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Discovering Diverse Content Through
Random Scribd Documents
ever drawn the pioneer on and dragged civilisation in his wake—the
magnet of gold. Gold and its glamour has been the cause, one can
almost say, of all the tragedy and all the evil in this world, but also of
nearly all its good and all its progress.
It was the discovery of gold which opened up the fair States of
Western America and brought about the building of the wonderful
American clipper. In the same way the great Dominions of Australia and
New Zealand owe their present state of progress and prosperity to that
shining yellow metal; and without its driving power there would have
been no history of the great Liverpool emigrant ships to record.

igrant Ships to Australia in the Forties.

Before the discovery of gold in Australia, the trade of that
Colony was at a low ebb, suffering from want of enterprise and financial
depression; whilst the emigrant ships running from Liverpool and other
British ports, owing to the want of healthy competition, were of a very
poor description. The horrors of the long five-months passage for the
miserable landsmen cooped-up in low, ill-ventilated and over-crowded
’tween decks, were fit to be compared with those of the convict ship.
The few vessels with humane owners and kindly captains were in a class
by themselves. These, indeed, thought of the health and comfort of the
wretched emigrants and did not content themselves with merely keeping
within the letter of the Government regulations, which might more fitly
have been framed for traffic in Hell.
For first class passengers the splendid Blackwall frigates of Green,
Money Wigram and Duncan Dunbar, and the beautiful little clippers of
the Aberdeen White Star Line, provided excellent accommodation and a
comfortable and safe, if not a particularly fast, passage. But the ordinary
steerage passenger had to content himself as a rule with a ship that was
little better than a hermetically sealed box: one as deep as it was long,
with clumsy square bows and stern, with ill-cut ill-set sails—its standing
rigging of hemp a mass of long splices; and with a promenade deck no
longer than the traditional two steps and overboard.
These Colonial wagons were navigated by rum-soaked, illiterate, bear-
like officers, who could not work out the ordinary meridian observation
with any degree of accuracy, and either trusted to dead reckoning or a
 blackboard held up by a passing ship for their longitude; whilst they
were worked by the typically slow-footed, ever-grousing Merchant Jack
of the past two centuries.

port on Steerage Conditions in 1844.

Nearly everyone has read of the horror of the convict ships, but
the following report of steerage conditions in 1844 plainly shows that in
many respects the emigrant’s lot was every bit as hard and revolting: “It
was scarcely possible to induce the passengers to sweep the decks after
their meals or to be decent in respect to the common wants of nature;
in many cases, in bad weather, they would not go on deck, their health
suffered so much that their strength was gone, and they had not the
power to help themselves. Hence the between decks were like a
loathsome dungeon. When hatchways were opened, under which the
people were stowed, the steam rose and the stench was like that from a
pen of pigs. The few beds they had were in a dreadful state, for the
straw, once wet with sea water, soon rotted, besides which they used
the between decks for all sorts of filthy purposes. Whenever vessels put
back from distress, all these miseries and sufferings were exhibited in
the most aggravated form. In one case it appeared that, the vessel
having experienced rough weather, the people were unable to go on
deck and cook their provisions: the strongest maintained the upper hand
over the weakest, and it was even said that there were women who died
of starvation. At that time the passengers were expected to cook for
themselves and from their being unable to do this the greatest suffering
arose. It was naturally at the commencement of the voyage that this
system produced its worst effects, for the first days were those in which
the people suffered most from sea-sickness and under the prostration of
body thereby induced were wholly incapacitated from cooking. Thus
though provisions might be abundant enough, the passengers would be
half-starved.”
This terrible report was given before a Parliamentary Committee.

hipping Notice of 1845.

It does not even mention the overcrowding which took place,
owing to the smallness of the ships, which can well be realised by the
 following shipping notice taken from a Liverpool newspaper of January,
1845.
NEW SOUTH WALES.
Will be despatched immediately:—
For Port Phillip and Sydney, New South Wales.
The splendid first-class English-built ship
“ROSSENDALE,”
Edward Davids Goulding, Commander.
A1 at Lloyd’s, 296 tons per register, coppered and copper fastened, and well known
as a remarkably fast sailer. This vessel has spacious and elegant accommodation for
passengers, replete with every convenience and presents a first rate opportunity.
For terms of freight and passage apply to
Messrs. Fairfield, Shallcross & Co.

e Discovery of Gold in Australia.

However, on the discovery of gold in 1851, the Colonial trade
leapt out of its stagnation and squalor and at one bound became one of
the most important in all the world’s Mercantile Marine. And when the
gold fever drew a stream of ignorant English, Scotch and Irish peasants
to Australia, men, women and children, most of whom had never seen a
ship before they embarked and who were as helpless and shiftless as
babes aboard, it was seen that something must be done to improve the
conditions on the emigrant ships. Government regulations were made
more strict and inspectors appointed; but the time had passed when
they were needed—competition now automatically improved the
emigrant ships from stern to stem.
The discovery of alluvial gold in Australia was mainly brought about by
the great Californian strike of 1849. That strike upset the theories of
geologists and set every man on the world’s frontiers searching for the
elusive metal. The first authentic discovery in the Colonies was made
near Clunes, in March, 1850, but it was not until September, 1851, that
gold began to be found in such astounding quantities that large fortunes
were rocked out in a few weeks.
The first licenses for diggers were issued in September, 1851; and the
effect on the ports of Melbourne and Geelong was immediate—wages
began to rise to fabulous heights, as did the common necessaries of life,
even to wood and water. Shearers, harvesters and bushmen were soon
almost unobtainable, and the very squatters themselves left their herds
and flocks and rushed to the goldfields. The police and custom-house
officials followed them, and in their turn were followed by the
professional men of the towns—the doctors, lawyers and even
clergymen. And as has ever been the case, sailors, running from their
ships, were ever in the forefront of the stampede.
By the end of September there were 567 men at Ballarat; they, by
means of the primitive Australian gold rocker, had rocked out 4010
ounces or £12,030 worth of gold, taking it at its then commercial value
of £3 per ounce. There were only 143 rockers, yet this amount had been
won in 712 days’ work, representing a day and a quarter’s work per
man. At the beginning of November it was estimated that there were
67,000 ounces of gold in banks and private hands at Melbourne and
Geelong. From this date new fields, to which wild stampedes took place,
were discovered almost daily. Forrest Creek, Bendigo, Ararat, Dunolly
and the Ovens all showed colour in turn.

lbourne and its Shipping 1851-2.

