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| Name | Transit (1855) | Explanation | |
| Type | Troopship | ||
| Launched | 20 March 1855 | ||
| Hull | Iron | ||
| Propulsion | Screw | ||
| Builders measure | 2587 tons | ||
| Displacement | |||
| Guns | |||
| Fate | 1857 | ||
| Class | |||
| Ships book | |||
| Note | Purchased on stocks. 1857.07.10 wrecked in Banka Strait | ||
| Snippets concerning this vessels career | |||
| Date | Event | ||
| 26 June 1855 - 26 August 1856 | Commanded by Commander Charles Richardson Johnson, Troopship | ||
| 6 March 1857 - 10 July 1857 | Commanded by Commander Ennis Chambers, Troopship (until the ship was wecked). On 29 August 1857 he was "seriously reprimanded" after court martial. | ||
| Extracts from the Times newspaper | |||
| Date | Extract | ||
| Fr 26 January 1855 | The Urgent and Transit steamers, now being built for Her Majesty's service in the Port of London, are nearly ready for launching. They are to be fitted with the marine engines constructed by Napier, of Glasgow for the Russian Government, and which have been seized as a Crown droit. | ||
| Tu 13 March 1855 | The Transit screw steam-storeship is undergoing her last ordeal of rigging. Every exertion is being made to despatch her from Sheerness. | ||
| Fr 23 March 1855 | Yesterday the Transit troopship of 2,000 tons burden, launched from Messrs. Mare'e yard, at Blackwall, was taken to Seaward's, to be fitted with the 450-horse power engines seized at Napier's yard, Glasgow, manufacturing for the Emperor of Russia. Her sister vessel, the Urgent, ia nearly ready for launching. | ||
| Sa 14 July 1855 | The number of horses and troops the Transit is calculated to take out on her present outward passage are 93 horses on the main deck and 60 on the upper deck, 572 troops, in addition to her officers and crew, consisting of 160 in all. She stows one month's provision for 1,000 men, and 87 tons of water. Her coppers are capable of cooking for 1,000 troops or seamen on full allowance. | ||
| We 18 July 1855 | The Transit iron screw steam-storeship, Commander Johnstone, is under orders to leave Sheerness to-morrow, and on the 20th to proceed to Woolwich, to embark horses. She is then to return to Sheerness, to embark artillery drivers, &c., and to proceed direct for the seat of war. | ||
| Fr 20 July 1855 | The Transit iron screw steam storeship, Commander Johnstone, could not be put out of the basin at Sheerness yesterday, in consequence of the strong wind blowing from the south-west. She is ordered to proceed to Deptford to have her horse-boxes fitted and secured on her upper deck, ready to receive the cavalry portion of the troops she is to take out. They will proceed from Maidstone Cavalry Barracks immediately she is ready to receive them. She will then return to Sheerness to take in artillery for the Crimea. | ||
| Sa 4 August 1855 | The Transit iron screw steam-transport, Commander Johnstone, arrived at Sheerness at 8 p.m. on Thursday, from Woolwich, and yesterday embarked, while at anchor off Blackstakes, Brevet-Major the Hon. Captain Yelverton's company of Artillery, the 9th battalion, 1st company, consisting of 100 gunners and drivers, 14 non-commissioned officers, including trumpeter; Captain Fisher's 1st company, 7th battalion; Captain M'Key's 6th company, 8th battalion; and Captain Vernon's company of the 5th battalion, all of the same strength as Captain Yelverton's, The Transit is under orders to sail for the Crimea immediately. The Transit has also on board 136 horses, 16 Horse Artillerymen, and 600 Artillery, including officers. There are also 12,000 silver medals for distribution among the brave fellows who were at the battles of the Alma, Inkermann, and Balaklava. The average speed of the engines under three-quarters power was 10 knots on her trip from Greenhithe to Sheerness. She left Sheerness at 4 a.m, yesterday direct for Balaklava. | ||
| Tu 7 August 1855 | The iron screw steam transport Transit, Commander Johnstone, which left Sheerness with artillerymen, horses, &c., on Friday morning for Balaklava, put into Plymouth Sound yesterday afternoon, having her machinery damaged. | ||
| We 15 August 1855 | THE TRANSIT STEAM TRANSPORT. The Transit was very lately built by Mr. Mare, of Blackwall, for the Government and was fitted out at the Government dockyard, Sheerness, and then sent to Deptford for horse-boxes. She is probably the longest vessel afloat, being seven feet longer than the Himalaya, and of nearly 3,000 tons burden; the engines are by Napier, of Glasgow, and were constructed for the Russian Government, but seized on completion, and are of rather a novel design, being made on a plan of the Russians. On the 2d of August 136 artillery horses and 124 men in charge were embarked at Greenhithe; the vessel proceeded to Sheerness, and the next day embarked four companies of Artillery for the siege train in the Crimea, and sailed from Sheerness at daybreak on the 4th for Gibraltar, having on board the following detail,— viz., 3 officers of the line for Malta, 1 servant, 1 collar-maker and wife; a colonel of the 47th, servant, and horse; 4 officers of the Scots Fusilier Guards and servants; 18 officers, and 564 men of the Royal Artillery; 16 men of the Royal Horse Artillery, and 136 horses for the Crimea; and 6 policemen for Constantinople; also a crew of 165 officers and men, making a grand total of 26 officers and 594 men of the army, and 165 of the navy, besides mess waiters, &c., The ship was terribly crowded, and the official report of the surveyors at Sheerness to the Admiralty seems to have been disregarded, for this document states accommodation to be for 534 men and 93 horses. Our passage down Channel was a series of breakdowns, and we were compelled to call at Plymouth for repairs to the engine, which occupied 24 hours, and it was also discovered that in a slight breeze the vessel was unmanageable and would not steer. On Tuesday evening, the 7th, we again sailed from Plymouth and encountered a heavy gale of wind in the Channel, which during the night seriously damaged our engines, carrying away the feed pipes, &c., and a boiler became useless. On the following morning it was discovered that the vessel was making water very fast, and the whole of the troops had to man the pumps to keep the ship afloat; in the midst of this laborious exercise the casing of the boilers took fire twice, but it was promptly extinguished by the exertions of the commander and troops, and at night we were obliged to run for Brest, where we safely arrived this afternoon. Although, however, several hundred men were constantly at the pumps for 36 hours, they could only keep the water at its original level, without reducing it an inch. When I add that the troops had to furnish a party of 104 men employed constantly in the working of the ship; in various ways; that there is only boat accommodation for less than 300 men; that the vessel was only fitted with one life buoy, unfortunately carried away during the gale; that the crew is composed of 30 men, the reminder being boys, and the whole a very bad description of merchant sailors, I think you will agree in thinking we had a most wonderful escape, and that the nation has cause to be thankful to the Almighty for saving it from mourning as many victims to administrative incapacity as the list of a general engagement usually furnishes. In conclusion, I would merely remark that the officers of the ship showed great skill and coolness, and are in every way deserving of a far better vessel. I remain, Sir, yours obediently, A SUFFERER, Her Majesty's ship Transit, Brest, France, August 9. | ||
