“THOMAS STEPHENS.”From a painting by F. B. Spencer; lent by Messrs. Thomas Stephens & Sons.Larger image(221 kB)
“THOMAS STEPHENS.”
From a painting by F. B. Spencer; lent by Messrs. Thomas Stephens & Sons.
Larger image(221 kB)
On her second voyage she left Liverpool on 9th September, 1870, and anchored in Hobson’s Bay on 21st November, 73 days, port to port. After this she always sailed from London as one of the London Line of Packets, along with her great rivalThe Tweed. And for her third voyage, I find the following advertisement in theTimesof 5th October, 1871.
MELBOURNE-LONDON LINE OF PACKETS.THOMAS STEPHENS.R. Richards(so well and favourably known when in command of theDonald MackayandGreat Victoria), commander. This superb clipper, 1507 tons registered, of the highest class at Lloyd’s, and owned by Messrs. Thomas Stephens & Sons, is one of the finest specimens of marine architecture afloat, and made her last passage in 64 days. Constructed specially for the Australian passenger trade. Her spacious full poop saloon is fitted with bathrooms, cabin furniture, bedding, and every convenience. The second and third cabins are most comfortable. Carries a surgeon.—Bethell & Co., Cowper’s Court, Cornhill, E.C.
MELBOURNE-LONDON LINE OF PACKETS.THOMAS STEPHENS.
R. Richards(so well and favourably known when in command of theDonald MackayandGreat Victoria), commander. This superb clipper, 1507 tons registered, of the highest class at Lloyd’s, and owned by Messrs. Thomas Stephens & Sons, is one of the finest specimens of marine architecture afloat, and made her last passage in 64 days. Constructed specially for the Australian passenger trade. Her spacious full poop saloon is fitted with bathrooms, cabin furniture, bedding, and every convenience. The second and third cabins are most comfortable. Carries a surgeon.—Bethell & Co., Cowper’s Court, Cornhill, E.C.
Thomas Stephensleft London on 26th October, 1871, for Melbourne, her great antagonistThe Tweedsailing for Sydney about the same date. She crossed the line on 20th November in long. 29° 57′ W., making 12 knots with the S.E. trade blowing steadily from S.E. by S. Her best run was 315 miles in a 23½-hour day when running down her easting. This was from Saturday, 9th December to Sunday, 10th December, and her log book gives the following details:—
Saturday, 9th December, 1871.—Lat. 44° 50′ S., long. 20° 34′ E. Courses S.E. by E. ½ E., S. by E., S.E. by E. ½ E., S.S.E., S.E. Winds E.N.E., E. by N., variable, west. A.M., strong wind and squally, logging 10 knots. 11 a.m., heavy squalls, handed topgallant sails, crossjack, spanker and outer jib. P.M., squally with heavy rain. 4 p.m., set main topgallant sail. 9 p.m., wind veering into westward; set fore topgallant sail and main topgallant staysail. Midnight, logging 16 knots during last four hoursSunday, 10th December, 1871.—Lat. 44° 48′ S., long. 27° 57′ E. Courses S.E. ½ E., S.E. Winds west, N.W. Distance 315 miles. A.M.,heavy gale, high cross sea; ship labouring and straining heavily; decks at times completely flooded fore and aft. 1 a.m., main topgallant staysail stay carried away. 7 a.m., continuation of gale, logging 16 knots. Heavy sea struck ship on starboard quarter, washing starboard lifeboat out of davits, completely flooding main deck and washing away main hatch-house. 9.30 a.m., gale moderating, made all plain sail, still logging 16 knots. P.M., moderate with high cross sea; decks completely flooded; have logged 16 knots during last 16 hours.