It was some months before the news of the great Australian
gold strike spread round the world, and one can well imagine the
excitement on board the incoming emigrant ships, when they were
boarded almost before their anchors were down and told the great
news. Often successful miners would come off and prove their words by
scattering gold on the deck, to be scrambled for, or by removing their
hats and displaying rolls of bank notes inside them. Settlers, bereft of
their servants, sometimes even came off with the pilot in their anxiety to
engage men. Indeed it was commonly reported in the winter of 1851
that the Governor was compelled to groom his own horse.
With such stories flying about, and every native apparently in a state
of semi-hysteria, it is not surprising that often whole ships’ crews, from
the captain down, caught the gold fever and left their vessels deserted.
Not even the lordly Blackwall liners with their almost naval discipline
could keep their crews. The six-shooter and belaying pin were used in
vain. Shipmasters were at their wits’ end where to get crews for the
homeward run. £40 and even £50 was not found to be sufficient
inducement to tempt sailors away from this marvellous land of gold.
Even the gaol was scoured and prisoners paid £30 on the capstan and
£3 a month for the passage.
By June, 1852, fifty ships were lying in Hobson’s Bay deserted by the
crews. Nor were other Australian ports much better. The mail steamer
Australian had to be helped away from Sydney by a detachment of
volunteers from H.M. brig Fantome; and at Melbourne and Adelaide,
where she called for mails, police had to be stationed at her gangways
to prevent desertion, whilst at Albany she was delayed seven days for
want of coal, because the crew of the receiving ship, who were to put
the coal aboard, were all in prison to keep them from running off to the
diggings.
Some description of Melbourne at this wonderful period of its history
may perhaps be of interest.
From the anchorage, St. Kilda showed through the telescope as a
small cluster of cottages, whilst across the bay a few match-boarding
huts on the beach stood opposite some wooden jetties. Williamstown,
indeed, possessed some stone buildings and a stone pierhead, but in
order to get ashore the unhappy emigrant had to hire a boat. Then
when he at last succeeded in getting his baggage on the quay, he had to
guard it himself, or it would mysteriously disappear. Rather than do this,
many a newly arrived emigrant put his outfit up to auction—acting as his
own auctioneer on the pierhead itself. And as an outfit purchased in
England for the Colonies is usually more remarkable for its weight than
its suitability, those who did this generally profited by their astuteness.
Melbourne itself could either be reached by a river steamboat up the
Yarra Yarra, which at that time was not more than 25 feet wide in
places; or by ferry boat across the bay and a two-mile walk from the
beach by a rough trail through sand, scrub and marsh. When emigrants
began to arrive in such numbers as to overflow Melbourne, the beach
became covered with tents and shacks and was known as “canvas
town.”
There were only 23,000 inhabitants in Melbourne at the time of the
gold discovery. Its houses were mostly of wood and but one story high.
With the exception of Collins, Bourke and Elizabeth Streets, which were
paved, the streets were merely narrow muddy lanes, and there were no
foot pavements. In the wet weather these lanes became torrents of
water and many a carter reaped a harvest taking people across the road
at sixpence a time.
Lucky diggers, down on the spree, easily distinguishable by their plaid
or chequered jumpers, cabbage tree hats, moleskin trousers, and
bearded, swarthy faces were to be seen everywhere. Many of them
spent their time driving about in gaily decorated carriages accompanied
by flashily dressed women covered with cheap jewellery. Amongst these
charioteers, the uproarious British tar could always be picked out. He
disliked driving at a slower pace than a gallop, and as often as not,
instead of handling the ribbons, he would insist on riding postillion—and
he was also unhappy unless his craft flew a huge Union Jack.
As usual with gold so easily come by, the lucky digger made every
effort to get rid of his dust. Just as the buccaneer in the days of the
Spanish Main, when back from a successful cruise, would pour his arrack
and rum into the streets of Port Royal and invite all and sundry to drink
at his expense, so in Melbourne the Australian digger stood champagne
to every passer-by. It was being done across the Pacific in California. It
was done on the Rand. It was done in the Klondyke. And some day it
will be done again.
The shops, as usual, made more money than the diggers; and
tradesmen, made casual by prosperity, adopted the “take it or leave it”
tone and gave no change below a sixpence. The police were a
nondescript force, mostly recruited from the emigrant ships, and the
only emblem of their office was the regulation helmet. Indeed, dressed
as they were, in the clothes in which they had arrived out, their
appearance was not very uniform. However it was beyond the power of
any force to preserve strict law and order at such a time, and the most
that was expected of them was to keep the side walk and gutters clear
of drunken miners and to pacify the pugnacious.
The “new chum” had hardly landed before he was regaled with hair-
raising stories of bushrangers—apparently these gentry had an awkward
habit of holding one up in the Black Forest on the way to the diggings.
Thus firearms of every description were soon at a premium, many of
them being more dangerous to the man who fired than to the man fired
at.
 Before leaving Melbourne for the sea, I must not omit to mention a
well-known character of those days, namely George Francis Train. He
combined the businesses of packer to the diggings and agent to the
White Star Line. He was a real Yankee with an unceasing flow of flowery
talk; and, after amassing a fortune in Melbourne, he returned to his
native State and became a candidate for the American Presidency; and
he informed everybody, that if he was elected, he intended reforming
the world. Alas! they turned him down—he went broke and sank into
obscurity. Appearances at the present day, however, seem to show that
old Train managed to plant some of his seed in the White House.

st Gold Cargoes Home.

The first ship to land Australian gold in the British Isles was
admitted by most people to be the smart little Aberdeen White Star liner
Phoenician, commanded by Captain Sproat, a great passage maker. She
arrived off Plymouth on 3rd February, 1852, after a passage of 83 days
from Sydney. This was considered a record for the run home. She
brought 74 packages of gold dust, valued at £81,000.
The first ship to arrive in Liverpool with a gold cargo was the Eagle
Line packet, Albatross, Captain Gieves. She arrived on 31st August,
1852, with £50,000 of gold dust; but, what was far more remarkable,
was that she arrived with the same crew to a man with which she had
left England.
This was a very different experience to that of her sister ship, the
Eagle, which left Port Phillip on the 2nd September, after waiting six
months for a crew, and then paying between £50 and £60 per man for
the run home. Apparently though, the Eagle’s expensive crew were
worth their money, for she made the quickest passage ever known up to
that date, arriving in the Downs on the 78th day out. She also had a
record gold shipment of 150,000 ounces.

e Great Rush to the Gold Regions in 1852.

With the arrival in England of larger and larger consignments of
gold, there was such a rush to take shipping to the Antipodes that both
the Emigration Commissioners and the shipowners found themselves
unable to put sufficient tonnage on the berth to carry the clamouring
 hosts of adventurers. In London the magnificent frigate-built
Blackwallers of Green, Money Wigram and Smith were diverted from the
Indian trade in a vain attempt to stem the rush; whilst Liverpool
shipowners began hiring or buying American Transatlantic packets and
clippers, besides sending a shoal of orders across to the Boston and
Nova Scotian shipbuilders. As fast as driving could make them, ships
came crowding into Hobson’s Bay, just as they were still doing in San
Francisco Bay on the other side of the Pacific; and it soon became no
uncommon sight to see a dozen ships waiting inside the Heads for want
of pilots to bring them up to the anchorage.
In the year 1852 102,000 people arrived in the Colony of Victoria, and
in the 18 months following the discovery of Ballarat the population of
Melbourne sprang from 23,000 to 70,000, and that of Geelong from
8000 to 20,000.
In the five years 1852-7, during which the rush to the diggings was at
its height, 100,000 Englishmen, 60,000 Irish, 50,000 Scots, 4000 Welsh,
8000 Germans, 1500 French, 3000 Americans, and no less than 25,000
Chinese—not to speak of the other nationalities of the world, all of
whom were represented—landed on the shores of Port Phillip.

e Need for Fast Ships.