| Th 16 August 1855 | THE TRANSIT STEAM TRANSPORT. The Transit steam transport, now belonging to Her Majesty's navy is considered one of the finest ships I have ever built. She is 45 feet shorter than the Himalaya, instead of being "seven feet longer," as stated by "A Sufferer;" she is of 2,578 tons burden, instead of "nearly 3,000,” as stated. I cannot conceive how a ship of her class and accommodation could be considered crowded with only 594 men and 136 horses on board. But I can readily understand how "A Sufferer," unaccustomed to the sea, would feel terrified in a gale of wind at first starting, before things had settled down into their proper places. I cannot speak for the machinery. I dare say, like many other new engines, some difficulty has been experienced with them at first going off; but l am quite sure that the leakage has not arisen from any defect of the hull. On the contrary, I have ascertained the fact that it was caused by the feed pipes and discharge valves being out of order —a defect easily rectified. I may be allowed to add that I cannot for one moment believe that "the ship was unmanageable, and would not steer," as she possesses similar qualities to vessels of the same class which I have built for the Peninsular and Screw Companies, and which have hitherto always answered well. I am, Sir, your obedient servant, CHARLES JOHN MARE  .Orchard yard, Blackwell, Aug 15. | ||
| Fr 19 October 1855 | We learn by electric telegraph that Her Majesty's steam transport Transit, Commander Johnson, from Balaklava, Sept. 22; Constantinople, 26; Malta, Oct. 4; and Gibraltar on the 8th, put into Plymouth Sound yesterday morning, and sailed again in the afternoon for Spithead. She has on board from the seat of war 35 officers, 130 sick soldiers, 32 seamen and marines, and some women and children. | ||
| Sa 20 October 1855 | There is some contradiction in the statements connected with the collision off the Start on Wednesday evening between Her Majesty's screw steam transport Transit and the American emigrant ship F.W. Brune. The American, with a fair easterly wind, was going down Channel under all plain sail, exhibiting two lights; it is stated that she saw the steamer half an hour previously, and kept her course until very near. The Transit, coming up Channel, is also said to have seen the other approaching, to have hailed her without effect, and then to have reversed. The American appears to have been first struck by the steamer's bow against the port fore chains and rigging, through the bulwarks down to the deck; a second blow with less force was then dealt on the main chains, after which the quarter bulwarks were slightly damaged. The Transit's flying jibboom and swinging boom were carried away, figure-head turned aside, and the rail and moulding on the starboard bow grazed. In the confusion the master and mate of the ship got on board the Transit, but were afterwards returned by a pinnace in charge of a lieutenant, who continued with the F.W. Brune until she anchored in Plymouth Sound. | ||
| Sa 27 October 1855 | Her Majesty's steam corvette Malacca, 17, Captain Farquhar, was undocked yesterday at Portsmouth, and the Transit steam troop ship, Captain C.R. Johnson, taken in to repair defects. | ||
| Ma 26 November 1855 | Her Majesty's steam troopship Transit, Commander Johnson, refitting In the steam basin, Portsmouth dockyard, got up steam to try her machinery on Saturday, but broke down three times. She will take out a large force of the Land Transport Corps to the East. | ||
| Fr 2 January 1857 | The Transit steam troopship was taken into dock yesterday at Portsmouth for repairs. She, too, is believed as likely to convey troops to the East. | ||
| Fr 16 January 1857 | The steam troopship Transit was undocked yesterday at Portsmouth after repairs. | ||
| Tu 20 January 1857 | The Transit steam troopship, having refitted her machinery at Portsmouth, got up steam yesterday to test it, prior to being reported ready for troop service. | ||
| We 11 February 1857 | The Transit iron steam troopship, having been refitted, was taken out of Portsmouth harbour yesterday to prove her machinery, before being reported ready for troop service. It is possible she may take the 90th or 82d to Madras. | ||
| We 11 March 1857 | Much activity is visible in Portsmouth Dockyard early and late just now, workmen being employed from 5 o'clock in the morning until 10 at night in getting ready the steamships Transit, Assistance, and Sidon, for the embarkation of the troops mentioned in The Times of Monday as under orders for China, A large and able body of men from the ordinary flagship St. Vincent, Captain Eliott, and the Blenheim, 60, Captain the Hon. F.T. Pelham, C.B., are rigging and fitting out these ships. The Sidon has topgallantmasts pointed, and is nearly ready for the pendant. The Transit has been already commissioned by Commander Ennis Chambers. A squadron of steam gunboats are also ordered to be equipped to accompany the larger vessels, which will convoy them out. It has been rumoured also that two blockships (60-gun screw two-deckers) will form part of the China reinforcements. | ||
| Tu 17 March 1857 | Artificers are employed from 5 in the morning until 10 at night in Portsmouth dockyard, to equip the gunboat squadron for China enumerated yesterday as fitting out at Portsmouth, and also the troopships and frigate Transit, Assistance, Adventure, and Furious. The Transit is so far complete that the was swung in Portsmouth harbour yesterday for the adjustment of her compasses, and the others are all well forward. The experienced hands of the ordinary flagship St. Vincent, Captain Eliott, and the steam reserve depôt ship Blenheim, Captain the Hon. F.T. Pelham, C.B., are helping in the rigging and fitting departments. | ||
| Sa 21 March 1857 | The headquarters of the 90th Regiment, with 790 men are to embark at Portsmouth for China on board. Her Majesty’s troopship Himalaya, Commander Priest, and not in the Transit, as first ordered; the remainder of the regiment will go in the Transit. The days of embarkation are not fixed. | ||
| Tu 7 April 1857 | Her Majesty's steam troopship Transit, Commander Chambers, embarked yesterday at Portsmouth 193 of the medical staff corps, 30 of the Royal Engineers under Lieutenant Campbell, 286 of the 90th Foot, and 119 of the 59th Regiment, for China. She sails this morning. Sir Richard Airey, Quartermaster-General of the Army, together with Major-General Breton, commanding the south-west district, Colonel Wright, Assistant-Quartermaster-General and Brigade Major Nelson, minutely inspected the Transit on the troops embarking; they also inspected the Himalaya, which will embark the head-quarters of the 90th about the end of the week for the same destination. | ||
| We 8 April 1857 | The Transit iron steam troopship, Commander Ennis Chambers, went to Spithead on Monday night, and. left yesterday for China, with the troops before reported. | ||