Saturday, 9th December, 1871.—Lat. 44° 50′ S., long. 20° 34′ E. Courses S.E. by E. ½ E., S. by E., S.E. by E. ½ E., S.S.E., S.E. Winds E.N.E., E. by N., variable, west. A.M., strong wind and squally, logging 10 knots. 11 a.m., heavy squalls, handed topgallant sails, crossjack, spanker and outer jib. P.M., squally with heavy rain. 4 p.m., set main topgallant sail. 9 p.m., wind veering into westward; set fore topgallant sail and main topgallant staysail. Midnight, logging 16 knots during last four hours
Sunday, 10th December, 1871.—Lat. 44° 48′ S., long. 27° 57′ E. Courses S.E. ½ E., S.E. Winds west, N.W. Distance 315 miles. A.M.,heavy gale, high cross sea; ship labouring and straining heavily; decks at times completely flooded fore and aft. 1 a.m., main topgallant staysail stay carried away. 7 a.m., continuation of gale, logging 16 knots. Heavy sea struck ship on starboard quarter, washing starboard lifeboat out of davits, completely flooding main deck and washing away main hatch-house. 9.30 a.m., gale moderating, made all plain sail, still logging 16 knots. P.M., moderate with high cross sea; decks completely flooded; have logged 16 knots during last 16 hours.
On Friday, 29th December, the westerlies were so strong that theThomas Stephenshad to be hove to for 4½ hours, the gale being preceded by six hours’ calm with fog; the log reads as follows:—
Friday, 29th December, 1871.—Lat. by acc. 45° 21′ S., long. 129° 7′ E. Courses N.E., E.N.E., E. by S., N.N.W., N.E. Winds variable, calm, N.W., west. A.M., light variable airs, thick foggy weather. Watch hauling up cable. 10 a.m., strong breeze, dull cloudy weather, logging 12 knots. 3.30 p.m., strong gale, handed topgallant sails. 4 p.m., gale still increasing, handed upper topsails, courses and jib. Brought ship to the wind under lower topsails. Heavy sea running; decks completely flooded. 8.30 p.m., wind veering into S.W. Wore ship off before the wind. 10 p.m., set foresail and upper fore topsails, logging 10 knots.
Friday, 29th December, 1871.—Lat. by acc. 45° 21′ S., long. 129° 7′ E. Courses N.E., E.N.E., E. by S., N.N.W., N.E. Winds variable, calm, N.W., west. A.M., light variable airs, thick foggy weather. Watch hauling up cable. 10 a.m., strong breeze, dull cloudy weather, logging 12 knots. 3.30 p.m., strong gale, handed topgallant sails. 4 p.m., gale still increasing, handed upper topsails, courses and jib. Brought ship to the wind under lower topsails. Heavy sea running; decks completely flooded. 8.30 p.m., wind veering into S.W. Wore ship off before the wind. 10 p.m., set foresail and upper fore topsails, logging 10 knots.
On Saturday, 30th December, the gale still continued and the log book records:—
Lat. by acc. 43° 57′ S., long. 134° 27′ E. Courses N.E., N.E ½ N. Winds W.S.W. A.M., strong gale, high sea. Shipping a quantity of water over all, logging 13 knots. 4 a.m., set upper main and mizen topsails. 7 a.m., set topgallant sails, weather moderating, logging 12 knots. 10 a.m., heavy sea. Decks at times completely flooded. P.M., strong gale and heavy sea. Shipping a quantity of water over all, logging 13 knots. 10 p.m., gale increasing. Handed fore and mizen topgallant sails, logging 14 knots. 10.30 p.m., handed main topgallant and mizen topsail. Midnight, strong gale and high sea; have logged 14 knots during last six hours.
Lat. by acc. 43° 57′ S., long. 134° 27′ E. Courses N.E., N.E ½ N. Winds W.S.W. A.M., strong gale, high sea. Shipping a quantity of water over all, logging 13 knots. 4 a.m., set upper main and mizen topsails. 7 a.m., set topgallant sails, weather moderating, logging 12 knots. 10 a.m., heavy sea. Decks at times completely flooded. P.M., strong gale and heavy sea. Shipping a quantity of water over all, logging 13 knots. 10 p.m., gale increasing. Handed fore and mizen topgallant sails, logging 14 knots. 10.30 p.m., handed main topgallant and mizen topsail. Midnight, strong gale and high sea; have logged 14 knots during last six hours.
On Tuesday, 2nd January, 1872, Cape Otway bore north, distant 2 leagues; at 7 a.m. the pilot came on board and took charge, and at 1 p.m. theThomas Stephenscame to anchor in Hobson’s Bay, 66 days out from her Channel pilot. From Melbourne she wentacross to Calcutta in 45 days, with walers on board, and loaded jute home, the usual round of first-class ships in the seventies.
During her long and successful career she usually loaded outwards to Melbourne or Sydney; but in 1879 on her twelfth voyage she went out to Otago, and on her thirteenth left Liverpool on 29th April and arrived at Rangoon on 21st July, 83 days out.