Though undoubtedly the chief reason of orders to builders
across the Western Ocean was cheapness, yet at the same time it was
recognised that no ships that sailed the seas could approach the sailing
records made by the “Down East” clippers of Maine and Nova Scotia.
And everyone was in a violent hurry to get to the new Eldorado, so
naturally took passage on the ship which had the greatest reputation for
speed. Thus the Australian gold boom filled the shipyards of America
with orders for large passenger carrying clippers. Indeed the only British
firm which could in any way compete with the builders of the Yankee
soft-wood ships—that of Hall, of Aberdeen—had not yet built a ship of
over 1000 tons.

ury’s Improvements on the Old Route to the Colonies.

In more ways than one we owed America thanks for shortening
the passage to Australia—and not least to the sailing directions
advocated by her great wind expert Maury. In the days before the gold
discovery vessels followed the route laid down by the Admiralty; they
kept as much to the eastward as possible on their way south in order to
avoid the dreaded Cape San Roque and its leeward currents; they
rounded the Cape of Good Hope close to, indeed often touched there,
then kept well to the north of the forties running their easting down.
Then a 120-day passage was considered very good going, and when
Captain Godfrey, of the Constance and Statesman, went out in 77 days
by sailing on a Great Circle track, his performance created a huge
sensation in shipping circles.
Maury did not actually advocate running the easting down on a Great
Circle; but what he did was first to dispel the bugbear of Cape San
Roque, which, however much it may have worried the leewardly craft of
the old days, could have but little effect upon the fast weatherly ships of
the fifties. He next showed the advantages of sailing on a Great Circle
from San Roque so as to get into the high latitudes as soon as possible.
He was dead against bracing sharp up against the S.E. trades.
“Australian-bound vessels are advised,” he writes, “after crossing the
equator near the meridian of 30° W., say between 25° and 32°, as the
case may be, to run down through the S.E. trades, with topmast
studding sails set, if they have sea room, aiming to cross 25° or 30° S.,
as the winds will allow, which will be generally somewhere about 28° or
30° W., and soon, shaping their course, after they get the winds steadily
from the westward, more and more to the eastward, until they cross the
meridian of 20° E., in about lat. 45°, reaching 55° S., if at all, in about
40° E. Thence the best course—if ice, etc., will allow—is onward still to
the southward of east, not caring to get to the northward again of your
greatest southern latitude, before reaching 90° E. The highest latitude
should be reached between the meridians of 50° and 80° E. The course
then is north of east, gradually hauling up more and more to the north
as you approach Van Dieman’s Land. The highest degree of south
latitude, which it may be prudent to touch, depending mainly on the
season of the year and the winds, the state of the ship, and the well-
being of the passengers and crew.”
This last sentence was a very important qualification of the Great
Circle route, and it is evident that Maury quite realised that only very
powerful, well found ships could adventure far into the fifties without
being made to pay severely for their temerity.

ly Fast Passages Outward.

Constance, Captain Godfrey, left Plymouth, 17th July, 1850, arrived Port Adelaide, 1st
October, 1850—76 days.
Runnymede, Captain Brown, left Liverpool, 21st February, 1852; arrived Port
Adelaide, 4th May, 1852—72 days.
Anna, Captain Downward, left Liverpool, 6th April, 1852; arrived Port Adelaide, 21st
June, 1852—76 days.

Constance was owned by James Beazley, Runnymede was a ship hired

by the Emigration Commissioners, and Anna was a Fox Line packet.
They were all under 1000 tons. Other passages which I have been
unable to verily were—Bride, 75 days to Adelaide; Raleigh, 81 days to
Perth; Cambridge, 81 days to Melbourne; and Progress, 82 days to
Melbourne.
The keen competition set about by the gold find not only produced
larger, faster ships, but much improved victualling and accommodation.

es and Customs aboard the “Eagle” in 1853.

