ToCaptain Go-ahead Enright, A1,Ship “Flash of Lightning,”who never cracks on, and is supposed to haveat no time seen a moonsail.It is currently reported that he lays toand turns in when it blows a gale.N.B.—No certain address, but always to be foundON DUTY.
ToCaptain Go-ahead Enright, A1,Ship “Flash of Lightning,”who never cracks on, and is supposed to haveat no time seen a moonsail.It is currently reported that he lays toand turns in when it blows a gale.N.B.—No certain address, but always to be foundON DUTY.
Duringthe time of the Crimea, if there happened to be a soldier or two aboard, a corps of volunteers was raised and drilled daily. A parade in bad weather was a great source of amusement to the onlookers, if not so pleasant for the performers.
In the fine weather deck games such as quoits, shovel board and deck billiards were as popular as they are nowadays, but I find no mention of sports, cock-fighting or ship cricket.
Below draughts, whist, chess, backgammon and dominoes all had many devotees; and on the homeward passage nap, poker, blackjack, euchre and other gambling games robbed many a returning digger of his pile and sometimes led to such trouble that the captain had to interfere.
Under captains of Enright’s stamp, there was very little disorder and the sailing ships seem to have carried a much happier crowd than the auxiliary steamers.
The ill-fatedRoyal Charter’spassage home in the summer of 1856 presents an example of a badly run and disciplined ship. The food was bad, everyone had a growl about something, drunken riots occurred constantly, fighting in which even the crew and stewards took a part was of almost daily occurrence, and excessive gambling ruined scores of returning diggers on the lower deck. I am glad to say that I can find no such instance of disorder and lack of discipline amongst the ships which relied upon sail power alone.
Thehonours for the year 1855 were, however, taken by the Duthie built Aberdeen clipperBallarat, 713 tons, owned by Duncan Dunbar, which went out to Sydneyin under 70 days, and came home Melbourne to Liverpool in 69 days with 110,000 ounces on board. TheOcean Chief, Captain Tobin, was a Black Baller on her second voyage. On her previous passage home in the autumn of 1854 she made the run in 86 days, during which she was embayed by ice for three days in the Southern Ocean, had the unusual experience of being becalmed for three days off the Horn and finally had N.E. winds from 18° N. to soundings.
Ship.Port fromDate LeftGold onBoardDateArrivedD’ysOut.18551855Oliver LangSydneyJan. 3Mar. 2076James BainesMelbourneMar. 1140,000 oz.May 2069Indian QueenHobart„ 17June 578ShalimarMelbourne„ 2442,000 oz.„ 575Lightning„Apl. 1169,000 oz.„ 2979Ocean ChiefSydneyJune 3Aug. 2684Marco PoloMelbourneJuly 26125,000 oz.Oct. 2086White Star„Aug. 3180,000 oz.Nov. 2788Donald Mackay„Oct. 3Dec. 28861856Champion of the Seas„„ 27Jan. 2590Lightning„Dec. 2712,000 oz.Mar. 23861856Red Jacket„Jan 12Apl. 886
Oliver Lang
James Baines
Indian Queen
Shalimar
Lightning
Ocean Chief
Marco Polo
White Star
Donald Mackay
Champion of the Seas
Lightning
Red Jacket
TheOliver Lang, 1236 tons, was called after her designer, being a British built ship from the famous Deptford yard.
Ihave failed to point out before that the Black Ballers always sailed on the 5th of the month from Liverpool, and the White Star on the 20th; it thus becomes an easy matter to pick out the ships of the rival lines.
At such a time it is only natural to findGoldenafavourite part of a ship’s name.Golden Era,Golden City,Golden Eagle,Golden Light,Golden State,Golden West,Golden Age, andGolden Gatewere all down-east clippers, built for the Californian gold rush.
