus_ | „ | „ 17 | „ | „ 20| 93 | |_Parramatta_ |Sydney |Feb. 1 | „ | „ 21| 79 | |_Nineveh_ | „ | „ 5 | „ |May 26|110 | |_Loch Ness_ |Melbourne| „ 22 | „ | „ 24| 91 | |_Loch Garry_ | „ | „ 22 | „ | | | |_Thomas Stephens_ |Sydney |Mar. 8 | „ |June 8| 92 | |_Cairnbulg_ | „ | „ 9 | „ | „ 7| 90 | |_Darling Downs_ | „ | „ 9 | „ | „ 24|107 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1876-7.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Sir Walter_ |Melbourne|Oct. 6 |London |Jan. 10| 97 | | _Raleigh_ | | | | | | |_Macduff_ |Geelong | „ 25 | „ | „ 15| 82 | |_George Thompson_ | „ | „ 25 | „ |Feb. 5|103 | |_Miltiades_ |Melbourne| „ 27 | „ |Jan. 24| 89 | |_City of Agra_ |Geelong |Nov. 3 | „ |Feb. 9| 98 | |_Loch Katrine_ |Melbourne| „ 6 | „ | „ 8| 94 | |_Ben Lomond_ | „ | „ 6 | „ | „ 9| 95 | |_Loch Vennachar_ | „ | „ 8 | „ | „ 9| 93 | |_Centurion_ | „ | „ 9 | „ | „ 7| 90 | |_Romanoff_ | „ | „ 11 | „ | „ 6| 87 | |_Ben Cruachan_ |Sydney | „ 12 | „ | „ 8| 88 | |_Samuel Plimsoll_ | „ | „ 19 | „ | „ 19| 92 | |_Loch Maree_ |Melbourne| „ 27 | „ |Mar. 6| 99 | |_Collingwood_ | „ | „ 27 | „ | „ 6| 99 | |_Aristides_ | „ | „ 28 | „ |Feb. 17| 81 | |_Patriarch_ |Sydney |Dec. 4 | „ |Mar. 6| 92 | |_Sam Mendel_ |Melbourne| „ 11 | „ | „ 26|106 | |_Ben Voirlich_ | „ | „ 18 | „ | „ 26| 98 | |_Loch Garry_ | „ |Jan. 25 |Deal |May 10|105 | |_Darling Downs_ |Sydney |Feb. 1 |London | „ 22|110 | |_Cairnbulg_ | „ | „ 5 | „ | „ 10| 94 | |_Loch Lomond_ | „ | „ 17 | „ | „ 10| 82 | |_Parramatta_ | „ | „ 17 | „ | „ 10| 82 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1877-8.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Ben Cruachan_ |Melbourne|Oct. 24 |London |Jan. 22| 90 | | | | | | ’78| | |_Romanoff_ | „ | „ 27 | „ |Feb. 12|108 | | | | | | ’78| | |_John Duthie_ |Sydney |Nov. 1 | „ | „ 15|107 | |_Ben Voirlich_ |Melbourne| „ 6 | „ | „ 15|101 | |_Samuel Plimsoll_ |Sydney | „ 8 | „ | „ 12| 96 | |_George Thompson_ |Melbourne| „ 9 | „ | „ 12| 95 | |_Loch Maree_ | „ | „ 11 | „ | „ 13| 94 | |_Macduff_ | „ | „ 12 | „ | „ 15| 95 | |_Miltiades_ | „ | „ 16 | „ | „ 21| 97 | |_Patriarch_ |Sydney | „ 21 | „ | „ 28| 99 | |_Sir Walter_ |Melbourne| „ 23 | „ |Mar. 1| 98 | | _Raleigh_ | | | | | | |_Salamis_ | „ | „ 24 | „ |Feb. 19| 87 | |_Mermerus_ | „ | „ 24 | „ | „ 12| 80 | |_Cairnbulg_ |Sydney |Dec. 3 | „ |Mar. 2| 89 | |_City of Agra_ |Melbourne| „ 4 | „ | „ 7| 93 | |_Old Kensington_ | „ | „ 7 | „ | „ 7| 90 | |_Aristides_ |Adelaide | „ 14 | „ | „ 21| 97 | |_Loch Garry_ |Melbourne| „ 20 | „ |April 4|105 | |_True Briton_ | „ | „ 21 | „ | „ 4|104 | |_Thyatira_ | „ |Jan. 12 | „ | „ 16| 94 | |_La Hogue_ |Sydney | „ 16 | „ | „ 16| 90 | |_Thomas Stephens_ |Melbourne| „ 17 | „ | „ 18| 91 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1878-9.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Loch Katrine_ |Melbourne|Sept. 23 |London |Jan. 15|114 | | | | | | ’79| | |_Ascalon_ |Sydney |Oct. 14 | „ | „ 16| 94 | |_Romanoff_ |Melbourne| „ 26 | „ | „ 27| 93 | |_Nineveh_ |Sydney | „ 29 | „ |Feb. 7|101 | |_Ann Duthie_ | „ |Nov. 2 | „ | „ 3| 93 | |_Slieve More_ |Melbourne| „ 4 | „ | „ 8| 96 | |_Ben Cruachan_ |Geelong | „ 5 | „ | „ 8| 95 | |_Loch Maree_ |Melbourne| „ 8 | „ |Jan. 30| 83 | |_Miltiades_ | „ | „ 11 | „ |Feb. 8| 89 | |_Mermerus_ | „ | „ 13 | „ | „ 5| 84 | |_Merope_ | „ | „ 16 | „ | „ 20| 96 | |_Cimba_ |Sydney | „ 16 | „ | „ 17| 93 | |_Jerusalem_ |Geelong | „ 16 | „ | „ 8| 84 | |_Ben Voirlich_ |Melbourne| „ 17 | „ |Mar. 6|109 | |_Melbourne_ | „ | „ 18 |Prawle P|Feb. 16| 90 | |_Samuel Plimsoll_ |Sydney | „ 19 |London | „ 7| 80 | |_Aristides_ |Melbourne| „ 23 | „ | „ 18| 87 | |_Cynisca_ |Sydney | „ 26 | „ |Mar. 14|108 | |_Macduff_ |Geelong |Dec. 1 | „ | „ 4| 93 | |_Loch Lomond_ |Melbourne| „ 3 | „ | „ 6| 93 | |_Hawkesbury_ |Sydney | „ 5 | „ | „ 6| 91 | |_Old Kensington_ |Melbourne| „ 7 | „ | „ 7| 90 | |_Thomas Stephens_ |Sydney | „ 7 | „ | „ 6| 89 | |_Loch Garry_ |Geelong | „ 13 | „ | „ 13| 90 | |_Thyatira_ |Melbourne| „ 14 | „ | „ 6| 82 | |_Patriarch_ |Sydney | „ 16 |Lizard | „ 15| 89 | |_Cairnbulg_ | „ | „ 20 | „ |April 8|109 | |_Superb_ |Melbourne| „ 21 |Dover | „ 1|101 | |_La Hogue_ |Sydney |Jan. 18 |Lizard | „ 18| 90 | | | | ’79 | | | | |_Parramatta_ | „ |Feb. 5 |Plym’th | „ 26| 80 | |_Windsor Castle_ | „ |Mar. 11 |Prawle P|June 13| 94 | |(D. Rose & Co.) | | | | | | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1879-80.

