more house flags
The actual loading of a wool cargo was a slowish process, and sometimes attended with danger to the stowers if great care was not used, as wool bales have great elasticity. A description of the uses of screws, sampson posts, trunk planks, toms, shores, etc., would, I fear, be so technical as to be wearisome.
One of the chief dangers in a wool cargo is spontaneous combustion. This caused the end of several fine ships, such as theFiery Starand the new Orient linerAurora. Spontaneous combustion was likely to happen if the bales were wet or damp, either when loaded or through contact with other damp cargo, dunnage, ballast or even sweating water tanks. Often enough the wool got a wetting on its way to the ship, and though possibly afterwards sun-dried on the outside of the bales, so that to all appearances it was perfectly dry, was really damp inside and very inflammable. Some Australian wool growers contended that the practice of clipping sheep in the morning when the fleeces were heavy with dew was a cause of spontaneous combustion.
Wool, of course, being a very light cargo, requires stiffening, but hides, tallow, etc., were generally used as deadweight, also copper ore. A ship with a wool cargo was reckoned to require two-thirds of the ballast necessary when in ballast only. Wool freights in the early days were 1d. per lb., and gradually fell to a farthing per lb.—this was for washed wool: the freight for greasy wool, which had not been cleaned and was therefore heavier than washed wool, being about 25% less.
Amongstthe pioneers of the trade with the Colonies George Thompson, of the Aberdeen Clipper Line, known to generations of Australians as theAberdeen White Star Line, holds a foremost place. The history of this celebrated firm dates back to the year 1825, when its first representative, a clipper brig of 116 tons named theChilde Harold, was sent afloat.
It may safely be said that from that hour the Aberdeen White Star Line has never looked back. From the first it earned a reputation for enterprise and good management. Amongst its fleet were numbered some of the earliest clipper ships built in the United Kingdom, ships whose records were worthy to rank with those of the celebrated Black Ball and White Star Lines; and which in their liberal upkeep had little to learn from even such aristocrats of the sea as the Blackwall frigates.
Until the discovery of gold, the green clippers ran regularly to Sydney, but when all the world began to take ship for Melbourne, the port of the gold region, it was only natural that some of the Aberdeen White Star ships should be put on the Melbourne run, and from that date the little flyers from Aberdeen were as well known in Hobson’s Bay as Sydney Cove.
The ships were all built in the yard of Walter Hood, of Aberdeen, in whose business Messrs. Thompson held a large interest, and were all designed by Walter Hood with the exception of the celebratedThermopylae.
George Thompson, who founded the line, was joined, in 1850, by his son-in-law the late Sir William Henderson, and later on Mr. Thompson’s sons, Stephen, George and Cornelius, came by turns into the partnership.
The following is a complete list of the wood and composite ships of the Aberdeen White Star fleet, dating from 1842:—
1842Neptune,wood ship343 tons.1842Prince of Wales„ „582 „1846Oliver Cromwell„ „530 „1846Phoenician„ „530 „1849John Bunyan„ „470 „1850Centurion„ „639 „1852Woolloomoolloo„ „627 „1852Walter Hood„ „936 „1853Maid of Judah„ „756 „1854Omar Pasha„ „1124 „1855Star of Peace„ „1113 „1856Wave of Life„ „887 „1857Damascus„ „964 „1857Transatlantic„ „614 „1858Moravian„ „996 „1860Strathdon„ „1011 „1861Queen of Nations„ „872 „1862Kosciusko„ „1192 „1864Nineveh„ „1174 „1864Ethiopian„ „839 „1865George Thompson„ „1128 „1866Christiana Thompson„ „1079 „1866Harlaw„ „894 „1867Thyatiracomp. ship962 „1867Jerusalemwood ship901 „1868Thermopylaecomp. ship948 „1868Ascalonwood ship938 „1869Centurioncomp. ship965 „1870Aviemorewood ship1091 „
Neptune,
Prince of Wales
Oliver Cromwell
Phoenician
John Bunyan
Centurion
Woolloomoolloo
Walter Hood
Maid of Judah
Omar Pasha
Star of Peace
Wave of Life
Damascus
Transatlantic
Moravian
Strathdon
Queen of Nations
Kosciusko
Nineveh
Ethiopian
George Thompson
Christiana Thompson
Harlaw
Thyatira
Jerusalem
Thermopylae
Ascalon
Centurion
Aviemore
No ships that ever sailed the seas presented a finer appearance than these little flyers. They were always beautifully kept and were easily noticeable amongst other ships for their smartness: indeed, when lying in Sydney Harbour or Hobson’s Bay with their yards squared to a nicety, their green sidesBwith gilt streak and scroll work at bow and stern glistening in the sun, their figure-heads, masts, spars and blocks all paintedwhite and every rope’s end flemish-coiled on snow-white decks, they were the admiration of all who saw them.