ShipDate LeftDateArrivedDays Out.18551856Ocean ChiefDec. 7Jan. 2580Mermaid„ 21Feb. 10821856Oliver LangJan. 7April 387Champion of the SeasMarch 8June 185James BainesApril 7„ 2478Mindoro„ 22July 1382LightningMay 6„ 1469Red Jacket„ 20Aug. 1385Golden EraJune 20Sept. 981Morning LightJuly 6„ 1773Mermaid„ 22Oct. 1787Ocean ChiefAug. 5„ 1975White Star„ 21Nov. 576Marco PoloSept. 5Dec. 289
Ocean Chief
Mermaid
Oliver Lang
Champion of the Seas
James Baines
Mindoro
Lightning
Red Jacket
Golden Era
Morning Light
Mermaid
Ocean Chief
White Star
Marco Polo
TheMorning Lightwas a monster New Brunswick built ship, registering 2377 tons. She was on her first voyage and must not be confused with the American clipper of that name, owned by Glidden & Williams, of Boston, and built by Toby & Littlefield, of Portsmouth, N.H., a ship of half her size.
Inthe autumn of 1856 there was tremendous sensation in Liverpool, when the famousJames Baines, considered by many to be the fastest ship in the world, was posted as overdue when homeward bound. All sorts of rumours spread like wildfire, and as the weeks went by and no definite information was obtained from incoming ships, something like consternation began to reign in shipping circles.
TheJames Bainessailed from Melbourne at 1 p.m. on 7th August, 1856, passing through the Heads the following morning. On the 9th she made her best run, 356 miles, royals and skysails being set part of the time, the wind fair but squally. She made one more good run, of 340 miles, and then was held up by light airs and calms all the way to the Horn; here she encountered heavy gales, snowstorms and high cross seas. She was 36 days to the pitch of the Horn; then from 26th September to 8th November another spell of light and baffling winds delayed her passage, and she was 65 days from Port Phillip to the line.
On the 30th October, her great rival theLightning, which had sailed from Melbourne just three weeks behind her, hove in sight, and the two ships were in company for a week. The meeting of the two Black Ballers is joyfully recorded in theLightning Gazette, as follows:—
Thursday, 30th October.—Lat. 29° 03′N., Long 33° 14′W. Distance 131 miles. Wind more easterly; 7 a.m. tacked ship to N.N.W. A large ship in sight went about at same time, ahead of us. During forenoon Captain Enright expressed himself confident that she was theJames Baines. Great excitement and numerous conjectures, bets, etc. One thing certain, that she sailed almost as fast as ourselves, and her rigging and sails were similar to those of theBaines. By sunset we had both weathered and gained on our companion.Friday, 31st October.—Lat. 30° 31′ N., Long. 35° 15′ W. Distance 137 miles. All night light airs, and early dawn showed us our friend much nearer. At 8 a.m., she at last responded to our signals by hoisting the “Black Ball” at the mizen! and a burgee at the gaff, with her name—James Baines! Great excitement spread throughout the ship, and the conversation was divided between sympathy for all on board our unfortunate predecessor and conjectures as to the cause of her detainment. All day we were watching her every movement; now she gains, now we near her; now she “comes up” and now “falls off.” About 2 p.m., we were evidently nearer than in the morning. A conversationa laMarryat. TheBainesinformed us that her passengers were all well, asked for our longitude, if any news, etc. Captain Enright invited Captain McDonald to dine, but he did not respond. At 5 a.m., still light airs,James Bainesdistant 1½ miles.
Thursday, 30th October.—Lat. 29° 03′N., Long 33° 14′W. Distance 131 miles. Wind more easterly; 7 a.m. tacked ship to N.N.W. A large ship in sight went about at same time, ahead of us. During forenoon Captain Enright expressed himself confident that she was theJames Baines. Great excitement and numerous conjectures, bets, etc. One thing certain, that she sailed almost as fast as ourselves, and her rigging and sails were similar to those of theBaines. By sunset we had both weathered and gained on our companion.
Friday, 31st October.—Lat. 30° 31′ N., Long. 35° 15′ W. Distance 137 miles. All night light airs, and early dawn showed us our friend much nearer. At 8 a.m., she at last responded to our signals by hoisting the “Black Ball” at the mizen! and a burgee at the gaff, with her name—James Baines! Great excitement spread throughout the ship, and the conversation was divided between sympathy for all on board our unfortunate predecessor and conjectures as to the cause of her detainment. All day we were watching her every movement; now she gains, now we near her; now she “comes up” and now “falls off.” About 2 p.m., we were evidently nearer than in the morning. A conversationa laMarryat. TheBainesinformed us that her passengers were all well, asked for our longitude, if any news, etc. Captain Enright invited Captain McDonald to dine, but he did not respond. At 5 a.m., still light airs,James Bainesdistant 1½ miles.