In 1881 she went out to San Francisco in 124 days from Holyhead, and coming home to Falmouth in 98 days. Except for an occasional run to Frisco, Calcutta or Rangoon, she was kept regularly in the Sydney trade during the eighties and nineties.
The following is a list of her best sailing records:—
16 knots for 16 successive hours, 10th December, 1871, in 44° 48′ S., 28° 7′ E. 1000 miles in 70 hours.16 days (the record) from Cape Horn to the line, under Captain Robertson.1870Liverpool to Hobson’s Bay;Sept. 9 to Nov. 2173 days1871-2London to Hobson’s Bay;Oct. 26 to Jan. 268 days1872Melbourne to Calcutta;Feb. 1 to March 1745 days1872-3Lizard to Hobson’s Bay;Dec. 4 to Feb. 1169 days1873Ushant to Hobson’s Bay;Sept. 3 to Nov. 866 days1874-5Lizard to Hobson’s Bay;Nov. 22 to Jan. 3170 days1876Lizard to Hobson’s Bay;Aug. 7 to Oct. 2478 days1877Tuskar to Hobson’s Bay;Aug. 12 to Oct. 2776 days1878Plymouth to Hobson’s Bay;June 15 to Aug. 3177 days1880Liverpool to Rangoon;April 29 to July 2183 days1880-1Frisco to Queenstown;Nov. 8 to Feb. 1899 days1881Holyhead to Frisco;Jan. 12 to May 16124 days1882Frisco to Falmouth;June 7 to Sept. 1398 days1882-3London to Sydney;Nov. 8 to Jan. 2275 days1885Antwerp to Sydney;July 25 to Oct. 2087 days1886London to Sydney;May 29 to Aug. 1679 days
16 knots for 16 successive hours, 10th December, 1871, in 44° 48′ S., 28° 7′ E. 1000 miles in 70 hours.
16 days (the record) from Cape Horn to the line, under Captain Robertson.
In the later eighties her passages began to slow up for two very good reasons: firstly her sail plan was cut down; and secondly her captain, owing to a very nervous wife being with him, made no attempt to drive her.
Captain Richards had her through the seventies, except for two voyages in 1874-5 when Captain Bloomfield had her, then Captain Archibald Robertson commanded her for half a dozen voyages, he was followed by Captain W. Cross, then Captains Cutler, Davis and Belding took her in turn.
TheThomas Stephenswas a lucky ship and kept singularly free of trouble; indeed she had no serious mishap until July, 1893, when she got well battered by a severe gale in 52° S., 130° W., whilst homeward bound from Melbourne with wheat. Her bulwarks were carried away from the fore rigging to abaft the main rigging on the starboard side and her main deck was swept clean. She put into Callao for repairs, but she was not leaking and her cargo was found to be undamaged.
On her following voyage she got into more serious trouble in battling to get to the westward of Cape Stiff. She sailed from Barry on 27th December, 1894, and was partially dismasted off the pitch of the Horn. Put back to the Falklands, arriving in Stanley harbour on 28th February, 1895. Captain Belding, however, refused to agree to the extortionate demands of the Stanley shipwrights, and sailed for Capetown under jury rig, arriving there 14th May, 1895. Here he refitted, and leaving Table Bay on 22nd June arrived at Esquimalt by the eastern route on 24th September.
This unfortunate voyage terminated her career under the Red Ensign, for on her arrival home in 1896 theThomas Stephenswas sold to the Portuguese Government. The Portuguese have a singularly shrewd eye for a ship; and in this year they bought at breaking up prices three of the finest and fastest ships ever built, namely theThomas Stephens,Cutty SarkandThermopylae.
Captain Belding was retained to sail theThomas Stephensto the Tagus under her new flag. He had a Portuguese crew, and the passage was not without incident, for a fire broke out on board and it was chiefly owing to Captain Belding’s personal bravery that it was extinguished. Indeed so pleased were the Portuguese with his behaviour that they presented him with a service of plate and a Portuguese Order, at the same time asking him to continue in command. For many years after this theThomas Stephensserved as a naval training ship in the Tagus in conjunction with theThermopylae. She survived the famous tea clipper, however, and many a British naval officer has probably been aboard the famous old ship without realising that, disguised under the name ofPero d’Alemguer, floated one of the crack Australian passenger ships of the seventies.