The improvement is well shown by this account of life aboard
an Australian emigrant ship just nine years after that horrible 1844
report had been submitted.
The Eagle is a first-class ship, 187 feet in length, has three decks, viz.,
a spar or upper deck, main deck and ’tween deck. On the spar deck are
placed the small boats, entrance to the cabin and main deck. Cabin and
saloon passengers have the exclusive right to the poop; but, through the
kindness of the captain, ladies from the ’tween decks are allowed to
walk on it. On the main deck are situated the cabin and saloon, entrance
to the ’tween decks, the galleys and the ropes to work the vessel with.
The ’tween deck passengers have the right to walk on the spar deck
from the poop to the bow.
The captain generally appears on deck about 6 a.m. After breakfast he
mingles with the passengers, ready to hear and redress grievances.
 At 10 a.m. Dr. Dunlevy attends at the hospital to give advice and
medicine free of charge.
The passengers are divided into four leading divisions viz.:—Cabin
passengers, saloon or house on deck passengers, second cabin
passengers, ’tween deck and intermediate or third class passengers,
who are again sub-divided into enclosed and open berths.
The accommodation in the berths is first rate. In the cabin the berths
are 8 feet 2 by 5 feet 6 for two persons. There are a few double berths
for families.
In the second cabin on deck, the sleeping berths are 6 feet by 4 feet 6
for two persons and there are a few double berths. The second cabin
’tween decks sleeping berths are divided into closed and open. The open
berths are exclusively occupied by single men. The enclosed are
occupied by families and single ladies.
Young ladies’ sleeping berths are in compartments of 4 or 6 beds and
placed on one side of the ship—young men on the opposite side of the
ship; families occupy berths on either side.
The same system is followed in the enclosed and open intermediate
with the exception that some of the compartments for single people
contain 8 beds.
After being at sea for two or three days, Mr. Nolein, the purser, came
round and arranged the ’tween deck passengers into messes, giving to
each mess a card with the names of the parties forming it and also its
number. On the other side of the card is a printed list of the provisions
for each adult per week.
In the second cabin ’tween decks each mess consists of 24 adults; in
the enclosed intermediate 12; and in the open 10.
The first cabin is provided with three stewards and a stewardess, who
attend on the passengers exclusively; and they are supplied with fresh
provisions daily.
The second cabin on deck has two stewards. In both cabins
passengers have nothing to provide but bed, bedding and napery.
 In the second cabin ’tween decks each mess is provided with a
steward. Passengers in this part of the ship only provide bed, bedding,
napery and a small cask or tin bottle to hold their daily supply of fresh
water.
In the intermediate no attendance is provided.
Messmen.—Each mess elects two of its number to act as messmen for
one week. The messmen go to the purser to receive the provisions
allowed it for the week. The day appointed on the Eagle for this purpose
was Friday. They have also to go every day and receive the water; and
divide it out to each individual if required. They have also to make
puddings for the mess three times a week, as well as oatmeal cakes,
loaf bread, etc.
In the intermediate each mess has to provide bags or dishes wherein
to keep the provisions for the week; and also a dish to bring their tea,
coffee, beef, soup, etc., from the cook, as the company provide no
utensils for this part of the ship.
Water.—Fresh water is served out by the third mate to every messman
once a day. Each adult is allowed three pints per day and the same
allowance is given to the cook for the tea, coffee, soup, etc., for each
person on board.
Hours.—The hour appointed for passengers going to bed is 10 p.m.
When the bell strikes the purser comes round and sees that all lights are
put out except those allowed to burn all night. Parties not going to bed
at that hour must either go on deck or remain below in darkness, and
they are not allowed to make any noise that would disturb those in bed.
Each passenger is expected to turn out of bed at 6 a.m. The doctor
generally comes round in the morning to see that all are up, more
especially in the hot weather.
Provisions.—Provisions are served out to each mess by the purser in
rotation. He commences with the messes in the second cabin. He first
serves out tea, coffee and sugar to mess No. 4, and goes over the whole
messes by rotation with the same articles. The flour, oatmeal and rice
are then served out in the same order and so on with the other articles
until he has given out all the provisions. He then serves the
intermediate, following the same order as the second cabin.
Cooking.—The ship has two galleys, two cooks and four assistants.
The provisions used in the first cabin, house on deck and second cabin
’tween decks are cooked in the starboard galley; and those used by the
third cabin or intermediate passengers and crew in the larboard galley.
They also cook anything extra as ham for breakfast.
Loaves, oatmeal cakes, puddings, etc., must be taken up to the galley
before a certain hour in the forenoon. Between meal times hot water is
sometimes exchanged for cold water to old and delicate passengers.
Breakfast, Dinner, Supper.—The hour for breakfast is 8 o’clock, dinner
at 1 and tea at 6. As all the messes cannot dine at once, they take it
week about in rotation: for example, if messes 1, 3 and 5 mess first this
week, they will be last in the week following.
The stewards in the cabins grind the coffee for their respective
messes. The messmen in the intermediate grind their own coffee in the
mill in the galley and carry water from the cook to infuse the coffee for
their own mess. The stewards and intermediate messmen bring the
dinners from the galley to their respective messes.
Tea is brought in the same way as coffee. Coffee is generally used for
breakfast and tea for supper.
The floor of the intermediate saloon is scraped daily by the messes in
rotation.
Washing Days.—Two days are set apart in each week for washing
clothes. If those washing have not saved up fresh or collected rain
water, they must wash them in salt water. Whether fresh or salt, it is
always cold and the clothes are dried by tying them in the rigging.
Cleaning the Berths.—The stewards, besides scraping the floor, collect
the slops of the mess every day.
Ventilation.—As regards this most important point, the Eagle must be
classed A1.
The ventilation of the ship is on the same plan as that of the Cunard
steamers. The first cabin saloon has two ventilators on deck, covered
with glass panes at top and opening in the sides. The sleeping berths in
the cabin are ventilated by windows in the sides and openings above
each door.
The second cabin on deck sleeping berths have the windows in the
sides, which slide so as to admit plenty of fresh air and also openings
above each door. The saloon into which the sleeping berths open is
ventilated by a large skylight on deck.
The second cabin ’tween decks has two ventilators, one on each side
of the main deck. They are made of iron with openings all round, and
are glazed on the top to prevent the water from coming down. The
berths in the after part of it, right astern, are ventilated by windows in
the stern and in the sides.
In addition to all this, there are three hatchways, and a ventilator on
the upper deck, glazed on the top; and four windows on each side of the
main deck, which slide up to admit fresh air. A space is left at the top of
each berth for the same purpose.
The vessel is lighted by these windows and also by dead lights in the
deck during the day; and at night by lanterns in each compartment and
also by lanterns belonging to private individuals. The lights must be put
out by 10 p.m., but one is allowed to burn all night in each division.
Liquors.—Ale and porter are sold to the ’tween deck passengers from
10 to 12 a.m. Passengers must obtain an order from the captain to
obtain wine or spirits. Provisions or groceries can be purchased at any
hour of the day.
Luggage.—Two small boxes, say 30 inches by 19 by 16, are much
better than a large one. The one marked “not wanted on the voyage” is
placed in the hold and brought to deck, if requisite, every three weeks.
The other is for use on the voyage and is placed under the owners’
sleeping berth. A carpet or canvas bag with pockets in the inside will be
found a most useful article.
Clothing.—Each passenger must have two suits of clothing: one for
cold, the other for warm weather. Any old clothing, provided it is whole,
is good enough for use on the voyage. Coarse blue cloth trousers or
fustian ones, with a short coat or jacket and vest of the same material,
stand the voyage well; and light trousers such as canvas or shepherd
tartan ones, that wash well, with an alpaca coat, are good for warm
weather.
Articles for Daily Use.—A knife, fork, table and tea spoon, a pen knife,
a hook pot, a baking can, a tin pot, capable of holding 2 or 3 gallons of
water, a lantern, brushes, combs, a mirror and tooth and hair brushes
with washing basin and a slop pail for each mess.
The Weekly Dietary Scale.
Second Cabin.
Day of Breakfast. Dinner. Tea or Supper.
Week.
Sunday. Coffee, biscuits and Preserved potatoes, preserved Tea, biscuits and
butter. meat, plum duff. butter.
Monday. do. Pea soup, & pork, biscuits, do.
mustard and pepper.
Tuesday. Coffee, biscuits, butter, Salt beef, preserved potatoes do.
cheese. and plum duff.
Wednesday. Coffee, biscuits and Same as Monday. do.
butter.
Thursday. do. Same as Sunday. do.
Friday. do. Pork & pea soup or salt fish do.
with rice and butter.
Saturday. Porridge with butter, Salt beef and rice with do.
molasses or sugar. molasses & biscuits.

Intermediate Cabin.
Day of Breakfast. Dinner. Tea or Supper.
Week.
Sunday. Coffee, biscuits and Preserved meat & plum duff. Tea, biscuits and
butter. butter.
Monday. do. Pork, pea soup & biscuits. do.
Tuesday. do. Salt beef, plum duff & biscuits. do.
Wednesday. do. Pork, pea soup, & biscuits. do.
Thursday. do. Preserved meat, plum duff do.
and biscuits.
Friday. do. Pork, pea soup & biscuits. do.
Saturday. do. Salt beef, rice, molasses and do.
biscuits.
 Each mess may have oatmeal cakes and loaf bread fired three or four
times a week.
The Eagle, which was commanded by Captain Francis Boyle and
owned by Gibbs & Bright, of Liverpool, may be taken as a good example
of a well-run ship in the Australian emigrant trade during the fifties.
The above account was published in a newspaper printed on board,
and gives a very thorough account of the routine. This, of course, varied
in different ships and under different captains, but in the main points the
methods of the best lines were the same.
On the passage during which the foregoing account was written, the
Eagle went out from Liverpool to Hobson’s Bay in 80 days, her best 24
hours’ run being 315 miles.

erpool Shipowners in the Australian Trade.