+------------------+---------+---------+--------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +------------------+---------+---------+--------+--------+----+ |_Sam Mendel_ |Melbourne|Nov. 3 |London |Feb. 6| 95 | |_Cimba_ |Sydney | „ 6 |Channel |Mar. 4|119 | |_Ben Cruachan_ |Geelong | „ 9 |London |Feb. 6| 89 | |_Romanoff_ |Geelong | „ 16 | „ |Mar. 10|114 | |_Thermopylae_ |Sydney | „ 18 | „ |Feb. 7| 81 | |_Salamis_ |Melbourne| „ 19 | „ |Mar. 8|109 | |_Samuel Plimsoll_ |Sydney | „ 22 | „ | „ 9|107 | |_Macduff_ |Melbourne| „ 23 | „ | „ 9|106 | |_Thyatira_ | „ | „ 26 | „ | „ 8|102 | |_Old Kensington_ | „ | „ 29 | „ | „ 9|100 | |_Sir Walter_ | „ | „ 29 | „ | „ 9|100 | | _Raleigh_ | | | | | | |_Mermerus_ | „ |Dec. 4 | „ | „ 4| 90 | |_Cynisca_ |Sydney | „ 5 | „ |April 6|122 | |_Dunbar Castle_ | „ | „ 11 | „ | „ 3|113 | |_Superb_ |Melbourne| „ 13 | „ | „ 3|111 | |_Nineveh_ |Sydney | „ 18 | „ | „ 2|105 | |_Darling Downs_ | „ | „ 30 | „ | „ 2| 94 | |_Ben Voirlich_ | „ |Jan. 1 | „ | „ 17|106 | |_Aristides_ |Melbourne| „ 1 | „ | „ 3| 92 | |_Loch Tay_ | „ | „ 3 | „ | „ 19|106 | |_Loch Vennachar_ |Geelong | „ 16 | „ | „ 19| 93 | |_Patriarch_ |Sydney | „ 17 | „ | „ 19| 92 | |_Loch Garry_ |Melbourne| „ 22 | „ | „ 19| 87 | +------------------+---------+---------+--------+--------+----+

_The Wool Fleet_, 1880-1.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Woollahra_ |Sydney |Sept. 3 |London |Dec. 1| 88 | |_Hawkesbury_ | „ | „ 30 | „ | „ 27| 88 | |_The Tweed_ | „ |Oct. 1 | „ | „ 28| 88 | |_Samuel Plimsoll_| „ | „ 12 | „ |Feb. 2|113 | |_Thermopylae_ | „ | „ 14 | „ |Jan. 12| 90 | |_Miltiades_ |Melbourne| „ 20 |Motherb’nk|Feb. 3|106 | |_Cimba_ |Sydney | „ 23 | London | „ 2|102 | |_Sir Walter_ |Melbourne| „ 26 | „ | „ 13|110 | | _Raleigh_ | | | | | | |_Loch Vennachar_ | „ | „ 27 | „ |Jan. 31| 96 | |_Loch Maree_ | „ | „ 28 | „ |Feb. 3| 98 | |_Melbourne_ | „ | „ 29 | „ |Jan. 31| 94 | |_Romanoff_ | „ | „ 29 | „ |Feb. 2| 96 | |_Patriarch_ |Sydney | „ 29 | „ | „ 3| 97 | |_Ben Voirlich_ |Melbourne|Nov. 5 | „ | „ 7| 94 | |_Mermerus_ | „ | „ 5 | „ | „ 4| 91 | |_Salamis_ |Geelong | „ 9 | „ | „ 5| 88 | |_Sam Mendel_ |Melbourne| „ 10 | „ |Mar. 8|118 | |_Windsor Castle_ | „ | „ 11 | „ |Feb. 5| 86 | | (Green’s) | | | | | | |_Windsor Castle_ |Sydney | „ 13 | „ |Jan. 31| 79 | | (D. Rose) | | | | | | |_Aristides_ |Melbourne| „ 17 | „ |Feb. 4| 79 | |_Thyatira_ |Geelong | „ 20 | „ |Mar. 5|105 | |_Loch Garry_ |Melbourne| „ 29 | „ |Feb. 24| 87 | |_Darling Downs_ |Sydney |Dec. 5 | „ |April 13|129 | |_Collingwood_ |Melbourne| „ 5 | „ |Mar. 20|105 | |_Thessalus_ | „ |Jan. 14 | „ |April 28|104 | |_Parramatta_ |Sydney | „ 24 | „ | „ 30| 96 | |_Brilliant_ | „ |Feb. 2 | „ |May 1| 88 | |_Loch Tay_ |Melbourne| „ 25 |Falm’th |June 8|103 | |_Argonaut_ | „ |April 7 |London | „ 30| 84 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1881-2.