ASIA ALLIANCE - Cincinnati Digital Library

THE CRUISE OF THE NANTUCKET SHIPS

ASIA CAPTAIN ELIJAH COFFIN AND HIS CREW.

&

ALLIANCE CAPTAIN BARTLETT COFFIN AND HIS CREW

TO THE INDIAN OCEAN AND THE COAST OF NEW HOLLAND

IN SEARCH OF WHALES AND SEALS.

DURING THE YEARS OF OUR LORD

1791 - 1792 - 1793 - 1794

By Rod Dickson,

Maritime Historian, 2007.

The voyage of the ASIA and ALLIANCE.

Previous books and papers by Rod Dickson.

MARINE ACCIDENTS AND INCIDENTS IN W.A. WA TERS Fremantle Maritime Museum Report, No. 56.

STEAM WHISTLES ON THE SWAN The advent of steam transport on the Swan River. Maritime Museum Report No. 70.

SHIP REGISTERED IN WESTERN AUSTRALIA; 1856 -1969. Fremantle Maritime Museum Report; No. 80.

THEY KEPT THIS STA TE AFLOA T Shipbuilders, Boatbuilders and Shipwrights of W.A. Hesperian Press; Perth; W.A. 1998.

THE PRICE OF A PEARL. 22 Short Stories of the Pearling Industry. Hesperian Press; Perth, 2002.

A VOYAGE OF NO IMPORTANCE. Disaster and Heroism on the Kimberly Coast. Hesperian Press; Perth; 2003.

TO KING GEORGE THE THIRD SOUND FOR WHALES The log book oftheEngUsh Whaler, ^/A^G^TOTV. Hesperian Press; Perth; 2006

THE HISTORY OF WHALING ON THE SOUTH COAST OF NEW HOLLAND. Details of more than 700 American, French and Colonial whaling voyages. Hesperian Press; Perth; W.A. 2007.

UNDER THE WINGS OF AN ALBATROSS A Maritime History of the French Sub-Antarctic Islands. Self Published; 2007.

MUM'S GREY HAIR; or; The Life of a Merchant Seaman. Autobiography. Self Published; 2008.

MARITIME RESEARCH RESOURCES in WESTERN AUSTRALIA. Where and How to find. Self Published; 2008.

MARITIME MATTERS of the SOUTH COAST of W.A. Every known maritime incident from the Leeuwin to Eucla. Published by the Maritime Heritage Association of W.A. 2008.

THE CRUISE OF THE ASIA & ALLIANCE. To the Indian Ocean & New Holland.

H.M.S GUARDIAN & The ISLAND OF ICK

An amazing story of Survival at sea in 1790.

Unpublished Manuscript.

Unpublished Manuscript.

page 2


Introduction,

While researching the history of whaling on the Coast of New Holland, now known as Western Australia, I began reading the Pacific Maritime Bureau series of microfilmed ships log books, mainly whalers.

In one of those films, P.M.B. 228, I read that two ships, the ASIA, Captain Elijah Coffin and the ALLIANCE, Captain Bartlett Coffin from the Island of Nantucket, had sailed in September 1791, bound on a cruise for whales and seals in distant waters. They sailed south through the Atlantics, passing the Canary Islands, the Cape de Verdes, where the Captains purchased livestock, further south to the solitary Island of Trinidade, (also known as Trinity Island), from where they took their departure for the Cape of Good Hope, which they reached on the 20th day of January, 1792.

The Captains allowed the crews a days shore leave where they walked about the town and viewed "the folks and fashions" and admired the neat layout of the squared streets and colonial buildings. At 6 pm on January 31 both Captains and their 1st officers along with another 5 American Captains attended "the burying place" for the funeral of a lady from Baltimore, Maryland, who had passed away on board a ship that was bound for the Isle of France.

Departing Cape Town the ships sailed in consort for St. Pauls Island, where, it was reported, there were literally thousands of fur seals. This report was correct and there were thousands of seals, however, other ships and crews had beaten them to the prize and were busy at the killing and skinning. Their sealing prospects dashed the ASIA and ALLIANCE sailed on eastwards towards the coast of New Holland, ( Western Australia ).

The ships went to anchor on April 28 in Sharks Bay, under the cliffs of Dirk Hartog Island, where the famous Hartog and Vlaming plates had been left many years before as a relic of their having been visitors to this hostile land. Both the ASIA and ALLIANCE required wood and water for themselves and water and fodder for their livestock. Unfortunately for them this barren coast provided nothing of which they were in want, however they caught fish and shot shags and other seabirds for the table.

With nothing to keep them the Captains consulted their charts and decided to sail for Java and the Straits of Sunda. After avoiding the legendary, but, non-existant, Cloates Island the ships arrived off the southern coast of Java and proceeded west until they arrived at Princes Island at the mouth of the Sunda Strait. Here they obtained as much wood, water and provisions as they wanted and after a week at anchor sailed again, this time south west and making for the Isle of France, also known as Mauritius. On this course they passed the Cocos-Keeling Islands, which they knew, from their charts, as Coconut Islands and they each sent a boat through the fringing reefs to the main island to collect as many coconuts as they could carry, which took only a couple of hours and the ships did not even have to anchor.

Arriving at Port Louis, Mauritius, the Captains Coffin went ashore and conferred with the local merchants asking for local knowledge on areas where whales congregated. They received information that the whales were known to congregate in the waters about Atongil Bay on the north east coast of Madagascar. South of the mouth of the Bay is St. Marys Island, which the ships were to use as a base of operations. After a fortnight of whaling, taking cows and calves, cutting in and stowing oil, both ships were attacked by a horde of natives, armed with muskets, in five war canoes.

page2


By the greatest of good fortunes, the day the natives chose to attack was the first day where the winds were favourable for sailing straight out of the bay. It was a close run thing with both ships having to cut their cables and abandon their anchors as the natives closed within a musket shot of the ships.

Returning to Mauritius, they found the Island in the grip of a smallpox epidemic, with 129 people dying in the night prior to their arrival. After mooring the ships on the 6th day of October 1792, bows to the shore, the local doctor boarded and, in the words of Sylvanus Crosby, the log keeper of the ASIA,

"Gut our cabells on shore and mored our ship soiled. At 10 am the doctor came off and Nockerlated both our crues for the Small Pox. It is so breef that it is Emposable to Keep Cleer from it. It is so breef that 129 died in one day There is a ship a long side of us that has got 2 or 3 down with it. There is a Great many of our crue that has not had it, 10 of us and 10 of thQ ALLIANCE, e.g. Crues, 20 men in all."

After 3 weeks most of the men had recovered from the small pox and the ships were being prepared for a further adventure. The Captains Coffin had visited the Merchants again and this time were preparing to sail to virtually uncharted waters. The Kerguelen Islands, also known as the Desolations. Only two previous visitors have been recorded in this area of the southern Indian Ocean, the French explorer Yves-Joseph de Kerguelen-Tremarec, ship FORTUNE and his Consort Francois Alesno, ship GROS VENTRE, who discovered the islands on February 12, 1772, (however Kerguelen himself never landed on them). Kerguelen returned to the islands in late 1773 and once again did not go ashore. The next visitors were Captain James Cook, in the ship H.M.S. RESOLUTION and his Consort, Charles Gierke, in the ship H.M.S. DISCOVERY, who, with his crew, explored and charted the north west and northern coast of the islands during his third voyage in 1776.

From the merchants of Port Louis Captain Coffin obtained a copy of Cook's chart and description of the land, which at the time he was there he named The Desolations, due to the inhospitality and harshness of the land. Cook's writings included the information that the seas and beaches abounded in seals and seabirds and the deeper oceans were home to sperm whales. They then purchased, for 2000 paper dollars, a small 50 ton schooner to be used as a catcher boat, being nimble and shallow drafted. They were going after elephant seals, of which it was claimed, there were literally thousands and thousands lying on the beaches. With their thick fatty layers of blubber they were easy prey, easy to skin and profitable. As an added bonus there were supposedly a great number of fur seals in large colonies.

After fitting out the schooner, which they named HUNTER, for a cruise in southern seas the three vessels departed Mauritius bound south.

The ships arrived at Cook's Christmas Harbour, but found it an inhospitable anchorage, with fierce wind gusts coming off the mountains and squalls of snow, as described by Andrew Pinkham :-

"Tuesday. December 25th, 1792: The first part of this day we had hard gales at WSW We streamed towlines and hauled the HUNTER alongside and began to caulk her decks but the snow fell so fast that it was difficult to get the oakum to stick. At 8 in the evening the snow flew verry thick and it is the most exceeding cold."

"WeHnesdav. December 26th, 1792. The wind continues to blow a gale at WNW and brings plenty of snow and hail. The weather to boisterous for sealing."

page3


South; Long. 18" 29' East ) they made their westing before turning to the northwest and the Atlantics.

The ALLIANCE sailed a more direct track for Nantucket and passed the Island of Ascension on November 20, 1793 at a distance of 10 leagues, (30 miles) and then sailed on a northwesterly course. The crew were kept at work sail handling and other jobs about the decks. The ship had been out so long that her bottom was very foul with barnacles and on one occasion the crew scraped the bottom using a scraper board called a hog. Some of the crew were feeling the effects of scurvy and Captain Pinkham hailed a passing ship, from Providence, Rhode Island, to ask for some potatoes, but was refused.

On Tuesday, January 14th, 1794, the ALLIANCE and her crew arrived off Block Island, at the mouth of Narragansett Bay and four days later she was home at Nantucket, the voyage over.

The ASIA, after departing from Delagoa Bay sailed southwest and well offshore until reaching the latitude of the Cape of Good Hope. Altering course to the west the ship passed well to the south of Cape Agulhas, which they saw from the mast heads at a distance of 12 leagues. (36 miles), on Sunday October 6. Their next sight of land was the Island of Saint Helena, which they reached and passed without stopping on October 29. On the 6th of November the ASIA arrived at the Island of Ascension and Captain Coffin decided to anchor and try for some fresh vegetables and meat.

With the ship firmly anchored the boat was lowered and the captain and his boats crew went ashore gunning and shot some birds. At 11 am on November 7, Crosby writes,

"Carryed the Cook on shore and buryed him for the Scurvy and then come on board. So ends this 24 hours with all well as to health."

Crosby finishes each days entry with the notation that all the crew are well as to health, which is strange when some of the crew are suffering from scurvy, because this is a very debilitating disease that progresses slowly and unless treated, causes death. It would be impossible to not know that it was weakening the crew and causing suffering.

After steering a west by north course and crossing the equator to return to the northern hemisphere the ASIA'S next landfall was to be the Island of Dominica in the Windward Islands. The log also notes that the Cook is very low with the scurvy. This landfall was made on December 4, 1793 and the ship now sails to the north and west through the island chain until the 6th of December.

On that date the ASIA was abreast of Saba Island, in the Leeward Island group and bound for St. Eustatius Island when she passed a 40 gun Frigate of the Royal Navy. The frigate altered course and chased the ASIA, firing two shots across her bows. The ASIA backed her sails, hove to and awaited the naval boarding party. Captain Coffin was arrested and taken on board the frigate H.M.S. BEAULIEU, Captain Edward Riou, for an examination of his papers and manifest.

The BEAULIEU took the ASIA in tow and hauled her into the port of Basse-Terre on the Island of St. Christopher, (today known as St. Kitts.) The naval officers had a suspicion that the ship would attempt to sail and escape from the harbour so they sent a party of seamen across to the ASIA and removed all the sails from the ship, lowered the topgallant and topmast yards and moved the ship closer to the town to be under the guns of the fort.

December 10, 1793 proved to be a fateftil day for the crew of the ASIA, firstly the BEAULIEU, after seizing and unloading the oil and whalebone destined for France, took her anchors and put to sea. The crew of the ASIA began sending the yards aloft and bending on their recovered sails to also prepare for sea. In the afternoon the fast British ship, JAMAICA P ^ C ^ ^ r attempted to enter the harbour, but was caught by a series of large swells. The ship,

page5


on a course to pass through the coral reefs was beam on to the swells, and in consequence, rolled over and sank. The ASIA's crew put off in the whaleboats and rescued 20 of the crew of 76. Lastly, the Cook that was suffering from the scurvy was taken ashore and buried. But that is not the end of the poor old Cook as on the next day, the 11th;

"the crew went on shore and brought off the cook that was buryed for the scurvy" On the 12th December. "Caryed the cook on shore and buryed him for the scurvy " On the 13th December, "employed about the ship. At 5 pm finished and went on shore and fetched off the old cook." 14th of December. "Little or nothing to do. Went on shore and carryed the old cook and buryed him for the scurvy." 15th of December. "We hove short upon our cable. At 6 pm went ashore and fetched the old cook that was buryed for the scurvy and hoisted up our boat. At am called all hands and made sail. We are bound down for St. Eustatia."

[This is the third occasion I have noted where it is written in ship's log books that people suffering from the scurvy have been taken ashore and buried up to their necks in the earth. It would appear that it was a well known remedy at the time, but I fail to understand how it could possibly be of benefit and relieve the symptoms. The South Seas Whaler EDWARD returning from Delagoa Bay in December 1790 was obliged to stop at St. Helena, homeward bound, due to her crew suffering from the Scurvy. In the article in the Times it states - The Captain, (Bemie), adopted Doctor Graham's Practice of Earth Bathing, from which the Men of the EDWARD, derived Great Benefit. Dr Graham was a well known Quack of the day who dreamt up all manner of obscure cures for diseases, the better to line his pockets. He moved to America in 1770 and practiced at Philadelphia before returning to England in 1775. Dr. Graham was schooled in medicine at Edinburgh but did not finish his education, not that it mattered as he still called himself Doctor. He claimed that being buried in Earth or Mud was all the body needed for sustenation as the body would absorb all the nutrients necessary for life. And would eject bad from body and soul]^

When the ASIA was safely at anchor in the harbour of St Eustatia a Royal Navy Frigate, also at anchor, sent a boat with a Press Gang on board of all the American ships in the Roads and pressed their seamen. Three were pressed aboard the ASIA and Captain Coffin immediately went across to the Frigate, demanded the return of his men and somehow got them back. He then sent for the boats crew that was on the beach and found that, with the exception of two seamen, they had run for the hills to escape the press gang. In the morning two of the men were found and brought on board and during the next day the other two were found hiding and were also returned to the ship, just as the Frigate was sailing, much to the relief of all.

A week later the ship was steering along the island chain when a serious leak developed in the hull. It was found to be behind some timbers and, at sea, impossible to get at and stop. At times the crew were maintaining a pump rate of 500 strokes per hour just to keep the water in check. Finally they reached the harbour of Le Mole St. Nicholas on the island of Hispaniola and anchored in safety. It was here that Captain Coffin learned of the severe weather that was striking the northeastern coastal states and playing havoc with the shipping. It was decided to stay at Le Mole, repair the vessel and wait for better weather before making the run up the coast of America to home.

'See also - ''To King George the Third Sound for Whales", Rod Dickson, Hesperian Press, Perth, 2006. And the Times of London, Dec 30, 1790; Page 3; Col F

page6


Sylvanus Crosby ends the log book on Monday, January 27, 1794 with the ship still at anchor at Le Mole. The crew are bored with nothing to do and some of them are working part time on other ships just for something to do.

The Good Ship ASIA finally arrived home to Nantucket some time near the end of February 1794 to join the ALLIANCE already there, completing an extraordinary voyage of Explorafion and Commercial Endeavour combined with Brilliant Seamanship and Navigation.

From studying the log books of both vessels it has been possible to identify just a few of the men that made up the crews of the two vessels. They are :-

ASIA. ALLIANCE.

Captain. 1st Mate; 2nd Mate:

Elijah Coffin. Simeon Starbuck. Sylvanus Crosby.

Seaman; Seaman; Seaman; Seaman;

Stephen Pringle. Charles Harder. Stephen Skinner. John Benthal

Cabin Bov; Uriel Bunker.

Captain; 1st Mate:

Bartlett Coffin.* Andrew Pinkham. J. Beliste Lubron 2nd Mate;

Left ship at Delagoa Bay. 3rd Mate: Mr Upham. 2nd Mate; Lot Crapo.

Joined at Delagoa Bay. Cook; Thomas Gardner. Boatsteerer; Moses Bunker. Boatsteerer; Stephen Giles. Carpenter; James Bunker. Seaman; Aaron Coffin. Seaman; Hirem Coffin. Seaman; John Gorge. (Indian) Seaman; James Robinson.

Deserted at Mauritius. Seaman; Isaac Coleman, of Boston

Joined at Mauritius.

* Captain Bartlett Coffin died from a herniated twisted bowel on the 9th day of February 1793, while the ship was at anchor at Port Washington, Kerguelen Islands and the 1st Officer, Andrew Pinkham, assumed command for the rest of the voyage.

There were approximately 20 men making up the crew of each ship.

page7


Svlvanus Crosby, writer of the ASIA's log book.

Crosby was bom on the Island of Nantucket on the 19th of September 1747, the son of John Crosby and Sarah Crosby, (nee Luce). He married Huldah Pease, daughter of Matthew Pease and Mary Pease, (nee Butler). Huldah was bom on the 8th of November 1750 and passed away on the 19th of July 1833. Sylvanus and Huldah had seven children :- Anna; bom 1771, Sylvanus Jr., bom 1773; Huldah; bom 1776; Mary, born 1778; William, bom 1782; Betsy, bom 1785 and Matthew born 1791. Sylvanus Crosby passed away on Nantucket Island on the 7th December 1817, aged 70 years.

Crosby begins his joumal as follows :-Sylvanus Crosby, His Remark Book and in his hand in the Year of Our Lord, 1791, 92 & 93.

SYLVANUS CROSBY IS MY NAME AND ENGLISH IS MY NATION NANTUCKET IS MY DWELLING PLACE AND CHRIST IS MY SALVATION.

WHEN I FALL DEAD AND IN MY GRAVE AND ALL MY BONES ARE ROTTEN THIS YOU SEE, REMEMBER ME AND DON'T LET ME BE FORGOTTEN.

Sylvanus, his name and hand.

This is followed by :-

A NEW SONG.

COME LOOSE EVERY SAIL TO THE BREEZE COME SHIPMATES AND JOIN E^ MY SONG WE WILL DRINK WHILST OUR SHIP CUTS THE SEAS TO THE GAIL THAT DOTH DRIVE US ALONG.

SENCE MY MOLLY SHE IS TRUE AS SHE IS FAIR MY GREAF I WILL FLING UNTO THE WIND IT IS A PLEASING RETURN TO MY CARE SINCE MY TRUE LOVE IS CONSTANT AND KIND

NOW MY SAILS IS ALL LOOST TO THE BREEZE WHAT TROPHIC BIRD SWIFTER CAN FLY WHEN SO CHEARFULLY HOLDS HIS CARREAR AND BOUND TO THE NEST OF HIS LOVE.

NOW MY SAILS IS ALL LOOST TO THE BREEZE THE COURS OF MY VESSEL IMPROVE O YOU SAILLORS I AM DONE WITH THE TOILS OF THE SEA O YOU SAILLORS I AM BOUND TO MY LOVE,

xxxxxxxxxxxxxxxxxxxxxxxxxxx

pageS


Andrew Pinkham. writer of the ALLIANCE'^ log book.

Andrew Pinkham was bom on the 15th of July 1767, also on the Island of Nantucket, The son of Jethro Pinkham and Susanna, (nee Coffin) He married, Deborah Bunker; born. 20 / 9 /1771. died. Oct 1840.

Their children; Alexander; born, 2 /4 /1792 . Reuben; bom, 2 / 1 /1800. Thomas; bom, 19/6/1802 William; born, 1810.

During 1812 Andrew Pinkham and his family moved to Cincinnati, Ohio. Andrew died on the 12th of March 1840.

Pinkham begins this joumal with .-

GOD BLESS ALL THE GOOD GIRLS OF NANTUCKET !

In the following text, when a direct quote, or passage, is used from the ship's log books, the words are written and spelt exactly as Crosby and Pinkham wrote and spelt them. Pinkham appears to have been the more educated and wrote a fair hand, however Crosby, as did many other whalers, spelt a lot of his words phonetically, such as -

Anker or ancor = Anchor. Liter = lighter. Loard = lowered. Riging = rigging. Caryed = carried. Steard = steered. Clost = close. Reeft = reefed. Sales = sails.

On sailing ships, when at sea, the day is divided into three parts, and these are :-

FIRST PART = from 12 noon to 8 pm. (1200 to 2000.) SECOND PART = from 8 pm to am. (2000 to 0400.) THIRD PART = from am to noon (0400 to 1200.)

Whenever it is necessary to clarify or explain words or actions associated with or conceming, sailing directions, ship handling, parts of a ship, whaling, sealing or for any other reason then it is done so encased in square brackets. Rod Dickson. Perth, Westem Australia, 2007.

page9


On these ships the compass was marked in points and all directions and courses are written in Points and half points, such as ESE and E V2 S. Following is a depiction of the mariner's compass.

page10

Voyage of the Captains Coffin

CONTENTS

Chapter. 1. Part, 1. The departure from Nantucket. Page 14. Part, 2. From the Cape De Verdes to Trinidade Island Page 19. Part, 3. From Trinidade Island to the Cape of Good Hope. Page 21. Part, 4. Arrival at the Cape of Good Hope. Page 26.

Chapter, 2. Part, 1. From the Cape of Good Hope to the Island of St Pauls. Page 32. Part, 2. From the Island of St Pauls towards New Holland Page 40. Part, 3. Making the land of New Holland and going into Sharks Bay. Page 47. Part, 4. A passage from New Holland to the Island of Java. Page 54. Part, 5. At the time of entering the Straits of Sunday. Page 59.

Chapter, 3. Part, 1. From the Straits of Sunday towards the Isle of France. Page 63. Part, 2. Arriving at Port Louis, on the Isle of France, Mauritius and

catching humpback whales. Page 67 Part, 3. From Mauritius to Atongil Bay, Madagascar for whales. Page 70. Part, 4. Arrival at Atongil Bay and St Marys Island. Page 72. Part, 5. From Madagascar to the Isle of France. Page 76.

Chapter, 4. Part, 1. Arriving at the Isle of France again and a Smallpox epidemic. Page 79. Part, 2. The Captains purchase a schooner and name her HUNTER. Page 83. Part, 3. From Port Louis to the Isles of Desolation or the Kerguelen

Islands. Page 87. Part, 4. Arrival at Christmas Harbour, Isles of Desolation. Page 90.

Chapter, 5. Part, 1. Part, 2. Part, 3. Part, 4.

The ships sail along the northeast coast to Port Washington. The Death of Captain Bartlett Coffin at Port Washington. From Port Washington to the Isle of France. Arriving at Port Louis on the Isle of France.

Part, 5. The Captains sell the HUNTER at Port Louis.

Page 100. Page 106. Page 114. Page 118. Page 123.

Chapter, 6. Part, 1. Departing Port Louis and bound for the Mozambique

Channel to search for whales. Page 128. Part, 2. From Madagascar to Delagoa Bay on the Coast of Natal. Page 131. Part, 3. Arriving at Delagoa Bay and meeting other American, British

and French Whalers. Page 135. Part, 4. War Declared. The Dutch Brig seizes the French owned

whalers as Prizes. Page 151.

Voyage of the Captains Coffin

Chapter, 7. The ALLIANCES vovage home. Part, 1. A passage from Delagoa Bay to the Cape of Good Hope. Page 156. Part, 2. From the Cape of Good Hope to Ascension Island. Page 161. Part, 3. From Ascension Island to Block Island and Marthas

Vineyard and then Home to Nantucket. Page 164.

Chapter, 8. The homeward vovage of the Good Ship ASIA. Part, 1. From Delagoa Bay around the Cape of Good Hope. Page 172. Part, 2. Arriving at Ascension Island. Page 177 Part, 3. From Ascension Island, bound for the West Indies. Page 178. Part, 4. The ASIA arrives at the West Indies and is arrested by a ship

of the Royal Navy. Page 181. Part, 5. The ASIA is released from Captivity. Page 185.

Chapter, 9. Part, 1. Back at sea again and homeward bound. Page 186. Part, 2. The Carpenter finds a leak in the forepart of the hull. Page 187 Part, 3. The leak is serious and ihQASIA runs back for the land. Page 188. Part, 4. Arrival the harbour of Le Mole St Nicholas on the east end of

the island of Hispaniola. Page 189.

The End.

Appendix,! Ships spoken and where. Page 194. Appendix, 2. Details of the ship, iV£Gi?a Page 195. Appendix, 3. Details of the ship, DA UPHIN. Page 195. Appendix, 4. Details of the ship, £ Z ) r ^ i ^ . Page 195. Appendix, 5. Details of the ship, BENJAMIN. Page 196. Appendix, 6. Diary of John Bartlett of Boston, Mass. Page 196. Appendix, 7 Glossary of Whaling Terms. Page 205. Appendix, 8. Bibliography. Page 211. Index to Places. Index to People.


IN THE FOOTSTEPS OF THE WHALERS.

During November 2006 I was in contact with Mr. Michel Champon, the Director General of Terres Australes et Antarctiques Francais; The French Sub-Antarctic Territories of the Crozet Islands, the Kerguelen Islands and St. Paul and Amsterdam Islands, south and west of Perth. As a result of our conversations Mr. Champon invited me to join the French Oceanographic research vessel M/V MARION DUFRESNE for her normal rotational voyage to those islands. This voyage, to me, was the research trip of a lifetime. I was being offered the chance to visit islands and seas habituated many years ago by the whalers and sealers of whom I write.

I would like to thank the following persons for their forbearance and tolerance towards me and for their assistance during the voyage of the M/V MARION DUFRESNE from Le Port, Reunion, to Isle Europa and from there south east to the Crozet Islands, east to the Kerguelen Islands and from there north north east to Amsterdam Island and a side trip to St. Pauls Island. When we departed it was with sadness that we went back to Reunion and each went their own separate ways, most probably never to meet again.

THE CREW OF THE M / V MARION DUFRESNE. Master: Francois Duchene. 2nd Master: Pierre Courtes. Ch. Off: Delphene De Franco. Ch. Eng: Philippe Yannick. 2nd Eng: Richard Marie. Mate; Luc Varin. Radio Off: Henri Roy. Mate: Vincent Guillon. Mate: Cyril De Marquier. Cadet: Amadeo Roucheray Cadet: Camille Tisserand. Elect: Jean-Jacques Dupuy. Ch. Cook: Yohann Luciani Cook: Loic Le Pluard. Cook: Yves Nicolas. Steward: Jean Herve. Steward: Patrick Monier. Steward: Walter Boot. Steward: Francois Combe. Steward: Jean Solinas. Bosun: Regis Pannekouke. Bosun: Pascal Le Tual Bosun: Pierre Boyer. Oiler: Boris Brancourt. Elecfrician: Pierrick Saint Requier. & 23 seamen from Malagasy.

PAYING PASSENGERS and T.A.A.F. EMPLOYEES. PASSENGERS :- Alain Boucharechas; Evelyne Rauzieres; Marianne Pussiau; Walter Cirsovius; Jean-Paul Schmitt; Eliane Brunet; Claude Sable; Andre Gueguen; Gilbert Bradel; Emilio Carcur Silva & Paolo Boccacci; Jean Philippe Palasi. T.A.A.F. EMPLOYEES. Dr. Claude Bachelard; Nadine Duwat; Stephanie Payet; Flore Gallot-Lavallee; Jean-Francois Crucq; Amandine George; Gabriel Monteville; Olivier Hubert; Thierry Sabathier; Sandrine Boutron; Jean-Paul Guyot, (helicopter pilot); Pafrick Blanc, (mechanic); Dominique Prisac; Laurence Raffard. ARCHEOLOGY TEAM. Jean-Francois Le Mouel; Alexandra Barbot; Paul Courbon; Nicolas Dantec; Jean-Louis Grange; Elaine Jarvis; Robert Holzner NATIONAL GEOGRAPHIC PHOTOGRAPHERS. Stephano Unterthiner & Stephanie Francoise

My thanks also go to Mr Ben Simons and Ms Georgen Chames of the Nantucket Historical Association for allowing me to transcribe the original logbook of the ASIA and for providing the filmed version of the log book of the ALLIANCE, and to Mr John Reusing and Ms Diane Mallstrom of the Cincinnati and Hamilton County Public Library, Cincinnati, Ohio for finding the original and giving permission to copy the log book of the ALLIANCE.

A special thank you to Mr. Rhys Richards of Wellington, New Zealand for his advice and help with the history of the early days of commercial fishing and sealing in the southern Indian Ocean, and to Mr. Chris Maxworthy of Sydney, N.S.W. for his help and advice in finding resources in America and on the internet.

A very special thank you to my friend Mr Patrick Amaud, of Vacheres, France for his help and advice and especially for the maps and charts of the Sub-Antarctic Islands.

page13


Chapter 1. The Departure.

Parti. Alongside the north wharf at Sherburn, Nantucket Island, lay two three masted full

rigged ships preparing to sail for distant seas in quest of whales. The wharves were gaily coloured as the owners, the crew and businessmen mingled with wives, lovers, friends and family, that had gathered there to see them on their way.

Handkerchiefs and scarves were waved in the morning breeze as the Pilot crossed the gangway at 11 am and greeted Captain Bartlett Coffin of the ALLIANCE, a near new vessel of nearly 200 tons burthen.

"Loose the topsails, set the mizzen staysail and port the helm". With the breeze at southwest and blowing steady the ship's bows eased away from the pier and the wharf rats let go the lines holding her to the wharf The crew on deck quickly brought them on board and prepared to come about. At the right moment the ship sailed on to the other tack heading for the open sea. Within a short while the ALLIANCE crossed the shallow sand bar that was slowly building and ruining Nantucket's commerce. At noon and safely over the bar the Pilot gave the orders to round up and come to anchor in 6 fathoms close to the shore. With the ship firmly fast with the best bower anchor, (the largest of the anchors and always mounted on the starboard bow) Captain Coffin had the starboard quarter boat^ lowered and his boats crew rowed him and the Pilot back to the wharf, where the Captain went ashore to the ship chandlers and continued organising the storing of the ship.

At daylight next morning the wind was blowing a little stronger from the southwest, and all hands were fully employed clearing and cleaning the lower hold and 'tween decks in preparation for taking in stores. At noon the Pilot went on board the second ship, the ASIA, Captain Elijah Coffin, that lay alongside the Sherburn wharf, and sailed her across the bar to an anchorage close to the ALLIANCE.

The shallow bar was a nuisance as it meant that the ships had to sail light, no stores, wood or water, and everything required for an extended voyage to distant seas, had to be brought out on and in lighters and then transhipped. Each day for the next three days lighters went to the ships loaded with wood, casks of water, barrels of stores and provisions and bundles of staves, heads and hoops, to be later made up into barrels and casks by the ship's cooper. The ground tier, or lowest level of barrels in the lower hold were filled with fresh water, which was also used as ballast. As the potable water was used it was replaced with salt water to maintain the ballast until the next watering point was reached.

Into the 'tween decks went the barrels of salt beef, salt pork, biscuits, pease, com, thrice baked ship's bread and molasses, the staple diet of the mariners.

On Tuesday October 4 both vessels were riding to their best bowers with lighters alongside when the wind swung round to the NNW and began to blow in strong gusts. With a gale imminent the crews raced aloft and struck the yards and topmasts, sending them down to the deck. On board the ALLIANCE, Andrew Pinkham, 1st Mate, ordered more cable veered out, while on the ASIA, Simeon Starbuck, their 1st Mate, ordered the stream anchor veered out and set near the best bower, (the stream anchor is the smaller of the two bow anchors and is mounted on the port bow.) The wind at gale force and with strong squalls was whipping up a short lumpy sea causing strain on the cables. At 11 pm the cable on ASIA'S stream anchor parted, leaving the ship to ride for the rest of the night on her best bower. — - • ' I f

^ These ships carried two whaleboats, ready for quick lowering, one on the port quarter and one on the starboard quarter. They also carried a spare boat on davits across the stem.

page14


As dawn broke on Wednesday morning the wind calmed down to a strong breeze and the sea flattened out. A boat was sent from the shore with grappling gear to trawl for the lost anchor and Andrew Pinkham and a boat's crew from the ALLIANCE rowed over to help. The anchor cable was soon hooked, the anchor found, lifted from the bottom and returned to the ASIA, where it was hauled to the cathead and secured. At 4 pm the ALLIANCE'S boat came off from the shore with orders from Captain Bartlett Coffin to set up the topmasts and yards and make ready for going to sea. Captain Elijah Coffin gave similar orders to his crew and soon all hands on both vessels were aloft setting up the rigging. With the work above in the finishing stages some of the hands were on deck tensioning the shrouds, port and starboard.

On board the ALLIANCE, as the hands were setting up the fore topmast, the ship took a sudden roll and two iron fittings on the crosstrees snapped. The crosstrees are timbers laid across the upper end of the mast supporting the framework of the top and increasing the span of the shrouds. This necessitated a hurried row to the shore where the 2nd Mate took the pieces to the blacksmiths for repairs, returning in the late afternoon. The fitfings were replaced and the fore topmast rigged for sea. The rest of the day and early evening was spent on both ships preparing for sea, clearing the decks and securing anything that could move in a seawall.

On Thursday morning both Captains said a final farewell to their family and friends, discussed the final details of the voyage with the owners and agents, boarded their boats and were rowed on board. At 12 noon both vessels weighed anchor in a fresh gale blowing from the WNW and steered around past the Point Light. At 6 pm the Point bore WbyS at a distance of 15 miles. Andrew Pinkham writes of this day :-

"Weighed from Nantucket Bar with a fresh gale at WNW We steered out ESE from the Point Light in company with the ASIA, Elijah Coffin, her Master, and I pray that the Almighty through his Wonderful Goodness will bless us with a Good Voyage and a Safe Return and a Happy Sight of our Friends, which we now leave all Behind."

At 6 pm on Friday October 7 both ships were 18 miles west of Nantucket Island and from this point the navigators take their departure. They now switch from coastal navigation to celestial navigation, using their quadrants and the sun and stars to guide them. On this their first full day at sea the ships have run 60 miles in light to moderate winds and fair weather. At dawn on the first day at sea all hands were mustered at the fore end of the poop deck and the two watch keeping officers, 1st Mate and 2nd Mate, alternately selected their watches. The only exceptions were the daymen, also known as idlers, the bosun, cooper, cook and steward.

Whale ships, not being packet ships that required fast sailing to a certain destination in a required time, were leisurely and sedate in their sailing, as their quarry, the great whales could only be taken during daylight hours. To this end both the fore mast head and the main mast head were manned during daylight hours, the crew doing two hour turns on lookout. In the evening, just after the sun had gone down, the sail was generally reduced to just the topsails and foresail.

By Wednesday October 12 the ships had run a further 287 miles on the same course, ESE and now they had run into a strong gale. Crosby, on board the ASIA described it thus :-

"First part of this 24 hours begins with strong gails at ENE. At 2 pm sent down our topgallant yards and masts. Clost reeft the topsales and handed the mizzen topsale. At 4 pm reeft the mainsale and handed the topsales. Last part a strong gail at East and Raining. Runing under a short sale. So ends this 24 hours. All well on board the good ship ASIA:'

page15


At 4 am, the beginning of the latter part of the day and the change of watch, all hands were called, and depending on the weather conditions, the reefs were shaken out, sail set, shrouds tightened where necessary and breakfast taken, cold pork or beef, hard tack biscuits and molasses with either tea or coffee. After breakfast, the pump was started and the decks washed down, this kept the wood and the seams tight.

On board the ALLIANCE, Pinkham notes that the sea was in great confusion after the gale and the breeze was at SW A note at the end of the day's log entry states :-

"One of our Boat Steerers lost his hat overboard, so he run aft and took the end of one of the tow lines in his hand and run upon the stern boat and let himself down into the water. He saved the hat and we hauld him back on board by the line."

On Friday, October 14 there was a gentle breeze and fine weather, and the ships were making the most of it by setting all sail, including the topmast studding sails, (also known as steering sails). Later in the morning squally weather blew up and the studding sails were taken in along with the main topgallant sail. The ALLIANCE was a much faster sailer than the ASIA and she had to take a reef in her topsails to slow down and let the ASIA catch up.

During the day, when the hands weren't needed for sail handling, the mates found other necessary shipboard work for them, such as making points and rounding^

As the days progressed and the ships worked their way fiirther south the men began to prepare for catching whales. On both vessels the hatches were opened and the cutting gear brought on deck to be fitted and made ready. The main part of the cutting gear was a large three fold purchase, or tackle, the head block of which was secured under the mainmast head. The tackle was used to haul the blanket pieces of blubber on board. The cutting stage was also fitted. This was a three sided plank stage with a hand rail, slung outboard on the starboard side amidships. The Captain and a mate would stand on it and using cutting spades remove the strips of blubber from the carcass.

The course being steered was still ESE and from Friday to Tuesday the ships were making very good progress, averaging 140 miles each day. The rigging on a sailing ship is in need of constant care and every now and again the shrouds are tightened because the rope becomes stretched when under tension and then when the tension comes off, goes slack. The shrouds support the mast laterally and run from the mast top to the sides of the ship During one such tightening operation on the ALLIANCE the crew were taking the strain on the lee main rigging when one of the chains parted" They immediately stropped a deadeye to the lower end of the shroud and seized it down to the remainder of the shroud as a temporary fitting.

The miles travelled by the ships are sea miles as distinct to land miles as follows -1 land mile = 5,280 feet or 1,760 yards 1 sea mile = 6,080 feet or 2,026 yards 60 nautical miles or 69 ' A land miles = 1° of longitude. The weather remained fine for the rest of the week and the ships were making good

mileage still on the same course and they were constantly setting and taking in the studding

^ Points are reefpoints, short lengths of line attached to the sail in order to tie the reefed part of the sail to the yard.

Rounding is a serving made of old rope yarns and then wound around a cable or standing rigging to prevent chafing.

^ Chains are sfrengthened areas of a ships hull to which the shrouds are attached. To the lower end of the shroud is seized a deadeye through which tackle is rove to the chain and when tightened sets up the tension on the shroud.

page16


sails. These sails are set on studding sail booms, which are sliding spars rigged out from the fore, main and mizzen yards and the fore, main and mizzen topsail yards to increase the sail area of the square sails. On the ASIA Captain Elijah Coffin got his hands to whelpt the windlass, which meant adding strips of hard timber to the barrel of the windlass to provide a better grip for the rope or cable, while on the ALLIANCE Captain Bartlett Coffin got his hands to get up and fit the iron blubber hooks and make ready for whaling. They also got up from the hold the "lave" (lathe) so that the Captain could begin to turn small items for the ships use and the ropeworks.^

On Wednesday October 26 the lookout on the fo'c'sle head saw a loggerhead turtle and using a grapnel hook managed to catch it and haul it on board where it was quickly dispatched and prepared for dinner. In the log book it was called a "Loghred Nurkle" The ships are now in Latitude 33° 13' North and Longitude 31° 03' West and still on a course of ESE. The ships are within hailing distance of each other and with a freshly killed turtle on the menu Captain Bartlett Coffin went on board the ASIA to dine, (breakfast is taken shortly after sunrise. The main meal of the day is dinner, taken at noon and supper is taken usually at 5 pm in the first dog watch.) This also gave the Captains a chance to gam^ and discuss courses and positions and future plans.

Captain Bartlett Coffin was a bit of a handyman, as are most seamen, and for the past few days he had been busying himself making a new hen-coop for the geese and hens carried on board. They also carried sheep and goats in a pen forward to be killed for fresh meat when required.

On Tuesday November 1, the first part brought light winds and fair weather, but just on 12 noon the lookouts of both ships sighted land bearing from right ahead to 2 points on the starboard bow. It was the Island of Palma, in the Azores Group. Pinkham wrote,

"We made the Island Palma, bearing SEbyS at 12 leagues distance, {36 miles). We braced up fore and aft and hard sharp upon the wind to endeavour to weather it. Distance Run = 73 miles. Obs Lat. 29° 35' North. Long. 26° 04' West. It was through the error of the Eastern Current that we were so much out of the way when we discovered that land, which is commonly the case when going to the Eastward in this latitude, for which we seldom ever make allowance enough, for now we find ourselves 7 or 8 degrees to the Eastward of our reckoning."

From November 2 to November 7 the ships made daily runs of 146; 148; 144; 163; and 135 miles, averaging about 5 Vi to 6 knots, which is good sailing in strong breezes and light gales. The ALLIANCE once again had to shorten sail to let the ASIA catch up. On Monday November 7 at 5 am all hands were called to make sail and just after 8 am the lookout on the foremast top called to the Officer of the deck that there was a sail in sight. Once it was clearly seen from the deck the ship was recognised as being American and the Captain was a cousin of the Captain Coffins. The ship was the POLLY, Captain Jonathon Coffin of Cape Ann and bound to the bays on the Coast of Afirica for whaling.

Being cousins the three captains had a gam on board the POLLY and while there they each checked their positions on the chart to ensure the accuracy of their compasses and navigational skills. They returned to their own ships in the afternoon and resumed their voyage, heading to the Cape De Verde Islands. As darkness fell the ships reduced sail to main

^ Ropeworks are a mechanical device for twisting up old and worn rope to make smaller stuff", such as ratline and chafing mats. The first job was to make hard laid line which was then plaited and made up into warps which then held the whale alongside the ship during flensing. ^ Gams are a meeting of ships at sea where the Captains and crews get together to share news and information

page17


topsails and mizzen staysails and lay to for the night being, as they thought, close in with the land. At daybreak the hands were called and sent aloft to loosen topgallants and the fore and main courses. Before noon the lookouts reported land ahead. It proved to be the Island of Sal, one of the Cape De Verdes, and the ships beat into the bay and came to anchor in 9 fathoms of water.

Lying at anchor were three other whaler / sealers from the Island of Nantucket, the ship NANCY, Captain John Sprague; the ship HARRIET, Captain Brown Coffin and Jonathon Coffin in the POLLY Also there was the brig POLLY, Captain Cottle, of New Bedford. A brig from Long Island, Captain George Mackey came in later.

On Wednesday morning at first light boats were sent from both the ASIA and ALLIANCE to catch fish, of which they caught plenty, enough for breakfast and lunch with some left over for salfing. In the afternoon the boats were sent off again for more fish and the coopers prepared barrels to preserve the salted, gutted fish. All the Captains gathered on board the ASIA and supped together on broiled fish. At 9 pm the Captains called for their boats crews and returned to their respective ships. As the brig from Long Island was returning to America the crews of the ships took the opportunity to write letters home to their loved ones. At noon on Thursday, November 10 both ships weighed anchor and with a fair wind at ENE and steering SbyE, ran down for the Island of Bona Vista.

Arriving off the island in the late evening the ships lay off and on until sunrise and then steered for the main harbour, where they hoped to purchase more livestock and fresh produce. Not seeing any ships lying at anchor in the Bona Vista roadstead, the Captains assumed that there was little trade to be had and so bore away for the Isle of Mayo^ and the harbour of Porto Praya.

[Port Praya is a fine Bay which lies between two points bearing from each other WbyS and EbyN about a mile and a half As you sail round the East Point, you will soon open the Fort at the bottom of the Bay, to the westward of which, in a valley, are several coconut trees and a small house.

The winds, except in the Tornado season, are generally in the NE quarter, and generally blow fresh and squally, therefore, as you haul into the Bay, it is necessary to have the topgallant sails furled, and to take one or more reefs in the topsails. You may sail within a cables length of the Eastern shore, where you will have 8 or 9 fathoms of water and a safe

Q

anchorage.] Over the next two days the Captains went ashore in the harbour of Porto Praya on the

south coast of the island to purchase livestock. Captain Bartlett Coffin managed to purchase 11 pigs and fifteen goats, baskets of oranges and 6 bushels of saft. Captain Elijah Coffin purchased 5 pigs and nineteen goats. Also at anchor in the harbour was a Danish East India ship and two British men-of-war. The British Captains sent their Officers to visit the ALLIANCE to gain information as to where the best watering places were in these islands.

The names of the men-of-war were :-H.M.S MEDUSA, 50 guns; built Plymouth, England 1785. Wrecked at Gibraltar 1798. H.M.S. SCORPION, 16 guns; sloop of war; built Shoreham, England in 1785 as a Convoy Escort. Sold out of the Navy in 1802. On Saturday evening all the Captains gathered together on board the ALLIANCE for a

7 The Islands of Sal, Bona Vista and Mayo in the Cape De Verde Group were popular stopovers for American whalers to reprovision for the long haul south through the Atlantics to the whaling/sealing grounds. ^ The Oriental Navigator, or New Directions for Sailing to and from the East Indies, Laurie & Whittle, London, 1795. ^ History of H.M. Ships; 1750 1850.

page18


final supper, before going their own ways, either home to America or to their choice of whaling grounds. With the trading completed the ships prepared to sail. The last of the fruit, mainly oranges, was shared between the two ships, the men on shore returned on board and the boats hoisted onto the cranes. At 6 pm on Tuesday, November 15 both vessels bore away on a course of S V2 E by compass and at 8 pm St Jago bore 9 miles distant and it was from this point that the navigators took their departure.

At this stage of the voyage the Captains Coffin still had not decided whether to round Cape Horn and go whaling in the newly discovered Pacific Grounds or to round the Cape of Good Hope and "fish" the Indian Ocean. The bays of the coast of Africa were already established whaling grounds, especially Walwich Bay on the West coast and Delagoa Bay on the East Coast.

During the first week after sailing from Porta Praya both vessels sailed relatively close together encountering light to moderate gales, which seemingly came from all directions of the compass and necessitated a lot of sail handling, for example, Pinkham writes

"Friday November 25, 1791; first part, moderate gales and rain from the North. At 4 pm set the main topgallant sail and at 6 pm let the reefs out of the fore and mizen topsails. Middle part, squally, the wind at all points of the compass. Latter part, a hard squall from the SSW-Then the wind Fluttering. Our Consort, (Captain Elijah Coffin) come on board us. 3 ships in sight that we called Portuguese. All hands employed about anything and another. So ends with a calm and a large swell from the NbyE. All well on board. Distance Run = 26 m. Obs. Lat. 3° 56'North. Long. 21° 23'West.

On Wednesday, November 30 the ships crossed the equator in longitude 25 degrees West with a fresh gale and clear weather and all sail set to the best advantage. Whether or not the crossing of the line ceremony was performed on other ships at this time, nothing has been written in the log of the ALLIANCE to indicate that the ceremony was performed this day. Unfortunately a page is missing from the log of the ASIA covering this date so it is unknown if the ceremony was performed on her. What did occur on the ALLIANCE was that the Cook killed one of the Geese that had been brought on board at Nantucket and Captain Elijah visited and dined upon "Rost Goose."

Just after midday on Tuesday December 6 the lookout on the foremast head espied dolphins ahead and called to the deck. All hands went to the fo'c'sle, with two of the seamen clambering out along the bowsprit. The men had armed themselves with irons, {harpoons) and as the dolphins dived through the bow wave and swells the seamen aimed and threw the irons. A few of the dolphins were hit but the irons drew and the they escaped, but one was mortally hit and the carcass retrieved from the water and brought on board, where it was butchered and cut into steaks.

[This taking of dolphins and porpoises was a common occurrence on all the sailing whalers as they were described as "good eating" and this was, in the most part, their only form of fresh meat. In the 1800s there were a number of recipes for the cooking of porpoises, also known as sea pigs.'^

Regarding the term "irons", in all the whaling log books studied over the years, the whalers only referred to ironing whales. The term harpoon, derived from the older term harping iron, was not generally used unfil the middle 1800s.]

Over the next few days both crews, when not engaged in sail changing and handling were repairing and making new sails. On the ALLIANCE a new jib was being sewn to replace one that was blown out of the bolt ropes in a heavy squall, while on the ASIA the hands had

10 Dickson, Rod; "History of the Whalers of the South Coast of New Holland" Hesperian Press, Perth, 2007

page19


the fore topsail down and laid out on the deck, where they were repairing torn seams. Being south of the equator and expecting steady and constant trade winds both Captains decided it was time to replace the new and heavy weather canvas sails with the older and well used ones. All hands on both ships spent the day aloft sending sails to the deck and hoisfing and setting others in their place. The ones sent down were inspected, and if necessary repaired and then rolled into sausage like shapes and sent down into the 'tween decks to be stowed in the sail room.

At dawn on Friday December 9 Pinkham notes, " very good weather for whaling but can see no whales at present. But I am in hopes long wished for that they will come soon. We scraped the ship's bottom for she was very foul and full of clams, {barnacles).''