Saturday, 1st November.—Lat. 31° 12′ N., Long. 36° W. Distance 56 miles. During Friday evening, about 8 o’clock, the wind being still very light, we passed to windward of the unfortunateJames Baines; so closely that we could hear the people on board cheering, and most vociferously did some of our passengers reply, with the addition of a profuse supply of chaff: such as amiable offers to take them in tow, a most commendable solicitude as to their stock of “lime juice,” very considerate promises to “say they were coming” on arrival at Liverpool, etc. All night the wind was light and baffling. At 2 a.m. it suddenly chopped round to the N.W., and the ship was put on the port tack. At 4, she was put about again. At 6.30, tacked ship to eastward, light airs and variable. TheJames Bainesabout 6 miles to leeward, a little brig on lee bow—which had been in company all Friday, and a barque on lee quarter. At 9, the brig, having put about, stood up towards us, and passing close to leeward, showed the Hambro ensign with private number 350. We once more tacked ship and stood to the northward and westward, the others following our example, and the breeze freshening, we all started on a race. The barque hoisted her ensign and number and proved to be theCid, which we passed on the 29th ultimo. The brig soon after bore away to his “chum” to leeward, and they had a quiet little race to themselves, in which the barque appeared to be the victor.The clipper sisters were now once more pitted against each other: the far famedLightning, with concave lines and breadth of bilge, in our opinion the worthy Donald’s brightest idea, and the champion—the ship of 21 knots’ notoriety—theJames Baines.In light winds or airs we had crept by him, now, as the breeze freshens, as the white crest appears on the short toppling sea, as we lift and dive to the heavy northerly roll and all favours the long powerful ship. What do we behold? The little brig and barque going astern, of course. Aye, but what else do we see? Oh, ye Liverpool owners!et tu, Donald, who thought to improve on theLightning; tell it not “on ’Change,” publish it not in the streets of Liverpool. What do we see? Hull down, courses and topsails below the horizon at 2 p.m., five hours from the start, theJames Bainesjust discernible from the deck: at the very lowest computation we have beaten her at the rate of 1½ knots per hour. At sundown she is barely visible from the mizen topgallant crosstrees. It was generally supposed on board that her copper must have been much worn and rough or we never could have beaten so rapidly a ship of such noble appearance and well-known sailing qualities.Sunday, 2nd November.—Lat. 32° 57′ N., Long. 37° 37′ W. Distance 134 miles. Another day of light winds, heading us off to N.N.W. still. Evening, a little more wind, ship going about 7 knots.
Saturday, 1st November.—Lat. 31° 12′ N., Long. 36° W. Distance 56 miles. During Friday evening, about 8 o’clock, the wind being still very light, we passed to windward of the unfortunateJames Baines; so closely that we could hear the people on board cheering, and most vociferously did some of our passengers reply, with the addition of a profuse supply of chaff: such as amiable offers to take them in tow, a most commendable solicitude as to their stock of “lime juice,” very considerate promises to “say they were coming” on arrival at Liverpool, etc. All night the wind was light and baffling. At 2 a.m. it suddenly chopped round to the N.W., and the ship was put on the port tack. At 4, she was put about again. At 6.30, tacked ship to eastward, light airs and variable. TheJames Bainesabout 6 miles to leeward, a little brig on lee bow—which had been in company all Friday, and a barque on lee quarter. At 9, the brig, having put about, stood up towards us, and passing close to leeward, showed the Hambro ensign with private number 350. We once more tacked ship and stood to the northward and westward, the others following our example, and the breeze freshening, we all started on a race. The barque hoisted her ensign and number and proved to be theCid, which we passed on the 29th ultimo. The brig soon after bore away to his “chum” to leeward, and they had a quiet little race to themselves, in which the barque appeared to be the victor.