There’s a jaunty White Star Liner, and her decks are scrubbed and cleanAnd her tall white spars are spotless, and her hull is painted green.Don’t you smell the smoky stingo? Ech! ye’ll ken the Gaelic lingoOf the porridge-eating person who was shipped in Aberdeen.
There’s a jaunty White Star Liner, and her decks are scrubbed and cleanAnd her tall white spars are spotless, and her hull is painted green.Don’t you smell the smoky stingo? Ech! ye’ll ken the Gaelic lingoOf the porridge-eating person who was shipped in Aberdeen.
There’s a jaunty White Star Liner, and her decks are scrubbed and cleanAnd her tall white spars are spotless, and her hull is painted green.Don’t you smell the smoky stingo? Ech! ye’ll ken the Gaelic lingoOf the porridge-eating person who was shipped in Aberdeen.
There’s a jaunty White Star Liner, and her decks are scrubbed and clean
And her tall white spars are spotless, and her hull is painted green.
Don’t you smell the smoky stingo? Ech! ye’ll ken the Gaelic lingo
Of the porridge-eating person who was shipped in Aberdeen.
—Brady.
From the first to the last they were hard-sailed ships, and some of the fastest were often sent across to China for a home cargo of tea, though theThermopylaewas the onlybona-fidetea clipper in the fleet.
On the outward passage, whether to Sydney or Melbourne, they generally carried a few first-class passengers, but it was only during the very height of the gold rush that their ’tween decks were given up to a live freight.
Thefirst of the Aberdeen White Star fleet to make a reputation for speed was the celebratedPhoenician, under the command of one of the best known passage makers of the day, Captain Sproat.
Her dimensions were:—
Length of cut keel122feet.Rake of stem25„Rake of sternpost7„Extreme breadth27feet 5 inches.Depth of hold19„ 1 „Registered tonnage (old)526tons.„ „ (new)478„Deadweight capacity780„
Length of cut keel
Rake of stem
Rake of sternpost
Extreme breadth
Depth of hold
Registered tonnage (old)
Deadweight capacity
Her first three voyages were considered extraordinarily good for those days.
1849-50 London to Sydney 90 days—Sydney to London 88 days.1850-51 London to Sydney 96 days—Sydney to London 103 days.1851-52 London to Sydney 90 days—Sydney to London 83 days.
TheJohn Bunyanin 1850 made the run home from Shanghai in 99 days, which, even though she had a favourable monsoon, was a very fine performance.
TheWalter Hoodon her maiden voyage under the command of Captain Sproat made the passage out to Australia in 80 days, and the account given in the papers remarks:—“Her sailing qualities may be judged from the fact of her having run during four several days 320 miles each 24 hours.”
TheMaid of Judahhad the honour of taking out the Royal Mint to Sydney in 1853. Her dimensions are interesting to compare with those of thePhoenician, so I give them:—
Length of keel160feet.Length over all190„Beam31„Depth of hold19„
Length of keel
Length over all
Beam
Depth of hold
TheQueen of Nations, under Captain Donald, went from Plymouth to Melbourne in 87 and 84 days; but the fastest of these earlier clippers was the well-knownStar of Peace, which made four consecutive passages to Sydney of 77, 77, 79, and 79 days under the redoubtable Captain Sproat.