Scrubbing, or hogging the hull, at sea entailed the crew making wide brooms of stout twigs. The broom was lowered over the bows on ropes and then the crew dragged the broom aft along the hull, keeping pressure on it. This dragged the barnacles and marine growth from the bottom. When they reached the stem the operation was repeated on a different section.'^

Across the way on board the ASIA the crew gathered at the bows and had the good fortune to iron two porpoises, which soon became steaks. Late in the afternoon on the ALLIANCE, the boatsteerers were working on their boats, hung outboard on the cranes, one to port and one to starboard, ensuring that the spades and irons were razor sharp. The port boatsteerer while bent over the line tubs, lost his old straw hat to a gust of wind. The breeze whipped the hat aloft and away from the ship before it fell back into the water, where it floated astern as the ship passed by. Being the favourite hat of the man, he immediately called for his boat's crew and had the boat lowered. A quick row of a few hundred yards and the hat was secured. The Captain saw this as good practice for the green hands, (first trippers) to row a boat on the open ocean and pretend they were in chase of a whale.

December 11, dawned fine and clear with the wind at ESE % E and the ships steering SSE, there was a large swell rolling in from the SSE, which the crew assumed presaged a storm somewhere ahead. Old Tom Gardner, the Cook on the ALLIANCE, selected one of the hogs from the pen abaft the foremast and with the assistance of two of the seamen, killed the animal and dressed it out to be cooked and presented at dinner. Captain Bartlett Coffin set the flags on the mizzen halyard to call the Consort across for a gam.

At 11 am Captain Elijah Coffin ordered the mate to put the mainsail aback, which slowed the ship and then had the starboard boat lowered to the water. His boats crew took the weight of the oars and rowed the three hundred yards across to the ALLIANCE, where they made the boat fast to the main chains while the Captain climbed the tumblehome to meet his cousin. With the Captain safely on board the other crew members clambered on board as well and let the boat hang astern on a long painter, while they dined with their companions in the fo'c'sle.

It was on this day that the decision was made to sail for Capetown and on to the Indian Ocean. Up until this point the headings on each page of the log books indicates that the ships were heading for the South Seas which was another name for the Pacific Ocean, which would mean rounding Cape Horn.

The crews on both ships were fully engaged in cutting out and making new sails, on one a new fore topgallant sail and the other a mizzen topsail.

On Tuesday December 13 the ships were in Latitude 15" 00' South and Longitude 25" 15' West, the weather was clear and a brisk breeze was blowing from ENE with the ships steering ESE. In the second dog watch both crews got together on board the ALLIANCE for a gam. The fiddler brought his fiddle up and standing on the main hatch began to play jigs and

' The Country Life Book of Nautical Terms Under Sail, Villiers, London, 1978.

page20


favourite tunes for the hands to dance to. This was a favourite time and occasion and all hands thoroughly enjoyed themselves. Some danced their jigs and hornpipes, some sang the old shanty's, while others carved models and practiced their scrimshaw on old bones. Pinkham writes of this day :-

"First part, moderate gale from the ENE and fair weather. Between 6 and 8 pm our people had the fiddle up and danced a while to recreate themselves and then sirfeate their blood which was often their practice in good weather and it is verry good to keep life in them and to keep the Scurvy out of their bones for it is a deal harder cervis than ships duty Last part, some squalls of rain. We took in the mizzen topgallant sail. So ends."

By Friday December 16 the ships were again nearing land as both log keepers note that, " we saw a great number of land fowl, such as Boobies, man-of-war Hawks and Indian Birds." The navigators of years past used nature as an indicator of where they were in relation to land, for instance, seeing land birds when at sea the Officer would note in the morning from which direction they came and in the evening would note the direction they were flying to return to their roosts. This pointed to land in that general direction, they also took careful note of seaweed, colour of the water, the run of the currents etc.

At noon on Saturday the lookout in the foretop informed the deck that land was in sight, bearing SEbyE and at a distance of 8 leagues, {24 miles).

[This small speck of land was the Island of Trinidade, or Trinity Island, which lies in 20" 30' South and 29" 20' West, about 800 miles ENE of Rio de Janeiro. In the days of the sailing ships it was a major way point on their voyage south through the Atlantics. The Island is 4 miles long and two miles in width and its peak, Pico Desejado is 1800 feet, (600 metres) and is visible from the deck at 16 leagues distance. (48 miles). You will find at the island, sea fowl, rock fish and many wild hogs and goats. These latter were placed on the island by Captain Halley, who landed there on April 17, 1700. He also placed a pair of Guinea fowl on

the Island to breed.] At 6 pm the Island bore East at 8 leagues distance and the navigators took their

departure from its position to begin the next leg of the voyage. During the night the weather was squally and the hands were ordered aloft to put a reef in each topsail. Just after the reefs were in the sails and the hands back on deck a loud crack was heard from aloft on the main topmast, and then the sound of flapping canvas. Two men raced up the weather ratlines, over the futtock shrouds and on to the main top. Looking above them they could plainly see that the main topsail tye had parted. Calling to the deck and explaining the problem, other hands got together the necessary items needed for the repairs. A handy-billy and a strong, new length of rope. With these items the men quickly spliced a new tye and hoisted the yard and reset the sail.

[The Tye is a large rope, or sometimes chain, by which a yard is lowered or hoisted. Attached at one end to a topsail or topgallant yard, it is rove through a sheave at the masthead and led down to a halyard for hauling.] '

^ The hours between 6 and 8 pm are called the second dog watch and in fair weather, when there is no immediate sail handling to be done, the time is given over to the crew to do their washing, make models and scrimshaw, dance, sing and generally amuse themselves. Strangely it would appear that there was a belief that hard physical labour or sport was an antidote to scurvy. ^ The Oriental Navigator, by Laurie & Whittle, London, 1795.

^^ The Country Life Book of Nautical Terms, Villiers, London, 1978.

page21


On December 18, 1791, it was the turn of the ASIA'S cook to kill a hog and this was done in the early morning so that Captain Bartlett Coffin could be invited for dinner. At about 12 noon Captain Bartlett's boat was lowered and the crew rowed across to the ASIA. The Captains and their Officers dined below in the Great Cabin while the crew ate in the fo'c'sle from their wooden dishes and gammed about this and that and exchanged gossip. In the mid afternoon with the wind rising the ALLIANCE'S boat set off for their own ship, where it was hoisted to the cranes. The rest of the crew had hauled a bolt of duck canvas from the sail locker and had begun to cut out a new fore topgallant sail and sew it together.

The first part of December 22 began with squally weather with the wind at WbyS. Both ships were steering SEbyE with studding sails set aloft and alow. The squalls caused the mates to order the studding sails to be shifted from the larboard side to the starboard side, however by 4 pm the wind, in the squalls, had increased to such an extent that the mates ordered the studding sails to be furled and the yards braced sharp up so that they lay closer to the fore and aft line of the ship. During the night there were some heavy squalls and a lot of rain. At 6 am all hands were called on deck and a reef was put into each topsail and at 8 am the topsails were double reefed. In this heavy weather with a lumpy sea and not very favourable winds the ships were averaging 75 to 80 miles in each days run.

Christmas Day, 1791. From the pen of Sylvanus Crosby, ship ASIA.

"First part of this 24 hours begins with fine weather, the wind at ESE, blowing verry fresh. Latter part, the wind abated, out one reef of each topsale. Set our jib and topgallant sale. So ends this 24 hours and all well on board. In Latt. 28° 29' South"

Christmas Day, 1791. From the pen of Andrew Pinkham, ship ALLIANCE.

"First part, fresh gales from the SEbyE and still we have a bad swell meeting us and that is not the most agreeable thing that ever I met. Middle and latter parts, the weather more moderate. We let out one reef of the main and fore topsails and set the main topgallant sail. Our Captain had a goat killed for dinner. So ends. But we still have the winds from the points of the compass we want to steer. Distance Run = 52 miles. Obs. Lat. = 28M1' South. Long. = 28" 45' West."

During the next week the ships continued on their course of ESE, or close to it, depending on the winds. On board the ASIA on the 29th Crosby writes .-

"Remarks on Thursdav, December 29th Dav 1791. The first part of this 24 hours begins with a fresh gail and hazay weather, the wind at NWbyW, stearing ESE. Our Captain Came on board at 6 pm and set our studing sales. At 8 pm take in our studing sales. Middle part, blowing on Fresh, in reefts in each topsales. Latter part the wind fell considerable. Out reefs and set our top gallant sales and stearing sales. Gut up Mollasses and Flour from the after hold."

This indicates a normal working day on board the ship. There are two men stationed on the mastheads during daylight hours on lookout, changed every two hours, and the rest of the watch are either sail handling or carrying out other shipboard duties. The ship's provisions are carried in barrels and stowed below and when the cook requires stores for the camboose, {galley) the hatch is opened and the numbered barrel is brought on deck. Mollasses and flour were part of the staple diet of the whalers and there are recipes such as Mollasses Cake which show the usage of these items.

page22


A few hundred yards across the tumbling water, the ALLIANCE was being blown forward by these same gales and ploughing through the heavy swell. The ship was rolling and pitching quite heavily, which put a considerable strain on the masts and rigging.

On the following day, December 30, 1791, Pinkham writes -

"First part, fresh gales from NWbyW At 4 pm one of my sows, that was with pig, fell down the fore hatchway and broke her back, so we were obliged to kill her. At 6 pm took in the studding sails and topgallant sails. The weather looked very thick and dirty. At 2 am the countenance of the sky was more fair and agreeable. We set the main topgallant sail and jib. Latter part, fresh gales from NNW. Our consort come on board of us but the weather proved so squally that he was obliged to go on board his own ship again verry soon. So ends." Distance Run = 165 miles. Obs. Lat. 340 38' South. Long. 150 49' West."

The foregoing log book entries by Crosby and Pinkham show the difference in style of the daily jottings. Crosby is brief and to the point whereas Pinkham is more eloquent and descriptive in his joumal entries.

January 1, 1792 began with dirty squally weather with the wind blowing in gusts from the NNW The ships were still steering EbyS with the wind on the port quarter. At 7 pm both ships shortened sail for the night by taking in their jibs and top gallant sails. Just after midnight the rain fell in passing heavy showers, however, by dawn the rain had ceased and the winds had quietened to breezes. On board the ALLIANCE the log line, streamed from the after end of the fo'c'sle deck, parted and the log and two knots of line were lost.

[Log and Log Line measures the ships speed through the water. A piece of wood attached to the end of the knotted line is cast overboard from near the bows of the ship. On the hull are two marks at a measured distance apart and the number of knots that pass through the hands of the seaman as the piece of wood runs past gives the speed of the ship, in knots.] ^

On Monday January 2 both ships were headed by baffling winds that seemed to wander all round the compass. It was tack and tack again with plenty of work for the watch on deck. And on this day the lookouts made the first call to the deck,

"There she Blows " "Where away ? " "3 points on the starboard bow, 2 miles and blows again " The mate swung into the rigging and raced up the ratlines, over the futtocks and onto

the maintop. Taking the glass from the seaman he sighted along the pointing finger. "Blows again " The mate watching the blows through his telescope recognised the flattened head with

its permanent "smile" and the truncated dorsal fin of a finback whale and stood the crews down from the boats.

Although the finback was a type of baleen whale and valuable if taken, the whalers of old had learned, to their cost, that it just wasn't worth launching the boats as the finback had the unfortunate habit of sinking when dead, like the humpback, and if not cut away quickly would take all the line from the tubs at great cost to the owners.

Both ships are now nearing the latitude of the Cape of Good Hope, however, they were still far to the west of the Cape and the course was altered to East.

In the early days of the sailing ships and celestial navigation the easiest way to find the land they were steering for was to, in this case, sail south to the latitude of the Cape of Good Hope and then turn east. Sooner or later the land would appear and having descriptions of the

'^ The Country Life Book of Nautical Terms under Sail, Villiers, London, 1978.

page23


land, taken from the Oriental Navigator, the Captains could determine their actual position, and more importantly plan their approach to the harbour.

On the 3rd of January Captain Bartlett, the handyman, made a "roping wheel" to make small stuff and rigging such as sounding line and log line and marling and twining and ratline This small stuff was made out of old and stranded rope. The rope was pulled apart into strands and then teased and twisted up into lines of different sizes for each different application, ratlines for example were a standard 1 V2 inch in circumference, whereas a log line is made of 1 inch, twine and marline is usually V2 inch and is used for whippings and serving splices.

On January 5, 1792 both ships were making rather slow progress as the wind began the day at SSE but slowly hauled around to the NbyE. The ships were trying to hold an easterly course and in the morning did just that, but as the wind changed the ships had to alter course to EbyS. On board the ALLIANCE there was some excitement in the morning when the lookout sighted a school of porpoises and leaving their sail making and rope making jobs, the hands rushed for the fo'c'sle taking up their lances and irons. For half an hour the men attempted to strike a porpoise but this time they were too wily and no iron struck.

At 2 pm the lookout on the foremast top cried out, "^ Tortoise, a tortoise, (turtle) right ahead and under the spritsail yard" All hands immediately ran forward armed with boathooks or irons that they grabbed

from the racks by the boats. One lucky seaman managed to get his boathook behind the turtle's flipper and hoisted it out of the water and onto the deck. The turtle was quickly despatched and the meat taken to the galley to be cut into steaks and fried, the bones and gut to be boiled and made into soup.

On the ASIA, Captain Elijah Coffin, also a handyman, had a portable forge which was used for making small iron fittings and repairing irons and lances and on the 5th he made an iron spit for Captain Bartlett Coffin. The spit was to be used for roasting the sheep, goats and pigs as and when the cook decided to kill one for dinner.

On both vessels the vegetables taken on board at Nantucket prior to sailing had gone "off with the potatoes and onions sprouting. To try and preserve them for a little longer the crew decided to pickle them in vinegar, "for they are growing and getting rotten"

On January 7 the ships pass from West Longitude to East Longitude, crossing the meridian of Greenwich, from which all nautical time is taken. During this part of the voyage the wind appears to be all over the place and blowing from a moderate gale to almost a calm in the one day and the crews are constantly sail handling. It appears, from the log entries, that in the dawn and just after, the winds are very light to moderate but as the day progresses the winds increase in strength, as recorded on January 8.

"First part, (noon to 8 pm), light gales from SE with rain and a large swell from the NNW At 6 pm took in top gallant sails, the weather very thick and rainy. At 11 pm the wind increased so as to oblige us to take a reef in each topsail. Latter part, more moderate. We let out the reefs and set whole sail. The ship rolls heavy and we hauld up our courses and settled down the top gallant sails to prevent their chafing as the ship rolls."

On board the ALLIANCE, the upper rudder gudgeon on the stempost was wearing and the pintle, the hinge on the rudder, was beginning to rattle. To prevent any further damage to the bearing Captain Coffin and the bosun jammed a thimble and a wedge into the gudgeon in hopes of preventing it from fracturing the stem post, "which would make a troublesome

mess"

page24


[The gudgeon is a metal brace bolted to the stem post, while the pintles are bolted to the rudder. The pintles fit into holes in the gudgeon making hinges for the mdder to swing.]'^

Januarv 14. 1792. _ ^ First part, fresh gales from the west. At 2 pm unbent our old fore topsail and bent a new one, likewise a new main top gallant sail. Middle part, a fresh breeze and a bad swell from the SW Latter part, the wind rather increased. We broke up in the after hold and got up some beef and bread. Unbent an old main topsail and foresail and bent new ones in their room thereof Bent a new fore top staysail for we are making preparations for going neath the land and then good sails are often needed, perhaps to beat off a lea shore and it is always good to be on our guard Distance Run = 150 miles. Obs Lat. = 34'' 48' South. Long. = 14° 02' East.

On January 16 both Captains got together for dinner on board the ASIA where the cook had dispatched a pig and roasted the body on a spit that Captain Elijah Coffin had manufactured on the ship from pieces of iron welded together on his portable forge. After they had dined the men rolled out the chart of the southern part of Africa and checked their positions. They both agreed that the ships were getting close to the land and being pmdent decided to lay by at night and only sail during the hours of daylight. Although their navigation was excellent and their latitudes correct, there was always the nagging doubt that their longitude, being a newly discovered science, could be out by a few degrees and those few degrees could mean a safe voyage into a safe harbour or a disastrous shipwreck.

On Wednesday, January 18 the ships lay by during the night with only the three topsails, the foresail and the fore topmast staysail set. The foresail was backed so that the ships just drifted and the wind was very light so the ships were making little headway on their intended course. All hands were called at 4 am, and mustered in their watches, port on the port side and the starboard watch on the starboard side. As the sky lightened in the east the first two lookouts made their way up the weather shrouds, over the futtocks and onto the tops, where they would spend the next two hours searching the sea to the horizon for whale blows, land or other ships.

Shortly after reaching the top the fore mast lookout called the deck ''There she blows" ''Where away ?" the officer of the deck answered. "Right ahead and one mile distant." called the seaman. " What do you call them ?" " A school ofblackfish." replied the lookout. "Allhands, to the boats" The Captain came to the deck and went to his starboard boat while the Mate, Pinkham

went to the port boat. Their respective boatsteerers made sure the tubs were in and secure and the whalecraft in the proper place. The officers and the boatsteerers got into the boats and the rest of the seamen manned the falls.

"Haul away fore and aft.'' and the men heaved the 30 foot boat up just six inches. Once up the cranes were swung in against the hull.

"Lower away, fore and aft, together now, easy, easy.'' As a swell began to pass under the boat the Captain ordered lower away on the double. The boat dropped the last couple of feet and settled on the water. The hooks from the boat falls were unhooked and the boat lay secured by its painter. Four more men, the rowers, clambered down the tumblehome and boarded the boat. Taking their places on the thwarts, staggered, one to port and the next to

'^ The Country Life Book of Nautical Terms Under Sail, Villiers, London, 1978.

page25


starboard, the Captain gave the order to bear away. As the two boats cleared the side of the ship and began to row after the blackfish, the eight men left on board, the shipkeepers, followed with the ship. One lookout stayed aloft to give directions to the men on deck.

Out in the boats the rowers pulled to the directions given by the mate in charge and as they neared the site of the blows he ordered the boatsteerer to make ready. The boatsteerer stood facing forward, his thigh jammed into the clumsy cleat and the "iron" grasped firmly. As they neared their prey the mate began to direct the rowers in a quiet voice.

On, On, pull lads, pull." Ten feet away the blackfish rose to blow and the boatsteerer threw his iron. The razor sharp steel barb penetrated the flesh of the blackfish and entered his vitals. With a twist and a tum he went into a flurry and died. The mate stuck a waif pole into the carcass and immediately gave orders to row after another and with that one flagged, another. The ASIA\ boats were also in the water and in chase and they took two to the ALLIANCE'sthTQQ.

[BLACKFISH are also known as pilot whales or melon heads, a small but numerous species. The oil rendered from the "melon" was especially suitable for delicate machinery.]

The boats took the blackfish in tow and began to row back to the ship, which wasn't very far away because those on deck and aloft had been watching and trailing the boats. Getting the blackfish to the starboard side of the ships the tackle was lowered and the whole whale was hoisted inboard for flensing. During the afternoon the whales were flensed and the blubber rendered down in the trypots. By 8 pm the trying out was completed and the three blackfish had made 100 gallons of oil.

With still no land in sight and a fine clear night with a very small wind from the SW the Captains decided to run ESE during the night with most of the sails set.

The ALLIANCE'S log entry for Friday, January 20; 1792; reads -

"First part begins with fresh gales from the SWbyS. We steared in SEbyE. At 4 pm we saw gannets, a sort of fowl that are commonly very nigh to the land upon this coast. At 6 pm we saw land a bearing SEbyS, we then stearing SEbyE. We took in our light sails and first reef in each topsail and stood in for the land. We judged it to be the Cape of Good Hope by our reckning. We stood in with a fresh gale at SbyE until 11 pm then tacked and stood off but the swell being so much against us and heaving on shore that we went off but slow. At 4 am we lay'd about and stood in. The wind still continues to blow fresh. We let the reefs out of the fore and mizen topsails and set the main topgallant sail. Bent the cables and unlashed the anchors. When we came to draw in nigh the land the wind was very unsteady. Sometime sudding gusts and then calm but when we got so far into the Bay as to open the shipping that were at anchor, the wind blew so fresh as to oblige us to double reeft the topsails and in the midst of all the smothers the fore topmast tye parted. We made several tacks in the Bay and the wind still increased so at last we could not work the ship. She being very light and foul with all that the wind pressed her down, so that we could not stay her and in wearing we lost as much as we gained, so we was obliged to give over getting into the Bay as long as the wind blew such a gale. We concluded to stand out of the Bay to try and hold our ground by laying off and on, for the winds prevailed so fresh in the Bay that we did not think it safe to ply there in the night, we having neither a light nor soundings for a guide. The wind blows here at SSW and South. This night we lay'd off and on which is very troublesome."

[The Cape of Good Hope is an excellent place for all kinds of refreshments, and its climate being very wholesome, the sick seamen recover there very soon, especially from the scurvy. Wood is a very scarce and dear article, but there is plenty of good water.

page26


Vessels which intend to touch at the Cape, should take particular care always to make the land to the Southward of the entrance of Table Bay, and never to the Northward, on account of the Southerly winds which frequently prevail there, and of the currents that set always to the Northward.

Many ships, for want of this necessary precaution, have been driven towards the Isle of Daffen, or Coneys Island, which lies 5 leagues, SbyW of the Bay of Saldanha and 11 leagues NWbyN from the entrance of Table Bay. This Isle is much lower than Robben Island, also called Penguin Island. The anchorage is on the lee side next to the Mainland.]

The winds about the Cape of Good Hope were proving to be difficult for the two ships making it impossible to get into the Bay and drop their anchors, so they just had to lay off

and on, sail up and drift back, until finally, on the afternoon of the 23rd of January, Crosby on the ASIA wrote :-

"First part of this 24 hours begins with fine weather, the wind blowing at several points of the compass. At 8 oclock gut our ship safe into ancor, our Consort out of sight. Middle part, saw our Consort came in sight. At 6 pm he got in at an ancor. So ends this 24 hours."

While on the same day Pinkham, on the ALLIANCE vîtes :-

"First part a good bright breeze at SSW. We let the reefs out of the topsails and stood in for the land. Sent up the fore topgallant yard and set the sail, the weather very clear and fine. At daylight we were nigh enough the land to see it plain and discover what is called the Table Land or Mount from the other mountains, which was the chief guide we had, for the water is so deep that we cannot have soundings when we drawed in under the land. We had it calm so put both of our boats a head and towed the ship into the Bay. When we got in so as to see the shipping we rounded the ship too with a small air to the NW to wait for daylight, which was nigh at hand so as to be able to see where to git a place to let go our anchor or anchors, for the Bay is full of shipping, or at least the anchoring ground is very much crowded. Here we found Jonathon Coffin in the ship POLLY from Cape Ann, his ship leeking very bad so that theirs no great chance for her leaving this Bay without repairing and she is almost too old for that. A boat came aboard of us from the shore to see that we have no bad distempers on board. At 6 am our Captain went on shore. At 11 am we hove up our kedge anchor which we let go first and run further inshore and let go the sheat or best bower anchor in four fathoms of water and all hands turned in for we have been without sleep a considerable time. So ends."

[The local medical officer came on board to ensure the ship and crew were free of contagious diseases. If there were any indications of sickness on board, the ship would be quarantined or ordered back to sea.]

Andrew Pinkham being very literate describes his days at Capetown at length, most of which though, relates to shipboard work. On their first day at anchor Captain Coffin was rowed ashore' to report his arrival to the local Dutch authorities. While he was ashore Pinkham had the crew moor the ship by running out a kedge anchor from the stem to moor her fore and aft. At about noon the Captain sent his boat back to the ship laden with produce purchased from the merchants in the town.

"Our Captain sent off some fresh mutton, and beef and cabage, several other sorts of vegetables and likewise apples, pairs, peaches and grapes for this country abounds with

^ The Oriental Navigator, Laurie & Whittle, London, 1795.

page27


almost everything that is eatable for their is the best of mutton and verry fine beef and all other things that is wanting to support nature. Their is all sorts of fruit and a plenty of wine, all of which are verry cheap"

On Wednesday January 25, Crosby, on the ASIA, writes;

"Middle part, still lying to an ancor. Latter part, sevrel vessails arrived hear. All hands employed in watering the ship"

On the same day Pinkham of the ALLIANCE notes that;

"First part, light breeze. We busey in breaking up and coopering water. At 6 pm finished and sent the boat ashore after fruit, which they brought a great plenty of Middle part, calm. At 6 am give the ship a heal and scraped her bottom for she was verry foul. At 9 am our Captain come on board with Captain Coffin, our Consort and Captain Jones from a brig called NYMPH, from London. {100 tons, buih at Ipswich during 1764.)^^ Several ships come into the Bay, one from Rhode Island and bound to the Isle of France, one whaleman that wore English Colours, but I don't know who he is yet, and one such India Man. We have some showers. Sent the boat on shore after water, which is verry easily filled for they lay alongside the wharf and turn a brass cock and it runs right into the casks."

On the next day all hands are busy boating off water to the ship and stowing the casks in the lower hold and tween decks. In the evening Andrew Pinkham notes that the ship SPY^^ moors nearby. Her Captain was William Fitch and the Mate was George Fitch. George and the Mate of the India Man supped on board the ALLIANCE and a convivial evening was held in the saloon. Later a ship came into the Bay that had been 12 weeks in sailing from Gothenburg and was bound to Bombay. Captain Coffin was ashore again and sent off plenty of fresh mutton, cabbages and carrots to the ship.

[The ship iSPFwas ship rigged, of 200 tons and built in France during 1780. She was owned by Calvert & Co. of London and commanded by William Fitch from 1790 to 1797.]

Pinkham reports on the log book on Saturday, January 28 that;

"At 6 pm we finished boating off water. We filled in all 94 casks, each containing 50 gallons. Middle part, had some rain. At 4 am called all hands and scraped the ships bottom after healing her. Sent the boat on shore. Loosed the sails and dryed them. Then went to work to stowing down water and breaking up the after hold to put some water down to bring the ship more by the stem. Our Captain sent off some fresh mutton and cabages."

On Sunday all hands went about ships business, finishing off the stowing of water and sending down the lifting tackles, lowering the fore yard to shift the strop and then hoisting it again. In the evening Peleg West, another Nantucket seaman and friend of Pinkhams, came on board and supped in the saloon. In the early hours of the moming one of the hogs got loose from the pen and fell down the fore hatchway, breaking its back. "So we were obliged to kill

him" Mondav Januarv 30. 1792. "First part, the weather calm. At 6 pm the boat come on board but left one of the blacks on shore drunk and thats nothing strange. George Fitch and Peleg West supped with us this

'^ Lloyds Register of Shipping, 1792.

^ Lloyds Register of Shipping 1790.

page28


afternoon and we spent a verry agreeable evening. The weather moderated all night. Next morning I invited Mr Starbuck and Mr Fitch on board to dine upon roast pork."

[At this time there were a great many coloured people living and working in the northeastem states of America with no hint of racial discrimination and a great number of "blacks" sailed on the early whalers along with native Indians, notably from the Gay Head area. Mr Starbuck was the Mate of the ASIA and Mr Fitch, mate of the SPY.]

Tuesday. Januarv 31. 1792. "First part, the weather calm. I went on shore to take a view of the town and see how they lived in that part of the world. The town is very beautiful. It is all layed out in squares. The land is verry fertile and the people look exceeding fresh and hearty. At 6 pm we attended the funeral of a woman who died on board a ship. She was from Baltimore and bound to the Isle of France, (Mauritius), to accompany he aunt, who was going to her husband in the Isle of France. She had been sick all the voyage and she has departed this life very willingly for she was impatient for the time to come. And here she was brought on shore and interd in the Burying Place in a solemn manner. The funeral was attended by 7 Amarican Captains, 4 of which were Nantucket Men. Their names were; Jonathon Coffin; Elijah Coffin; Bartlett Coffin and William Fitch. At 7 pm I came off on board the ship, the wind being verry shifty and quite unsettled. At 8 pm the wind blew exceeding fresh from the SbyE and SSE. Middle part, heavy gales. Latter part, the weather much the same."

Crosby, of the ASIA, writes of the same day;

"The ship still lying at ancor in Table Bay. All hands went on shore to see folks and fashions. So ends this 24 hours. All well on board the good ship ASIA."

[Author's note - the name of the poor woman that died and was buried at Capetown has been unsuccessfully searched for by genealogists in Capetown^^ It has proved to be an impossible task for two main reasons, I. She was not a native of the Cape Colony and 2. She had no family nor possessions to leave or distribute in the Cape Colony.

However the name of the ship that brought her and her Aunt from Baltimore has been identified. She was the &4ZZ7 of Baltimore, Captain Thomas Kennedy. After departing from Capetown the ship called at Bourbon, (now Reunion) and arrived at Port Louis, Mauritius, on

March 7; 1792.]^^

Both ships have taken on a full load of water, more wood and plenty of stores for themselves with fodder and grain for their livestock and the crews are now preparing for sea.

On Febmary I both ships are moored in Table Bay and as more ships have arrived after them they are now surrounded by anchored vessels. Unable to just lift the anchor and sail direct from the bay the crew had to warp the ships through the maze of shipping until they had a clear run to the open sea. The ALLIANCE had already lifted her stem anchor and lay with two bow anchors down. At each tum of the tide or shift of the wind the ship swung round and when it came time to sail the anchor cables had become fouled. This meant that the crew had to take the tums out of the cables before warping out.

^ My thanks go to Mr. Willeen Olivier, of Rooihuiskraal, Capetown, South Africa.

21 Toussaint, Auguste, EARLY AMERICAN TRADE WITH MAURITIUS, pub by Esclapon Ltd, Port Louis, 1954.

page29


To warp out entailed using the small anchor suspended under a boat. The crew would row the boat as far as they could and lower the anchor to the seabed. On board the rest of the crew would man the capstan and haul the ship to the anchor. When almost up and down the kedge anchor would be hung under the boat and mn out, lowered, and the ship heaved to it. This would be repeated as many times as necessary until the ship was clear.^^

The Captains came off from the shore at noon and in the early aftemoon with the wind favourable for sailing, the ships weighed anchor and put to sea, bound for the Indian Ocean. However fate took a hand in their plans as described by Andrew Pinkham.

Thursdav. February 2nd. 1792. At 3 pm we took a breeze from the SSE. We weighed anchor and come out in company with Captain Jonathon Coffin in the ship POLLY from Cape Ann who was bound down to Saldanha Bay to see if he could repair his ship, which leaks verry bad. Then after we had got by to leeward of Robben Island and hauld off upon the wind a man was sent up to loose the mainsail and when the ship rolled he discovered some dust fall from the mainmast between the cheeks, where upon pricking it with his knife he found it to be rotten. When he come down {to the deck) and informed us the condition the mast was in the Captain and myself went up and examined it and thought it could easily be secured at sea. So we stood off with a fresh breeze all night and in the morning we hove the mainyard aback for the ASIA to come up and our Captain invited Captain E. Coffin on board to assist us in repairing our mast. But come to inspect it the second time, found it could not be made warrantable for so long a voyage as we intended without taking it out and we thought Saldanha Bay would be the best place to go for that purpose, for that is a still harbour. At 8 am we tacked and stood in for the land. Went to work and rigged the forge to make some bolts to bolt through the mast. Latter part, a small breeze. Latitude = 33° 48' South.

Saturday. February 3rd. 1792. "First part, fresh gales at SWbyS. We running alongshore. Set the studding sails. At pm we saw the mouth of Saldanha Bay. Likewise we saw 2 Wright Whales. We took in the studding sails and run into the Bay, where none of us never were before. But we run in until we thought we were about right and come too in 7 fathoms of water. We let go both bowers. The wind blew verry fresh all night. At 4 am called all hands and hove in some upon the sheat cable so that she should not foul the small bower. Then we went to work unbending the mainsail and maintopsail and clearing away the main rigging and lashing shear legs to take the main mast out. At 8 am we took the mast out and layd it on the deck. Captain Elijah Coffin come on board with a boats crew to lend us a hand. When we come to examine the mast we found it not so bad as we expected. But it is quite bad enough, but the prospect looks good for repairing it. We then come to inspect the fore mast and we found that some rotten but we are in hopes that it is not as bad as the main mast. But we concluded to repair one first and then see what we could do with the other. The wind blowing exceeding fresh at SW and SSW So ends this day."

[The operation of removing and restepping a mast is difficult at the best of times and under the best circumstances, but in a ship at anchor, rolling and in constant motion, the manoeuvre is doubly difficult. The sails, yards and all mnning gear must be stripped, the topgallant mast shrouds are eased and the topgallant mast unshipped and lowered to the deck. This is repeated with the topmast until it too is down on the deck. Three yards are then stood

22 Manual of Seamanship, Vol.1.; The Admiralty, London, 1938.

page30


on end, the heads firmly lashed together and the lower ends, or feet, spread into a triangle and secured tightly, thus making a set of sheer legs. The heavy cutting gear tackle is suspended from the head of the sheer legs and with a strop secured to the main mast, the mnning end of the tackle is led to the capstan. With the crew hauling away on the capstan the mast is freed from the step on the keel block and hoisted up. When the blocks are together the wedges are hammered into the deck to stop the mast sliding back, the strop lowered down and then the hauling begins again. When the mast clears the deck a smaller tackle is secured to the heel and as the mast is lowered the smaller tackle pulls it aft to lay flat on the deck.]^^

Monday. February 6th. 1792. "Our Consort, (the ASIA) sent his boat upon discovery around the Bay to see what they could find, but they brought nothing but some penguins and some eggs. This Bay abounds with penguins, shags and gulls. At 8 am we stepped the main mast and put the rigging overhead and began to rig him. So ends. Calm. We saw ducks and gundels ? crossing the Bay. * Our mast being so rotten from the neck to the shoulders we took off the cheeks and hued off the rotten wood and put on clamps made of oak plank and spiked them. Then put on the cheeks and put three bolts through and roughed them, which, I believe hath made it stronger than ever it was before."

During the next two days all hands and a boats crew of six men from the ASIA are busy setting up the top mast and top gallant mast with all the attendant standing rigging, shrouds and etc; yards, running rigging and bending sails. The two Captains went up and examined the fore mast again and concluded that it would stand the coming lengthy voyage. In the evening the Captains took a boat's crew and went ashore onto an adjacent island to go "agunning" While tramping around the island they saw a great many rabbits, but they were very wild and hard to approach. They managed to "run down" and catch two rabbits and shot some gulls and the boat's crew found some eggs, which were brought on board for supper.

On Wednesday during the first part, the wind was quite strong and blowing straight into the mouth of the Bay, preventing the ships from sailing. The hands were still employed about the rigging, tensioning the lee shrouds, ensuring the mnning rigging is free of all encumbrances, overhauling buntlines and etc. Andrew Pinkham was invited to dine aboard the ASIA on freshly killed hog and after dinner returned to his own ship to supervise the last of the rigging work.

In the moming the weather was still against the ships sailing so the boats crews were sent on shore for a liberty break and to see what they could catch. The men had a great time chasing after rabbits, but the island being very rocky the rabbits outran the men and hid themselves among the rocks. A couple of the fleetest footed men managed by great diligence to run down three of the rabbits to much cheering and mirth for their comrades. On the beach the men looked around the rocks and found a considerable amount of shellfish, oysters and mussels and collected a bucket fiill for the ships dinner.

The ASIA'S 1st Officer, Simeon Starbuck, came alongside the ALLIANCE at 3 pm in his boat and invited Andrew Pinkham to go on to a nearby island to see what they could find. Landing on the beach the two men took their guns and cartridge pouches and headed inland where they found 'fowl in the greatest abundance, the most of which are shags and penguins, but there was a great many small birds, what we call Snow Birds in North Amarica. "

At 6 am on Thursday the wind was blowing from SSW and the ships hove up their anchors and put to sea again. However, it wasn't that simple, for the wind swung round and headed them and they then had to make 5 or 6 tacks.to get out of Saldanha Bay.

2 The Country Life Book of Nautical Terms Under Sail, Villiers, London, 1978.

page31


Once clear of the land the ships stood off by the wind with their larboard tacks on board. The mates gave the orders to clear the decks and stow the cables. All hands were required on the fo'c'sle to manhandle the heavy cable laid ropes down the hatch into the 'tween decks where they were carefully coiled and lashed in a seamanlike manner.

The anchors were lifted onto the forecastle, one on each side of the bowsprit, where they were firmly lashed, eyes forward and flukes aft.

At 6 am on Saturday the 10th of February, 1792, the crews of the two ships take their last look at the coast of South Africa, for it will be a very long time before they pass this way again and for most they will only catch a glimpse of the mountains in the far distance. Andrew Pinkham, the navigator, writes .-

At 6 am Saldanha Bay bears EbyS from which I take my departure, it being in. Latitude = 33° 10' south. Longitude = 19° 30' East from London.

FROM THE CAPE OF GOOD HOPE TO THE ISLAND OF ST. PAULS ON BOARD THE GOOD SHIP ALLIANCE. 1792.

Directions for the Passage to the Isles of St. Pauls and Amsterdam. [Ships outward bound for this passage, which are in soundings off Cape Lagullas may

come into 37° 30' latitude, which is high enough to run down their easting. In this latitude they will have also strong gales from the WSW to SSW and in sailing to the eastward, they will find but very little alteration in the variation for several degrees. If you intend to make the Island of St. Paul, you must keep in the parallel of 37° 20' or 37° 30' south; it will carry you clear to the Northward and fairly in sight of it. Your reckoning may be corrected by the variation found off this island and then you may sail for the Straits you intend to pass.] "

The next few days are filled with gales of wind, blowing mostly from the SW to SSW and a bad swell and a lumpy sea from ahead so that the ships are pitching heavily and their forward progress is slowed. There is much sail handling, reefing and furling for the hands to keep them busy. Two days after leaving Saldanha Bay, Andrew Pinkham, got the crew of the ALLIANCE to hang some netting up under the deckheads in the cabins. This was to keep the potatoes and onions that were purchased in Capetown out of the weather. Others of the crew were making covering boards to put over the sheat anchor cable in the fore tween decks, under the fore hatch. This was to prevent things being lowered into the hold from damaging the main anchoring cable. With this job out of the way, the hands rerigged the winding tackle, the heavy tackle slung under the mainmast top to haul the blubber aboard. The tackle had been unshipped during the stripping and lifting out of the mast.

On Monday February 13, the ships were still experiencing moderate gales and fair weather over head but a bad sea under foot. At dawn the next moming the wind swung round to WSW and increased to a brisk gale. The weather looked dark and unsettled and the men were sure that a heavy gale was on its way from a westerly direction. After the men had taken their breakfast on the ALLIANCE Captain Coffin had two of his hands "whelpt the windlass" while he himself rigged the portable forge and with two helpers began making "hooks and thimbles for the gun tackles"

On the ASIA, much of the day was spent in sail handling, such as; ''set our fore topmast steering sails. At 8 oclock, wind at SWbyS, braced our yards sharp up, set our jib and fore topmast staysail. "

^"^ The Oriental Navigator, Laurie & Whittle, London, 1795.

page32


[To Whelpt the Windlass means to fit hardwood strips on the barrel of the windlass to

give the rope a better grip when heaving away.]^^ With Captain Bartlett Coffin blacksmithing and making hooks and thimbles, this is

the first mention of the ships carrying "great guns" for their protection against pirates and freebooters. (At a later point in the cruise, Tuesday, April 16, 1793, at Mauritius, Captain Pinkham sells four of his "great guns, the size of four pounds" to Captain Clasande Coffin of the ship DIANA, for 12 bags of sugar.]

Viewing each log book, by itself, and noting the ships position each day, the reader is tempted to conclude that they were magnificent navigators that found the points of land they were reaching for with exactitude, however, having both log books, a comparison can be made between the two ships positions, noting that the ships are in sight of each other each day and on most evenings are close enough to speak. Following are a selection of dates and the logged positions :-

Thursdav, December 8,1791. Noon position on board ASIA Lat = 7° 48' S; Long = 26° 52' W Noon position on board ALLIANCE Lat. = 7° 55' S; Long - 27° 46' W

Wednesday, February 15,1792. Noon position on board ASIA Lat = 38° 24' S; Long = 22° 56' E. Noon position on board ALLIANCE Lat = 37° 29' S; Long = 20° 27' E.

Friday. February 17,1792. Noon position of the ASIA Lat = 37° 54' S. Long = 25° 41' E. Noon position of the ALLIANCE Lat = 37° 57' S. Long = 24° 21' E.

By Friday 17th of February the winds have increased from fresh to heavy gales causing the crews to put reefs in the topsails, take in the studding sails and brace the yards sharp up. All through the day and night heavy rain fell in the squalls and the sea and swell increased dramatically so that the ships rode uneasily. Pinkham writes .-

"Our Consort talked across the sea and told our Captain that his ship rolled so bad that he must shorten sail, for he feared she would roll her mast by the board. She rolled and a sea came on board and rolled one of his hogs overboard."

From the above entry the reader will note that the ships are side by side, within speaking tmmpet distance of each other and yet the noon positions given in the log books are 3 miles difference in latitude and 80 miles different in longitude. Captain Coffin was worried that the excessive rolling of his ship would put too much strain on his masts and rigging. If any of the shrouds parted it could bring down the masts with disastrous consequences.

With the weather being cloudy and overcast with much rain the taking of accurate sights with quadrants or sextants becomes virtually impossible and so the navigators fall back on to Dead Reckoning. By using their last known accurate position, log lines and educated guesswork the navigators can usually put a position on the chart with reasonable accuracy.

As the ships make there way across the Southern Indian Ocean they have constant westerly winds and following seas making life on board difficult with the rolling and pitching and constant motion. The lookouts were reporting blows but unfortunately not what the

2 The Country Life Book of Nautical Terms Under Sail, Villiers, London, 1978.

page33


Captains wanted to hear. "We saw a great number of killer whales of a verry large size. " And on the next day, "we saw a number of Grampuses" They even saw what they thought were sperm whales astern of the ships and "luft sharp by the wind, then tacked and stood along but could not see them again" [Grampuses are a species of small whale and make a gmnting noise when they blow]

Now the vessels were in the belt of heavy weather there was no further need for fair weather sails or rigging and so the crew went aloft and unbent the fore and mizzen topgallant sails and sent them to the deck to be rolled into sausages for storing below in the sail room. With those out of the way the hands went back aloft and sent the yards and rigging down to the deck also. Captain Bartlett Coffin, definitely a handyman, manufactured a "Skimmer" to skim scraps out of the trypots. If they ever got to be used !! So far the voyage was proving to be unrewarding with no "great" whales caught and no sperm oil, just blackfish oil in the hold.

On February 23, 1792 both ships are experiencing the elation of fast sailing in heavy weather. They had fresh gales at WSW and they were steering ESE with a moderate sea. They had all sail set excepting the lower studding sails. The main topsail tye parted on the ALLIANCE and the watch on deck raced aloft and replaced it with new rope of a slightly larger diameter. The ASIA was close by to windward also with all sail set to the best advantage. On the next day though, disaster very nearly struck the ALLIANCE, as follows.

Friday. February 24th. 1792. "First part, fresh gales at NW, we steering ESE, the weather verry squally with an abundance of rain. At 6 pm the wind shifted in a squall to the west and blew verry heavy. We took two reefs in the fore topsail and close reeft the main topsail. Handed the mainsail and the mizen topsail. Took in the waist boat, {from the cranes) as the weather looked verry squally. Middle part, fresh gales. At 4 am by some NEGLECT in the HELMSMAN the ship broached so far to windward of her course as to bring the sea upon her beam, when a sharp sea breaks under the weather side quarter boat and shifts her off the cranes. Broke one crane and stove the boat, but little. At 5 am we took her in and sheated the forward crane of the lea up level with the quarter rail and set her upon that so that she should not be in danger of an untimely sea. The wind blows a fresh gale at WbyS and the sea begins to run bad. We have some hard squalls. So ends and still in company with the ASIA, who was obliged to take in all her boats and the stem boat."

Obs. Lat. = 37° 15' south. Long. = 41° 34' East.

[To broach to is to be suddenly brought broadside to the seas when mnning before a heavy wind, generally caused by careless steering on the part of the helmsman. It is probably the most dangerous incident that can happen to a sailing ship as they have been known to be rolled right under and lost forever.]

On board the ASIA, on this same day, Sylvanus Crosby wrote the following :-

"The first part of this 24 hours begins with a fresh gale and verry hard showers of rain. At 6 oclock clost reeft our fore topsale and handed our mizzen topsale and sent down our main topgallant yard. Handed our main sale, the wind at WNW and the ship stearing ESE. Middle part, wind increasing still. Latter part, wind and cours the same. Took in our boats. Still blowing a heavy gale. All well on board. So ends."

Day after 'day the weather remained blowing from a westerly direction, sometimes a light breeze and fair weather and at other times a heavy gale with much rain. This all caused much sail changing, as the mates and Captains tried to get the best out of their ships. As each crew was seen going about their duties aloft from the consort ship there was a sort of

page34


competition between the men. They all knew each other, and most were related in one way or another through marriage or ancestry which spurred them on as they raced aloft to put a reef in a topsail or furl the fore topgallant, knowing that the others across the sea and only a few waves away were watching every move and probably timing it for a bragging session next time they visited. So far the ships have been making fair progress on their easterly course with the days runs being logged at 88; 80; 98 miles. But on March 5, 1792, the days mn amounted to only 23 miles. The wind had died away to an almost calm, but in the evening a small westerly breeze came in but was regarded as "verry lite" "The weather inclines to be misted and fog, the wind verry lite and varying all round the compass "

With the ASIA close aboard the weather was written almost the same, "Latter part, a small wind and varable." And then comes one of those sayings that even confound the experts. Crosby writes, "A Little Dry Rain, Jest to Puzel the Dogs" Presumably he is referring to the misty, foggy weather that is shrouding the ships.

Finally, on Wednesday, March 7; 1792, the lookouts on the mastheads cried, " Thar She Blows, Thar She Blows " Instantly whatever the men were doing on deck or below was dropped and all hurried

to their stations. The mates and boatsteerers to their respective boats, loading the line tubs and checking to see that the whalecraft was all present and correct, and sharpened. One of the boats crew brought the small water keg and the bread bag, holding a small portion of cold provisions in case the boats were away for any length of time. The rest of the boats crew and day workers tailed onto the boat falls and prepared for lowering.

The Captain hailed the lookouts, enquiring what type of whale they saw. The answer was, "SPERMACETTIES, a little to leeward" {sperm whales). The sails were put aback and the ship rounded too. As soon as the way came off, the order was given, "away the boats" The men on the falls heaved away and lifted the boats off the cranes, which were quickly swung in against the side of the ship. Once the cranes were in the order was given to lower away. With practiced eye the mate judged the swells rolling along the side of the ship. As the crest of a large swell came under the boat the order was given to slack away. The boat dropped onto the swell and lay alongside held by the forward painter. The falls were quickly unhooked, hauled out of the way and the four rowers clambered down into the boats.

The boatsteerer, in the bows, fended the boat off and with the mate giving orders the rowers made for the whales. Unfortunately, for the men in the boats, the whales had mn up to windward and with the rough sea then miming it made for difficult rowing into a head sea and wind. Eventually the ALLIANCE's boat came up to the whales and managed to "iron"^^ three of the leviathans. Of the three whales struck, only one was saved. With the other two, the strops to the irons parted and the whales ran off with the irons and short warps still in their bodies. The third whale though, was hit in a vital spot by the boatsteerer throwing his iron and then the mate ran forward over the thwarts to the bows to take the place of the boatsteerer. Bracing his leg in the clumsy cleat, the mate took up the lance, balanced it and as the whale rose from the depths to breathe, threw with all his might. The razor sharpened lance penetrated the whales vitals and lungs and the whale began to breathe fire. After a short while the great beast went into a "flurry" and rolled belly up, deceased. "

The men lay on their oars, spent, after the chase and kill, but the mate, ever watchful, got the men to haul in all the line and coil it back into the line tubs. Meanwhile, the

^ The term, harpoon, was never used until much later in the whaling industry. In the log books the first weapon thrown at the whale, by the boatsteerer, was referred to as the Iron and the second, thrown by the master or mate in charge of the boat, the Lance. Harpoon comes from the term Harping Iron. ^ For an explanation on whaling terms see the glossary of whalemans terms at the end of the volume.

page35


ALLIANCE was making its way towards them and as the ship neared a line was thrown to the boats crew, who hauled a strong warp across and made it fast around the narrow part of the whales tail, whereupon the beast was heaved alongside by the men on the capstan and made ready for flensing.

With the blubber removed from the carcass and the head inboard for removal of the head matter, the watchkeepers and day workers on board, bosun, carpenter, cooper and steward began the process of trying out by lighting the fires under the trypots. Pinkham, writes of this day :-

Thursdav. March 8. 1792. "First part begins with fresh gales at SSW At 2 pm we took our whale alongside the ship and went to work to cut her in, which we were not long about. When we had done cutting we set our topsails and foresail and run east. At 8 pm set the Cumboos to work to trying our whale and at 8 am we finished trying and our whale made 17 barrels, {527 gallons) of oil. Latter part, fresh gales at NNW, we still run east. So ends." Distance run = 111 miles. Obs. Lat. = 37° 54' South. Long. = 69° 06' East.