The clipper sisters were now once more pitted against each other: the far famedLightning, with concave lines and breadth of bilge, in our opinion the worthy Donald’s brightest idea, and the champion—the ship of 21 knots’ notoriety—theJames Baines.
In light winds or airs we had crept by him, now, as the breeze freshens, as the white crest appears on the short toppling sea, as we lift and dive to the heavy northerly roll and all favours the long powerful ship. What do we behold? The little brig and barque going astern, of course. Aye, but what else do we see? Oh, ye Liverpool owners!et tu, Donald, who thought to improve on theLightning; tell it not “on ’Change,” publish it not in the streets of Liverpool. What do we see? Hull down, courses and topsails below the horizon at 2 p.m., five hours from the start, theJames Bainesjust discernible from the deck: at the very lowest computation we have beaten her at the rate of 1½ knots per hour. At sundown she is barely visible from the mizen topgallant crosstrees. It was generally supposed on board that her copper must have been much worn and rough or we never could have beaten so rapidly a ship of such noble appearance and well-known sailing qualities.
Sunday, 2nd November.—Lat. 32° 57′ N., Long. 37° 37′ W. Distance 134 miles. Another day of light winds, heading us off to N.N.W. still. Evening, a little more wind, ship going about 7 knots.
Monday, 3rd November.—Lat. 34° 41′ N., Long. 38° 28′ W. Distance 113 miles. In the middle watch wind backed to the N.E. and fell light again. At 8, improvement again and by noon we lay N.E. by N., the best we have done for some days, but only going from 4½ to 5 knots. A ship coming up astern, supposed to be theJames Baines, bringing up a fair wind.Tuesday, 4th November.—Lat. 35° 47′ N., Long. 38° 28′ W. Distance 66 miles. Commences with very light airs from the north, our ship on the port tack. Our friendJames Bainesagain in sight astern.
Monday, 3rd November.—Lat. 34° 41′ N., Long. 38° 28′ W. Distance 113 miles. In the middle watch wind backed to the N.E. and fell light again. At 8, improvement again and by noon we lay N.E. by N., the best we have done for some days, but only going from 4½ to 5 knots. A ship coming up astern, supposed to be theJames Baines, bringing up a fair wind.
Tuesday, 4th November.—Lat. 35° 47′ N., Long. 38° 28′ W. Distance 66 miles. Commences with very light airs from the north, our ship on the port tack. Our friendJames Bainesagain in sight astern.
And this was the last theLightningsaw of theJames Bainesthough the two ships arrived in the Mersey within 24 hours of each other, theLightningleading. Both anchored in the river on 20th November, theLightningbeing 84 days out, and theJames Baines105 days.
The following comparison between the two passages is interesting, as it shows that the two ships took the same number of days from the equator to Liverpool, viz., 40 days:—
Points BetweenJames BainesLightningDaysDate PassedDaysDate PassedMelbourne to Cape Horn36Sept. 1224Sept. 1Cape Horn to equator29Oct. 1120Oct. 9Equator to Western Isles28Nov. 829Nov. 7Western Isles to Liverpool12Nov. 2011Nov. 20Best 24-hours’ run356 miles377 miles.
Melbourne to Cape Horn
Cape Horn to equator
Equator to Western Isles
Western Isles to Liverpool
TheJames Baineswas simply unlucky in having a very light weather passage. Donald Mackay’s ships were never light weather flyers, in spite of setting every kind of light weather kite, from tiny “bulldog,” as they called the moonsail on the main, down to the lowest watersail, that barely cleared the wave crests.
Whilst we are comparing the speeds ofJames BainesandLightning, it is only fair to do so in heavy weatheras well as light. I therefore give below the logs of their best week’s work on their respective outward passages in 1856. Here it will be seen theJames Bainesjust has the best of it. I have taken the remarks forLightning’srun from theLightning Gazette, not the ship’s log.