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Windsor Castle_ |Sydney |Oct. 15 |London |Jan. 30|107 | | (D. Rose) | | | | | | |_Salamis_ |Geelong | „ 29 | „ |Feb. 7|101 | |_Romanoff_ |Melbourne|Nov. 7 | „ | „ 18|103 | |_Holmsdale_ | „ | „ 10 | „ | „ 17| 99 | |_Loch Garry_ | „ | „ 11 |Wight | „ 16| 97 | |_Ben Cruachan_ | „ | „ 12 |London | „ 18| 98 | |_Sir Walter_ | „ | „ 12 | „ |Mar. 6|114 | | _Raleigh_ | | | | | | |_Parthenope_ | „ | „ 13 | „ |Feb. 15| 94 | |_Theophane_ |Geelong | „ 14 |Dover | „ 16| 94 | |_Miltiades_ |Melbourne| „ 14 |Downs | „ 16| 94 | |_Patriarch_ |Sydney | „ 15 |London |Mar. 6|111 | |_City of Agra_ |Melbourne| „ 17 | „ |Feb. 20| 95 | |_Mermerus_ | „ | „ 17 |Lizard | „ 14| 89 | |_Samuel Plimsoll_|Sydney | „ 17 |Downs | „ 16| 91 | |_Ben Voirlich_ |Geelong | „ 18 |London |Mar. 22|124 | |_Loch Rannoch_ | „ | „ 29 | „ | „ 29|120 | |_Thyatira_ |Melbourne|Dec. 3 | „ | „ 18|105 | |_Loch Vennachar_ | „ | „ 9 | „ | „ 3| 84 | |_Thessalus_ |Sydney | „ 19 | „ | „ 28| 99 | |_Aristides_ |Melbourne|Feb. 6 | „ |May 11| 94 | | | | ’82 | | | | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1882-3.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Windsor Castle_ |Sydney |Oct. 13|Falm’th |Jan. 20| 99 | | (D. Rose & Co.)| | | | | | |_Thermopylae_ | „ | „ 14|London |Dec. 28| 75 | |_Salamis_ |Melbourne| „ 17| „ |Jan. 19| 94 | |_Loch Garry_ | „ |Nov. 3| „ |Feb. 14|103 | |_Samuel Plimsoll_|Sydney | „ 4| „ | „ 4| 92 | |_Orontes_ | „ | „ 6| „ | „ 15|101 | |_Loch Vennachar_ |Melbourne| „ 8| „ | „ 15| 99 | |_Macduff_ | „ | „ 8| „ | „ 11| 95 | |_Ben Voirlich_ | „ | „ 9| „ | „ 9| 92 | |_Holmsdale_ | „ | „ 9| „ | „ 15| 98 | |_Ben Cruachan_ | „ | „ 13| „ | „ 12| 91 | |_Hallowe’en_ |Sydney | „ 14| „ | „ 13| 91 | |_Miltiades_ |Melbourne| „ 14| „ | „ 14| 92 | |_Romanoff_ | „ | „ 16| „ | „ 14| 90 | |_Loch Sloy_ | „ | „ 23| „ | „ 23| 92 | |_Mermerus_ | „ | „ 25| „ | „ 14| 81 | |_John Duthie_ |Sydney | „ 29| „ |Mar. 25|116 | |_Collingwood_ |Melbourne| „ 6| „ |Mar. 26|110 | |_Melbourne_ | „ | „ 14| „ | „ 27|103 | |_Patriarch_ |Sydney | „ 26| „ |April 10|105 | |_Woollahra_ | „ |Jan. 6| „ | „ 7| 91 | |_Cimba_ | „ | „ 7|Channel | „ 22|105 | |_Smyrna_ | „ | „ 7|London | „ 30|113 | |_Anglo-Norman_ | „ | „ 10| „ | „ 23|103 | |_Christiana_ | „ | „ 19| „ |May 12|113 | | _Thompson_ | | | | | | |_Darling Downs_ | „ | „ 23| „ |April 30| 97 | |_Loch Etive_ | „ | „ 24| „ |May 16|112 | |_La Hogue_ |Sydney |Jan. 25| „ |April 30| 95 | |_Dharwar_ | „ |Feb. 8| „ |June 4|116 | |_Hawkesbury_ | „ | „ 8| „ |May 12| 93 | |_Trafalgar_ | „ | „ 8| „ | „ 12| 93 | |_Gladstone_ | „ | „ 26| „ | „ 13| 76 | |_Rodney_ |Melbourne|Mar. 4|Prawle |June 11| 99 | |_Parramatta_ |Sydney | „ 6|London |July 7|123 | |_Abergeldie_ | „ |April 15| „ |Aug. 1|108 | |_Brilliant_ | „ | „ 19| „ | „ 4|107 | |_William Duthie_ | „ | „ 20| „ | „ 15|117 | |_Port Jackson_ | „ | „ 28| „ |July 30| 93 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1883-4.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_John Duthie_ |Sydney |Oct. 12 |London |Jan. 10| 90 | |_Salamis_ |Melbourne| „ 19 | „ | „ 27|100 | |_Sir Walter_ |Sydney | „ 20 | „ | „ 19| 91 | | _Raleigh_ | | | | | | |_Woollahra_ | „ | „ 26 | „ |Feb. 6|103 | |_Thermopylae_ | „ | „ 31 | „ |Jan. 26| 87 | |_Loch Vennachar_ |Melbourne|Nov. 3 | „ |Feb. 25|114 | |_Ben Cruachan_ | „ | „ 3 | „ |Jan. 27| 85 | |_Holmsdale_ | „ | „ 3 | „ |Feb. 10| 99 | |_Loch Garry_ |Geelong | „ 3 | „ | „ 2| 91 | |_Patriarch_ |Sydney | „ 3 | „ | „ 2| 91 | |_Windsor Castle_ | „ | „ 3 | „ | „ 6| 94 | | (D. Rose) | | | | | | |_Anglo-Norman_ | „ | „ 4 | „ | „ 1| 89 | |_Samuel Plimsoll_| „ | „ 5 | „ |Jan. 28| 84 | |_Ethiopian_ |Geelong | „ 7 | „ |Feb. 12| 97 | |_Ben Voirlich_ | „ | „ 11 | „ | „ 10| 91 | |_South_ |Melbourne| „ 14 | „ | „ 20| 98 | | _Australian_ | | | | | | |_Romanoff_ | „ | „ 17 | „ | „ 12| 87 | |_Mermerus_ | „ | „ 21 | „ | „ 24| 93 | |_Loch Tay_ | „ | „ 24 | „ |Mar. 3| 99 | |_Thyatira_ | „ | „ 28 | „ | „ 10|102 | |_Hawkesbury_ |Sydney |Dec. 7 | „ | „ 10| 93 | |_Loch Long_ |Melbourne| „ 8 | „ | „ 14| 96 | |_Melbourne_ | „ | „ 12 | „ | „ 18| 96 | |_Cutty Sark_ |Newcastle| „ 28 | „ | „ 20| 82 | |_Dharwar_ |Sydney | „ 29 | „ |April 21|113 | |_Cimba_ | „ | „ 29 | „ | „ 22|114 | |_Christiana_ | „ | „ 29 | „ | „ 21|113 | | _Thompson_ | | | | | | |_Miltiades_ |Geelong |Jan. 4 | „ | „ 22|108 | |_Smyrna_ |Sydney | „ 14 | „ | „ 30|106 | |_Rodney_ |Melbourne| „ 19 | „ | „ 28| 99 | |_Jerusalem_ |Sydney |Feb. 6 | „ |May 3| 87 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1884-5.