I remember seeing a picture of this fine clipper, representing her off the Eddystone when homeward bound. She was a very rakish looking craft with long overhangs and carried a heavy press of sail, which included double topsails, skysails, main and mizen sky staysails and also three-cornered moonsails stretching to the truck of each mast.
TheEthiopian, on her first voyage to Melbourne, went out in 68 days under Captain William Edward. She sailed her last voyage under the British flag in 1886. She was then rigged as a barque, and on her passagehome from Sydney had a remarkable race with the ironOrontes, belonging to the same owners. The two vessels cast off their tugs together outside Sydney Heads, sighted each other off the Horn, were becalmed together in the doldrums, spoke the same ship off the Western Isles; and when the chops of the Channel were reached, theEthiopianwas hove to taking soundings in a fog, when theOrontescame up under her stern within hailing distance. Finally theEthiopiangot into the East India Docks one tide ahead of theOrontes, thus winning the race and a considerable sum in wagers.
TheNineveh, built the same year as theEthiopian, was an extremely lucky ship in her freights and passengers and made a great deal of money. Old Stephen Thompson was so pleased that he gave Captain Barnet a banquet at the Holborn Restaurant, and all through the dinner kept toasting “the luckyNineveh.”
Thesewooden clippers were often very tender coming home with wool, as the following reminiscence given by Coates in hisGood Old Days of Shippingwill show:—“Apropos ofJerusalem, I remember a most exciting race with the large American shipIroquois. We were homeward bound from the Colonies, flying light and very crank, a not uncommon condition with a wool cargo. The Yank was first sighted on our quarter, the wind being quarterly, blowing moderately, though squally at times.
“Whilst the wind remained so theIroquoishad no chance, but when it freshened theJerusalemheeled over to such an extent that it necessitated sail beingtaken in. Soon the American was ploughing along to leeward carrying her three topgallant sails and whole mainsail and going as steady as a die, whilst theJerusalemwas flying along with fore and main lower topgallants and reefed mainsail, but heeling over to such a degree that one could barely stand upright, the water roaring up through the lee scuppers, and during the squalls lipping in over the rail.
“In a short time the topgallant sails and mainsail were handed and preparations made to reef the fore topsail. By this time, however, theIroquoishad just passed the beam, when, apparently, her skipper, satisfied to have passed us, snugged his ship down to three reefed topsails and we shortly after lost sight of her in a blinding squall.”
And Coates goes on to say:—“To see this ship when moderately light was a great pleasure, her lines were the perfection of symmetry. In one day I remember 324 miles being got out of this ship; she was one of the first to carry double topgallant yards.”
As a matter of fact, theJerusalemwas generally considered the fastest ship in the fleet next toThermopylae. She made several very good passages from China in the seventies of under 110 days. Captain Crutchley, in his bookMy Life at Sea, gives an instance of her speed, in describing how she raced ahead of the tea clipperOmba, both ships being bound up the Channel with a strong beam wind. On this occasion, however, it was theOmbawhich was the tender ship, as she could not carry her royals though theJerusalemhad all plain sail set.
TheThyatira, Thompson’s first composite ship, was also a very ticklish vessel to handle when wool-laden. On her maiden voyage she went out to Melbourne in77 days, but took 96 days to get home, during which passage she gave her officers much anxiety owing to her extreme tenderness.
CaptainMark Breach, one of the best known of the Aberdeen White Star captains, entered the employ of the firm as second mate on the newly launchedThyatira. TheThyatirawas on the berth for Melbourne when he joined her. On his second day aboard he was superintending the stowage of cargo in the hold, when old Stephen Thompson came down to have a look round. TheThyatira’sowner happened to be smoking a fine meerschaum pipe, and young Breach, being completely ignorant of the identity of the visitor, immediately went up to him and informed him in no uncertain language that his lighted pipe was dead against all rules and regulations. Mr. Thompson, without disclosing his identity, at once apologised and returned his pipe to its case. Presently when the visitor had departed, the mate asked Mr. Breach what he had been talking to Mr. Thompson about. And one may well imagine that the new second mate was somewhat scared when he learnt that it was his owner to whom he had been laying down the law. However, the mate comforted him by telling him that Stephen Thompson had been very pleased and prophesied that he would be a good servant to the company.