| Sa 11 April 1857 | The Transit iron steam troopship, Commander Ennis Chambers, was got into dock with much difficulty on Thursday afternoon, but the water did not clear out in time to enable any accurate report to be made on the disaster that evening. On inspecting the ship when the dock was empty a hole about the size of a dinner plate, though more jagged than circular, showed itself, through which the water streamed in a fierce current; the hole is at the distance of the second sheet of iron from the keel on the starboard side just before the foremast. This hole has been made, it is now discovered, by the Transit's own anchor running into her, but which part is not known — it is believed to be the fluke; the stock was carried away, it is supposed by the weight of the ship resting upon it, as her bottom is rubbed bright about the length of the stock. This seems feasible, as the anchor was almost "up and down," owing to the shallowness of the water she brought up in. When she anchored off Yarmouth (Isle of Wight) she had only five fathoms of water under her, herself drawing at the time nearly 25 feet! The disaster must have happened on the morning of Wednesday, about 5 o'clock, whereas the vessel anchored about 6 o'clock on the previous night. The engineer was the first to discover the accident by going down into the engine-room, when he found himself up to his waist in water; the alarm was then given and three pumps set to work; the troops were all got aft so as to lighten the pressure forward, and, finding that the leakage did not decrease, the vessel was put about for Spithead and Portsmouth harbour, which she happily reached in safety and without assistance. The troops and baggage were immediately transferred to the Bellerophon, and hands from the Excellent and Marine Artillery barracks set to work forthwith to pump to keep her afloat and to get out the ammunition and stores. All her powder is damaged, sugar and peas spoilt, flour and oatmeal damaged, and all other matters under water. The men employed were up to their necks in water in getting the ammunition out of the fore magazine. The bread being stowed aft has not suffered like the other provisions, which were stowed forward. The Transit owes her safety to having seven different water-tight compartments, so that the water did not get aft. Blacksmiths and shipwrights were put upon her immediately the water was out of the dock, and worked upon her all the night of Thursday; and by 11 o'clock yesterday morning the external damage was repaired and water let into the dock to ascertain if she was watertight, and, this proving all right, she was got out of dook and into the steam basin. A court of inquiry on the commander, master, and officer of the watch was held yesterday by Admiral-Superintendent Martin at his office, but which, being a closed court, we cannot report. It is expected, however, to be merely preliminary to an open court-martial, when all the facts will be laid before the public. It is a singular but discreditable fact that the whole family to which the Transit belongs — the Urgent, Perseverance, Assistance, &c. —never put to sea since they were admitted into the fleet without some disaster. The peculiar manner in which the Perseverance made her débût in the service — by "turning turtle" in Woolwich basin — our naval readers doubtless remember. | ||
| Ma 13 April 1857 | The iron steam troopship Transit, Commander Ennis Chambers, was removed from the steam basin in Portsmouth Dockyard and placed alongside the Bellerophon hulk on Saturday to reship her stores, provisions, &c., and to re-embark her troops. The provisions, we are glad to report, were found damaged only to an inconsiderable extent, the influx of water having been confined only to the two fore compartments of the ship. It is currently reported that the ship was detained by a little jobbery last week, or she might have left Portsmouth earlier, and have avoided, in all human probability, the necessity for anchoring before clearing the western passage to the Needles. We give this exactly as it has been conveyed to us, without vouching for its authenticity; but we are in possession of a few facts which appear to give a colouring to such a report. The ship appeared to be well ventilated, and no fault was found with the existing means, but an official thought six more ventilators would be an improvement, and six were consequently unfitted from the gunboat flotilla the same night, as there were none in store ashore. These were not fitted to the Transit before an order was received to supply her with some of a new invention by Mr. Watson, of Halifax, to which place they had to be telegraphed for. This gave double work to the fitters on board the ship, "doing and undoing," as is the "way they have in the Navy.” It is remarked that the new article does not appear likely to prove so efficient as those in general use, nor so easily made good if defective. It will consequently prove an additional expense in the long run beyond the fact of being more costly to start with. The Himalaya is being supplied with 10 of the same sort. | ||
| Tu 14 April 1857 | The Transit iron steam troopship, Commander Ennis Chambers, having reshipped her provisions and stores, re-embarked her troops from the Bellerophon hulk yesterday morning, and will drop out of Portsmouth harbour to Spithead this morning to reship her ammunition, and if the weather is favourable she will weigh and proceed. To China. The opinion of the Lords of the Admiralty on the evidence furnished by the Court of Inquiry, held on Good Friday, was promulgated on board yesterday, and acquits the commander and master from all blame in the accident which has caused the ship's detention. | ||
| We 15 April 1857 | The Transit iron steam troopship, Commander Chambers, went to Spithead yesterday morning to reship her ammunition, &c., and has since left for China. | ||
| We 29 April 1857 | Her Majesty's ship Transit, having the 90th Regiment on board for China, has put in at Corunna in "deep distress." Our Portsmouth correspondent had a letter, from which the following is an extract, placed in his hands yesterday for publication:- "Her Majesty’s ship Transit, Corunna, April 19. "Here we are! Done up ! Two days' 'Bay' weather sent us in here to be fresh rigged; you never saw a worse sea boat in your life, — crank, top-heavy, and everything that’s bad! We have everything we could wish in the way of provisions, — only two days' salt since we came on board; — but such an old tub you never saw; the rigging never set up, or anything secured; we had hard work to keep the masts from going over the side; if she had pitched instead of rolling I am sure the foremast must have gone over the bows. We had to get tackles across the decks from side to side to brace the rigging in to save the spars; in fact, a greater tub to roll I never knew. She is topheavy. I am certain she will never weather the Cape, or she will deceive all on board, both soldiers and blue-jackets. She is a disgrace to the British Government, and more so to the dockyard authorities. If she is lost I only hope my diary will be found to condemn those who sent her to sea. You may think what she must be when I teil you for a truth that there are not one dozen men (troops) on board with a dry hammock, every seam in her deck letting in water. They had to give, or at least did give, extra grog. . "____ ____." This letter is from an intelligent and responsible person on board the Transit, and is authenticated by name, rank, and every other essential establishing the credit of the writer. | ||
| Fr 15 May 1857 | Letters from Her Majesty's steam troopship Transit were received at Portsmouth yesterday morning, one of which was immediately handed to our correspondent for publication. The last he published was said by its critics to have been written by a soldier "frightened at sea’s alarms," and was stigmatized in various quartere as an "exaggerated" dcecription of the ship's voyage from Spithead and her condition on putting into Corunna, which "cuckoo cry" was re-echoed by the First Lord of the Admiralty in
the House of Commons this day week. The following is an extract from the letter of an experienced "blue jacket" of 20 years' service in various parts of the world:— "Her Majesty's ship Transit, Corunna, April 19. "We came to an anchor here this morning from sheer neccssity. From the ttime we left Spithead until this morning our ship has been one scene of misery — rolling awfully, pitching tremendously, the troops' deck afloat all day and night, the decks not properly caulked, and expecting every moment to see the masts go over the side from the loose manner in which the rigging is fitted. They are now setting up rigging, and we shall most likely get to sea tonight. We have met with heavy weather." By the Brazil mail, delivered yesterday, it would appear that the "unfortunate Transit" had crept as far as St. Vincent's by the 28th ult. | ||