Thanks to the activity and enterprise of Liverpool shipowners in
ordering new ships, Liverpool became the starting point of the rush to
the gold regions—the chief emigration port in the British Isles, not even
excepting London. And such a name did Liverpool ships gain for their
speedy passages that “Liverpool on her stern and bound to go” became
a regular saying amongst seamen in the fifties.
Though many of the ships sent away from Liverpool to the Colonies
were hired by the Government Emigration Department, these were only
a small fraction of the vast fleet sailing out of the Mersey between 1852
and 1857. The most prominent firms in the great emigration trade from
Liverpool to Australia were:—James Baines & Co., of the Black Ball Line;
Pilkington & Wilson, of the White Star Line; James Beazley; Henry Fox,
of the Fox Line; Miller & Thompson, of the Golden Line; and Fernie
Bros., of the Red Cross Line.
 Mr. JAMES BAINES.

Many of these firms, including the Black Ball and White Star, were
brokers as well as owners, and very often the ships advertised in their
sailing lists were privately owned.

mes Baines, of the Black Ball Line.

The Black Ball Line, the most celebrated line of passenger
ships, perhaps, in its day, owned its existence to a little self-made man
named James Baines. And the Black Ball Line would never have become
the great concern that it was in its palmy days if it had not been for this
man’s foresight and enterprise. He, it was, who realised the genius of
the great American shipbuilder, Donald Mackay, and gave him an order
for four ships, the like of which the world had never seen before—ships
which knowing men in the business pronounced to be too big and likely
to prove mere white elephants once the first rush of gold seekers was
over. However, James Baines, although he was but a young man of
barely thirty, had the courage of his convictions, and he proved to be in
the right, for it was these big Mackay clippers which really made the
reputation of the Black Ball Line.
James Baines was a very lively, little man, fair with reddish hair. His
vitality was abnormal and he had an enthusiastic flow of talk. Of an
eager, generous disposition, his hand was ever in his pocket for those in
trouble; and he was far from being the cool, hard-headed type of
business man. He was as open as the day and hail-fellow-well-met with
everybody, nevertheless his far-sightedness and his eager driving power
carried him to the top in so phenomenally short a time that his career
has become a sort of romantic legend in Liverpool.
He was born in Upper Duke Street, Liverpool, where his mother kept a
cake and sweet shop, in which many a present-day Liverpool shipowner
can remember stuffing himself as a boy. Indeed, Mrs. Baines had such a
reputation that she is said to have made one of the wedding cakes for
the marriage of Queen Victoria.
The following is the most generally-accepted story of James Baines’
first venture in ship-owning. In 1851 a dirty-looking ship with stumpy
masts and apple-cheeked bows lay in the Queen’s Dock, Liverpool, with
a broom at her masthead, thus indicating that she was for sale. This
ship, which seafaring men contemptuously compared to a barrel of pork,
had been cheaply built at Miramichi, and was evidently going for a song.
James Baines scraped together what little money he had and bought
her, sent her out to the Colonies and made a good profit on her; and
this was the humble beginning of the great Black Ball Line, which in
1860 possessed 86 ships and employed 300 officers and 3000 seamen.
How James Baines came to take the house-flag and name of the well-
known line of American packet ships, which had been running between
New York and Liverpool since 1816, I have been unable to find out. One
cannot but think, however, that this must often have occasioned
confusion in Liverpool business circles.
James Baines’ success was, as I have said, meteoric, and to the end
of the fifties he flourished exceedingly. He lived in a beautiful house,
 where he dispensed princely hospitality, drove a four-in-hand, and
thought nothing of buying five ships in one day at Kellock’s Auction
Rooms. But in the year 1860 his star began to set. Like many another,
he was tempted by the steam-kettle, with the result that he
amalgamated with Gibbs, Bright & Co., who had already deserted sail for
that doubtful investment, auxiliary steam, and had started a service with
the ill-fated Royal Charter and the equally well-known Great Britain.
The packets and steamers of the combine provided a service to
Australia from Liverpool twice a month, but it is doubtful if the
experiment proved a success financially. The chief cause, however, of
James Baines’ downfall was the failure of Barnard’s Bank. At the same
time it must be remembered that his soft-wood ships, many of which
were old Yankee clippers already past their prime when he bought them,
were becoming more and more strained and water-soaked, with the
result that his repair bill was ever on the increase, and this just when
other firms were building iron ships on purpose to compete with his
wooden ones. The two last ships, in which he had any interest, were the
Great Eastern and the Three Brothers, once upon a time Vanderbilt’s
yacht and famous for its unsuccessful chase of the Alabama, now a hulk
at Gibraltar.
Misfortunes, once they begin, have a habit of crowding upon one, and
poor old James Baines, for some years before his death, had to depend
for his subsistence on the charity of his friends. Indeed he was
absolutely penniless when he died of dropsy on 8th March, 1889, in a
common Liverpool lodging house. He was only 66 years of age at his
death. Yet it will be a very long time before he and his celebrated ships
are forgotten in Liverpool.

In the Black Ball Line I served my time.

Hurrah! for the Black Ball Line.

e White Star Line.

The White Star Line, the great rival of the Black Ball, was
started by two young Liverpool shipbrokers, John Pilkington and Henry
Threlfall Wilson. The actual ships owned by them were never very
numerous, though they included the famous Red Jacket and White Star.
 In 1867 Pilkington & Wilson wisely sold their soft-wood ships, which
by this time were thoroughly strained and water-soaked, to various
purchasers; and parted with their well-known house-flag to the late Mr.
T. H. Ismay for £1000. Mr. Ismay was joined in partnership by Mr. Imrie,
and these two men started the present White Star Line with iron sailing
ships for the Australian trade, whilst Messrs. Pilkington & Wilson retired
on their laurels.

e Mail Contract.
I do not think anything shows the enterprise of the Black Ball
and White Star Lines more clearly than the contracts which they signed
in 1855 with Earl Canning, the Postmaster-General, for the carriage of
the mails to Australia. Messrs. Pilkington & Wilson undertook to carry the
mails in the following ships, Ben Nevis, Shalimar, Red Jacket, Emma,
Fitzjames, Mermaid and White Star; and to land them in Australia in 68
days, or pay a penalty of £100 a day for every day over that time. James
Baines was even more daring, for he accepted a contract to land the
mails in 65 days with the same penalty attached.

e “Marco Polo.”
The first ship to shorten the voyage between England and
Australia was the famous Marco Polo, generally spoken of as the pioneer
ship of the Black Ball Line.
 “MARCO POLO.”
Larger image (219 kB)