[The Cumboose is the brick stmcture that held the two trypots. It was built onto the end of the caboose, the deckhouse housing the galley. Under the tryworks was a large enclosed, water filled space called the goose pen. This was kept filled at all times when trying to prevent the wooden oil soaked decks from catching alight.]

On the ASIA, Crosby writes of the same incident.

"Saw WALES and our Consort gut one. But we chasd them but could Not Strike NON." Next day, "Laying by for our Consort to wate for him to cut His Wale. Our Captain went on board to help him. At 4 oclock cut her in. At 6 oclock our Captain come on board and we gut our ship underway. Middle part, our consort at work A Trying. Latter part, our Consort finished Trying. Spake with our Consort, he told us that his Wale made 14 barrels. {441 gallons)."

Even among friends and relatives the fishermen and whalers are loth to tell the whole truth and always seem to give differing accounts of the amounts of oil and bone taken when speaking to other whalers.

On Friday, March 9 the ships have their best days run of the whole voyage. The distance made in the 24 hours was 179 miles, an average of 7 Vi knots. Only on a couple of other occasions did the ships reach close to this speed, and this was achieved with foul bottoms. On the ALLIANCE they were, "steering EbyS with a strong gale at NW" So they, "set both topmast studding sails and at 9 pm took them in again and at 4 am took the first reef in the topsails" While on the ASIA, it was; "At 11 oclock take in our stearing sales, set our jib and mizzen. At 10 oclock am in reef of each topsale. Close reeft our mizzen topsale."

Saturday, March 10th proved to be another trying day in the lives of the crews of the two vessels as they were mnning their easting. Starting with Sylvanus Crosby's description of the day on board the ASIA.

"The first part of this 24 hours begins with a fresh gale at WbyN, stearing ESE. At 2 oclock, pm takes a verry hard squal wicht likt to blowd evry thing away by the board. Cleased down our topsales and handed them. Sent down our main top gallant yard. Reeft our Main Sale. At 6 oclock, hove our ship tow under him and a mizzen stay sale. Our Consort to Leeward. Middle part, still lying tow with a fresh gale. At 4 am gut our ship underway. Take a Nother reef in our fore and main top sales. Set our mizzen top sale. Let fall our fore sale, the wind at

page36


WNW and the ship stearing ESE. Latter part, let a reef out of our main sale. The wind at SbyW. we stearing SEbyE V2 E."

In Latt = 37° 55' South. Long. = 68° 35' East.

Followed by the remarks of the day written by Andrew Pinkham on the ALLIANCE.

"First part, fresh gales from the NNW We are steering ESE under single reefed topsails, at 2 pm we took a verry hard squall from the WSW and I believe it would have blowed all our sail away from the yards if we had not got them clewed down and snug to the yards. The mizzen topsail buntlines parted and the sail split to pieces and blowed away from the foot up to the close reef, but it being close reefed, saved the rest. We furled all the sails but the foresail and kept the ship before the wind under that sail. We took in the waist boat and sent down the main top gallant yard and reefed the mainsail. The wind blew exceeding fresh at SWbyW At 7 pm we hove too under a reefed mainsail and mizzen staysail for fear of running down the Island of St. Pauls, for we are nigh too it. By moming at 4 am we made sail and set single reefed topsails and steered SEbyE. Unbent the mizzen top sail to mend it. Which we went to work upon. So ends." Distance Run =103 miles. Obs Lat = 37° 30'South. Long = 74° 36'East.

As the reader will notice the positions given in the two logbooks for this day are considerably different. In the latitude there is a difference of 25 miles but in longitude the difference is a huge 6° 01 ' , or 367 miles.

After the gale and squalls of the 10th of March the wind now moderates and remains fairly constant from the SSW and on the l l th had moderated enough for Captain Elijah Coffin to have his boats crew row him across to the ALLIANCE where the cook had killed a hog for dinner. The wind was still favourable the next day and the log states that "Our Captain went on board our Consort again to finish eating the HOG." On these days, apart from the lookouts on the mast heads, there is little to do except sail handling, cleaning, mending and the scmbbing of decks.

By Tuesday March 13, Andrew Pinkham knows that he is nearing the position of St. Pauls Island, as laid down on his charts, and has instmcted the lookouts accordingly to be doubly vigilant, but at the same time not to forget that the ship is a whaler and to keep their eyes alert for spouts. In the latter part of the day, at 6 am the lookout on the foremast cried,

"Thar She Blows, She Blows" As the spouts were still a distance away other hands raced aloft and soon they were

being described as a school of Blackfish, but then further out and off the larboard bow, larger blows were sighted and the lookouts most certainly described them as Spermacetties.

Orders were given by the mates on the quarterdeck and the ship hauled upon the wind towards the place where the spouts had last been seen, but they could not be seen again and so after an hour of hoping for a further blow, the ship bore away on her course again.

On Wednesday March 14, 1792, at noon, began the new day according to the log books and on this day the Island of St. Paul was sighted. Following are the log book entries describing the occasion, firstly the entry of the ASIA, written by Sylvanus Crosby, then followed by the entry from the ALLIANCE written by Andrew Pinkham.

"First part of this 24 hours begins with fine weather. Gut up some sales to mend, the wind and cours the same. At 6 oclock made the LAND. The ISLAND of ST. PAULS, bareing ESE. Spake our Consort and concluded to run under topsales. Hawled up our main and fore sales, handed our jib and main topgallant sale and top mast staysale and hawled up our mizzen. Middle part & Latter part, the same. At 4 oclock hove our main top sale to the mast. At day

page37


lite run for the land. Saw a SNOW and spake her. She was from Bangal and she was a skinning hear and had 15 thousand of skins. Our boat went on shore and gut sum fish and sum seals and come a board, then we filled away and spake our Consort and concluded to stear East, the wind at WNW- All well on board the good ship ASIA."

In Latt. 37° 54' South. Long. 75° 36' East.

[The "Bangal Snow" was the FLORA, Captain Jacob Smith, a Snow Brig, which had returned to the Island to collect a sealing gang of eight Americans, left there in March 1791 by the ship WARREN, of Newport, Rhode Island. Approximately 13,500 seal skins were loaded aboard the FLORA bound for the Canton Market.^^]

Wednesday. March 14th. 1792. "First part, fresh gales at SW and a fine smooth sea. We steered ESE. At 4 pm we saw the Island of St. Pauls bearing ESE and 8 leagues distance, (24 miles). At 6 pm handed the main topgallant sail, gibb and main topmast staysail and hauld up our courses and made for the land under topsails. At 2 am we rounded too and lay with our mainyard aback till daylight. Then we made sail and run down for the land. We spoke a brig from Bengal, who had people on shore a getting seal skins. She was commanded by one Smith, who was Amarican and the chief of his people belong to North Amarica. He told us he had about 18,000 skins and had had people on shore there 11 months. He had met with misfortune in a gale of wind and got one of his deadlights smashed out and the sea came into their cabbin and wet all their small stores. We let them have some sugar and potatoes. He gave us two sacks of rice, each containing 2 bushels, also gave our Captain several Quires of paper. We went in with the shore and put 4 men on shore to cut some grass for our stock, which they did and got as many skins as they wanted to make capes with. We layd off with the boat and caught a great plenty of fish, which were very plenty. They are shaped like bass and are about the size of a middling sized codfish, but far preferable to cod. They are a verry fine fleshed fish. There is no landing with a boat on no part of the Island. At 11 am we come on board and bore away with the wind at NW We set all sail and run East. We saw several humpbacks {whales) round this Island."

A Description of the Island of St. Paul by Mr. John Henry Cox, who was there in 1789. ["On the 31 St of May we hoisted out our boats and rowed towards the shore, which

here forms a sort of causeway of large clean pebbles, that has the appearance of being made by art. In the middle of this causeway we found, we saw an opening about a pistol shot wide in which a great many seals were playing, which showed into a basin or lake. We rowed for this entrance, and with difficulty got over the bar. We were then in deep water as smooth as a millpond, though the sea ran high without. We landed on the north side of the entrance, where we found seals innumerable. After killing a great number, we went in search of fresh water.

The basin is about 2 to 3 miles in circuit with 27 fathoms of water in the middle and close the shore 7 to 8 fathoms. The land around the basin is table land, rising, in some places almost perpendicular from the borders of the basin and covered in grass, which gives it a pleasant appearance. As we rowed about the basin we saw smoke rising amongst the stones, in several places close to the shore. We landed and found the water so hot we could not put our hands in it. Our people, who were ashore sealing, caught many fish, and dipping them into the boiling water cooked them instantly for their suppers.

All about the Island they found the sea so full of seals and sea-lions, some of them at least 18 feet long, that they were obliged to kill them to force a passage through to the beach

^^ Richards, Rhys; The Maritime Fur Trade; The Great Circle; Vol. 6. No. 1,

page38


so as they could land from the boats. There were also an astonishing number of fish, some like large stone breams. In four hours, they caught with the hook, 436 large fish, like small cod, besides many lobsters.

We killed, during our stay here, 1,200 seals, and could we have stayed might have got as many thousands. We had constantly many whales playing about the ship, so that it was sometimes difficuft to steer clear of them when rowing ashore."]^^

From the description given in the log books the author has doubts that the island the ships have arrived at is St. Pauls. It is far more likely that they are lying at the island of Amsterdam which is not very far away. Following is a description of the island to compare with the statement made by Pinkham in the ALLIANCES log book. Confusion about the names of these islands arises in these early log books because when the Dutch discovered them they named the northem island St. Pauls and the island to the southeast, Nieuw Amsterdam and they retained these names for a hundred years or more and were so marked on the charts.

But then the British came along, and for an unknown reason, decided to rename the islands by reversing the names and the northern island became Amsterdam and the southern island became St. Pauls. They retain those names today on the current charts.

["The Isle of Amsterdam is the northernmost and largest of the two islands. It can be seen 12 leagues off in clear weather and is described thus by Mr John Wane, Midshipman on board the MORSE, Indiaman in 1770.

This island, at the distance of 3 or 4 miles, appears to be small and of a moderate height, but on a nearer approach, the fog clearing away, we observed it to be a very high land of a Pyramidical shape and about 12 miles in circumference. The MORSE sent her boat on shore to inspect the Island, in which I went. We sailed around the island, but found no place to land on account of the rocks, which are almost perpendicular, and rather inclining over the sea and at a great height above the surface of the water. After landing on the island with great difficulty we observed a stream with which to fill a butt and a small quadmped, the size and shape of a goat, spotted and without horns, but we could not discover the least appearance of any of the human species being there. The coast of the island abounds with seals of an enormous size and with rock cod, which we caught in great plenty. We carried on shore sheep, goats and fowls, male and female of each, and left them to propagate.]^^

Sealers and Whalers that visited St Pauls and Amsterdam Islands 1791 -1792. March 1791 ship WARREN, Capt. Jacob Smith of Newport, Rhode Island, landed 8 Americans as a sealing gang. May 1791, ship NOOLKA, Capt. Wamsley left 2 Americans and 2 Chinese at St. Pauls and 4 Americans at Amsterdam. The ship was owned by John Cox & Partners of Canton. 1791, PHOENIX, of Macau; Capt. Durkin, arrived from Kerguelens. 1791; CONSTANCEPAULINof Dunkerque, Capt. RobertFounten. 1791, RASPER, of Dunkerque, Capt. Thomas Gage. 22/1/1792; FLORA, from Bengal; Capt. Jacob Smith returning to collect his men and the 13,415 seal skins they collected. 14/3/1792; the ASIA and ALLIANCE.

^ The Oriental Navigator, by Laurie & Whittle, London, 1795.

'' Ibid.

page39


28/3/1792; RECHERCHE & ESP FRANCE; Admiral d'Entrecasteaux. 31

The Captains, after conferring, have decided that there is not much of a chance of gaining a cargo of seal skins with a crew already on the small island so their decision was to sail east and find, hopefully, more fertile grounds. Before departing from Nantucket the Captains had, it would appear, read of the voyage of the GROS VENTRE, ship, 16 guns and crew of 120 and her voyage from the Isle de France, (Mauritius) through the southem Indian Ocean to discover the Kerguelen Islands and then on to Sharks Bay, the Dutch East Indies and retum to the Isle of France.

In the log book of the ALLIANCE the page heading on March 16, 1792 reads -

FROM THE ISLAND OF ST. PAULS TOWARDS NEW HOLLAND ON BOARD THE GOOD SHIP ALLIANCE, 1792.

By March 21 the ships have made good sailing on their easterly course, with the wind remaining constant from the South Westerly direction. They have been averaging around the 150 miles per day and in this vast blue desert the lookouts have seen nothing to hail the deck for. The crew did manage to iron a porpoise from the bows for a change in diet but apart from changing sails the days were long and boring. On the moming of March 21 some squalls were observed approaching from the WSW and gradually the wind increased to a fresh gale.

Following is the account of the day as written in the log of the ASIA.

Remarks on Wednesday, March the 21 Day, 1792. "The first part of this 24 hours begins with a fresh gale at WSW, our cours East. At 4 pm in a reef in our fore and main top sales. In too reefts in our mizzen top sale and handed him. Hawled up our mainsale and handed him. Middle and Latter parts, the same. At 6 oclock am set the mainsale and mizzen topsale and mizzen staysale and main topmast staysale and fore topmast staysale and jibb. Out one reef out of our mizzen top sale and set our main topgallant sale. So ends this 24 hours and all well on board the good ship ASIA."

In Latt. 34° 18' South. Long 87° 35' East.

On board the ALLIANCE, Andrew Pinkham, notes the weather has taken a tum for the worse which necessitates some sail changing, however, he states, "a fresh gale and a bad sea. " On the next day though he notes, "moderate gales with some squalls. We have a verry large swell from the SSW, which seems to be verry common in this part of the world."

After being battered by gales of wind and heavy seas and swells, March 23 dawned with moderating weather and by 6 pm with the ships steering east,

"the wind was so small that we thought it best to furl our sails for we should not go far if we kept them set. So we lay by until moming so as to have a look for some whales, which we stand in great need of at present. At 4 am called all hands and made sail. We run East with a small air to the Southward. Our Consort killed a hog and invited us on board to dine. So ends this 24 hours and NO whales in sight which is verry chafing to the mind to see such a fine day pass away and nothing to do to add any honey to the hive, for fine weather is not often found in this latitude at this season of the year." Distance Run = 95 miles. Bs. Lat = 33* 36' South. Long = 97° 34' East.

' St. Paul & Amsterdam; by Yannick Verdenal; pub by Gerard Louis, France; 2004.

page40


Crosby's comments on this day were -

"At 6 oclock spake our Consort, then hove too in Hope to Stand a Better Chance for Wales. Middle and Latter parts a small wind at SSW- Made Sale, Cours East. Kild a Hog. Our Consort come on Board to Dine on the Said Hog."

[From various small comments made by Andrew Pinkham in this log book, such as "the large swell from the SSW, which seems to be verry common in this part of the world", it would appear that he has travelled through these seas before. It is known that a vessel named ALLIANCE passed across the southern Indian Ocean in 1787, rounded the South West Cape of Van Diemans Land and sailed up the east coast of New Holland and through the Pacific Islands, (discovering a number of them), on her way to Canton. Whether this is the same ship and whether Andrew was a member of the crew is a moot point, it is almost certain that he, at least, has been in these seas before.]

Captain Bartlett Coffin has the forge out on deck again and is busy making boat hooks for the ASIA and small pieces of iron work for his own ship, while the crew are kept busy at mending sails and splicing and knotting ratlines.

On March 27, once again the masthead lookouts called the deck with, "Thar she blows, she blows. " When the mate on the poop deck asked, "Where away" the lookout replied, "4 points on the lee bow, 2 miles." The mate called all hands to the deck and altered course for an intercept, but as the

ships neared the sighting position it was realised that it was a school of killer whales and that they were hunting a finback.

[Finbacks are the commonest of all the whales and are distinguished by their high dorsal fin. Killer whales are a relative of the dolphins and the deadly enemy of the baleen whales.]

Putting the ships back on their course and bracing the yards to set the sails to their best advantage the vessels made their easting. They were now in the latitude of 32 degrees south and where, if they kept on their present course they would strike the land. With longitude being such an imprecise science in 1792 there was no certainty of their precise position. They had the charts, which showed the shape of the land and indicated depths of water, reefs, rocks and other known dangers to navigation. They had on board their sailing directions, which was a reference work and companion to their charts. And they had their quadrants and or sextants and were quite capable in their usage. To go with the instruments they had their mathematical tables to enable them to work out the latitude and longitude.

But the one thing they didn't have was a first rate chronometer, or timekeeper that kept precise time, for that is what is required for practical navigation. The timepiece only has to be out by a matter of seconds to put the ships position out by a matter of miles.

By March 28, 1792, Andrew Pinkham writes,

"First part, begins with fresh gales at the NNW with some rain. We stood to the ENE by Compass. At 6 pm the wind shifted to the southward in a squall. The weather looked verry thick and dirty. We thought it not safe to run as we don't know how far we are to the Eastward of our Reckoning and the Coast of New Holland being a verry dangerous coast to approach in this latitude. So we concluded to lay by until daylight or till the weather cleared.

page41


At daylight we made sail and steered ENE, the wind at SbyW. Set the top mast studding sails. So ends."

Distance Run = 90 m. Obs. Lat = 32° 02' South. Long = 103° 29' East.

On the 29th the ships were steering NEbyE still angling in for the land during the daylight hours and then laying to over night. Captain Bartlett Coffin bade the cook to kill one of the sheep that they carried in the pen at the foot of the foremast. These sheep had been on board the ALLIANCE ever since sailing from Nantucket, ft would seem that the supply of fodder was getting low and the stock was being slowly thinned. The next day, Friday, Captain Elijah Coffin went on board to dine on "Rost Mutton" and then on the next day went across again to "Finish off the Mutton"

The ships were sailing by day and drifting by night and on the 31st of March the two Captains had another conference, deciding where they were and where they were going. Crosby on the ASIA remarks in his log book .-

"The first part of this 24 hours begins with fine weather, the wind at SEbyE, the ship stearing by the wind. Spake our Consort. In a reeft in each topsale then hove abought {about) and stood by the wind. Middle and Latter parts, calm. Gut up a cask of bread. So ends this 24 hours and all well on board."

Andrew Pinkham on the ALLIANCE writes in his usual style;

"First part, fresh gales at ESE. We stood to the NE. At 6 pm took the first reef in the top sails and tacked ship and stood to the southward, for the wind prevails so far to the eastward that we are thoughtful whether it won't prove to be a SE trade {wind) and if it should we could not fetch any part of New Holland. So we concluded to stand to the southward until we take a variable wind so that we can make more easting before we take the SE trade, for we want to make the Coast of New Holland abreast with Sharks Bay, which is in Latitude 26° 30' South. Middle and Latter parts, the wind from SE to ESE so we stood to the southward. So ends. We struck one porpoise but lost him." Distance Run = 28 miles Obs. Lat = 29° 31' South. Long = 105° 43' East.

On the next day, April I, 1792; Crosby notes in his log;

Remarks on Sundav, April the 1 Dav; 1792. "First part of this 24 hours begins with fine weather. On bent our main sale and bent an other. At 6 oclock spake our consort. Middle and Latter parts, a small wind. Scraped our vessel, then our Consort saw WALES and set his culors, then we put of and went after them But could not ketch them, then come on board and our Shipkeeper told us he saw one wale to leward of us So ends this 24 hours and all well on the good shvpASIA."

[The whaling ships had their own "secret" system of flag codes to alert their consorts and or other company vessels as to where the whales were in relation to the ships, i.e. Flag at the foremast head = whales to starboard. Flags at main and mizzen = whales right ahead. Flags on all three mast heads, recall the boats to the ship. Etc. Both the ASIA and ALLIANCE worked two boats each and the remaining men on board, the shipkeepers, sailed the ships after the boats and the lookout kept an eye on the boats and informed the deck of their whereabouts and the state of the chase.]

On board the ALLIANCE, Pinkham wrote his version of this and the next two day's events;

page42


Sundav. April 1: 1792. "First part, lite gales at ESE and a large swell from that way. Middle part, calm weather. Latter part, moderate gales between the south and west. We scraped the vessels bottom as she was becoming foul. Saw a number of large Spermacetties. We struck one slightly but the Iron soon come out and we got nigh another to make her fisty, {feisty) and that was our show of them. But they seemed to be in good humour and not going anyway much. So ends." Distance Run = 10 miles Obs Lat = 29° 40' South. Long = 105° 50' East. Mondav, April 2; 1792. "First part, fine weather, we had a lite breeze at WSW. We chased spermacetties but could not strick. At night it was calm and we layd under a reeft main top sail. At 4 am called all hands and made sail and directly saw a large spermacetty. We put off and struck her and killd her or him and took him alongside the ASIA. Now we have a small breeze at SSW and verry fine weather. So ends."

Obs Lat = 29° 57' South. Long = 105° 55' East from London. Tuesday, April 3; 1792. "First part, light gales. Our Captain on board our Consort a helping him cut his whale. As soon as the head was off we took it to our ship and got it in. At night lay by with a small breeze at SE. At 4 am we made sail and at 6 am we saw spermacetties. We put off and struck and killd one and a loose whale ris under our Captains boat and stove him badly so that we were obliged to take in his crew and tow the stoven boat to the ship and by that means lost the whale. We saw whales a plenty. The whale that we killd and lost appeared to be a thirty barrel whale. Latter part, the wind blew fresh to the northward. We took in the first reef in the topsails and stood on the larboard tack. Took the stem boat in to get her ready to go on the quarter cranes. So ends."

Obs Lat = 30° 14' South. Long = 105° 55' East.

[Sperm whales were notorious for fighting back when Ironed and they had two formidable weapons to fight with, firstly the massive tail. The whale would twist its body, raise the tail high and then slap it down hard and woe betide anything or anybody underneath. The other weapon was the huge jaws, they were well known for "chomping" boats in half and smashing them. They were also known to actually ram ships and sink them, viz; the ESSEX, rammed and sunk in 1820, the bark PETER COOK, rammed and seriously damaged in 1850, the ship POCAHONTAS, rammed and damaged in 1851 and the ANN ALEXANDER also rammed and sunk by a whale in the Pacific on August 21, 1851.

On the Westem Australian coast the schooner PET, built by Robert Wrightson at Fremantle, was sailing south past Hamelin Bay, bound for Adelaide, when an angry bull sperm whale they had passed earlier suddenly swung around and charged the ship, fts head smashed into the starboard bow knocking a large hole through which the water poured in a torrent. Captain Littlejohn went below to collect the ships papers and navigation instmments and was trapped when the schooner suddenly plunged to the bottom. The six other crew members got into the small dinghy and rowed the fifty miles to Hamelin Bay and safety.]

Crosby on the ASIA, writing his log entry for the 2nd of April has a different version of the killing of the whale, in fact in his version it was the ASIA's boats that killed the whale, as follows :-

RF marks on Mondav. April the 2nd Dav, 1792.

^ Yankee Whalers in the South Seas; by A.B.C. Whipple. Pub by V Gollancz Books. London 1954.

page43


"The first part of this 24 hours begins with fine weather, the wind at SbyE. Put of after the WALES and saw sevral more but culd not strike them, then we come on board and hove our ship tow under a single reeft main topsale and mizzen staysale in hopes to be athwort rite of them again. At 6 oclock made sale and stood to the eastward then saw a Lone WALE and put of and gut him. At 12 oclock gut him a Long Side. So ends this 24 hours and all well on board." Remarks on Tuesday. April the 3rd Dav 1792. "The first part of these 24 hours begins with fine weather. Stil trying. Middle and Latter parts fine weather, saw plenty of Wales. Our Captain put of and strick one. Our Consort got stove by him then our Mate put of to assist the Captain but she being a loose and she gaining verry fast to windward he cut from her. So ends this 24 hours and all well on board of the good shiîASIA."

In Latt = 30° 04' south. Long = 104° 02' East.

Once again it will be noticed that the ship's positions are quite different for the same days, obviously the navigators weren't collaborating on their noon positions. The latitudes are fairly close, only 10 miles in difference, however, the longitude is 1° 53' or 113 miles different. It is no wonder the Captains were being cautious when approaching the coast of New Holland. Not only was the coastline imperfectly charted but the chart shows dangers near to the coast that in reality did not exist and other dangers hundreds of miles offshore that in reality were part of the coastal islands. For example, the legendary Cloates Island, reported and charted to be lying just off the North West coast, which isn't there and the Tryal Rocks, marked on the old charts as being 300 odd miles to the west of where they actually are, northwest of the Monte Bello Islands.

During the next week the blubber was tryed out, stowed into barrels and stowed below in the holds. The damaged boat was retumed to the ALLIANCE and the two Captains set to work to rebuild it, which they did during the next two days. The lookouts were on the mastheads, maintaining their watch for whales in two hour stretches as it is hard on the eyes to keep a hard lookout on a sun glistened sea. It was especially hard when having to stare into the east in the moming or the west in the aftemoon as the lookout is having to look straight into the sun's reflections bouncing off the waves. On deck the hands were carrying out ships duties, such as making "rounding" and overhauling the miming rigging. The reef tackle pennants, for example, were stripped and end for ended and newly served.

[Rounding is a serving made of old rope yams. It is wound about that part of the rigging or anchor cable that requires protection from chafing.]

On Wednesday April 11, the helmsman at the wheel saw a whale breach and reported to the officer of the deck, however it wasn't seen again and even it had been, the weather is reported to be so bad that they would have been unable to lower the boats in chase. As darkness fell each day the sails were reefed or taken in and the ships lay to under short sail and at 4 am all hands were called on deck and the ships made sail again standing in for the land, which was "somewhere over there to the East." On the ALLIANCE the mates had the hands collect up all the spare spars from the various storage places about the decks, place and then lash them across the stem, along with the spare boat, hanging from the stem davits and secured with gripes.

On the 12th of April something occurred on board this ship of which the author of this work has never heard of before. One of their sheep was shorn of its wool and the wool was then spun into "mossyarn." What mossyam is I have been unable to discover. Normally when a sheep is killed on board the skin and fleece is cuêd and is then used for chafing gear or sometimes clothing.

page44


Later in the aftemoon the lookouts reported a school of dolphins, but not close enough to strike and then a large sunfish drifted down the starboard side, again too far from the ship to iron. Just before sundown landbirds were observed flying east, "which makes us think there is land not far to windward of us."

The winds now begin to blow hard from the South and the weather is described as mgged. On board the ASIA, Crosby, in his daily entry, describes the day :-

Remarks on Sundav. April the 15th Dav. 1792. "The first part of this 24 hours begins with rugged weather still. Handed mizzen topsale then down top gallant yard, hove too and spake our Consort. Wore ship and stood off again, then ship't a long sea and washed away our hogs pen and lost two hogs. Middle part, still verry rugged, our Consort astarn, the wind at SSW. So ends this 24 hours and all well on board."

[The ASIA took a heavy sea over her windward rail and flooded the waist of the ship. The ships hogs were normally kept in a sty or pen under the carpenters work bench, near the foot of the mainmast.]

On the following Tuesday, on board the ALLIANCE one of the hands on deck caught a small bird that had flown on board. Upon examining the bird they determined that it could not have been long from the land as it was the type of bird that cannot live upon the sea and then on Wednesday the 18th of April, Pinkham writes, "We saw one Swallow but that don't make it Summer in this Latitude or at this season of the year. "

The weather has now moderated to such an extent that intership visiting begins again. On the first occasion a hog was killed and roasted on the home made spit and Captain Elijah Coffin and his boats crew visited the ALLIANCE for dinner. On the Friday aftemoon both Captains agreed to have a "make and mend" This is, in today's parlance, the aftemoon off, and the men are free to do whatever they wished. Most of the hands got the mundane chores, such as their washing and mending out of the way first, so that they could then settle down to making models, fancy ropework and macrame knotting, etc. The crew of the ALLIANCE, with the permission of Captain Bartlett Coffin, manned the two whaleboats and with extra men as passengers, rowed across to join the hands of the ASIA.

One of those that went across to visit their friends was the Fiddler, with his tmsty fiddle. He was soon firmly ensconced on the main hatch, fiddling all the tunes and chanteys that he knew and providing the music for the two crews to sing and dance to. Singing chanteys, also known as sea shanties, and dancing the sailor's jigs and hompipes was a favourite past time in good weather and the mates and masters generally approved as it improved the tempers and brought a modicum of happiness to the ship, and to the masters, legend said that dancing and singing was also thought to be a preventative for scurvy.

On Sunday moming after another night of laying about with the main sail aback, the hands were called at 4 am and the ships got underway with all sail set. They were steering to the ENE with the wind westerly and on the ASIA a large flying fish, scudding along the surface of the sea, cleared the bulwarks and landed at the feet of the steward, who feigned shock and surprise, before collecting it and heading rapidly for the caboose. He informed those that asked that this particular type of fish was really poisonous and he would have to get rid of it. Suspicions were aroused when sounds and smells of frying came from the cooks galley and the half door was barred.

On the ALLIANCE the hands were busy repairing old sails and keeping a really good lookout for the land as they all realised they were getting close. The clues that indicated the closeness of the land were; the colour of the sea was changing from that really deep dark blue of the fathomless ocean to a greener colour, reflecting the shadowing sea. They noticed,

page45


"chuttle shells" {cuttlefish bones) drifting on the surface along with various types of seaweed. They also saw "several sorts of fowl, such as gulls, tropic birds and some other that we could not name because we never saw such before. We saw one of them eating a squid. Our Captain went to him in the boat and shot him."

The hands broke open the after hold and got up some "old water from the ground tier of casks for the stock and a cask of corn also for the animals and birds on board."

[Birds flying from the land in the moming and returning in the evening are a sure sign to the mariner that land is close by and the direction of the evening flight is noted and then compared with the direction of flight in the moming. Using triangulation it is possible to determine the location of the birds nesting sites.]

On Sunday afternoon, with a stiff breeze blowing from the South East the ships stood in on a course of ENE towards the land and at 5 pm the lookout on the foremast head, cried to the deck, "Land ahead" The mate ordered the sounding line made ready and at 6 pm the seaman made his first cast. The heavy lead weight with its pocket of tallow sank into the depths and eventually touched the bottom at 45 fathoms. {270 feet or 22 metres). Andrew Pinkham in the log of the ALLIANCE writes of this day;

Sundav April 22: 1792. "First part, moderate gales at SE we stood in the ENE. At 5 pm our Consort sounded and had 45 fathoms of water and we were verry certain we saw the land but it appeared verry low. But we concluded to take the first reef in the topsails and head her off to the SSW which we did. The wind started to the southward at 12 in the night. We sounded and had 55 fathoms of water. Broken shells and fine white sand in the tallow. We stood off until 4 am and then sounded and had 120 fathoms of water. Latter part, moderate gales at SbyW, we stood to the WNW As nigh as we can judge this Bank lays at 15 leagues. The chart we have on board says the land is high in this latitude, but this that we saw is low land and we cant discover no high land. So ends."

Latitude by Observation = 28° 02' South. Longitude =110° 00' East.

[From the information given in the logs it is most probable that the charts mentioned are those of The Honourable East India Company, drawn by Laurie & Whittle, in London, 1785. On this chart it states that the Coast just South of Sharks Bay is "High Barren Land". They also mention having William Dampiers Joumal on board, and it was he that first mentioned "the Bank" and the anchorage behind Dirk Hartogs Island, which he drew in his charts. It is also possible that they had the French Charts of Apres De Mannivillettes, published in 1765 showing the west coast of New Holland and in particular Sharks Bay.]

During the next two days the wind remained in the south with the ships steering WNW On the moming of April 24 the navigators discovered that a rip lay across their course from ESE to NNW. They crossed the rip with some trepidation as they now believed they were very close to the "bank" As they crossed the rip they also discovered that a southem current setting them 1 mile per hour. During the aftemoon both Captains were on board the ALLIANCE to dine on roast hog and they noticed that there were a number of birds about, both of the land and sea varieties. Bringing their muskets on deck the cousins had target practice and Captain Bartlett Coffin won the day by bringing down a "tropic bird and several other fowF

While the Captains were enjoying their gunning on the poop deck the hands were forward, where the lookouts had reported a school of porpoises. A very large swell was

page46


rolling in from the south west making it uncomfortable on board with the constant excessive motion.

A remarkable thing occurred on this day as recorded by Andrew Pinkham when he wrote, " Our Consort found some of the ruins of his Hog House that was washed overboard by an unlucky sea on the 15th of April." Both ships have been virtually at a standstill during the week. They have been sailing during the day and laying to at night drifting with the current. He goes on to say, "We being then in Latitude 2f 16' South and now being near to a league to the southward and have had the wind from that way most of the way, which convinces us that there is a strong southerly current. Our Consort come on board and brought some wool to spin some mop yarn."

The crew on the ASIA have also shom one or more of their sheep and as the ALLIANCE has the spinning wheel the raw wool was brought across to be spun, presumably to make a mop for the steward to clean the officers quarters and mess rooms.

[Sylvanus Crosby, log keeper and navigator of the ASIA, obviously has a defective chronometer as his daily positions are quite different to those of Pinkhams. As the ships are sailing side by side it would be assumed that the noon sun sights would be similar and it would also be assumed that the two navigators would confer every now and again to confirm the ships positions, especially as they were approaching, in their words, a dangerous coast. However, it would appear that this did not happen and on the 26th of April, 1792 Crosby marks his position as. Latitude = 26° 15' South; Longitude = 105° 34' East.

At this point in the ASIA'S log there is a difference in Longitude that can't be explained. I, the author, assumed that Sylvanus Crosby was following the example of the earlier navigators by marking his longitude as East of the Cape of Good Hope, as distinct from the Meridian of Greenwich, from where they took their departure, but the sums just don't add up. His "fix" on the 17 April put the ship in 106° East, but since then the ship has been making to the north and east and yet the longitude has decreased. As shown above the "fix" on the 26 April gave the position of the ship as 26° 15' South; 105° 34' East.]

As reported both ships lookouts sighted land on this day and steered for it, however the nearest land to this position lies in 112° 50' East, which gives a difference of 7° 16', or 436 miles.

Andrew Pinkhams charted position on the same April 26 is Latitude, 26° 00' South. Longitude, 109° 05' East. The actual position of Cape Inscription, the northernmost cape on Dirk Hartog Island is Latitude = 25° 30' South; Longitude =112° 50' East. So even he is wrong to the extent of 3° 45' or 225 miles. No wonder they were cautious when approaching land.]

MAKING THE LAND OF NEW HOLLAND AND GOING INTO SHARKS BAY, 1792.

On Thursday April 26, 1792 at 8 am the lookouts on both ships sighted "the Western Part of New Holland, bearing between ESE and NE." With a light southwesterly wind the Captains gave the orders to trim the sails and make for the land. At noon, the end of one day and the beginning of the next the wind remained fair from the SWbyW and the ships neared the land. Pinkham, on the ALLIANCE wrote of these days;

Friday, April 27. 1792. "First part begins with moderate gales from the-SSE, the ship steering NE for the land. Bent the cables and unlashed the anchors. Our Captain went on board the ASIA to view Captain

page47


Coffins chart to see if they could discover Sharks Bay and how to go into it. That night we layd off and in under our topsails, the wind was verry shady at SSW and the weather verry fine. We sounded in 25 fathoms of water within 4 I/2 leagues of the land. {135 miles). At daylight we stood in for the land and set whole sail but the wind was so small that we neared it but slow. At 10 am it was calm. At meridian we still run in for the land." Saturdav. April 28. 1792. "First part, moderate gales and fair weather, we stood in for the land. At 5 pm we anchored in 9 fathoms of water under the lea of an island called Dirk Hartogs Land, which lays in the mouth of Sharks Bay. The wind is fresh at South to SSE. At 6 am our Captains went on shore to see what they could discover. They saw nothing but Gulls of which they shot several, but there are great numbers of tortoises {turtles) that lay their eggs upon the island, for the beach was all dug up by them and we saw a great number of Rabbit Tracks, but could see none of the Rabbits. {Bandicoots and/or Wallabies). Our people found one small tortoise that was crawling down to the water. There was innumerable quantitys of Sharks that swam cloose in with the Brakers on the shore and I expect that was what this Bay took its name from. The wind blows verry fresh between the S and E. So ends. *this is the most disolate of land that I ever saw, there is neither timber or fresh water! In this Bay we payed the ships waists with tar to preserve the planks."

On board the ASIA, Crosby wrote of the 28th of April :-

Remarks on Saturday. April the 28 Dav 1792. "The first part of this 24 hours begins with fine weather and a small wind at SWbyW At 6 oclock gut safe in at anchor in Sharks Bay Middle part a fresh flow from off the land. Latter part, fine weather the wind at south. Our Captain went on shore agunning, but little or no Grate Game. So ends this 24 hours and all well on board."

[It is most probable that the Captains Coffin carried Dampier's chart of Sharks Bay along with the chart made by Ensign Rosily in 1772, when part of the St. Allouam expedition.

Cape Inscription, at the north end of Dirk Hartog Island lies at Latitude 25 degrees 32 minutes South. The ASIA and ALLIANCE anchored, most probably, in Turtle Bay, beneath the Cape. The men landed on the Island but there was little chance of getting game there. The only animals living on the island were the wallaby, a small species of kangaroo and the marsupial bandicoot, which resembles a large rat or rabbit.

Dirk Hartog Island and the nearby mainland is a desolate and almost waterless tract of country. As Pinkham points out in his log book entry there is only low scmb on the island and as for water, even by digging wells, potable water would be hard to find. The other item of which the ships were in need was fodder for the animals, also scarce and hard to find. In season, turtles breed prolifically on the eastem beaches and the waters of the Bay teem with fish of many varieties. Sea and land birds breed in large numbers on the islands and mainland, but also in the right season.

Whales, mainly humpbacks and sperms pass Sharks Bay going north to their breeding grounds during April and May and retum past the Bay on their way south in June, July and August.]

On Sunday aftemoon the ships were lying peacefiilly at anchor, the Captains and the boats crews were ashore investigating the island to determine whether it could be marked on their charts, for future reference, as a source of food, wood and water. Most of the seamen stayed near the beach searching for turtles and shellfish to bring back to their ships for a change of diet.

page48


Of the men that stayed on board, they went about various duties involved in the day to day running of a vessel. Some were overhauling rigging, checking each line for wear and tear and if necessary, cutting and resplicing or replacing with new.

On the ASIA at 4 pm some of the men went aloft on the mizzen mast to furl the mizzen topsail. The sail, along with others, had been left to dry before furling to prevent the dampness from rotting and weakening the material. The young cabin boy on his first trip to sea decided to go aloft to assist and requested permission from the bosun. As the ship was lying at anchor and unmoving, permission was granted and the young lad began to scale the lee ratlines. As this was only his third or fourth attempt to climb the mast he was taking care as he approached the futtock shrouds. And then disaster struck.

Following is the log book entry from the ASIA followed by the version of the same incident as written on the ALLIANCE.

Remarks on Sundav. April the 29 dav 1792. "The first part of this 24 hours begins with fine weather. At 4 pm our Cabbin Boy went up to help furl the mizen topsale and gut up as far as the Top and went to make a grab at the Top. Mist his Hold and Come Down. Big the Lump wich will Prove his Fate. But we are in Hopes of his recovery. Middle part, we are still lying at ancor in Sharks Bay. Latter part, fine weather, our Boy is No Better. So ends this 24 hours. All hands employed about the riging."

Sundav. April 29th; 1792. "First part a fresh wind at SSE, we still at anchor. Our Captain was on board our Consort. A youngster belonging to our Consort fell from the mizzen top and broked his left arm in two places above the elbow and split the bone verry much. They took him up but he had neither sence nor motion. They tried to bleed him but could get no blood out of his well arm. All the bruise they could find in his head was a little bump above his temple. Our Captain set his arm as well as he could and splintered and bound it up but he still remains sensless, which makes us fear his skull is fractured. He was a lad of 16 or 17 years of age, whose name was Uriel Bunker, son of Sylvanus Bunker of Nantucket. We expected we should find some wood when we arrived to this land but we are disappointed for there is nothing here of wood kind but a sort of shrub or bushes not so big nor half so large as ones rist. {wrist)"

While lying at anchor the crew of the ALLIANCE tryed out the head of the whale they had captured on the 2nd of April. Unbelievably this head had been lying on the deck next to the main mast for almost 4 weeks in the sun and heat. The smell must have been virtually unbearable, however, it doesn't appear to have worried any of the men. When tryed out the head matter gave a total of 26 barrels of oil, {806 gallons).

Mondav. April 30th: 1792. "First part moderate, we still at anchor. At 6 pm 1 went on board our Consort to see the lad that was in such a pitiful condition, who lay the most of the time like one in a deep sleep but at times he have a sort of convulsion fits but he has never been sensible since he struck the quarter deck. He has as good attendance as it is possible for one to have at sea. Our Captain has been on board the ASIA to lend assistance ever since the accident happened. Later part, our Captain went on shore to see if they could find some tortoise, (turtle), but they have done laying for this season. They dug up eggs and some young ones out of the sand."

Tuesday dawned with the wind still blowing strongly from the west, but during the day swung round to the NE and brought squalls of rain which soon passed over, bringing the

page49


sun and fine weather. The men were mostly employed about the rigging, tightening shrouds and renewing some of the footropes. Some of the crews of both ships took the boats away on fishing trips and they all caught plenty of fish, "some as large as middling sized cod. "

In the aftemoon with the wind rising the Captains thought it best to mn out a kedge anchor to prevent the ships from swinging to the tide as they were anchored by the sheat and bower anchors, leading from the port and starboard bows. If the ships swaing around in a circle as the tide tumed the anchor cables would become twisted and once twisted very difficult to get up. There was no guarantee that the wind would be stronger than the tide and hold the ships steady, so the answer was to run the kedge out from the stem.

On Wednesday May 2; the first part, or the aftemoon, began with fine weather and the wind blowing lightly from the NNE, the boats went inshore fishing and caught a good haul for the cook to prepare for supper and others to be dried and salted. Both Captains were on board the ASIA tending young Uriel Bunker who was "still Censeless with Convultions and Fits."

By moming the wind was blowing very fresh from the NW and the Captains were becoming worried about the conditions. The ships were anchored in an exposed position and neither Captain knew for certain the weather conditions that prevailed. Crosby in the ASIA log remarks that :-

"The first part of this 24 hours begins with fine weather, the wind at NNE. Our boat went on shore and cought some Fish. Middle part, a 3 knot Breas at NW Latter part, the wind blowing verry fresh So that we were abliged to way Ancor and git underway and gut Clear of the Bay. But Could Not git clear of the Land, wore ship and Went in A gain. All hands employed about work. So ends."

Andrew Pinkham in the ALLIANCE log describes the situation that faced the Captains in a more explanatory manner, as follows -

Wednesdav. Mav 2nd; 1792. "First part, calm. We lay still at anchor in Sharks Bay. Our Captain on board our Consort attending the sick. At 8 pm he come on board. At midnight the wind breezed at NWbyW which would taked the ship on shore, and having no land to windward of us to break the sea off, or none nigher than the coast of Persia, we were uneasy not knowing how hard the northerly wind blows in this latitude. Our Captains concluded to get underway before the wind blew so hard that we could not take our anchors. Our Consort sent one boats crew on board our ship to assist us and get the ship underway first and then we retumed the same kindness. We set as much sail as we could carry and tacked one way and then the other in hopes the wind would shift to the westward so that we could clear the land, for with the wind between north and northwest we cannot and seeing no prospect of the wind veering we concluded to get to leeward of some land before night. We boar way and run down to leeward of a point of land which makes one side of Sharks Bay and brought the land to bear NbyW and come to anchor with the best bower in 7 fathoms of water and as soon as the wind tums to the southward of west we are bound to sea and I shall be glad to see the time for these are Cape Horn Harbours with the wind from Eastward and to North. So ends. The lad on board our Consort is no better but lays entire senseless."

[Turtle Bay, where the ships originally anchored, is a slight indentation in the north coast of Dirk Hartog Island and is open to all weather blowing from WNW through North to SE. The author has been on vessels anchored in the bay in strong southerly weather and lay in

page50


complete safety, but in a norwester had to "go round the comer" and lie under the land protected by Levillain Shoal.]

On May 3 the ships were still at anchor weatherbound in Sharks Bay. During the first part of the day the wind blew from the NW in a moderate gale accompanied with squalls of rain. The crew kept a close watch on the anchor cables to ensure they were clear as the tide rose and fell dramatically, more than they had ever experienced before. Captain Bartlett Coffin went with a boats crew to a shoal or reef that lay not much farther than 4 miles from their anchorage and the northem shore of Dirk Hartog Island, {most probably Dampier Reef) to sound the depths on it for future reference. Between the reef and the ships anchorage the Captain measured depths of 12, 16 and 15 fathoms of water and the shoalest part of the reef he could find was 10 feet.

"The south end of it {the reef) bears SE from where we lay and the north end bears NbyE. We expect it will break off the sea, when and if the wind should blow fresh at the Northward and Eastward, but we are in hopes to have a wind to go to sea for we are tired of this disolate country. Here we can do nothing to add anything to the voyage. Laying here at anchor and nothing to do ! The lad on board our Consort is verry ill but has had some sense, but not to last more than five minutes and from then he has been senseless ever since and lays in a verry pitiful condition. He has at times a strong fever and is troubled with such convulsife fits that it takes three men to hold him a great part of the time and he cannot be left without two men at no time. This 24 hours ends and no sign of a wind to get clear of this land. The weather looks verry thick and heavy."

At noon on May 4, the first part of the new day, both ships were swinging to their anchors. Utilising their time the Captains sent boats crews off to the shore for eggs and on fishing expeditions to vary the diets for a couple of days. The ASIA's boat went on to the island and the men began scouring the beaches for turtle tracks and nests, while the ALLIANCE'S boats crew went after fish. It wasn't long before they got into a good school and began hauling them in as fast as they were hooked. They were of a type of fish that "the Bahamians called Forges."

At 4 pm a small breeze sprang up from the SSE, the perfect wind for getting clear of the Bay, but a number of the men were away from the ships. The Captains ordered waifes, (flags) to be flown as a recall. Crosby records in his log;

"Sent our boat on shore after eggs, but the wind springing up at SSE, set a waife {flag) for the boat. She came on board then we wayed our ancor and gut underway, stearing WNW Middle part, the wind at south, our cours the same. Latter part, no land in site. Spake our Consort and concluded to stear North. Trimed our sales then onbent our cabels and stowd them away. Our cabbin boy no better but orterly censeless. "

Pinkhams version of getting underway is;

"At 4 pm we took a small breeze at SSE. We got the ship underway and set all sail and come out of Sharks Bay, which I am verry fond of getting clear of or at least fonder than ever I was to leave Nantucket Bay. We stood off WbyN with a fresh gale at SSE. At 6 am we thought we overed the Bank so we run North to lay the Bank along. We lifted and secured the anchors upon the bows and unbent the cables. So ends."

The next day was Saturday and the ships were making towards the NNW with the wind blowing in a light breeze from SEbyS. There was a large swell rolling along from a

page51


southerly direction making an uneasy pitching motion, however the weather was fine and clear. At I pm Captain Elijah Coffin on the ASIA had one of his hands hoist a signal flag, requesting Captain Bartlett Coffin to come on board. The ALLIANCE rounded to and lowered the Captains boat. His boatmen rowed him across the few hundred yards that separated the ships and he climbed on board. Andrew Pinkham, the 1st Officer accompanied him as they went to check on the condition of the young Uriah Bunker.

The lad was lying on a bunk in the great cabin and they found no alteration in him for the better. "But he lay like one in a sleep and when he opened his eyes he took no notice of nothing nor nobody. They gave him a glisters but it did not work." The present day spelling of this word is Clysters and the meaning is Enema. This was a common remedy in the days of which these logs are written along with bleeding the patient.

At 3 pm the lookouts on duty in the mast heads espied the spouts of spermacetties and hailed the deck. Almost instantly the decks came alive with the men making for their respective boats. With Captain Bartlett Coffin and Andrew Pinkham on the ASIA, they were obliged to wait until their boats crews got to them. As soon as the boats crews arrived Pinkham and Coffin leapt in and exhorted the rowers after the whales. The ASIA'S boats, being first in the water, got to the whales first and their mate, Simeon Starbuck, struck a bull just as it was diving. His iron stmck the whale but having passed through the water first had lost some of its momentum and the penetration was not enough. The iron came out and the whale went off gallied, {frightened and stirred up). The ALLIANCE'S boats fared no better, after a long pull the men came up close to a large female, but, she sensed their presence and ran faster than the boats could pull.

The mates and the men kept rowing after the whales, but they were well and tmly gallied by now, and were running far too fast. As it was coming on to darkness the men had to give up and retumed to their ships, disappointed and downhearted at their lack of success. At 8 pm the ships hove to on the starboard tack under their main topsail and mizzen staysail with the wind at SE. At 6 am the ships made sail with a light breeze from the SW and the mate ordered a course of NNE. Andrew Pinkham, when taking his sight of the sun to work out the ships position discovered that -

"That we have a strong Southem current here for we have made 14 miles to the southward, notwithstanding we have made by our run and drift through the water, 12 miles to the northward. The sea is verry smooth and the wind verry small. Our Captain on board our Consort attending to the sick lad who is at present senseless and speechless."