The Great War found her lying a hulk in the Tagus. The Portuguese fitted her out when tonnage began to get scarce in 1915, and sent her across to America. On her return passage to Lisbon in January, 1916, she was posted as missing—possibly a Hun torpedo sent her to the bottom—and that terrible word “missing” may be hiding some awful tragedy or glorious heroism. Anyhow her name goes on the “Ships’ Roll of Honour in the Great War,” along with more than one of her sisters in the Australian trade.
Messrs.Aitken & Lilburn started their venture with six splendid ships, of 1200 tons each, all built during 1869-70. These were theLoch Katrine,Loch Earn,Loch LomondandLoch Leven, all built by Lawrie, of Glasgow, and theLoch NessandLoch Tay, built by Barclay, Curle & Co.
At first it had been intended to name the ships after clans, but the Clan Line registered first, and so at the start the “Lochs” were advertised as the “Clyde Line of Clipper Packets.”
TheLoch Katrinewas the first ship away. She arrived in Hobson’s Bay under Captain M’Callum, on 20th December, 1869, 81 days out from Glasgow. TheLoch Ness, Captain Meiklejohn, arrived on 13th January, 1870; theLoch Tay, Captain Alex. Scott, on 12th February, 1870; theLoch Earn, Captain W. Robertson, on 31st March, 1870; theLoch Lomond, Captain Grey, R.N.R., on 26th May, 1870; and theLoch Leven, Captain Branscombe, on 19th August, 1870.
Of the six clippers, theLoch Taymade the best passage out, being only 73 days, anchorage to anchorage. Running her easting down, her best week’s run was over 2000 miles, and she averaged 285 miles a day for nine consecutive days. Stunsails and large crews were carried by the Loch clippers right up to the end of the seventies; and the following passages under these conditions will show their speed capabilities:—
TUSKAR TO CAPE OTWAY.Loch Katrine74 daysLoch Ness68 „Loch Tay67 „Loch Earn63 „Loch Lomond76 „Loch Leven68 „
Their average, pilot to pilot, 69½ days; port to port, 77 days.
Four of these ships lived to a good old age, whilst the other two came to early and tragic ends.
When sailing ship freights began to fall, theLochs Katrine,Tay,NessandLomondwere converted into barques, but in spite of losing the yards on the mizen, they continued to make good passages right into the twentieth century.
TheLoch Katrinemade her best passage in 1893, from the Channel to Melbourne in 71 days.
In 1907 she was nearly lost running her easting down when bound out to Australia. It was blowing hard from the S.W., and a heavy sea broke aboard, tearing up the standard compass and washing it into the scuppers, besides smashing up a lifeboat and floating the gig out of its chocks. The next roller came right over the stern, crumpling up the wheel and binnacle and breaking in the cabin skylight. The men at the wheel were washed away, and the ship broached to, filling her main deck to the rail. All hands were called to save the ship, and as usual in such cases, it meant risking life and limb to venture along the flooded main deck and man the braces. However Captain Anderson managed to get his ship off before the wind and by the following night a jury wheel of capstan bars had been lashed on to the remains of the old wheel.
Three years later, in 1910, theLoch Katrinewas dismasted off Cape Howe. After a perilous trip of three days, a boat in charge of her mate was picked up near the land by a Swedish steamer, and a tug was sent out from Sydney, which found the disabled ship and towed her into Port Jackson. TheLoch Katrinewas then sold in Australia, and for some years earned a living carrying coal round the coast. So far as I know she is still afloat.
The fastest of these six ships, in my opinion, was theLoch Ness. In 1874-5 she beat the time of her maiden voyage by going out to Melbourne in 67 days. The following voyage she went out in 74 days; but what is more astonishing is the time of her passages, in her old age when cut down, rigged as a barque and with small and indifferent crews.
Under these conditions she made the following five runs home from either Melbourne or Adelaide:—1893, 85 days; 1894, 87 days; 1895, 85 days; 1899, 90 days; 1900, 91 days; and she finished her active career by two splendid passages. In 1906 she came home from Melbourne to Hull, laden with wool and wheat, in 79 days; and on 20th May, 1907, she left the Tail of the Bank for Adelaide, crossed the equator 28 days out, passed the Cape meridian on 9th July, and arrived at the Semaphore anchorage on 4th August, 76 days out. On 16th June when in lat. 3° N. she fell in with a 9-knot tramp steamer bound to the southward; and the two ships were constantly in company for 2000 miles, and it was not until they were south of lat. 30° S. that the steamer saw the last of the oldLoch Ness.
