Chapter Fourteen.The recapture of the Emily Saint Pierre by Captain William Wilson—1862.The recapture of theEmily Saint Pierrereminds us of the fighting days of the wars with France and America, when several similar events took place; but during the whole course of English naval history we find no deed more gallant or more worthy of record. TheEmily Saint Pierrewas a large Liverpool East Indian trader, commanded by Captain William Wilson. She left Calcutta on the 27th of November 1861, with orders to make the coast of South Carolina, to ascertain whether there was peace or war. If peace had been declared, Captain Wilson was to take a pilot and enter the port of Charleston; if there was a blockade, he was to proceed to Saint John’s, New Brunswick.On the 8th of March 1862, he considered his vessel to be about twelve miles off the land, when a steamer was made out approaching. When the steamer, which proved to be a Federal vessel of war, theJames Adger, came within hail, theEmily Saint Pierrewas ordered to heave to, and was soon afterwards boarded by two boats, whose officers and crews took possession of her. Filling on the main-yard, they steered for the Federal squadron. Captain Wilson was now ordered into the boat, and carried on board the flagship, when he was informed by flag-officer Goldboursh that his vessel had saltpetre on board, and that consequently she was a lawful prize to the Federal Government, but that he might take a passage on board her to Philadelphia. He replied that his cargo was not saltpetre, that his ship was British property, and that he could not acknowledge her a lawful prize.On returning to his ship in about an hour, he found that all his crew had been taken away except the cook and steward, and that a fresh ship’s company had been placed on board, consisting of Lieutenant Stone, a master’s mate, twelve men, and an engineer, a passenger, fifteen in all. Having weighed anchor, they proceeded to sea. Captain Wilson felt confident of the illegality of the capture, and that if he could regain possession of his ship, he was justified in making the attempt. He had studied the characters of his cook and steward, and knew that he could trust them. He waited his opportunity. There was, however, not much time to spare. The 21st of March arrived. The commanding officer, Lieutenant Stone, had the watch on deck. It was about half-past four, and still dark, when Captain Wilson called his steward and cook into his state-room, and told them that he was resolved to regain his ship or lose his life. He asked their assistance, which they at once promised to afford. He then gave them each a pair of irons, which he had secured, and a sheet, and told them to follow him, as the moment for action had arrived. The master’s mate was asleep in his berth. Captain Wilson opened the door, and walked in. After handing out his revolver and sword, he grasped the mate’s hands. In an instant the gag was in his mouth, and the irons were fixed. The brave captain, with his two followers, then went to the passenger’s cabin, and having taken the arms from his berth, secured him in the way they had the mate. The most difficult part of the undertaking was now to overcome the commanding officer, who, unsuspicious of danger, was walking the deck of his prize. However, retaining wonderful coolness, and undaunted by the hazard he ran, Captain Wilson went on deck, as if he had just turned out, and joined Lieutenant Stone in his walk, making some remarks as to the state of the weather. After walking for about ten minutes, he induced him to go down into the cabin to look at the chart which he had himself been examining, taking up on his way, as he followed, a belaying-pin. Now was the critical moment—the cook and steward stood in ambush behind the door. They reached the door of the after-cabin, where the chart was spread out, when, lifting up the belaying-pin, Captain Wilson told the lieutenant that if he moved he was a dead man, and that the ship should never go to Philadelphia; when the cook and steward, springing on him, had in a moment the irons on his wrists and the gag in his mouth, and he was pitched without ceremony into a cabin, and the door locked upon him. The crew had next to be mastered. Three were walking the deck, another was at the helm, and a fifth was on the look-out forward.With truly wonderful nerve and command of voice, Captain Wilson called the three men aft, and pointing to the hatchway of the store-room, near the helm, told them that a coil of rope was wanted up. He then shoved off the hatch, and as he showed them the corner where it was, they all three jumped down. Quick as lightning he replaced the hatch, which his followers secured, while he warned the man at the helm that his life would pay the penalty if he moved or uttered a word. The look-out was then called aft, and being seized, was asked if he would assist in navigating the ship to a British port. On his declining to do so, he was handcuffed and secured in a cabin. Captain Wilson then called the watch, knowing well that they would not all come on deck together. He was consequently able to secure two before the suspicions of the rest were aroused. The third, however, drew his knife as the steward was about to seize him, when the latter shot him in the shoulder with his pistol, and he was seized. The remaining men, jumping on deck, were knocked over and secured.Once more Captain Wilson had entire command of his ship, but with a crew of two men, neither of whom could even steer, nor were they accustomed to go aloft; while he had fifteen prisoners below, who would naturally lose no opportunity of retaking the ship. His greatest difficulties were only now beginning. What consciousness of his superlative seaman-like qualities, what perfect and just self-reliance he must have possessed, to have undertaken the task of navigating a ship completely across the Atlantic with such means at his disposal! Considerate and generous, as well as brave, as soon as he had shaped a course for England, he went below, and announced to Lieutenant Stone that the ship was his own again; but offered to take the gag out of his mouth and the irons off his wrists if he would consent to remain a prisoner in his berth, and make no attempt to regain possession of the ship.To this Lieutenant Stone consented, and dined at table every day under guard, while the crew were supplied with an ample allowance of bread, beef, and water. Four of their number, after some consideration, volunteered, rather than remain prisoners, to lend a hand in working the ship; but as they were landsmen, they were of no use aloft. It seems surprising that Captain Wilson should have trusted them; but undoubtedly his bravery must have inspired them with such awe that they dared not prove treacherous.But few days had passed after he had commenced his homeward passage, with his crew of six landsmen, than it came on to blow so hard that he had to close reef the topsails. Placing his cook and steward at the helm, he made the other men take reef tackles to the capstern, while he went alone aloft, lay out on the yard, passed the earings, and tied the reef-points, keeping an eye all the time at the helm, and directing his two faithful men by signs how to steer. The wind increased till it blew a heavy gale, and the sea getting up, the tiller by a sudden jerk was carried away. He now began for the first time, perhaps, to have fears that he might not after all make his passage; but undaunted, he set to work to repair the mischief as well as he was able. His strength and energies, as well as those of his brave companions, were tried to the utmost. They had both to navigate the ship, to watch the four men who had been liberated, and to feed and attend to their prisoners.Providence favoured them; the weather moderated, the wind was fair, and without accident Captain Wilson brought theEmily Saint Pierreinto the Mersey thirty days after he had retaken her, having accomplished a passage of nearly 3000 miles. As an act of individual courage, forethought, coolness, nerve, and the highest seaman-like qualities, the recapture of theEmily Saint Pierrestands unsurpassed by any performed by a sailor of any period, rank, or country.Captain Wilson received the welcome he so richly deserved on his arrival at Liverpool, from the mercantile as well as all other classes. The Council of the Mercantile Marine Service presented him with a gold medal, and silver medals with suitable inscriptions to the steward and cook; they also each of them received a purse with twenty guineas, and 170 merchants of Liverpool bestowed on Captain Wilson the sum of 2000 guineas; while numerous other presents were made by various companies, eager to show him in what high estimation his gallantry was held. His officers and crew who had been made prisoners by the Federals, on their arrival at Liverpool after their release, presented to him a valuable sextant, to show their sense of his kindness to them during the voyage from India, and of his noble conduct.
The recapture of theEmily Saint Pierrereminds us of the fighting days of the wars with France and America, when several similar events took place; but during the whole course of English naval history we find no deed more gallant or more worthy of record. TheEmily Saint Pierrewas a large Liverpool East Indian trader, commanded by Captain William Wilson. She left Calcutta on the 27th of November 1861, with orders to make the coast of South Carolina, to ascertain whether there was peace or war. If peace had been declared, Captain Wilson was to take a pilot and enter the port of Charleston; if there was a blockade, he was to proceed to Saint John’s, New Brunswick.
On the 8th of March 1862, he considered his vessel to be about twelve miles off the land, when a steamer was made out approaching. When the steamer, which proved to be a Federal vessel of war, theJames Adger, came within hail, theEmily Saint Pierrewas ordered to heave to, and was soon afterwards boarded by two boats, whose officers and crews took possession of her. Filling on the main-yard, they steered for the Federal squadron. Captain Wilson was now ordered into the boat, and carried on board the flagship, when he was informed by flag-officer Goldboursh that his vessel had saltpetre on board, and that consequently she was a lawful prize to the Federal Government, but that he might take a passage on board her to Philadelphia. He replied that his cargo was not saltpetre, that his ship was British property, and that he could not acknowledge her a lawful prize.
On returning to his ship in about an hour, he found that all his crew had been taken away except the cook and steward, and that a fresh ship’s company had been placed on board, consisting of Lieutenant Stone, a master’s mate, twelve men, and an engineer, a passenger, fifteen in all. Having weighed anchor, they proceeded to sea. Captain Wilson felt confident of the illegality of the capture, and that if he could regain possession of his ship, he was justified in making the attempt. He had studied the characters of his cook and steward, and knew that he could trust them. He waited his opportunity. There was, however, not much time to spare. The 21st of March arrived. The commanding officer, Lieutenant Stone, had the watch on deck. It was about half-past four, and still dark, when Captain Wilson called his steward and cook into his state-room, and told them that he was resolved to regain his ship or lose his life. He asked their assistance, which they at once promised to afford. He then gave them each a pair of irons, which he had secured, and a sheet, and told them to follow him, as the moment for action had arrived. The master’s mate was asleep in his berth. Captain Wilson opened the door, and walked in. After handing out his revolver and sword, he grasped the mate’s hands. In an instant the gag was in his mouth, and the irons were fixed. The brave captain, with his two followers, then went to the passenger’s cabin, and having taken the arms from his berth, secured him in the way they had the mate. The most difficult part of the undertaking was now to overcome the commanding officer, who, unsuspicious of danger, was walking the deck of his prize. However, retaining wonderful coolness, and undaunted by the hazard he ran, Captain Wilson went on deck, as if he had just turned out, and joined Lieutenant Stone in his walk, making some remarks as to the state of the weather. After walking for about ten minutes, he induced him to go down into the cabin to look at the chart which he had himself been examining, taking up on his way, as he followed, a belaying-pin. Now was the critical moment—the cook and steward stood in ambush behind the door. They reached the door of the after-cabin, where the chart was spread out, when, lifting up the belaying-pin, Captain Wilson told the lieutenant that if he moved he was a dead man, and that the ship should never go to Philadelphia; when the cook and steward, springing on him, had in a moment the irons on his wrists and the gag in his mouth, and he was pitched without ceremony into a cabin, and the door locked upon him. The crew had next to be mastered. Three were walking the deck, another was at the helm, and a fifth was on the look-out forward.
With truly wonderful nerve and command of voice, Captain Wilson called the three men aft, and pointing to the hatchway of the store-room, near the helm, told them that a coil of rope was wanted up. He then shoved off the hatch, and as he showed them the corner where it was, they all three jumped down. Quick as lightning he replaced the hatch, which his followers secured, while he warned the man at the helm that his life would pay the penalty if he moved or uttered a word. The look-out was then called aft, and being seized, was asked if he would assist in navigating the ship to a British port. On his declining to do so, he was handcuffed and secured in a cabin. Captain Wilson then called the watch, knowing well that they would not all come on deck together. He was consequently able to secure two before the suspicions of the rest were aroused. The third, however, drew his knife as the steward was about to seize him, when the latter shot him in the shoulder with his pistol, and he was seized. The remaining men, jumping on deck, were knocked over and secured.