Crosby's comment on the lad's condition is;

"Our boy is in a very low way. All well except our poore boy and he will not remain long I believe."

By Tuesday moming. May 8, the lad was still very poorly and grave fears were held that he would not pull through, even though everything in their power and limited knowledge was being done. Once again Captain Bartlett Coffin had his men row him over to the ASIA and he took with him several kinds of medicines and potions that he thought may do some good. He had selected these with care from his medical chest after reading his Shipmasters Medical Guide, supplied along with the chest by the Owners prior to sailing from Nantucket.

When he clambered on board and went to the cabin to view the lad he found that young Uriah Bunker had, during his fits, damaged the splints that had been carefiilly put on his wounded arm. As Pinkham writes;

page52


"Our Captain went on board at 8 am and assisted them in splintering his arm anew, for he had been so distressed with fits, that his splinters, where it was first made, was shocked out of the berth. At the time of working upon his arm we knowed he had the sense of feeling for he seemed to be in pain. But after it was bound up he layd verry quiet but without sense of speech."

During the next couple of days the ships are slowly making their way to the north, sounding occasionally, as they are still wary of the position of the "bank" By May 10 the ships were in Latitude 21° 40' South, {both navigators agree with this position) and steering to the north east with the wind southerly. The ships had layed by during the night and at 6 am the ALLIANCE sounded, but found no bottom at 150 fathoms. They then made sail with a light breeze and at 9 am the lookouts, cried "Land Away." With the ships making a course of NE they were slowly nearing the land and when they sighted it the land bore to the South East from them.

Both ships hauled upon the wind to see if they could discover what land it was that they were looking at, but with the wind blowing from the direction it was they could not get near and at dusk they once again lay to for the night.

It was a day of good news for the crews of both ships as young Uriah Bunker had regained his senses and appeared to be on the mend at last.

On Friday May 11 the ships once again attempted to get up to the land but the winds were baffling and no matter which way the vessels went the winds and current conspired against them and;

"Night came on before we were nigh enough to see whether it was New Holland or Cloates Island. If it is the latter we have had an offset for we are to the eastward of Cloates Island by our reckning. But what makes us think it is Cloates Island is because the Directer says theirs soundings close from New Holland to the Island and here we have no bottom." Latitude by Observation = 21° 23' South.

[Cloates Island was allegedly discovered by Captain Nash of the ship THE HOUSE OF AUSTRIA in 1719 and although laid down on all the old charts is a mythical island. Captain Nash reports it at 22° degrees south latitude and 114° east from London. According to his description the island is about 8 to 10 leagues, (24 to 30 miles) in length and lying NEbyN and SWbyS. It was of moderate height and rather level, with a gradual slope at both ends and breakers running from both of them.

The ASIA and ALLIANCE sailed in a northerly direction along the coast of New Holland, north of Sharks Bay, although at a distance offshore, they found the land to be low and barren, however when they reached 22° South the land rose into what is known today as Rough Range on the Northwest Cape. When viewed from the deck of a ship ten or so miles offshore the Range takes on the appearance of an island. The exact description as given by Captain Nash.]

Satnrdav. Mav I2th. 1792. "First part, moderate gales at SE and fine weather. We stood to the ENE under whole sail. At night we hove to under an after sail. At daylight we made sail with the wind at SSE. Having crossed the ground over these past several days and see no prospect for spermacetties we concluded to steer to the northward for Java and see if we can find them upon that coast.

^ The Oriental Navigator; by Laurie & Whittle, London, 1795.

page53


We steered NbyE. Saw several boobies which makes us think we are not far from land. Saw innumerable quantities of Flying Fish and some Dolphins. According to the best of my judgement we are now in the Longitude of 110° 50' East from which I take my departure."

Latitude by Observation = 21° 04' South.

A PASSAGE FROM NEW HOLLAND TOWARDS JAVA, 1792.

Sunday. Mav 13th, 179?. "First part, moderate gales at SSE and fine weather, we steering NbyE. Middle and Latter parts, moderate gales and fair weather. Saw several finbacks (whales) and great quantities of Fowl and Albacores. We killed a pig and our Consort come on board to dine. So ends." Distance Run = 77 miles. Obs. Lat. = 19' 48' South. Long. = 111 ° 06' East.

[Both Crosby and Pinkham call these schools of fish Albacores, however they are more likely to be schools of Northem Bluefin Tuna, a surface running fish found in huge schools off the northwest coast of Australia.]

During the next week as the vessels made their way slowly to the NbyE the log entries each day remark on the great quantities of birds, flying fish, albacores and porpoises that abound in these northem seas. The lookouts, changing every two hours, are constantly searching the waters for the telltale feathery plumes of vapour that indicate a surfacing whale. All the men were well versed in the types of whales and the way they "blow." For example, the sperm whale, with a single "blow hole" spouts a feathery blast 20 to 30 feet into the air (7 to 10 metres) but pointing forward. The initial blast can be heard for a great distance. The humpback whale also has a single spout and "blows" vertically, up to 50 feet {16 metres) in the air. The right whale has two "blow holes" side by side and when they surface they "blow" in a Vee shape from 15 to 20 feet in the air. {4 to 7 metres) The other types of whale that these ships were likely to come across, the blue and finback both have a single spout and their "blow" is a tall slender column. That of the blue being taller than the finback.^"^

Captain Bartlett Coffin has the portable forge out on deck in this fine weather and with one of the hands pumping the bellows to keep the coals near white hot, he manufactured a set of caulking irons. Something always needed on a wooden ship. All the hands were going about their normal shipboard duties, knotting and splicing where necessary and when the main topgallant tye parted, the men swarmed aloft and remedied the situation immediately.

Across the water on the ASIA during this same week the men saw plenty of porpoises but were unable to strike any. Meanwhile, young Uriah Bunker was beginning to recover his senses and began to sit up, but then he had a relapse and for two days the Officers and crew were in fear that they had lost him. He was "verry poorly and ruther wurse" but then he slowly began to improve again.

The ALLIANCE, for Sunday dinner on the 20th of May killed one of the sheep that they had brought from Nantucket. This animal had been on board sharing space with the 20 men of the crew for eight months before falling victim to the cooks chopper.

Between Sunday May 20 and Sunday May 27 the ships are steering a course north towards Java with light winds from the southeast to southwest. Their average speed during this time was 40 miles per day or I 66 knots, considerably less than normal walking speed. However, as they were not clipper ships or packet boats, they were in no great hurry to get anywhere fast. On Monday, Tuesday and Wednesday the lookouts made the familiar

^^ Whales. By Jacques Cousteau, W.H. Allen & Co. London, 1988.

page54


masthead call of "thar she blows, she blows." But they were either finbacks or the whales were too far away to catch up with before dark overtook the ships and made chasing impossible.

[Finback whales and humpbacks weren't normally taken by the whalers in the deeper oceans, the reason being, when they died, they sank, whereas the sperms and right whales, when ironed and dead, generally floated.]

On Thursday May 24 the wind blew gently from the EbyS, propelling the ships at not much more than a crawl towards the north. At 10 am came the familiar cry from the fore masthead,

"thar she blows, she blows, a Spermacettie." "Where away, and how far." "Lee bow, two miles." "Call all hands. To the boats" The deck became a scene of controlled activity as the boats were prepared for

lowering. They were heaved up, the cranes swung in and then lowered away. The crew clambered down the tumblehome and boarded the boats, taking up their rowing positions. Fending off from the side of the ship, the mate, on the steering oar gave directions and instructions. As they approached the sperm whale from astem on the left side and just abaft the flipper, the boatsteerer was instructed to stand and take position. Boating his oar he stood facing forward with his thigh jammed into the clumsy cleat, his iron pointing forward and ready to throw.

The other four rowers in the boat were strictly enjoined that under no circumstances were they to tum their heads and look forward as it was not uncommon for men unused to seeing a whale from a distance of six feet or less to panic. As the boat neared the whale it took a final blow and began to sound. As the huge body began to descend into the depths the mate ordered "throw the Iron." The boatsteerer threw the iron with all his power and as it arced over the short distance it struck the whale just abaft the flipper. The whale hardly felt the pin prick and kept on sounding. Meanwhile, in the boat, the boatsteerer, his job done ran aft over the thwarts and took over the steering oar. The mate had done the opposite, he had run forward over the thwarts and was standing with his thigh braced in the clumsy cleat, his lance poised for the kill.

The rowers, having boated their oars watched the whaleline running out of the two line tubs. These were placed in the centre of the boat and each tub held 150 fathoms, (900 feet) of the best line available. The line ran aft, round the loggerhead and back over the bows of the boat. As the line ran out of the first tub the end was quickly knotted to the line in the next tub and that began to run out. As the line was still disappearing over the side rapidly one of the other boats was called in and her whaleline was tied on as well.

This particular whale sounded very deep and took out NINE HUNDRED FATHOMS of best whaleline, {5,400 feet or 1,900 metres) and then the iron drew from the flesh of the whale and she ran on, untroubled by the mere man. In the boats the men were left to haul it all back in by hand. Hand over hand the wet and heavy line was dragged back from the depths and as each 150 fathoms was reached the knot was untied and those that "owned" the next section of line took over the hauling. As Pinkham says,

"So ends with Hard Luck, I hope the next 24 hours will be better." But it wasn't, and each day was similar, saw whales, but either wrong sort or too far

away. On the Saturday, Pinkham reports that "we saw one Snake and some drift weed and a number offish around the ship, such as

sharks, dolphins and 4 or 5 other sorts. But no Spermacetties."

page55


On board the ASIA during this same week the crew were employed in a similar fashion, working about the rigging, standing watches and lookouts, knotting and splicing where necessary, sail handling and repairing. Crosby gives a daily report on the progress of the young Uriah Bunker, "Our Boy no better." "Our Cabbing Boy a little Better." "Our boy still geting better." "Our Boy littie or no better on board." " Our boy much better on board of the Good Ship."

They also put off after the whale mentioned above and their lines were among those taken out by the sperm whale and then retrieved. At the end of the week both navigators entered their noon positions in their respective log books, [sometimes Crosby or Pinkham only bothered to put the latitude at the end of the daily entry.] As a comparison both positions are as follows :-

ASIA. Saturday, May the 26 Day 1792. In Latt = 09 degrees 14 minutes South. Long = 109 degrees 27 minutes East.

By our judgement.

ALLIANCE. Saturday, May 26th. 1792. Obs. Lat. = 10 degrees 24 minutes South. Long =111 degrees 48 minutes East.

On Sunday May 27 at 6 am the lookouts on the ALLIANCE hailed the deck with the news that Land was in sight ahead, the Island of Java. The winds were very light, hardly more than a breath ruffled the surface of the sea and their forward progress was agonisingly slow. Lagging well behind, it wasn't until 10 am, that the lookouts on the ASIA were able to report the welcome news that land was ahead. The land they were looking at, but unable to reach, was the land about the present day city of CILICAP, approximately 250 miles east of the Straits of Sunda.

The crews were getting desperate for wood and water and wanted to get ashore, but, as with the rest of the voyage so far, they were not having much luck. Now the weather conspired to keep them from the shore. At the beginning of the week the wind was so light the ships hardly made any way at all and when they lay to over night under short sail, the navigators found that the ships drifted two leagues, or six miles back offshore again. Crosby remarks that in the aftemoon, the winds came in gusts,

"Squally, in two reefs in main topsale. Set foresale and fore staysale. Spake our Consort, then wore ship, then hove tow under close reeft main topsale and fore staysale. The land fair aboard of us."

On Wednesday May 30 Crosby remarks that "they had afresh wind from the ESE with hard squalls of rain." The ship was still lying to under a close reefed main topsail and a mizzen staysail. At 3 am the slings of the main yard parted. The watch on deck swarmed aloft and put a temporary lashing on the yard so that they could ftirl the sail. Once that was done, tackles were secured to the mast top and the weight of the yard was taken from the slings. By 10 am new slings had been cut and spliced and fitted to the main yard, the tackles were removed and the mainsail reset.

[Slings are rope or chain supports for a non-lowering yard. It is also the middle part of the yard to which the slings are attached.]^^

On Friday June 1, Pinkham reports in his log that they had moderate gales from the ESE with the ships steering along the land to the westward. When they did see a beach or

^ The Country Life Book of Nautical Terms, Villiers, London, 1978.

page56


somewhere they thought might be a possible landing place, they found when nearing, that there was a huge surf running making it impossible to land with a small boat. In the evening of this day the weather tumed very squally with much thunder, lightning and heavy rain.

Barrels were set on the deck in strategic sites, under the foot and near the tack of the fore, main and mizen courses, so that the rainwater mnning off the sails would mn into them. In this way the crew saved six barrels of water and although slightly salty to the taste would be perfectly adequate for the remaining stock.

Being wooden ships, constantly working in the seas, twisting and bending, the seams after a time tended to open, generally the deck seams. This let the water through into the 'tween decks and soaked the crews bedding and clothing. On the Saturday Captain Bartlett Coffin set himself to work caulking some seams around the stem post and stem timbers. Some of the watch on deck were given the job of rolling oakum. This was made from stranded old and wom out rope and all the fibres were remade into a long piece of line about half an inch in diameter. This was hammered into the seams with a caulking iron and mallet and then hot tar was poured into and over the seam to waterproof it.

All day as they made their way along the coast they saw the "smoakes from fyres upon the land." The lookout in the top espied dolphins under the bows and hailed the deck, as a result the crew gathered about the bows, irons at the ready. As soon as a dolphin came bounding through the bow wave at the forefoot bets were laid as to who would strike. A number of dolphins were ironed that aftemoon giving the men fresh steaks to grill on their spit.

As usual, that night, the ships lay to under short sail about 5 miles off shore, and at 4 am made sail. At 7 am the lookouts on both ships sighted a ship astem of them and heading in the same direction as they were. At 10 am the ASIA and ALLIANCE backed their sails and came to a drift to allow the stranger to come up with them.

At 1 pm the three ships lay near to each other under shortened and backed sails. Boats put off from the ASIA and ALLIANCE and the Captains Coffin rowed across to the stranger for a gam. Pinkham writes of the occasion, Sunday June 3, 1792.

"Our Captain went on board of the other ship to see if they could get information as to where they could get wood and water. He informed them of a verry good harbour where we might lay with safety and take in what wood and water we want of the Isle of Canton which lays close in with the SW part of Java. This was a French Ship, she belonged to Bordeaux and was from the Isle of France last, {Mauritius) and bound to Batavia after a cargo of sugar for the Isle of France. He told us he had been fourteen days from the Island of St. Pauls, which lays in Latitude 38° 00' South and Longitude 75° 00' East from London. At night we hove too and in the moming made sail but the Frenchman soon left sight of us, he sailed exceeding fast. We have light gales from the eastward but far from calm. We work the ship to the westward but verry slow. Our Captain mended our gudgeons and made a pair for our Consort. So ends."

During the aftemoon of the next day, Monday, a special happening took place on the ASIA. Young Uriah Bunker finally arose out of his cot and with the assistance of two seamen supporting him, made it out on to the deck, where he sat basking in the sun's rays.

It was on April 29th that the poor lad lost his hold and fell to the deck, cracking his skull. Seven weeks he lay in his cot, at times near death, but at all times being taken care of by his concemed shipmates, a lot of whom were actually related through marriage to him and his family at home in Nantucket.

page57


[From the Barney Genealogical Record, of the Nantucket Historical Association, web site, the young lads name is given as Ariel Bunker, son of Sylvanus Bunker. When he arrived home in Nantucket at the end of this voyage he married Mary Allen, of Nantucket and later on they had a daughter who was christened Matilda. He was a lucky young man to have survived such a fall.]

It was a long and slow voyage making their way westwards along the shore and every day the lookouts sighted whales, but always of the wrong type. The mate had ordered extra lookouts on the mastheads during the daylight hours, not just looking for whales, the ships were on an unknown shore where there could be rocks and reefs just under the surface waiting to trap the unwary. Porpoises were constantly playing about the ships and gambolling under the bows, providing sport for the seamen when they had little else to do. They also had fishing lines trailing astem and were catching bluefin tuna, mackerel, etc.

The navigators have discovered that there is a strong current setting from the west to the east along the shore which is countermanding the slight breezes from the east and the ships are now making less than a knot. After a shipboard meeting between the two Captains it was decided that as they had a new moon giving excellent light at night and there were no marked dangers where they were sailing, at four miles offshore, off the south coast of Java, they would carry on under full sail at night.

This was a brave move on their part, sailing under full sail at night along a roughly charted coast. On board the ASIA the supply of fodder for the livestock was becoming critical and as a result the pigs and sheep were being killed more frequently. The crew butchered a pig on this day and the Captain of the consort came across "to dine on rost hog."

Andrew Pinkhams remarks on Friday, June 8th, 1792 are :-

"First part, moderate gales from ESE to ENE, we steered to the westward along the south shore of Java. Saw a small whale jumping at daybreak but could not discover what sort. So ends with fine weather. In these three days past we have had little or no current against us. The land near the shore is upon extremes, some is high and some verry low so that the trees appear as though they stood in the water, but the inland back is middling high and we see smoakes every day along the shore, which is a plain demonstration that the inhabitants are clearing and cultivating the land. We generally have a light breeze off the shore in the morning for an hour or two which brings off a sweet perfume and then we have it more to the eastward for the remainder of the day."

On Sunday June 10, Captain Coffin inspected the remaining pigs on board the ASIA and found that they were wasting for want of feed. There was only a very small amount of com left in the barrel and as there was a strong possibility of obtaining further stock at their next anchorage he ordered three to be butchered, one for the officer's table and two to be divided up between the foremast hands. On the next day the ships stood in towards the land as it was determined that the longitude was that of the First Point of Java. During the latter part of the day, {the morning of Monday, June 11) di sail was sighted to leeward.

In the aftemoon the ship came up to them. She was described as a "Duch built ship and wearing Duch Culors, round at each end.'' Captain Elijah Coffin went on board her and spoke to the Dutch Captain, who was bound to Batavia. As the Dutchman was a faster sailer than the American ships, due to their fouled bottoms, she pulled ahead and led the ASIA and ALLIANCE into Princes Straits. Passing the fabled Java Head on the starboard hand the ships came to the First Point of Java, (on modem charts,. Tanjong Layar), and as they passed the point a bay opened up. In the centre of the bay lay an island approximately one mile in

page58


diameter. This island was the one recommended by the French Captain two weeks ago as they sailed along the south coast and known to him as Canton. However on the original charts of the period this island is called Mew or Cantae Island and today, Pu. Peucang.

["The first point of the Straits on the Java side, lies 3 leagues NNW from Java Head. Its extremity is remarkable by a rock with a tree upon it, which navigators call "the Friar" and whose name is given to the Point. The coast between this and Java Head forms a Bight, along which are several high rocks, resembling, at a distance, boats under sail. To the northward you descry the land of Princes Island, whose southeast coast forms the northside of a littie strait, called Princes Strait. The Dutch call it "the safe passage"

To anchor off Princes Island, you bring the High Hummock SWbyW and the northwest part of the Island NNW in 38 fathoms of water in sandy ground. To take on water the same hummock is brought NWbyN, then you will open a small sandy bay by a large old tree, near to which is a stream of fresh water, the higher up, the better it is."]^^

From the log of the ALLIANCE, we read;

AT THE TIME OF ENTERING THE STRAITS OF SLH JDAY AFTER WOOD Al H) WATER.

TuesdavJune 12th, 1792. "First part, moderate gales at ESE. We stood in to the NW to the Mouth of the Straits. The Duch ship fell in about 4 miles ahead of us. As he entered the Straits he took a light air from ahead and was obliged to let go his anchor, which proved favourable for us as the night coming on we used him as a guide. We never lost sight of him. At 8 pm we caught up with him and we spoke him, he was from the Cape of Good Hope and bound to Batavia. He told us his anchor lay in 30 fathoms. We run a little within him and the wind left us. We come too with the small bower anchor in 23 fathoms of water and lay until 8 am. Then we weighed and stood in between the Island of Canton and the NW part of Java and come too with the best bower to the NW which was offshore in 8 fathoms of water and moored with the small bower to the SE in 7 V2 fathoms of water. We sent a boat on shore to see if they could discover a convenient place for to fill fresh water. They found several riverlets. Wood we saw a great plenty of before we landed. Saw a ship the other side of the Island who wore Portuguese Culors. The natives come on board and brought vegetables, coconuts, and Dunghill Fowls in the greatest abundance. Our Captain bought 8 fowls for ONE DOLLAR and gave another DOLLAR for forty coconuts. So ends."

[Dunghill Fowls = domestic fowls of a common breed, supposed to have originated in or about the city of Bedford in England.]^^

On Wednesday June 13 Crosby wrote that the ship was moored fore and aft and that most of the hands were ashore and engaged in cutting wood. In the aftemoon one of the seamen slipped and his axe gashed his leg very badly, requiring medical attention from the two Captains. On the ALLIANCE Pinkhams daily entries are much more informative and the entry for the same day reads;

"First part, calm and exceeding hot. The boat went on shore after wood which they found verry handy to the waters edge. They brought off 5 boat loads in the course of the day. The

^^ The Oriental Navigator, by Laurie & Whittle, London, 1795.

^ Encyclopaedia Brittanica.

page59


wind is variable and so small and the water so smooth that we might ride by a single duckins ? We have some showers of rain and likewise lightening and thunder. The Natives are verry civil. We could discover no weapons or defence and they come alongside the ship in their canoos without the jealousy of our being Boss to them. They seem to be an inoffensive set of people as ever I saw and we could not discover them to take the least thing that could be mentioned out of the ship. They did not incline to trade for fish or any other provisions for they could fish themselves and they had Indian Corn in the bush and Punkins. The natives come across from Princes Island. They seem to have plenty of provisions but have few clothes. The most of them have no more than a small piece of cloth tied about their waist and another about their heads. They are a dark copper culor with black straight hair. Ships that are bound into the Straits they generally board, but outward bound ships they do not, for fear of being carried away. So ends."

In the back of the ALLIANCE'S log book, Andrew Pinkham drew a picture of a Native sailing craft from Princes Island, with undemeath a description of it and its sailing qualities, as follows :-

Insert picture here.

"The description of a Princes Island boat under sail. The boat is made of Spanish Cedar, in four or more pieces normally dug out and fastened together, being sharp at each end, verry wide at midships and flat bottomed withall so that she boar a verry large sail. From the mast to within about 2 or 3 feet of the stem of the large ones there is a howse composed of bamboas and leaves. In the middle is a ridge built with split bamboas and verry strong and thatched with leaves to keep out the wet. Under this curious wrought shed, [ whose eaves comes quite down to the gunwale of the boat ], the Natives sleep on mats. Abaft the howse is a platform where the steersman stands, who steers with a short wide bladed paddle. The sail is made of mats, curiously wrought and sewd together in an horizontal direction allmost when set. The upper yard is always of bamboas laced or stopt together with the strong bark of a tree. The stops are not to exceed 2 Yi inches distant from each other. When they take in their sail they rowl it up around the lower yard, then stop it and lower all down together and lay the sail and yard altogether in the crotches, one at the stem and the other by the mast. In like manner, when they make sail they hoist all up together and then unrowl it. They would nigh to go on the other tack, they roll up the sail quite aloft, then with a sudden jerk they jerk it over the mast head then trim the sail on the other tack or according as the wind is. They are continually cruising about in the Straits from Princes Island acrost to Java and wherever night overtakes them they down anchor, a strange sort of grappling made of heavy wood, and lay until daylight. I believe without ever keeping one awake to lookout which was a curious chance, which induces us to think they never desire any hostile means with strangers as they apprehend no danger themselves. Therefore we were easy and never guarded against them but let them come alongside when they pleased and tarry as long as they pleased either night or day. But when we were at the Isle of France people informed us that we ran a verry great risque for they had been known to cut off ships who had not been well armed and we had nothing to defend ourselves withall excepting our whalecraft, which are indifferent weapons to stand against musket balls. However with a Blessing of God we received no damage from them but considerable refreshments."

page60


[This description of the native sailing craft was written well after their visit to the Sunda Straits and the last paragraph or part of was written after the ship had departed from Port Louis in the Isle of France.]

On Friday June 15 the ships were still at anchor in the bay at the west end of Java, behind the Island of Cantae. Half hidden behind the island was another ship and in the afternoon a boat from this ship approached the ASIA and the officer requested permission to come on board. The ship was wearing the Portuguese colours and was on her way from Canton to Portugal. The officer asked if they could purchase some salt fish, as they had been "out" for some months and were mnning short of one of their staple foodstuffs. As it happened both the ASIA and ALLIANCE had plenty of salt fish on board. Not only did they bring some from Nantucket but at St Pauls Island and again at Sharks Bay the crew went fishing and the catch not eaten at the time was salted and dried.

The crews on both ships were employed in cutting and boating off wood to the ships and then stowing it in the holds and in between the wooding trips barrels were taken ashore and filled with fresh water to be stowed below.

In the aftemoon the Portuguese Officer retumed from his ship and his boat was loaded with ten chests of tea. This was their way of saying thank you for the salted fish. He also brought some "bononoes" {bananas) to be divided between the two ships. The Captains Coffin lowered one of the their boats and had a crew row them across to the Portuguese ship to have a gam. Having just come from Canton, he had the latest information on the eastem markets and he informed the Coffins that the skin market was glutted and the prices had fallen.

At this time American seamen and merchants were making huge profits in selling fur seal and sea otter skins to the Chinese at the Canton Markets, but apparently the market was inundated with skins and the price per skin had fallen.

The Portuguese ship sailed the next day south bound for the Indian Ocean and the Cape of Good Hope. The crews were still taking in wood and water and bartering with the natives for fmit and vegetables. Andrew Pinkham, when he first saw the watering point, devised a system for filling the barrels. The water ran from a small spring and when near the beach ran over the face of a rock in a small cataract. Andrew took a length of canvas hose ashore and secured it to the rock at the top of the waterfall, directing the water through the hose and straight into the barrels nestled in the boats. There was no rolling of barrels through the sand or towing rafts of them to and from the shore. When the barrels were full and bunged the crew rowed them back to the ship, where they were lifted back on board.

On Monday June 18, 1792; A Dutch Officer from the town of Bantam, at the north end of the Sunda Straits went on board the ALLIANCE and " desired to know who we were and where we went from and where bound to."

He informed the Captains that the wood and water were free to be taken, but that they should have reported themselves to the authorities on arrival in Dutch waters.

By the next aftemoon all the wooding and watering was completed and stowed away in the holds. Pinkham estimated that they had taken on board, "15 boat loads of wood, the whole of which we rate at 100 cords and 43 casks of water which we rate at 50 gallons each cask." To celebrate the finishing of the hard work of wooding and watering a hog was killed and roasted on each ship.

On Wednesday the weather was fine and clear, another beautifiil tropical day and the Captains gave all hands the day off.

page 61


"All hands had liberty from the Captain to go on shore and wash their cloths, which they did and had a fine day to dry them. 2 canoos come alongside and our Captain bought some green tortoises, {turtles) off the natives verry cheap. They are verry much like the Jews in regard to trading for they will ask at first doubles to what they will take, but show them the money and they will give us the privlige of stating a price to their goods, for they are loath to leave the money after they have seen it. We can buy ten Dunghill Fowls for one dollar or a Green Turtel that will weigh a hundredweight."

[The crew's day off to wash their clothes is known to all seamen as a "make and mend", however, it was commonly held on a Sunday and only essential ship's duties such as sail handling, pumping bilges, or streaming the log and etc, were performed.]

On Thursday moming some of the ASIA'S crew were on shore gathering one last boat load of wood and enjoying a ramble along the beach on the lookout for anything that may be useful. One of the hands was carrying a small axe or tomahawk when he tripped on a tree root and fell forward. In trying to save himself, he dropped the axe, which fell blade up. It then severely gashed his leg. His mates bound the wound as best they could and helped him back to the boat and brought him to the ship where the Captain used what medical skills he possessed to stitch the wound.

Friday dawned and the ships were still lying at anchor, becalmed under fine and clear weather. There was little work to be done on board to the rigging or sails and so the Captains, to keep the men occupied and happy, sent them in the boats to the shore to search for fmit, mainly coconuts, of which a number were collected.

These were a popular fruit with all seamen, no matter which nationality, as they kept longer than any other, they had a sweet tasting juice or milk and the flesh was also good to eat. Captain Elijah Coffin took the opportunity to take his gun ashore to see if he could shoot birds or game. After firing a number of times after elusive birds he brought down " a verry remarkable Bat." By Friday evening the storm clouds had gathered and during the first part of the night there was much thunder and lightning accompanied with hard squalls of rain, however, by early Saturday moming, June 23 the weather had settled with a good breeze from the north. Both Captains concluded that this was the day to go to sea.

Orders were given to hoist in the boats, set the fore and aft sails and get ready to sail from the anchorage. The men manned the capstan and tum by tum the cable was brought inboard and coiled down. At last the stream anchor was hoisted clear of the water and stopped off. The crew then began the job of getting the best bower in. Eventually both anchors were hanging off the bows and the ship was underway again with the breeze from aft.

On the forecastle the crew attached tackles to the anchor stocks and heaved them up and inboard where they were lashed down on their cradles. The hawsers were unshackled, the fore hatch opened, and the massive cables handed below to be coiled neatly in the 'tween decks.

It was the intention of the Captains to sail to the mouth of the Sunda Straits where it debouched into the Indian Ocean and cruise there for whales, as they thought there would be a good chance to get some as they run along the coast. Pinkham's remarks on the latter part of this day were;

"Before we sail far from Java we are in hopes to see whales close in with the mouth of the Straits. At 10 am we weighed our anchor and stood out of the Straits of Sunday, {Sunda). We soon found ourselves deceived in regard to the weather. It looked fine when we got underway but it did not continue long. Before we got fairly "out of the Straits we took a verry hard squall

page 62

77? voyage of the ASIA and ALLIANCE.

from the SE which caused us to take in the main top gallant sail and settle the top sail half mast. We have a verry bad sea bearing in and a strong current against us. So ends."

On Tuesday June 26, 1792, Crosby, on the ASIA, remarks.

"The first part of this 24 hours begins with fine still weather and calm. At 6 oclock, (pm) handed all sale, our consort close aboard but could not spake him. Middle part, still calm. Latter part, made sale but still squally. Our consort aslant. The wind at NbyE and our Cours SSE. At 11 am. Our Captain went on board our Consort to dine on Grean Tortoise. So ends this day and all well on board the Good Ship ASIA."

In Latt. 08° 22' South.

FROM THE STRAITS OF SUNDAY TOWARDS THE ISLE OF FRANCE OR MAURITIUS ON THE GOOD SHIP ALLIANCE, 1792.

Once again the ships are beset by bad weather with the wind in the wrong quarter for where they wanted to go. The intention was to cruise slowly along the southerly coast of Sumatra in search of whales, however with the winds constantly blowing from north of east the ships were effectively being pushed offshore. Pinkham remarks that, " we have whole sail out and can see no signs of whales, which we are all hands looking for with longing eyes."

For the next week the ships were beset by weather ranging from fair winds and fine weather to strong gales attended with hard squalls of rain and during this time saw one finback whale and many porpoise, of which they caught a number. The distances mn by the ships in this fluctuating weather range are given daily by Pinkham as follows :-

Friday = 36 m. Saturday == 28 m. Sunday = 136 m. Monday = 140 m. Tuesday = 95m. Wednesday == 43 m. Thursday = 39 m. Friday = 24 m.

On Thursday July 5, 1792 the ships are steering WSW with a fresh gale from the ESE. Having given up on trying to work the coast for whales the Captains have agreed to make for the Isle of France and see if they can discover from the merchants and other ship's Captains, whaling grounds where they might profit, the voyage so far being very unprofitable.

Captain Bartlett Coffin on the ALLIANCE has broken out the portable forge again and with a seaman pumping the bellows to keep the coals bright hot, was busily making, for the ASIA, a pair of cranes, the folding brackets on the side of the ships that supported the boats.

As darkness came the seamen went aloft and furled all the sails except the courses and lay to heading to the NEbyN until midnight, then they tacked the ship and stood to the southward to hold their course because they did not think it safe to just drift all night, not knowing how far they were from the Cocos Islands. Their fears were justified as the islands are so low that they can't be seen more than 4 leagues, {12 miles) in daytime. At daylight the crews made sail and set the course WSW, the wind was from the ESE with squall and rain.

On Friday the weather was calm, but there was a bad swell rolling in from the SE making it uncomfortable on board as the ships rolled on their courses. There was a constant creak and groan from the masts and rigging as they arced across from port to starboard putting strain on the shrouds and stays. On this evening the crew furled all sail except a double reefed main topsail and the mizzen staysail to lay by for the night. At 4 am the officer of the watch called all hands on deck and as the sky began to lighten set all sail and resumed their course to the WSW During the day the wind blew fresh from the SE with the weather and sea described as "rough."

page 63


Saturday. July 7. 17Q2 ALLIANCE. "First part, fresh gales at SSE and we stood away to the WSW At 3 pm we saw the land called COCO ISLANDS. We headed the ship off from the land and furled the fore and mizzen topsails and stood off to the ENE until 12 midnight then lay in until 4 am then lay off until daylight. Then we run under the lea of a small Island and went on shore with a boat to see what we could discover. These are Islands and are Uninhabited. We saw but few trees excepting Coconut Trees and they are verry low and fruitful. But we had no occasion to either climb the trees or cut them down to get Coconuts for the whole fase of the Earth was covered with them and in some plains they were three or four thickness one upon another. We filled the boat in about half an hour and come on board. We had so much current setting to leeward that the ships could not hold their ground. The wind was so fresh they could carry no more than double reeft topsails."

Sunday, July 8. 1792. "First part, fresh gales at SbyE and the ship steering WbyS under double reeft topsails. At 1 pm the Northem Coco Island boar SEbyE and 3 leagues distant from where I take my departure. It being in Latitude 12* 08' South and Longitude = 97° 30' East from London."

The Keeling, or Cocos Islands, are four small islands, surrounded by many small islets and breakers and extending above 16 leagues from North to South. They are very low and not to be seen above 5 leagues off in clear weather from a ship's deck, and covered all over in trees.^^ The actual position of the Islands is Latitude 12° 10' south and Longitude 96° 45' East however, on the charts these ships were using, their position is accurate enough.

After sailing away from the Cocos Islands the Captains had a meeting and concluded to run for the Isle of France, also known as Mauritius, at that time administered by the Government of France. The course set was WSW and during the next week the ships made excellent headway with the winds constantly blowing from the South Easterly direction, just abaft the port beam. This is reflected in the daily distance run as recorded in the log of the ALLIANCE.

165 m; 160 m; 166 m; 145 m; 71m and 156 miles. Remarks made in the logs are of interest, for example :- "The oldest man on board of

both ships has never experienced such fresh gales in the Trade Wind Area." And "The ocean looks verry barren as it has for this past 6 weeks, both before we went into the Straits and likewise since we come out. We can see no sort of fowl that are generally seen where whales are plenty. "

On Sunday, July 15; several finback whales were sighted playing about the vessel and were left to their own devices, breaching and blowing. In the early moming the cook killed one of the green turtles that they had purchased from the natives at Princes Island for the officer's midday dinner. Once butchered the meat from the fore and hind quarters was cut into thin steaks and fried, while the bones and guts were cleaned and boiled along with the belly shell for a delicious and nourishing soup.

Each day became much of a sameness as they made the same course with the wind in the same quarter. There was very little to do except keep the rigging in good order and to mend the sails as required. On the 18th of July, a Wednesday, a litfle excitement came to the crew of the ALLIANCE. They were lagging a few miles astern of the ASIA and off to leeward so that the ships lookouts could see more of the ocean. The weather was squally and the wind was mainly coming out of the EbyN, almost from dead astem. Suddenly, a squall of unusual

^ The Oriental Navigator, by Laurie & Whittle, London, 1795.

page 64


ferocity struck the ship. Pinkham wrote "a Tomader Strick the ship." The wind swung quickly from East to WSW and "the sea was in great confusion."

The starboard quarter boat, sitting on the cranes was hit by a rising sea and lightly damaged, so the crew lifted it inboard and laid it on the poop deck to be repaired..

Thursdav. July 19: 1792. ALLIANCE First part, the weather calm and a bad sea going. Middle and Latter parts, the wind squally and verry shifty. Had a plenty of rain. At 6 pm clewed down the topsails. At 8 am set them again, the weather verry shifty and the wind dont seem to be settled or fixed at any particular point, but blows at all points. We have damaged our old sails this last 24 hours more than a months ware, {wear) in a dry weather. So ends. Our Captain employed in making a jig called by a Frenchman, a Fiddle, to keep the dishes on the table in rough weather.

[Fiddles are raised strips of timber around the edge of the table to prevent the dishes from sliding off as the ship rolled and pitched and still known on ships today as fiddles. Can be raised or lowered as required.]

On Sunday the 22nd both ships crews were fully employed repairing sails, on the ASIA it was the mizzen topsail, the jib and the topmast staysail that had suffered damage, mostly seams splitting. They were unbent, lowered to the deck and the seamen, seated on stools, leather palms on to protect their hands, had their needles flying and depending on the weight of canvas, so many stitches per inch. On board the ALLIANCE the hands were busy repairing the old foresail and a fore topsail.

Sail making and sail repairing was generally regarded as a pleasurable job on board as it was such a repetitive occupation that the mind didn't have to concentrate too hard, consequently the hands chatted about this and that and in very fine weather took their time and made it last.

At dawn on the 23rd the lookouts on the ASIA saw blows off to leeward about 3 miles from the ship. After informing the Officer of the watch on the poop and being asked "what type", the lookouts stated firmly that what they were seeing were the blows of "Spermacetties." Simeon Starbuck, 1st Officer, set the waifs, {flags) for whales, to inform the ALLIANCE of the sighting. Immediately both ships crews swung into action and all four boats were lowered in chase. Now it was a race, with the two boats from each ship determined to get to the whales before the other and gaining bragging rights the next time they all had a make and mend.

As they approached the position where the whales were last sighted the eyes of the mates and masters stared ahead. With a suddenness that startled them the whales rose from the depths and "blew." A feathery, bushy, plume rose from the single blowhole, quite distinct from the blow of the sperm whale. Seeing this the mates called off the chase and tumed the boats back for the ships. The lookouts had been mistaken, the whales were humpbacks, also known to the American whalemen as "sinkers." All hands were dejected as they rowed back and once the boats were hoisted and on the cranes the lookouts came in for a deal of ribbing.

Once back on board and the boats housed on the cranes, the hands on the ALLIANCE resumed their normal duties, those off watch went to the fo'c'sle to nap, play cards, or pursue any of their hobbies, knotting or scrimshaw. The watchkeepers went to the waist where they resumed repairing the mizzen topsail, while the Captain and a couple of helpers made a new "waist ladder." This was similar to a pilot ladder, roped sides with wooden rungs and was hung over the side at the tumblehome to facilitate getting into or out of the boats. On board

page 65


the ASIA the hands were engaged in "scowring out the cabbin.", washing and scrubbing all the accommodation and common rooms aft.

During the next 24 hours the weather remained fine although occasional squalls of rain passed through. The lookouts reported regularly that they were seeing "blows" but in each case the whales tumed out to be humpbacks or finbacks, distinguished by their tall single blast of vapour as they came up from the depths.

SI

On Tuesday July 24 both log keepers report that a number of finback whales were in ght, but of more importance was the appearance of land birds. As Pinkham records,

"Saw some Land Fowl and Sea Fowl that generally go on shore at night. Such as Boobies and Cat Birds. As our Longitude is nigh used up and we thought we were nigh the land we concluded to heave too, which we did at night under a reeft main topsail."

The ships were on the right latitude and now just had to steer west to reach the island, however, as before noted longitude was difficult to accurately determine without a really good chronometer. They knew they were in the area but just how far off the island they were was an unknown, hence the cautious approach.

During the moming of Saturday, July 28 the ships were steering west in fine and clear weather. They had a light breeze blowing in from EbyS and being on the port quarter, their favourable sailing quarter, they bowled along heeling slightly as the wind filled the sails.

At 10 am the lookout on the ASIA spied a sail far out over the starboard bow and on a similar course to their own. Shortly after the lookout on the ALLIANCE hailed the deck and reported the same vessel. As the courses converged the mystery vessel was observed to be a schooner and through the spyglass was seen to be wearing French colours. The Frenchman passed the two ships out of hailing distance, but, by observing his course assumed the island was close by.

At 3 pm the lookouts reported "land ahead." It was the Isle of France and at this time was still 10 leagues, {30 miles) distant. As they were unacquainted with the land and anything that may be lying offshore the Captains decided to heave to for the night. They hove to under a reeft main topsail and mizzen staysail. At I am the crew set double reeft topsails and stood in for the land. By noon they were abreast of several small islands and they passed between the islands and the mainland sailing slowly along the northem coast. And then the wind became fluky and went from all points of the compass to a dead calm. On the Captains orders all four boats were lowered, and taking up station ahead with tow lines to the ships bows began rowing and towing the ships off shore. At 2 am it was considered too risky to continue and both ships anchored with their light kedge anchors in 10 fathoms of water. The sails were furled as the wind was "exceeding light and off the land."

Remarks on board the ASIA. Sundav July 29: 1792. Latter part, fine weather. Hove ahead and gut under way. At 10 am saw a humback. Put off after her and struck her. Our Consort gut his boat Stove by Her, then WE went on upon Her and Killed Her and towed Her Along Side of our Ship which had gut to an Anker close in with the Harbour of the Island of France. So ends.

Remarks on board Xht ALLIANCE. Sunday July 29: 1792. We lay until 8 am then weighed and stood in towards the harbour. The humpbacks which we saw here aplenty come so nigh the ship that it was too great a temptation to withstand. Long enough to bring the ships too until moming. Therefore our Captains put off with a boats crew and left the others to take care of the ships.

page 66


They struck a humpback and our Captain got stove directly. While he was taking up his stoven boat our Consort took care of the whale. At 11 am we come too with the small bower anchor in 13 fathoms of water without the buoys that mark out the channel that leads into the harbour. Here we divided the whale to each ship and cut her in. We had a number of gentlemen on shore to see the curiosity, which was no doubt somewhat strange to them. So ends. Monday, July 30: 1792. Moderate weather, inclinable to a calm all these 24 hours. After we have taken the blubber off our whale, the carcis sank, {carcass). At 1 pm we moored with the kedge anchor to keep her from fouling the small bower which we ride by with the wind. All this day we tryed out our whale which made 36 barrels of oil. A number of gentiemen come on board from the Port who had the curiosity to see how we tryed out the blubber. So ends.

[This is possibly the first occasion where a whaler had taken a whale right at the harbours mouth, cut her in and tryed her out in full view of the local populace. The merchants, no doubt, would be most interested in seeing for themselves the art of whaling and trying out. I mentioned before that the whalers generally don't take humpback whales because they sink when killed. This is tme when they are chasing in deep water, but in the shallow bay, if the whale sinks the crew tie a waif pole or buoy to the whaleline and leave her until the stomach gases cause the carcass to float again. That is if the sharks haven't cleaned the bones first. J

From the locals the Captains and Mates leamed that during the day the winds were light onshore but at night the winds were stronger and offshore, which caused them to order a watch be kept on the anchor cables at night.

On board the ASIA during the trying out process one of the crew slipped and badly injured himself, as Crosby writes, "one of our people cut his fingers half off." Simeon Starbuck, the mate, sent the boat ashore to collect the two Captains from the Port Office to retum to the ship and sew up the man's hand, " to stop the man's blood that cut himself. They come off and stopt it." Obviously the medicine chest on board these ships was kept locked and the key kept in the possession of the Captain !!

On Tuesday the ships were still lying at anchor without the harbour and the flensed carcass, which had drifted away and sunk after the blubber had been stripped rose to the surface and drifted slowly between the ship and shore. As it was already beginning to foul the air and water, the Captains decided the best thing to do would be to tow the stinking carcass as far out to sea as they could before abandoning it.

Consequently two boats crews were mustered and the boats lowered, each boat was fitted with a towing bridle and one had a fluke chain. As they rowed on to the carcass the fluke chain was passed around the small of the tail, the towing pennant was shackled on and the boats were secured stem to bow and stem to whale. With two mates on the steering oars the ten rowers bent their backs to the oars and slowly the massive body began to move through the water. When about five miles offshore and far enough that the wind and current would carry the carcass away from the island, the fluke chain was slipped and the lines retrieved. Both boats crews challenged each other to be the first back to their respective ships and the race was on.

[The Island of France is know as Mauritius. It can easily be seen 15 or 16 leagues off in clear weather. The appearance of the land, on which several mountains of different shapes and magnitudes, rear their heads is very irregular. When you make the latitude of 20 degrees,

page 67


there appears to the southwards a group of mountains, called the Mountains of Bamboes, which lie above the South Eastem Port. On the North side you will see four small islands which lie to the north east of the northernmost point of the mainland. It is in between these four islets that ships generally pass in sailing to the North West Port, which is the chief place in this island.

The four islets are called Round, Flat, Long and Gunner's Quoin. After passing the islands keep close to the land until you come to Coopers Island, which marks the entrance to the harbour. Across from the Island is the other arm of the Entrance and this is called Cannoniers Point. Today the Harbour is known as Port Louis.^^ ]

On Wednesday August 1, the ships were firmly moored fore and aft just outside the harbour entrance. Both Captains were ashore in discussion with the local merchants in regards to selling, or bartering, the oil they had in their holds. To prove the value of the oil they took samples for the merchants inspection. The ASIA sent a boat load of oil ashore, while the ALLIANCE sent off 29 barrels, 12 barrels of which were sperm whale oil, however the type of oil made no difference as the quantity all sold for the same price.

Smallpox was prevalent on the Isle of France at this period, and the orders were given by the Captains that no man was to go ashore unless he had already had the disease, as it was recognised that once infected one could never be infected again.

During the aftemoon a sail was sighted making for the harbour and as she passed the anchored vessels she was recognised as the ROBERT MORRISON from Boston, bound for Canton and five months out from home. That night the wind blew a fresh gale and the mates ordered more cable paid out on the bower anchor to prevent the ships from snatching at the anchors. At dawn with the wind still fresh and blowing from East, the lookouts went aloft to their positions on the mast heads and almost as soon as they settled they espied a large school of humpback whales a mile off, tail and fluke slapping, with the occasional breach of a more playful youngster.

Hailing the deck with the information, one lookout remained in the tops while the other hurried down the ratlines to join his fellows at the boats. Putting off the two boats from the ALLIANCE rowed silently on to the whales. At the given time the mate at the steering oar gave the nod and the boatsteerer rose from his thwart and tumed facing forward. Jamming his thigh in the clumsy cleat he balanced himself with the iron held aloft in his right hand. On went the boat until it was almost "wood to blackskin." With all his force he threw the iron and its trailing line at the point on the whale just abaft the left flipper and known as the sweet spot. The whale, on feeling the iron penetrate, began to "flurry." The mate had mn forward and taken up his lance and once more the boat went on and once more the whale felt the prick of steel entering its body. This time though the wound was fatal and blood was spouting from the blow hole. Soon it went into its death flurry, died, and "tumed up" A fluke chain was quickly passed around the small of the tail and the warp line shackled on. As soon as this was done the men took their oars and began to tow the leviathan back to the ship.

While they were towing their other boat under the command of the 2nd mate was killing another whale, this time a large cow. With both whales alongside the ship the boats went off again after more and this time killed another two, both calves.

Unfortunately, this time just after the whales had been killed, a hard gale blew in and it became impossible to row the boats and tow the whales at the same time. The whales were cut adrift and sank and the boats, by now far from the ships with darkness coming on found

^ The Oriental Navigator, by Laurie & Whittle, London; 1795.

page 68


the going extremely difficult, rowing against the wind and the currents. The exhausted men finally arrived back at the ship at 9 pm and after a cold dinner, turned in.

During the next couple of days the ASIAs Captain sold three more boatloads of oil to the local merchants and enquired about purchasing quantities of salt. On August 5 the Captain came on board and ordered the ship be made ready for sea. While ashore the Captains had been quietly making enquiries of the local merchants, ships captains, mates and etc where they could find good whaling grounds. They received a report that there was a large Bay on the Northeast Coast of Madagascar where the whales congregated about this time of the year.

Some miles south of this Bay lay a large island named St. Marys Island. Between the island and the mainland of Madagascar was a wide and shallow strait and in these warm waters the humpbacks came to give birth. They received sailing directions and rough drawings of the entrance to the Strait and the island and Bay to the north. Captain Elijah Coffin and the ASIA being ready for sea, set sail during the aftemoon.