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Loch Long_ |Melbourne|Oct. 5 |London |Jan. 9| 96 | |_Thermopylae_ | „ | „ 6 | „ |Dec. 24| 79 | |_Patriarch_ |Sydney | „ 12 |Channel |Jan. 10| 90 | |_Sir Walter_ | „ | „ 14 |London | „ 27|105 | | _Raleigh_ | | | | | | |_Samuel Plimsoll_| „ | „ 15 |Plym’th | „ 22| 99 | |_Salamis_ |Melbourne| „ 19 |London | „ 11| 84 | |_Thyatira_ | „ | „ 31 | „ |Feb. 14|106 | |_The Tweed_ |Sydney |Nov. 4 | „ | „ 14|102 | |_Hawkesbury_ | „ | „ 26 | „ | „ 28| 94 | |_Ben Cruachan_ |Melbourne| „ 28 | „ | „ 27| 91 | |_Gladstone_ |Newcastle|Dec. 2 | „ |Mar. 20|108 | |_Mermerus_ |Melbourne| „ 5 | „ |Feb. 27| 84 | |_Loch Garry_ |Geelong | „ 5 | „ |Mar. 30|115 | |_Orontes_ |Sydney | „ 5 | „ | „ 31|116 | |_Christiana_ | „ | „ 6 | „ | „ 27|111 | | _Thompson_ | | | | | | |_Woollahra_ | „ | „ 7 | „ | „ 27|110 | |_Cutty Sark_ |Newcastle| „ 9 | „ |Feb. 27| 80 | |_Cimba_ |Sydney | „ 12 | „ |Mar. 27|105 | |_Dharwar_ | „ | „ 12 | „ | „ 27|105 | |_Harbinger_ |Melbourne| „ 24 | „ |April 2| 99 | |_Loch Vennachar_ | „ | „ 27 | „ |Mar. 29| 92 | |_Miltiades_ | „ | „ 28 | „ | „ 30| 92 | |_Trafalgar_ |Sydney |Jan. 19 | „ |April 29|100 | |_Cairnbulg_ | „ | „ 20 | „ | „ 23| 93 | |_Rodney_ |Melbourne|Feb. 2 | „ | „ 26| 83 | |_Port Jackson_ |Sydney | „ 12 | „ |May 17| 94 | |_Centurion_ | „ |Mar. 21 | „ |June 20| 91 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1885-6.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Patriarch_ |Newcastle|Oct. 5 |London |Jan. 7 | 94 | |_Sir Walter_ |Sydney | „ 12 | „ | „ 5 | 85 | | _Raleigh_ | | | | | | |_Loch Vennachar_ |Melbourne| „ 14 | „ | „ 7 | 85 | |_Cutty Sark_ |Sydney | „ 16 | „ |Dec. 27 | 72 | |_Salamis_ |Melbourne| „ 17 | „ |Jan. 2 | 77 | |_Woollahra_ |Sydney | „ 17 | „ | „ 7 | 82 | |_Thermopylae_ | „ | „ 18 | „ | „ 5 | 79 | |_Samuel Plimsoll_| „ | „ 24 | „ | „ 23 | 91 | |_Cimba_ | „ | „ 24 | „ | „ 28 | 97 | |_Harbinger_ |Melbourne|Nov 7 | „ |Feb. 5 | 90 | |_Ben Cruachan_ | „ | „ 13 | „ | „ 2 | 81 | |_Mermerus_ | „ | „ 30 |Lizard |Mar. 19 |109 | |_Illawarra_ |Sydney |Dec 7 |London | „ 21 |104 | |_The Tweed_ | „ | „ 7 | „ | „ 25 |108 | |_Thomas Stephens_| „ | „ 11 | „ | „ 21 |100 | |_Ben Voirlich_ |Melbourne| „ 22 | „ | „ 21 | 89 | |_Rodney_ | „ | „ 22 | „ | „ 19 | 87 | |_Loch Ness_ | „ |Jan. 4 | „ |May 3 |119 | |_Loch Ryan_ | „ | „ 8 | „ | „ 8 |120 | |_Mount Stewart_ | „ | „ 10 | „ | „ 3 |113 | |_Darling Downs_ | „ | „ 16 | „ | „ 11 |115 | |_Dharwar_ | „ | „ 19 | „ | „ 11 |112 | |_Trafalgar_ |Sydney | „ 23 | „ | „ 10 |107 | |_Loch Sloy_ |Melbourne| „ 30 | „ | „ 27 |117 | |_Brilliant_ |Sydney |Feb. 3 | „ | „ 7 | 93 | |_Port Jackson_ | „ | „ 8 | „ | „ 27 |108 | |_Miltiades_ |Melbourne|Mar. 22 | „ |June 24 | 94 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1886-7.