Best Week’s Run byJames Baines,Liverpool to Melbourne, May, 1856.25th May.—Lat. 37° 40′ S., Long. 3° 28′ E. Distance 328 miles. Winds, S.S.W., S.W. This day begins with heavy gale and heavy squalls. I have never before experienced such a heavy gale with so high a barometer. At 4 p.m. double-reefed main topsail and crossjack. Midnight, similar wind and weather, heavy sea, ship labouring very heavily and shipping great quantities of water. Noon, very heavy sea; sun obscured.26th May.—Lat. 38° 38′ S., Long. 10° 0′ E. Distance 320 miles. Winds, S.W., W.S.W. P.M., begins with strong gale and heavy sea, squalls and showers of rain, dark, gloomy weather. Midnight, gale decreasing, reefs out of courses, and set staysails. At 4 a.m., still moderating, out all reefs, set royals and skysail; 8 a.m., set all starboard studding sails. Noon, gentle breeze, fine clear weather; wind westering all the time and sea going down.27th May.—Lat. 40° 2′ S., Long. 17° 41′ E. Distance 384 miles, winds, W.S.W., S.W. Fine gentle breeze and fine clear weather, all sail set. Midnight, same wind and weather. A.M., breeze freshening and heavy black clouds driving up from S.W. Noon, same wind and weather.28th May.—Lat. 42° 44′ S., Long. 25° 48′ E. Distance 404 miles. Winds, W.S.W., west. P.M., begins with brisk gale and occasional heavy squalls accompanied with heavy rain. At 4 p.m., handed small sails and double-reefed fore and mizen courses. Midnight, still increasing. Noon, as previously.29th May.—Lat. 44° 15′ S., Long. 30° 51′ E. Distance 240 miles. Winds west. First part strong gales and fine clear weather, heavy sea, ship rolling. Midnight, less wind, sea going down, set all small sails. At 4 a.m., set all starboard studding sails. Noon, light breeze, dark gloomy weather.30th May.—Lat. 46° 16′ S., Long. 36° 56′ E. Distance 300 miles. Winds, W.N.W., W.S.W., S.S.W. First part light breezes and dark gloomy weather. 8 p.m., sky clearing and breeze increasing, barometer falling. Midnight, fresh gales, took in royal and skysail studding sails; 8 a.m. heavy snow squall; took in topgallant studding sails. Noon fresh gales and clear weather with snow showers and squalls.
Best Week’s Run byJames Baines,Liverpool to Melbourne, May, 1856.
25th May.—Lat. 37° 40′ S., Long. 3° 28′ E. Distance 328 miles. Winds, S.S.W., S.W. This day begins with heavy gale and heavy squalls. I have never before experienced such a heavy gale with so high a barometer. At 4 p.m. double-reefed main topsail and crossjack. Midnight, similar wind and weather, heavy sea, ship labouring very heavily and shipping great quantities of water. Noon, very heavy sea; sun obscured.
26th May.—Lat. 38° 38′ S., Long. 10° 0′ E. Distance 320 miles. Winds, S.W., W.S.W. P.M., begins with strong gale and heavy sea, squalls and showers of rain, dark, gloomy weather. Midnight, gale decreasing, reefs out of courses, and set staysails. At 4 a.m., still moderating, out all reefs, set royals and skysail; 8 a.m., set all starboard studding sails. Noon, gentle breeze, fine clear weather; wind westering all the time and sea going down.
27th May.—Lat. 40° 2′ S., Long. 17° 41′ E. Distance 384 miles, winds, W.S.W., S.W. Fine gentle breeze and fine clear weather, all sail set. Midnight, same wind and weather. A.M., breeze freshening and heavy black clouds driving up from S.W. Noon, same wind and weather.
28th May.—Lat. 42° 44′ S., Long. 25° 48′ E. Distance 404 miles. Winds, W.S.W., west. P.M., begins with brisk gale and occasional heavy squalls accompanied with heavy rain. At 4 p.m., handed small sails and double-reefed fore and mizen courses. Midnight, still increasing. Noon, as previously.
29th May.—Lat. 44° 15′ S., Long. 30° 51′ E. Distance 240 miles. Winds west. First part strong gales and fine clear weather, heavy sea, ship rolling. Midnight, less wind, sea going down, set all small sails. At 4 a.m., set all starboard studding sails. Noon, light breeze, dark gloomy weather.