Mark Breach afterwards served as mate of theMiltiades, then commanded theJerusalem,Aviemore, and finally the famousPatriarch.
TheThyatirawas a very favourite ship and made some very good passages. She and theJerusalembothloaded tea home from China on more than one occasion, and made passages of under 110 days in the N.E. monsoon.
Thermopylae’scareer I have already dealt with fully in theChina Clippers. Her sail plan was cut down twice in her old age, thus taking off a good deal of her speed in light weather, but even then there were not many vessels which could give her the go-by, either in light or heavy weather.
ThesecondCenturionwas launched in the spring of 1869, and measured:—Length 208 ft.; beam 35 ft.; depth 21 ft. Captain Mitchell overlooked her building and was her first commander. She was a very fast ship and he always hoped to beat theThermopylaewith her, but never succeeded.
On her first voyage she went out to Sydney in 69 days. It was a light weather passage and she never started the sheets of her main topgallant sail the whole way. She is stated to have made 360, 348 and 356 miles in three successive days running down her easting, but I have been unable to verify these runs. Captain Mitchell died on her second voyage just before reaching the Channel homeward bound. She also made some creditable tea passages, but was mostly kept in the Sydney trade. In 1871 she went out in 77 days and in 1872 in 78 days.
TheAviemorewas the last of the wooden ships, and at the date of her launch, the first iron ship builtfor Thompsons, the celebratedPatriarch, had already proved herself such a success as to put all idea of building any but iron ships in the future out of the question.
ThefirstCenturionended her days as a total loss in 1866.
TheWalter Hoodwas wrecked near Jervis Bay Lighthouse, New South Wales, on 27th April, 1870, when bound from London to Sydney with general cargo, her captain and 12 men being drowned.
TheWoolloomoollooended her days under the Spanish flag and was wrecked in 1885.
TheMaid of Judahwas sold to Cowlislaw Bros., of Sydney, in 1870. In December, 1879, she left Sydney for Shanghai, coal-laden, with Captain Webb in command, and the following June was condemned and broken up at Amoy.
TheOmar Pashawas burnt at sea in 1869, when homeward bound from Brisbane, wool-laden.
The celebratedStar of Peace, after being run for some years by Burns, Philp & Co., of Sydney, was converted into a hulk at Thursday Island, being only broken up in 1895.
TheWave of Lifewas sold to Brazil, and sailed as theIdauntil 1891, when she was renamedHenriquita. Finally she was condemned and broken up in March, 1897.
TheDamascuswas bought by the Norwegians, who changed her name toMagnolia. On 1st September, 1893, she stranded at Bersimis and became a total loss.
TheTransatlanticwas rebuilt in 1876; in 1878 she was owned by J. L. Ugland, of Arendal; and on 15thOctober, 1899, when bound to Stettin from Mobile, she foundered in the Atlantic.
TheMoravianwas sold to J. E. Ives, of Sydney, and ended her days as a hulk, being broken up at Sydney in March, 1895.
TheStrathdon, under the name ofZwerver, did many years’ service with the Peruvian flag at her gaff end. She was broken up in 1888.
TheQueen of Nationswas wrecked near Woolloagong, New South Wales, on 31st May, 1881, when bound out to Sydney. All hands were saved except one.
TheKosciusko, like theMaid of Judah, was bought by Cowlislaw Bros., being broken up at Canton in 1899.
TheNinevehwas bought by Goodlet & Smith, of Sydney. She was abandoned in the North Pacific in February, 1896.
TheEthiopianwas sold to the Norwegians. In October, 1894, when bound from St. Thomas to Cork, she was abandoned near the Western Isles. She was afterwards picked up 15 miles from Fayal and towed into St. Michael’s, where she was condemned.
TheGeorge Thompsonpassed through the hands of A. Nicol & Co., of Aberdeen, and J. Banfield, of Sydney, to the Chileans. On 13th June, 1902, she was wrecked at Carlemapu.
TheChristiana Thompsonwent to the Norwegians and was renamedBeatrice Lines. She was wrecked near Umra in Norway on 7th October, 1899.