Once more Captain Wilson had entire command of his ship, but with a crew of two men, neither of whom could even steer, nor were they accustomed to go aloft; while he had fifteen prisoners below, who would naturally lose no opportunity of retaking the ship. His greatest difficulties were only now beginning. What consciousness of his superlative seaman-like qualities, what perfect and just self-reliance he must have possessed, to have undertaken the task of navigating a ship completely across the Atlantic with such means at his disposal! Considerate and generous, as well as brave, as soon as he had shaped a course for England, he went below, and announced to Lieutenant Stone that the ship was his own again; but offered to take the gag out of his mouth and the irons off his wrists if he would consent to remain a prisoner in his berth, and make no attempt to regain possession of the ship.
To this Lieutenant Stone consented, and dined at table every day under guard, while the crew were supplied with an ample allowance of bread, beef, and water. Four of their number, after some consideration, volunteered, rather than remain prisoners, to lend a hand in working the ship; but as they were landsmen, they were of no use aloft. It seems surprising that Captain Wilson should have trusted them; but undoubtedly his bravery must have inspired them with such awe that they dared not prove treacherous.
But few days had passed after he had commenced his homeward passage, with his crew of six landsmen, than it came on to blow so hard that he had to close reef the topsails. Placing his cook and steward at the helm, he made the other men take reef tackles to the capstern, while he went alone aloft, lay out on the yard, passed the earings, and tied the reef-points, keeping an eye all the time at the helm, and directing his two faithful men by signs how to steer. The wind increased till it blew a heavy gale, and the sea getting up, the tiller by a sudden jerk was carried away. He now began for the first time, perhaps, to have fears that he might not after all make his passage; but undaunted, he set to work to repair the mischief as well as he was able. His strength and energies, as well as those of his brave companions, were tried to the utmost. They had both to navigate the ship, to watch the four men who had been liberated, and to feed and attend to their prisoners.
Providence favoured them; the weather moderated, the wind was fair, and without accident Captain Wilson brought theEmily Saint Pierreinto the Mersey thirty days after he had retaken her, having accomplished a passage of nearly 3000 miles. As an act of individual courage, forethought, coolness, nerve, and the highest seaman-like qualities, the recapture of theEmily Saint Pierrestands unsurpassed by any performed by a sailor of any period, rank, or country.
Captain Wilson received the welcome he so richly deserved on his arrival at Liverpool, from the mercantile as well as all other classes. The Council of the Mercantile Marine Service presented him with a gold medal, and silver medals with suitable inscriptions to the steward and cook; they also each of them received a purse with twenty guineas, and 170 merchants of Liverpool bestowed on Captain Wilson the sum of 2000 guineas; while numerous other presents were made by various companies, eager to show him in what high estimation his gallantry was held. His officers and crew who had been made prisoners by the Federals, on their arrival at Liverpool after their release, presented to him a valuable sextant, to show their sense of his kindness to them during the voyage from India, and of his noble conduct.
Chapter Fifteen.Arctic Exploring Expeditions.The North-West Passage.The discovery of a passage from the Atlantic to the Pacific Ocean has been the darling project of numberless Englishmen of science as well as navigators, from the time of Henry the Eighth down to the present day. A short account of the various expeditions, and of the adventures of the gallant men who have made the attempt, would alone fill a volume. By these expeditions, unsuccessful though they mostly were in accomplishing their object, the names of many of the bravest and best of England’s naval commanders have become immortalised. Well indeed may Englishmen be proud of men such as Ross, Parry, Clavering, Lyon, Beechey, and Franklin, and of others who have in still later days exhibited their dauntless courage and perseverance in the same cause—Collinson, McClure, McClintock, Sherard Osborn, Forsyth, and many more.Nowhere can all the noble qualities which adorn the British seaman be more fully called forth than during a voyage in the Arctic seas, and the detention to which he is subject for years together on its ice-bound shores. From the first entering these regions, dangers beset him. Suddenly he finds his vessel among immense fields of floating ice, through which he can with difficulty force a passage or escape shipwreck. Then, in the darkness of night, icebergs of vast height are seen close aboard, towering above the mast-heads, the sea dashing with fury round their bases, from which, should he not scrape clear, his destruction is certain. Sometimes, to prevent his vessel being drifted on icebergs, or the rocky shore, or fields of ice, to leeward, he secures her on the lee side of some large berg. The base of the mass beneath the water is continually melting; and, while he fancies himself secure, it decreases so much as to lose its balance, and its lofty summit bending down, it may overwhelm him in its ruins. Then, again, large masses become detached from its base, and, rising up violently from far down in the sea, strike the bottom of the vessel with terrific force, capable of driving in her planks and breaking her stout timbers. Often, also, he has to saw his way through sheets of ice, cutting out canals with untiring perseverance to gain a piece of clear water beyond. Sometimes his vessel is so tightly frozen within a field of ice that he has no power to extricate her; then the field, urged by the tides or wind, moves on at a rapid rate for hundreds of miles, till it encounters some other field or a projecting shore. Now commences a scene of horror which may well make the stoutest heart tremble. The field breaks into thousands of fragments; huge masses of many hundred tons weight, and larger than his ship, are thrown up, one on the other, rising almost as if they had life, till they tower far above the sides of his vessel, and appear ready every instant to crush her, as she lies helplessly among this icy mass of a seeming ruined world. Sometimes a huge lump, bigger than the ship herself, becomes attached to her bottom; and as the mass around her melts, it rises to the surface, and throws her on her beam-ends. Sometimes, as she is sailing in an open space, two fields suddenly close in on her. If her crew have time to cut a dock in the field nearest her, or find a bay ready formed, she may escape; if not, when the fields meet, her stout ribs are crushed in as if they were of wax, and the explorer is fortunate if he escapes to the ice with some of his boats and a few provisions and clothes before his vessel disappears, to encounter a voyage without shelter in that frigid region, till he falls in with some whale ship, or can gain its inhospitable shores. But suppose he escapes the dangers of the sea I have described, and many others, and takes shelter for the winter in some bay or gulf, ice-bound, he must remain during the winter without any communication with the rest of his fellow-creatures besides those who form his own adventurous band. The sun sinks below the horizon, and it is not seen again for months together; darkness is around him, and one dreary mass of snow covers the face of nature. The intense cold prevents him often from venturing beyond the shelter with which he has surrounded his vessel; or if he is tempted to do so, frost-bites may attack his hands and his feet, and deprive him of their use. Sometimes the Arctic explorer has had to journey for weeks together across the barren waste of ice or snow-covered ground, dragging his sledge after him, and sleeping night after night under the thin roof of a canvas tent; and, as summer draws on, often wet through from the melting snow, without an opportunity of drying his clothes. Seldom has he an abundance, and often he suffers from a scarcity, of provisions; while, if his strength fails him from illness or injury, he can scarcely hope to regain his ship alive. The first exploring expedition which was sent out during the reign of Queen Victoria was placed under the command of Sir George Back, in theTerror; but winter setting in early, his ship was caught by the ice, thrown on her beam-ends, and nearly destroyed. Though in a dreadfully shattered condition, she was providentially enabled to return home. It was not till the year 1845 that a new expedition by sea was determined on, and the command given, at his earnest request, to Sir John Franklin—an expedition over the fate of which for many long years hung a mysterious uncertainty, full of pain and anxiety. Notwithstanding the hazardous nature of the work in which they were to be engaged, numbers of officers and men eagerly pressed forward as volunteers to serve under the veteran Arctic explorer. The chief difficulty was in selecting the most fit among the many applicants, and happy did those consider themselves who were chosen.The following is a list of the officers who were finally appointed to the expedition:—“Erebus.”Captain, Sir John Franklin, KCH; Commander, James Fitzjames; Lieutenants, Graham Gore, Henry T. Le Vesconte, James William Fairholm; mates, Charles T. des Vaux, Robert O’Sargent; second master, Henry F. Collins; surgeon, Stephen Stanley; assistant surgeon, Harry D.S. Goodsir; paymaster and purser, Charles H. Osmer; master, James Reid, acting; fifty-eight petty officers, seamen, etcetera. Full complement, seventy.“Terror.”Captain, Francis R.M. Crozier; Lieutenants, Edward Little, George H. Hodgson, John Irving; mates, Frederick J. Hornby, Robert Thomas; ice-master, T. Blakey, acting; second master, G.A. Maclean; surgeon, John S. Peddie; assistant surgeon, Alexander McDonald; clerk in charge, Edwin G.H. Helpman; fifty-seven petty officers, seamen, etcetera. Full complement, sixty-eight; making in all one hundred and thirty-eight souls.The expedition sailed from England, May the 26th, 1845. They arrived at the Whalefish Islands, a group to the south of Disco, on the 4th of July. On the 26th they were seen moored to an iceberg, in 74 degrees 48 minutes north latitude, and 66 degrees 13 minutes west longitude, by a Hull whaler, thePrince of Wales, Captain Dannet. The ships had then on board provisions for three years, on full allowance, or even four, with the assistance of such game as they might expect to obtain. Everyone on board had resolved to persevere to the utmost in pushing their way through any channel which might offer a prospect of success towards the west; but the letters of Captain Fitzjames especially seemed to point clearly to Wellington Channel as the passage they would most probably first attempt. No news of the expedition having reached England up to the year 1847, some slight apprehensions began to be felt, though the general hope was that Sir John had pushed on perhaps into the Polar basin, and might make his appearance by way of Behring’s Straits. However, it was thought right in 1848 to despatch another expedition to search for the missing ships. Two vessels were commissioned for that purpose, and placed under the command of Sir James Ross, an officer who has been nearer the northern and southern poles than any other human being. The ships were not ready for sea till the 12th of June. They were fitted to contend with the dangers of the Polar seas in a way no former ships had been, and every means that could be devised for the comfort and convenience of their crews were liberally supplied; while the officers and men were influenced by an earnest zeal to discover their missing countrymen, and to rescue them from the forlorn condition in which it was too probable they were placed. Such have been the motives which have induced, year after year, numbers of other gallant officers and men to volunteer their services to encounter the terrific dangers and hardships of a Polar voyage to search for Sir John Franklin and his brave followers. Who also has not heard of the noble efforts and sacrifices the late Lady Franklin made to despatch expedition after expedition in search of her gallant husband? and with what untiring zeal, and deep, earnest devotion, she and his faithful niece laboured on, month after month, and year after year, with talents, mind, and all their best energies devoted to the cause? All honour be to those noble ladies, worthy to be loved and reverenced by all who love and respect the British navy, and admire the gallant spirit which imbues it.But to return to our narrative. Our space will not allow us to give more than a very brief sketch of the several searching expeditions which have been sent out, and the names of the ships and officers composing them.The first, then, was that under Captain Sir J. Ross, consisting of—“Enterprise,” 540 Tons.Captain, Sir James C. Ross; Lieutenants, R.J.L. McClure, F.L. McClintock, and W.H.J. Browne; master, W.S. Couldery, acting; surgeon, W. Robertson, acting; assistant surgeon, H. Matthais; second master, S. Court; clerk, Edward Whitehead. Total complement, sixty-eight.