30th May.—Lat. 46° 16′ S., Long. 36° 56′ E. Distance 300 miles. Winds, W.N.W., W.S.W., S.S.W. First part light breezes and dark gloomy weather. 8 p.m., sky clearing and breeze increasing, barometer falling. Midnight, fresh gales, took in royal and skysail studding sails; 8 a.m. heavy snow squall; took in topgallant studding sails. Noon fresh gales and clear weather with snow showers and squalls.
31st May.—Lat. 46° 52′ S., Long. 43° 54′ E. Distance 300 miles. Winds, W.N.W., W.S.W., S.S.W. First part fresh breeze and squalls. 10 p.m., ran through between Petit and Grande, Prince Edward Islands. Midnight, dark with snow squalls. Noon, as at midnight.Best Week’s Run byLightning,Liverpool to Melbourne, June-July, 1856.28th June.—Lat. 44° 25′ S., Long. 42° 58′ E. Distance 232 miles. Winds westerly. P.M., snow squalls, wind increasing. Preparations were made for shortening sail by taking in the lighter canvas. This was not accomplished before the mizen royal and mizen topmast staysail were torn to pieces. Between 5 and 6 p.m. the conflict raged most furiously. Reefs were taken in the topsails and these with the exception of the foresail were all the canvas set.29th June.—Lat. 43° 36′ S., Long. 50° 07′ E. Distance 312 miles. Winds westerly. The gale of yesterday abated the intensity of its fury about midnight, we have set more sail though the wind blows stiff.30th June.—Lat. 44° 02′ S., Long. 56° 35′ E. Distance 281 miles. Winds westerly. The weather has been excessively cold, dark and cloudy. The heavy sea running caused the ship to roll heavily.1st July.—Lat. 44° 39′ S., Long. 63° 27′ E. Distance 298 miles. Wind westerly. Fine at first, then cloudy with showers of snow.2nd July.—Lat. 45° 07′ S., Long. 70° 55′ E. Distance 319 miles. Wind westerly. Wind still fresh and fair.3rd July.—Lat. 45° 07′ S., Long. 79° 55′ E. Distance 382 miles. Wind westerly. Her run to-day has been only once surpassed since she floated. She indeed seemed to fly through the water like a seabird on the wing, causing one of our passengers, who knows something of navigation, to remark that it was skating, not sailing.4th July.—Lat. 45° 07′ S., Long. 88° 30′ E. Distance 364 miles. Wind westerly. Still favoured with the propitious breeze. Our week’s run is the best we have done yet and the best theLightninghas ever accomplished.
31st May.—Lat. 46° 52′ S., Long. 43° 54′ E. Distance 300 miles. Winds, W.N.W., W.S.W., S.S.W. First part fresh breeze and squalls. 10 p.m., ran through between Petit and Grande, Prince Edward Islands. Midnight, dark with snow squalls. Noon, as at midnight.
Best Week’s Run byLightning,Liverpool to Melbourne, June-July, 1856.
28th June.—Lat. 44° 25′ S., Long. 42° 58′ E. Distance 232 miles. Winds westerly. P.M., snow squalls, wind increasing. Preparations were made for shortening sail by taking in the lighter canvas. This was not accomplished before the mizen royal and mizen topmast staysail were torn to pieces. Between 5 and 6 p.m. the conflict raged most furiously. Reefs were taken in the topsails and these with the exception of the foresail were all the canvas set.
29th June.—Lat. 43° 36′ S., Long. 50° 07′ E. Distance 312 miles. Winds westerly. The gale of yesterday abated the intensity of its fury about midnight, we have set more sail though the wind blows stiff.
30th June.—Lat. 44° 02′ S., Long. 56° 35′ E. Distance 281 miles. Winds westerly. The weather has been excessively cold, dark and cloudy. The heavy sea running caused the ship to roll heavily.
1st July.—Lat. 44° 39′ S., Long. 63° 27′ E. Distance 298 miles. Wind westerly. Fine at first, then cloudy with showers of snow.
2nd July.—Lat. 45° 07′ S., Long. 70° 55′ E. Distance 319 miles. Wind westerly. Wind still fresh and fair.