The Marco Polo was built by Smith, of St. John’s, N.B., and is
described by those who remember her as a common six-year Quebec
timber ship, “as square as a brick fore and aft, with a bow like a savage
bulldog,” a big thick lump of a black ship with tremendous beam, a
vessel you could carry on to glory in, even to sporting lower and
topmast stunsails in a strong gale.
The story goes that on her maiden voyage she arrived in Liverpool
from Mobile with a cargo of cotton. Old Paddy McGee, the rag man and
marine store dealer, bought her cheap and resold her at a great profit to
James Baines, who refitted her from stem to stern for the emigrant
trade.
It is hard to say whether there was really a touch of genius in the
designing of Marco Polo, or whether she owned most of her reputation
for speed to the wonderful driving power of her famous skipper. I am
inclined to give James Baines credit for possessing a good eye for a ship,
and this opinion is strengthened by the following description taken from
the Illustrated London News of 1852.
The distinguishing feature of the Marco Polo is the peculiarity of her hull. Her lines
fore and aft are beautifully fine, her bearings are brought well down to the bilge; thus,
whilst she makes amidships a displacement that will prevent unnecessary “careening,”
she has an entrance as sharp as a steamboat and a run as clean as can be conceived.
Below the draught line her bows are hollow; but above she swells out handsomely,
which gives ample space on the topgallant foc’s’le—in fact, with a bottom like a yacht,
she has above water all the appearance of a frigate.
The Marco Polo is a three-decker, and having been built expressly for the passenger
trade is nothing short in capacity or equipment. Her height between decks is 8 feet,
and no pains have been spared in her construction to secure thorough ventilation. In
strength she could not well be excelled. Her timbering is enormous. Her deck beams
are huge balks of pitch-pine. Her timbers are well formed and ponderous. The stem
and stern frame are of the choicest material. The hanging and lodging knees are all
natural crooks and are fitted to the greatest nicety. The exterior planking and ceiling is
narrow and while there has been no lack of timber there has been no profusion of
labour.
The length of the Marco Polo from stem to stern (inside measurement) is 185 feet;
her beam is 38 feet; her depth of hold from the coamings 30 feet. Her registered
tonnage is 1625, but her burthen will considerably exceed 2000 tons.
On deck forward of the poop, which is used as a ladies’ cabin, is a “home on deck”
to be used as a dining saloon. It is ceiled with maple and the pilasters are panelled
with richly ornamented and silvered glass—coins of various countries being a novel
feature of the decorations. Between each pilaster is a circular aperture about 6 feet in
circumference for light and ventilation; over it is placed a sheet of plate glass with a
cleverly painted picturesque view in the centre with a frame work of foliage and scroll
in opaque colours and gold. The whole panels are brought out slightly by the rim of
perforated zinc, so that not only does light from the ventilator diffuse itself over the
whole but air is freely admitted.
The saloon doors are panelled in stained glass bearing figures of commerce and
industry from the designs of Mr. Frank Howard. In the centre of the saloon is a table or
dumb-waiter made of thick plate glass, which has the advantage of giving light to the
dormitories below. The upholstery is in embossed crimson velvet.
The berths in separate staterooms are ranged in the ’tween decks and are rendered
cheerful by circular glass hatch-lights of novel and effective construction.

This mid-Victorian account of a passenger ship and her internal

decorations is interesting in more senses than one, but I fear that in
these days when everyone seems to be an expert in the artistic merits of
 old furniture and house decoration, many of my readers will shudder at
the Marco Polo’s crimson velvet cabin cushions, stained glass panels and
richly ornamented pilasters. However, at the time all these fittings and
arrangements for passengers were considered a great advance on
anything previously attempted.

ptain James Nicol Forbes.

Marco Polo’s first commander was the notorious Captain James
Nicol Forbes, who had previously commanded with great success the
Black Ball ships Maria and Cleopatra in the Australian trade.
Bully Forbes is one of the best known characters in the history of the
British Mercantile Marine. His career was as meteoric as his owner’s and
had as sad an end. By two wonderful voyages in the Marco Polo and a
still more wonderful one in the Lightning, he rushed to the head of his
profession. Then came his eclipse in the wreck of the Schomberg. A life
of Captain Forbes was printed in Liverpool at the time of his triumphs,
but it is very scarce and practically unobtainable, and thus the history of
this remarkable man has become shrouded in legend and fairy tale, and
at this length of time it is difficult to separate the fact from the fiction.
He was born in 1821, a native of Aberdeen. In 1839 he left Glasgow
for Liverpool without a shilling in his pocket; but he was a man who
could not be kept down and he soon gained command of a ship; and at
once began to astonish everybody by the way in which he forced
indifferent ships to make unusually good passages. One of his first
commands appears to have been an old brig, in which he made two
splendid passages to the Argentine. His success with the Black Ball ships
Maria and Cleopatra, which were neither of them clippers, gave him the
command of Marco Polo and his chance to break all records.
In character Captain Forbes was a most resolute man, absolutely
fearless, of quick decisions, but of a mercurial temperament. It goes
without saying that he was a prime seaman—his wonderful passages in
Marco Polo and Lightning are proof enough of this. And with regard to
the Schomberg, I have little doubt in my own mind that Forbes was
disgusted with her sluggishness and by no means sorry when she tailed
on to the sandspit. But he evidently failed to foresee the bad effect her
loss would have on his own reputation. In Liverpool, at the many
banquets in his honour, he had been rather too ready to give wine-tinted
promises as to what he would do with the Schomberg, and the chagrin
of this, his first failure, was the real cause of his downfall.
After the wrecking of the Schomberg, he sank into obscurity, for
though he was acquitted of all blame by the Court of Inquiry, he could
not weather the disgrace. For some time he remained in Australia, a
“very sad and silent man,” the very opposite of his usual self. However,
in 1857 he obtained command of the Hastings, but lost her in December,
1859. All this time his star was setting, and for a while he was regularly
“on the beach” in Calcutta. Then in 1862 we find him home again and
acting as agent for the owners of a Glasgow ship called the Earl of
Derby, which was in distress on the Donegal Coast. Soon after this in
1864, in the time of the cotton famine, he bobbed up in Hongkong in
command of a ship called the General Wyndham, one of Gibbs, Bright &
Co.’s, and there loaded cotton for Liverpool. He is described then as
being a seedy, broken-down looking skipper, with the forced joviality of a
broken-hearted man. He discussed the passage down the China Seas (it
was S.W. monsoon time) with some of the tea clipper captains, and
displayed all his old bravado, declaring that he would “force a passage.”
However in spite of his big talk, he took 50 days to Anjer.
I have come across one characteristic story of his visit to Hongkong.
He was insulted by two Americans on the Water Front; in a moment he
had his coat off and did not let up until he had given them a good
thrashing.
He commanded the General Wyndham till 1866, and that was the end
of his sea service. He died at the early age of 52, on 4th June, 1874, in
Westbourne Street, Liverpool. His tombstone is in Smithdown Road
Cemetery, and on it is carved his claim to fame, the fact that he was
“Master of the famous Marco Polo.”
As long as square-rig flourished, Forbes was the sailor’s hero, and of
no man are there so many yarns still current in nautical circles.
He is the original of the story, “Hell or Melbourne,” though it has been
told of Bully Martin and other skippers. The yarn goes that on one of his
outward passages, his passengers, scared by the way in which he was
carrying on, sent a deputation to him, begging him to shorten sail, and
 to his curt refusal, he added that it was a case of “Hell or Melbourne.”
His reputation for carrying sail rivalled that of the American Bully
Waterman, and the same methods are attributed to him, such as
padlocking his sheets, overawing his terrified crew from the break of the
poop with a pair of levelled revolvers, etc.
Captain Forbes was a very lithe, active man, and one day, as the
result of a challenge, he crawled hand over hand from the spanker boom
end to the shark’s fin on the jibboom, not such a difficult feat, though
not a usual one for the master of a ship. Whilst on the Lightning, it was
his custom to go out on the swinging boom when the lower stunsail was
set, and to calmly survey his ship from the boom end, when she was
tearing along before the westerlies. The danger of this proceeding can
only be realised by an old sailor. If a man at the wheel had brought the
ship a point or two nearer the wind, the probability is that Forbes would
have been flung into the sea as the boom lifted or perhaps the boom
itself would have carried away, as that was the usual way in which lower
stunsail booms were smashed up.
Every man is supposed to have a lucky day, and Bully Forbes’ lucky
day was a Sunday. On his record voyage in Marco Polo, he left Liverpool
on a Sunday, sighted the Cape on a Sunday, crossed the line on a
Sunday, recrossed the line homeward bound on a Sunday, and arrived
back on Liverpool on a Sunday. After this you may be sure that he took
care to start his second voyage on a Sunday.