“Investigator,” 480 Tons.Captain, E.J. Bird; Lieutenants, M.G.H.W. Ross, Frederick Robinson, and J.J. Barnard; master, W. Tatham; surgeon, Robert Anderson; mates, L. John Moore and S.G. Cresswell; second master, John H. Allard; assistant surgeon, E. Adams; clerk in charge, J.D. Gilpin. Total complement, sixty-seven.The expedition left England on the 12th of June 1848, and reached Barrow’s Straits by the end of August. Sir James Ross then endeavoured to find a passage through Wellington Channel; but it was so completely blocked up with ice that he was compelled to give up the attempt that year as hopeless. The ice closing in on the ships at an unusually early period, after running great risk of being crushed, Sir James took refuge in Leopold Harbour for the winter. Hence several expeditions were sent out on foot. Sir James Ross and Lieutenant McClintock set out in May, with sledges, each accompanied by six men, and explored the whole of the north and west coasts of North Somerset; and, being absent thirty-nine days, returned to the ships on the 23rd of June. Meantime Lieutenant Barnard started for the northern shore of Barrow’s Straits, crossing the ice to Cape Hind. Lieutenant Browne visited the eastern shore of Regent Inlet, and Lieutenant Robinson the western shore, and reached several miles to the southward of Fury Beach. No traces were discovered, however, of Sir John Franklin, but every device that could be thought of was employed to let his party know of the position of the ships. At Fury Beach, Lieutenant Robinson discovered Sir John Ross’ house, and much of the provisions left there by theFuryin 1827 still remaining, and in excellent condition. On the 28th of August the vessels quitted Leopold Harbour, where, at Whaler Point, a large supply of provisions, fuel, and a steam-launch were left, in the hopes that some of Sir John’s party might visit the place. Again, from the 1st to the 25th of September, the vessels were so closely beset with ice, that it was feared they might be compelled to spend another winter in those regions, even should they escape being crushed to fragments. Happily they got clear, after drifting into Baffin’s Bay, and reached England in November.TheNorth Star, an old twenty-six-gun frigate, of 500 tons, had in the meantime, in the spring of 1849, been despatched with provisions for Sir James Ross, under command of Mr J. Saunders. Having got blocked in by the ice for sixty-two days, she was compelled to winter in Wolstenholme Sound, on the western coast of Greenland.Immediately on the return of theEnterpriseandInvestigatorthey were re-commissioned, and placed under the command of Captain B. Collinson, with directions to proceed to Behring’s Straits, to resume the search in that direction. HMSPlover, Commander Moore, was already there, employed in surveying the north-western coasts of the American continent.The following were the officers appointed to them:—“Enterprise.”Captain, R. Collinson; Lieutenants, G.A. Phayre, J.J. Barnard, and C.T. Jago; master, R.T.G. Legg; second master, Francis Skead; mate, M.T. Parks; surgeon, Robert Anderson; assistant surgeon, Edward Adams; clerk in charge, Edward Whitehead. Total complement, sixty-six.“Investigator.”Commander, B.J. McClure; Lieutenants, W.H. Haswell and S.G. Cresswell; mates, H.H. Saintsbury and R.J. Wyniatt; second master, Stephen Court; surgeon, Alexander Armstrong, MD; assistant surgeon, Henry Piers; clerk in charge, Joseph C. Paine. Total complement, sixty-six.Mr Miertsching, a Moravian missionary, who had spent five years on the coast of Labrador, was appointed to theEnterpriseas interpreter. The vessels sailed from Plymouth on the 20th of January 1850, and reached the Sandwich Islands on the 29th of June. Meantime theHerald, Captain Kellet, had been ordered up from Oahu to Behring’s Straits, to assist in the search. At Petropaulski she met the Royal Thames Yacht Club schoonerMary Dawson, owned by Mr Shedden, who had come along the Chinese coast to Behring’s Straits, also in search of Sir John Franklin. After exploring for some time in company, they were compelled by the ice to leave the Straits; but thePloverwintered there, while Lieutenant Pullen led a boat expedition of a most arduous nature along the northern shores of America, towards the Hudson’s Bay establishment on the Mackenzie River. Sir John Richardson also led a land party from the south to the Polar seas, but was compelled to return without discovering any trace of the expedition.In 1846, also, the Hudson’s Bay Company sent out an expedition, commanded by Dr John Rae, to survey the unexplored portion of the American continent, between the farther point reached by Dease and Simpson and the strait of the Fury and Hecla.In the year 1850 several expeditions were sent out. The first consisted of HMSResoluteandAssistance, Captain Ommaney, with the screw-steamersPioneer, Lieutenant Osborn, andIntrepid, Lieutenant Cator, as tenders, under the command of Captain Horatio T. Austin, in theResolute. Their chief aim was to visit Melville Island, and to explore the shores of Wellington Channel, and the coast about Cape Walker. The ships were provisioned for three years, and a transport completed their supply at Whalefish Islands.No expedition ever left England with a greater prospect of success, all engaged in it being enthusiastically resolved to use every exertion to advance the noble cause.The ships were commissioned on the 28th of February 1850, and left England the 3rd of May. On the 16th of June they arrived at the Whalefish Islands, where they received the remainder of their supply of provisions from the transport.At the same time that Captain Austin’s expedition was fitting out, another was arranged and placed under the command of Mr William Penny, an experienced whaling captain of Dundee, to act in concert with it. Mr Penny, by the directions of the Admiralty, proceeded to Aberdeen and Dundee, where he purchased two new clipper-built vessels, which were named theLady FranklinandSophia; the first in compliment to Sir John’s devoted wife, the latter to his admirable niece. These vessels were placed under Mr Penny’s command, with separate instructions direct from the Admiralty. The ships showed during the voyage the good judgment employed by Mr Penny in their selection, and the men acquitted themselves throughout the enterprise in a way to justify the praise bestowed on them by their associates in the ships-of-war. Mr Penny had been employed in the Arctic seas since he was twelve years old, and had commanded a whaling ship for sixteen years.The ships left Aberdeen on the 13th of April, but did not fall in with Captain Austin’s squadron till the 28th of June, off Berry Island, on the west coast of Greenland.About the same time that the above-named ships left England, three other expeditions were despatched; one in thePrince Albert, under Commander Forsyth, chiefly at Lady Franklin’s expense. She had a crew of twenty men. Her mates were W. Kay and W. Wilson, and Mr W.P. Snow acted as clerk. She sailed from Aberdeen on the 5th of June, and was thus the last vessel which left England that year. Another in theFelixyacht, with a tender—theMary—under the veteran Captain Sir John Ross, at his own charge. The Americans likewise showed a generous sympathy in the fate of the missing expedition, and sent out one to aid in the search, under Lieutenant de Haven, in the U.S. brigAdvance, and the U.S. vesselRescue, commanded by Mr S.P. Griffen.These various expeditions were to examine the different channels up which it was supposed Sir John Franklin might have endeavoured to work his way. The result of their examinations proved beyond almost all doubt that he proceeded up Wellington Channel.Without following the ships step by step through their laborious progress across Baffin’s Bay, down Lancaster Sound and Barrow’s Straits, we will carry them at once to Beechey Island, which lies at the south-eastern extremity of Wellington Channel, just at its entrance into Barrow’s Straits. Here, on the 27th of August, Mr Penny discovered undoubted traces of Sir John Franklin. Here, accordingly, the ships assembled to prosecute the examination. Dr Sutherland, who went out in theLady Franklin, gives the following account of the interesting event:—“Traces,” he observes, “were found to a great extent of the missing ships: tin canisters in hundreds, pieces of cloth, rope, wood—in large fragments and in chips; iron in numerous fragments, where the anvil had stood, and the block which supported it; paper, both written and printed, with the dates 1844 and 1845; sledge marks in abundance; depressions in the gravel, resembling wells which they had been digging; and the graves of three men who had died on board the missing ships in January and April 1846. One of the shore party was despatched with this intelligence to Mr Penny, who immediately came on shore, accompanied by Sir John Ross, Commander Phillips of theFelix, Sir John’s vessel, Commander De Haven and Lieutenant Griffiths of the American expedition, which had joined our ships in Barrow’s Straits, and other officers. There were unequivocal proofs that the missing ships had spent their first winter in the immediate vicinity of Beechey Island. A finger-post was picked up, which we at once supposed had been made use of to direct parties to the ships during winter, if they should happen to have lost their way in a snowstorm. Captain Parry adopted the same precautions around his winter quarters at Melville Island; and it is not improbable some of the posts may be found, after a lapse of thirty years. Our ideas were, that the ships had wintered in a deep bay between Beechey Island and Cape Riley, which we called Erebus and Terror Bay.“Immediately adjacent to the supposed position of the ships, we found the site of a large storehouse and workshop, and smaller sites, which were supposed to have been observatories and other temporary erections. Meat-tins to the amount of 600 or 700, and a great number of coal-bags, one of which was marked ‘T-e-r-r-o-r,’ were found.But there were no papers found anywhere that had been left by the missing ships.”This station, in the opinion of Captain Penny, was occupied by Sir John Franklin’s party until the 3rd of April 1846, if not longer, as a look-out up Wellington Channel, to watch the first opening of that icy barrier which seems so frequently to block it up.No record, however, was left to show in what direction the bold explorers had proceeded. With deep regret, therefore, that no further information could be gained, the various vessels continued the search. Captain Forsyth had, however, before this returned in thePrince Albertto England, with news of an interesting discovery made by Captain Ommaney, of some articles left by Sir John Franklin on Cape Riley. He reached Aberdeen on the 22nd of October, having been absent somewhat less than four months.Early the next year thePrince Albertwas again despatched, under the command of Mr Kennedy, an old Arctic explorer; but he was unable to effect more than to prove where Sir John Franklin and his followers were not.Captain Austin’s ships were constantly placed in great peril as they proceeded on their voyage. “TheAssistancewas hemmed in by the ice in the centre of Wellington Channel, and was in such imminent danger of being crushed to pieces, that every preparation was made to desert her,” writes an officer belonging to her. “Each person on board was appointed to a particular boat, provisions were got on deck, and every two men were allowed one bag between them for spare clothes, attached to lines which were passed through the upper deck, ready to be pulled up at any moment. One day the vessel was raised six feet out of the water by the pressure of the ice; and it became so probable that she would fall on her broadside, that the men were employed with shovels and pickaxes in smoothing a place on the ice for her to lie upon.” Again, on the 6th, a large floe came down upon them with great violence, and, pressing the vessel against the land ice, lifted her several feet out of the water. Everyone rushed on deck, with the exception of the carpenter, who coolly sounded the well to ascertain the depth of water in the hold. For some hours the ship was in danger of being driven on shore; the ice continued to grind and pile up round her, while all the ice-anchors were laid out, one of which was wrenched in two by the tremendous strain, and thrown high up into the air. The wind, however, providentially changed, the ice slackened, and they were safe. At length, while Captain Austin’s squadron were secured for the winter in a field of ice between Cornwallis and Griffiths Islands, Mr Penny and Sir John Ross reached Assistance Harbour, where they wintered. A variety of means were taken to amuse the crews during the depth of winter; and, as soon as spring began, exploring parties went out in every direction. We cannot trace the progress of the several parties in boats and sledges. Their persevering struggles serve to prove the existence, at all events, if that were required, of the heroic endurance of hardships, the indomitable courage, the invariable cheerfulness under the most depressing trials, and the unconquerable ardour, in spite of every obstacle, characteristic of British seamen. About 2000 miles altogether were traversed by the different parties. Mr Penny made every effort to ascend Wellington Channel; but his success was trifling compared to his unwearied endeavours. When his sledge was stopped by open water, and after incredible labours a boat was brought to the spot, thick-ribbed ice had collected to impede its progress. All the efforts of the heroic explorers were in vain. Lieutenant De Haven’s ships returned to the United States, after enduring many hardships; and Captain Austin, Sir John Ross, and Mr Penny came back to England in the autumn of 1851.Another year, however, was not allowed to pass before a further expedition was entrusted to the command of a talented officer, Sir Edward Belcher. TheAssistanceandResolutewere again commissioned, and, with thePioneerandIntrepidscrew-steamers, were placed under his orders, many of the officers who before accompanied Captain Austin volunteering their services. Captain Kellet, who had returned home in theHerald, was