| Ma 15 June 1857 | A letter from her Majesty's ship Transit, dated St. Vincent, May 1, states that she was due to leave that afternoon. | ||
| We 29 July 1857 | The Transit steam troopship arrived at the Cape, on her way to China with troops, on the 27th of May, all well. | ||
| Fr 31 July 1857 | The Himalaya steam troopship, Commander Haswell, arrived at Simon's Bay, Cape of Good Hope, on the 24th of May from St. Vincent's, followed on the 28th by the Transit steam troopship, Commander Chambers, from the same place, which she left 24 hours before the Himalaya, which we are informed has lost many of her crew and soldiers by desertion. The Transit had lost four. One man, a quartermaster of the Himalaya, in attempting to leave the ship on the night of the 2d of June to swim ashore was drowned. The Penelope, 28, paddle frigate, Captain Sir William Wiseman, arrived at Simon's Bay from the Mauritius on the evening of the 3d of June, all well, closely followed by the Barracouta, 6, Commander Fortescue, from China. The Himalaya left Simon's Bay on the morning of the 3d of June at 11 o'clock, and went out of the bay beautifully. She was followed on the nest morning by the Transit, which disembarked 1 officer, 30 men, 1 woman, and 2 children of the Royal Engineer corps on the morning of the 29th of May, who proceeded to Cape Town. | ||
| Ma 31 August 1857 | THE LOSS OF THE TRANSIT. Admiralty, Aug, 29. "Her Majesty’s ship Racehorse, Singapore, July 18 "Sir,—I have the honour to transmit you herewith for the Information of the Lords Commissioners of the Admiralty a copy of a letter I have received, as senior officer in the Straits of Malacca, from Commander Ennis Chambers, of Her Majesty's steamship Transit, reporting that ship having struck upon a sunken rock off Cape Oclar, in the Banca Straits, and requiring immediate assistance, which I instantly rendered by dispatching Her Majesty's ship Actæon and her tender, the Dove, and also chartered American ship Brand, of 800 tons, with provisions for 1,000 men for 15 day. Since their departure l regret it is not in my power to afford their Lordships any further Information respecting the Transit. "I have &c;., E.K. Barnard, Commander. “The Secretary of the Admiralty." "Her Majesty's ship Transit, "Off Cape Oclar, Island of Banca, July 11 "Sir,—It is with great regret I have to report that Her Majesty's ship under my command struck on a sunken rock off Cape Oclar, on the Island of Banca, yesterday morning, about half-past 9, and received so much damage that it was necessary to immediately disembark the whole of the troops on the island. "This will be conveyed to you by Lieut. Downes, of this ship, who will give you all the particulars; and it is needless for me to point out the necessity of sending some vessels immediately to embark the troops, which number upwards of 700. "I have the honour, &c., "Ennis Chambers, Commander. "The Senior Officer of Her Majesty's ships and vessels at Singapore." The following is extracted from a letter dated Island of Banca, July 11, 1857:— "The Transit has come to grief at last. Yesterday morning, at 10 o'clock, we were steaming along at about nine knots an hour, when the vessel suddenly struck on a reef. In a quarter of an hour the water was over the engine passage, and it became very evident that we should be obliged to abandon her. The boats were got out, and conveyed the soldiers to a reef about a mile and a-half away. The size of the rock where we were stowed was not more than 25 yards, and the tide was rising. The boats kept going backwards and forwards landing troops, and when I left the rock (one of the last three) the water was within two feet and a half of me. Thanks to God, all were got safely to land, fires were lit, branches pulled down, and things made as snug as circumstances would allow. Of course, everything I possessed is lost. In fact, a shirt, a pair of flannel trousers, and shell-jacket are the sum total of my effects. I saved my watch and chain and pistol. There are two Dutch vessels near the Transit; one of them is going to Singapore to detail our disaster. The soldiers behaved splendidly. No joke, I can tell you, to be on a bit of a rock for six or seven hours under a tropical sun. I must wind up, as this is going on to Singapore by the Dutchman.” | ||
| Tu 1 September 1857 | The Transit.— A letter received from the agent of the Borneo Company at Singapore, dated July 18th, gives news from Sarawak up to the 14th of that month. It was then certain that the rich field of coal discovered some time since at Sadong, would be made available for the use of Her Majesty's troops and steamers in that quarter of the world by Christmas next. The quality of the coal is reported as very good and its quantity almost inexhaustible. The agent of the Borneo Company adds to this important news the Information that he had that day chartered to the Government the Sir James Brooke steamer, which was to start on the next day (the 19th of July) to proceed to the wreck of the notorious Transit, in Banca Straits, to be employed as might be required. The Sir James Brooke is a fine screw steamer of 600 tons, and 90-horse power, belonging to the Borneo Company of London. After rendering "the last sad offices" to the Transit, which now, for the first time since she was launched, is incapable of doing mischief, the Sir James Brooke will be employed in taking 300 troops to Calcutta as she is a fast clipper steamer, and well suited for such duties. | ||
| Fr 4 September 1857 | THE TRANSIT. This occurrence is stated to have taken place off Cape Oclar; the bearings are not given, nor the distance from the shore. There is no such point in the Straits of Banca as Cape Oclar; it is, therefore, most probable that this misfortune occurred off Tanjong (or Cape Oular or Oolar), near Mintow, at the north-west extreme of the island of Banca, which has rocks projecting three or four miles from it. There are several large rivers which fall into Banca straits on the Sumatra side, which influence the currents, more especially when there have been rains in the interior, which are prevalent in June and July, and which may account for the position of the ship when she struck. This inquiry is, however, quite apart from my purpose, I wish to draw attention through the medium of your columns to the qualities of ships of the class of the Transit for the transport of troops, under such circumstances as she has been unfortunately placed in. In a discussion on the transport of troops to India last July, I stated my objection to the employment of iron troopships in my place in the House of Commons, and I most truly and sincerely trust that this disaster, occurring so soon after, will induce Sir Charles Wood to take the subject into his most serious consideration. Allow me first shortly to advert to the striking manner in which the loss of this ship bears out my view, and then offer one or two suggestions on the subject. If it had been possible to select a spot where a vessel could have been run ashore with a good chance of holding together long enough to enable the crew and passengers to save themselves and their effects the position of this unfortunate ship was that one. The Straits of Banca are at all times as still as the Solent; the wind, if any would be light from south-east, off