[On a Portuguese chart drawn in 1725 showing the East Coast of the Island of Madagascar, the cartographer has drawn the bay and named it Bale De Manshobei Ou De Antongil. Some miles to the South he has drawn a large island and named it Isle D'Abraham. About two thirds of the way down the island he has drawn a strait dividing it. To the south of the strait he has named the other part. Islet De St. Marie. This chart is in the museum at Port Louis, Mauritius. I cannot find any other chart or map showing the island divided and the modem maps show the island as St. Marys."* ]

The ALLIANCE, having unfinished business in Port Louis was to follow as soon as she could get away. As the ASIA sailed off to the west another sail appeared heading into the harbour. This was the British Trading Ship CLIFTERONS and bound for Batavia. She had left London 15 weeks earlier, a slow voyage. During the next day, Monday August 6, another two ships arrived in the harbour, one American and one Frenchman.

The crew on the ALLIANCE were carrying out normal shipboard duties, stowing oil and clearing decks when a hail from the masthead alerted the deck that there was a small boat in trouble. A small local fishing craft with a Frenchman and two Negroes on board was being blown out to sea in a hard gale. They had been fishing on the reefs off the harbour entrance when the breezes grew stronger and grew into hard squalls. Their anchor rope, old and well wom parted and when they tried to hoist the old and patched sail, seams began to tear and blow to pieces.

It was almost a miracle that they were seen at all because when the gale blew in and it became impossible to detect the blows of whales the lookout was no longer needed on the mastheads and was told to come down and help on deck. As he tumed to begin the climb down he took one last look around and one last glance at the fisherman. He had seen him all aftemoon on the reefs, but now it was different and something was amiss, the angle of the boat and the tearing sails, gave him alarm and he hailed the deck.

A boat was lowered and its crew bent to the oars, and sent it racing over the white capped waves after the fast drifting fishing boat. When they finally reached the fishermen the three were almost ready to give up as they were drifting towards the west and there was nothing there except Madagascar, hundreds of miles away. The whale boat took the fishermen in tow and hauled them back to the ALLIANCE, where they were brought on board and given

^^ The map referred to is in the Waterfront Museum at Port Louis, Mauritius in a glass case, where I photographed it on March 22, 2007.

page 69


supper, "for which they were verry thankful, for they said they had ate no vittles since the day before and now it was near sunset."

Tuesday, August 7; the three fishermen and their boat were towed back into the harbour, another boat load of oil was delivered to the merchants and four French Ships and a Brig arrived in Port Louis. The wind was still blowing in hard gales and the boats chased humpbacks but were unable to strike.

Wednesday, August 8; One French Ship arrived and another left the port, the days weather was reported as hard gales and squally weather. During the latter part of the day the ship was buffeted by hard gales, attended with squalls of heavy rain. The crew finished landing all the oil that was sold.

The ALLIANCE was getting ready to sail and join her consort at Madagascar, however, as Captain Bartlett Coffin's business wasn't quite finished ashore the ship remained at anchor. On Thursday afternoon a number of boats from the other American ships that were moored in the harbour rowed across to the ALLIANCE to obtain small amounts of sperm whale oil for their cabin and navigation lamps and then on Saturday August 11, 1792 all was ready and Captain Bartlett Coffin's business was concluded ashore.

At 4 am all hands were called on deck and as soon as they had numbered off to port and starboard, according to their watches, some went to the shrouds and began climbing the ratlines to loosen sails, while others went forward to the capstan, fitted the bars and began hauling in the heavy wet anchor cable. Soon the anchor was "up and down" and then "aweigh" and the ship was free of the land again and in her element.

FROM THE ISLE OF FRANCE TO THE ISLAND OF ST. MARYS, 1792.

While the ALLIANCE remained at anchor in Port Louis the ASIA was making her way west towards the Island of Madagascar. Her intended anchorage and rendezvous lay at the entrance to the Straits at the south side of St. Marys Island. ( Today part of the Masoala National Park). On Monday August 6 the ASIA was steering NWbyW with the wind coming from almost directly astem at SEbyE. She was making a good speed with all sail set to the best advantage. They passed another ship, inbound to Port Louis, but were not able to speak her and she remained unidentified. The crew spent the day restowing the water barrels in the fore hold, securing them against movement and stowing the anchors on the forecastle. Once stowed in their position, port and starboard they were securely lashed down. The cables were then unshackled and coiled below in the 'tween decks.

During Tuesday afternoon the hands went about the rigging and tightened up the backstays and shrouds, fore and aft, as they had slackened off with the time lying quietly at anchor. All hands tailed off onto the shroud tackle and heaved away until the tension was taken up, then the bosun tied off and turned up the line on the pin rail and on to the next until all were tensioned. At dusk the sails were shortened up to night sailing rig, normally fore and main topsails and mizzen staysail.

Once all was secure the watch on deck could relax. At night, in very fine weather with little sail handling in the offing, the hands could lay about in the waist, dozing off or maybe smoking their pipes and gamming. But there was always at least one man on the wheel, and nearby on the poop, a runner, ready to run errands or messages for the Officer of the Watch and also ready to take the lee side of the wheel if the weather blew up. Another of the watch was on the forecastle on lookout. The runner, also kept the hour glass and tumed it every hour and as he did so he called the watch to change about. One of the layabouts in the waist went to the wheel, the steersman became the runner, the runner went forward and became the

page 70


lookout and the lookout became a layabout. At the change of each hour all changed again, so that all hands had equal times in the various positions.

During Tuesday night the weather was fine but at 2 am, the layabouts relaxing on the main hatch heard noises from above. Staring up through the tracery of rigging they could see that the fore and main yards were hanging precariously. Both the tyes had parted. Reporting the problem to the Officer of the Watch, all hands were called on deck. Apart from the duty men there were now ten men available to carry out the repairs. Quickly cutting lengths of heavy cable laid rope, the pieces were carried aloft and spliced to the yards. It took until 4 am but then the yards were hoisted, sail was set and the watches changed.

On Wednesday, August 8, the ASIA was almost sailing herself, all sail was set, the wind was astern and the helmsman had to hardly move the wheel. The crew busied themselves at various shipboard maintenance duties and the Captain had the Starboard boat brought inboard so that he could repair her. The boat having sustained some damage during the towing of whales and also in landing the oil at Port Louis. Captain Elijah Coffin and his mate Simeon Starbuck replaced three short planks in the starboard side and the second thwart with new timber and then the boat was rehung from the davits and bottomed on the cranes.

Just after getting the boat out on the cranes again the mizzen topsail sheet parted through age and wear. Two of the hands quickly respliced it and reset the sail. The lookouts on the mastheads were seeing plenty of porpoises and the off watch men gathered at the bows with irons and sharpened boat hooks in hopes of hooking one of them for sport and for dinner, however on this day they were disappointed and the porpoises all lived to dive through the waves another day.

The navigator on the ASIA, Simeon Starbuck, knew the ship was nearing land as the distance run since leaving Port Louis, would have them close to their intended longitude. As night fell on Thursday August 9, he ordered the ship hove too under fore and main topsail and mizzen staysail, with the fore topsail brought to the mast, {backed). At 3 am the mate called all hands and made sail still steering WNW At 8 am all reefs were taken out of the sails and the main topgallant sail was set. The ship was making all of 5 knots, even with a foul bottom.

Sylvanus Crosby in the ASIA'S log wrote :-

"At 6 past am saw the LAND baring NW, our cours NWbyN. Saw a plenty of humbacks. At 8 am cut of our cable which was chaft verry bad at Maurities. We cut 15 fathoms then we onbent the pease and bent him a gain. Saw a great plenty of humbacks, they are verry tame. At 12 oclock close in with Saint Maryes. So ends this 24 hours with all well on board the good ship 5'Z4." In Lat. = 17 degrees 07 minutes South. Long. == 50 degrees 00 minutes East.

The crew cut the anchor cable at the place where it was badly chafed, through mbbing in the hawse pipe, 15 fathoms or 90 feet from the end, tumed it and spliced it back together again. The humpback whales in this bay are naturally very tame. They hadn't been chased or gallied by man !!

Remarks on Saturday August the 11 dav. 1792. "The first part of this 24 hours begins with fine weather, the wind at EbyS V2 S. At 4 pm gut safe in at an Anker in 8 fathoms of water. Mored our ship then put off after humbacks but could not strike any. At 6 pm came on board and hoisted up our boats then git supper. Middle part, fine weather and a smal breas. Latter part, the same. At 6 am put off after humbacks and gut one alongside then gut Breakfasts then put off after another and Struck Her. So ends this 24 hours and all hands out after wales."

page 71


On this same day the ALLIANCE was sailing from Port Louis, heading west to join her consort. "At meridian the Isle of France boar SE at 10 leagues distance from which I take my departure, it being in Lat = 20° 09' South. Long. = 57° 02' East."

For the first three days after departing the ship sailed along with fresh gales blowing in from a Southeasterly direction accompanied with many rain squalls with the ship steering a course of NWbyN. For a ship with a foul bottom she was making a very good speed and Andrew Pinkham on the 15th of August, after taking his sights, positioned the ship on the chart close to their destination. Saint Marys Island. The first part of this day began with fresh gales blowing them to the westward and at 6 pm he ordered the ship hove too. The crew swarmed aloft and furled all the sails except the main topsail and the mizzen staysail. She lay almost becalmed with the main topsail aback and all throughout the night extra lookouts were posted on the bows and a man at the fore top to keep an eye out for reefs or anything else.

She lay until 5 am, just as the sky was beginning to lighten in the east, then all hands were called and once again they raced aloft and set all sail to advantage, bearing away to the WNW In his log book on the ALLIANCE, Andrew Pinkham wrote :-

Thursday. August 16th. 1792. "The first part of this day, fresh gales at SE, we steering WbyN. At 6 pm hove too headed to the SSW, the land in sight which is a plain reminder that we have had a current setting to the eastward for we are up with the land by our reckoning. At daylight we made sail and run WNW and saw the Island of Saint Marys, the middle, {of the island), bearing WbyN. We hauld up SW to go round the South End. Saw a ship standing on the starboard tack. Saw a great number of humpbacks. We have the wind unsteady and some rain. At 4 pm we come to with the small bower anchor in 10 fathoms of water under the lea of the south part of Saint Marys, where we found our Consort, the ASIA and she was engaged with humpbacks. He told us "he had kiled five Cows and their Calfs and he only saved Three Cows and the sharks eat up all the rest. So ends."

[Saint Marys Island lies in 17 degrees, 5 minutes South. The island, which the Natives call Abrahams Island, extends to NEbyN as far as 16 degrees 33 minutes at its North Point. There is a fine channel between the Island and the mainland of Madagascar, through which ships of all sizes may pass. The narrowest part, which is towards the middle of the island is 5 miles broad. To the north of the Island is Atongil Bay, 14 leagues long from North to South and 8 leagues broad, (42 x 24 miles) and entered between Cape Bellone and Point Baldrish.

The common anchorage is to the northward of Isle Marotte, at the bottom of the bay, at a musquet shot from the small sandy coves in 12 fathoms of water. Wood and water are got here with great convenience, and you are safer in your tents on the island than on the mainland, where you must trade for provisions. The river lies tme NNW from Marotte Island, boats may enter it and the water rises 3 feet in the new and fiill moon." ]

Friday. August 17th. 1792. ALLIANCE. First part, fine weather. We still at anchor. At daylight we saw whales and put off and struck and killed a cow and calf and took them alongside our ship and cut in the cow but the calf we took no more than some flukes and lips for his blubber had no oil in it. We went to trying. So ends. Saturday. August 18th. 1792. ALLIANCE.

^^ The Oriental Navigator, by Laurie & Whittle, London, 1795. Also see note on Page 63.

page 72


First part, light gales at East. We put off and killed a cow and calf and towed the cow to our ship and put off again and killed another cow and towed her to the ASIA. We put out our fire. Then hooked to the whale at 1 oclock, but having but one boats crew on board we did not get her cut in till near sunset. We concluded not to try tonight as we were all verry weary. So ends. Some of the Natives come on board who were a most indolent looking people who wore little or no cloths. Sunday. August 19th: 1792. ALLIANCE. First part, moderate gales from the SE. Called all hands at half past 5 am in the moming and went to trying our whales. One and half of the other. It is in the evening before we finished trying the whales. In that time we tryed 55 barrels. The two whales made nigh on 90 barrels of oil. {2835 gallons).

During the next week the boats are putting off every day in chase of whales. Some days they met with success and on others they were frustrated, such as happened on Tuesday the 21st. At 1 pm Captain Elijah Coffin of the ASIA, in command of one boat and his Mate, Simeon Starbuck in command of the other put off from the ship in consort with Captain Bartlett Coffin and his boats crew from the ALLIANCE The three boats, the men straining at the oars rowed northward along the westem shore of St. Marys Island until they finally disappeared from view of the lookout at the masthead.

Andrew Pinkham, his boats crew and the idlers on board stayed behind to stow the oil below into the barrels in the lower hold. Once all the oil was securely stowed and the barrels lashed Pinkham had his men scrub the decks down as the weather was looking squally and rain was imminent. The rain on the oil soaked decks made working decidedly difficult and the men, mainly in their bare feet, slipped often. [In later years in the whaling industry the crews wore wooden soled cleated boots while working on deck.]

Almost every day the boats crews struck whales, but more often than not the iron drew and the whale went off "spouting blood." Most of these whales were cows with new bom calves and the men had no qualms in sparing the calves as they killed them as well, even though they found that the young ones had little or no blubber. The probability of them dying after the death of their mothers was extremely high and the men worked on the principle that a little was better than nothing at all.

Another of their problems in this bay was the prevalence of sharks. It appears that almost every whale killed and taken alongside was severely bitten by sharks. Sylvanus Crosby on the ASIA records an incident of this nature.

"First part of this 24 hours begins with fine weather. At 4 pm gut the said Wale a long side, then went to cuting. Middle part, at 4 past am Said Wale parted the Hawser and Sunk. The Sharks had Eat Her verry Bad."

The ships were still lying at anchor off the coast of St Marys Island and every day is a whaling day, notwithstanding the weather conditions, which ranged from fine to fair to light gales to hard gales with squalls. Virtually every whale reported in the log books to have been ironed during the time in this bay was a cow with a new bom calf Some they got back to the ships but others sank and were lost to the sharks.

The following entries were written by Andrew Pinkham on the ALLIANCE, and two entries by Sylvanus Crosby on the ASIA and as they are of importance to the story of these intrepid adventurers, the entries are copied in full and are spelt as written.

Tuesday. August 28th. 1792. ALLIANCE.

page 73


"This morning, squally with showers. We hooked to our whale. Our Captain and Consort put off and struck a humpback and she gave our Consort a proper bushing and saw him almost at Madagascar when he cut from her." {the whale ran, towing the boat and crew and they were unable to get up to the whale to allow the Captain to lance it. As it was coming on to sunset and miles from the ships they had no option but to cut the line and let her go.) "The Natives come on board and brought a Black Man who spoke good English and who brought a letter to our Captain to acquaint him that their was a Frenchman in distress, who had run his vessel on shore on the Weather Side of St. Marys and he being out of provisions and his Brig leaked verry bad, haveing 70 mules and 2 camels on board. He was now at the town of St. Marys and something unwell and wanted some small stores for there was nothing to be procured amongst these miserable objects that we would wish upon infirm persons. The letter that the Negro brought was wrote in French so we could gain no information from that, but the Negro haveing the English Tongue answered the same purpose. Our Captain went immediately to see the Captain or Frenchman in distress, taking with them of every sort of provisions we had on board that they thought would be of service to him. When they arrived at the town where they found the Frenchman sick, he informed them there was no more than six in all belonging to the Brig, 3 whites and 3 blacks and likewise told them they had been a long time from the Isle of France and had come from the Malabar Coast last and had been becalmed so long at sea that they had expended all their ships stores of provisions and had lived on no other food than excepting Jackass Meat which was coarse diet for men who were obliged to pump all their time to keep the Brig from sinking, which was the case with them for some time before they made the land which they run on shore upon to save their lives which secured them from the uncertainty of the waves. But they found a poor subsistance among these miserable objects who plundered them as soon as they landed. He told our Captain that he should be glad to take passage with us to the Isle of France if his boatswain comes from Foul Point in time enough. He had been gone some time to get some refreshments where the French have a Factory. At night our Captain retumed to the ship. So ends."

Factory = local trading post. An outpost or fort on neutral ground where the whites traded with the naives for ivory, skins, gold and gems, etc.

Remarks on Wednesday August the 29 day 1792. ASIA. "The first part of this 24 hours begins with fine weather, the wind at SWbyS. Still at anker in the Said Bay. Middle part the same. Latter part, fine weather. The Guvnor Came off on board our Consort and on board of us which was intending for a Spye. All hands employed about stowing our hold. So ends."

Wednesday. August 29th 1792. ALLIANCE. "First part, moderate winds and fine weather with some showers of rain. At 4 am in the moming we finished trying. Then healed the ship and scraped her bottom. A cannoe with 15 of the Natives come on board, one of which was the Kings Mate that is somewhat in command. He was an exceeding old Gentleman with a long beard, resembling that of a Goat, and no other cloths excepting a strip of cloth that is past round their waste 2 or 3 times and then crossed under their crotch verry tite, then they have a piece of cloth about 2 yards long and one side of which they rap round them when they set down. All the distinction there was between the Great Man and the others that paddled the cannoe was his head what was shaved of all excepting a small lock which was remaining behind his left ear which was platted and to which hung 4 small things the bigness of a pigtail and not as long.

page 74


The cannoes Captain and his crew had all hair which was platted, having as many platts in their hair as they can, parting it in the middle of the head from the fore part to the hind. Their hair is dark like the Guinea Negroes. If any were to see them paddling towards them who was unaquainted with such a set of people would think they come from a Dark Place for they appear like a ship in mourning. The latter part of this day we were employed in refitting some of our rigging."

The local chieftain came on board of the ASIA and the ALLIANCE for a supposed visit but was, in reality, a visit to spy out the state of the ships, the crews and the weaponry on board with a view to seizing the ships.

Remarks on Thursday August the 30 Day 1792. ASIA. "The first part of this 24 hours Begins with fine weather, the wind at ESE. Saw 5 Boats Coming of on Board of us. Just before they gut up with us they went on Shore and went into the Woods and Blowed of there Guns of and Blowed there Horns. As Quick as Our Captains saw that, it was git under Way as fast as Posable. Our Captain on board our Consort as they put of from the Shore thinking to have us. The ALLIANCE but one Anker down she slipt her Cable. The ASIA, being mored she Run a verry Great Resk of Being Taking. But she slipt her Best Bower and Wayed her Smal Anker. Now by this A Time the Boats Not far off our Captain hal'd Mr. Starbuck not to be Sacrefised by them. But to come with the Boats. But the ASIA made Sale as Fast as Posable. Then they hove up there Chase. They were not more then a Muskett Shot of At 11 am our Captain Come on Board and told us the Chance that we run of our Lives, for they were looking at them with Spye Glases. So ends this 24 hours and all well on board of the ship. By the kind Hand of Proverdance."

Thursday. August 30th. 1792. ALLIANCE. "This morning we had moderate gales from the SE. We put off after a cow and calf but could not strick so come on board and went to work to stowing down our oil, but were soon surprised by 5 connoes rowing towards the ships and blowing their shells and we had often heard and read that the Blowing of the Shell never was known to denote peace among any Natives, which Captain Cook mentioned in his Joumal in the time of his being among them. We were at a bind as to what to do but we sheated home our topsails fore and aft. When the connoes got right to windward of the ships they landed upon the beach which was about half a mile from where we lay. They all got out of their connoes and run up and seemed to huddle together and those who was looking at them with the Prospective Glass, {telescope), saw them all charging their muskets and one he saw blew off a musket. They were not on shore to exceed 10 minutes before they put off and made towards the ships seemingly with great fury, sailing and rowing and blowing their shells continually and we having nothing on board to defend ourselves against fire arms excepting one squirrel and one old gun and not a shell to put in either, so thought that as there was a breeze of wind we should endeavour to get off with the ships. We cut the cable and made sail, the connoes being within musket shot of us. But the ships soon recovered headway and the Natives seeing us going away from them lay upon their oars. We were in great concern for the ASIA as he had both anchors down and by endeavouring to heave up one the Natives got so near them that we thought they would be obliged to take to their boats and leave the ship. But the wind breezed up quick so that we both come off with no other damage or loss than a cable and anchor from each ship. We left our small bower anchor which weighed 9 cwt 2 quarters and 70 fathoms of a 12 square cable. ( the cable is made up of 4 ropes of 3 strands twisted up.) The ASIA left her Best Bower and 75 fathoms of her best cable. Not withstanding it had been light winds and calms for several days, yet we were wonderfully favoured with a brisk gale and delivered from the Land of a Savage Merciless

page 75


Set of Niggers. If we had not been blessed with a breeze of wind we should have been obliged to have left the ships with our boats and if they had not blowed the conch shells we should have let them come alongside without the least thought of danger as they had often been on board before and had not showed the least marks of hostility or even had any weapons in their boats except sharpened poles which they strick small fish with. Whenever they had come on board we had always treated them with the greatest civility in like and always gave them something to eat. We know not what to assign this behavior of the Natives to unless one of their men was derided the day before as is mentioned in the 29th days remarks, who come on board to outfit the Captain and before they could persuede them to go on shore they got so intoxicated with rum and wine and which they would not leave until they had drunk it all, which was in their sights and that they could not stand. And I dont think they were able to sit in the connoe long after they left the ships. But they went away verry well and sattisfied for the Captain gave them breakfast, to more than 14 times the value of what they brought which was only 2 Dunghill Fowls and small twists of tobacco and half a peck of potatoes. When they left us they asked the Captain when the KING should come and he told them tomorrow, but whether they were all drownded or whether the natives on shore thought we had made captives of them or whether the OLD HIPOCRITE of all was drownded and they were comeing to revenge his DEATH on us, that I dont know, but nothing but the blowing of the shells put us upon thinking of their EVIL DEEDS and SAVED us from falling a SACRIFICE to their INHUMANE DISPOSITIONS, and we know not what a CRUEL IGNOMINOUS DEATH we should have had been put. But if we had been fumished with every man a musket and a plenty of powder and balls we should not have had the least view of cutting the cable. The wind proving favourable we got a plenty of offen before the next moming. We bent a new foresail and stowed down our oil without coopering. So ends.

As the Captains predicted the natives put off from the shore and attempted to take the ships by force. It is not understood why the natives went into the woods and fired their guns and blew their shell war tmmpets giving the crews advanced warning of the attack. The ships slipped their anchor cables and set all possible sail to get out of the bay with the natives in chase. As was said they got within a musket shot of getting to the ships. Both ships lost an anchor and part of the cable in their haste to depart.

They were extremely lucky to have gotten away safely as the weather on this day was the only day in which the winds were favourable for getting clear of the land. Once out of the bay and clear of St. Marys Island the wind died away and the ships were virtually becalmed. For the next three days the winds remained very light and generally from the SE, making them a dead muzzier with the ships on a course back to Port Louis.

On the Sunday moming, September 2, the mate of the ALLIANCE decided that the old mainsail needed replacing with a newer one and the crew set to work, most of them were aloft unlacing the sail from the main yard, while on deck the idlers were lowering the sail to the deck ready for rolling and stowing below in the sail room. Once that was done the Captain decided that the fore topsail could do with replacing also. The crew were told to get out the newest of the fore topsails and unused since Nantucket. Once on deck the sail was unrolled and checked for weak seams etc and then hoisted aloft to be lashed to the yard and set.

Captain Bartlett Coffin called his boats crew and went across to the ASIA to have a gam with his cousin. While strolling the poop deck he kept glancing across at his own ship and the set of her sails. He noticed something wrong with the way the new fore topsail set. It appeared to be a touch to large for the yard and had crinkles instead of a fair bellied surface as it filled to the wind. Asking the opinion of his cousin" it was agreed that either the sailmakers in Nantucket had made a mistake in their measurements or the sail was marked wrongly.

page 76


On returning to the ALLIANCE he had the hands bring the sail back to the deck where he measured out a section. This was then cut out and the sail resewn. As soon as the last stitch went in and the roping checked, the sail was sent aloft and reset.

At 4 pm on this day, the third day out from St. Marys and their near disaster, Andrew Pinkham wrote in his journal .-

"At 4 pm the Island of St. Marys boar west on the north end and 6 leagues distant, from which I take my departure. It being in Lat = 16° 40' South and Long = 50° 36' East." Distance Run = 64 miles. Obs Lat. = 15" 57' South Long = 51° 37' East.

Over the next week the ships were making very slow going, the daily mns were :- 86 miles; 71 miles; 75 miles; 75 miles; 85 miles; 21 miles; 65 miles and 28 miles.

Every day the weather is recorded as fresh gales blowing from the SE and SEbyS exactly where the ships wanted to go. This necessitated a lot of sail handling as the ships tacked to the ENE and NE and then tacked back to South to SWbyS.

The only things of note that occurred on the ships was the cook on the ASIA killed a pig for dinner and on the same day but on the ALLIANCE, one of their sows gave birth and brought forth 5 pigs.

Remarks on Wednesday. September the 12 day: 1792. ASIA. "The first part of this 24 hours begins with fine weather and a fresh breas at ESE, the ship stearing SSW. Middle part, the same. Latter part, verry ruged and squally. Our Consort to weather of us. All well on board the good ship ASIA."

Wednesday. September 12th. 1792. ALLIANCE. "The first part fresh gales at SE. We stood to the SSW- At 6 pm the wind veered to the SSE. We tacked and stood to the East. At 4 am tacked again to the SSW All hands employed in repairing the maintopsail and an old gibb and making lance warps. So ends." Distance Run = 19 miles. Obs Lat = 13° 39' South. Long = 57° 48' East.

[Lance Warps = a length of line, one end of which is attached to the iron-, or lance and the other end to the towline in the line tub.]

Friday. September 14th: 1792. ALLIANCE. "The first part of these 24 hours begins with fresh gales at SEbyS. We stood on the starboard tack. At 6 pm wore round and boar down to our Consort and headed to the SSW At 8 pm had it squally and took the 2nd reef in the topsails. At 10 pm ditto weather. Our Consort blowed his fore staysail away, he took in his fore and mizzen topsails and close reeft his main topsail and we did the same. Latter part the wind increased so we carried double reeft topsails and steered to the SSW, the wind at SE. We fitted some new main tacks. So ends." Distance Run = 32 miles Obs Lat = 13° 56' South. Long = 58° 09' East.

Another week goes by and the ships are still beset by the southeasterly winds and are having to make tacks to port bringing the ships head to a northeasterly direction and then back to starboard to a southwesterly heading just to make good their distance towards Port Louis. The voyage outward bound from Port Louis was a short 4 days but so far the retum voyage has occupied 3 weeks and the land is still nowhere to be seen.

On the 17th of September on board the ALLIANCE the day began with fresh gales from the SEbyS and for the whole day the ship steered SSW At 2 am the weather moderated somewhat and the watchkeepers on deck went aloft and let the reefs out of the topsails. At

page 77


daylight the Captain came on deck, and checking the weather situation, ordered the main topgallant sail and gibb to be set. Once this was done the mate called the hands aft to give the orders for the days work.

Today they were to clean and scmb out the main cabin and state rooms aft. Everything in the cabins and mess rooms was taken on deck and washed, scrubbed, hung and aired while down below the other men were scrubbing decks, bulkheads and deckheads with hot water and lime mixture.

On Thursday September 20 the first part of the day was very squally with the wind generally blowing from the ENE. The ships stood off on the starboard tack all day. On the ASIA the hands were busy with sail handling and in the afternoon they repaired their main topgallant sail which had split some of the seams. On the ALLIANCE the hands were employed filling the lower tier casks with salt water to trim the ship as she was becoming unbalanced.

[As the fresh water was used up in looking after the livestock and for their own needs, washing and cooking, it had to be replaced, otherwise the ship would become top heavy and tend to roll excessively. If nothing was done the ship could eventually roll over.]

Sunday. September 23rd. 1792. ALLIANCE. "The first part begins with brisk gales at SEbyE. At 1 pm took in the main topgallant sail for our Consort to come up who is a good distance astem. We sorted some dryed Apples which was full of mites and weevils. Overhauled the main topsail yard where the main topgallant sheets crossed. Middle and Latter parts, the wind at NE and ENE, the ship steering SbyE. So ends." Distance Run = 121 miles Obs. Lat = 21° 25' South. Long = 57° 00' East.

The dried apples have been on board for more than twelve months in a wooden cask and like the bread barrels, insects had got in and partially devoured the contents.

Remarks on Monday. September the 24th dav: 1792. ASIA "The first part of this 24 hours begins with fine weather, the wind at ENE. Our cours SEbyS. At 2 pm sent up our fore topgallant yard and mast and set him, then sent down the main topgallant yard and bent a new sale to him. Then sent him up again and set him. Then set up our Main and Mizen Shrouds. Middle part, fine weather, the wind and cours the same. Latter part, the same. Killed a pig for dinner. At 9 am our Consort came on board to dine. So ends this 24 hours. All well on board."

Wednesday September 26th: 1792. ALLIANCE. "The first part moderate gales at NEbyN. The middle and latter parts the wind was easterly and we stood to the NE. Sent up the studding sail booms and rove the rigging. Set the topmast studding sails but the wind began to blow so hard as to oblige us to take them in again. Our Captain a busey at blacksmithing and he altered the hinges of the Cabin Gangway. So ends." Distance Run = 42 miles. Obs Lat = 24° 00' South Long = 59° 28' East.

Another of the blacksmithing jobs Captain Bartlett Coffin did this day was to straighten out the stock of the ASIA'S kedge anchor, ft had been caught under a rock and when heaving in, the stock, or cross arm had been bent. While the blacksmithing was in progress on the ALLIANCE, Pinkham wrote :- "We rigged up the lave {lathe) and tumed some water horses and several other useful things." On Saturday, the 29th the crew on the ALLIANCE were filling casks with salt water and sending them down into the ground tier. They were

page 78


using a tackle suspended from the fore and aft stays to hoist out the barrels of fresh water to place them in the tween decks for daily usage and the empties were brought to the deck to be filled from the pump and then lowered away to the lower hold.

"Stephen Giles, one of the boatsteerers had his head banged badly when a cask of water in the takel {tackle) which swang over the hatchway and took his head between that, {the cask) and the comings {coamings). Middle part, light gales. Latter part, ditto wind and weather and we still to the NE. A 10 am saw several Spermacetties. We put off and killed one and took her alongside the ASIA and cut her in. We could not come near the rest of the whales. So ends."

It is now exactly one year since the ships sailed from Nantucket.

Remarks on Thursday. October the 4 day: 1792. ASIA. "The first part of this 24 hours begins with squally but fine weather, wind and cours the same. At 3 pm our studding sale haliards parted. Bent him tow a gain and Set him a gain. At 4 pm saw the Land rite a hade. At 5 pm hove tow under a too reef main top sale. Middle part the same. At 1 am the land close aboard. Maid sale and stood in for it. At 6 am past Weg Island. Latter part, fine weather. At 7 am the Pilote came on board. At 9 am gut safe in at anker in the Isle of France. At 10 am our Captain went on shore. So ends."

Thursday. October 4th: 1792. ALLIANCE. "The first part fresh gales at ESE. We stood WbyN. At 2 pm we saw the Isle of France, bearing West and 7 leagues distance. At night we were within 3 leagues of the SE part of the island. We lay by under a close reeft main topsail, headed to the northward and drift along shore. The weather looked moderate. We lay till 1 oclock then set in easey sail and stood along shore to the NW At 9 am the Pilot come on board. At 10 am we come to anchor in 12 fathoms of water with the best anchor. Sent down the topgallant yards and masts. Our Captain went on shore to report the ship lying out here by the buoys. In the afternoon the pilot come off with a large boat and several negroes to help warp the ship in. {to the harbour proper)."

Friday. October 5th: 1792. ALLIANCE. "At 4 this morning we called all hands and streamed the hausers (hawsers) and went to work in warping in. The weather moderate. At night we were a third of the way up. We let go the best bower under foot and had a hauser out to a ship outside. So ends."

Saturday. October 6th: 1792. ALLIANCE. "The fore part, light gales. Got the ship up to her moorings, which was to two anchors which were berried, {buried) ashore and were hard aground with the end of a cable out of each to our bow, and a hauser for our stem. For we were fast to our Consort, her being moored alongside of us. We hauld the ships together so as to pass from one to the other without a boat. We carryed all our boats on shore except one. The Small Pox is so bad here on shore that we knew we should unavoidably take it the natural way for we were not Innoculated We concluded to all take by Innoculation, which we did. This day we had a Doctor from the shore and he put it into 20 of us, belonging half to our ship and half to the ASIA. This day ends with fine weather."

Sylvanus Crosby, on the ASIA wrote of the same day as follows .-

page 79


Remarks on Saturday. October the 6 Day 1792. ASIA. "The first part of this 24 hours begins with fine weather and still warping up. At 8 pm gut our ship up to the Landing Place and made fast to an anker on shore and git a little supper and then tumed in. Latter part, fine weather, gut or cabells on shore and mored our ship soiled. At 10 am the Doctor came off and Nockerlated both our cruese for the Small Pox It is so breef that 129 died in one day. There is a ship alongside of us that has got 2 or 3 down with it. There is a great many of our crue that has not had it, 10 of them and 10 of the ALLIANCE'S, e.g. Crues 20 in all. So ends this 24 hours and all well as yet on board."

[Moorings = the ships have been secured to the land by cables mnning from the bows to anchoring points on the shore and from the stern, kedge anchors have been laid to keep them "bow to beach" and stop them swinging.]

A Small Pox Epidemic was raging on the Island and as Sylvanus points out in his log entry, "129 died in one day" The disease is so prevalent that no one is being spared except those that have already had the disease. 20 out of the crews of the ASIA and ALLLANCE, half the complement, were in danger of becoming infected and so the Captains got the Doctor to come on board and innoculate them.

[ SMALLPOX, acute, highly contagious disease causing a high fever and successive stages of skin eruptions. The disease dates from the time of ancient Egypt or before. It has occurred worldwide in epidemics throughout history, killing up to 40% of those who contracted it and accounting for more deaths over time than any other infectious disease. It spread to the New World with colonization, killing huge numbers of indigenous people, who had no immunity. A Cmde Vaccination method began with Emanuel Timoni, a Greek Physician, in the early 18th century. This procedure came from the Chinese and consisted of collecting scabs from the Smallpox lesions, then drying and powdering them. The resultant powder was then "blown" up the noses of the healthy. They in tum caught a mild dose and when recovered were immune from the disease. The first Westemer to attempt this remedy was Lady Mary Montague, wife of the British Ambassador to Turkey. Smallpox was rife in the community and worried about her two children she went to see Doctor Timoni and had them irmoculated. They initially became ill but recovered quickly. This became the standard form of innoculation throughout the world until Doctor Edward Jenner modified the procedure in 1796 by using the related cowpox virus to confer immunity.]

Remarks on Sundav. October the 7 dav. 1792. ASIA. "The first part of this 24 hours begins with a lite wind and warm. Rigged awnings over our decks to make it cool. The Doctor come on board to see the Small Pox folks and they took a Puke. So ends."

On Monday their was little to do in the way of work except to bring on board a new 12 inch (diameter) anchor cable of 120 fathoms in length, purchased for the ALLIANCE to replace the cable lost when slipping at St. Marys Island. The Doctor made his daily visit in the late moming to check on the patients and see if the smallpox powder has begun to work. On this day, but in the aftemoon the ship AWARD, Captain Mick sailed for Bengal. This vessel was a trader, rather than a sealer or whaler.

Tuesday. October 9th. 1792. ALLIANCE

page 80


"The fore part of this day we took 25 casks of oil on deck and got it ready to go on shore. All of us who were under an inoculation took a Potion of Physic to work down, which it did for certain. Mr Starbuck and myself went on shore and spoke for some cloths."

The two Officers went ashore and purchased clothing for the coming voyage to colder weather. On the ASIA, Crosby wrote that, "Our People took a Potion of Fisick." And then on the next day, Wednesday the 10th.

"The first part of this day begins with fine weather. Sent 23 casks of oil ashore from the ALLIANCE. Went on shore and then went on board the trading ship, ROBERT MORRIS. Captain Hay let us have 10 bushels of Corn."

Thursday. October 11th. 1792. ALLIANCE. "First part, fine weather. We loosed all our sails and dried them. All of us who were under an inoculation took a dose of the cooling powders. We unbent our sails and stowed them away, all excepting the mizen and main topmast staysail. So ends."

On Friday, 6 days after being irmoculated the first symptoms are appearing amongst the 20 men and on the ASIA, "all our Small Pox People begins to Cumplain. The well ones employed about the rigging." On the ALLIANCE, "those of us who were under an inoculation began to complain of the Head Aches and all Other Pains. The well people employed in the rigging."

By Saturday moming the smallpox was really hitting the crews hard as mentioned in the log books, firstly the entry from the ASIA.

"All our Small Pox Folks Cumplain verry Weak. Some of them Fainted and we was obliged to give up this Day to wait on Them. The Doctor come on board and Sed they were in a Fair Way for it. So ends this day and all well except the Small Pox Jacks."

Pinkham on the ALLIANCE wrote,

"the Simptoms are verry hard upon some of us, so as to cause us to Faint. The Well People had full employ to attend the sick. The Doctor visited us today. So ends."

On Sunday all the men on both ships began to show the telltale signs of smallpox, the pustules were breaking out all over their bodies, they were weak and feverish. Each day the Doctor visits, examines the sick and is satisfied that his treatment is working as well as can be expected.

Monday dawned and the sick remained in their bunks until the Doctor called to examine them. After checking their progress he pronounced them to be in fair way, however, they were still too unwell to clamber about the rigging and were given small easy jobs to do about the deck. During the moming 8 barrels of tar was delivered to the ships, 4 for each vessel.

[The tar is Stockholm Tar and when mixed with turpentine, or used by itself is a preservative for the rope rigging, masts and spars.]

One that really did take the smallpox innoculation hard, and suffered severely was Captain Bartlett Coffin. On the Tuesday aftemoon he "took a tum" and was confined to his cot in agony. The Doctor was summonsed to the ship and gave the Captain a "vomft", {an emetic).

page 81


Three weeks after the crews were innoculated most of them were still suffering slightiy but were able to get about and do some light work on deck. The Doctor was still calling on a daily basis to check on them. The well people were working about the rigging tarring down the ropework and when they finished aloft they heeled the ships one way and then the other to scrape the bottoms of as much of the weed and bamacles as they could reach.

During this last week. Captain Bartlett Coffin managed to get out of his cot and deciding he needed to get about was rowed ashore to "take the land breezes" When he retumed on board in the evening he said he felt much better for the exercise.

On Saturday, October 27, 1792, after the ships had been heeled and then straightened up again, the Doctor came on board for the last time to examine the crews. On this last visit he gave the hands a "fisick to take in the moming."

Remarks on Sundav. October the 28 Day. 1792. ASIA. "The first part of this day begins with fine weather. Our people takeing a Fisick. This day received of Captain Elijah Coffin, Six Paper Dollars. All hands going on shore. Spending there Money to git things for the Voyage. WE are Bound to the Disolations. So ends this day and all well."

Sunday. October 28th: 1792. ALLIANCE. "This day all our People went on shore to buy what things they stood in need of and they all returned at Night excepting James Robinson. When we came to examine his chest we found no Cloths and how he got them on shore, there is no one can give any account. So ends."

All hands were given "6 paper Dollars" to go ashore and purchase clothing and any other necessities that they thought they would require for a coming voyage to the "Desolations" or "Kerguelen Islands. James Robinson failed to retum to the ALLIANCE at night with the rest of the crew and the Captain marked his paper, "deserted from the ship."

On Tuesday, October 30, 1792, was a momentous day for all the hands as the two Captains went on shore and completed the purchase of a small Schooner, which they named the HUNTER. She was to be used as a catcher boat and blubber transport for the time in the sub-Antarctic islands.

Tuesday. October 30th: 1792. ALLIANCE. "This day took in 135 bushels of salt and stowed it away below. This day our Captains purchased a small Schooner of about 50 tons Burthen for which they give 2,000 paper dollars. She now being the property belonging to the owners of the two ships, the ASLA and ALLIANCE and the people thereinst belonging. So ends."

Wednesdav. October 31 st: 1792. ALLLANCE. "This day we took in 135 bushels of salt. Took on board 2 small bow anchors of 1,000 lbs weight. This day sailed for Ostend the ship ILLUSTRIOUS PRESIDENT, Captain Butler, by whom we sent letters home. So ends."

The ASIA is also taking salt on board, on the 30th, 168 bushels and on the 31st, 152 bushels. The salt was to be used for salting the fur seal skins they were hoping to get at the Kerguelen Islands. The Merchants at Port Louis obtained for the Captains a copy of Captain Cook's chart of the Islands drawn during his visft there in 1776. The chart shows Christmas Harbour and the north and northeast coastline. The Captains Coffin were also informed that their were numerous hair and elephant seals, both commercial species.

page 82


[The reference to Paper Dollars being issued to the crew for purchases and the large sum of $2,000 Paper Dollars being paid for the Schooner naturally invited me to research the history of paper currency and in particular, that of the United States of America.

The eariiest reference to Paper Dollars being used in America comes with the issuing of various currencies in the different states of the Union, for instance the State of Massachusetts issued Paper Dollars in varying denominations prior to 1780 and used this currency up to the War of Independence. Other States of the Union issued their currencies in a similar format to Britain, i.e. Pound, shillings and pence. During the War of Independence the Government of the United States needed large amounts of money to pay for war material and to pay the wages of their troops. To this end the Government authorised the printing of millions of dollars in paper currency, in denominations of $^2, $1, $2, $3, $6, $8, $10 and up to $30. These dollar notes became known as Continental Dollars. When the Authorities needed more cash they just printed more dollars for distribution, in the end flooding the country with virtually worthless notes. It was said that after the war was over it took up to 40 Continental paper Dollars to purchase goods to the equivalent of I Silver Dollar. This gross imbalance then gave rise to the saying, "It's not worth a Continental" At the successful conclusion of the War of Independence, Congress met during 1785 and determined that in future the Official Monetary System of the United States of America should be the Dollar and its divisions of 100, known as Cents, however, due to varying factors, it wasn't until about April 1791 that the first Paper Dollars were printed and issued at Philadelphia by the First Bank of the United States of America. I am unable to determine what denominations the notes were printed in, however, from the text of the log there were One Dollar Notes. With the amount of trade being carried on between the United States and France the French would have been well aware of the differing currencies then in circulation and would be aware of the values of same. It is also certain that the Americans had a representative based at Port Louis, Isle of France, (Mauritius), to take care of their business matters and to act as a mediator between Government and business interests. Each of the paper dollars that were issued to the crew was the equivalent of 10 Livres, the French currency then being used in the French Possessions. After owning the Schooner for four months and using her at the Kerguelen Islands for the Elephant Sealing hunt, on her retum to Mauritius she was resold locally for 21,000 Livres, (2,100 Dollars) the Captains getting slightly more for her now than they paid for her.]

Remarks on Thursday. November the 1 dav: 1792. ASIA. "The first part of this day begins with fine weather. This moming the two crews went and fetched the Schooner alongside of the ALLIANCE. Took the standing rigging off her and refitted it. Went to work to carpentering a board of her. Some of us employed in breaking up our hole and coopering our provisions. So ends this day and all well but one."

Friday. November 2nd. 1792. ALLIANCE. "All hands employed in fitting the Schooner and getting her ready to cream, (careen) We shipped a man in place of Robinson, whose name was Isaac Coleman, belonging to Boston."

Remarks on Friday. November the 2 Dav: 1792. ASIA. "The first part of this day begins with fine weather. Went to work to fitin our Hooker. At 9 oclock the Harbour Master came on board and told our Captain the John Griffin was taken up by the Gard last night and has just got clear and gone on board of Captain Babick's Sloopt

page 83


the MACARTA. Went on board in our boat and fetched him. By the Captains Orders the Captain ordered Hand Cufs to be put on him, which was done according to orders. In the afternoon our Captain went on shore and got an aficier, {police officer) and ordered John sent on shore. His hand cufs were taken of and he was sent on shore and carryed to the jail. So ends this day and all well."

Remarks on Saturday. November the 3 Day: 1792. ASIA. "The first part of this day begins with fine weather. Our people employed a fiting the Schooner which we gave the name HUNTER. Sent a man ashore to carrye vittels to John Griffins. Sent a boat after some warter. Heald the Schooner and scraped her bottom. So ends this day."

Remarks on Sunday. November the 4 Day: 1792. ASIA. "The first part of this day begins with fine weather. Our people went on shore. Captain Tallman in the ship CHASER sailed for Bangal and cruzed about until knight. So ends this day and all well except one and he had the Smallpox verry bad."

During these few days the hands have brought the newly purchased schooner alongside and have stripped the rigging from her, examined every piece and replaced whatever was necessary. The decks were caulked to prevent water from getting into the accommodation and she was prepared for careening to clean her bottom of an accumulation of weed growth and bamacles.

One of the ASIA'S crew, John Griffin got himself drunk and arrested by the local guard. When he was released in the moming he then attempted to desert and join another vessel in harbour, the sloop MACARTA. When the Harbour Master informed Captain Coffin of this, a boats crew and an officer was sent to get him back, which they did, in handcuffs. He was then taken ashore in charge of the Guard Officer and lodged in the jail. As was the custom, the Captain paid the jailer for his board and lodging so that he could not run away. In this case provisions were taken from the ship to the jail for his meals. When the CHASER, Captain Tallman, sailed, the winds fell light and she could not get an offing, so cruised about all night until the breeze freshened in the moming and she could make her course.

Apparently it was a custom, or maybe a law, in Port Louis, Mauritius, that no work could be performed on a Sunday, except emergency repairs and etc. Therefore on each Sunday while the ships are in this port, all hands have liberty, or the day off, to go on shore.

On Monday moming, the 5th, the two Captains Coffin went ashore to visit the Port Office. Showing their ownership papers to the Officials they had the schooner HUNTER registered as a tender to the ASIA and ALLIANCE.

Tuesday dawned with fine weather and the crews of both ships were hard at it unloading the last of the barrels of whale oil that had been sold or bartered to the Port Louis merchants. Later in the aftemoon storm clouds began to build over to the west and fearing a strong gale, the Port Captain went on board the ships and ordered an extra cable be mn from the bows to the anchoring points ashore. This was done and both Captains ordered the top gallant masts be sent down to reduce the top weight, also extra hands to be on deck during the night just in case of any problems.

On Thursday the 8th, on board the ALLIANCE, Captain Coffin had his crew completing the stowing of the hold. Ensuring all was lashed tightly and unable to shift and roll with the ships movements in the heavy weather they were expecting to encounter as they sailed further and further south into unknown waters. After carefully stowing their own ship the hands clambered aboard the little HUNTER and began the same process on her. Stowing the barrels of water in the lower hold and the provisions and dry stores aft in the 'tween

page 84


decks. As her new Captain, Simeon Starbuck, {late 1st Mate of the ASIA), did a walkaround and inspection of his command he noticed that the ironwork on the rudder was defective. The rudder was removed and carried ashore to the blacksmiths shop close by the military barracks to be repaired as quickly as possible. Captain Bartlett Coffin purchased a 700 lb anchor and had it brought to the ship, hoisted on the bows and securely lashed.

As each day came round the hands were fully employed in getting the ships ready for sea as they were anxious get to the southem latitudes as soon as possible so they could get to work in the summer months. Topgallant masts were sent up and yards squared away, sails were bent and the running rigging overhauled. Any chafing points cut out and respliced, shrouds tensioned and ratlines inspected and tested. There was nothing worse than hurrying aloft and have a ratline break under your foot in the middle of a dark night.

Remarks on Sunday. November the 11 day: 1792. ASIA. "The first part of this day begins with fine weather. Latter part all hands on shore making traffles. So ends and all well on board except one and he is agoing better as fast as he can."

[Traffics = bartering or trading for whatever they require in clothing, etc.]

Monday. November 12th: 1792. ALLIANCE. "This day begins with fine weather. We took the stem boat and put her on the cranes then got a boat load of water and stowed it. The coopers went on shore and cut some flags ?? This day the Ship DISPATCH, Captain Oliver arrived from Madras."

Tuesday. November 13th: 1792. ALLIANCE. "These 24 hours moderate winds and fair weather. Sent the boat ashore for water. Little else to do but to attend upon the slothful people ashore, wich is all that detains us. So ends. Settling our rudder."

Wednesdav. November 14th: 1792. ALLIANCE. "This day we put a pudding on the bow. {pudding fender). Unbent the larboard cable from the shore. At meridian unbent the other cable, got them on board and scrubbed them. Got all ready to go to sea. Hung the schooner's new rudder. So ends."