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Loch Vennachar_ |Melbourne|Oct. 21 |London |Jan. 20| 91 | |_Salamis_ | „ | „ 24 | „ | „ 17| 85 | |_Patriarch_ |Sydney | „ 24 | „ | „ 21| 89 | |_Thermopylae_ | „ | „ 24 | „ | „ 19| 87 | |_Blackadder_ |Newcastle| „ 27 | „ |Feb. 23|119 | |_Derwent_ |Sydney |Nov. 6 | „ | „ 22|108 | |_Cimba_ | „ | „ 27 | „ | „ 24| 90 | |_Woollahra_ | „ | „ 30 | „ | „ 26| 88 | |_Aristides_ |Melbourne|Dec. 7 | „ |Mar. 10| 93 | |_Mermerus_ | | „ 10 | „ |Feb. 26| 78 | |_Sir Walter_ | „ | „ 11 | „ |Mar. 1| 80 | | _Raleigh_ | | | | | | |_Harbinger_ | „ | „ 13 | „ | „ 25|102 | |_Samuel Plimsoll_|Sydney | „ 14 | „ | „ 25|101 | |_Rodney_ |Melbourne| „ 17 | „ |April 17|121 | |_Loch Garry_ |Geelong | „ 18 | „ | „ 13|116 | |_City of Agra_ |Melbourne|Jan. 1 | „ | „ 23|112 | |_South_ | „ | „ 1 | „ | „ 23|112 | | _Australian_ | | | | | | |_Cairnbulg_ |Sydney | „ 8 | „ | „ 22|104 | |_Illawarra_ | „ | „ 13 | „ | „ 22| 97 | |_Port Jackson_ | „ | „ 15 | „ | „ 24| 99 | |_Orontes_ | „ | „ 16 | „ | „ 23| 97 | |_Smyrna_ | „ | „ 18 | „ | „ 24| 96 | |_Trafalgar_ | „ |Feb. 15 | „ |May 21| 95 | |_Dharwar_ | „ | „ 15 | „ | „ 21| 95 | |_Cutty Sark_ | „ |Mar. 26 | „ |June 6| 72 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1887-8.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Sir Walter_ |Sydney |Sept 14 |London |Jan. 2|110 | | _Raleigh_ | | | | | | |_Thermopylae_ | „ |Oct. 16 | „ | „ 3| 79 | |_Patriarch_ | „ | „ 16 | „ | „ 20| 96 | |_Loch Vennachar_ |Melbourne| „ 17 | „ | „ 5| 80 | |_Woollahra_ |Sydney | „ 23 | „ | „ 23| 92 | |_Cimba_ | „ | „ 24 | „ | „ 22| 90 | |_Samuel Plimsoll_| „ | „ 25 | „ | „ 27| 94 | |_Salamis_ |Melbourne| „ 26 | „ | „ 17| 83 | |_Romanoff_ | „ |Nov. 2 | „ |Mar. 11|130 | |_Smyrna_ |Sydney | „ 12 | „ | „ 13|122 | |_Derwent_ | „ | „ 17 | „ |Feb. 20| 95 | |_Thyatira_ |Newcastle| „ 21 |Dungen’s |Mar. 8|108 | |_Dharwar_ |Melbourne| „ 23 |London | „ 5|103 | |_Loch Ryan_ |Geelong | „ 23 | „ | „ 12|110 | |_Harbinger_ |Melbourne| „ 28 | „ | „ 10|103 | |_Mermerus_ | „ | „ 29 | „ | „ 9|101 | |_Orontes_ |Sydney |Dec. 1 | „ | „ 13|103 | |_Illawarra_ | „ | „ 5 | „ | „ 8| 94 | |_Aristides_ |Melbourne| „ 5 | „ | „ 5| 91 | |_Yallaroi_ |Sydney | „ 10 | „ | „ 10| 91 | |_Trafalgar_ | „ | „ 12 | „ | „ 11| 90 | |_Collingwood_ |Melbourne| „ 12 | „ | „ 11| 90 | |_City of Agra_ | „ | „ 17 | „ | „ 10| 83 | |_Loch Garry_ | „ | „ 21 | „ | „ 15| 85 | |_Cutty Sark_ |Newcastle| „ 28 |Dungen’s | „ 8| 71 | |_Gladstone_ |Sydney |Jan. 7 |London |April 5| 89 | |_Miltiades_ |Melbourne| „ 11 | „ | „ 11| 91 | |_Brilliant_ |Sydney | „ 26 | „ | „ 18| 83 | |_Thomas Stephens_| „ |Feb. 4 | „ |May 17|103 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1888-9.