TheHarlawwas wrecked at Hongkong in 1878.
TheJerusalem, like many of the others, was converted into a barque in her old age. In 1887 she was bought by the Norwegians. On 28th October, 1893, she left New Brunswick for London with a cargo ofpitch-pine and resin and never arrived, the usual end of timber droghers on the stormy North Atlantic.
TheThyatirawas bought by J. W. Woodside & Co., of Belfast, in 1894. In July, 1896, when bound from London to Rio with general cargo, she was wrecked at Pontal da Barra.
TheAscalonwas bought by Trinder, Anderson & Co. in 1881. They ran her for nine years and then sold her to the Norwegians. She was wrecked on 7th February, 1907, at Annalong, when bound from Runcorn to Moss.
The secondCenturionleft Sydney for Newcastle, N.S.W., on 17th January, 1887; at 1.30 a.m. whilst off the Heads, the tug’s line carried away: the ship drifted on to the North Head, struck and then sank in 18 fathoms, barely giving her crew 15 minutes to get clear.
TheAviemorewas bought by the Norwegians. In October, 1910, she left Sandejford for the South Shetland where she was converted into a floating oil refinery. Later she was resold to the Norwegians, and I have a snapshot of her taken in Bristol in 1915, rigged as a barque with a stump bowsprit.
Anotherwell-known Aberdeen firm which was a pioneer in the Australian trade was Duthies. They were builders as well as owners. The original William Duthie started his shipbuilding business over 100 years ago. Besides owning many of the ships he built, he was also a large timber merchant, and kept some vessels in the North American timber trade. He was also one of the first to send ships to the Chinchas and Peru for guano. He eventually turned over his shipbuilding business to his brothers John and Alexander, but retained his interest in some of the ships.
The first of Duthie’s ships of which I have any record is theJane Pirie, of 427 tons, built in 1847 for the Calcutta trade and commanded by a well-known skipper of those days, Captain James Booth.
The next vessel to be launched by Duthie was theBrilliantin 1850. She measured 555 tons, and, commanded by Captain Murray and sailing under Duthie’s house-flag, she became a very popular passenger clipper in the time of the gold rush. On her first outward passage she went from London to Melbourne in 87 days, and this was about her average. She generally loaded wool for the London market at Geelong, and made the homeward run in under 90 days.
Few ships came home from the Antipodes in those days without gold dust on board; and theBrillianton one occasion brought home 7 tons of gold, giving Captain Murray an anxious time until he had it safely handed over to the Bank of England. After a dozen years as a first class passenger and wool clipper theBrilliantwas debased to the guano and nitrate trades, being finally lost at sea when homeward bound from Callao with a cargo of guano.
The next of Duthie’s ships was theJames Booth, of 636 tons, named after the celebrated captain. She was launched in 1851 for the Calcutta trade.
In 1852 Duthie built theBallarat, 713 tons, for the great shipowner Duncan Dunbar. TheBallaratdistinguished herself by coming home from Melbourne in 69 days in 1855. All these early ships had the famous Aberdeen clipper bow and painted ports, and ably maintained the high reputation of the Aberdeen clipper.
In the sixties Messrs. Duthie launched the followingwell-known wool clippers, all called after various members of the family:—
1862William Duthiewood ship968 tons.1863Martha Birnie„ „832 „1864John Duthie„ „1031 „1867Alexander Duthie„ „1159 „1868Ann Duthie„ „994 „
William Duthie
Martha Birnie
John Duthie
Alexander Duthie
Ann Duthie
The ships were all three skysail yarders, and good passage makers; they were kept almost entirely in the Sydney trade, and must have made good dividends in those early days. TheJohn Duthieon one occasion made £5000 freight for the wool passage home. Her commander at that time was Captain Levi, a very well-known character, who always offered a glass of Scotch and an apple to any visitor who came aboard his ship.