appointed to command theResolute.They proceeded early in the spring for Wellington Channel, and, favoured by an open season, part of the squadron entered that mysterious inlet, with a favourable breeze, in high health, and with buoyant hopes that they were about to carry succour to their long-lost countrymen—how soon, like those of many others, to meet with disappointment! Up that very channel, it has since been ascertained, the expedition under Sir John Franklin had gone, but had been compelled, as those in search of it soon were, to return southward.In the meantime, Commander Inglefield, who had first gone out in theIsabel, commissioned thePhoenixsteam-sloop, with theLady Franklinas a sailing-tender, and proceeded to Baffin’s Bay. Mr Kennedy again went out in theIsabel, and the Americans sent forth the well-known expedition under Dr Kane, whose narrative must be read with the deepest interest by all, and his early death, the result of the hardships he endured on that occasion, sincerely deplored.While Sir Edward Belcher in theAssistance, accompanied by thePioneer, proceeded up Wellington Channel, Captain Kellet in theResolute, accompanied by theIntrepid, leaving theNorth Starwith stores at Beechey Island, continued his voyage to Melville Island, which he reached after encountering many dangers, and where he was frozen up at Bridport Inlet, on the 11th of September 1852.We before narrated how theEnterpriseandInvestigatorleft England in January 1850, and, proceeding round Cape Horn, the latter reached the Sandwich Islands in June, and sailed again for Behring’s Straits the day before the arrival of her consort. TheInvestigatorhad a remarkably quick passage to Behring’s Straits; and after communicating with theHerald, Captain Kellet, off Cape Lisbourne, and exchanging signals with thePlover, which vessel wintered in those seas, she pursued her course easterly along the north coast of North America, and passed Point Barrow under press of sail on the 5th of August. Thus it will be seen that several ships as well as land parties were engaged in the search for the long-lost crews of theErebusandTerrorat the same time—from the east and west as well as from the south.Since the 5th of August 1850, no tidings had been received of Captain McClure and theInvestigator, till the time that Captain Kellet, who last saw him in the west, had once more made his way into the Arctic Ocean from the east, and was now commencing his long winter imprisonment at Bridport Inlet, Melville Island, in September 1852. The only time that exploring parties can travel is during daylight in the early autumn or in the spring. The spring is most fitted for crossing the Frozen Sea, before the ice breaks up and the cold has become less intense. In the autumn of 1852, Lieutenant Median, of theResolute, was despatched by Captain Kellet to explore the coast of Melville Island to the west, and to form depots of provisions, as were other parties in different directions. On his return, passing through Winter Harbour, in Melville Island, at no great distance to the west of Bridport Inlet, what was his surprise and satisfaction to find in a cairn, a record, with a chart of his discoveries, left by Captain McClure on the previous May, stating that he should probably be found in Mercy Harbour, Banks’ Land, unless he should be able to push on through Barrow’s Straits, which it seemed very unlikely that he could have done. This was the first evidence to the new explorers of the actual existence of a continuous channel from the Atlantic to the Pacific—that there exists a North-West Passage.Most tantalising was it, however, to them to know that at that season they could not possibly venture across to meet their countrymen. Indeed, the gallant McClure expressly forbade them in the document they had discovered. “Any attempt to send succour will only increase the evil,” were his words. The winter passed rapidly away, but it was not till March that Captain Kellet considered it prudent to send an expedition across the Straits to where he supposed theInvestigatorwas to be found.We will now trace the progress of theInvestigator, from the time she was last seen passing Point Barrow under a press of sail.She made the ice on the 2nd of August, and, more than once being nearly caught by it, she reached Cape Bathurst by the 30th. Rounding it, she stood east and north, passing the south of Baring Island, which was called Cape Nelson. She then reached a channel with Baring Island on the west, and another land on the east, to which the name of Prince Albert’s Land was given, when, on the 30th of September, she was fairly frozen in. Prince Albert’s Land was taken possession of on the 8th of October, in the name of Her Most Gracious Majesty, by Captain McClure, with a party of officers and men, who landed, and planted a staff with a flag to it on the shore. On their return to the ship, they found that the land and sea ice had separated, and they were alarmed with the prospect of having to remain on shore during the whole of an Arctic autumn night. Happily, their signals were at last seen, and a party, with two of Halkett’s inflatable boats, was sent to their assistance. In consequence of the excessive roughness of the ice, no other boat could have been got across. “By these means a large party were relieved, who were without tents, clothing, fuel, provisions, or in any way provided to withstand the severities of a Polar night, with the thermometer eight degreesminus.” We take the opportunity of advising that all vessels should be provided with one or more of these admirable contrivances. They may be of any size, from that in which one man alone can sit, to one capable of carrying fifty people. One might always be kept on deck, which could be launched in a moment should a man fall overboard. By this means numberless lives might be saved.Captain McClure, feeling assured that the ship was immovably fixed for the winter, started with a sledge party on the 21st, to proceed to the north-east, in the hopes of discovering Barrow’s Straits; and, after travelling for upwards of seventy miles, they had the intense gratification, on the 26th of October, of pitching their tents on its shores. The next morning, before sunrise, he and Mr Court ascended a hill, 600 feet in height, whence they could command a view of forty or fifty miles over the Straits, though the opposite shore of Melville Island could not be discerned. They found, however, by their observations, that Sir Edward Parry had very correctly marked the loom of the land on which they stood; and that thus the long-vexed question was solved, and that, whatever others might have done, or might be doing, they had, at all events, found a watery way from the Pacific to the Atlantic Oceans.They reached the ship again on the 31st, narrowly escaping destruction in a fog, when Captain McClure had to wander about during a whole night on a floe, with the thermometer from five to fifteen degrees below zero. And now the first winter of theInvestigatorwas commenced in those ice-bound regions. By the middle of April, expeditions were sent out in all directions, and depots of provisions established for the relief of the long-lost companions of Sir John Franklin.Both sides of the Prince of Wales’ Straits were thoroughly explored, as was Baring Island and Prince Albert’s Land as far as its southern shore, known as Wollaston Land,—a continuous coast-line being thus laid down along the whole southern shore of Barrow’s Straits, and that of the north shore of the American continent, united with the discoveries of previous explorers. This, it will be remembered, was the winter of 1850-51.When the short summer once more returned, Captain McClure made every endeavour to get the ship to the north-east, through the Prince of Wales’ Straits into Barrow’s Straits, but in vain. So closely was the ice packed at the north-east end, that, after running great hazard of shipwreck, he was compelled to give up the attempt on the 16th of July, when only twenty-five miles distant from Barrow’s Straits, and bearing up, he ran to the south and west round Baring Island. The voyage off the west coast of that large island was full of danger, the ship frequently narrowly escaping being cast away, till at length, with a fair breeze, she entered Banks’ Straits, which, leading into Melville Sound, may be looked upon as the western end of Barrow’s Straits. They were but some eighty miles distant from Barrow’s Straits, with every prospect of gaining them, and being able the following season to return home, when a heavy barrier of ice rose before them to intercept their progress. Backward they were driven into a deep bay, to which the name of the Bay of Mercy was given, as an acknowledgment of the merciful way in which they had been preserved from so many dangers. They had actually been only five days under weigh after leaving their winter quarters in Prince of Wales’ Straits.As in the previous season, their time was fully occupied in making exploring expeditions in all directions, and in shooting excursions. With the exception of about three weeks in January, when it was too dark to shoot, enough game was killed to enable them to enjoy a meal of fresh meat three days in the fortnight.On the 11th of April, Captain McClure, with Mr Court, second master, and a sledge party, started to cross the ice on sledges, to visit Winter Harbour, in Melville Island. Soon after leaving the ship a thick fog came on, and continued for several days, so that their destination was not reached till the 28th.We must picture to ourselves the sort of work these brave men had to go through, to do full justice to their perseverance and courage,—day after day travelling on, dragging their sledges across the frozen strait, often in the face of biting winds, encamping night after night with simply a tent to shelter them and a spirit-lamp only with which to cook their food or to afford them warmth. Yet thus, during that eventful period in the history of Arctic discovery, were many hundred British seamen employed in different portions of the icy ocean, all nobly engaged in the search for their lost countrymen and brother sailors. Not only for month after month, but year after year,—the only interruption being the dark, long night of mid-winter, and the brief period of summer navigation,—when, amid icebergs and ice-fields, whirled here and there, tossed by storms, and urged impetuously on by currents, they forced their way onward, in the hope of gaining the open ocean in another hemisphere.At Winter Harbour Captain McClure found a large fragment of sandstone, with this inscription—“His Britannic Majesty’s shipsHeclaandGriper, Commanders Parry and Lyddon, wintered in the adjacent harbour during the winter of 1819-20.A. Fisher, sculpsit.” Lieutenant McClintock had left a notice of his visit on the previous year on the same fragment, and protected it by a large cairn. In this cairn Captain McClure now deposited his own despatches, giving a plan of the way he intended to proceed under the various circumstances which might occur. One portion especially is worthy of notice.After stating his intention of visiting Port Leopold, in Barrow’s Straits, and of leaving there information of the route he purposed to pursue, he says: “Should no intimation be found of our having been there, it may be at once surmised that some fatal catastrophe has happened, either from being carried into the Polar Sea, or smashed in Barrow’s Straits, and no survivors left. If such should be the case, it will then be quite unnecessary to penetrate farther to the westward to our relief, as, by the period that any vessel could reach that port, we must, from want of provisions, all have perished; in such case I would submit that the officer may be directed to return, and by no means incur the danger of losing other lives in quest of those who will then be no more.” Admirable indeed is the calm courage with which he contemplated that fearful contingency which we now know too well overtook the expedition of which he was in quest, and his generous anxiety that no more valuable lives should be sacrificed in searching for him. Accomplishing in ten days what occupied eighteen upon the outward trip, the party reached the ship on the 9th of May. Summer was approaching. Some deer and musk oxen were shot. By the 10th of August the frozen-up mariners began to entertain the joyful hopes of being liberated. Lanes of water were observed to seaward, and along the cliffs of Banks’ Land there was a clear space of six miles in width extending along them as far as the eye could reach; and on the 12th the wind, which had been for some time from the northward, veered to the south, which had the effect of separating the ice from that of the bay entirely across the entrance. Every moment they were in expectation of their release, and then a few days’ sail would carry them into Barrow’s Straits, and perhaps into Baffin’s Bay itself. Shortly, however, the wind changed to the northward, the ice again closed: in vain they waited for it to open.On the 20th the temperature fell to 27 degrees, and the entire bay was frozen over. The ice never again opened, and the usual preparations were made for passing a third winter in those Arctic seas. It is wonderful to observe how officers and men kept up their spirits, and how cheerfully they bore their trials and privations. They had for a year been placed on two-thirds allowance of provisions; the consumption was still further decreased, to enable them to exist another eighteen months. The winter was severe, but passed away without sickness; and now Captain McClure informed his crew that it was his purpose to send a portion home in a boat by Baffin’s Bay. The intended travellers were put on full allowance, and all preparations were made for their starting on the 15th of April.One day towards the end of March, Captain McClure and his first lieutenant were taking their daily exercise on the floe near the ship, when they saw running towards them a person whom they supposed to be one of their own men chased by a bear. They hurried on, when, to their surprise, they discovered that he was a stranger, his face so blackened by the smoke from the oil-lamp that his features could not be recognised. “Who are you? Where are you come from?”