Thursday. November 15th: 1792. ALLIANCE. "During the first part we had moderate gales. The guard came on board and at 9 am the Pilot come on board and gave us orders to unmoor and warp out. Which we did and came to sail. Our Consorts, the ASIA and HUNTER soon followed. Thus we left with no regrets the dirtyest hole that I ever saw or heard of, in which depths are a pack of villains who don't stick at life. So ends."

Friday. November 16th: 1792. ALLIANCE. "First part, moderate gales at SEbyE. We steering SSW. All hands employed in fitting craft and making a mizen topsail. At Meridian the Isle of France boar NNE and 20 leagues distance from which I take my departure it being in Latitude = 20° 14' South and Longitude 57° 13' East. So ends."

Latitude by Observation = 20° 54' South.

Unfortunately pages 87 & 88, comprising the entries for November 15 to 23 are missing from the ASIA'S log book so for this period we are relying on Andrew Pinkham's observations.

page 85


The Nantucketers were obviously unhappy with the pace of life and the Officials at this outpost of France and were only too happy to get away to sea again and the routine of sealife. Also there was no money to be made from lying at moorings in a harbour, only outgoings, harbour dues, agents fees, crew to be paid pro rata of their eamings, victuals to be purchased and etc.

The day after departure the three ships were sailing on a course SSW on a wind blowing from the NE to East. At 6 pm the lookout on the foremast of the ALLIANCE espied a "blow" and hailed the deck with the call that stopped the men in their tracks, waiting for the confirmation.

"There she Blows" "She Blooowwwws" "Where away" "Two points to Port, one mile" " She Blooowwws Again" All hands made for the boats and the Port and Starboard Quarter boats were soon in

the water rowing in chase with the ship following behind. Unfortunately for all hands the last blows seen from the ship were the whales final breaths before sounding. As they had seen her just before sunset there was no way that the whale would surface before it was ftilly dark and the mates had no option but to call off the chase. Downhearted the crews tumed their boats and rowed back to the ships, clambered back on board and hoisted the boats back onto the cranes ready for the next callout.

Several more whales were "seen" after dark as the moon was full and glistening on the calm ocean. The "spouting" of the whales was firstly heard and the direction established then by carefiilly watching just above the surface the telltale feathery plume was spotted.

Next moming the whales had gone and the ships were on a course of SW and rurming along the coast of The Isle of Bourbon, {today Reunion).

Each day the crews are at their normal shipboard duties, on the ALLIANCE, for example they are making a new mizzen topsail and shifting barrels of water from the fore hatchway to the after hatch to improve the ships trim as she was down by the head and dragging.

On Tuesday. November 20th. 1792. Pinkham wrote :-"The first part fresh gales from the East. We steered SWbyW All hands employed about one thing or another. Most of the Small Pox people are well but we have some on board who are off duty and complain all the time, but they are not really sick and are making it hard for the well people. Unbent the mizzen topsail to repair it and then bent it again." Distance Run = 62 miles. Obs Lat. = 24° 51' South. Long = 56° 30' East.

During the next day the cook on the ALLIANCE killed one of their hogs for dirmer and the weather being fair, {Pinkham records it as being afresh gale) Captain Coffin of the ASIA and Captain Starbuck of the HUNTER, had their boats crews row them across the heaving sea where they sat at the saloon table and dined on roast hog and discussed chart work, positions and courses to be followed. Positions were also plotted where the vessels could rendezvous if they became separated in the expected heavy weather of the southem oceans.

On Friday the 23rd, Captain Bartlett Coffin took a bad tum during the 2nd dogwatch and was confined to his cot. ft would appear that this relapse was a part of the serious illness that beset him in Port Louis some weeks prior.

Ten days after departure, the 26th November, the latitude is plotted as being 33° 17' South, so the ships have already made the difference between that and 20° 14' South. This being 13° 03' the equivalent of 780 sea miles. The ships have thus averaged around 80 miles

page 86


per day, however, the wind appears from the log entries, to be very fluky, blowing anywhere from NW right around the compass through SW to SE to East and considering the ships are trying to maintain a SSW heading they are having to tack and tack or wear ship almost constantly. Another factor in their sailing capabilities is the wind speed, which is fluctuating from rugged weather with squalls of rain to fresh gales and a lumbering swell, to moderate gales to a calm and light winds.

All quite normal for a working sailing ship, bluff bowed and beamy and not over sparred. A ship built for hard times, hard work and not for speed.

Tuesday. November 27th: 1792. ALLIANCE. "First part fresh gales at NW, we steered WSW. Latter part, saw Spermacetties. We put off with one boat and could not muster enough well people on board to man the other. They put off with two boats from the ASIA. We killed three Spermacetties and took them alongside in the light of day. So ends." Distance Run = 40 miles. Obs Lat =33° 57' South. Long = 55° 45' East.

The Small Pox inoculations had hit some of the crew harder than others and they were taking longer to get over the effects, although Pinkham appeared to think that some of them were malingering. Captain Bartlett Coffin was one that was badly affected by the iimoculation and was still having bad tums.

Remarks on Tuesday. November the 27 day: 1792. ASIA. "The first part of this 24 hours begins with rugged weather and a fresh gail at WSW. the ships cours SSW- Middle part the same. Latter part the same. Killed a hog. At 9 am our Consort come on board to dine. At 10 saw WALES, put of and struck. So ends this 24 hours."

Remarks on Wednesday. November the 28 day. 1792. ASIA. "The first par of this 24 hours begins with fine weather and all hands employed in killing Wales. At 4 pm killed 5 Sparmacittyes. 3 to our vessel. Gut them alongside and cabled them. Middle part, fine weather still. Latter part the same. At 5 am begun to cut in our Wales. So ends this 24 hours, all well on board."

Remarks on Thursday. November the 29 day. 1792. ASIA. "The first part of this 24 hours begins with rugged and squally weather. At 2 pm finish cutting our WALES, then gut snug. At 6 pm spake our Consort. Close reeft Main Topsale and Fore Topsale. Handed Mizen Topsale. Middle part, blowing verry fresh at WNW, our cours at SSW Latter part, at 6 am gut our tryworks to work. It being verry rugged, so that we cant make but Slow headway. So ends this 24 hours. All well on board."

During the next few days the weather remained very mgged, the winds blowing a full gale from a northwesterly direction. The ships were forced to stop trying as it is extremely dangerous to have a large pot of boiling oil and heavy rain falling into ft. The mixture is very likely to explode, badly buming anyone close by. There was a lot of sail handling, which was to be expected in these hard sailing conditions. The ships finally got the remainder of the blubber tryed out and stowed below in the lower holds. Due to the very heavy weather of the past week the distances run each day as recorded by Andrew Pinkham in the ALLIANCES log were :-89 miles; 40 miles; 20 miles; 97 miles; 78 miles; 59 miles; 24 miles and 51 miles. The ships are now in Latitude 38° South and still-steering to the South dependant on the direction and strength of the wind. A description of a days sailing on the ALLIANCE is;

page 87


Sundav. December 2nd: 17Q2. "The first part begins with hard squalls from the WNW We stood to the southward under courses. We stowed down what oil we had tryed out. At 6 pm set a reeft mainsail and handed the maintopsail. At 10 pm the weather verry squally with lightening and thunder, hail and rain. The wind verry unsteady, one minute blowing at WSW and the next N or NNW Almost enough to blow the sails from the yards and the sea running exceeding high. Latter part, hard gales at WbyS attended by rain. We stood to the southward." Distance run = 24 miles. Obs Lat = 38° 22' South. Long = 56° 57' East.

Monday. December 3rd: 1792. "The first part begins with hard gales at WSW and we still stood to the southward under a reeft mainsail and foresail and mizen staysail. She run so hard that we was obliged to take in the waist boat. At 9 pm we hove too under reeft main course and mizen staysail. At 6 am we set the foresail. At 9 am set the close reeft main and fore topsails and stood to the southward, the wind at WbyS. Sent down the fore and mizen topgallant masts and unrove the rigging. Saw several Spermacetties headed to the NW but the weather is too bad to lower down a boat. So ends and still in company with the ASIA and the HUNTER." Distance Run = 51 miles Obs Lat = 3 8° 22' South Long = 5 8° 02' East.

The three ships were now rurming into a series of very low pressure systems coming in from the SW and creating very strong gales with attendant squalls and heavy seas. The ships were labouring in the conditions, rolling and pitching to extremes. As has been reported they have already reduced the top weight by stripping the top gallant masts and sending them to the deck and unreeving the rigging. This must have been a most difficult operation to have performed aloft on a heaving ship, unlashing and then lowering these heavy spars as it must be imagined that they would have been swaying back and forth with the rolls as they lowered away.

The Schooner HUNTER during this blow broke her tiller, but Captain Starbuck and his men quickly had it repaired and then they split their foresail and this was changed for another. And the weather just got worse as can be seen from the following entries.

Thursday. December 6th: 1792. ALLIANCE. "The first part begins with hard gales at NW, we steered SSW Unbent the fore topmast staysail and bent a new one. At 6 pm the wind come in such squalls that we handed the topsails which were close reeft. The weather still growing worse and the sea verry bad that the Schooner was in danger to run so we hove too under a reeft main course. At 11 pm the wind shifted in a squall to the WbyS. At 8 am we set the main topsail and foresail. At 10 am set the fore topsail, double reeft. At 11 am close reeft it and at 12 took in the main topsail, the wind blowing a hard gale at WNW, so we steered SSW. The weather and sea is exceeding bad. So ends." Distance Run = 92 miles Obs Lat = 41° 47' South Long = 62° 13' East.

On the ASIA the crew unbent the fore and mainsails, sent the yards to the deck and then rigged in the jibboom. The wind was still blowing harder and harder and a large sea caught the ship on the starboard quarter and stove the boat sitting on the cranes.

Friday. December 7th: 1792. ALLIANCE. "The first part begins with hard gales. At 2 pm had a hard squall from the NW We hove too under a reeft mainsail. Middle part, hard gales at WNW Latter part, wind more moderate, set

page 88


the foresail around a fore top staysail. Concern for the Schooner to take in and lay by under a balanced mainsail, the wind at NW, we steered SWbyW. The weather and sea is exceeding bad. So ends." Distance Run = 63 miles Obs Lat = 42° 47' South Long = 62° 47' East.

Saturday. December 8th: 1792. ALLIANCE. "The first part begins with hard gales at North and exceeding squally. We steered SWbyS under a close reeft main topsail and foresail and reeft mainsail. At 6 pm the weather looked so bad that we thought it not safe to run. On account of the Schooner we hove too under reeft mainsail. At 5 am the wind increased so as to oblige us to hand the mainsail for fear of it blowing away. In the time it took in handing the mainsail she rolled the lee quarter boat in and stove her verry much. We handed the mizen staysail to keep the ship to the wind but it stood no main chance in the wind than a fart would, but blowed away in pudding bag pieces. We were obliged to lay ahull for we found that canvas would not stand. We sent down the fore yard and rigged in the jibboom and she seemed to lay more easy We took in the stoven boat and pumped the ship. We found that she did not make water fast. The wind blew I think, harder than ever I knew it and was from the WSW at the hardest, but we was at our greatest concern for the Schooner, who must be in a bad condition as her decks looked verry bad and pumps in bad order, but we are in hopes that they are well, but they are not in sight of us and even if they were we could not be of service to them. While we were taking care of the ship on deck she fell so far from the wind, having no sail set that she shipped a sea in the Cabbin. Broke 2 windows and filled my Cabbin full of water and wet every one of my cloths so that when I came down to sleep 1 had no dry Duds and the weather so verry cold and Chilling. But the Captains cloths being dry he supplyed me with some. So ends." Distance Run = 65 miles Obs Lat = 43° 47' South Long = 63° 21' East.

Sundav. December 9th: 1792. ALLIANCE. "The first part of these 24 hours gales. Then the weather abated so that we set a balanced mizen which is a plain considration that the wind dont blow so hard as it did these hours past for there canvas would not stand. At 6 pm we saw the ASIA to leeward and at 5 am we discovered the Schooner at which we were all overjoyed. We called all hands immediately and swayed up our fore yard and set the foresail and boar down to the Schooner, she being to leeward. Our Captain asked Captain Starbuck how it had fared with them the day before. He told us they had made out verry well, had met with no disaster. We left them and then spoke the ASIA. Captain Coffin informed us that he had split his mainsail and stove two boats. The remainder part of this 24 hours we were employed in sending down the main top gallant mast and unreeving the rigging. So ends." Distance Run = 31 miles Obs Lat = 430 50' South Long = 640 04' East.

Every day during the next week the ships were beset with gale after gale, sails were split and taken in for repairs. Sails were reefed, then set for a little while and then reefed and double reefed as the wind speed and direction varied. Pinkham, being far more descriptive in his log book entries wrote that,

"the weather is verry cold and blustering. We think that no man on board ever experienced, even on the coast of North Amarica in the Winter Seasons, for here there is no sessation of gales of wind and the weather is most perishing cold attended with hail."

page 89


They began to see beds of kelp, {seaweed) and the lookouts reported seeing Pinguins, On Sunday the 16th December, the lookouts saw several wright whales and more pinguins. {penguins). Also on this day they had snowfalls when the wind veered to the SW and he wrote, "and give us some Snow to soften our hands." At noon the hands rigged out the jibboom and set the gibb.

By Monday the 17th the ships have reached the charted latitude of the Desolations or Kerguelen Islands and knowing that they were to the west of them they had to hold their latitude and steer to the East to find the land. At 2 pm Pinkham wrote,

"we saw Kerguelens Land or Islands of Disolation bearing SEbyE by Compass." As the wind was so light there was very little chance of coming up with the islands

before darkness set in so the Captains concluded to lay by with the head yards aback. All night the ships lay by with light falls of snow drifting over and past the ships. At 4 am all hands were called to the deck, the sails were loosened and set and the ships made for the land. Once the sail handling was completed the crew set to and got the anchor cables on deck, unlashed the anchors and bent the cables to them with the large iron shackles.

The stern boat was brought in onto the deck and the damaged quarter boat hung on the stem davits while the stem boat was placed on the quarter boat cranes.

[The land seen from the mast heads were the Cloudy Islands, or in modem French, lies Nuageuses and they lie in 48 degrees 37 minutes South and 68 degrees 40 minutes East. Each Island has a mountain of about 500 metres. Passing by these islands the ships sail SE to reach the Bluff, known today as Cap d'Estaing.'^^]

By the aftemoon the ships were abreast of Blue Cap, but the wind being very light and the tide against them there was little hope of making the harbour. All round the ships the lookouts were seeing seals and pinguins. All day on Tuesday, the 18th of December the ships were trying to make Christmas Harbour, but were foiled by both the wind and the tides. As they closed the shore the east running current became stronger and with a light breeze the ships were being carried east and then when the tide tumed to the west the wind was against them and they were unable to make headway. It was a baffling day in which a lot of sail handling took place while the ships hardly made any ground. The schooner HUNTER being lighter and more manoeuvrable managed to round Cape Francais that guards the northem side of Christmas Harbour and disappeared from the other ships view and they hoped she had gotten safely into the anchorage.

Wednesdav. December 19th. 1792. ALLIANCE. "The first part, we had a small breeze at NNE and we run in for the Harbour. Our Captain went on board of the ASIA and carryed his chart to give Captain Coffin of the ASIA, some insight in regard to the land. At 6 pm our Captain come on board and the wind died so that we could do no more than stem the tide which is now against us. They concluded to send a boat in to see if there was the Harbour and to see if we could discover anything of the Schooner. We soon rowed in nigh enough to discover the Schooner's boat coming out to look after the ships. The Captain of the Schooner, {Mr Starbuck) and all his people were in the boat, which was 5 in all, the Mate left on board the Schooner. We took the people out of the boat who formerly belonged to our ship and Captain Starbuck went on board of the ASIA with the rest. When the ships come to open the Harbour we took a breeze directly out. We made several tacks keeping a boat ahead to tow the ship around. We worked up into 10 fathoms of water and it being night we thought it not safe to beat in so narrow a passage, so we come too with the small bower anchor. We let our anchor go in 15 fathoms water but dragged him a cables length before she brought up, which made the ship in

^^ Marine Chart, 2398, of the Isles Kerguelen; pub by the Hydrographer of the Royal Navy, Taunton, U.K.

page 90


25 fathoms of water and I suppose the anchor lies in 20 fathoms. We payed out a hundred fathoms of cable and furled our sails, but the wind blew exceeding heavey by gusts so that we are at present under great apprehension of being drove out, which will make our condition verry desperate as there is a number of islets to leeward which we will unavoidably go upon before we can heave in the cable, which gives us great concern and what will be the consequence if we drift out I know not. The ASIA lays in 15 fathoms which makes her situation rather better than ours at present. We have had squalls of snow and the weather is verry cold. The hills and mountains are all covered with snow and when the wind blows from them it is verry chilling. So ends these 24 hours."

[The ships have now arrived at Christmas Harbour, named as such by Captain Cook, when he arrived in the bay on Christmas Day, 1776 on his third voyage of discovery. The Harbour is protected on the North side by Cape Francais and on the South by Arch Point and lies between two large hills. Table Mount and Mount Havergal. It is now known on the French and British Charts as Bale de L'Oiseau. The harbour was given this name after Kerguelen-Tremarec's second voyage to the islands in 1773. L 'OISEAU was the name of one of the three ships that sailed from Port Louis, Mauritius on his second voyage of discovery.

It is obvious that the Captains Coffin made enquiries during their stay at Port Louis regarding sealskins and oil and obtained a copy of Cook's chart and sailing directions for the Desolations from the Merchants with whom they were doing business as they were able to sail there direct and they knew just where the anchorage was.

The first recorded vessel to seal and take oil at the Kerguelen Islands was a small vessel registered at Macau, at that time a Portuguese Colony. Her name was the PHOENIX and she was commanded by an American, Captain Durkin. She worked at the islands during late 1790 and early 1791. She was recorded as taking 50 sealskins, 18 casks of oil and 130 sealion skins. After leaving the Kerguelens she went to St. Pauls Island where the Mate, Mr Owens and a crew landed to take sealskins for the China market."^^]

With the ship not securely at anchor there was apprehension that the ships might drag their anchors with the press of the winds sweeping down off the high lands surrounding the anchorage. These wind sheers can be quite devastating in a confined anchorage as they sweep at speed down the slopes and across the waters, and they can sweep in all directions depending upon the lie of the land, as noted by Pinkham; "for the wind comes down off the high land in great gusts. At times we thought it will blow the topmasts off and brings with it a great plenty of hard rain and snow."

Captain Starbuck, of the Schooner, had been ashore with his gun and had shot a large number of fowl, "such as Pinguins, Sea Hens and Teal." He took some to each ship which was a most agreeable change of diet for the men.

[The Teal referred to is most probably the Desolation Teal Duck, very similar to the Teal ducks of North America. They were easy to catch and good eating. The ducks pair off and build their nests in the marshy areas around the coastline, ""j

Remarks on Friday. December the 21 Dav. 1792. ASIA. "First part of this 24 hours begins with squally weather and a fresh gale at WbyN. At 1 pm carryed our Consort on board again. Our Captain went on board with him. At 6 pm come on board again. Middle part it reather modrated. Called all hands and hove in some of our cable. Latter part, fine weather and a fine breeze at WbyN, so that we can't go up the Bay. At 9 am

43 Rhys Richards, The Maritime Fur Trade; The Great Circle, Vol 6; Part. 1.

^^ Master of Desolation, Capt. Joseph J. Fuller; Mystic Seaport Museum, Mystic; Connecticutt.

page 91


sent our boat on shore after some Swile for dinner. She returned with a great plenty. Our Captain on board our Consort to dinner. So ends this 24 hours."

[SWILE = also SWOILE. Archaic Northeast American / Newfoundland term for Seals. Swilers are Sealers and the Swiling Gun is a Sealing Gun.." ]

Remarks on Saturday. December the 22 Day. 1792. ASIA. "First part of this 24 hours begins with fine weather, but a few little Squalls of Rain, with a Puff hear and a Puff there. At 1 pm went on board our Consort to help git his ship up. At 6 pm he gut his ship up then came on board our ship in order to git our ship up. Hove our anker up, but we was fast to let him go again for their sprang up a fresh gail at SWbyW. Payed out the whole voyce of the cable, {the whole length). At 7 pm it modrated so that our consort went on board. Middle part still verry squally. Latter part, the same. Our Captain on board our Consort. At 3 am gut up a cask of bread. So ends this 24 hours and all well on board the good ship ASIA." In Lat. 48 degrees 59 minutes south.

On this same day but on board the ALLIANCE a wind sheer caught the ship causing her to begin to drift. Fortunately the watch on deck were vigilant and with all hands called to the deck both bower anchors were set and cable payed out until the anchors caught and the ship brought up again. Once the cables were set the hands served them where they passed through the hawse hole, {wrapped the cables in old rope or canvas to prevent chafing). At dawn Captain Coffin sent a boat ashore to get some fowl for dinner but the boat soon retumed with sufficient birds. As Pinkham wrote, "the wind blowed so exceeding heavy that it was too cold for them to tarry." It was difficult for the men just to stand on deck in this gale of wind and there was no chance of rowing against it so the boat was hoisted into the davits and secured. Aft and above the Officers quarters there was a leak in the plank sheer in the quarter deck and Captain Coffin decided to caulk it before it got any worse as he could see that there was going to be plenty of rain, sleet, hail and snow falling on the decks before they got back to fairer weather.

Collecting his tools Captain Coffin cleaned out the old oakum material from the joints and began to caulk the decks, however the wind was so fierce that he had difficulty in doing the job properly. He had to have three seamen standing around him holding a canvas screen just to keep the wind and rain from him.

On Sunday moming the weather had abated somewhat and Captain Coffin took his gun and his boat's crew rowed him to the beach at the head of the bay. Stepping on to this land for the first time he stared about him taking in the sights of the mountains to the north and south of him and the absolute rugged beauty of the land. Although with the chilling cold it is quite possible that the men didn't appreciate the historic occasion.

In the evening with the ship snug at anchor all hands were below, except the watch on deck, which was the bare minimum and only there to watch for the ship drifting and ready to call all hands if necessary. In the main cabin aft the pot belly stove was well lit and warming the officer's accommodation against the chill of the night air. The steward, before tuming in had stoked the fire and loaded it up with some extra wood so that the watch would not have to stoke it again before the change of watch at midnight.

At 8 pm the watchkeeper was making his rounds and "noticed smoak in the 'tween decks and soon found that the deck was on fire under the fireplace in the cabbin. But we put it out before it had done any damage."

Encyclopaedia Brittanica.

page 92


[The very worst thing that can happen on a wooden ship is to have her catch fire, as all the rigging, masts and spars are coated in very flammable Stockholm oil and tars. It is even worse on a Whaler / Sealer as the hull and decks are soaked by oil constantly as the blubber is hauled aboard and tryed out. For an excellent description of whalers buming read the accounts of the Confederate Raider, SHENANDOAH, during the American Civil War.]

Christmas Day; 1792. The Desolation Islands.

Tuesday. December 25th: 1792. ALLIANCE. "The first part of this day we had hard gales at WSW. We veered away on boath cables and streamed a towline to the HUNTER and hauld her alongside and began to caulk the decks but the snow fell so fast that it was difficult making the oakum stick. We opened up her hold and filled a boat load of water and took it on board of her. We rigged the forge to do some Blacksmithing but the wind blowed such a gale that it was exceeding hard working on deck. At 8 in the evening we veered out the most of both cables and the snow flew verry thick and the most EXCEEDING COLD. Mr Starbuck went on shore and shot a mess of Teal. So ends."

All the next week the wind blew in heavy gales and the wind sweeping down the mountain sides brought snow and sleet, making life so very difficult for the men on these small wooden ships. Their clothing could hardly be of sufficient protection against the biting winds and constant wetness. But they kept on working, despite the weather, getting the schooner HUNTER ready for sealing as she was to be the "catch and carry boat"

It was intended that the ASIA and ALLIANCE should remain at anchor in a protected bay or inlet and the HUNTER to go off on exploratory voyages with the crew finding and killing elephant seals. Once skinned their blubber would be carried back to the "mother ships" where it would be tryed out and casked.

By Sunday the 30th of December the caulking of the HUNTER'S deck was completed and the small stores put on board and stowed away. A new foresail had been made and fitted and her hold stowed with casks and barrels ready to fill with blubber. In the late aftemoon the wind blew so hard that it was difficult standing upon the deck.

On Monday moming the last day of 1792 the weather moderated a little and the crew rigged the lathe and they tumed "some handles for the Steak and Carrying Knives, which the Captain was at the same time making at the forge." Andrew Pinkham and Simeon Starbuck took a boat ashore and shot 40 or 50 Sea Hens and some other fowls and the boats crew of seamen caught and killed 4 or 5 seals. When the skins were taken off and treated the skins were made into waterproof jackets and pants.

[Steak & Carrying Knives = the Stake Knife is a wooden handled spear with a sharpened iron point used for stabbing the elephant seals in the heart. The Carrying Knife is a pointed pole used for carrying the blubber from the killing area to the boat.

When Elephant Sealing the men would approach the seal from in front and smack the seal on its snout with a wooden club. When the seal reared up the men would ram an iron tipped spear into its heart to kill it. The skin and blubber, or fatty layer, would then be peeled from the body in one piece. A cut was made around the throat and another at the narrow part of the tail. A long cut was then made straight up the back. Using knives and hatchets the blubber would then be stripped from the carcass, ft was then cut into pieces about 2 feet square called "horse pieces" In one comer a hole was cut and the pieces threaded onto the

page 93


carrying knife. When sufficient pieces were on the pole for a man to carry the load was taken down the beach to the boat for transport out to the schooner.

On board the schooner the horse pieces were sliced into "pages" about VA of an inch thick and the skin removed to allow the oil to leach out of the blubber much easier. This was then packed into casks and when the schooner had a load it was taken back to the "mother ship" where it was either tryed out or left to seep naturally.

The blubber that was not tryed out immediately was stored in the casks in the hold and as the ships reached warmer weather the blubber would begin to rot and the oils would leach from it. At a later date the crews would open the casks and ladle out the free oil, lift out the blubber pieces and "press" them to remove the remaining oil. A very foul smelling and dirty occupation.

It was best to catch and kill the Elephant Seals as soon as possible after they came out of the water and began to set up their harems as they would still have the maximum amount of oil in their fatty layer. As the mating season progressed the amount of oil decreased due to their remaining on the beach and not eating.

A fully grown Elephant Seal can grow to a length of 19 to 24 feet and with a girth of 10 to 13 feet. A fair sized Bull just out of the water will give about 8 barrels of oil, with each barrel containing 31.5 gallons.

Elephant Seals were known for their protective behavior over their harems and when approached by man would not run away and so were easy to kill, whereas Fur Seals would make a dash for the water and escape unless the men could get in between the herd and the water.]

The first day of the new year, 1793, began with hard gales and plenty of hail, rain and some snow falls. One of the ASIA'S boats went on shore to get refreshments and arrived back at the ship with enough for all on both ships. Work went on despite the weather conditions with the ALLIANCE'S men using their forge to manufacture small iron pieces, hatchets and knives and the ASIA'S hands made an awning and set it over the poop and the house as an added protection for the watchkeepers, against the rain and snow.

On the 2nd of January the log entry read :-

"The first part we had hard gales at NW, attended with snow. At 10 before noon it blew such a gale that the HUNTER struck a drift, but they veered out the whole of her cables and she soon brought up again. We were apprehensive about driving out or parting our cables for which reason we launched our fore and main topmasts, keeping the fore and main yards up, so that if we should drift out to be able to set reeft courses. If canvas could stand the force of the wind, but I rather think it would be like fog in the wind. It is so forceful that it is a hard matter for a man to go up the shrouds without being blowed off This Bay where the HUNTER lies is so full of kelp and weed that it prevents us from hauling

the cable taught and it gets caught on the cables."

Each days entries mention the weather conditions prevailing, moming, noon and night and each day mentions it is raining, blowing, hailing or snowing in hard gales and exceedingly cold. It really must have been a trial and ordeal for these men, who were hardly equipped with cold weather clothing fit for these conditions and I doubt that they would have expected these conditions considering that it was the summer season in these southem latitudes.

page 94


On Friday, January 4th, 1793; the watch, as usual, inspected the anchor cables where they passed through the hawse holes and found that with the amount of movement and swinging of the ship, the cables were becoming chafed. As this seemed to be a constant problem with the ships. Captain Bartlett Coffin came up with his own solution. He began to manufacture some Rollers that would fit in the lower part of the hawse hole and the cables would sit upon them. Early the next moming the hands were at work about the ship on their normal duties, cleaning and washing decks. The weather had somewhat abated and Captain Coffin got the forge to working again ready for a start after breakfast.

Once all hands had finished eating and had drunk their coffee, some of them were detailed to take the boat ashore after fowl and seals, while the Captain carried on at his forge, being assisted by some of the men on board. By 9 am the wind was blowing so hard, with rain and hail, that the men just could not stand on deck, let alone work on deck. Consequently, the Captain had to put the fire out and all hands went below and found work to do in the 'tween decks and holds. Pinkham remarks that; "we have some SNOW which serves to sharpen the air."

On Sunday moming the wind abated to a moderate gale and the men were able to lower the boats and row ashore. With each boat's crew taking a section of beach they shot birds for the pot and shot and skinned some Fur Seals. However, the seal population about Christmas Harbour was very small and the catch was hardly worth the effort, as all day long it rained with intermittent snow squalls to make the life miserable.

On Monday and Tuesday, the 7th and 8th of January the weather remained cold and wet with gale force winds, hail and flurries of snow. The boats put off each moming for the shore after fowl and seals. They came back to the ships with plenty of fowl, some to be plucked and cooked for the crew's dinner and the rest salted and put into casks for later and leaner times. While roaming the beaches the men went after whatever seals they could find and during the two days managed to kill and skin only fifteen or so, "but there was but few about."

Remarks on Wednesday. January the 9 day; 1793. ASIA. "First part of this 24 hours begins with a fresh gail and squally. Middle part, the same. Latter part, fine weather. All hands on board of the HUNTER a heaving up her ankers. At 9 am she maid sale on Discovry to See if they can Find a Better Harbour and to see if there is a plenty of Swile. Then our People went on board. But myself and One More. We stood along shore to the Southward by Three Long Bays and at 7 pm Cast Anker in 7 fathoms of Water in a Bay that we gave the Name HUNTERS BAY Saw ELEPHENTS all a long the Bay side. So ends this day and all well on board the HUNTER"

The weather has finally cleared enough for the HUNTER to leave Christmas Harbour and search for a new anchorage and grounds where sealing will be more productive. To man the Schooner men were selected from the ASIA and the ALLIANCE. The first crew and sealing gang of the vessel were :-

Captain -Mate -2nd Mate -Seaman -Seaman -Seaman -Seaman -Seaman -

Bartlett Coffin. Simeon Starbuck. Sylvanus Crosby. James Bunker. Aaron Coffin. Hirem Coffin. Stephen Pringle. Charles Harder.

ALLIANCE. ASIA. ASIA. ALLIANCE. ALLIANCE. ALLIANCE. ASIA. ASIA.

page 95


Seaman - Stephen Skinner. ASIA.

It will be noticed that Sylvanus Crosby is a part of the crew for the sealing voyages and fortunately for all today he carried his ship's log book with him on the schooner and at the end of each day recorded all that happened and the catch details.

[The three Bays the Schooner passed on her outward voyage were :- Foul Hawse Bay, Muscle Bay and Cumberland Bay, they then rounded Pringle Point and went into Breakwater Bay. These names were current in the 1850's on the American Charts" , but when the HUNTER sailed these waters there were very few named features, the exception being those named by Captain Cook, in 1777.

HUNTER'S BAY is believed to be the Bay lying between Cap Feron and Pointe Lucky on the East side of Loranchet Peninsula in 48 degrees, 48 minutes South and 69 degrees, 08 minutes East. In an English language version of the chart the name of the bay is Breakwater Bay, or Cassells Cove." ^ In the French Charts the Bay is named Bale du Brise-Lames."*^]

On board the ALLIANCE Andrew Pinkham keeps his daily log and refers to the ASIA when necessary as he is now covering for both vessels. Of this day, the 9th of January, 1793, he remarks that,

" At 8 am in the moming they weighed and sailed to the South East along the coast in quest of a Harbour for the ships. I went on board the ASIA and assisted Captain Elijah Coffin in fitting a Rowler in the Haus Hole, {hawse hole). At night I came on board my own ship. Our folks had been ashore and killed 12 seals. Took a load of water and stowed it away and went back on shore and skinned several more seals."

On Friday January I Ith, 1793, the HUNTER and her crew finally begin working the seal beaches. The ships and crews have now been out from home for 410 days and so far have little to show for the time, money and efforts they have put in after a decent catch and a hold ftill of oil.

Remarks on Januarv the 11 dav. 1793. HUNTER. First part of this 24 hours begins with fine weather, the wind at West. Went on shore and killed 15 Elephents. Brought a board the bloober and Seperated it from the Skin and Put it in Casks. In the aftemoon went and gut 8 more. Wind at NE So ends this 24 hours. All well on board of the Schooner.

During the next few days the HUNTER and her crew are on a voyage of discovery as they penetrate bays and inlets seeking a safe haven for the two "mother ships" lying at anchor in Christmas Harbour. As well as seeking an anchorage they are surveying the coast and beaches to find the Sea Elephant and Seal Colonies.

They ran along the coast and through groups of islands and between islands and the mainland, sounding as they went and watching the water for telltale ripples or swirls that might indicate a hidden rock or reef.

^^ Master of Desolation, Capt. Joseph Fuller. Pub by Mystic Seaport Museum, Mystic. Conn.

"^ British Admiralty Chart, No. 2398. Isles Kerguelen, pub 1994. Taunton, Devon. England.

^^ Chart, ILES KERGUELEN, Institut Geographique National, pub Paris 1973.

page 96


On Thursday January 17th the HUNTER was sailing to the SEbyS and went "through a Noomber of Small Islands. Run by them and wore ship and stood to the South and a long by some small islands which we saw a Deep Bay which we run into and come to anker in 5 fathoms of warter. Then we went on shore to kill some seal and we found a plenty of Mussels and got some of them.

Next day, "went on shore and shot some Teal and gut some Mussels for to carrye to the ships. We gave this place the name Mussel Bay."

[There are two types of Mussels growing naturally on the Desolations, the Bog Mussel and the Black Mussel, both are equally delicious. When opened the inner shell has the appearance of mother of pearl. They are easily collected at low water from the rocks.]

Remarks on Saturday. January the 19 Day; 1793. HUNTER. First part of this day begins fine weather and calm. Hove up and towed the schooner out through the gap into the mouth of a small Gut. Breeze up at NWbyN from Horse Island. There drapped anker. Went ashore and gut 12 Elephents. Went with the boat through the Gut and found a good Passage through them. Came on board and carryed the Bloober. Hove up and run through the Gut into a small Harbour and Drapt Anker in 2 V2 fathoms of warter. A verry fine Harbour for the ships. This Harbour we gave the name Port Washington. Saw a plenty of Elephents all round. So ends this day and all well.

After sailing from "Hunters Bay" with the wind fair astem the schooner crossed Bale Blanche and then to the north of Isle St. Larme-Gramont. Crossing the wide mouth of Bale de Londres they passed through "the Gut" knovm today as Canal Aldrich. This lies between Isle Foch and Isle Howe. They then tumed SWbyS into the bay named on todays charts as Bale Phillips which proved to be a fine anchorage to be used as a base for their operations. Having surveyed the bay Captain Bartlett Coffin decided to retum to the ASIA and ALLIANCE and lead them to the new harbour.

While the HUNTER has been off exploring, the ships at Christmas Harbour have been troubled by the ferocity of the gales sweeping down off the mountains and the men are constantly in fear of dragging the anchors and being swept out to sea or onto the nearby rocky islets. Pinkham wrote on Saturday January 12th, "the fore part of the day we had hard gales at WNW and falls of snow. We went on shore and shot some fowl but the wind increased so fast that we were soon obliged to come on board. The wind blowed hard all night."

Sundav. January 13th: 1793. ALLLiNCE. "The morning begins with fresh gales and rain and the weather so boysterous that we could do nothing on deck, which is a plain demonstration to me that this is the most disagreeable Harbour, Bay, Anchoring Place or Roadstead that ever 1 was in, for as soon as the wind abates enough it goes to hail and snow in the greatest abundance and as soon, or rather before that ceases the wind increases so hard that it is dangerous for a man to go on deck without holding to the rigging. Its a surprise to us that we are not taken up, for some of us would have been taken up by whirlwinds, of which there are great numbers passing the ships constantly when the wind blows from the WNW, which is the point it comes from most. At 8 in the evening it blowed so excessive hard that we was under the apprehension of parting our cables. But at midnight the wind abated. So ends."

On Monday and Tuesday the weather was just as bad, howling gales, rain, sleet and snow. Captain Elijah Coffin decided to fit another roller to the bows of the ALLIANCE and to do this he had to rig a stage over the bows to sit on while he drilled holes for the roller's

page 97


holding bolts. In the heavy gale and freezing weather the job proved to be an ordeal for the Captain although he pressed on and got the roller fitted before climbing back on deck and going below to the comparative warmth of his cabin. The rest of the crew were engaged in coopering the oil on board, in other words they were checking the casks and making sure the hoops were tight on the staves and not leaking. It was in weather like this that every man on board wanted to be the Cook's Assistant.

Wednesday. January 16th: 1793. ALLIANCE. "The first part of these 24 hours begins with hard gales at NW. We are still at anchor with two cables out ahead and one astern. I went on board the ASIA to dine. Our boat went on shore and got some fowl. At 4 pm TWO SAILS APPEARED to leward standing off from the land with their main topsails aback. One was a Brigg and the other a Snow. {Snow Brig). The Brigg was ahead and had her foresail handed and the Snow filled her mainsail and shot ahead of the Brigg. Then they set their foresails and stood to the NNW by the wind. They were directly out of sight of us and we have not seen them since and we know not who they were or what they were after or where bound. The wind is at northerly which makes it verry unsteady here where we lay. So ends."

[These two vessels were the Brig ELEANORA, Captain Simon Metcalfe, and the Snow Brig INO, of 90 tons burthen. Captain Robert Metcalfe, Simons son. The INO had been purchased for 4,000 American paper dollars in Port Louis. The ships sailed from Port Louis, Isle of France, on the 19th September 1792 bound for the Kerguelens via Madagascar, where they sailed to obtain wood, water and provisions, such as rice and paddy. Also purchased was some fresh beef The two vessels sailed from Atonquil Bay and steered SSE. After a tedious passage of 50 days the lookouts saw "pinguins, divers, rock weeds and other sines of land being in the latitude of Mr Bliths Cape" Sailing past the solitary rock known as Blighs Cap the ships came to anchor in Christmas Harbour. Later, following Captain James Cooks instmctions the men found the stone caim and removed the bottle Cook had left there.

They began sealing in the vicinity of Christmas Harbour but soon shifted the ships to a more profitable area, however, they were disappointed at the lack of Fur Seals to be found at the Desolations and departed for St. Pauls Island in late January 1793. The two vessels intended retuming to Christmas Harbour to replace Captain Cook's bottle and to add a letter of their own but the gales beat them and they could not get in and so tumed away to make for St Paul and Amsterdam Island. The Brig ELEANORA sank off St. Pauls Island on the 4th of February 1793.

The mate of the Snow Brig INO, Mr John Bartlett of Boston, kept a diary of his adventures in the Orient and Indian Oceans. To read the full text of his diary entries for the time he was in the vicinity of Mauritius, Madagascar, Kerguelens and whaling in the Mozambique Chaimel and Delagoa Bay see Appendix 1 .f^

On Thursday and Friday there were more gales of wind, rain and snow. Captain Elijah Coffin carried on fitting another roller, this time to the larboard hawsehole. He finished the work just as the rain increased to such an extent that it was impossible to work out on deck. The stage was dismantled and stowed away again and the crew remaining on board took the oil cooler from beside the trypots and put it down in the 'tween decks as it was not needed and an encumbrance on deck. Finally on Saturday the weather cleared up enough for the men to get on shore and begin hunting the Elephant Seais. This was their first attempt at killing a

^^ Diary of John Bartlett. P.M.B. 219. Original owned by the Peabody Museum, Essex, Mass.

page 98


very large angry bull seal and even though they managed the kill and flensed the blubber from the carcass it took a considerable time.

Captain Coffin made 2 "Currying Staffs" {carrying poles) for carrying the blubber from the killing place to the boats and in the aftemoon the boat went ashore and killed another "Small Elephent." Late in the day the hands in the bows saw a "blow" at the mouth of the Bay and raised the deck wfth the cry of "there she blows." The whale was recognised as a Wright Whale and though the boats were put off in chase the whale was too fast for them and they were unable to lance her and she went off fast to leeward.

Sunday, January 20th, 1793. The day began with, once again, strong gales attended with snow. The hands fitted the lathe and began tuming some more handles for the skinning knives and carrying poles. Captain Coffin set a man at the fore mast head as a lookout for the Schooner as she was expected at any time and at I pm she was sighted to leeward about 3 leagues off, (9 miles) and standing on the starboard tack. Captain Coffin and Pinkham immediately sent for their "Prospective Glasses." {telescopes) and studied the schooner, carefully noting the flag signal, "her coulars." hoisted at the mainpeak. The signal informed the men on the ships to get up their topmasts and prepare for unmooring as a better harbour had been discovered.

All hands cheerfully set about getting the windlass ready for the cables and when all was ready, awaited the arrival of their mates.

The Schooner got up to within a mile of the anchored ships and then the wind began to blow so fiercely that they were obliged to anchor and lay to overnight or until the wind abated. In the moming one of the boats was sent on shore to search the shoreline for seals and Captain Coffin took another boat and he and his men rowed down to the HUNTER to hear the news of the voyage. As the wind had lessened enough the crew got the HUNTER underway and she beat up the Bay until she was abreast of the two ships, the anchor was let go and she brought up safely.

The HUNTER'S crew told of a good safe Harbour for the ships and that they had seen a good number of Elephant Seals but no Fur Seals, which was a great disappointment as they were their primary target.

All were anxious to get underway and shift to the new harbour, however the weather had other ideas and the gales, rain and snow, retumed with a vengeance. On Tuesday moming the crews awoke to hard gales from the SSE and very heavy rain, but about noon the wind veered westerly and began to blow straight down the Bay with a rapid increase in strength. All three vessels began to drag their anchors, moving slowly stem first towards the open sea. But in between the ships and the open water were a number of small rocky outcrops and islets and with great apprehension the men tried their best to prevent a disaster.

By the end of the day, the men were exhausted, the ships had been brought up to their anchors again and were relatively safe. The only damage done was minor damage to the starboard quarter of the ASIA and the HUNTER's bow. The ASIA had drifted down onto the schooner but by using poles and oars the men managed to keep the ships apart enough to prevent major damage to her bows and bowsprit.

At 4 am on January the 23rd all hands were called to prepare to get the ship underway for her newly discovered harbour, but again, as the day dawned the wind began to increase in strength and the rain fell in torrents and soon tumed to sleet. There was absolutely no possibility of sailing from a confined and dangerous harbour in such conditions and the hands payed out some more cable on the bower anchors and hoped for the best. As the mate wrote in the log book, "we gave up the idea, which in the course of the day we were not sorry for, as it proved a verry thick and dirty day. In the evenmg the wind began to blow again and increase to a violent gale attended with hail and rain."

page 99


All through the night and into the next day the "wind continued to blow a dreadful gale without intermission the whole day, takeing the water up higher than masthead and appearing like a driving snowstorm. In the evening the wind abated and was much moderated with rain." Friday, January 25th was a repeat of the previous days and the Captains decided that the best course of action was to remain in Christmas Harbour, however much they loathed the place as an anchorage. On Saturday morning the weather situation had changed for the better and at 4 am all hands were called on deck.

Saturday. January 26th: 1793. ALLLANCE. "The wind was still fresh but the weather was tolerable and clear. We thought if we could purchase our anchors there would be probability of our gaining our new discovered harbour, which seems to be the first thing in view at present, for this Christmas Bay is a Dismal Place for any Human Beings to Reside in. At 6 am in the moming we began to heave in. We took up our anchors with much more ease than we could have expected. At 9 oclock we had both anchors on the bows, but it was with some difficulty that the ASIA took up her sheat anchor, it being so deeply settled in the mud that they were under some apprehension that they would have to leave it. At 12 oclock we were all underway but the wind blowed so violent that we could carry no more than close reeft topsails and we immediately steared for our Little Harbour, which bears SSE by compass from Christmas Head and this we left without regrets, a Harbour or rather a Bay. Which I am much to a loss to understand the Character who gave it that name. But thus far I can say of it. It Is the Most Disolate Place ever I saw and as for the Safety of the Harbour, there is None, for Notwithstanding our ships were well found for anchors and cables, there was seldom one 24 hours past without being under apprehension of driving out. 1 think to leave Christmas Harbour to them that goes their next to set it forth, for it is beyond the Conception of anyone who has never experienced it, how bad the weather is their and I am sensible so I shall never be an Eye Witness to it again, or at least I shall never desire to. At 5 pm we all came to in our Little Harbour, which our Captain was pleased to give the name of PORT WASHINGTON, from the excellence of the place, for it is verry small and not more than 2 fathoms and a half of water and the bottom verry soft mud. We let go our small bower anchor to the SW, the wind blowing from that quarter. We veered out a short scope of about 30 fathoms and then moored with the stream anchor to the NE. Here the land is low to the southward and so round to the NE, but that to the Eastward is something higher, though not so as to harbour any snow, which makes this a verry convenient harbour. The wind was quite moderate in the first part of the night. So ends."

[After studying the present day charts of the Kerguelen Islands and using the features and sailing directions mentioned in the three log books, ft has been ascertained that Horse Island is in fact He Howe, as later on when the ships are making their departure, Crosby refers to Haws Island. After running through the "gut", (Canal Aldrich) the passage between Hawes Island and Isle Foch, the HUNTER sailed SWbyS into todays Bale Phillips which the Captains of the ships named Port Washington. Captain Cook's Christmas Harbour, where the ships originally anchored is today known as Bale De TOiseau. ]

As soon as the ships were securely moored fore and aft in their new anchorage the hands set to work preparing for elephant sealing. Some of the men remained on board the ships unloading the blubber from the HUNTER, taken during the recent cruise, and loading more empty casks on for her next cruise around the islands.

The rest of the hands took the boats ashore on the nearby beaches where the Elephant Seals kept their harems and began the killing and flensing. The ALLIANCE'S men took 26

^ British Admiralty Chart, No. 2398. Kerguelen Islands, pub. Taunton, Devon. 1994.

page 100


Elephant Seals on this first day and the ASIA'S men took 20. In the aftemoon the mate went on shore and made his way inland towards the marshes and shot fowl and ducks for the men's dinners.

On Monday, January the 28th at daylight all hands were called to get the schooner ready for another cruise, but the weather being rather boisterous, it was decided to delay the sailing for the time being. The ALLIANCE'S boats crew rowed to the closest beaches and took a further 24 Elephants and began carrying the blubber to the waters edge ready to be loaded into the boats.

The ASIA'S boats crew rowed across to a small islet covered in ground cover and edible grasses. On a sheltered beach on the SE side they found a large bull and his harem lazing on the pebbled clearing. It was short work to dispatch all 24 of the Elephants but longer to flense them of their blubber. It was hard work for the men to carry the poles, heavily loaded with the squares of blubber over the pebble and rocky beach to the boats. After taking a full load of blubber to the ships, the men, on the retum trips to the island took the hogs from their pens near the foremasts and carried them ashore, where they could graze on the grasses and fatten up.

[It was common amongst the whalers and sealers that when they intended to lay at anchor for any length of time, to take their livestock ashore onto a small island to graze. It gave the animals and poultry access to fresh feed and being a small island they could not escape when the time came to collect them and the ship depart.]

On board the ALLIANCE, Captain Bartlett Coffin, having made the first cruise in the HUNTER, began making more "knives and steaks." {sharpened stabbing stakes), for the killing gangs as the Elephants were quite able to snap the wooden handles in their death throes.

On Tuesday moming the 29th of January, the schooner was ready for another cmise and Captain Bartlett Coffin once again took the command. This time, being more familiar with the job, he took a boats crew from each ship and towed two boats astem. Fortunately Sylvanus Crosby went with them and took his log book, so that today we can follow the progress of the hunters in the schooner. At the same time, Andrew Pinkham remained on board the ALLIANCE and kept the log on board the anchored "mother ships" and we can follow the work on board those ships.

Remarks on Tuesday. January the 29 day: 1793. ASIA. "First part of this day begins with a strong wind at NW with sum Rain. At 12 oclock wayed anker and Set Sail from Port Washington and Ran up a Deap Bay and Beat up a Cove and Came to Anker in 6 V2 fathoms of water, then put off and killd 5 Elephents. So ends this day and all well on board the Schooner."

On Wednesday the men went on shore and before nightfall collected 6 more elephents and brought the blubber on board to be casked. Before first light the cook had the galley fire going and a large pot of crackerhash made for the men's breakfast to go with the roasted fowl.