shore; but most probably at that time of the day dead calm; and yet we learn, that so rapidly did the water gain upon them that the troops were hurried out of the ship as soon as the boats could be got into the water. If this was the case of the Transit in dead smooth water, what would have been the effect of a surf? Why, simply this, that we should have lost a regiment; nothing earthly could have saved them. Let us, therefore, be thankful to Providence that this disaster occurred where it did; and let us further hope that it may open the eyes of the First Lord to the defects of iron troopships. The question now arises, are we driven to employ such ships? I say we are not; we have the remedy in our own hands. Henceforward we must dismiss the delusion that we can hold India with native troops. The bubble has burst, — not sooner than many of the most able men in India expected; but burst it has, with a vengeance, and we must prepare for a new state of matters. During the winter months troops may be carried through Egypt with safety and comfort, but we must look to the Cape of Good Hope as our main route. What I would recommend is this:—Take such ships as are not intended to be converted into screw line-of-battle ships; take the upper deck off the three-deckers, leave the two-deckers as they are; reduce their masts to such proportion as may be found most suitable for sailing them with their guns out, ballast them with water-tanks placed in such positions as will counteract their tendency to roll, and we might have 20 of the finest transports in the world, roomy and airy below, with large upper decks — such ships as Prince Regent, Rodney, Formidable, &c. These are the ships to carry troops out serviceable. Each ship fitted with a small high-pressure engine, only to be used in light weather or calms, and the usual track to India to be taken. No short cuts on any account. By keeping the beaten track, and by a judicious use of steam power, the voyage will be performed on an average of 75 or 80 days, — quite fast enough for comfort, and a soldier's time on board ought not to be unprofitably employed. If such a class of ships were created, carrying a post captain and 300 men each, with a sufficiency of guns for exercise, it would add a reserve to the navy of the most important character; and if the loss of the Transit has any influence in producing such a result, she will have done more good in her generation than her warmest admirers could ever have hoped for. I remain, Sir, yours most obediently, J.D.H. Elphinstone .Logie Elphlnstone, Sept. 1. | ||
| Tu 8 September 1857 | THE ISLAND OF BANCA. It might be that the ship in its course up the straits was bearing up to hold communication with Minto, the chief town of the island, and it may have happened that in doing so without guidance of the chart it may have struck on the reef of rocks called Karang Hodjee, not far from Point Kaleeang, which is about eight miles from Cape Oolar to the N., and four miles from Minto to the E., Cape Kaleeang being the extreme W. point of Banca. The Jeboos is a largo river at the mouth of which the Orang Laots, as they are called, have their habitations and fishing boats. These men received rations from the public stores at Minto in consideration of their services in conveyance of stores to Jeboos and elsewhere and their giving information of any piratical or smuggling boats which might make their appearance off the coasts which they habitually traversed. They were placed under authority of Lieutenant Robinson, whose gentleness of temper and sound good sense commanded the affections and willing services of this peculiar people, and, as the Jeboos river is not more than about 12 miles from Cape Oolar, they would no doubt (If they are now as they then were) render every assistance to the Transit, so that with their aid and the more essential efforts of the Dutch authorities at Minto it may be hoped that every practicable measure has been taken to provide for the safety of the crew and recovery of the stores from the wreck of the Transit. I remain, Sir, your most obedient servant, M.H. Court, Castlemans, Sept. 5. | ||
| Ma 21 September 1857 | The following extracts from a letter of one of the officers of the Transit have been sent to us:— "Transit Camp, Cape Oslar, Banca, Friday, July 17. ". . . . We got through the Straits of Sunda all right, without stopping, on the night of the 7th, and steamed all day along the shoal water to the eastward of Sumatra, anchoring for the night off the island of Lucipara, at the entrance of the passage of the same name, which is narrow, shoal, and but very indifferently buoyed or marked. However, weighing at daylight, we had succeeded by noon in getting through the most difficult part, and steaming on faster anchored for the night on the Sumatra shore near Cape Verde, from which place we started at half-past 6 the following morning (10th). We were keeping well over on this shore to avoid the Hendrick reefs, thinking it unlikely that we should find the buoy on them, which should be there according to the chart, as in the Lucipara passage we had not found any of the marks existing. By our cross-bearings we were passing well clear of the shoal, which extends to a distance of from three miles and a-half to four miles off this point, going at a speed of between eight and nine knots, when, at about 20 minutes past 9, the ship struck so heavily as to make all the masts shake again, and oblige people to steady themselves by hand to prevent falling. Taking a bound as it were, she struck again and again, quivering at each bump, and then remained motionless with her bows several feet out of water . . . . As she began to settle fast by the stern, and the fires of course had soon been extinguished by the rising water, the common pumps being useless to keep under such an enormous flow, . . . . The colonel and master were called into consultation, and an immediate landing of all but a few of the troops decided on. Meantime we had not been idle. Provisions had been got up, particularly from the afterpart, and put out of reach of the fast-rising water. All the boats had been got out and down. Downes, the Second-Lieutenant, had gone away in one to Minto, a town distant by sea some 14 or 15 miles, off which we had seen a Dutch man-of-war steamer at anchor when passing in the morning. He was to bring her to our assistance. Between us and the beach of the island of Banca there was a reef appearing above water, the centre of which rose to a height that would evidently leave it uncovered at the highest tide. On this the soldiers were landed, with nothing but their dinners and some fresh water. By the time the bulk of the troops had been disembarked it became apparent that even those told off as working parties, to remain and look after the baggage, &c., could not be kept without considerable risk. The water pouring in in volumes was quietly but steadily finding its way aft, and the ship was in the same manner sinking by the stern. The cracking of plates of iron, snapping of beams, and tearing of decks led us to suppose that if she did not fall off the rocks on which she was hanging, and fall into the deep water astem of her she would probably break in two pieces, the stern falling into the deep water, and the fore part falling over on its side on the rocks. By noon only a few soldiers, officers, servants, and such like remained to be landed. We gave our men 10 minutes to eat their dinner, and then landed on this beach, afterwards using all boats to bring the soldiers off the reef, where many were afraid of being drowned by the rising tide. All were landed and under canvas by dark. I was the first to land here, having come on ahead to look for a