“Lieutenant Pim—Herald—Captain Kellet,” was the answer. Wonderful indeed it seemed; for Lieutenant Pim was the last person with whom the captain of theInvestigatorhad shaken hands in Behring’s Straits. It was some time before Lieutenant Pim could find words to express himself, when he announced that he was ahead of his party, who had crossed from the winter quarters of theResolutein Bridport Inlet, Melville Island. Captain McClure then set out with a party of officers and men to visit theResolute, which ship was reached on the 19th of April 1853, after traversing a distance of 170 miles.Great was the satisfaction of the two gallant captains at thus again meeting. It was finally resolved that a portion of the crews of both ships should be sent home, while the remainder should stay in the hopes of extricating them during the coming summer. As, however, many of theInvestigator’screw were suffering from scurvy, only a small number were able to continue the journey westward, under command of Lieutenant Cresswell and Lieutenant Wynniett.On the 2nd of June they arrived on board theNorth Star, Captain Pullen, at Beechey Island. The distance was 300 miles, and it had taken them four weeks to perform the journey.On the 8th of August thePhoenixscrew-steamer, Captain Inglefield, arrived. At that time Captain Pullen had been away a month up Wellington Channel, to communicate with Sir Edward Belcher. By the time he returned, the season had so much advanced, that it was decided to send back thePhoenixwith Lieutenant Cresswell and his party. On the 4th of October they landed at Thurso, and on the 7th of October arrived at the Admiralty, with the announcement of the safety of theInvestigator, and the tidings that the geographical question of the existence of the long-sought-for North-West Passage had been satisfactorily solved.We must now turn briefly to narrate the fate of the numerous exploring vessels left in the Arctic regions at the setting in of the winter of 1853-54.Before we do so, we must, however, give a brief account of the progress made by the persevering and brave Captain Collinson.When, in 1850, Captain McClure succeeded in reaching the ice through Behring’s Straits, theEnterprise, from having been somewhat longer on her voyage, was not so fortunate, and was compelled to winter in Port Clarence. Hence theEnterpriseagain sailed on the 10th of July 1851, to push her way eastward along the American coast, visiting the islands which form the northern shore of the channel. Here he found several depots and marks left by Captain McClure in the spring or in the previous autumn. TheEnterprisefinally was frozen in, in a sheltered harbour in Prince Albert’s Land, near the entrance of Prince of Wales’ Straits.Several long and hazardous expeditions were performed on foot with sledges during the spring of 1852, both north and east, being out between forty and fifty days. Again putting to sea, theEnterprisepassed through Dolphin and Union Straits and Dean’s Straits eastward. By the 26th of September theEnterprisereached Cambridge Bay, when she was again frozen in, to pass her third winter in the ice—one of the most severe ever experienced in those regions. During the next spring, that of 1853, Captain Collinson, with his Lieutenants Jago, Parkes, and other officers, were employed in pushing on their laborious explorations in the direction where they hoped some traces of their long-lost countrymen might be found. In latitude 70 degrees 3 minutes north and longitude 101 degrees west they fell in with a cairn erected by Dr Rae, from which they obtained the first intimation that any parties had preceded them in the search, and their observations tended to corroborate his, namely, that the ice,except in extraordinary seasons, does not leave the east coast of Victoria Land.Little did Captain Collinson know that from the shore on which he stood, as he looked eastward, he gazed on the very ice-field in which theErebusandTerrorhad been beset, and that amid it, not many miles distant, the brave, the noble Franklin had breathed his last—that it was during an extraordinary season the two exploring ships had entered the icy snare, from which they were never to be released.But we are anticipating the events of our deeply interesting and melancholy history.Captain Collinson and his companions reached their ship on the 31st of May, after an absence of forty-nine days. It will be thus seen, that in justice the honour should be awarded to Captain Collinson and his followers, equally with Captain McClure and his, of having discovered the North-West Passage. Indeed, it is believed that it is only by the way he came, if any passage is practicable, that a ship could get round from the east to the west.On the 10th August theEnterpriseonce more put to sea, steering westward. The Straits were found free of ice till they were abreast of the mouth of the Coppermine River, where they were detained till the 23rd. They passed Cape Bathurst on the 31st, again encountering ice; Herschel Island on the 5th of September; and, after overcoming various obstacles, were finally fixed for the winter on the west side of Camden Bay.The season passed mildly away. In the spring more expeditions were made, and visits received from the Esquimaux. The ship was not free till the 20th of July. She reached Port Clarence on the 21st of August; and at length Captain Collinson was able to send home despatches announcing the safety of his ship, officers, and crew.We are inclined to consider Captain Collinson’s voyage, with the light of the information subsequently given us, not only as the most remarkable of all the Arctic voyages, but as guided by the greatest wisdom, and executed with a courage, forethought, and perseverance unsurpassed. He may well claim the honour of being “the first navigator who took a ship of 530 tons through the narrow Dolphin and Union Straits and Dease’s Strait, ice-strewn and rocky as they are, in safety to Cambridge Bay (105 degrees west), preserved his men in health through three winters, and finally brought them home in health and his ship in safety.”We must now return to Sir Edward Belcher’s expedition. The greatest service it rendered was through Captain Kellet, by whose means the brave Captain McClure and his crew were rescued from their perilous position. We left theResoluteandIntrepidon the northern side of the Strait, frozen up in Bridport Inlet, in the spring of 1853. Although a northern gale drove them to sea during the summer, when they drifted about for eighty-seven days helplessly in the pack till off Cape Cockburn, on the 12th of November they were again frozen in; and theInvestigator, also remaining fixed, was abandoned, the officers and crew spending the winter on board theResolute. TheAssistanceandPioneerbeing likewise frozen in, Captain Kellet received orders from Sir Edward Belcher to abandon his part of the squadron; and on the 26th of August the two last-named ships were also abandoned, the officers and crews arriving safely on board theNorth Staron the following day at Beechey Island. Fortunately the next day theNorth Starmet thePhoenixandTalbot, when all the ships returned to England.All due praise must be awarded to the gallant officers and men of the expedition, who exerted themselves heroically in the great cause they had undertaken. An Arctic passage was discovered; McClure and his followers performed iton the ice, probably the only way in which it ever will be performed; but the most important Arctic mystery was still unsolved—the fate of Franklin remained undiscovered. It was only known where he was not. As if to teach all those engaged in that well-arranged, powerful expedition a lesson of humility, the discovery was reserved for others with far humbler means at their disposal.
The discovery of a passage from the Atlantic to the Pacific Ocean has been the darling project of numberless Englishmen of science as well as navigators, from the time of Henry the Eighth down to the present day. A short account of the various expeditions, and of the adventures of the gallant men who have made the attempt, would alone fill a volume. By these expeditions, unsuccessful though they mostly were in accomplishing their object, the names of many of the bravest and best of England’s naval commanders have become immortalised. Well indeed may Englishmen be proud of men such as Ross, Parry, Clavering, Lyon, Beechey, and Franklin, and of others who have in still later days exhibited their dauntless courage and perseverance in the same cause—Collinson, McClure, McClintock, Sherard Osborn, Forsyth, and many more.
Nowhere can all the noble qualities which adorn the British seaman be more fully called forth than during a voyage in the Arctic seas, and the detention to which he is subject for years together on its ice-bound shores. From the first entering these regions, dangers beset him. Suddenly he finds his vessel among immense fields of floating ice, through which he can with difficulty force a passage or escape shipwreck. Then, in the darkness of night, icebergs of vast height are seen close aboard, towering above the mast-heads, the sea dashing with fury round their bases, from which, should he not scrape clear, his destruction is certain. Sometimes, to prevent his vessel being drifted on icebergs, or the rocky shore, or fields of ice, to leeward, he secures her on the lee side of some large berg. The base of the mass beneath the water is continually melting; and, while he fancies himself secure, it decreases so much as to lose its balance, and its lofty summit bending down, it may overwhelm him in its ruins. Then, again, large masses become detached from its base, and, rising up violently from far down in the sea, strike the bottom of the vessel with terrific force, capable of driving in her planks and breaking her stout timbers. Often, also, he has to saw his way through sheets of ice, cutting out canals with untiring perseverance to gain a piece of clear water beyond. Sometimes his vessel is so tightly frozen within a field of ice that he has no power to extricate her; then the field, urged by the tides or wind, moves on at a rapid rate for hundreds of miles, till it encounters some other field or a projecting shore. Now commences a scene of horror which may well make the stoutest heart tremble. The field breaks into thousands of fragments; huge masses of many hundred tons weight, and larger than his ship, are thrown up, one on the other, rising almost as if they had life, till they tower far above the sides of his vessel, and appear ready every instant to crush her, as she lies helplessly among this icy mass of a seeming ruined world. Sometimes a huge lump, bigger than the ship herself, becomes attached to her bottom; and as the mass around her melts, it rises to the surface, and throws her on her beam-ends. Sometimes, as she is sailing in an open space, two fields suddenly close in on her. If her crew have time to cut a dock in the field nearest her, or find a bay ready formed, she may escape; if not, when the fields meet, her stout ribs are crushed in as if they were of wax, and the explorer is fortunate if he escapes to the ice with some of his boats and a few provisions and clothes before his vessel disappears, to encounter a voyage without shelter in that frigid region, till he falls in with some whale ship, or can gain its inhospitable shores. But suppose he escapes the dangers of the sea I have described, and many others, and takes shelter for the winter in some bay or gulf, ice-bound, he must remain during the winter without any communication with the rest of his fellow-creatures besides those who form his own adventurous band. The sun sinks below the horizon, and it is not seen again for months together; darkness is around him, and one dreary mass of snow covers the face of nature. The intense cold prevents him often from venturing beyond the shelter with which he has surrounded his vessel; or if he is tempted to do so, frost-bites may attack his hands and his feet, and deprive him of their use. Sometimes the Arctic explorer has had to journey for weeks together across the barren waste of ice or snow-covered ground, dragging his sledge after him, and sleeping night after night under the thin roof of a canvas tent; and, as summer draws on, often wet through from the melting snow, without an opportunity of drying his clothes. Seldom has he an abundance, and often he suffers from a scarcity, of provisions; while, if his strength fails him from illness or injury, he can scarcely hope to regain his ship alive. The first exploring expedition which was sent out during the reign of Queen Victoria was placed under the command of Sir George Back, in theTerror; but winter setting in early, his ship was caught by the ice, thrown on her beam-ends, and nearly destroyed. Though in a dreadfully shattered condition, she was providentially enabled to return home. It was not till the year 1845 that a new expedition by sea was determined on, and the command given, at his earnest request, to Sir John Franklin—an expedition over the fate of which for many long years hung a mysterious uncertainty, full of pain and anxiety. Notwithstanding the hazardous nature of the work in which they were to be engaged, numbers of officers and men eagerly pressed forward as volunteers to serve under the veteran Arctic explorer. The chief difficulty was in selecting the most fit among the many applicants, and happy did those consider themselves who were chosen.