Once breakfast was over they manned the boats and rowed to the shore where they got another 19 Elephant Seals. During the aftemoon all hands were employed in carrying the squares of blubber over the slippery rocks to the boats and ferrying the lot to the HUNTER where it was casked and stowed in the hold.

During the night the wind blowed verry fresh and strong and the HUNTER with only her light anchor down began to drag. Quickly paying out more cable the schooner came up and the anchor held. Also during the night Captain Bartlett Coffin "as taking with a pain to his Stomach and a Vometing all Night By Spels and No Releaf." In the moming the anchor

page 101


still held and the hands kept on carrying the blubber to the ship for stowage. The weather was fine with a light wind and the boat went on shore and got a load of fresh water for the schooner. While some were loading water the others got 3 large Elephants and stripped them of their blubber and then they all came on board.

Captain Coffin was no better and it was decided to take him back to the ships where he could, hopefully, get better treatment than he could on the small 50 ton schooner. At dinner time, {12 oclock) Simeon Starbuck ordered the anchor to be wayed and the schooner sailed back to Port Washington and the anchored mother ships. Captain Coffin was carried aboard the ALLIANCE and laid in his own cot in the Great Cabin. Pinkham wrote .-

"We went on shore and killed 26 Elephants and brought their blubber on board. At 2 am the HUNTER returned from a cruise and brought our Captain back verry ill, which was occasioned by a vomitting which had attended him for near 24 hours before, notwithstanding they had applyed all available means and applyed all medecines that they had on board to prevent it but what increases the vomitting is his Smoaking Tobacco, which he is obliged to do to ease a violent pain in his bowels. We took him on board the ship and gave him a Glister, but it did not affect the cause nor relieve his pain, which was most violent. He lay in a most pitiful condition all night and before moming the Piles came on which is Tedious of itself and more so when taking a Perjah in such a Low Condition who can keep Nothing Down to Support Nature."

[Glister = Clyster. A medicine injected into the Rectum, to empty or cleanse the bowels. Also known as an Enema or Suppository.^^]

After dropping off Captain Bartlett Coffin and discharging all the collected blubber, the crew of the HUNTER took on another supply of empty casks, which the Coopers on the two ships have been preparing for them. At dawn on the 2nd of Febmary the schooner slipped her hawsers and got underway in a light breeze. She began working up the long Bay until 2 pm and then dropped her anchor in a small bay in 5 Vi fathoms of water. The men went on shore and killed 11 Elephants, flensed them of blubber and carryed it on board for stowing. Once the blubber was on board one of the boats went ahead of the schooner and towed her out of the bay. Clear of the small headland the HUNTER raised her mainsail and jib and ran up to the head of the Inlet where she anchored in 7 fathoms of water.

On the next day, Sunday, February 3rd, the weather was fine with light variable winds and calms. All hands went onto the beaches with their spears and clubs and during the day took 52 Elephant Seals. After flensing them and getting the blubber to the boats and back on board and stowed the men tumed in pleased with their efforts.

Next moming with a small westerly wind blowing Starbuck got the men to way anchor and they steered out of the bay and to the southward, where they found a small inlet. Studying the inlet through his spyglass Starbuck saw a harem of Elephants. He sent the boat on shore while he kept the schooner to a drift. When the boat retumed with a load of blubber the bosun told him they had taken 46 elephants. With the boat unloaded the men rowed back to the beach for another load. Eventually all the blubber was on board and the hands made sail as the weather looked threatening and very thick.

The schooner bore away to try to find a safe haven before the wind increased too much. They ran through a narrow passage into another deep bay and tried to beat up, but the wind coming from the SW was a dead muzzier and they were forced to put her before the


page 102


wind and run for a small island on the other side of the inlet. Once the schooner was at anchor the boat went ashore and killed the only elephant seal on the beach, a large lone Bull. At the mouth of the bay where the schooner lay, a pod of right whales played all aftemoon, coming at times within 200 yards of the vessel.

On Tuesday, February the 5th, 1793, the day began with light winds from the NNW and clear fine weather. The crew of the HUNTER took their boats and rowed over to the South side of the bay where they took 61 Elephant Seals. It took 3 trips in the boats to transport all the blubber back to the schooner. While his men were busy at the killing Starbuck went around the small headland to investigate the next bays. He found a beautiful small protected harbour, which he thought would make an excellent anchorage for the schooner. Consequently at daybreak next moming the crew wayed anchor and ran across the bay and entered their new harbour. They came to anchor in 12 fathoms of water and as soon as she lay snug the men got their breakfasts.

Finishing their coffee, the men got into the boats and rowed to the beaches and took another 41 Elephant Seals, carrying some of the blubber to the beach and the boats. As night fell they left a pile of blubber pieces at the high tide mark ready to be collected in the moming. There were no predatory animals on the islands to take and devour the blubber, only birds, gaimets and albatrosses that would peck at the flesh till the bones were cleaned and lay whitening in the wintry sun.

Next moming the men collected the blubber, took it to the schooner and went to work on the killing beaches again. During the moming they took 29 Elephants and with the continuing fine weather went back ashore in the aftemoon and took another 46. The flensing finished the blubber was carryed on board. The deck of the schooner was now literally covered in squares of 3 to 4 inch thick blubber and all hands set to work removing the skin and stowing the blubber into the casks. As each cask was filled the head was put in and the hoops hammered down to secure it.

The casks were then lowered with a whip purchase into the hold and stowed against movement. The left over blubber was stowed about the deck in bulk until the schooner could get back to the ships for more casks.

Remarks on Fry day. February the 8 day: 1793. HUNTER. "The first part of this day begins with hazey weather. Went on shore and gut 12 Elephents, filling all our Casks and Stowed about 90 in bulk. At half past 12 it Cleard Away. We wayed anker and Beat out of the Bay with a moderate Breeze at NE. After we Gut out the wind Died away so that we could not git into our Harbour. Then gut two boats ahead and Towed Her. The wind shifted at NW, then we Beat up along by the West side of the Bay and at 11 pm draped anker in 12 fathoms of warter. Paid out all the Cable. So ends this day and all well on the schooner HUNTER"

Remarks on Saturday. February the 9 dav: 1793. HUNTER. "The first part of this day begins with fine weather, the wind at NW At 6 this moming Wayed Anker and run into the mouth of the Harbour. We saw the ASIA'S boat. She come alongside and told us the Sad Nuse of Captain Bartletts Deth. They told us he Dide half past 4 after Nine Days Sickness. He Lived the Hole Time in Grate Agany and had No Releaf from Pain. Run in and let go our Anker and went on Board the ALLIANCE. In the aftemoon went along side of the ASIA and Discharged most of our Cargo that we had in Bulk. Then we hauld round to the ALLIANCE and Discharged the Remainder. Then hauld along side of the ASIA again. So ends this day. All the rest well on board'of each ship."

page 103


Remarks on Sundav, February the 10 dav. 1793. HUNTER "The first part of this day, rainy weather, the wind at NW and held so all day. At 6 this afternoon carryed Captain Bartlett Coffin on shore, the south side of the Bay. Berryed him in a Deasent Manner. So ends this day."

Since Friday, Febmary 1st when the HUNTER sailed on this latest cruise Andrew Pinkham and Captain Elijah Coffin have been fully occupied in administering medical assistance to their cousin Bartlett. The following log book entries written by Pinkham on board the ALLIANCE cover this dismal period in the ship's voyage and are transcribed in full.

Saturday. February 2nd. 1793. "This morning the wind was small from the NW. The HUNTER went off on a cruise. I am at present under great concern in regards to our Captains Illness, which seems to be not in the least abated. We have used all methods we thought necessary to afford him some relief but it avails nothing. And what to do for him next we know not. We can pitty his condition and that all for we cannot remove the least part of his pain. Our boat went on shore after Elephants and brought off in the course of the day, the blubber of 31 but Captain Elijah and myself has enough to do to attend our sick Captain who is in a desperate case. In the night, between the 2nd and 3rd of the month he had a troublesome night of it, so that we thought he would sometimes loose his breath, for he is swelled so extremely with something in his stomach that he can scarcely fetch his breath."

Sunday. February 3rd. 1793. "This moming our Captain seems to be rather more easy than he has been the preceeding night, but he has no passage through him notwithstanding we have done our utmost endeavours to expel the wind and something through him. Yet all our efforts have proved unsuccessful and what we shall do I know not for he is swelled verry much and I am sertain he cannot survive long in this condition. Our people are busey at killing Elephants and stowing away blubber, but I can't look at them at present for I think LIFE ought to be preferable to interest. Its true theirs no man can save anothers life, but I shall attend. Our Captain was in great Extremity of Pain in the fore part of the night and the latter part rather more easy."

Monday. February 4th. 1793. "This moming I most despared our Captains ever surviving, but we thought to administer one thing more which we were quite unacquainted with and never knew nor experienced it, which was a hot or rather warm BATH. But we thought since we have tryed everything that ever we heard of and then without success, we thought as the Captain was agreed to administer that. Which we did and found it to be of more service than anything we have applied before. In the course of the day we applied several glisters which brought away some tripes, but not to make a clear passage through him. But he seems to be quite free from pain but continues to be swoled verry much in the stomach."

Tuesday. February 5th, 1793. "The first part of this 24 hours we could find no alteration in our sick Captain, who lays in the most pittiful condition imaginable and what is more grievous to me is to think that we can do nothing to relieve his pain. The latter part of the 24 hours he seemed to be rather more free from pain, but still continues to be swolled to that degree that we are apprehensive of his busting open and is as weak and

page 104


low as is possible for a person to be. His case is such which gives us but littie hopes of his recovery which is almost to much for me to think of much more to write."

Wednesday. February 6th, 1793. "The first part of these 24 hours begins with Trouble as has a number before. Our Captains situation is little different from what it has been for several of the preceeding days, but as a warm bath relieved him from pain once, we thought it expedient to repeat the operation, which we did at 7 am this morning, which in some measure removed the pain, but weakened him verry much. At 11 oclock his pain was so excessive bad that he desired to have a GLISTER, which worked exceeding well it being the first which has ever brought anything from him. But their is not enough come away to slack the bowels or relieve him from pain. Its enough to melt the heart of a stone to see a human being in such distress and cant relieve him, but what to do we know not. The fore part of the night he lay in great extremity. His pain had encreased to that degree that we thought sometimes he would expire. At midnight the pain rather abated, but not that he could sleep, which I think his nature requires as he has not slept the value of 6 hours for the 3 days past. So ends."

Thursday, February 7th, 1793. "This morning our Captain is rather more easy so that he has slept some, but at 8 oclock the pain came on again and was so violent hard that he was desirous to have a Glister, but we were apprehensive whether he had the ability of body to stand the shock, but he insisted upon it. So we administered one, which was of great service. The latter part of the day he was quite softley and the fore part of the night in great extremity we keep looking for him and applying every medecine we think necesssary and at times theirs some wind comes off his stomach but he still continues to be swelled verry much. Some times we feel encouraged thinking he will recover and at others it seems as though theirs not the least probability of it."

Friday, February 8th, 1793. "The first part of this 24 hours our Captain seems to be free from pain and sleeps verry quiet, but he is exceding weak and low. We were still in hopes of removing the pain for which reason we apply a Glister, but it was without much affect. He still seems to be in great extremity of pain and swelled to that degree that we are obliged to apply sweet oil to his belly and to keep it from busting open and he grows weak exceeding fast. The latter part of the day and the first part of the night he seems to be worse than he has been at all."

Saturday, February 9th, 1793. "These 24 hours remove our Trouble which is not uncommon in this Life. At 1 oclock this aftemoon, our Captain lay in great distress and what was more grievous to one was to think we could afford him no relief notwithstanding we did all we could for that purpose, he seemed to be attended with many diseases which wore the Piles Gravel and that which is called Bust, all of which he boar with patience but seems to me their never was a man in such extremity, but he said the most that made him desirous to live was that he might see the bringing up of his children but he hoped they would be provided for. But he said that he was sencible he had to DIE one time or another and if his time was now come, he was free and willing to leave this troubleome world. He desired we would not moan or lament the loss of him for we could do him no good. He called all the people to his bedside and told them they had done well all the voyage and that he had had a good crew. He likewise told Captain Elijah Coffin that he should trust to him to settle the accounts between them which he was sorry had not been done before, but now it was too late.

page 105


He desired of ME to settle with the OWNERS as well as I could and told Michil ? That he had made a contract with Ellims ? For a part of his voyage. But he told him he might have it for he did not want it. Then he looked around upon us all and said he knowed us, but he did not know what more to say, but he hoped we should all have more time to think of our END than he had had and desired of us to lay him Strait in the Bed and Close His Eyes. At half past two oclock in the moming. Captain Bartlett Coffin ceased to breathe and thus departed this life. Our honoured and much beloved Captain, whose Soul I hope is called to a state of Bliss and I have no reason to doubt it is. He was a man who always led an upright life, from his Infancy. But the ship is like a sheep fold who has lost the Shepherd, for every thing above and below decks has a melancholy aspect. Thus I have lost a near Relation who has befriended me in the time of need without requesting the favour which makes him seem more nearer still. This day the Schooner arrived from a cruise bearing two of our Captains Nephews, who had not the satisfaction of seeing the last of him. Likewise who he had a great desire to see to give them a passel of advice, but he is gone and their is no recalling."

Sunday, February 10th, 1793. "These 24 hours begins with rain and the wind to the northward. The weather in these 10 days past has been verry fine for the most part, but the duty of the ship has been interimly set aside and all the attention payed to our sick Captain for as we had one boats crew out in the Schooner, we had not enough left to attend the sick without takeing some from on board the ASIA. For he, {the Captain), never could be left without three men and a great part of the time 6 and sometimes more -At 4 oclock in the aftemoon the BODY of our HONOURED CAPTAIN was COMMITTED to the EARTH with ALL the SOLEMNITY due on such a MELANCHOLY OPERATION."

The foregoing paragraphs illustrate perfectly the hardships these seamen were put to in times of injury or illness. There was no one to call on for help and the men had only themselves to rely upon and the Captain's Medical Joumal, a tome carried on every ship and which described basic symptoms and the usage of the various medicines etc carried in the ships medical chest.

After the burial service was completed and all hands were back on board, Andrew Pinkham, the ship's 1st Officer broke open a cask of wine, purchased at Capetown. All hands were given a mug of wine and a toast was proposed to their late Captain. Pinkham then informed the crew of the ALLIANCE that as next in succession he was now taking command of the ship, on behalf of the Owners in Nantucket.

Even though the men grieved at the loss of a popular Captain there was work to be done and at dawn on Monday moming all hands were at breakfast ready for another day of fine weather. The men began to unload the Schooner of her cargo of blubber. The deck cargo of uncasked pieces was left in a pile for the time being as the casks were brought from the hold and slung over the gunwales and into the holds of the ALLIANCE. The barrels were rolled into the wings or sides of the hold and chocked securely against movement. Once all the barrels were below the job of casking the blubber squares began on deck. The Coopers were busy fitting the curved staves of the barrels and securing the hoops that held the staves together. Once fitted the new barrels were filled with water to swell the timber and make them leak proof. Leaving them for two days with the heads out was usually sufficient to take the timbers up and then the water was poured out and the barrel marked ready for use.

Where the ships lay at anchor in Port Washington the water depth was only 2 V2 fathoms and on Tuesday, February 12th as the HUNTER was about to depart on another

page 106


cruise a strong gale blew in from the NNW accompanied with very heavy rain. It was decided that the weather was too boisterous to sail that day and so she remained at her anchors.

In the late afternoon the gale increased dramatically, so much so, that the ALLIANCE began to drag her bower anchor. She swung completely around until she was riding by her stream anchor, which ran from her stem. As the tide fell the ship sat on the bottom stuck in the soft mud, for which Pinkham was grateful as there was no damage done to the ships bottom timbers.

Next moming they tried again to swing the ship but the tide fell and she took the bottom again. When the tide made shortly after noon the hands ran a hawser out to the shore and hauled her off the mud. They then took her across the harbour to the NW comer and anchored her with the larger Sheat Anchor ahead and the Stream Anchor mnning out from the stem. The weather was not conducive for sealing and so Pinkham ordered the men to take the boat ashore and get 8 casks of fresh water. In the Kerguelens there was no problem with getting fresh water as streams and rivulets abounded in every bay and inlet.

On Wednesday, Febmary 13th; 1793 the HUNTER sailed on her next cmise. She steered through the "gut for a Bay that bore SW by Compass." She arrived at her bay at 11 oclock and the boat was sent on shore after Elephants of which they took 18, including 2 large bulls. The schooner ran further up the bay before coming to anchor and once brought up the second boat was sent ashore and her crew took a further 22 Elephants. The wind increased to a gale force in the evening and Starbuck had the men lower the large bower anchor as insurance against dragging out.

With the weather remaining squally with fresh winds and rain it was decided to forgo the sealing and instead cask the blubber on deck and stow the casks below in the schooners small hold. The hands worked away all day on this task and had it finished by late aftemoon and as it was too late to go anywhere, they settled down after supper in the forecastle to a few hands of cards, to whittling, scrimshanding and reading, the pursuits of seamen the world over.

At dawn on Friday, Febmary 15th; 1793, the weather was clear with light winds blowing from the SW They wayed anchor and began their mn down the Bay with the intention of going to Mussel Bay, where they had layed before, however on the way down the bay the wind veered to the SE so that they were forced to beat around the headland. Starbuck sent the first boat inshore while he took the schooner to her anchorage. Once anchored the second boat went after elephants also. During the day the two boats took the blubber from 53 Elephant Seals. On Saturday the weather began with light winds, thick fog and light misty rain and so the hands stayed on board and casked the previous day's catch of blubber. In the late aftemoon the weather moderated somewhat and No.l boat went to the beach and took another 5 elephants.

On Sunday, Monday and Tuesday the weather was fair and considered good hunting weather. Both boats, on Sunday rowed down into the next bay where they found some large harems where they took 43 Elephants and flensed them of their blubber. After carrying the blubber down the stoney beach to the boats the men, by now fairly tired, had to row against a freshening wind to get back to the HUNTER. One boat managed to get back safely but the other boat had to land half her catch on a nearby beach before crossing the bay to get to the schooner. On Monday at dawn the boat was sent on shore to fetch the blubber left there the previous day. On her retum the anchor was wayed and the schooner, towing two boats sailed further down the long bay where they discovered another bay mnning to the WNW. They went into this bay and anchored the schooner in 12 fathoms of water.

The weather was thick and hazy but the wind was light and so the boats put off for some small islands that lay to their leeward. On the beaches they found more harems and

page 107


during the day they killed and flensed 65 Elephant Seals. Being late in the day only part of the blubber was got on board for casking, the rest to be retrieved the following moming. On Tuesday the men were up before the dawn and after the moming routine of scmbbing the decks, they got their breakfasts and coffee. With that out of the way the boats were pulled alongside, the men entered and off they went to the Islands where they took another 37 Elephant Seals. All aftemoon the men carried the blubber to the beaches and ferried ft out to the schooner. Finishing just before dusk one of the boats took the opportunity and killed another 15 Seals. A very long and tiring day

Remarks on Wednesday, February the 20 day: 1793. HUNTER. "First part of this day begins with a small breeze at NE and thick. In the aftemoon went on shore and gut 72 Elephents. One of our People wus taken verry ill, so that we are entends to git to our ships as Fast as Posable. So ends this day "

Remarks on Thursday, February the 21 day: 1793. HUNTER. "First part of this day begins with a small wind at West. At 6 am this moming Wayed Anker and Steard out of the Bay to go to our Ships. The wind started ahead and the Tide maid against us so that we Could not Git in this tide. In the Aftemoon the tide maid faire and we Beat up round the Capse and then run into the Bay a long side of the ALLIANCE and took out the Seak Man. Then we gave them part of the Bloober that we had in Bulk. Then we Hauld a long side of the ASIA and Took out the Rest. Then Hauld a long side of the ALLIANCE in order to strike out the casks. So ends this day."

During the time that the HUNTER was away on the current cmise the men on board the ALLIANCE and the ASIA were also after Elephant Seals and on Friday, Febmary 15th the hands were mustered early and two boats put off for the beaches. By 10 am the crew of each boat had killed and flensed 22 Elephant Seals and from then until noon they were fully engaged in carrying the blubber to the boats and rowing it out to the ships, where it was hoisted inboard for casking.

After taking their dinner of crackerhash and roasted fowl the boats put off again in chase. Having cleared the nearby beaches of seals they had to row further and fiirther in their hunt for the Elephants. They caught and killed a ftirther 50 in the aftemoon but Pinkham states that they were "beginning to grow leerie. At night we cleared hawse and tumed in all hands being weary." The next moming the weather had tumed nasty, a strong breeze was blowing across the bay and the rain was falling in torrents. Instead going to the beaches the men stayed on board and completed casking all the blubber taken the previous day. After taking their dinner the hands finished the days work by cleaning up in the 'tween decks as the weather was "thick and dirty and a deal of rain."

On Sunday, February 17 the sea was calm with just a gentle breeze but over the land the clouds were lowering and very black looking. The men put off in both boats seeking the elephant seals but found only a few. All the seals in the vicinity of the ships had been taken already and now the boats had to row long distances to find new killing grounds. At some places along the coast they could see the seals basking on the high ground above the beaches but could not get to them because of the steep crashing waves breaking on the stony beach. After getting their dinner the men set off again and in the aftemoon only found and killed 1 elephant seal. This one though was an old massive bull lying by himself on the shore. He had been dispossessed of his harem in a fight with a younger male and had been doomed to a life on his own until man happened by with their sharpened lances and sharpened knives.

page 108


As Pinkham remarked, "We rowed a great distance and viewed a number of places which looked likely for them and saw none where we could land, but we saw a number where we could not."

After a couple of days of cloudy, dirty weather and incessant rain the weather moderated a little on Wednesday the 20th to strong breezes and rain from the NE. Two boats set off from the ASIA and ALLIANCE soon after dawn and after a long pull came across a harem beach with four harems in groups on the high swampy ground above the beach. In a short time the men had taken 46 elephant seals and flensed them of their blubber. The men then formed a chain and ferried the blubber leaves down to the beach and loaded the boats for the retum trip. On the retum voyage a lone bull was sighted on a beach and the men could not ignore it and went ashore to kill it. For all the hundreds of elephant seals already taken this bull was truly massive as Pinkham specifically remarks on its size and bulk.

[The male or bull grows much larger than the female, the latter only reaching 1/8 the size of the male. The bull when fully grown reaches a length of from 19 to 24 feet, (6 to 8 metres) and will measure around his girth from 10 to 14 feet, (3 to 4 V2 metres). A fair sized bull that has just lately arrived out of the water will produce about 8 barrels of oil. Each barrel contains 31 V2 gallons of oil. ^]

Thursday, February 21 st: 1793. ALLLANCE. "These 24 hours we had moderate gales from the WNW We went across into Hunters Bay with 2 boats and brought away the blubber of 17 elephant seals. At 3 pm the schooner arrived from a cruise with all her casks full of blubber and brought one of our people, verry ill with the Bloody Flux, whose name was John Benthal. We took him on board the ship and administered medecines according to the Doctor's Directions. We took some blubber out of the schooners hold, which she had in bulk."

[Bloody Flux = a severe bout of dysentery which involves the passing of blood. Generally comes with severe griping pains and if not treated can lead to death.]

Remarks on Friday. February the 22nd day: 1793. HUNTER. "First part of this day begins with a fresh wind at NE. Verry thick and Rainy. We hoisted out some casks but soon quited for the rain Then all hands Employed washing there Cloths. In the aftemoon finished Hoisting out the remainder of the ALLIANCE'S casks. So ends and all well."

Remarks on Saturday. February the 23rd dav: 1793. HUNTER. "The first part of this day begins with a Fine Breeze at NEbyE. Hauld a long side of the ASIA and strack out all of the Bloober and took in Casks for another Cruse. Then hauld a long side of the ALLIANCE and stowed our hole and git all reddy fore sailing this aftemoon. Set sail from whence we come and run up the Head of the Bay and sounded and gut from 7 to 15 fathoms of warter, then tacked and run into another and Ankerd. So ends and all well on board of the schooner HUNTER."

On Sunday the boats went out in the moming and only took 12 elephants. The men came back on board, "gut dinner" and went out again. The boats went in different directions but only managed to find 3 small elephants. These were all flensed and the blubber brought on board.

^ Master of Desolation, by Capt. Joseph J. Fuller, pub by Mystic Seaport Museum. Mystic; Conn.

page 109


On Monday the weather was cold with a fresh wind blowing from WbyN bringing squalls of rain and snow. All hands went ashore onto a small island that lay about 2 miles to leeward of the HUNTER. Across the island on the eastem shores the men surprised a group of harems above the high tide line. The killing began immediately, followed by others that began to flense the blubber. In all the crews of the two boats killed and skinned 73 Elephant Seals during the day. And that was the easy part, the crews now had to carry the heavy loads of blubber over the rocky and pebbled beach to the boats and ferry the loads to the schooner. In all it took four trips in the boats that afternoon to get about half the blubber back on deck.

Tuesday dawned with hard squalls of hail and snow and after a breakfast of roast fowl, hot biscuits and coffee, the men set forth again to continue ferrying the blubber from the beaches to the schooner. They finished this arduous task at 12 noon and then cleaned and scrubbed the decks. In the late afternoon one of the boats was sent to the shore to collect two casks of fresh water, for washing and cooking. While they were on shore the men came across a lone bull, killed and flensed him and brought the blubber back with the 2 casks of water.

Remarks on Wednesday. February the 27 day. 1793. HUNTER. "First part of this day begins with lite Squalls of Snow. At 5 am this moming, we wayed anker and run out of the Bay to see if we could find another harbour. We run through the Celp {kelp), until we opened the next Bay, whare we run up in it until we git in 4 V2 fathoms of water then let go the Sheat Anker and Carryed out the Small Anker. Then we went on shore with both boats in order to mend one of them. We hauld her up on the shore and thare was 2 verry Large Elephents and We Killd both of Them and brought them on board. Then we gut some dinner and went on shore and left Three Hands to Mend the Boat. Then went and killed 4 large Elephents and 2 Small ones. Caryed the Bloober on board and 2 Hands went along shore to kill all that they could see and they killd 13 of them. Then we went in the boats to git them. Then they Mended the Boat and Came to us and 2 of us gut into her and went further along shore and we killd 10 more. So ends this day."

At dawn on Thursday when the crew arose from their cots they found the weather had improved with a light wind breezing from the west. After breakfasting the men boarded the boats and put off for the beaches, where they found a number of harems guarded by bulls. During the moming they killed and flensed 42 Elephant Seals, carried the blubber to the boats and rowed to the schooner. After dinner one boats crew stayed on board to cask and stow the blubber while the other boat went out of the bay and around the headland where they found another inlet and another harem. Killing all 17 Elephant seals in the herd the men brought the blubber to the boats and transported the catch to the HUNTER, where it too was casked and stowed. Sylvanus Crosby, in the log book, remarks that on this day they "have the proceeds of 186 Ellephents on board."

On Friday the weather remained fine and at dawn just the one boat put off for the beaches and they managed to find and kill 17 Elephant Seals. They had to row a good distance from the schooner to find the animals and it wasn't until 2 pm that they retumed to the ship. After unloading the boat and getting their dinner they went off on another hunt, this time to the bay that ran up to the west. In this bay they found and killed another 9 seals. On board the second crew finished casking and stowing the blubber in the after hold. At dusk this crew took their boat ashore for a cask of fresh water and found a lone bull hauling himself from the water in search of females to form a harem. The men soon dispatched him and brought his blubber on board to add to the tally.

When the men arose on the Saturday moming the weather had changed, the wind had swung round more to the west, bringing light squalls of rain. After normal shipboard duties, pumping bilges, scmbbing decks and etc, they put off in the two boats and found and killed

page 110


another 21 Elephent Seals. Later, in the aftemoon, they put off again but this time were unable to find any seals anywhere in the vicinity.

On Sunday moming the wind was again westerly with fine weather, however, the wind coming from this direction meant it was a dead muzzier and the HUNTER was unable to get out of the Bay. The holds were full of the casked blubber and bulk blubber was stacked and lying on the deck. Captain Starbuck wanted to get back to the ASIA and ALLIANCE to discharge his cargo and collect fresh stores for the galley as they were mnning low on the staples. Being Sunday he gave his men a "make and mend" and some of them used their time to wash and mend their clothes, others took a boat ashore to shoot fowl for the pot and while there collected the largest teeth from the Elephant Seal carcasses to bring back for scrimshandering.

[Scrimshaw = the art of carving and etching teeth and bones in a decorative fashion.]

Remarks on Monday. March the 4 day. 1793. HUNTER. "First part of this day begins with fine weather, the wind at SEbyS. Went on shore and gut a cask of warter then wayed anker and stood out of the Bay. The wind being so small and the Celp so Thick, that Pussled us to Get Thrue. But at last we gut thrue it then Maid the Best of our Way to the Ships at Port Washington, where we gut in at 5 oclock. Our Captain came on board. So ends this day and all well on board of the schooner."

[The seaweed known as kelp grows in huge thick beds in water as deep as 20 fathoms and is the fastest growing plant in the world. It would have been very difficult for the HUNTER to sail through the floating beds of kelp and lookouts would have been on the mastheads to guide the ship through the open leads.]

While the HUNTER was away in the southem bays on her hunting cmise the crews on board the ASIA and ALLLANCE were busy casking the bulk blubber and stowing the casks in the ship's holds.

On Sunday the 24th of Febmary the wind was light and blowing from the SW, bringing heavy rain and lots of it. In the aftemoon Pinkham took one of the boats and its crew and went on shore with his gun to get some fowl. While he was stalking the teal ducks for the pot his boat's crew found 2 Elephant Seals and quickly dispatched them. When Andrew Pinkham retumed to the boat with his birds he found the two seals already flensed and the blubber in the boat. Rowing back to the ALLIANCE was a hard pull for the crew as the wind was against them, but row they did and got back on board at dusk, with a freshening wind.

By next moming the wind had risen to a gale force bringing plenty of hail and snow. Not being able to put off in the boats the men were employed in repairing a main topsail by stepping a new piece of duck canvas in the foot of the sail. In the aftemoon the wind abated some and the snow stopped falling and the 2nd Mate, Mr. Upham went on shore with the gun after fowl for the pot.

From this Monday to the next, the weather, according to Andrew Pinkham, was pretty mgged with a lot of rain, hail and snow, preventing the boats from going on shore after elephants, and yet only a few miles away but in a different bay the HUNTER and her crew are ashore every day and Crosby doesn't even mention heavy snow falls, etc.

The crew were employed in sail repairing and work about the decks and in the holds stowing and chocking the casks against movement, as they had decided that with the holds nearly full they had better plan on making their departure from the islands. The boat went on shore nearly every day after fresh water and fowl, but late in the aftemoon, as the winds tended to lessen as the sun began to go down. The longer the ships remained at this anchorage

page 111


they found that the birds became more wary and wild so that they were unable to get as many as they could when they first arrived.

During this week, on Friday the 1st of March, 1793, the first indication of tension between Captain Elijah Coffin and Captain Andrew Pinkham is mentioned in the log book of the ALLIANCE as follows :-

"This day Captain Elijah Coffin came on board our ship, which is remarkable as he has NOT done the like By Us since we Buryed our Honoured Captain."

There are further references to this disharmony in other and later entries in the logs, but as they are cousins also, it is unclear whether the tension arises from before the voyage began or something that happened during the voyage.

Monday March 4th. 1793. ALLLANCE. "This moming we had fine calm weather. We bent the main topsail and fore topmast staysail. We went on shore and mended the Waist Boat. After noon we went or a cruise in the boat and caught 2 Elephants and a number of fowls. At 5 pm the schooner arrived from a cmise and hauld a long side our ship and put some blubber on board us which being more than they could cask. In the evening the wind was small from the ENE and rain."

The three ships are together again and the Captains, Coffin, Starbuck and Pinkham conferred together and decided that they had enough blubber and oil on board. In these southem latitudes summer was over and the autumn and winter weather was only going to get worse than what it already was. Consequently the casks of blubber were shared out between the vessels and carefully stowed and lashed.

[The crews resorted to carrying casked blubber because of the lack of timber in the Kerguelen Islands. Without a regular supply of wood they could not keep the fires alight under the trypots. This goes back to the earliest days of whaling in the Arctic when the whalers casked all their blubber and brought it back to their bases in London, Hull, Nantucket or New Bedford, where it was processed in the warehouses on the dockside.]

With the schooner HUNTER finished as a hunter, catcher and carrying vessel the extra hands taken from the ships retumed to their own vessels and stowed their gear in the fo'c'sle. Sylvanus Crosby wrote in this days entry :- "They discharged me and I carryed all my things on board of the ASIA again." Without a break he continues writing up the daily log of the ASIA.

On the Tuesday all hands were employed in discharging the casks and bulk blubber from the schooner and also sending boats ashore to fill casks with fresh water, of which 10 casks went to the HUNTER, 11 casks to the ALLIANCE and 10 casks of fresh water to the ASIA.

Wednesday was a wet and dreary day, hard squalls of rain and gales of wind blasting in from the NW and the mates called all hands at 4 am to begin the days work. After finishing discharging the schooner's cargo of blubber, the hands started on the job of reloading her. It had been decided at the Captain's Conference that the HUNTER was to be sent to the Isle of Bourbon, (now known as Reunion) with a cargo of oil as a prospect. It was hoped that Captain Starbuck would be able to sell the oil or at least trade it for a profitable cargo to take home to Nantucket. The ASIA discharged 40 barrels of sperm whale oil into the schooner's holds plus some barrels of Elephant oil and fresh water.

Thursday. March 7th: 1793. ALLIANCE.

page 112


"These 24 hours we had hard gales from the NW and a great plenty of hail, rain and snow. We cleared out between decks and filled 7 casks with fresh water and put 30 barrels of Sperm Whale Oil on board of the Tender Schooner with a view to sending her to the Island of Burban, where we think it will bring a good price. So ends this day."

Remarks on Thursday, March the 7 Day 1793: ASIA. "First part of this day begins with a fresh gail at NW All hands employed about Lashing Spars and Clearing down decks. The HUNTER hauld alongside of the ALLIANCE to take in Sparm Oil. Middle and Latter part, fresh Gails. Our Captain went on shore to fill some water. He streamed a line to raft it of The HUNTERS Gang went on shore to get sum ballas. (stones for ballast). We sent up our Brest Backstays and lashed them and Bent a new Jib. So ends this day and all well."

The next moming, Friday, the weather was still bad with hard gales blowing in from the NW and a lot of heavy rain. The two Captains decided that it was not a good day for sailing and instead took in more water and worked about the rigging. In the aftemoon all hands, on all three vessels were given time to "wash their close."

On Saturday all was ready for a departure but the weather proved to be thick and dirty so the Captains decided to stay. Captain Coffin and his mate Mr. Starbuck went ashore for the last time, "A Gurming" and at 6 pm they came off from the beach with plenty of fowl. Early in the moming the crew went onto the small island and chased down and caught the ships hogs, who had been happily living on the islands fodder and growing fat. One by one they were carried to the boat and rowed back to the ship and put back into their pen. During the aftemoon the crew were busy preparing the ship for sea, as "they are bound off as fast as the wind and weather will admit of us.

Pinkham, in the ALLLANCE log book wrote, "we want to have a brisk gale between NNW and WNW and clear weather when we leave this harbour because we have many small islands and a number of ledges and some low rocks to pass, which would prove difficult in baffling winds as the ships are foul and need a good breeze to keep them under command."

Remarks on Sunday, March the 10 Day: 1793. ASIA. "First part of this 24 hours begins with fine weather and a small breeze. Our people went on shore and filled their Cags, {kegs) with Bloober. Middle part, ditto wind and weather. Last part, a fine breeze and weather answerable. We employed in gitting under way as fast as passable. So ends and all well."

Sunday. March 10th: 1793. ALLLANCE. "This moming we had a small breeze from the WbyS and fine clear weather. At 10 oclock the wind veered to WNW. We immediately concluded to get underway and went about taking up our anchors, which we did with some difficulty, they being so deep settled in the mud. However by 2 in the aftemoon we had our anchors up and made sail and stood out of the harbour. We came verry nigh hitting upon the rocks by reason of a strong tide which had more influence upon the ship than the wind, which from blowing a brisk gale altered to a profound calm, so that we could not keep the ship under command. But by 3 pm we were out and clear of the rocks and small islands. We steered NE with a brisk gale at WNW and accompanied with plenty of hail. We left the land in the company of the HUNTER and the ASIA. At 6 pm Kerguelens Land bears West and 6 leagues distance, from which I take my departure." ft being in Latitude = 48° 50' South and Longitude = 69° 34' East.

page 113


Monday, March the 11 Day, 1793. ASIA. "First part of this 24 hours begins with fine weather. We gut underway and gut safe out of Port Washington Harbour with a fine wind at WNW. Our Consort afollowing after. At 6 pm the North Point of Hows Island bore SWbyS, 12 leagues distance. In a reef in each topsail, then spake our Consort and concluded to steer NE until we git a good offen. At midnight handed the mizen topsale and dobelled reeft fore and main topsale. Latter part, tollerable good weather. Employed at unbending our cabels. Wind at WbyS and cours NNE. So ends this 24 hours and all well on board the good ship ASIA."

[From the 10th of January, 1793 to the 5th of March, 1793; (54 days), the crews of the ASIA, ALLIANCE and HUNTER killed and skinned at least 1368 Elephant Seals, at the very least 60 Fur Seals, for meat and skins, along with innumerable birds of different descriptions also for meat on board, some to be used immediately the rest to be salted for later use. Although not mentioned in the log books it is presumed that they also collected Kerguelen Cabbage to cook as an anti-scorbutic.

The meat of the Leopard Seal was considered a delicacy by the sealers. The three main methods of cooking were :- Meat Balls, these were made of the meat minced as finely as possible and combined with crushed ship's biscuit and fried in oil. Seal Steaks, fried in oil and lastly in stews mixed with Kerguelen cabbage. Another of the sealers delicacies were their Mussel Soups, called Chowder.^^

Kerguelen Cabbage no longer exists naturally on the main island due to the rabbits that live there in plague proportions. The rabbits were introduced in December 1874 by members of the British Transit of Venus Expedition, in part, to provide food for shipwrecked mariners. The cabbage exists on a couple of small offshore islands that are absolutely protected against animals reaching them and the botanists have a small area of them growing near Port Aux Francais, well protected with wire fencing. Also in huge numbers are herds of reindeer, introduced by the French in 1950, along with rats and mice. While strolling about the camp at Port Aux Francais in the Kerguelens, the author, in just one hour spotted four rabbits within the camp boundary.]

Next day the ASIA and ALLIANCE are well on their way steering a course of NNE and making for the Isle De France while the little HUNTER is on a slightly different course making for Isle Bourbon. With the exception of the HUNTER, who has been constantly working, the others have been lying at anchor with the rigging exposed to the elements and not working or drying out. As a consequence of this in the first couple of days after departing Port Washington both ships have rigging problems.

On board the ASIA the Forestaysail Stay carried away and took the Bobstay by the board. All hands were called and it was set up again with a snatch block lashed to the bowsprit, the end rove through and tightened and set up again.

During Thursday, March 14 the wind was all over the place which necessitated a great deal of sail handling on the ASIA, as follows :-

"The first part of this day begins with fine weather and a gentle breeze at WSW, our course at NNE. At 7 pm handed the topmast staysail and braced up sharp. At 11 am double reeft each topsail and handed mizzen topsail. Verry squally with the wind at NNE. The ship steering ESE and EbyS. At 3 am hove about and she came up NbyW but the wind started back again. At 6 am we wore ship then she came up NEbyE. Set the mainsail and then clost reeft the fore topsail and set him. At 10 am in another reef in the mizzen topsail and set him. So ends this 24 hours and all well on the good ship ASIA''

53 Master of Desolation; by Captain Joseph J. Fuller. Pub by Mystic Seaport Museum, Mystic, Conn.

page 114


The three ships have all been separated by bad weather and dark gloomy nights but they each have their destinations and are now steering independently, the ASIA and ALLIANCE for Port Louis, Mauritius and the HUNTER bound for Isle Bourbon, {Reunion).

Next morning the men on the ALLIANCE awoke to find their consorts nowhere to be seen, the ocean was bare. With the ship steering NNE and the wind on the beam coming in from the WNW she was bowling along at quite a good speed. During the first watch in the aftemoon one of the offwatch hands speared a dolphin from the bowsprit and it was brought on board to be butchered into steaks. The brains were considered a delicacy amongst seamen and they were prepared by mincing them and mixing them with cmshed ships bread, {known as hardtack,) and slush from the cook's galley. They were then formed into balls and fried in hot oil. Pinkham remarks that in this day they saw "a great number of Fowl, such as we call Albatrouses." {these were the Wandering Albatross.)

During the next week both vessels were putting up with similar sailing conditions, for light winds to howling gales to fine and clear to overcast and rainy. The hands were kept busy sail handling and other jobs about the decks. On the ASIA one of the boats had suffered damage during all the times she was being run up on the stony beaches and Captain Coffin decided to spend his days completely rebuilding the boat, while his crew coopered the oil casks, ensuring the staves were tight and not leaking the oil out. They were also setting up and replacing where necessary various pieces of he rigging.

Over the horizon the crew of the ALLIANCE were, when not aloft setting or fiirling sail, were "knotting yams and making and fitting new reef tackle pennants, which is much required in this latitude." On this day, March 16, the weather being rather light the ship made only 57 miles, which brought her into Lat = 41° 11' South; Long = 72° 34' East.

Next day the wind was recorded as being a brisk gale which had swung around to the ENE, causing the course to be altered to north. At six points from the wind she is sailing unusually close hauled with her yards braced sharp up. The anchors had been lashed firmly onto the chocks on the f o'csle head but the cables were still shackled on. With the rain falling heavily it was a good time to wash the mud from the cable laid hawsers and then they could be stowed below in the 'tween decks to dry. Next moming the wind swung suddenly to the westward and blew up into severe intensive squalls, "and come in such whirlwinds that we were apprehensive of loosenin some of our sails, if not the spars on which they belonged."

During the succeeding few days the weather moderated somewhat, although there was the bare minimum of sail set because of the likelihood of squalls. On Wednesday 20th the gales picked up again "and came in verry heavy squalls." Several of the forward braces parted and had to be spliced again and then in the middle of the night the Crojack Slings parted. The watch on deck immediately took a handy billy aloft and secured ft to the yard to support it while they spliced new slings. While the hands were aloft securing the yard some of the running rigging decided it was also time to part. Pinkham remarks, "which is quite remarkable as it has been in service for three years and not parted before."

[This is an unusual statement to make as he is talking about rope mnning rigging that is passing through blocks, and is being chafed continually. On a hard working sailing ship it is remarkable that it lasted that long without parting.

Slings = rope or chain support for a non lowering yard, ft is also the middle area of the yard to which the slings are attached. " ]

On the same day but somewhere over the horizon the ASIA was experiencing similar weather and her log book entry reads :-

^^ The Country Life Book of Nautical Terms, Villiers, London; 1978.

page 115


Remarks on Wednesday. March the 20 Day: 1793. ASIA. "The first part of this 24 hours begins with stormy weather, with the wind at ENE. At 3 pm handed topsails and then at 4 pm wore ship with the wind at NNE, blowing very fresh. At 6 pm hauld up our Foresail and hove her tow under a reeft Mainsail. At 7 pm the wind hauld round to the southard blowing verry fresh with hard squalls of rain. Set the Foresail and handed the Mainsail then set clost reeft Topsails. Middle part the wind at SbyE rather more modrate, our cours NNE. At 12 pm set the Fore Topsail. Latter part, at 4 am out one reef out of each Topsail and set the Mizzen Topsail. At 6 am set the Mainsail and the Staysails. At 10 am hauld up our Mainsail and Hauld down our Staysails. So ends this 24 hours and all well on board the good ship ASIA"

Just from that one days entry one can visualise just how busy the crew were, constantly up and down the ratlines, up and over the top, spread out on the yards, pulling and pushing the heavy wet canvas and securing the reef points. Heaving on lines and sheets, altering the set of the sails, mostly in the blackness of the middle night. Across the water on the ALLIANCE it was just the same, sail handling, taking in and setting again. Pinkham has his men rig the studding sail booms on the main yard ready for when they get the weather to set them. During the day the men got out the roping wheel and made and new "hand line and some lance warps." Even with the bad weather that the log keepers are complaining about the ships are making excellent progress with daily runs of 73 m; 132 m; 136 m; 127 and the best days run for the whole voyage 200 sea miles.

This was on Saturday, March 23 and Pinkham wrote -

"We had hard gales from the EbyS all these 24 hours. We steered NbyE. We had rain in the greatest abundance. The slings of the main yard parted as did the maintopsail tye." Distance Run = 200 m. Obs. Lat = 26° 42' South. Long = 66° 20' East.

This days run was followed by :-March 24 = 102 m. March 25 = 142 m. March 26 = 127 m. March 27 = 181 m

March 28 = 190 m. March 29 = 176 miles. Quite extraordinary speeds considering the ships bottom is very foul with bamacles and weed growth.

All this week the ships have been making their northing, heading into the warmer climes. The hands have been busy about the ships on various duties and apart from their sail handling have been inspecting the casks of oil for leakage and tightening up the hoops of any that show signs of seepage. The boats have been repaired and have been refitted for whaling again, all the whaling craft has been inspected and the lances and irons honed to a razor sharpness. All the whale line in the tubs was taken out, stretched and then neatly recoiled in the tubs ready to fly when the iron is cast.

On March 28, both ships found themselves steering WNW with a strong wind blowing from the SE. At noon when the navigators took their sights they found that they were to the north of their intended latitude, the latitude of Port Louis. The ships had been making such good time that Pinkham remarked " that the ship outdoes us and brought us to the north of our intended destination."

The ASIA gave her latitude as 20° 07' South and the ALLIANCE gave hers as 20° 03' South but both ships are miles apart in longitude. They are both well to the east of Mauritius and have now to steer west.

Knowing that the land is somewhere to the west of them the Captains are becoming prudent in their sailing, not wanting to run into the land and so during the hours of darkness the ships lay too with only the close reefed main topsail and a mizzen staysail set. Pinkham

page 116


found, by carefully noting his positions that during the night the ship drifted WbyS at the rate of 1 Vi miles per hour. At 4 am each morning at the change of watch all hands were called and all sail was set. The helmsman was given his course to steer WbyN to counteract the current. They are now seeing land birds as well, which is another indication that the island is not far away.

During the aftemoon of April 2, the ALLIANCE had fresh gales from the SSE and was miming WbyS. The moon was in fts fiill phase and with the light of the moon to guide them Captain Pinkham had been mnning under reduced canvas during the night and now he was certain he was close to land. His log entry for this day reads :-

Tuesday. April 2, 1793. ALLLANCE. "The first part we had fresh gales from the SSE, we steering WbyS. At 8 pm took in the main topgallant sail and jib and hauld up the courses. Took the first reef in the topsails and stood in keeping a good lookout for the land, which I think is not far off The wind being so far to the southward that we could lay off in case we should discover anything we did not like the look of At 2 am we set the foresail and at 4 am set the mainsail and let the reefs out of the topsails, set the main topgallant sail. At 6 am set studding sails fore and abaft and steered WbyN. The wind veered further to the SE. At 8 am we saw the Isle of France or Mauritius bearing WbyN at 12 leagues distance. We had a capital breeze from the SE and soon got in with the land. At meridian I observed in Latitude 20° 07' South, being then to the windward part of the land. After 3 in the aftemoon the Pilot came on board and at 6 oclock pm we came too at the buoys in 10 fathoms of water with the small bower and sent down the main topgallant yard. So ends."

Wednesday, April 3 1793. ALLIANCE. "This moming we had a fine moderate trade wind. At 8 before noon the Doctor came on board to see if we were all in health. At 9 am I went on shore and the Pilot likewaise and carried off in a large boat a capstan and hausers to warp the ship up. Captain Alexander Coffin gave me an invitation to come on board his ship, which I did and tarried on board all night. So ends."

The ASIA was still well to the east of the island on this day and was still sailing by day and laying to over night under shortened canvas On Friday the 5th of April the day began with fine clear weather and the wind, a light trade wind, was blowing from EbyS. The ship's course was kept at a steady west.

The crew unbent the old main topmast staysail and sent it down to the deck where it was laid out and carefully inspected. As there were parts of the canvas that were still considered usable the old sail was cut up and the salvageable pieces cut and sewn into a new mizzen staysail. At 6 pm the foremast head lookout called the deck with the information that land was in sight right ahead. As there was no chance of making the land that day Captain Coffin had the sail reduced and she ran under single reefed topsails all night. The night being clear and the moon being nearly fiill there was little danger of running into the land.