3rd July.—Lat. 45° 07′ S., Long. 79° 55′ E. Distance 382 miles. Wind westerly. Her run to-day has been only once surpassed since she floated. She indeed seemed to fly through the water like a seabird on the wing, causing one of our passengers, who knows something of navigation, to remark that it was skating, not sailing.
4th July.—Lat. 45° 07′ S., Long. 88° 30′ E. Distance 364 miles. Wind westerly. Still favoured with the propitious breeze. Our week’s run is the best we have done yet and the best theLightninghas ever accomplished.
It will be seen from the above log extracts that theJames Bainesran 2276 and theLightning2188 miles in the week.
In1857, theJames Bainesregained her reputation, coming home in 75 days against theLightning’s82 days.Both ships, together with theChampion of the Seas, were at once taken up by the Government, and sent round to Portsmouth to load troops for India, on account of the Mutiny. It was confidently believed that the great Black Ballers would lower the record to Calcutta and the importance of getting the troops out as quickly as possible, was, of course, very great at such a crisis.
After being carefully prepared for the voyage, theJames BainesandChampion of the Seassailed from Portsmouth at the beginning of August. Before sailing theJames Baineswas inspected by the Queen, when she is stated to have remarked that she did not know she had such a fine ship in her Dominions.
On the 17th August the two ships were met by the homeward boundOneida, and reported to be making great progress. Both ships were under a cloud of canvas—theJames Baineshad 34 sails set, including 3 skysails, moonsail and sky stunsails—and presented a splendid appearance as they surged by, their rails red with the jackets of the cheering troops. Unfortunately for the hopes of countless anxious hearts, the two Black Ballers reached the Bay of Bengal at the worst season of the year, and as they had not been built to ghost along in catspaws and zephyrs like the tea clippers, their progress up the Bay was very slow.
Both ships arrived off the Sandheads on the same day, theJames Bainesbeing 101 days out and theChampion of the Seas103. This was a disappointing performance. TheLightningdid not sail till the end of August. Owing to the illness of his wife, Captain Enright was obliged to give up his command, and was succeeded by Captain Byrne. On 24th August, the day before her departure from Gravesend, a dinner was given to Captain Enright aboard his old ship, at which severalwell-known public men, amongst whom was Mr. Benjamin Disraeli, paid their tribute to the world famous sea captain.
TheLightningmade a better passage than her sisters, being off the Hooghly, 87 days out.
Aftertheir trooping, theLightningandChampion of the Seasreturned to the Australian run, but her Calcutta voyage proved the death of the famousJames Baines.
She loaded the usual cargo of jute, rice, linseed and cow hides in the Hooghly, and arrived back in Liverpool in April, 1858. She was hauled into the Huskisson Dock and discharging commenced. The ’tween decks were emptied, and on the 21st April the lower hatches were taken off in the presence of the surveyors, when there appeared no sign of anything wrong. But on the following morning smoke was noticed issuing from her hold, and a fire which started in the main hold soon destroyed her. The following account of her end I have taken from theIllustrated London News:—
The fire burst out on Thursday morning, 22nd April, 1858. Although the engines were brought into play as rapidly as possible, there was no visible effect produced; and four or five times the firemen, whilst endeavouring to penetrate the interior of the vessel so as to get at the seat of the fire, were driven back by the density of the smoke. It then became necessary to cut away the spars, rigging, stays, etc., which was done promptly and after some time it was deemed advisable to scuttle the ship as the exertions from the deck to extinguish the fire seemed unavailing. There was plenty of water in the dock at the time, but at the receding of the tide the vessel grounded and the fire seemed to have run through the entire length of the ship, for the smoke burst out of all parts and baffled every exertion. In the forenoon the masts were an anxiety, their fall being anticipated, and in the afternoon this happened, the main mast and mizen mast falling with terrificcrashes upon the quay and in their descent destroying the roofs of two sheds. At 9 o’clock at night the inner shell of the hull, for nearly the whole length of the vessel, was rapidly burning, the flames rising with fury between the ribs, which had connected the outer and inner hull, the intervening spaces being to the spectators like so many flues; and iron bolts, released by the flames, were dropping one after the other into the hold, where in the fore part of the ship, particularly the uppermost portion of the cargo, was being fast consumed.At first great alarm was felt for the neighbouring shipping, several of the steamers of the Cunard fleet being in the same dock, but no material damage was sustained by them, and they, with others, were as soon as possible removed out of harm’s way.The value of theJames Bainesand cargo is estimated at £170,000. The vessel became a complete wreck, looking, according to one account, like a huge cinder in the Huskisson Dock; and very little of the cargo was saved.