The following is a list of the officers who were finally appointed to the expedition:—
“Erebus.”
Captain, Sir John Franklin, KCH; Commander, James Fitzjames; Lieutenants, Graham Gore, Henry T. Le Vesconte, James William Fairholm; mates, Charles T. des Vaux, Robert O’Sargent; second master, Henry F. Collins; surgeon, Stephen Stanley; assistant surgeon, Harry D.S. Goodsir; paymaster and purser, Charles H. Osmer; master, James Reid, acting; fifty-eight petty officers, seamen, etcetera. Full complement, seventy.
“Terror.”
Captain, Francis R.M. Crozier; Lieutenants, Edward Little, George H. Hodgson, John Irving; mates, Frederick J. Hornby, Robert Thomas; ice-master, T. Blakey, acting; second master, G.A. Maclean; surgeon, John S. Peddie; assistant surgeon, Alexander McDonald; clerk in charge, Edwin G.H. Helpman; fifty-seven petty officers, seamen, etcetera. Full complement, sixty-eight; making in all one hundred and thirty-eight souls.
The expedition sailed from England, May the 26th, 1845. They arrived at the Whalefish Islands, a group to the south of Disco, on the 4th of July. On the 26th they were seen moored to an iceberg, in 74 degrees 48 minutes north latitude, and 66 degrees 13 minutes west longitude, by a Hull whaler, thePrince of Wales, Captain Dannet. The ships had then on board provisions for three years, on full allowance, or even four, with the assistance of such game as they might expect to obtain. Everyone on board had resolved to persevere to the utmost in pushing their way through any channel which might offer a prospect of success towards the west; but the letters of Captain Fitzjames especially seemed to point clearly to Wellington Channel as the passage they would most probably first attempt. No news of the expedition having reached England up to the year 1847, some slight apprehensions began to be felt, though the general hope was that Sir John had pushed on perhaps into the Polar basin, and might make his appearance by way of Behring’s Straits. However, it was thought right in 1848 to despatch another expedition to search for the missing ships. Two vessels were commissioned for that purpose, and placed under the command of Sir James Ross, an officer who has been nearer the northern and southern poles than any other human being. The ships were not ready for sea till the 12th of June. They were fitted to contend with the dangers of the Polar seas in a way no former ships had been, and every means that could be devised for the comfort and convenience of their crews were liberally supplied; while the officers and men were influenced by an earnest zeal to discover their missing countrymen, and to rescue them from the forlorn condition in which it was too probable they were placed. Such have been the motives which have induced, year after year, numbers of other gallant officers and men to volunteer their services to encounter the terrific dangers and hardships of a Polar voyage to search for Sir John Franklin and his brave followers. Who also has not heard of the noble efforts and sacrifices the late Lady Franklin made to despatch expedition after expedition in search of her gallant husband? and with what untiring zeal, and deep, earnest devotion, she and his faithful niece laboured on, month after month, and year after year, with talents, mind, and all their best energies devoted to the cause? All honour be to those noble ladies, worthy to be loved and reverenced by all who love and respect the British navy, and admire the gallant spirit which imbues it.
But to return to our narrative. Our space will not allow us to give more than a very brief sketch of the several searching expeditions which have been sent out, and the names of the ships and officers composing them.
The first, then, was that under Captain Sir J. Ross, consisting of—
“Enterprise,” 540 Tons.
Captain, Sir James C. Ross; Lieutenants, R.J.L. McClure, F.L. McClintock, and W.H.J. Browne; master, W.S. Couldery, acting; surgeon, W. Robertson, acting; assistant surgeon, H. Matthais; second master, S. Court; clerk, Edward Whitehead. Total complement, sixty-eight.
“Investigator,” 480 Tons.
Captain, E.J. Bird; Lieutenants, M.G.H.W. Ross, Frederick Robinson, and J.J. Barnard; master, W. Tatham; surgeon, Robert Anderson; mates, L. John Moore and S.G. Cresswell; second master, John H. Allard; assistant surgeon, E. Adams; clerk in charge, J.D. Gilpin. Total complement, sixty-seven.
The expedition left England on the 12th of June 1848, and reached Barrow’s Straits by the end of August. Sir James Ross then endeavoured to find a passage through Wellington Channel; but it was so completely blocked up with ice that he was compelled to give up the attempt that year as hopeless. The ice closing in on the ships at an unusually early period, after running great risk of being crushed, Sir James took refuge in Leopold Harbour for the winter. Hence several expeditions were sent out on foot. Sir James Ross and Lieutenant McClintock set out in May, with sledges, each accompanied by six men, and explored the whole of the north and west coasts of North Somerset; and, being absent thirty-nine days, returned to the ships on the 23rd of June. Meantime Lieutenant Barnard started for the northern shore of Barrow’s Straits, crossing the ice to Cape Hind. Lieutenant Browne visited the eastern shore of Regent Inlet, and Lieutenant Robinson the western shore, and reached several miles to the southward of Fury Beach. No traces were discovered, however, of Sir John Franklin, but every device that could be thought of was employed to let his party know of the position of the ships. At Fury Beach, Lieutenant Robinson discovered Sir John Ross’ house, and much of the provisions left there by theFuryin 1827 still remaining, and in excellent condition. On the 28th of August the vessels quitted Leopold Harbour, where, at Whaler Point, a large supply of provisions, fuel, and a steam-launch were left, in the hopes that some of Sir John’s party might visit the place. Again, from the 1st to the 25th of September, the vessels were so closely beset with ice, that it was feared they might be compelled to spend another winter in those regions, even should they escape being crushed to fragments. Happily they got clear, after drifting into Baffin’s Bay, and reached England in November.
TheNorth Star, an old twenty-six-gun frigate, of 500 tons, had in the meantime, in the spring of 1849, been despatched with provisions for Sir James Ross, under command of Mr J. Saunders. Having got blocked in by the ice for sixty-two days, she was compelled to winter in Wolstenholme Sound, on the western coast of Greenland.
Immediately on the return of theEnterpriseandInvestigatorthey were re-commissioned, and placed under the command of Captain B. Collinson, with directions to proceed to Behring’s Straits, to resume the search in that direction. HMSPlover, Commander Moore, was already there, employed in surveying the north-western coasts of the American continent.
The following were the officers appointed to them:—
“Enterprise.”
Captain, R. Collinson; Lieutenants, G.A. Phayre, J.J. Barnard, and C.T. Jago; master, R.T.G. Legg; second master, Francis Skead; mate, M.T. Parks; surgeon, Robert Anderson; assistant surgeon, Edward Adams; clerk in charge, Edward Whitehead. Total complement, sixty-six.
“Investigator.”
Commander, B.J. McClure; Lieutenants, W.H. Haswell and S.G. Cresswell; mates, H.H. Saintsbury and R.J. Wyniatt; second master, Stephen Court; surgeon, Alexander Armstrong, MD; assistant surgeon, Henry Piers; clerk in charge, Joseph C. Paine. Total complement, sixty-six.
Mr Miertsching, a Moravian missionary, who had spent five years on the coast of Labrador, was appointed to theEnterpriseas interpreter. The vessels sailed from Plymouth on the 20th of January 1850, and reached the Sandwich Islands on the 29th of June. Meantime theHerald, Captain Kellet, had been ordered up from Oahu to Behring’s Straits, to assist in the search. At Petropaulski she met the Royal Thames Yacht Club schoonerMary Dawson, owned by Mr Shedden, who had come along the Chinese coast to Behring’s Straits, also in search of Sir John Franklin. After exploring for some time in company, they were compelled by the ice to leave the Straits; but thePloverwintered there, while Lieutenant Pullen led a boat expedition of a most arduous nature along the northern shores of America, towards the Hudson’s Bay establishment on the Mackenzie River. Sir John Richardson also led a land party from the south to the Polar seas, but was compelled to return without discovering any trace of the expedition.
In 1846, also, the Hudson’s Bay Company sent out an expedition, commanded by Dr John Rae, to survey the unexplored portion of the American continent, between the farther point reached by Dease and Simpson and the strait of the Fury and Hecla.
In the year 1850 several expeditions were sent out. The first consisted of HMSResoluteandAssistance, Captain Ommaney, with the screw-steamersPioneer, Lieutenant Osborn, andIntrepid, Lieutenant Cator, as tenders, under the command of Captain Horatio T. Austin, in theResolute. Their chief aim was to visit Melville Island, and to explore the shores of Wellington Channel, and the coast about Cape Walker. The ships were provisioned for three years, and a transport completed their supply at Whalefish Islands.
No expedition ever left England with a greater prospect of success, all engaged in it being enthusiastically resolved to use every exertion to advance the noble cause.
The ships were commissioned on the 28th of February 1850, and left England the 3rd of May. On the 16th of June they arrived at the Whalefish Islands, where they received the remainder of their supply of provisions from the transport.
At the same time that Captain Austin’s expedition was fitting out, another was arranged and placed under the command of Mr William Penny, an experienced whaling captain of Dundee, to act in concert with it. Mr Penny, by the directions of the Admiralty, proceeded to Aberdeen and Dundee, where he purchased two new clipper-built vessels, which were named theLady FranklinandSophia; the first in compliment to Sir John’s devoted wife, the latter to his admirable niece. These vessels were placed under Mr Penny’s command, with separate instructions direct from the Admiralty. The ships showed during the voyage the good judgment employed by Mr Penny in their selection, and the men acquitted themselves throughout the enterprise in a way to justify the praise bestowed on them by their associates in the ships-of-war. Mr Penny had been employed in the Arctic seas since he was twelve years old, and had commanded a whaling ship for sixteen years.
The ships left Aberdeen on the 13th of April, but did not fall in with Captain Austin’s squadron till the 28th of June, off Berry Island, on the west coast of Greenland.
About the same time that the above-named ships left England, three other expeditions were despatched; one in thePrince Albert, under Commander Forsyth, chiefly at Lady Franklin’s expense. She had a crew of twenty men. Her mates were W. Kay and W. Wilson, and Mr W.P. Snow acted as clerk. She sailed from Aberdeen on the 5th of June, and was thus the last vessel which left England that year. Another in theFelixyacht, with a tender—theMary—under the veteran Captain Sir John Ross, at his own charge. The Americans likewise showed a generous sympathy in the fate of the missing expedition, and sent out one to aid in the search, under Lieutenant de Haven, in the U.S. brigAdvance, and the U.S. vesselRescue, commanded by Mr S.P. Griffen.
These various expeditions were to examine the different channels up which it was supposed Sir John Franklin might have endeavoured to work his way. The result of their examinations proved beyond almost all doubt that he proceeded up Wellington Channel.