arco Polo’s” First Voyage to Australia.

On her first voyage to Australia Marco Polo was chartered by
the Government Emigration Commissioners. She took out no less than
930 emigrants, these were selected with care and reported to be nearly
all young and active Britishers. The married couples were berthed
amidships, single women aft, and single men forward. There was a
special hospital or sick bay and she also carried two doctors. In
ventilation and comfort she was far ahead of any previous emigrant
ship; on deck there were even provided large tubs, lined with lead,
which the women could use for washing clothes. And the proof of her
great superiority in arrangements for emigrants was at once proved on
her passage out when she only had two deaths of adults on board, both
from natural causes, and only a few of children from measles, this at a
time when ships carrying half the number of emigrants arrived in
Hobson’s Bay with from 50 to 100 deaths aboard.
 Her officers were chosen from the best ships sailing out of Liverpool,
Forbes’ chief mate being McDonald, who succeeded Forbes in command
of Marco Polo and afterwards made a great name for himself in
command of James Baines.
The regular crew of the Marco Polo numbered 30 men, but 30 other
seamen worked their passage, so Forbes could afford to carry on till the
last moment, especially as in emigrant ships the passengers were always
ready for “pully-hauly,” in order to get exercise, and invariably tailed on
to halliard or brace when there was occasion. Marco Polo, of course, had
her full outfit of flying kites, and set three skysails on sliding gunter
masts, man-of-war fashion, but she did not send aloft a moonsail at the
main like her great successors Lightning, James Baines and Champion of
the Seas. She had Cunningham’s patent topsails, and on one occasion
reduced sail from royals to double reefs in 20 minutes.
Marco Polo’s departure was not allowed to take place without the
usual banquet aboard previous to sailing, which was such a custom in
the fifties. The dejeuner, as the reporters called it, was served on the
ship’s poop under an awning. Mr. James Baines presided, and his partner
Mackay and Captain Forbes were vice-chairmen. After the usual round
on round of toasts, there was the usual speechifying.
James Baines opened the ball by the customary optimistic speech. Mr.
Munn, of the Cunard Company, followed with the hope that as the Marco
Polo was the largest ship ever despatched to Australia, so she would be
the most prosperous. Mr. Mackay said that he never felt so much
responsibility, as he did that day, when he found nearly 1000 souls on
board the Marco Polo; and Captain Forbes finished up by the
characteristic remark that “he judged from the appearance of her sticks
and timbers that she would be obliged to go; and that they must not be
surprised if they found the Marco Polo in the River Mersey that day six
months.”
This prophecy the people of Liverpool duly saw fulfilled. The Marco
Polo was advertised to sail on the 21st June, but she did not actually sail
until Sunday, 4th July.
The following is the first shipping notice of this wonderful ship:—
SPECIAL NOTICE,

And under engagement to sail on the 21st June.

The Splendid New Frigate-built Ship—

“MARCO POLO.”
A1 at Lloyd’s. 2500 tons burthen; coppered and copper fastened; now only on her
second voyageA; is the largest vessel ever despatched from Liverpool to Australia; and
expected to sail as fast as any ship afloat; has splendid accommodations and carries
two surgeons—
Apply to James Baines & Co.
 After sailing on 4th July, the Marco Polo arrived inside Port Phillip
Heads at 11 a.m. on 18th September, 1852, after a record passage of 68
days, having beaten the steamer Australia by a clear week. Running her
easting down her best day’s work was 364 miles, and in four successive
days she covered 1344 miles, an average of 336 a day.
On his arrival in Hobson’s Bay, Captain Forbes found some 40 or 50
ships waiting to sail, held up for want of crews; whereupon he promptly
had his own crew clapped into prison on a charge of insubordination,
with the result that they were ready to hand when he wanted them and
thus he was able to set sail again for Liverpool on 11th October, 1852.
Leaving at 5 a.m. on the 11th, the Marco Polo passed Banks Straits on
the 12th and sighted the Auckland Islands on the 17th. On her passage
to the Horn she made three successive runs of 316, 318 and 306 miles,
and on 3rd November when she made the Horn she logged 353 knots in
the 24 hours, the weather being recorded as fine. On the 5th November
she passed Staten Island; and on 19th December saw a barque
apparently abandoned, and an empty long-boat painted stone colour.
Forbes showed blue lights and fired rockets, but, receiving no reply and
being naturally in a great hurry, proceeded on his way; and finally
arrived off Holyhead at 3 p.m. on Christmas Day and anchored in the
Mersey on Sunday, 26th December, 1852, 76 days out from Melbourne
and only five months and 21 days out on the whole voyage.
This was so much a record that many shipping people when they
recognised her lying in the Mersey thought that she must have put back
disabled in some way.
And the story goes that a waterman, meeting James Baines in the
street, said:—“Sir, the Marco Polo is coming up the river.” “Nonsense,
man,” returned Mr. Baines, “the Marco Polo has not arrived out yet.” Less
than an hour after this assertion, James Baines found himself face to
face with Captain Forbes.
When the ship hauled into the Salthouse Dock, the quays were
crowded with people. Between her fore and main masts a huge strip of
canvas was suspended with the following painted on it in huge black
letters:—The Fastest Ship in the World.
 On this passage she again beat the Australia by more than a week,
many bets having been made in Melbourne as to which ship would
arrive first. After such a voyage Marco Polo was at once considered to be
the wonder of the age and people flocked from all parts of England to
see her.
Her officers declared that she made 17 knots an hour for hours
together; and Doctor North, the chief Government surgeon on board,
who had been in the ship Statesman when she made her celebrated
passage of 76 days from Plymouth to Australia, declared that the Marco
Polo was by a long way the fastest vessel he had ever sailed in and
vastly superior to the Statesman.
The Marco Polo brought home £100,000 in gold dust, and her officers
related that on her arrival out she was surrounded by boats, the
occupants of which threw small nuggets amongst her passengers. She
also brought home a nugget of 340 ounces, purchased by the
Government of Victoria as a present for the Queen.

arco Polo’s” Second Voyage to Australia.