Running her easting down theLoch Nessaveraged 245 knots for 18 consecutive days, her best day’s work being just under 300 miles. Captain M. Heddle, who had previously commanded theLoch Rannoch, was in charge of theLoch Nessand deserved great credit for this fine performance as a wind up to the old clipper’s career. TheLoch Nesswas sold in Adelaide along with her sister ship, theLoch Tay, and the celebrated pair are ending their days together as coal hulks for the N.D.L. Co. at Adelaide.
There was probably not much to choose between the two sister ships in point of speed, thoughLoch Nesshad slightly the better record.Loch Tay, however, had many fine runs to her credit. For many years she brought wool home from Geelong, her passages being most consistent and rarely being much over 90 days.
TheLoch Earnbecame world-notorious by her fatal collision with the French Transatlantic mail steamerVille du Havre. On 21st November, 1873, on a bright starlight night, the Loch liner struck the steamer right amidships, cutting her down to the water’s edge. TheVille du Havresank in 12 minutes, and Captain Robertson of theLoch Earnwas only able to save 26 of her passengers and 61 of the crew, 226 souls in all going down in the Frenchman. The following day the American packet shipTremountainwas fallen in with, and Captain Robertson transferred the survivors to her and they were landed at Cardiff. Two days later theLoch Earn, being fatally injured by the collision, also sank, Captain Robertson and his crew being rescued by a passing ship.
TheLoch Lomond, which in her palmy days under Commander Grey, R.N.R., was known as the Scotch man-of-war owing to her smart appearance, was a steady going ship without any very special records to her credit. In May, 1908, she was sold to the Union S.S. Co. of New Zealand to be converted into a coal hulk. Loading a cargo of coal at Newcastle, N.S.W., she left there on 16th July, 1908, bound for Lyttelton, N.Z., under Captain J. Thomson. But time went by and she never arrived, and in due course she was posted as missing. The only trace of her that was ever found was a life-buoy which was picked up on the New Hebrides.
TheLoch Levencame to a sudden end on her second voyage. On 22nd October, 1871, she left Geelong for London with 6523 bales of wool on board, valued at £154,000. Two days later she stranded on King’s Island and became a total loss. All her crew got ashore safely, but Captain Branscombe ventured back in a surf boat to rescue the ship’s papers. The boat capsized and the captain was drowned.
King’sIsland, lying 80 miles S.S.W. of Port Phillip Heads, has been the cause of many a fine ship’s end. Nearly 50 sailing ships, from first to last, have found a grave in the King’s Island surf. A Captain Davis, who for many years carried cattle between the island, Melbourne and Tasmania in the coasting steamerYambacoona, made a list some ten years ago of 36 ships known to have perished on the rocky shores of King’s Island. This list, which was included with other interesting data regarding tides, currents and pilotage notes of King’s Island, was used by the Hydrographic Office, Washington, U.S.A., and contains the following names:—
Neva,shipwrecked1835Cataraque,ship„1845City of Melbourne,ship„1853 refloatedWaterwitch,barque„1854Bruthen,schooner„„Elizabeth,ketch„1855Whistler,schooner„„Maypole,schooner„1856Katherine,schooner„1861Brahmin,schooner„1862Favor,schooner„1864Arrow,schooner„1865Dart,cutter„„Netherby,schooner„1866Europa,brig„1868Omagh,barque„„Helen Ann,ketch„„Loch Leven,ship„1871Ocean Bridge,brig„„Martha Lovinia,schooner„„Arrow,barque„1873Cape Pigeon,cutter„1874British Admiral,ship„„Blencathra,barque„1875Dart,ketch„1876Flying Squirrel,schooner„„Abrona,barquentine„1877Mary Ann,schooner„1878Anna,barque„„Peerless,ketch„„Kalahone,barque„1879Loch Lomond,schooner„1891Garfield,schooner„1897Landisfarne,ship„1904 refloatedEarl of Linlithgow,ketch„„Clytie,ketch„1906Shannon,schooner„„