The next Duthie ship was theAbergeldie, of 1152 tons. She was their first ship with iron in her composition, having iron beams. She was launched in 1869, the same year as theWindsor Castle, a beautiful little wood ship of 979 tons, which Duthie built for Donaldson Rose. ThisWindsor Castlemust not be confused with Green’s Blackwall frigate of the same name. For some years both ships were trading to Sydney, and one year there was more than a little confusion owing to the twoWindsor Castlesarriving out on the same day. Duthie’sWindsor Castlemade many fine passages both out and home, her best known commander being Captain Fernie. After being sold her name was changed toLumberman’s Lassie, and under this name she was for many years a well-known Colonial trader, and finally a coal hulk.
Thebest passage made out to Sydney between these dates was that of the iron tea clipperHalloweenon hermaiden voyage. She left the Thames on 1st July, 1872, crossed the line in 27° W. on the 20th, 19 days out, crossed the meridian of the Cape on 10th August, 40 days out, ran her easting down in 42° and arrived in Sydney on 8th September, 69 days out.
Another very famous Aberdeen ship, theStar of Peace, left London, 21st September, 1873, and arrived at Melbourne on 16th December, 86 days out.
This little table will perhaps give a good idea of the usual passages made by the wood and composite built ships.
ShipSailedCrossedEquatorinLong.CrossedMeridianof CapeRanEastingDownin Lat.ArrivedD’ysOut1872°°ThyatiraFeb. 23Mar. 2022 WApril 2542 SMay 2389Ann DuthieMar. 5„ 2527—48„ 2480Ascalon„ 5April 223April 3041June 794Maid of Judah„ 21„ 1822May 21—„ 2394CenturionApril 18May 1022June 839July 578John DuthieJune 4June 3027July 2842Aug. 2986StrathdonJuly 8Aug. 1426Sept. 945Oct. 25109William Duthie„ 16„ 1727„ 1544„ 31107Ethiopian„ 25„ 2921——„ 31981873HarlawFeb. 5Feb. 2523Mar. 2245April 2983Nineveh„ 11Mar. 821April 344May 179AviemoreMar. 14„ 2923May 2845June 482AbergeldieJuly 7——Sept. 142Oct. 287
Thyatira
Ann Duthie
Ascalon
Maid of Judah
Centurion
John Duthie
Strathdon
William Duthie
Ethiopian
Harlaw
Nineveh
Aviemore
Abergeldie
Duringthe sixties and seventies, when Sydney and Melbourne were filling their harbours with the finest ships in the British Mercantile Marine, Adelaide, in a smaller way, was carrying on an ever increasing trade of her own, in which some very smart little clippers were making very good money and putting up sailing records which could well bear comparison with thosemade by the more powerful clippers sailing to Hobson’s Bay and Port Jackson.
From the early fifties South Australia had been sending wool home in exchange for general cargoes from London.
This trade was in the hands of two or three well-run firms, such as the Orient, Devitt & Moore and Elder. These firms owned some beautiful little composite ships, which up till now have received scant notice in the annals of our Mercantile Marine. These little clippers, most of them well under 1000 tons register, were driven as hard as any Black Ball or White Star crack, and this without the incentive of publicity.
Their captains, however, were always in keen rivalry and put a high value on their reputations as desperate sail carriers. They made little of weather that would have scared men who commanded ships of three times the tonnage of the little Adelaide clippers, and they were not afraid of a little water on deck—indeed, when running down the easting, their ships were more like half-tide rocks than merchant vessels, being swept from end to end by every roaring sea; and even in only a fresh breeze their decks were hidden by a curtain of spray.
It was a common saying that they took a dive on leaving the tropics, came up to breathe at the Cape and did not reappear again till off Cape Borda. A South Australian trader prided himself on carrying a main topgallant sail when other ships were snugged down to reefed topsails; and he considered that he had made a bad passage if he was not up with Cape Borda in 70 days. Indeed he usually began to look for the Australian coast about the 60th day out, and if he was at sea for much longer than that without raising the land would beginto think that he had overrun his distance and got into the Gulf of St. Vincent.
It is not surprising, therefore, that the crews of these vessels rarely knew what it was to have a dry shirt on their backs, and usually had had more than enough of it by the time they were off Kangaroo Island; thus it was the general thing for them to run on arrival.