good spot for our encampment, and luckily hit upon an excellent stream of fresh water, rather a rarity in these parts. It was late the next day before we got any provisions from the wreck. At the time we left her (shortly before 1 o'clock) the stern was completely under water, leaving only a small portion of the fore part of the poop above water, which may give you some idea of the height to which her bows are cocked out of the water. As I said before, by our chart, we ought to be more than a mile clear of the reef, in about 26 fathoms; but by the charts which we have since obtained from the Dutch gunboats we have picked up exactly the outside rock of the whole reef, which is, together with the coast, channels, and dangers in this part, incorrect to a considerable degree. Had we weighed half an hour earlier, or an hour later, had we been a hundred yards to the right or left, we should no doubt have cleared it. . . . . Downes brought the steamer to us early next morning, but she proved too small to take any of our troops, so we sent Downes on in her to Singapore with despatches. July 18. "One of our gunboats, the Dove, arrived during the night. Two ships are coming to us from Singapore." | ||
| We 23 September 1857 | THE TRANSIT. The following letter was written by an officer on board the Transit:-"Singapore, July 25. "It is a great mercy I am spared to write to you again, for I might now have been with many others in the bottom of the deep, but, thanks to the Almighty, we are all safe, though in anything but an enviable condition. All I have is my undress uniform, with the addition of my topcoat and umbrella, also my revolver, the combination of which do not form a very extensive wardrobe. Everything else, consisting of uniform, plain clothes, and Hongkong outfit are gone, which are at least a loss to me of 160l. I have been able to borrow a shirt and pair of socks here, and so my own property in the shape of linen consists of one shirt, a pair of socks, and one pocket handkerchief. We entered the Straits of Sunda on Tuesday morning, the 7th of July. It was a beautiful day, and we went ahead rapidly, passing Angler Point the same night, and went on in the same manner the next day until the evening, when we anchored about 40 miles from the Straits of Banca, on account of the narrowness of the passage and shallowness of the water; early on the morning of the 9th up anchor and away we went, but very slowly, for the above reason. The scenery was lovely. We anchored again at night, and next day hoped to clear Banca and arrive here (Singapore) on Saturday. Ay, but so it was not to be. After steaming on that morning (Friday, the 10th) about 8½ miles an hour we passed the town of Muntok (the capital of Banca), when we saw reefs a-head. Three we cleared, and along we went. About 9.30 a.m., as I was smoking a cigar with the purser of the ship on the poop, suddenly bump she went and nearly threw us overboard. The engines were stopped at once, and the water rushed into the engine-room, for she had a large hole in her bottom. After the shock I said, 'Now we have finished our voyage In the Transit;' and though I am not easily frightened I was then, for I fully expected she would break her back every moment, and then the consequences would have been too awful to contemplate. The captain seeing it was all up with the vessel, ordered the biscuits to be brought upon deck, and casks to be filled with as much water as could be got out of the tank; meanwhile the troops and officers were sent below, and the pumps set to work; and I assure you, though we were in the most imminent danger, the most perfect order was preserved, and not a man left the place he was ordered to remain in, and all sat down quietly, except those who were employed. I had all my things packed up and ready to get out of the old tub if there was time, but the water poured in. I took a peep into the engine-room; the soldiers were working up to their necks in water. The great fear was the ship would slip off the rock, and then down she must have gone instantly, taking with her more than 800 souls. All the boats were hoisted out, and after remaining in her about two hours, the 59th were ordered on deck. I rushed into my cabin, and had only time to seize my great coat, &c., as before stated. We got into the boats, and set off to a high part of a reef of rocks between us and the shore (the latter being about three miles and a-half off), as it was feared the ship would go down before all hands were cleared off. It was dreadful to see the poor fellows when they were landed on the reef, half of them without shoes (a most requisite part of clothing); their feet were terribly cut and bruised, and a blazing sun shone piercingly upon us. All the troops were got from the ship by 1 o'clock, and landed on the reef. The worst part was now to come, for the tide, which was out when we were wrecked, now begin to come in, and gradually to cover the reef where we were, and we knew that when the tide was fully in it would be some ten feet under water. However, the boats came alongside again about 2 p.m. to take us in, but the officers were ordered not to leave the place till all the soldiers were shipped; however, some were obliged to go to preserve order and perform other various duties on arriving at the shore. The boats could only carry about 200 at a time, and there were 800 of us, so by the time the last were taken off it was nearly 6 p.m., and the water within a foot of us. I was the last who left the rock, and although I knew that if I remained another hour I must have been immersed, still I was not afraid, as I could easily have swum to shore if it came to that. I was heartily tired when I landed, for I had been standing under a blazing sun all day, and had eaten nothing. Some biscuits had been brought from the ship, and a few pieces of bacon. I must here tell that the stern of the ship before this was under water, and we expected to see her slip off the rocks every moment. Well, there we were, safely landed on the Island of Banca, with little clothing, food, or shelter; all I got that night was about an ounce of biscuit and a bit of bacon frizzled up to nothing, which I ate most thankfully, and drank a cup of water, slept under a tree, and was nearly devoured by ants and other insects, with which Banca abounds. The next morning I got up at 6, had a meal of the same quantity and quality as that of the preceding evening. The ship still remained, and upon examination it was found she was so fast on the rock that it was most probable she would remain there some time; and particularly fortunate it was, for at low water we were able to get a good many stores from her, and sails, with which we made tents. There was a Dutch steamer at Muntok, which came round to us, and the captain of the Transit was enabled to send despatches to Singapore for assistance. What a weary time did we spend before a ship arrived, being under a tent, with bad food, &c., and a blazing sun! However, no one complained, but bore their misfortunes as British soldiers generally do. Some of the officers got a few boxes from the wreck, but the things were damaged; but not one thing did your humble servant get. How delighted we all were on Sunday when the ship ------- arrived; there was not accommodation for us all, so the 90th were sent on to Singapore next morning (the 20th). The same day the American ship Beaver came, and on Tuesday, the 2lst, we all cleared off, having been on the Island 11 days. I slept in a miserable hole in the American ship, where I could hardly breathe, and the rats were galloping over me in squadrons. We got to Singapore on Thursday night and landed next morning, and went out to the encampment, about