Without following the ships step by step through their laborious progress across Baffin’s Bay, down Lancaster Sound and Barrow’s Straits, we will carry them at once to Beechey Island, which lies at the south-eastern extremity of Wellington Channel, just at its entrance into Barrow’s Straits. Here, on the 27th of August, Mr Penny discovered undoubted traces of Sir John Franklin. Here, accordingly, the ships assembled to prosecute the examination. Dr Sutherland, who went out in theLady Franklin, gives the following account of the interesting event:—
“Traces,” he observes, “were found to a great extent of the missing ships: tin canisters in hundreds, pieces of cloth, rope, wood—in large fragments and in chips; iron in numerous fragments, where the anvil had stood, and the block which supported it; paper, both written and printed, with the dates 1844 and 1845; sledge marks in abundance; depressions in the gravel, resembling wells which they had been digging; and the graves of three men who had died on board the missing ships in January and April 1846. One of the shore party was despatched with this intelligence to Mr Penny, who immediately came on shore, accompanied by Sir John Ross, Commander Phillips of theFelix, Sir John’s vessel, Commander De Haven and Lieutenant Griffiths of the American expedition, which had joined our ships in Barrow’s Straits, and other officers. There were unequivocal proofs that the missing ships had spent their first winter in the immediate vicinity of Beechey Island. A finger-post was picked up, which we at once supposed had been made use of to direct parties to the ships during winter, if they should happen to have lost their way in a snowstorm. Captain Parry adopted the same precautions around his winter quarters at Melville Island; and it is not improbable some of the posts may be found, after a lapse of thirty years. Our ideas were, that the ships had wintered in a deep bay between Beechey Island and Cape Riley, which we called Erebus and Terror Bay.
“Immediately adjacent to the supposed position of the ships, we found the site of a large storehouse and workshop, and smaller sites, which were supposed to have been observatories and other temporary erections. Meat-tins to the amount of 600 or 700, and a great number of coal-bags, one of which was marked ‘T-e-r-r-o-r,’ were found.But there were no papers found anywhere that had been left by the missing ships.”
This station, in the opinion of Captain Penny, was occupied by Sir John Franklin’s party until the 3rd of April 1846, if not longer, as a look-out up Wellington Channel, to watch the first opening of that icy barrier which seems so frequently to block it up.
No record, however, was left to show in what direction the bold explorers had proceeded. With deep regret, therefore, that no further information could be gained, the various vessels continued the search. Captain Forsyth had, however, before this returned in thePrince Albertto England, with news of an interesting discovery made by Captain Ommaney, of some articles left by Sir John Franklin on Cape Riley. He reached Aberdeen on the 22nd of October, having been absent somewhat less than four months.
Early the next year thePrince Albertwas again despatched, under the command of Mr Kennedy, an old Arctic explorer; but he was unable to effect more than to prove where Sir John Franklin and his followers were not.
Captain Austin’s ships were constantly placed in great peril as they proceeded on their voyage. “TheAssistancewas hemmed in by the ice in the centre of Wellington Channel, and was in such imminent danger of being crushed to pieces, that every preparation was made to desert her,” writes an officer belonging to her. “Each person on board was appointed to a particular boat, provisions were got on deck, and every two men were allowed one bag between them for spare clothes, attached to lines which were passed through the upper deck, ready to be pulled up at any moment. One day the vessel was raised six feet out of the water by the pressure of the ice; and it became so probable that she would fall on her broadside, that the men were employed with shovels and pickaxes in smoothing a place on the ice for her to lie upon.” Again, on the 6th, a large floe came down upon them with great violence, and, pressing the vessel against the land ice, lifted her several feet out of the water. Everyone rushed on deck, with the exception of the carpenter, who coolly sounded the well to ascertain the depth of water in the hold. For some hours the ship was in danger of being driven on shore; the ice continued to grind and pile up round her, while all the ice-anchors were laid out, one of which was wrenched in two by the tremendous strain, and thrown high up into the air. The wind, however, providentially changed, the ice slackened, and they were safe. At length, while Captain Austin’s squadron were secured for the winter in a field of ice between Cornwallis and Griffiths Islands, Mr Penny and Sir John Ross reached Assistance Harbour, where they wintered. A variety of means were taken to amuse the crews during the depth of winter; and, as soon as spring began, exploring parties went out in every direction. We cannot trace the progress of the several parties in boats and sledges. Their persevering struggles serve to prove the existence, at all events, if that were required, of the heroic endurance of hardships, the indomitable courage, the invariable cheerfulness under the most depressing trials, and the unconquerable ardour, in spite of every obstacle, characteristic of British seamen. About 2000 miles altogether were traversed by the different parties. Mr Penny made every effort to ascend Wellington Channel; but his success was trifling compared to his unwearied endeavours. When his sledge was stopped by open water, and after incredible labours a boat was brought to the spot, thick-ribbed ice had collected to impede its progress. All the efforts of the heroic explorers were in vain. Lieutenant De Haven’s ships returned to the United States, after enduring many hardships; and Captain Austin, Sir John Ross, and Mr Penny came back to England in the autumn of 1851.
Another year, however, was not allowed to pass before a further expedition was entrusted to the command of a talented officer, Sir Edward Belcher. TheAssistanceandResolutewere again commissioned, and, with thePioneerandIntrepidscrew-steamers, were placed under his orders, many of the officers who before accompanied Captain Austin volunteering their services. Captain Kellet, who had returned home in theHerald, was appointed to command theResolute.
They proceeded early in the spring for Wellington Channel, and, favoured by an open season, part of the squadron entered that mysterious inlet, with a favourable breeze, in high health, and with buoyant hopes that they were about to carry succour to their long-lost countrymen—how soon, like those of many others, to meet with disappointment! Up that very channel, it has since been ascertained, the expedition under Sir John Franklin had gone, but had been compelled, as those in search of it soon were, to return southward.
In the meantime, Commander Inglefield, who had first gone out in theIsabel, commissioned thePhoenixsteam-sloop, with theLady Franklinas a sailing-tender, and proceeded to Baffin’s Bay. Mr Kennedy again went out in theIsabel, and the Americans sent forth the well-known expedition under Dr Kane, whose narrative must be read with the deepest interest by all, and his early death, the result of the hardships he endured on that occasion, sincerely deplored.
While Sir Edward Belcher in theAssistance, accompanied by thePioneer, proceeded up Wellington Channel, Captain Kellet in theResolute, accompanied by theIntrepid, leaving theNorth Starwith stores at Beechey Island, continued his voyage to Melville Island, which he reached after encountering many dangers, and where he was frozen up at Bridport Inlet, on the 11th of September 1852.
We before narrated how theEnterpriseandInvestigatorleft England in January 1850, and, proceeding round Cape Horn, the latter reached the Sandwich Islands in June, and sailed again for Behring’s Straits the day before the arrival of her consort. TheInvestigatorhad a remarkably quick passage to Behring’s Straits; and after communicating with theHerald, Captain Kellet, off Cape Lisbourne, and exchanging signals with thePlover, which vessel wintered in those seas, she pursued her course easterly along the north coast of North America, and passed Point Barrow under press of sail on the 5th of August. Thus it will be seen that several ships as well as land parties were engaged in the search for the long-lost crews of theErebusandTerrorat the same time—from the east and west as well as from the south.
Since the 5th of August 1850, no tidings had been received of Captain McClure and theInvestigator, till the time that Captain Kellet, who last saw him in the west, had once more made his way into the Arctic Ocean from the east, and was now commencing his long winter imprisonment at Bridport Inlet, Melville Island, in September 1852. The only time that exploring parties can travel is during daylight in the early autumn or in the spring. The spring is most fitted for crossing the Frozen Sea, before the ice breaks up and the cold has become less intense. In the autumn of 1852, Lieutenant Median, of theResolute, was despatched by Captain Kellet to explore the coast of Melville Island to the west, and to form depots of provisions, as were other parties in different directions. On his return, passing through Winter Harbour, in Melville Island, at no great distance to the west of Bridport Inlet, what was his surprise and satisfaction to find in a cairn, a record, with a chart of his discoveries, left by Captain McClure on the previous May, stating that he should probably be found in Mercy Harbour, Banks’ Land, unless he should be able to push on through Barrow’s Straits, which it seemed very unlikely that he could have done. This was the first evidence to the new explorers of the actual existence of a continuous channel from the Atlantic to the Pacific—that there exists a North-West Passage.
Most tantalising was it, however, to them to know that at that season they could not possibly venture across to meet their countrymen. Indeed, the gallant McClure expressly forbade them in the document they had discovered. “Any attempt to send succour will only increase the evil,” were his words. The winter passed rapidly away, but it was not till March that Captain Kellet considered it prudent to send an expedition across the Straits to where he supposed theInvestigatorwas to be found.
We will now trace the progress of theInvestigator, from the time she was last seen passing Point Barrow under a press of sail.
She made the ice on the 2nd of August, and, more than once being nearly caught by it, she reached Cape Bathurst by the 30th. Rounding it, she stood east and north, passing the south of Baring Island, which was called Cape Nelson. She then reached a channel with Baring Island on the west, and another land on the east, to which the name of Prince Albert’s Land was given, when, on the 30th of September, she was fairly frozen in. Prince Albert’s Land was taken possession of on the 8th of October, in the name of Her Most Gracious Majesty, by Captain McClure, with a party of officers and men, who landed, and planted a staff with a flag to it on the shore. On their return to the ship, they found that the land and sea ice had separated, and they were alarmed with the prospect of having to remain on shore during the whole of an Arctic autumn night. Happily, their signals were at last seen, and a party, with two of Halkett’s inflatable boats, was sent to their assistance. In consequence of the excessive roughness of the ice, no other boat could have been got across. “By these means a large party were relieved, who were without tents, clothing, fuel, provisions, or in any way provided to withstand the severities of a Polar night, with the thermometer eight degreesminus.” We take the opportunity of advising that all vessels should be provided with one or more of these admirable contrivances. They may be of any size, from that in which one man alone can sit, to one capable of carrying fifty people. One might always be kept on deck, which could be launched in a moment should a man fall overboard. By this means numberless lives might be saved.
Captain McClure, feeling assured that the ship was immovably fixed for the winter, started with a sledge party on the 21st, to proceed to the north-east, in the hopes of discovering Barrow’s Straits; and, after travelling for upwards of seventy miles, they had the intense gratification, on the 26th of October, of pitching their tents on its shores. The next morning, before sunrise, he and Mr Court ascended a hill, 600 feet in height, whence they could command a view of forty or fifty miles over the Straits, though the opposite shore of Melville Island could not be discerned. They found, however, by their observations, that Sir Edward Parry had very correctly marked the loom of the land on which they stood; and that thus the long-vexed question was solved, and that, whatever others might have done, or might be doing, they had, at all events, found a watery way from the Pacific to the Atlantic Oceans.
They reached the ship again on the 31st, narrowly escaping destruction in a fog, when Captain McClure had to wander about during a whole night on a floe, with the thermometer from five to fifteen degrees below zero. And now the first winter of theInvestigatorwas commenced in those ice-bound regions. By the middle of April, expeditions were sent out in all directions, and depots of provisions established for the relief of the long-lost companions of Sir John Franklin.
Both sides of the Prince of Wales’ Straits were thoroughly explored, as was Baring Island and Prince Albert’s Land as far as its southern shore, known as Wollaston Land,—a continuous coast-line being thus laid down along the whole southern shore of Barrow’s Straits, and that of the north shore of the American continent, united with the discoveries of previous explorers. This, it will be remembered, was the winter of 1850-51.
