The Project Gutenberg EBook of The Beginning Of The Sea Story Of Australia, by
Louis Becke
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Title: The Beginning Of The Sea Story Of Australia
1901
Author: Louis Becke
Release Date: April 5, 2008 [EBook #24997]
Last Updated: January 8, 2013
Language: English
Character set encoding: ISO-8859-1
*** START OF THIS PROJECT GUTENBERG EBOOK SEA STORY OF AUSTRALIA ***
Produced by David Widger
* A snow differed somewhat slightly from a brig. It had two
masts similar to the fore and mainmasts of a brig or ship,
and, close abaft the mainmast, a topsail mast.
After burying an officer and two seamen at Batavia, Hunter left that place
on October 20th, reached the Cape on the 17th of December, and was driven
to sea again after the loss of two anchors, till the 30th. So weak and ill
were his men from the effects of their stay in the unhealthy climate of
Batavia, that he had to remain at the Cape till the 18th of January, when
he again put to sea and sailed for England.
Hunter's brief and precise official account of his voyage discloses little
of the great distress of that thirteen months' passage; but it shows how
the spirit of discovery was in the man; how, in spite of the care of one
hundred and twenty-three people in a 300-ton vessel, and half rations, he
had time and energy enough to think of surveying. One result of his voyage
was his strongly expressed opinion that the proper route home from
Australia was via Cape Horn—now the recognised homeward route
for sailing vessels.
The name of King ought never to be forgotten, for the services of father
and son in Australian waters were very great. King, the elder, came out
with Phillip as second lieutenant of the crazy old Sirius. He had
previously served under Phillip in the East Indies, and soon after the
arrival of the first fleet in "Botany Bay," as New South Wales was then
called, he was sent with a detachment of Marines and a number of convicts
to colonise Norfolk Island. His task was a hard one, but he accomplished
it in the face of almost heartbreaking difficulties.
Phillip, finding that his despatches failed to awaken the Home Government
to a sense of the deplorable situation of the colony he had founded at
Port Jackson, determined to send home a man who would represent the true
state of affairs. He chose King for the service. Every other officer—both
naval and military—was ready to go, and would have eloquently
described the miseries of the colonists, and harped on the necessity for
an instant abandonment of the settlement—they were writing letters
to this effect by every chance they could get to forward them—but
this was not what Phillip wanted. He, and he alone, recognised the future
possibilities of New South Wales, writing even at the time of his deepest
distress:﹃This will be the greatest acquisition Great Britain has ever
made.﹄All he asked was for reasonable help in the way of food and decent
settlers who could work. All he got in answer to his requests was the
further shipment of the scum of the gaols and the hulks—and some
more spades and seeds. King believed in his chief and cordially worked
with him—and King was the silent Phillip's one friend.
So King went home, his voyage thither being one of the most singular ever
made by naval officer. He left Sydney Cove in April, 1790, and after a
tedious passage reached Batavia. Here he engaged a small Dutch vessel to
take him to the Cape of Good Hope, sailing for that port in August Before
the ship had been a week at sea, save four men, the whole crew, including
the master, were stricken with the hideous "putrid fever"—a common
disease in "country" ships at that time. King, a quick and masterful man,
took command, and with his four well men lived on deck in a tent to escape
contagion. The rest of the ship's company, which included a surgeon, lay
below delirious, and one after another of them dying—seventeen of
them died in a fortnight.
King tells how, when handling the bodies to throw them overboard, he and
his men covered their mouths with sponges soaked in vinegar to prevent
contagion. In this short-handed condition he navigated the vessel to the
Mauritius, where, "having heard of the misunderstanding with the French"
the gallant officer refused to take passage in a French frigate; but
procuring a new crew worked his way to the Cape, where he arrived in
September, reaching England in December, after a passage which altogether
occupied eight months—a letter from England to Australia and a reply
to it now occupies about ten weeks.
In England King was well received, being confirmed in his appointment as
Commandant of Norfolk Island, and he succeeded in getting some help for
his fellow-colonists. Upon his return to his island command the little
colony proved a great worry. The military guard mutinied, and King armed
the convict settlers to suppress the mutiny! This act of his gave great
offence in some quarters. Phillip had resigned the command at Sydney, and
the Lieutenant-Governor of the colony, who was in charge, was the
commanding officer of the New South Wales Regiment—more celebrated
in the records for its mutinies than its services—and the
degradation of the Norfolk Island detachment by King was never forgiven by
the soldiers, but the Home Government quite approved his conduct.