two miles from the town, to wait the means of transit to China. The 90th will in all probability be sent to India to join its head-quarters, which went in the Himalaya, for the purpose of quelling the Sepoy mutiny. The Transit was nearly lost in the Southern Ocean a few days after we left the Island of St. Paul; we had a most awful storm for three days, our sails and spars went to the winds, and it has since been acknowledged that had the gale lasted 24 hours longer every soul on board would have perished and never so much as have been heard of; the sea was awfully high, but the vessel hardly shipped any water; there was a vary bad leak in her, the iron having split in one part alone 24 feet. You will hardly credit it, but one day we pumped out of her 600 tons of water in the 24 hours. She leaked from the time we left Corunna, and, of course, it increased as we went on. The fact is, we ought not to have proceeded further than the Cape in her. No one but those who were on board the Transit can have the least idea of the dreadful perils we have undergone. We were all singularly blessed with health, and did not lose a single man the whole way out; but I fear the effects of our residence at Banca are beginning to tell, for some of the men are ill, and officers also. Thank God, I am quite well myself, except when I am exposed to the midday sun; but fancy, the thermometer in the island of Banca was as high as 102 in the shade, and 127 in the sun." | ||
| Sa 26 September 1857 | LOSS OF HER MAJEST'S SHIP TRANSIT. "The achievements of the coral reefs in the Straits of Banca ought to reach you much earlier than through me. Five vessels of war have been ashore in those Straits within the last 12 months. The Transit alone of all the five made the most of the opportunity, and went down. The Himalaya bumps, sacrifices a little coal and a little water, and proceeds on her way rejoicing. The Actaeon strikes, knocks away her false keel, and sails away all the better for it. The Transit takes the matter au sérieux, and goes with all alacrity to the bottom. "You will be told, of course, that at any rate this was no fault of the ship. Do your friends at the Admiralty believe in 'luck,' and witchcraft, and judicial astrology, and spirit-rappings? If so, the sane portion of the nation ought to be acquainted with their state of mind. Sane men who are not in the Admiralty judge a ship by her performances. It may be and oftentimes is a ship's own fault even that she runs upon a rock, and her fault that she cannot be got off again. It must be her fault if she constantly succumbs to accidents which other ships survive. An invalid dies of a blow which would not affect a strong man, or a cripple is crushed by a descending force which an active man would avoid." Personal observation and knowledge enable me to subjoin the following facts in corroboration of the above. The Himalaya, Sobraon, and Assaye were all designed and built at Mare and Co.'s, Blackwall, about the same period of time, as fast mail and passenger packets, for the Peninsular and Oriental Company. The Admiralty subsequently purchased the two latter, and named them respectively the Perseverance and Transit. The Himalaya also became the property of the Government, but she was fitted for sea by Captain Adam Kellock, under the auspices of the Peninsular and Oriental Company, and her performances have always elicited the highest commendations. Next came the Perseverance; she was taken in hand by the authorities of Her Majesty's dockyard, Woolwich, to be fitted for sea, as "per establishment;" her beautifully framed hull, designed to carry the light masts, yards, &c. of a bark, would not stand up under the monstrous top-hamper of an ordinary 74; for no sooner were the dog shores knocked away than over she went; her towering masts in their descent partly capsized the dockyard church, injuring the saw-mills, dock, and caisson, and the hull of the vessel to a very considerable extent. The Admiralty then wisely appealed to the Peninsular and Oriental Company, who appointed Captain Harris to take charge and fit her for sea. She thus escaped all further vicissitudes and notoriety. Now for the sister ship Transit, and the assumed infallibility of the establishment that decrees a dray-horse load for a racer to stagger under. Upon her fine lines is raised a gigantic forecastle, and aloft the cumbrous masts, yards, caps, cross and trestle-trees, &c. Her sharp bow is further depressed by the ponderous Admiralty anchors. All this superincumbent gear, compared with that on board the Himalaya, is double the weight it should be. Under this load she has laboured and rolled, ever in imminent danger of foundering, or running to some friendly port for shelter and repairs. Great length, narrow beam, and fine bows are the characteristics of modern steamships, hence the necessity to keep them light forward. The Americans, for the sake of lightness and buoyancy, actually repudiate the bowsprit in their ocean-going steamers, and well I remember Captain Kellock observing to me, "At 200 feet from the centre or fulcrum every pound must be saved — it is like weight at the end of a steelyard; in breasting a head sea the ship's bow should rise to it, and not blunder through." Accordingly, the Himalaya was supplied with bower anchors all of Trotman's plan, and weighing together 7½ tons, at a cost of 26???. The Transit is a smaller ship by at least 1,000 tons, yet the aggregate weight of her Admiralty bower anchors exceeds 13½ tons, the contract price of which is 880l. The larger ship going stem on, 14 knots, touches, lifts, and glides on to the reef or bank; then, with the assistance of her light but efficient anchors (easily carried out astern in her own boats), she is hauled off again; while the overweighted Transit, staggering onwards at eight knots, touches, then rebounds, and with one fearful crash her fate is irrevocably sealed, and the recording epitaph may be "Sic transit gloria mundi." If I mistake not, her unwieldy Admiralty anchor caused part of the delay on the occasion of the naval review, when it was said that reverend bishops, noble lords, and grave judges all lent a hand at the capstan to assist in the weighing it, and the selfsame anchor was nearly the cause of her sinking with all hands in the dead of night at the very outset of the present fatal voyage. In conclusion I will only further remark, that at the instance of the general body of shipowners, underwriters, &c., of the united kingdom, the Admiralty instituted a committee of naval officers and shipowners, presided over by Admiral Sir Montague Stopford, G.C.B., in order to determine by a series of practical trials and tests, the relative merits of different descriptions of anchors. There were eight competing plans submitted to proof, and with one exception only the established anchor of the navy was unanimously declared to be the least efficient, and deficient in all the vital points looked for in a good anchor. The official report, dated the 1st of February, 1856, was approved and promulgated by the Lords Commissioners of the Admiralty, and, strange to say, since that period probably more than 100,000l of the public money has been squandered to perpetuate the condemned Admiralty anchor at the bows of Her Majesty's ships. I have the honour to be, &c., John Trotman [1813-1892, who patented his 'Trotman Anchor' in 1852]. 42, Cornhill, London, Sept. 24. | ||