+-----------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +-----------------+---------+--------+----------+--------+----+ |_Derwent_ |Sydney |Oct. 10|London |Jan. 17| 99 | |_Cimba_ | „ | „ 18| „ | „ 15| 89 | |_Orontes_ | „ | „ 20| „ | „ 22| 94 | |_Star of Italy_ | „ | „ 20| „ | „ 14| 86 | |_Woollahra_ | „ | „ 24| „ | „ 18| 86 | |_Salamis_ |Melbourne| „ 24| „ | „ 17| 85 | |_Cutty Sark_ |Sydney | „ 26|Start | „ 18| 84 | |_Loch Vennachar_ |Melbourne| „ 27|London | „ 19| 84 | |_Gladstone_ |Sydney | „ 30| „ |Feb. 15|108 | |_Centurion_ | „ | „ 31| „ | „ 21|113 | |_Mermerus_ |Melbourne|Nov. 3| „ |Jan. 31| 89 | |_Blackadder_ |Newcastle| „ 17| „ |Feb. 15| 90 | |_Loch Ryan_ |Geelong | „ 23| „ |Mar. 9|106 | |_Harbinger_ |Melbourne| „ 26| „ | „ 8|102 | |_Nebo_ |Sydney | „ 28| „ |Feb. 16| 82 | |_Thomas Stephens_| „ | „ 29| „ |Mar. 20|111 | |_Dharwar_ |Melbourne|Dec. 1| „ | „ 7| 96 | |_Trafalgar_ |Sydney | „ 6| „ |Mar. 18|102 | |_Yallaroi_ | „ | „ 10| „ | „ 20|100 | |_Collingwood_ |Melbourne| „ 15| „ | „ 20| 95 | |_Loch Garry_ | „ | „ 21| „ | „ 20| 89 | |_Sophocles_ |Sydney | „ 22| „ |April 15|114 | |_Samuel Plimsoll_|Melbourne| „ 23| „ | „ 2|100 | |_Rodney_ |Sydney | „ 24| „ |Mar. 27| 93 | |_Romanoff_ |Geelong | „ 31| „ |April 23|113 | |_Torridon_ |Sydney |Jan. 12| „ | „ 29|107 | |_Thermopylae_ | „ |Mar. 26| „ |June 29| 95 | +-----------------+---------+--------+----------+--------+----+

_The Wool Fleet_, 1889-90.

+--------------+---------+--------+----------+--------+----+ | Ship | From | Left | To |Arrived |D’ys| | | | | | |Out | +--------------+---------+--------+----------+--------+----+ |_Derwent_ |Sydney |Oct. 14 |London |Jan. 2| 80 | |_Cairnbulg_ | „ | „ 15 | „ | „ 24|101 | |_Orontes_ | „ | „ 17 | „ | „ 24| 99 | |_Loch_ |Melbourne| „ 21 | „ | „ 15| 86 | | _Vennachar_ | | | | | | |_Salamis_ | „ | „ 22 | „ | „ 15| 85 | |_Cimba_ |Sydney | „ 22 | „ | „ 5| 75 | |_Woollahra_ | „ | „ 22 | „ | „ 15| 85 | |_Rodney_ | „ | „ 31 |Lizard | „ 16| 77 | |_Cutty Sark_ | „ |Nov. 3 |Start | „ 16| 74 | |_Loch Ryan_ |Melbourne| „ 3 |London |Mar. 11|128 | |_Mermerus_ | „ |Dec. 7 | „ | „ 10| 93 | |_Thomas_ | „ | „ 10 | „ | „ 28|108 | | _Stephens_ | | | | | | |_Loch Tay_ |Geelong | „ 12 | „ | „ 15| 96 | |_Samuel_ |Melbourne| „ 14 | „ | „ 26|102 | | _Plimsoll_ | | | | | | |_Yallaroi_ |Sydney | „ 20 | „ |April 8|109 | |_Trafalgar_ | „ | „ 21 | „ | „ 8|108 | |_Harbinger_ |Melbourne| „ 22 | „ | „ 10|109 | |_Collingwood_ | „ | „ 23 | „ |Mar. 28| 95 | |_Loch Rannoch_| „ | „ 23 | „ |April 10|108 | |_Illawarra_ |Sydney | „ 23 | „ | „ 5|103 | |_Romanoff_ |Melbourne|Jan. 1 | „ | „ 6| 95 | |_Thermopylae_ |Sydney | „ 9 |Deal | „ 8| 89 | |_Loch Long_ |Geelong | „ 18 |London | „ 27| 99 | |_Loch Sloy_ |Melbourne| „ 18 | „ | „ 28|100 | |_Brilliant_ |Sydney | „ 25 | „ | „ 22| 87 | |_Torridon_ | „ | „ 25 | „ | „ 26| 91 | |_Patriarch_ | „ | „ 27 | „ | „ 26| 89 | |_Hesperus_ |Melbourne| „ 31 | „ |May 14|103 | |_Port Jackson_|Sydney |Feb. 8 | „ | „ 8| 89 | +--------------+---------+--------+----------+--------+----+

Transcriber’s Note:

The name of the ship printed as _Songdal_ in the original, see ‘PASSAGES TO AUSTRALIA UNDER 80 DAYS IN 1885.’, has been changed to read _Sogndal_.