But King made one very serious mistake. He had sent a vessel to New
Zealand, and from thence had imported certain Maori chiefs to instruct the
settlers on Norfolk Island in flax cultivation.
King had pledged his word to these noble savages to return them to their
native country, and in order to do so, and make sure of their getting
there, he himself embarked in a vessel, leaving his command for a few days
to the charge of his subordinate, while he sailed the thirteen hundred
miles to New Zealand and back. For this he was censured, but was
notwithstanding afterwards appointed the third Governor of New South
Wales, succeeding Hunter.
King's son, who was born at Norfolk Island in 1791, entered the Navy in
1807, and saw any amount of fighting in the French war; then went to
Australia in 1817, and surveyed its eastern coast in such a manner that,
when he returned to England in 1823 there was little but detail work left
for those who followed him. Then he was appointed to the Adventure,
which, in conjunction with the Beagle, surveyed the South American
coast. In 1830 he retired and settled in Australia, dying there in 1856.
His son in turn entered the service, but early followed his father's
example, and turned farmer in Australia. He still lives, and is a member
of the Legislative Council or Upper House of the New South Wales
Parliament.
Here is a family record! Three generations, all naval officers, and all
men who have taken an active share in the founding and growth of Greater
Britain; and yet not one man in a thousand in Australia, much less in
England, has probably the remotest idea of the services rendered to the
Empire by this family.
The fourth and last naval Governor, Bligh, is more often remembered in
connection with the Bounty mutiny than for his governorship of New
South Wales. He was deposed by the military in 1808, for his action in
endeavouring to suppress the improper traffic in rum which was being
carried on by the officers of the New South Wales Regiment. This second
mutiny, of which he was the victim, certainly cannot be blamed against the
honesty of his administration; and the assertion, so often repeated, that
he hid himself under his bed when the mutinous soldiers—who had been
well primed with rum by their officers—marched to Government House,
can best be answered by the statement that Nelson publicly thanked him for
his skill and gallantry at Copenhagen, and by the heroism which he showed
in the most remarkable boat voyage in history. He may have been the most
tyrannical and overbearing naval officer that ever entered the service,
but he was not the man to hide himself under a bed.
There were other naval officers of the early Australian days whose
services were no less valuable to the infant colony. Think of the men
associated with this time, and of the names famous in history, which are
in some way linked with Australia. Dampier, Cook, La Pérouse, Bligh,
Edwards and the Pandora, Vancouver, Flinders, Bass—all these
are familiar to the world, and there are others in plenty; for example,
Grant, who in his vessel, the brig Lady Nelson, did such work in
Australian waters as, if performed nowadays say in Africa, would have been
recorded in hundreds of newspaper interviews, many process-work pictures
and a 21s. book with cheap editions!
What a story is that of Bass and Flinders! Such noble, disinterested
courage! Such splendid service to English colonisation, and such a sad
ending to it all.
Bass and Flinders, in their tiny open boat, the Tom Thumb, and in
the sloop Norfolk, dotting the blank map of Australia with the
names of their discoveries—it is not necessary surely to remind the
reader that Bass began, and together the two men completed, the discovery
and passage of the straits between Van Dieman's Land and the main
continent. Bass surveyed something like six hundred miles of the
Australian coast in a whaleboat with a crew of six men! And one cannot
summarise Flinders' work in the Norfolk and in the Investigator
before the old ship was condemned and converted into a hulk to rot in
Sydney Harbour.
How were these men rewarded for their services, and what has posterity
done to keep their names in remembrance? In 1803 Flinders started for
England, was wrecked, and making his way to the Mauritius was there, to
the everlasting disgrace of Napoleon's Island governor, detained a
prisoner for more than six years. Of course the English Government
ultimately procured his release, but it took them all that time to do it;
and when he did get back they promoted his juniors over his head. When he
died in 1814, a broken heart was as much as anything else the cause of his
death.
Bass, after leaving Australia, went to England and sailed in an armed
merchantman bound to South America. At Valparaiso the Governor of the town
refused to allow the vessel to trade. Bass, who was then in command of the
ship, threatened to bombard the town, and the refusal was withdrawn; but,
watching their opportunity the authorities seized him when he was off his
guard, and it was supposed he was sent to the interior. As the years
passed by there were one or two reports that he was seen working in the
mines, but it seems to have been no one's business to inquire into his
fate. It is more than probable that the brave Bass died a slave.