The late Mr. Barry wrote the following interesting account of the usual homeward bound crew on a South Australian wool clipper:—“They loaded some of the golden fleece at the Port and the rest perhaps at Port Augusta at the head of Spencer’s Gulf. There one could see at times quite a clump of pretty little clippers lying in the stream between the mangrove-clad shores, waiting for the camel trains to come in from Pekina and Coonatto and Mount Remarkable. Much rivalry there was too between the ships, as to which should get her hatches battened down first, complete her crew and clear away for the February wool sales. And men in those days were not always easy to procure, for the long, cold Cape Horn passage and the prospect of shipping again out of London at 50s. per month were not very tempting experiences. Thus it often happened crews ran in Port Adelaide and ‘runners’ or temporary hands, just shipped for the trip, had to be engaged to take the vessel round to Port Augusta. These returning by thePenolaor theRoyal Shepherdor theAldingaleft the shipmasters to trust in providence for men to work the vessels home. But, now and again, bushmen coming down country for a spree at ‘the Port’, a mere hamlet, consisting then mainly of gnats, sand and galvanized iron, would be induced, once their money was gone, to sign articles for the trip home. Men who had never thought to use the sea again, bullock drovers,boundary riders, shepherds and station hands of every description were thus often found on board the clippers of the composite wool fleet. Many of them had not been to sea for years; but before they had got the smell of ice in their nostrils all the old tricks of the craft came back to them and better crowds no skipper could wish for, if at times apt to be a little intolerant and careless of discipline, with the liberal life of the bush so close behind them.
“A hard experience, too, it generally proved for them, quite unprovided as they (for the most part) were with a sea-going outfit of any description and dependent on the often scantily supplied slop chest. And many a time when washing along the decks in icy Cape Horn seas or hoisting the frozen canvas aloft, while hail and rain pelted and soaked them, poorly fed, poorly clad, the merest sport of the bitter southern weather, they regretted with oaths deep and sincere their snug bunks and ‘all night in’ of the far away bush stations, where tempests troubled them not and the loud command of ‘all hands’ was unknown. Nor, as a rule, London Town once reached, did they lose any time in looking for a ship bound to some part of the country they had so foolishly left.”
Ofthe firms which were chiefly instrumental in exploiting the South Australian trade first mention should perhaps be made of the Orient Line of clippers, the forerunners of the present Orient Line of steamers.
The Orient Line was originally started by James Thompson & Co., who had a number of small ships and barques trading to the West Indies, then Mr. James Anderson joined the firm and eventually became headpartner, upon which the name was changed to Anderson, Anderson & Co.
The first of the firm’s Australian ships was theOrientand this vessel gave her name to the line.
The Orient Line were nothing if not enterprising. Most of their vessels were built in the Nelson Docks, Rotherhithe, to the designs of Mr. Bilbe. Mr. Bilbe was a designer of great ability and he and Mr. Perry, an old shipmaster, were the working partners of the Nelson Dock, which consisted of a dry dock and a building yard, owned by Anderson, Anderson & Co. Mr. James Anderson had a wonderful knowledge of everything pertaining to ships and their business, and like many an old-fashioned shipowner took a practical interest in his ships, and nothing either in their design, construction or management was undertaken without his approval.
Messrs. Bilbe & Perry built one of the earliest composite clippers, theRed Riding Hood. She was launched in 1857 some six years before the first of the composite tea clippers. They also went in for iron ships at an early date, their first iron ship, theWhite Eagle, being built as far back as 1855. But owing chiefly to a very ill-advised strike of shipwrights, the Thames builders found themselves unable to compete with the North in iron shipbuilding and the Clyde took the trade which should have belonged to the Thames. Thus 1866 saw the last of the Thames composites to be built in the Nelson Dock whenArgonautwas launched for the Adelaide trade.
However, Messrs. Anderson, Anderson & Co. meant to have the fastest ships procurable, and gave Hall, of Aberdeen, Steele, of Greenock and the Sunderland shipyards each a chance to turn them out a flyer.
TheOrient, the pioneer of the line, was launched at Rotherhithe in 1853, and measured:—