After such a record voyage, I find the following notice
advertising her second departure for Australia.
BLACK BALL LINE OF AUSTRALIAN PACKETS.

For passengers, parcels and specie, having bullion safes, will be despatched early in
February for Melbourne.

THE CELEBRATED CLIPPER SHIP “MARCO POLO.”

1625 tons register; 2500 tons burthen; has proved herself the fastest ship in the
world, having just made the voyage to Melbourne and back, including detention there,
in 5 months and 21 days, beating every other vessel, steamers included.
As a passenger ship she stands unrivalled and her commander’s ability and kindness
to his passengers are well known.
As she goes out in ballast and is expected to make a very rapid passage, she offers a
most favourable opportunity to shippers of specie—
Apply to James Baines & Co., Cook Street.

Before the Marco Polo was hauled out of the Salthouse Dock for her
second voyage, another large dejeuner was given on board, at which
testimonials were presented to Captain Forbes and Charles McDonald,
his first officer. The usual flowery speeches were made, but the remarks
of Bully Forbes were especially characteristic. He said that “as regards
his recent voyage, he had done his best and he could not say he would
do the same again, but if he did it, he would do it in a shorter time.
(Laughter.) He was going a different way this time, a way that perhaps
not many knew of, and the Antelope must keep her steam up or he
would thrash her (referring to the challenge of a race round the world
sent him by Captain Thompson, of the steamer Antelope). Captain
Thompson only wanted to get outside Cape Clear and he could make a
fair wind into a foul one. (Laughter.) That he (Forbes) would do his best
for the interests of his employers and while the Black Ball Line had a flag
flying or a coat to button, he would be there to button it.”
The Marco Polo sailed on her captain’s favourite day and also on the
13th of the month, namely, on Sunday, 13th March, 1853. She had on
board 648 passengers and £90,000 of specie. The emigrants were
composed chiefly of men of the artisan class, and there were very few
women amongst them. This seemed to be a matter of great regret, and
as the ubiquitous newspaper reporter had it:—“One young gentleman,
whose incipient moustache and budding imperial showed that he was
shaping his course for the diggings, was heard to express his sorrow
that there were not more ladies, as ‘they exercised such a humanising
tendency on mankind, don’t you know.’” The reporter goes on to
describe how one of the passengers was arrested for burglary just
before sailing and his luggage found to be full of jewellery and watches;
and how a first class passenger (who had left a good legal practice for
the land of nuggets), dressed in huge sea boots, a blue shirt and marine
cap, lent a ready hand in hoisting the anchor and setting the sails and
joined in “the boisterous refrains of the sailors with evident pleasure.”
The anchor was weighed soon after 10 o’clock and the Marco Polo was
towed to sea by the Independence. The day was beautifully fine, and
James Baines and his partner Miller proceeded in the ship to beyond the
N.W. Lightship, returning in the tug.
Bully Forbes was in a very confident mood, and, as soon as the ship
was under weigh, had his passengers called together and addressed
them as follows:—“Ladies and gentlemen, last trip I astonished the
world with the sailing of this ship. This trip I intend to astonish God
Almighty!” Then turning to his ebony cook, who went by the name of
Doctor Johnson, he said:—“Search well below, doctor, and if you find
any stowaways, put them overboard slick.”
“Ugh, ugh!” chuckled the sable doctor as he shuffled below. In a short
time he reappeared with an Irishman whom he had found concealed in
the quarters of a married couple.
“Secure him and keep a watch over the lubber, and deposit him on the
first iceberg we find in 60° S.,” growled Forbes, with mock fierceness.
The stowaway, however, was returned in the tug with the ship’s owners.
The Marco Polo’s best runs on the outward passage were the
following:—
May 1 314 miles.
„ 2 300 „
„ 3 310 „
„ 4 304 „
„ 5 285 „
„ 6 288 „
„ 12 299 „

These were nothing extraordinary; however she again made a very

good passage and arrived at Melbourne on 29th May, 75 days out. She
left Melbourne again at 5 p.m. on 10th June, with 40 cabin passengers
and £280,000 of gold dust.
Her best runs this passage were, of course, made on the way to the
Horn, being:—
June 15 314 miles.
„ 16 322 „
„ 16 322 „
„ 17 294 „
„ 18 260 „
„ 19 324 „
„ 20 316 „
„ 20 316 „
„ 21 322 „
Total for week 2152 miles.
 But on the 23rd in 60° S. her progress was severely stopped by large
quantities of small ice, which tore all the copper off her bow.
On the 26th June, when in 141° W., a large ship was sighted astern
which proved to be Money Wigram’s famous Blackwaller Kent, which had
sailed 5 days ahead of Marco Polo.
From 27th June to 1st July only small runs could be made, the ship
being surrounded by ice, but with strong northerly winds to help her, she
cleared the ice on the 1st and at once started to make up time, running
303 miles on 2nd July, 332 on the 3rd, 364 on the 4th and 345 on the
5th. And on 18th July in 49° 30′ S., with strong S.W. wind, she made her
last run of over 300.
However, in spite of these fine runs to the southward, the passage
was a good deal longer than Forbes anticipated, as Marco Polo was 95
days out when, on 13th September she arrived in the Mersey.
Nevertheless she had made the round voyage in the very good time of
exactly 6 months, and when Captain Forbes appeared “on Change”
about 1 o’clock on the 13th “the cheering was long and loud and he
received a hearty welcome from all the merchants assembled.”

er-Life of “Marco Polo.”

At the end of her second voyage Bully Forbes left the Marco
Polo to take over the Lightning, and was succeeded by his chief mate
Charles McDonald.
Leaving Liverpool in November, 1853, with 666 passengers, McDonald
took her out in 72 days 12 hours or 69 days land to land, and brought
her home in 78 days. Then he left her to take over the James Baines
and a Captain W. Wild had her. By this time it is probable that she was
getting pretty badly strained, being a soft-wood ship, and whether
Captain Wild and his successor Captain Clarke were not sail carriers or
did not like to press her too much, I do not know, but her fourth and
fifth voyages were not specially good, her times being:—
4th voyage, 1854-5, outward 95 days, under Captain Wild.
homeward 85 days, under Captain Wild.
5th voyage, 1855, outward 81 days, under Captain Clarke.
homeward 86 days, under Captain Clarke.
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