The fire burst out on Thursday morning, 22nd April, 1858. Although the engines were brought into play as rapidly as possible, there was no visible effect produced; and four or five times the firemen, whilst endeavouring to penetrate the interior of the vessel so as to get at the seat of the fire, were driven back by the density of the smoke. It then became necessary to cut away the spars, rigging, stays, etc., which was done promptly and after some time it was deemed advisable to scuttle the ship as the exertions from the deck to extinguish the fire seemed unavailing. There was plenty of water in the dock at the time, but at the receding of the tide the vessel grounded and the fire seemed to have run through the entire length of the ship, for the smoke burst out of all parts and baffled every exertion. In the forenoon the masts were an anxiety, their fall being anticipated, and in the afternoon this happened, the main mast and mizen mast falling with terrificcrashes upon the quay and in their descent destroying the roofs of two sheds. At 9 o’clock at night the inner shell of the hull, for nearly the whole length of the vessel, was rapidly burning, the flames rising with fury between the ribs, which had connected the outer and inner hull, the intervening spaces being to the spectators like so many flues; and iron bolts, released by the flames, were dropping one after the other into the hold, where in the fore part of the ship, particularly the uppermost portion of the cargo, was being fast consumed.
At first great alarm was felt for the neighbouring shipping, several of the steamers of the Cunard fleet being in the same dock, but no material damage was sustained by them, and they, with others, were as soon as possible removed out of harm’s way.
The value of theJames Bainesand cargo is estimated at £170,000. The vessel became a complete wreck, looking, according to one account, like a huge cinder in the Huskisson Dock; and very little of the cargo was saved.
The loss of this magnificent ship was considered as a national disaster. Since that date thousands and thousands of people have boarded theJames Baineswithout knowing it, for the old Liverpool Landing Stage was none other than the wreck of this celebrated clipper.
Whenthe great financial depression fell upon America in 1857 and was followed four years later by the Civil War, James Baines seized the opportunity to buy American clippers cheap and many other British firms followed his example. Mr. George Crowshaw, the American shipbroker in London, negotiated the sales and working arrangements. I have given a list in theAppendixof the best known of these ships, which put up the last fight for the sailing ship built of wood. Their day in the Australian trade was a short one; and they soon found iron passenger clippers in the lists against them, even to flying their own house-flag. And in their last days we find the Black Ball and White Star Lines chartering fine iron ships such as theSam Cearns,CornwallisandEllen Stuart.
Spacedoes not admit of more than a few lines on the best known of these later clippers.
TheSouthern Empirewas an old three-decker Atlantic packet ship, and so was the Mackay-builtChariot of Fame, which is credited with a run out to Melbourne of 67 days. There has lately been a reunion in New Zealand of the passengers who came out to Maoriland in that ship.
TheInvinciblewas said to be the tallest ship sailing out of Liverpool. She was a White Star clipper and made some very fast passages.
TheEmpress of the Seas, No. 1, was also a very fast ship. On 1st June, 1861, she left Liverpool, and arrived in Melbourne on 6th August, 66½ days out.
The Neptune’s Car, another big ship, is notable for a very different reason; for in 1857, when still under the Stars and Stripes, she was navigated for 52 days by the captain’s wife. Captain Patten had placed his mate under arrest for incompetence and insubordination; then whilst the ship was off the Horn beating to the westward, Captain Patten himself became entirely blind. The second mate was no navigator. In this dilemma Mrs. Patten, who was only 24 years of age, took command of the ship and navigated her successfully from the Horn into Frisco Bay.
Golden Agewas the ship which claimed to have run 22 knots in the hour with current to help her.
TheRoyal Danewas a well-known ship in the London River when she was commanded by Captain Bolt. She also was a big three-decker.
TheFlorence Nightingalewas celebrated for her looks.