| Tu 6 October 1857 | The following is written by an officer who went out in the ill-fated Transit:— "Island of Banca, 220 miles from Singapore, Sunday, July 12. "Long before this reaches you the telegraph will have informed you of the total wreck of Her Majesty's ship Transit, on which I was a passenger. "The casualty took place at half-past 9 a.m. on the 10th; she struck on a sunken rock two miles from a reef, a portion of which is discernible at low water, and eight miles from the mainland; the sea was like a mirror at the time. The commander, Captain Chambers, and the master, were on the bridge; the ship was steaming slowly, about four knots, and the leadsman had just called out nine fathoms. "We had not at first any just conception of the extent of the danger, but hoped that by throwing all the guns overboard we could possibly get her off. About five minutes elapsed, and I was proceeding along the troop deck to visit some sick men and officers, when I saw the water rushing with great violence along the floor of the engine-room, and in about another minute the fires were extinguished. I ran forward and ordered all the sick men out of the forecastle, that they might be at hand in case things turned out badly. On my reaching the poop it was evident that she was settling down on her stern, leaning a little to the starboard; and, though the soldiers worked like lions at the pumps, the water rose to the troop deck and rushed into the saloon and cabins. Meanwhile efforts were being made to secure some biscuits, pork, and rum, which were passed on to the forecastle, as it was evident that the ship should be abandoned. "While the soldiers were thus occupied under the direction of their officers the ship's crew were getting out their boats, and in about two hours they were all lowered. It took this length of time to effect this, as the heavy boats were midships and the Transit was fearfully undermanned. "The first boat lowered was despatched with the Second Lieutenant to Aminto, a Dutch settlement 16 miles off, to solicit assistance and a despatch boat to proceed to Singapore for a vessel to take us from this. "The remainder of the boats were now ready. The first embarked were the sick, a company of the 90th, and a company of the 59th, and they were landed on the reef. They had to be landed there, as if they proceeded to the island those on the ship would, in all likelihood, have sunk before the return of the boats. These were four times filled before all on the ship were in safety. The ship's crew, who were the last to leave, went at once to the island, and the boats then made three trips to the reef for those of us who were on it. It was dark before all were landed. This was not attained too soon, as the rock on which we stood gradually became covered by the rising tide, and was totally hid from sight before the last of us had reached the land. "Except the clothes in which we stood, everything was lost, except the firelocks of the soldiers, which they carried with them. It was impossible to save the knapsacks. "30 tons of powder, all the shot and shell and small arm ammunition, all the stores, the medical comforts, commissariat tents and baggage, in fact, everything has been lost. The vessel, however, has not yet sunk, though under water from the funnel sternmost, and split in half both on the port and starboard. The rock on which she split holds her securely until a gale of wind shall scatter her to pieces. "You will, as an old soldier, be glad to hear that nothing could have been more truly heroic than the conduct of the men; it was splendid, and worthy of antiquity, or shall I say of the British soldier? When first the crash came all the men on the troop-deck made a rush to the gangway, but Major Burnston, 90th, ordered every man back to his mess. This command they instantly obeyed, though the ship was trembling like a frightened child, and they could hear and see the water gradually rising to their feet. Had this order not been given and obeyed, no biscuit or pork could have been saved; and when at last the men were ordered on the quarterdeck to embark there was no rushing or confusion, the first party moved off and the remainder stood at ease with the order and precision of a Sunday parade, though they could see and feel the ship gradually sinking. Some who could secure nothing else succeeded in securing their Bibles, and this morning, in the presence of the wreck, we returned thanks to that Almighty Saviour to whom we all feel indebted for our safety. "We have much to be thankful for. Had there been a rough sea the ship must have gone to pieces, and it must have washed off the reef those who could have reached it. Thank God! We are all alive, well, and on a very beautiful island abounding in fresh water, pine apples, cocoanuts, and bananas. This day the pork and also some sails were secured, and we are all under canvas. Colonel S-------, Scots Fusilier Guards, is in command, and there is, in my opinion, no man better fitted for high command, as, with a temper most enviable, he has a calmness, firmness, and self-possession which has proved of essential service to all of us. He was the last of our party to leave the ship. "I trust that this disaster may lead the Admiralty to consider the propriety of sending out no more troops in transports not seaworthy, and the necessity of providing some means of lowering the boats speedily, and of having a sufficient number to rescue all on board, as, if we had not been so close to the shore, not a third of our number could have been saved. "From the hour we left Portsmouth we were in danger, as on leaving the dock the fan of the screw, which had not been raised, came into collision with the dock. The fan was positively broken, and the concussion caused a leak aft which could not be stopped. The Transit except the wind was on the quarter or beam, would not answer her helm; the sails did not fit her, and were very old. On the 22d and 23d we lost the foresail, foretopsail, the mainsail, and maintopsail. The mainyard, made of indifferent timber, broke in half like a rotten stick, and one of the plates of iron of which the ship is built broke in two below water mark. I need not tell you that it was almost impossible to prevent the vessel from foundering; indeed, had the gale not abated nothing could have saved us. You cannot conceive the extent of the danger. It may help you to do so when I tell you that on the 21th we pumped out of the wretched ship 600 tons of water. 600 tons! At home you will esteem it a most unfortunate and disastrous occurrence that we should be lost. I believe there is not a soul among us who did not thank God for our being wrecked where we were, as if we had proceeded to the Chinese Seas and met a typhoon, or even a heavy gale of wind, the Transit must have sunk, and all of us been lost. For my own part, I esteem it a most merciful occurrence. "There is no doubt that we shall all have the sympathy of the people of England. I trust they will be not only merciful, but be as they ever are, just, and not hastily blame the captain or the master. It may not be right in a landsman to pronounce an opinion, but, as I have now had some experience. I can safely assert that no two men could have displayed more vigilance and anxiety — I might say painful anxiety — from the hour we left Portsmouth. They know what we did not — our fearful danger, but always displayed so much cheerfulness as really to lead us at times to imagine that she was the finest vessel ever floated. "It will be remembered that the master navigated the Himalaya in all the rapid voyages she made in the last war, and is well known at the Admiralty as a most accomplished man. "Perhaps you will be so good as to have my letter forwarded, as I know not where I shall be, and have written to them to forward this to your office. "I have saved my writing-desk and Bible, and others a few trifles. I have lost to the value of almost 200l." | ||
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