But the whalers, "South Seamen" and East Indiamen, did no less good
service than the King's ships in the early days, and yet even the old
books do them but scant justice. For the first fifty years of Australian
colonisation the merchantmen charted reefs, discovered harbours, and did
just those things for the desert waters of the Australasian Pacific as
were afterwards done by land explorers, in their camel and pack-horse
journey-ings into the waterless interior of the continent And the stories
that could be told! The whalers and sealers who were cast away on desert
islands, and lived Robinson Crusoe lives for years! The open boat voyages.
The massacres by blacks. The cuttings-off by the savage islanders of the
South Pacific. The mutinies and sea fights!
Hobart in Tasmania, Twofold Bay in New South Wales, and many New Zealand
ports were the great whaling stations, and Sydney the commercial
headquarters. Fifty years ago there were something like twenty whalers in
the Hobart Fleet alone; now, one or two hulks lying in Whaler's﹃Rotten
Row﹄is practically all that survives of the trade.
The Americans took a leading part in the industry, and ships with New
BedfordorNantucket under their sterns traversed the Pacific
from one end to the other. Australian whaling was begun (Dampier reported
whales as early as 1699) in Governor Phillip's time, by some of the
convict transports coming out with whaling equipment in their holds, and
after disembarking their human freight, departing for the "Fisheries."
Some of these ships often remained in the Pacific for years, making
cruises of twelve or eighteen months' duration, returning to Sydney when
full ships to discharge and refresh, their cargoes being sent to England
in some returning "favourite fast clipper," while the whalers went back to
their greasy and dangerous vocation, until they were lost, or cut off by
the savages, or worn out and converted into hulks.
What numbers of them were lost! and what wonderful and
blood-curdling experiences their crews underwent when they were castaways,
or deserted, or were marooned on "the islands"! Here is a story of a
vessel lost in Torres Straits in 1836—not a whaler, but an East
Indiaman. Some of her crew and passengers managed to land on the mainland
of North Australia and were there captured by blacks. Six months later a
few survivors were rescued and landed in Sydney; and this is what had
happened to the only woman of the party, Mrs. Fraser, wife of the captain:
She had seen her child die, her husband speared to death before her face,
the chief mate roasted alive, the second mate burned over a slow fire
until he was too crippled to walk, and otherwise horribly and
indescribably tortured, and she herself was made to climb trees for honey
for her captors by having lighted gum branches applied to her body.
In another instance a vessel was wrecked on the North Australian coast in
1846, and nearly twenty years later the sole survivor turned up at a
cattle station near Port Denison, in North Queensland. He had been all
this time living among the blacks, unable to escape, and civilisation had
found its way, in the years that had elapsed, far enough into the back
country to reach him. The stockman who first saw the man took him for a
black and levelled his rifle at him, when he was stopped from shooting the
poor fellow by the words, "Don't fire, I am an Englishman."
Here, told in a few words, is the story of the first landing in Victoria,
and the first discovery of coal in New South Wales: On the map of
Tasmania, in the north-east corner, is marked the Furneaux Group of
islands in Bass's Straits. Dotted about the cluster are such names as
Preservation Island, Clarke Island, and Armstrong Channel. These names all
commemorate the wreck of the Sydney Cove, Captain Hamilton, bound
from Calcutta to Sydney, and lost in February, 1797. She sprang a leak on
the 13th of December, 1796, and her crew, chiefly Lascars, managed to keep
her afloat till the 9th of the following February, when the skipper made
Preservation Island, and there beached her. All the people landed safely,
and got what stores they could ashore. Then it was decided to despatch the
long boat to Port Jackson for help.
Thompson the mate, Clarke the supercargo, three European seamen, and a
dozen Lascars manned the boat and left the island on the 29th of February.
On the 1st of March the boat was driven ashore and battered to pieces
close to Cape Howe (near the present boundary line of Victoria and New
South Wales) three hundred miles from Sydney, in a country never before
trodden by the feet of white men. All hands were saved, and after a
fortnight's rest, feeding on such shellfish as they could obtain, the
party set out to walk to Sydney.