When the short summer once more returned, Captain McClure made every endeavour to get the ship to the north-east, through the Prince of Wales’ Straits into Barrow’s Straits, but in vain. So closely was the ice packed at the north-east end, that, after running great hazard of shipwreck, he was compelled to give up the attempt on the 16th of July, when only twenty-five miles distant from Barrow’s Straits, and bearing up, he ran to the south and west round Baring Island. The voyage off the west coast of that large island was full of danger, the ship frequently narrowly escaping being cast away, till at length, with a fair breeze, she entered Banks’ Straits, which, leading into Melville Sound, may be looked upon as the western end of Barrow’s Straits. They were but some eighty miles distant from Barrow’s Straits, with every prospect of gaining them, and being able the following season to return home, when a heavy barrier of ice rose before them to intercept their progress. Backward they were driven into a deep bay, to which the name of the Bay of Mercy was given, as an acknowledgment of the merciful way in which they had been preserved from so many dangers. They had actually been only five days under weigh after leaving their winter quarters in Prince of Wales’ Straits.
As in the previous season, their time was fully occupied in making exploring expeditions in all directions, and in shooting excursions. With the exception of about three weeks in January, when it was too dark to shoot, enough game was killed to enable them to enjoy a meal of fresh meat three days in the fortnight.
On the 11th of April, Captain McClure, with Mr Court, second master, and a sledge party, started to cross the ice on sledges, to visit Winter Harbour, in Melville Island. Soon after leaving the ship a thick fog came on, and continued for several days, so that their destination was not reached till the 28th.
We must picture to ourselves the sort of work these brave men had to go through, to do full justice to their perseverance and courage,—day after day travelling on, dragging their sledges across the frozen strait, often in the face of biting winds, encamping night after night with simply a tent to shelter them and a spirit-lamp only with which to cook their food or to afford them warmth. Yet thus, during that eventful period in the history of Arctic discovery, were many hundred British seamen employed in different portions of the icy ocean, all nobly engaged in the search for their lost countrymen and brother sailors. Not only for month after month, but year after year,—the only interruption being the dark, long night of mid-winter, and the brief period of summer navigation,—when, amid icebergs and ice-fields, whirled here and there, tossed by storms, and urged impetuously on by currents, they forced their way onward, in the hope of gaining the open ocean in another hemisphere.
At Winter Harbour Captain McClure found a large fragment of sandstone, with this inscription—“His Britannic Majesty’s shipsHeclaandGriper, Commanders Parry and Lyddon, wintered in the adjacent harbour during the winter of 1819-20.A. Fisher, sculpsit.” Lieutenant McClintock had left a notice of his visit on the previous year on the same fragment, and protected it by a large cairn. In this cairn Captain McClure now deposited his own despatches, giving a plan of the way he intended to proceed under the various circumstances which might occur. One portion especially is worthy of notice.
After stating his intention of visiting Port Leopold, in Barrow’s Straits, and of leaving there information of the route he purposed to pursue, he says: “Should no intimation be found of our having been there, it may be at once surmised that some fatal catastrophe has happened, either from being carried into the Polar Sea, or smashed in Barrow’s Straits, and no survivors left. If such should be the case, it will then be quite unnecessary to penetrate farther to the westward to our relief, as, by the period that any vessel could reach that port, we must, from want of provisions, all have perished; in such case I would submit that the officer may be directed to return, and by no means incur the danger of losing other lives in quest of those who will then be no more.” Admirable indeed is the calm courage with which he contemplated that fearful contingency which we now know too well overtook the expedition of which he was in quest, and his generous anxiety that no more valuable lives should be sacrificed in searching for him. Accomplishing in ten days what occupied eighteen upon the outward trip, the party reached the ship on the 9th of May. Summer was approaching. Some deer and musk oxen were shot. By the 10th of August the frozen-up mariners began to entertain the joyful hopes of being liberated. Lanes of water were observed to seaward, and along the cliffs of Banks’ Land there was a clear space of six miles in width extending along them as far as the eye could reach; and on the 12th the wind, which had been for some time from the northward, veered to the south, which had the effect of separating the ice from that of the bay entirely across the entrance. Every moment they were in expectation of their release, and then a few days’ sail would carry them into Barrow’s Straits, and perhaps into Baffin’s Bay itself. Shortly, however, the wind changed to the northward, the ice again closed: in vain they waited for it to open.
On the 20th the temperature fell to 27 degrees, and the entire bay was frozen over. The ice never again opened, and the usual preparations were made for passing a third winter in those Arctic seas. It is wonderful to observe how officers and men kept up their spirits, and how cheerfully they bore their trials and privations. They had for a year been placed on two-thirds allowance of provisions; the consumption was still further decreased, to enable them to exist another eighteen months. The winter was severe, but passed away without sickness; and now Captain McClure informed his crew that it was his purpose to send a portion home in a boat by Baffin’s Bay. The intended travellers were put on full allowance, and all preparations were made for their starting on the 15th of April.
One day towards the end of March, Captain McClure and his first lieutenant were taking their daily exercise on the floe near the ship, when they saw running towards them a person whom they supposed to be one of their own men chased by a bear. They hurried on, when, to their surprise, they discovered that he was a stranger, his face so blackened by the smoke from the oil-lamp that his features could not be recognised. “Who are you? Where are you come from?”
“Lieutenant Pim—Herald—Captain Kellet,” was the answer. Wonderful indeed it seemed; for Lieutenant Pim was the last person with whom the captain of theInvestigatorhad shaken hands in Behring’s Straits. It was some time before Lieutenant Pim could find words to express himself, when he announced that he was ahead of his party, who had crossed from the winter quarters of theResolutein Bridport Inlet, Melville Island. Captain McClure then set out with a party of officers and men to visit theResolute, which ship was reached on the 19th of April 1853, after traversing a distance of 170 miles.
Great was the satisfaction of the two gallant captains at thus again meeting. It was finally resolved that a portion of the crews of both ships should be sent home, while the remainder should stay in the hopes of extricating them during the coming summer. As, however, many of theInvestigator’screw were suffering from scurvy, only a small number were able to continue the journey westward, under command of Lieutenant Cresswell and Lieutenant Wynniett.
On the 2nd of June they arrived on board theNorth Star, Captain Pullen, at Beechey Island. The distance was 300 miles, and it had taken them four weeks to perform the journey.
On the 8th of August thePhoenixscrew-steamer, Captain Inglefield, arrived. At that time Captain Pullen had been away a month up Wellington Channel, to communicate with Sir Edward Belcher. By the time he returned, the season had so much advanced, that it was decided to send back thePhoenixwith Lieutenant Cresswell and his party. On the 4th of October they landed at Thurso, and on the 7th of October arrived at the Admiralty, with the announcement of the safety of theInvestigator, and the tidings that the geographical question of the existence of the long-sought-for North-West Passage had been satisfactorily solved.
We must now turn briefly to narrate the fate of the numerous exploring vessels left in the Arctic regions at the setting in of the winter of 1853-54.
Before we do so, we must, however, give a brief account of the progress made by the persevering and brave Captain Collinson.
When, in 1850, Captain McClure succeeded in reaching the ice through Behring’s Straits, theEnterprise, from having been somewhat longer on her voyage, was not so fortunate, and was compelled to winter in Port Clarence. Hence theEnterpriseagain sailed on the 10th of July 1851, to push her way eastward along the American coast, visiting the islands which form the northern shore of the channel. Here he found several depots and marks left by Captain McClure in the spring or in the previous autumn. TheEnterprisefinally was frozen in, in a sheltered harbour in Prince Albert’s Land, near the entrance of Prince of Wales’ Straits.
Several long and hazardous expeditions were performed on foot with sledges during the spring of 1852, both north and east, being out between forty and fifty days. Again putting to sea, theEnterprisepassed through Dolphin and Union Straits and Dean’s Straits eastward. By the 26th of September theEnterprisereached Cambridge Bay, when she was again frozen in, to pass her third winter in the ice—one of the most severe ever experienced in those regions. During the next spring, that of 1853, Captain Collinson, with his Lieutenants Jago, Parkes, and other officers, were employed in pushing on their laborious explorations in the direction where they hoped some traces of their long-lost countrymen might be found. In latitude 70 degrees 3 minutes north and longitude 101 degrees west they fell in with a cairn erected by Dr Rae, from which they obtained the first intimation that any parties had preceded them in the search, and their observations tended to corroborate his, namely, that the ice,except in extraordinary seasons, does not leave the east coast of Victoria Land.
Little did Captain Collinson know that from the shore on which he stood, as he looked eastward, he gazed on the very ice-field in which theErebusandTerrorhad been beset, and that amid it, not many miles distant, the brave, the noble Franklin had breathed his last—that it was during an extraordinary season the two exploring ships had entered the icy snare, from which they were never to be released.
But we are anticipating the events of our deeply interesting and melancholy history.
Captain Collinson and his companions reached their ship on the 31st of May, after an absence of forty-nine days. It will be thus seen, that in justice the honour should be awarded to Captain Collinson and his followers, equally with Captain McClure and his, of having discovered the North-West Passage. Indeed, it is believed that it is only by the way he came, if any passage is practicable, that a ship could get round from the east to the west.
On the 10th August theEnterpriseonce more put to sea, steering westward. The Straits were found free of ice till they were abreast of the mouth of the Coppermine River, where they were detained till the 23rd. They passed Cape Bathurst on the 31st, again encountering ice; Herschel Island on the 5th of September; and, after overcoming various obstacles, were finally fixed for the winter on the west side of Camden Bay.
The season passed mildly away. In the spring more expeditions were made, and visits received from the Esquimaux. The ship was not free till the 20th of July. She reached Port Clarence on the 21st of August; and at length Captain Collinson was able to send home despatches announcing the safety of his ship, officers, and crew.
We are inclined to consider Captain Collinson’s voyage, with the light of the information subsequently given us, not only as the most remarkable of all the Arctic voyages, but as guided by the greatest wisdom, and executed with a courage, forethought, and perseverance unsurpassed. He may well claim the honour of being “the first navigator who took a ship of 530 tons through the narrow Dolphin and Union Straits and Dease’s Strait, ice-strewn and rocky as they are, in safety to Cambridge Bay (105 degrees west), preserved his men in health through three winters, and finally brought them home in health and his ship in safety.”
We must now return to Sir Edward Belcher’s expedition. The greatest service it rendered was through Captain Kellet, by whose means the brave Captain McClure and his crew were rescued from their perilous position. We left theResoluteandIntrepidon the northern side of the Strait, frozen up in Bridport Inlet, in the spring of 1853. Although a northern gale drove them to sea during the summer, when they drifted about for eighty-seven days helplessly in the pack till off Cape Cockburn, on the 12th of November they were again frozen in; and theInvestigator, also remaining fixed, was abandoned, the officers and crew spending the winter on board theResolute. TheAssistanceandPioneerbeing likewise frozen in, Captain Kellet received orders from Sir Edward Belcher to abandon his part of the squadron; and on the 26th of August the two last-named ships were also abandoned, the officers and crews arriving safely on board theNorth Staron the following day at Beechey Island. Fortunately the next day theNorth Starmet thePhoenixandTalbot, when all the ships returned to England.
All due praise must be awarded to the gallant officers and men of the expedition, who exerted themselves heroically in the great cause they had undertaken. An Arctic passage was discovered; McClure and his followers performed iton the ice, probably the only way in which it ever will be performed; but the most important Arctic mystery was still unsolved—the fate of Franklin remained undiscovered. It was only known where he was not. As if to teach all those engaged in that well-arranged, powerful expedition a lesson of humility, the discovery was reserved for others with far humbler means at their disposal.