Clarke kept a rough diary of this journey, telling of encounters with
blacks, of death and madness by starvation and other privations; of how
they crossed wide and shark-infested rivers by building rafts of tree
branches cut down and fashioned with jack knives; of how the lives of men
were purchased from the blacks by strips of clothing; and of how they
counted the buttons on their ragged garments, and thus reckoned how many
lives could be bought from the savages with what remained.
The terrible march lasted until the 15th of May; then three exhausted men,
horrible to look upon, and the only survivors of seventeen who had, sixty
days before, begun the journey, were picked up a few miles to the south of
Sydney by a fishing boat.
The spot where they were seen walking along the beach was close to Port
Hacking, and Clarke, three days before his rescue, had lit a fire and
cooked some fish with coal he picked up. This was the first discovery of
the great southern coal-fields of New South Wales.
There are other less gruesome stories than these; for example that of the
Sydney whaler Policy, which, sailing under a Letter of Marque for
the Moluccas, was set upon by a Dutch private ship of war—the Swift—at
one time a formidable and successful French privateer. Captain Foster of
the Policy, though his armament was very inferior and many of his
crew were prostrated with fever, engaged the Dutchman, fought him for some
hours, and brought his ship a prize into Sydney Harbour. Two Spanish
vessels were captured in the same way by armed Sydney whalers; so that
Australian waters have seen a little fighting.
On board the convict ships of those early days there were often mutinies,
desperate and sometimes bloody, and some of these led to remarkable
results. In one instance the soldiers—not the prisoners—rose
upon the crew and the ship's officers, turned them adrift in an open boat,
and carried off the ship. They were recaptured afterwards by a man-of-war
in the Indian Ocean and brought to justice. Convict mutinies often were
only suppressed after desperate hand-to-hand fighting; then a day or two
later the ringleaders would be hanged from the yardarm, and a dozen or
more convicts flogged at the gratings. And these things, be it remembered,
were going on only an old man's lifetime ago.
New Zealand is fertile in adventure stories, and the well-known Boyd
massacre is paralleled by two or three other tragedies equally as
dreadful, if less often told. The whaling history of that colony would
make a book—not of the kind suitable for young ladies seminaries,
'tis true, but mighty strong in human interest, and presenting the race as
well as the sex problem for the study of the reader.
Statistics are terribly dry reading, but by way of contrasting the
condition of Australian shipping then and now, it is worth while quoting a
few figures.
In 1835, the heyday of the colonial whaling trade, when the smoky glare of
the whaleships' try-works lit up the darkness of the Pacific ocean night,
there were forty-one vessels, of a total tonnage of 9,257 tons, registered
in New South Wales, employed in the fishery. In the same year twenty-two
vessels arrived in Sydney from the various grounds, their cargoes of
whalebone, sealskins, and sperm and black oil valuing altogether about
£150,000. Now the whaling trade in Southern Seas is represented by two or
three small and poorly equipped ships from Hobart, though the whales—sperm,
right, and humpback—are again as plentiful as they were in the first
years of the fishery. One of the present writers, less than four years
ago, counted over three hundred humpbacks passing to the northward in two
days on the coast of New South Wales, while there were ten times that
number of the swift and dangerous "fin-back" whales travelling with them.
But, though the whale fishery is extinct, there is something to be shown
instead.
It has been said that twenty-two whalers entered Sydney in 1835, which
means that during that year not twice that number of vessels of all
descriptions entered the port—for the whaling was then the
trade. But the steamer was beginning to count, and the beginning of the
Sydney steam trade is not without a peculiar interest—for Londoners
at any rate.
The Sophia Jane was the first steamer in Australasian waters. She
arrived in Sydney from London, via the Cape of Good Hope, with
cargo and passengers, on the 14th of May. This vessel was built on the
Thames by a well-known shipbuilder of the time, William Evans, who was the
builder of many other notable early steamers. She was running for a summer
or two as a passenger steamer between Gravesend and London; then between
different ports in the south of England; and then, under a Lieutenant
Biddulph, of the Royal Navy, she was sent to Sydney. The little vessel was
126 feet long by 20 feet beam, drew 6 feet of water, was of 256 tons
burden, and had accommodation for fifty-four passengers; her engines were
of 50 horse-power, and her speed eight knots an hour. This was the first
steamer in the Southern Seas—the forerunner of a fleet of mighty
leviathans.
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