By early moming the land was close by and the crew set all sail to advantage so as to pass round the northem end of the island. By late moming the ship had passed Quoine Le Mare, {Gunners Coin, A distinctive island off the north coast of Mauritius) but then the winds became light and fluky, coming first from one way and then another.

Remarks on Saturday, April the 6 Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather, the wind Baffling. At 3 pm the Pilote came on Board. At 4 pm let go our small Anker close by the Bays and furld the sails

page 117


and gut snug. Middle part, calm. Latter part, fine weather. At 8 am Hove up our Anker and made fast to the Beoys. {buoys) At 9 am the Doctor come off, and then we went to warping up. The Lingester, {Interpreter) told us the ALLIANCE was hear and had bean 4 days. At 10 am the ALLIANCES boat came on board and Mister Pinkham came on board. At 10 am our Captain and Captain Pinkham went on shore and Left his boats crew to help us to warp up. So ends this 24 hours and all well."

Remarks on Sunday, April the 7 Day: 1793. ASIA. "The first part of this 24 hours begins with Fine Weather. We gut our ship up a Dozen Beoys, then another Pilote came on board to carrye her down agane, for the Pilote said the Governor ordered it, for he thought we were going to begin Trying, which would have damaged the shipping. At 6 pm the Captain come on board, at the same time their came in a Brig in from Chiny. They spake with the HUNTER, to windward of the Island, a lying off and on, waiting for the ships to come. Latter part fine weather. At 10 am we gut up 2 or 3 casks of Bloober to See how We could Work it the best. At 9 am Captain Pinkham came on board. Then they concluded to drean it of and try the bloober out to sea in a God Latte. At 10 am our Captain went on shore. So ends this 24 hours and all well."

Saturday, April 6th: 1793. ALLIANCE. "This day in the moming I went down on board the ASIA with a crew and assisted them in warping up part of the way, but the People on Shore would not Suffer us to try our Blubber any where Nigh the Shipping. So the Pilot had orders to carry her down to the buoys again. At night our boat went and set Captain Coffin on board his ship."

Sundav, April 7th: 1793. ALLLANCE. "This moming I went down on board of the ASIA to conclude with Captain Coffin what to do in regard to our Blubber. We concluded to extract what oil we could from the Blubber on board in the casks and then carrye the rest of the Blubber to sea and try it out. This day we had small breezes from the eastward. Captain Alexander Coffin and two other Gentlemen dined with us."

The Govemor of the Island of Mauritius and some of the leading businessmen had decided that having two ships close to the centre of the town trying out was too much. The thick oily smoke coming from the fires and pots would, it was thought, damage the masts, sails and rigging of any nearby vessels, let alone the smoke and awful smells wafting over and through the town, creating a nuisance. Consequently he ordered the Pilots to take the ships back down the harbour to the buoys at the entrance and they could lay there.

Captain Coffin and Captain Pinkham having conferred as to the best course of action to take, in regard to extracting the oil from the blubber, have decided to take the heads off the casks and bail out any free oil into clean casks. This free oil has resulted in the blubber being warmed on its joumey from the cold southem regions to the sub tropics and was natural seepage. Then ft was decided to press the blubber pieces through a set of rollers, similar to a mangle, to extract a further amount of oil. When this was completed these pieces of blubber would be repacked in casks until the ships were at sea and then they would be tryed out to extract every last drop.

On Monday moming, April 8, Captain Pinkham sent half his crew down the harbour to the ASIA to assist in warping her up to the buoys. The hands that were left on board the ship went aloft and unbent the sails and sent them to the deck, where they were put away

page 118


Having done this they hauled the yards around until they were as close to fore and aft as they could get with no possibility of tangling yards with another vessel coming close by. They then went to the f o'csle store and got out a large block and tackle, the head block of which was slung under the main yard, which was to be used as a derrick to haul the casks from the hold.

Meanwhile on board the ASIA the crews were warping up the harbour and at 2 pm she was secured to the buoys and moored fore and aft. Her crew then unbent her sails and stowed them and got ready for starting their oil.

Both ships crews now began the smelly, dirty job of casking the elephant seal oil. The casks were brought on deck from the hold and the heads knocked off. On the ASIA on this first day the crew opened 50 casks. They soon found that a lot of oil had already leached from the blubber and they were able to scoop out the bits of blubber and put them into a separate cask. When they had finished with the 50 barrels they found that they had 35 barrels of pure oil and fifteen barrels of unpressed, untryed blubber. The casks of oil were carefully secured again and restowed in the after end of the main hold, while the casks of blubber were stowed separately forward.

Each day that the ships are lying at the buoys the Captains go off ashore to conduct business and to socialise leaving the rest of the crew to the ships work !!

On Tuesday evening, for example. Captain Pinkham dined aboard a Salem ship, whose master was Captain Hestor. On Wednesday the ship GRAND TURK, Captain Lingoon, arrived from China and an unnamed ship sailed for L'Orient, in France. During Thursday Captain Pinkham was on shore to purchase some more hoops for his casks, however he was not able to agree on a good price. He met up with another American at the merchants house, one Captain Ward, also of Salem, who invited him to dine on board his ship, which Pinkham did, not retuming to his own vessel until late in the evening.

Friday moming dawned with windy weather and light passing squalls of rain, all hands were still at straining the blubber from the oil and recasking into separate barrels. On this day, Pinkham wrote :-

Friday. April 12: 1793. ALLIANCE. "These 24 hours we had squally weather. A ship arrived from Marseilles which brought out an ACT of the King of England, being Makeing Preparations For WAR. All hands employed at work upon our oil."

Surprisingly nothing about this important event is written in the ASIA'S log book, Crosby only remarks on the weather and the fact that are still at work on their oil. This edict now means that any American vessel carrying French or English goods, or goods consigned to England or France, can now be arrested by either side.

[Maurftius, or the Isle De France, being a French possession, would now be very wary of any British men-of-war or Letter of Marque ships, at or near the island and now that the news of an impending war has reached this island the news would spread with the sailing of every ship to every port and country in the region.]

Saturday being a normal working day all hands were employed upon the oil and getting it all recasked. In the aftemoon Captain Lingoon of the GRAND TURK invited all the American Captains in the port to dine with him, which they did and had a very convivial evening. No doubt the discussion centred on the news that arrived re the war and what it meant to them as masters of supposedly neutral ships.

Next moming, being Sunday and in Mauritius a non working day, the hands had liberty to go on shore, which almost all did. Some went to the tavems and wasted their meagre eamings while some just wandered the streets eating from the Creole food stalls near

page 119


the fort and some visfted the old church in St Georges Street for spiritual enlightenment. At nightfall all the men retumed to their ships. During the day several French vessels arrived from a trading voyage to Bengal and came to anchor at the buoys. On Monday moming at dawn the officer of the watch had all the hands called and after breakfast the heads were knocked off the casks of blubber and the process of extracting the oil began again.

On Tuesday April 16 on board the ALLIANCE the hands were taking the pieces of blubber out of the casks and pressing them. With business ashore Andrew Pinkham called his boats crew and was rowed to the stone pier.

Tuesday. April 16th: 1793. ALLIANCE. "This day I went on shore and purchased 31 Gallons of Punch at 5 V2 livres per gallon. Received from the sh\\i DIANA, Captain Clasande Coffin, 12 bags of Sugar, which contained 2,166 pounds in payment for Four Great Guns, the size of 4 Pounds."

[When the ASIA and ALLIANCE were attacked by the Natives at Madagascar, Andrew Pinkham stated in the log book that they had no guns of any sort to repel the attack and wished they had had some, and now we find that he is selling four "four pounder great guns." It is also believed that Clasande Coffins actual name is Alexander Coffin.]

On the next day, Wednesday, the Captain of the DIANA gave an open invitation to all of the American Captains, then in port, to dine aboard his vessel, which they did and thoroughly enjoyed each others company. Meanwhile the crews of the ships were hard at work extracting oil from the blubber. On Thursday the crew of the ALLIANCE hauled out the last of the casks of Elephant blubber from the hold and knocked the heads off the casks. Lifting the pieces of rotting blubber out of the casks, they pressed the pieces and then placed the rotting bits into another cask for trying out once the ships were back at sea. The extracted oil was passed through a simple strainer and recasked. When full the heads were replaced on the casks and they were stowed below again. Later in that aftemoon all was finished, the last of the casks was emptied, the last piece of blubber pressed and the barrels restowed. The ALLIANCE'S men were able to relax, clean themselves and wash their stinking clothes.

Remarks on Friday, April the 19 Day: 1793. ASIA. "First part of these 24 hours begins with fine weather and fresh Flows of the Land. We still employed starting Bloober. Middle part, still employed. Ditto. Latter part, fine weather. We still employed ditto. At 12 pm the Captain came on board and told us he had News from Mr Starbuck, who had Arrived at Borbon and Had Sold his Oil and was Bound Hear in 4 Days. So ends this day and all well on board of the good ship ASIA."

Friday. April 19th: 1793. ALLIANCE. "All hands employed in making spunyam. The PLINY, cutter, arrived from the Isle of Bourbon and brought an account of Mr Starbuck selling her oil."

[The Isle De Bourbon is today known as Reunion, a French Possession, southwest of Mauritius. Mr Starbuck took over as Captain of the schooner HUNTER prior to departure from the Kerguelens and was under instmctions to sail the schooner to the Isle De Bourbon to try to sell, or barter, the 40 barrels of Sperm Whale Oil and any other oil he carried in his holds.]

On Saturday moming when the hands were tumed to the Officer of the Watch and the bosun got all the men to the fo'c'sle and explained that they were going to strip the foremast in preparation for taking it out for repairs. It was thought that being in a closed harboiu* with

page 120


no swell and littie movement of the vessel ft would be an ideal time to carry out the necessary repairs to the mast head. Also, if required, there were blacksmith shops and ship chandlers just up the road from the harbour.

Some of the crew swarmed aloft and began stripping the topgallant yard, undoing the tye and lowering it to the deck, next the topsail yard was sent down and then the fore yard was unshackled and using a block and tackle was lowered down. The sails had already been sent down and were in storage in the sailroom in the 'tween decks. All the mnning rigging, blocks and tackles was now taken off and coiled down out of the way, but each piece in its own place so that it would go back where it came from. All that was left now was the standing rigging, the shrouds, backstays and the forestays leading to the bowsprit.

In the forenoon Captain Pinkham received an invitation from Captain Cithcart of the Boston ship ELIZABETH to dine aboard his vessel, which was gratefully accepted, and a fine meal was enjoyed. After dinner the men relaxed over a glass or two of planters punch, a mixture of locally distilled mm and fruit juice. As they enjoyed their cigars they discussed the advantages of Whaling and Sealing as against the more gentlemanly pursuit of Trading voyages. The former was most definitely a more speculative industry with no guarantee of success even after years away from home, whereas the more astute Captain in a trading ship would be hard pressed not to make a profit dealing in the more exotic goods from the far east.

It was possibly about this time of his life that Andrew Pinkham decided that the whaling and sealing were not for him and that when he eventually arrived home it would be no more awhaling he would go !!

On board the ASIA all hands were still removing the oil from the casks of Elephant Blubber and pressing the pieces before recasking. By Saturday moming the 28th of April they were in hopes of finishing that day and the men put in an extra effort to get the job done so that they could have the Sunday off. At 6 pm all was finished, the casks were sealed and stowed below in the 'tween decks. All that was left to do was to wash and scmb the decks to remove the oily residues from the timbers, which was done.

Sunday moming dawned bright and clear with fine weather and moderate trade winds, all hands donned their best clothes and went ashore to Port Louis to mingle with their friends and relatives off the other ships in the harbour. At nightfall all the hands repaired to their vessels as it was to be another early start. On the ASIA all hands were called at 4 am and after coffee it was prepare to take in water. The whole of Monday and half of Tuesday were taken by the men filling the barrels in the lower hold with fresh water and then a tier in the 'tween decks was also filled up. Once the water was finished the men began to haul the sacks of salt out of the after end of the 'tween decks to send back ashore. The salt was to have been used for salting down the fur seal skins that they were supposed to be taking at the Kerguelens, however that didn't eventuate and the salt was resold. On Wednesday moming, April 24, all the salt was discharged from the ship and sent ashore. The hold was then swept and some more barrels of fresh water were taken in and stowed in the after end. And then at 10 am on Thursday moming one of the crew spotted the HUNTER coming into the harbour.

Meanwhile, on board the ALLIANCE, on the Monday moming all hands were making ready to take the foremast out. All the standing rigging was stripped and laid on the decks out of the way while the spars were set up in a triangle to form a tripod. The largest blocks and tackles were suspended from the apex of the tripod and secured with strops to the foremast. Once the holding bolts had been removed from the mast step and the wedges loosened half a dozen men manned the capstan and began to heave away. Slowly the huge timber began to rise from the deck. Halfway out and the tackle was two blocks. Stop and hammer in the wedges, take another purchase and begin to heave-again. Slowly the mast step cleared the deck. As the heel was dragged aft the men on the capstan slackened away and the mast lay on

page 121


the deck. Captain Pinkham and his mates carefully examined the timber and found that the mast "was verry badly rotten in the neck and head and likewise where it goes in the lower deck." This work had taken up the whole of the day and after supper the men tumed in.

Pinkham noted in his log that "Captain Earl sailed today for Philadelphia." [Believed to be Captain Howell of the ship SAMPSON, 320 tons from China and

bound for home.] Next moming, being Wednesday April 24, Captain Pinkham went ashore to try and

purchase some timber to "fish" his foremast but without success and so on Thursday he went ashore again and visited a different merchant, who luckily was able to supply the timber required in the right lengths and sizes. He notes that, "the schooner HUNTER and Mr Starbuck arrived from Bourbon."

On Thursday moming at first light all hands were up and about and the timber was delivered to the ship, which cost Captain Pinkham "15 paper dollars." A boat was sent across to the HUNTER to bring back one of the ALLIANCE'S crew, a man by the name of James Bunker, he had been working on the schooner as a seaman and sealer, but on the ALLIANCE he was signed on as carpenter and now he was urgently needed. As soon as he stepped on board he was immediately put to work "fishing" the foremast.

While the carpenter was working on the foremast the rest of the hands were going over the rigging and replacing anything that looked old or wom. In the aftemoon the HUNTER went alongside the ALLIANCE. Captain Starbuck, while at Bourbon, had sold the barrels of sperm whale oil and purchased a large quantity of coffee and he now discharged the amount of coffee to the value of the oil sold on the ALLIANCE'S account.

On Saturday the crew were all busy still fishing the mast and getting everything ready to restep it, when ready. Captain Pinkham went across to the ship ELIZABETH, of Boston, in the moming and dined with Captain Cithcart. After dinner his boat took him ashore where he "purchased 94 pounds of Iron, it being to bolt and band the foremast."

The ASIA's crew, on this Saturday, were busy mending sails and then the HUNTER hauled alongside and began to discharge her part of the cargo of coffee purchased at Isle Bourbon. The weather began fine and mild but later in the day and into the evening the clouds built up and light squalls of rain fell.

On Sunday, as was the custom of the port, all hands had liberty to go on shore and all went off to enjoy themselves except one of the ASIA'S crew, who was "unwell"

Remarks on Monday. April the 29 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather. All hands still on shore. Middle part, all hands on board except our Cuke. {Cook). Latter part, fine weather. All hands employd giting of warter. At 10 am the Cuke come on board. So ends this day."

Monday. April 29th: 1793. ALLIANCE. "This morning I sent a boat on shore to a Blacksmith to get some long spikes to put in our mast, notwithstanding we had a forge going on board at the same time. But our blacksmith could not make Spikes for want of a tool, but when 1 came to go a second time on shore to the Blacksmiths Shop, I found he had instead of Spikes made the number in Bolts, which, when we came to drive them we thought they were far preferable to Spikes. But then our Blacksmith on board made some Bands for the mast and Several Long Bolts to Bolt the Cheeks in withall."

Tuesday. April 30th: 1793. ALLIANCE. "This day we finished Fishing the Mast and got it in Readyness to Step."

page 122


Wednesday. May 1st: 1793. ALLIANCE. "This day we stepped the foremast and rigged it and sent up the Foretopmast and Yards and had it all done some time before night and we are two men short of our crew and had two that were sick, whose names were John Smith and John Gorge. Captain Clasande Coffin's ship DIANA sailed today for Madras."

On the 4th of May, 1793 the Boston registered ship, ASTREA, Captain Billy Dodge arrived from a trading voyage to Madras,on the Coromandel Coast, to take on stores and water for her voyage to Europe.^^

During the rest of the week the crews on both ships were fully employed in repairing sails fitting and repairing and or replacing worn rigging. The ASIA'S men broke out a barrel of Stockholm tar, mixed some of it with turpentine and began painting down the masts spars and rope rigging with the mixture to preserve it against the weather. On Sunday, as usual, all work ceased and the crews on both ships went "on shore a walking a bout." All except old John Gorge who has been feeling unwell, but is on the improve. By evening all had retumed from the town except one man from the ALLIANCE, who " tarried, as he most commonly does when he gits thar." Apparently one of the crew enjoyed a drink and the company of the people ashore and was always late getting back on board.

During the whole of the next week the crews of both ships are making and mending sails. On the ASIA they were cutting canvas and sewing a new fore sail, repairing top sails, making plaited rope gaskets and knotting yams and spinning spunyam.

[Gaskets are short plaited lines of three strands that are made fast to the yard. They are used to secure the sail to the yard when it is ftirled.^^]

On the Saturday the crew of the ASIA had all but finished making the new sails, "all but roaping them" The hemmed edges of the sails had rope stitched right around them for strengthening. On board the ALLIANCE the men were engaged in the same pursuits, some sitting in the waist on their small stools with the canvas draped over their legs, sewing palms on their hands and the needles flying in and out stitching the heavy canvas into the billowing shape of topsails and topgallants. The rest of the hands were aloft replacing, repairing, splicing and knotting about the masts, yards and rigging.

At the end of the week, once again all hands had liberty to go ashore, however as the weather had tumed nasty with a strong wind and squalls of rain blowing through, most of the men chose to stay on board or visit other ships and gam with fellow Americans. All retumed to their ships at night and beginning on Monday moming it was back to the normal shipboard work of sailmaking, repairing, knotting and plaiting gaskets.

Monday: May 13th: 1793. ALLIANCE. "This day we cut out some new canvas for a Main Topsail. All hands employed in serving it together. I sold the HUNTER, Schooner for 21,000 Livres."

[One dollar American was the equivalent of 10 French Livres at the time the Captains purchased the HUNTER for $ 2,000; (approximately 20,000 Livres). In the four months they have owned her, she has been through some very heavy weather and been hard used. However she was also repaired where necessary and the decks were caulked and tightened. So the Captains of the ASIA and ALLIANCE have made a profit of about $100 on her sale.]

^ Early American Trade with Mauritius; Auguste Toussaint. Pub by Esclapon Ltd. Port Louis; Mauritius; 1954. ^^ The Country Life Book of Nautical Terms , Villiers, London 1978.

page 123


On Tuesday moming Captain Pinkham went ashore to visit the Ships Chandlers where he purchased two barrels of Beef, one of Pork, two of Flour, two sacks of rice and 300 pounds weight of Beans. While he was ashore making his purchases the crew were busy filling water barrels. During the day they took 18 barrels ashore to the watering point, filled them and rowed the barrels back to the ship where they were hoisted inboard and stowed below. At 4 pm that afternoon the ship PEGGY, Captain Hilston, sailed for Salem and the ship ASTREA sailed shortly after bound for France.

Captain Coffin was also ashore purchasing stores for the ASIA and he took on barrels of Beef, Pork and Flour while his crew filled water barrels and bent the sails to the yards.

After a lengthy stay at Port Louis both ships were now preparing for sea again and the next adventure. On Thursday the crew on the ASIA finished repairing their Main Sail and bending the sails and then they began tightening the shrouds and backstays. In the aftemoon the men coiled down the cables and cleared the decks of all the accumulated mbbish etc that collected while the ship lay idle. Everything was swept clean and then they went below and cleaned all the spaces below decks, their fo'c'sle, the 'tween decks and the Officer's Quarters aft.

Thursday. May 16th: 1793. ALLLANCE. "Another of our People sick, occasioned by takeing cold carelessly, which was being on deck in the night without an outside garment on and he had often been told of the Unhealthy Miasma of the Night Air here. They are both now verry 111, but we have applyed medecines according to the Doctors Directions. Some of our Coopers went on shore to Pack Sugars at McCarthys Store."

Friday. May 17th: 1793. ALLIANCE. "I am in hopes that our sick people are somthing better and in the mending hand as they dont appear to have so much of the fevers as they had yesterday. But still they are in pain in their bones. This day we took off from the Bakers, 240 lbs of Bread."

[Captain Pinkham was purchasing coffee and sugar as a speculation cargo to carry home to Nantucket and it all had to be carefully packed and stowed in wooden barrels, hence the Coopers going ashore to the warehouse and packing the goods themselves. The Bread they purchased was Ship's Bread, treble baked and as hard as a ceramic tile, hence the other name for the bread Pantile.]

Captain Coffin's men on the ASIA had now prepared the ship for sea and were all ready to go, and as Crosby wrote, "We not much of anything to dow." Later in the day the hands hoisted in the boat to repair her. The boat had suffered a small amount of damage hi running back and forth from the ship to the shore and carting goods, barrels and casks and as the boats need to be in first class condition especially at sea, ft was a good time to work on it.

When the boats crew was on shore on the Friday one of the men, John Griffen, deserted from the ship and ran away Captain Coffin informed the Authorities ashore and requested the Guard to search for him, however he was not found before the ships sailed again.

Pinkham's men on the other hand had plenty to do ashore, casking sugar. But when they got ashore the rain began and this prevented them from opening and checking the contents of the barrels. They didn't want the dampness getting to the sugar and spoiling it. They tried again in the aftemoon but the rain was incessant and Captain Pinkham and his men had to give up for the day and retum to the ship.

Sunday again and a day of rest for the creyvs. All hands on the ALLIANCE, except young Aaron Coffin went to the town to walk about and do as they wished. Aaron Coffin was

page 124


one of those that got a chill and came down with a fever earlier in the week and was confined to his cot under the Doctors orders.

The Captains issued the crews with an advance on their wages in order to purchase clothing or other needs before the next stage of their joumey. In the case of the ASIA, Captain Coffin issued Sylvanus Crosby, "99 Paper Dollars wich is 90 livers." {livres) "All hands ashore a Spending there Money and Giting things that they Want. Went on shore and brought on board 2 cords and a half of wood."

[There is a difference in the values of the America Dollar here that is hard to reconcile, in the first instance where the dollar is mentioned the Captains purchased a schooner for 2,000 paper dollars, which at 10 livres per dollar equalled 20,000 livres. They then sold the schooner for 21,000 livres, about 2,100 dollars, which with the repairs done etc seemed a fair price. But now we have Sylvanus Crosby stating in his log entry that 99 paper dollars is the equivalent of 90 livres, or almost one for one !]

Remarks on Saturday. May the 18th Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather. Sent on shore and got sum bread. Middle part, thick and hazey weather. I receiyed of Captain Coffin 99 paper dollars, wich is 90 livers. Latter part, thick and rainy weather. At 10 am our Captain went on shore. The 17 of May John Griffen ran away. So end this 24 hours and all well."

Remarks on Monday. May the 20 Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather. All hands still on shore a spending there money. Middle part ditto wind and weather. Latter part, ditto the same. Went on shore and brought off on board the Sugar that we sold the Schooner for. So ends this day and all well."

Monday: May 20th: 1793. ALLIANCE. "This day we took on board 10 sacks of Coffee and Sugar. Old John Gorge run away on shore and got Drunk and we had 2 Men on shore all day in persuit of him but could not find him."

Tuesday: May 21st: 1793. ALLIANCE. "This morning Old John was taken up and brought on board by the Guard. Set up the rigging fore and abaft. Our sick man is no better, not withstanding we go according to the Doctors Directions in regard to Medecines. This day we shipped one fore hand, a French Man."

Remarks on Tuesday. Mav the 21 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather. Sent the boats and gut 2 casks of warter. Middle part the same. Latter part, ditto wind and weather. All hands employed in seting up the riging. Sent the boat on shore and got a Cask of Sand. So ends this 24 hours and all well."

[Sand was used on board the ships to holystone the decks. The decks were first wetted and then the sand was sprinkled on the timber. The sailors would then use a canvas covered brick, (the bible) to scrub the decks.]

Remarks on Wednesdav. Mav the 22 Dav, 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine breeze. We went to work and scrubed our cables. Middle part the same wind and weather. Latter part ditto. At 10 am

page 125


went on board the ALLIANCE to help them a board of there ship. At 12 oclock hauld her round in order to sail to the beoys. So ends this 24 hours."

Remarks on Thursday. Mav the 23 dav. 1793. ASIA. "First part of this day begins with thick clowdy weather and lite wind. Went and filled a cask of warter, then took on board 11 Saks of Coffee. At 6 pm the GARD come on board. Middle part, fine weather. Latter part the same. Went to work and wayed our small Anker and Cage, (kedge anchor) and streamed her fast. At 10 am the ALLIANCE set Sail and went to the Beoys and Eyed Off and On until we Come Out. So ends this 24 hours and all well on board the good ship ^5'Z4."

Remarks on Fryday. May the 24 day. 1793. ASIA. "First part of this 24 hours begins with fine weather and a small breeze. At 3 pm the Pilote come on board, then we wayed our sheat anker and hauld out. At 4 pm our Captain come on board then we set sail and Gut Out. At 6 pm onbent our Cables and Quoiled one down and Gut our Boat over the Starn. Middle part, at 8 pm handed the Fore and Mizzen Topsales and Steard off from the Land. Latter part, fine weather. Quoiled Down our Sheat Cable then went to work a striping our Bloober and heaving it overboard. So ends this day and all well."

The ASIA is finally underway again and out at sea. The hands have unbent the anchor from the heavy cable and coiled it down ready for stowing below. The stem boat has been put over the side for towing astem on a long warp, a common practice in the early days of sail. Being clear of the harbour the casks of rancid blubber were opened and any residual oil was pressed out and the remainder thrown to the sharks.

Wednesdav. May 22nd: 1793. ALLIANCE. "This morning I went on shore and sent the Pilot off to remove the ship for I was determined to go to sea, but by the time we were ready to cast off the wind met us ahead which prevented our intentions. I shipped a lad who was bom in Dominica and had a desire to go that way."

Thursdav. May 23rd: 1793. ALLLiNCE. "This moming the Pilot come on board and we haveing a breeze we cast off and run out but they would not suffer us to anchor near the buoys for which reason we were obliged to lay off and on to wait for the ASIA who did not get out until 4 pm when we both tumed stem to and left without regret a set of People who will not Stick at a Lye. At night we headed South under short sail."

The ALLIANCE has also finally headed back to sea and again Andrew Pinkham makes disparaging remarks regarding the local businessmen and agents, he appears to think that they are less than honest in their dealings with him.

On Friday moming the weather was kind with just a gentle breeze and a small sea. Pinkham got his crew to haul the casks containing a mixture of Elephant Oil and Blubber on deck for fiirther processing. After the first pressing, when they were at the buoys in Port Louis, they obtained an extra 25 barrels of oil and thinking there was still some left to press, the blubber was casked again. Now it was being brought out for the final pressing and after finishing the press, "or cull" they obtained another 23 barrels of Elephant Oil.

The rancid, stinking pieces of blubber that remained were throvm over the side of the ship and the casks resealed, and stowed below. In the light winds the ships were unable to make their offing from the land and spent the day "tacking one way and then the other under the lea of Mauritius." Saturday brought forth similar weather and both ships, under short sail

page 126


were making short tacks, first to port and then to starboard and then to port again and back to starboard, trying to clear the effects of the land breezes.

On Sunday the Captains conferred together and concluded to sail to the southward in hopes of getting better winds and getting further off shore. On the ALLIANCE the crew began making preparations for whaling again, setting up the boats and fitting the whaling craft. Those working about the main mast sent up the hauling tackle and secured it below the mast top with the heavy lower block secured to a ring bolt on the deck beside the starboard gangway, then passing the mnning end to the windlass.

On Monday, May 27, 1793; the crew of the ASIA, having finished working the remaining blubber and coopering the oil also tumed their minds to whaling again and began fitting the boats and gear, as Crosby remarks :- "All hands at work, sum a fiting the boats and sum a reaving the Winding Takels and sum a Making Scrub Brooms, the Land still in Sight. Both the Island of France and Bourbon. So ends."

Tuesday moming began with fine weather but the wind was at ESE and not the right wind for weathering the south coast of Bourbon. All the hands were at work, "Sum at one Thing and Sum Another." At 6 pm the ships hove to for the night under shortened sail with the main topsails aback. At dawn, after a quiet night of drifting about, the wind freshened into a stiff breeze blowing in from the SEbyE, and still the wrong wind for going about the south of the Isle of Bourbon. At 6 am the Captains conferred and decided to mn along the north coast of the island. All hands were called and all sail was set, the ships stearing by the wind. One reef was taken out of the Main Topsails on each ship and they bowled along heeling slightly to starboard with the Island right ahead.

At noon a brig was sighted standing off from the land but they were unable to identify her or find out her colours. At nightfall the wind fell away into a dead calm and the two ships, close to each other, began to wallow in the swells. At 7 pm there was apprehension aboard the ALLIANCE that the ASIA might roll into her and tangle rigging. If this occurred it could well pull the masts out of the ships. Pinkham had the stem boat quickly brought along to the mizzen chains and his best pulling hands boarded her. They rowed up under the bows and a hawser was passed to them. This was made fast to the logger head and the men began the job of towing a two hundred ton ship away from danger. After an hour of rowing the ships were clear of one another and the boat pulled up to the bows of the ALLIANCE and the towing hawser released. The men then rowed back to the chains, clambered on board, and the boat was allowed to drift back on its painter hanging astem.

At 9 pm a breeze sprang up from the ESE and the ships were able to get underway again albeit slowly. During the night they made their way along the coast of the Isle of Bourbon and in the moming passed the town of St. Denis, the northernmost town and Capital of the Island. There they saw several ships at anchor.

[There is no harbour at St. Denis and the boats would have had to row onto a very rocky shore with, normally, a considerable swell rolling in. The port for this island is on the west coast and is called Le Port.]

During the night the fitful wind died away and as Crosby vôte, "calm, then a puf hear and a puf there. We could scarsly keep cleer of our Consort." Next dawn the ships were still off the land and Crosby wrote that, "we run by the Town of Sampeer. Those towns are on the north side of Bourbon." {possibly

he means St. Paul, as St. Pierre is on the south west coast.)

Thursdav. Mav 30th 1793. ALLIANCE. "This moming we had a fresh gale from SSE so we stood on the larboard tack. Captain Coffin sent his boat on board with 15 or 16 fathoms of towline of which he desired me to

page 127


make him some Lance Warps and some Mariing, which we did in the course of the day. At night we handed the fore and mizzen topsails and stood to the SW under a short sail. In the morning of the 31st, at 6 oclock in the morning the Island of Bourbon boar ESE and 35 leagues distant, from which I take my departure. It being in Latitude 21° 04' South and Longitude 56° 14' East from the Meridian of London. Stowed the anchors and unbent the cables,"

[Crosby remarks that he "went on board of our Consort to git sum Lance Warp." This lance warp is 2 Vi inch diameter hemp line cured by tar smoke.]

FROM THE ISLE OF FRANCE TO CRUISING FOR WHALES OFF THE SW COAST OF MADAGASCAR.

On Friday as the ships were making their way to the south and east the lookouts were manning the mastheads scanning the ocean for the telltale spouts of a breathing whale. The hands on the ASIA saw blows and reported same to the Officer on the Poop. The mate went aloft up the weather ratlines with his spyglass and after spotting the blows himself, declared the whales to be humpbacks. The men all stood dovm from the boats and retumed to the duties they were performing prior to the cry.

Captain Coffin got his forge up on deck and after rigging it and lashing it firmly against movement got up a bag of coals and his home made bellows.

Friday, May 31st; 1793. "The first part of this day our Coopers were employed in Coopering some Skuttle Butts to stow between decks to put Spermacettie head oil in, which I expect to get soon, or at least I am in hopes of. I shall now begin to keep my joumal from Noon to Noon as the usual way at sea of keeping the Log Book. That is from the Noon of the day before until the Noon of the day I work upon it. So I begin the remarks of the 1st day of June today at 12 oclock and end tomorrow at 12 oclock as I have done hitherto in the joumal when 1 have been at sea, but when in port I have wrote the whole transaction of the day." Distance Run = 105 m. Obs. Lat. = 21° 35' South. Long. = 54° 29' East.

[In later days the scuttle butt was a lidded barrel in which was kept the crew's daily allowance of fresh water. It was normally lashed to the foot of the mainmast. The crew gathered and yamed about the barrel when drawing their drinking water, hence the saying scuttle butt for yams or tall tales.]

During the following week, from the 1st of June to the 7th, the ships were sailing in consort, speaking across the water to each other through a speaking trumpet to ascertain the intentions of the other during the night. As the wind appeared to be blowing from all directions one day they were making a course of ESE and the next a course of SW They were trying to lay a course to weather Cape St Marys, the southernmost cape of Madagascar, but the winds being contrary as they were they were wandering all over the ocean.

On Tuesday the cook on the ASIA killed one of their pigs, dressed ft out and let it hang for the night. As soon as breakfast was finished, on the Wednesday, he began to roast the pig' haunches in the large cast iron oven in his caboose. Captain Pinkham was invited to dine in the great cabin under the poop, or quarterdeck. Pinkhams's men rowed him across in the quarter boat at noon and the two captains dined on the roast pork.

page 128


After dinner the steward cleared away the residue from the mess table and Captain Coffin spread his charts of the Indian Ocean and Africa out, pinning the comers with weights to stop them from rolling back up again. The two Captains studied the charts and pooled their information and thoughts as to the whereabouts of and the likelihood of catching whales, something they had not had much luck at this voyage.

The weather was sometimes raining and sometimes fair and the hands on board both ships were engaged in sailmaking. On the ALLIANCE the men were making a new Main Topsail and because of the rain the men carried the sail down to the 'tween decks to work upon it. On the ASIA the hands were repairing all the old sails to make them ready for use if and when required.

By early moming on Saturday the weather had deteriorated to a hard gale blowing from the SbyE and by 9 am both ships had taken in their jibs, double reefed the fore and mizzen topsails and handed the courses. It was too mgged and wet on deck to sew canvas and or repair sails so the men went below to the 'tween decks to work at making reef points and eyelets. They were still handy to the hatch where the mate on watch could call them on deck when required to shift sails. They were making a course to the SW as much as they were able but the winds and seas were against them for most of the week and consequently the speeds of the vessels had fallen away. From Saturday, June I until Saturday, June 8 the days mns were; 50 miles; 67 miles; 48 miles; 30 miles; 27 miles; 38 miles; 52 miles and 67 miles and on this Saturday the ships were in Latitude = 25° 32' South and Longitude = 50° 42' East almost south of Cape St. Marys, the southernmost cape of the Island of Madagascar.

Later, on Saturday aftemoon, there were,

"fresh gales attended with hard squalls from the southward and a very short Hobgoblin Sea which makes the ship quite uneasy."

[The term hobgoblin sea refers to a very short sharp pitched sea caused by the winds and seas at cross directions making the ships pitch and roll in a quick manner instead of a long easy roll.]

Each evening the Captains spoke to each other from the respective poop decks across a narrow stretch of water to decide on the course of actions for the night. Both vessels carried stem lantems so that the lookout on the fo'c'sle of the one astem could keep an eye on her, ensuring that she was always in sight and more importantly, that they were not about to collide. At dusk both ships shortened sail to double reefed topsails and at dawn made sail again. By Sunday the weather was so bad that they could only carry a close reefed Main Topsail and a reefed Mizzen Topsail and then in the evening after the Captains conference it was decided to heave to and lay by for the night.

The hands laid aloft and furled all sails except the main topsail, which they close reefed, and the mizzen staysail. During the night the wind remained in the same quarter, blowing fresh from the ENE with a lumpy sea. At dawn all hands were called and sent aloft to set the fore and main topsails reefed.

Both ships have now passed the longitude of St. Marys Cape and have shaped a course to the WNW into the Mozambique Channel, where, at this time of the year the Captains expected to find whales slowly making their way north to the breeding grounds in the warmer waters nearer to the Seychelle Islands. But the ships and crews weren't having much luck, as Crosby wrote, "saw nothing remarkable, all hands employed about our ropeworks a making earings."

page 129


[Earings = short lengths of rope that are used to lash the upper comers of a square sail to the yard-arm. ^ ]

On Tuesday, June 11 the weather was still mgged with gales from the ESE and a heaving swell. It was awkward up on deck trying to mend heavy canvas and so, on the ALLIANCE, Captain Pinkham decided to examine the casks of bread stowed in the 'tween decks. The cook, and the men as well, had been complaining about the state of the bread that was being given to them as part of their rations. On hauling the casks out of their storage racks in the 'tween decks and into the open area under the main hatch, the cooper knocked the head out of the barrel for the contents to be examined by the Captain, Mate and bosun. Some of the casks were found to be in a very poor condition. As Pinkham noted in the log;

Tuesday. June 11: 1793. ALLIANCE. "By reason of it being mouldy and allmost eat up by the bugs and weavils. We have now remaining in all, good and poor, 14 Casks, each containing 50 gallons, which contained, when we left home one hundred and a half each. But there is not more than one hundred in a cask now, bugs weevils and all, for its perished. The life of the bread seems to be quite gone and I think its nothing strange as it has been on board the ship more than twenty months. Notwithstanding it was of the best quality when it came on board, yet it is quite indifferent now. We have likewise 8 barrels of meat on board and 4 barrels of flour." Distance Run = 50m. Obs Lat = 26° 58' South. Long = 46° 13' East.

During Tuesday night the ships once again lay to under close reefed topsails and mizzen staysails hoping for better weather as they knew they were in whaling grounds. The weather they ideally wanted was days of light to moderate breezes just mffling the seas surface so that the lookouts in the mast tops could instantly see and recognise a blow, or blows, even at a distance. But it was not to be, the fates were against them and with the wind in the quarter it was the ships had little option but to mn to the Northwest and the Coast of Natal. During the day, while the crew on watch was on deck, the mates, on both ships, had them doing ropework. On the ASIA the crew had their rope making machine set up and were making small stuff out of the old and frayed larger ropes that could no longer be used in mnning or standing rigging. Once the rope was broken down into strands it was rolled and teased into the roping machine, {something similar to a spinning wheel of today.) Once made up into this smaller stuff it could then be reused by making chafing mats, which is what the crew did over the next couple of days. The chafing mats were to be used under the cables where they passed through the hawse holes and in any other situation where excessive chafing would occur.

Across the water, on board the ALLIANCE the days were just the same, at break of day, the lookouts went aloft to their perches in the cross trees at the mast tops, while the rest of the watch set single reefed topsails and mizzen staysail, took the wheel and kept the hour glass. Once these everyday duties were out of the way they would prepare whatever was needed for the days work. By now the caboose was sending out the smells of cooking and the duty messman took his mess kit to the cook for the rations. The food was ladled and measured into the kit which was then carried carefiilly back to the cuddy, as they called their fo'c'sle. The crackerhash was dished up into the wooden bowls and each man tucked into his share with his wooden spoon. Once the meal was finished the messman went back to the caboose and collected a pail of coffee. This was also taken to the cuddy and doled out into the tin mugs that each man owned. With the coffee pouped the men could sft back relax and tamp

• ^ The Country Life Book of Nautical Terms; Villiers; London; 1978.

page 130


a fresh wad of tobacco into their pipes. Lighting up and puffing away the hands whiled away another half an hour until the bosun and or the mate bellowed at them to tum to, or else.

Mates and bosuns are still like that today, still bellowing orders !!! As they came out of the fo'c'sle the hands went about their various duties, some to the

forge where Captain Pinkham was manufacturing some new irons from the iron he purchased in Port Louis. The others went to the bowsprit where they began making new and altering other manropes on the sprit.

FROM MADAGASCAR TO THE COAST OF NATAL

Remarks on Fryday. June the 14 Day: 1793. ASIA. "First part of this 24 hours begins with Rugged Weather the wind at SEbyE. The ship stearing West. At 6 pm spake our Consort then Hove too under close reeft Main Topsail and Mizzen Staysail. Middle part, wind and weather the same, we still lying too. Latter part, rugged and lite squalls of rain, the wind at East. At 6 am maid sail, stearing WNW under single reeft topsails. So ends this 24 hours and all well on board of the good shvp ASIA."

In Latt. 26 degrees, 23 minutes South.

During the next aftemoon, with the vessels still having bad weather, gale force winds with squalls of rain the mastheads were manned and the lookout on the foremast head espied a blow and immediately hailed the deck. Captain Coffin asked what the blow was that he was seeing and the seaman called it definitely Spermacetties. The ship was immediately braced up by the wind and steered in the direction called. As the ASIA approached the location of the blows the whales rose again and the feathery puffs of their breaths rose above the water. The officers with the spyglasses studied the blows and called them Killer Whales, (Orcas). All hands stood down from the boats and the ship resumed her course for the Natal Coast. The lookout that spotted the blows came in for a ribbing for not being able to tell the difference between the blows of killers and spermacetties after all this time on the cruise.

On the ALLIANCE, which was some miles away to starboard, their lookout also saw blows, but in his case he correctly called them humpbacks, a lone mother and her calf, slowly making their way south through the Mozambique Channel. In the evening the two ships came together for their usual gam. It was decided that they were on the correct latitude for their next destination, Delagoa Bay on the coast of Africa.

On Monday, June 17, the ships were beset by heavy weather and were having to steer a more northerly course just to hold their latitude. As Pinkham records, "the wind blows exceeding heavy all night and we had a shocking bad sea." On both ships the Captains have decided to change some of their sails from heavy weather to lighter canvas. On the ASIA the crew changed the fore and main topsails while on the ALLIANCE the hands replaced the main topsail, mizzen staysail, fore topsail and mainsail. With the abating of the really bad weather the ships came close so that the Captains could speak and the decision was made to lie to under courses until dawn and then make for the coast and Delagoa Bay, which they thought was close at hand.

Captain Pinkham, at dawn on Tuesday moming was on the quarterdeck, observing the state of the wind and sea and the set of the sails when the lookout on the fo'c'sle called out that there was "shuttle shells" in the water just under the bows, {these were Cuttle Fish bones.) A little later "cat birds" were observed flying towards the ship, which the Captains stated were coming from the land and they presumed that they were fairly close to making a landfall. Consequently the ships lay off for half the night and lay in for the last half of the night. At about noon Captain Coffin on the ASIA invited Captain Pinkham across to his ship

page 131


to dine and just as they were about to enjoy a glass of port after their dinner they heard the lookouts call of "She blows." "Thar She Blows."

All hands quickly manned the boats as it was stated that the whales were definitely Spermacetties. They put off in chase but it was soon discovered that the lookouts were mistaken and the whales were in fact. Humpbacks. They returned to the ships, hoisted the boats and put them back on the cranes and went back to the jobs that they were doing when called or sleeping for the off watchers.

And then came another call from the mastheads, "Land Ahoy." Land, 2 points off the Lee Bow." But once again the lookouts were deceived and made a wrong call. What they were seeing and reporting was Cape Flyaway.

[Cape Flyaway is an ancient, mystical and mythical piece of land that doesn't exist. Commonly seen by lookouts, even today, it is usually a cloud formation low to the horizon and taking on the appearance of a Cape or Headland. At night and also quite often, lookouts report mastlights of ships ahead that are in reality planets or stars just rising.]

The night was fine and clear and after the Captains usual evening gam they concluded to carry on sailing, under courses, during the night instead of laying too. At dawn the ships made all sail and continued on their course towards the NW with the wind at NE.

During the daylight hours the mastheads were marmed and the rest of the hands were employed, on the ASIA, in unbending, mending and bending sails; while on the ALLIANCE the hands were employed in sailmaking and rigging, the Cooper was making a new marking buoy for the sheet anchor and young Mr Bunker was at work, whelping the windlass.

[The anchor marking buoys are attached to the anchor by a light line and indicate the position of the anchor. Should the anchor cable part, which it did on occasion, the ship could find, grapple and retrieve her anchor. To whelp the windlass means to put strips of hardwood, evenly spaced around the barrel of the windlass to give greater grip and purchase.]

On Thursday, June 20 the lookouts on both ships reported seeing a number of humpback whales spouting and blowing in groups. As the water in these parts was very deep the whales were left to their own devices and the ships sailed on their way west. During the night the ships layed off, hove too under courses with fine weather, but as the night progressed the wind began to increase in strength and by 8 am was a brisk gale. Between 9 am a 10 am the vessels were struck by a hard squall blowing from the NNW causing the crew to hand and clew up all the sails except the mizzen staysail. Just after 10 the wind abated somewhat and all sail was again set. The ships resumed their courses although the sea was very rough with a short steep cross sea.

Over the next two days the ships were heading back towards the east and Madagascar as often as they were heading west towards the African Coast, because of the wind direction and strength. It was very fmstrating for the crews of the ships, not only were they heading in the wrong direction but the only whales they were seeing were humpbacks and they were seeing plenty of those each day.

Following are the log entries for Sunday, June 23; 1793 indicating the amount of sail handling and ship work that is involved, just in trying to sail a sailing ship from point A to point B, when the wind and weather conspire to thwart the plans of the Captains.

Remarks on Sundav. June the 23 day: 1793. ASIA. "The first part of this 24 hours begins with verry rugged weather, the wind at West. At 1 pm set 2 Reefs in Fore Topsail. All hands still at work a bout the same. At 6 pm run down and spake our Consort then wore ship, headed to westward by the wind. At 8 oclock set the mizzen topsail and hove out one reef out of the main topsail. We under 2 reeft fore topsail and single reeft main and mizzen topsail. At 11 oclock the wind necktie her off, then we wore

page 132


ship and headed to the southward. Middle part, fine weather and the wind varable and attended with lite squalls of rain. We tack and half tack a trying to hold our latitude. Latter part, fine weather. At 6 am set hole sail. Stearing by the wind with our larboard tacks in board. So ends this 24 hours. All well on board the ship."

In Latitude 25 degrees 26 minutes South.

Sundav. June 23rd: 1793. ALLLANCE. "The first part we had fresh gales from the westward and verry dirty squally weather. We stood to the SSW under double reeft topsails. Middle and latter parts the wind was more southerly so we set whole sail and stood to the WbyS. Towards noon it was quite calm so that we improved the Opportunity of Scraping the Ships Bottom, which is verry foul. Captain Coffin and his mate, (Simeon Starbuck) came on board and pad us a visit. So ends. We have a one knot current setting to the northward." Distance Run = 30 miles. Obs. Lat. = 25° 33'South. Long = 36° 38'East.

[Both ships took the opportunity of the calmer weather to "hog" their ships and clean some of the weed and barnacle growth from the bottoms. The HOGS are large brooms made with twigs and small branches. It is lowered over the bows of the ship and by the use of ropes, dragged aft along the hull.]

By Tuesday, June 25 the ships were enjoying fine weather with a fine breeze blowing in from the ENE. They were steering WNW and during the day had made the distance of 85 miles on their westerly course.

On board the ASIA the hands not required for steering or lookout duties were at work rope making, while on board the ALLLANCE the hands were employed at "different sorts of Exercises." These included the ship's Carpenter making a Snatch Block for the Fore Sheet; Some of the hands Slinging Buoys; (making and splicing rope slings for the anchor buoys); and others at a blacksmithing. The "Old Cook" Thomas Gardener was off duty by reason of the Venereal Disease and Pinkham makes the observation that, "I don't expect he will do much more this voyage."

On Thursday aftemoon the weather was fine and a pleasant breeze was blowing across the decks of the ships. The lookouts in the mast tops were constantly hailing the deck with the familiar cries of "Thar She Blows." However, in every case, the Officer of the Deck raced aloft with his spyglass and soon ascertained that the blows were from humpbacks and not the Spermacetties or Wright Whales that they were so desperately seeking as the holds were virtually empty and so were their pockets ! On board the ASIA the crew were still making rigging and spunyam, apart from the sailhandling. At 6 pm the two ships came together for their usual evening gam where it was decided to heave to under a double reeft main topsail and a mizzen staysail. The ALLIANCE was lying about a mile ahead and off to starboard of the ASIA, showing her white stem light, as both ships did every night so as to keep in visual contact.

At approximately 9 pm the fo'c'sle lookout on the ASIA called out to the Officer of the Watch on the Poop saying that the ALLIANCE was on fire. Hurrying forward the 3rd Mate studied the ALLIANCE through his spyglass. He could see a flaring red glow on the mainsail and main topsail and immediately thought of the dread of all seamen, Fire on Board.

Calling all hands he informed Captain Coffin, then had the hands aloft to set sail and ran down to the ALLIANCE. As the ASIA ranged alongside with all her men prepared to go across to help fight the fire. Captain Coffin hailed the ship to ask if their help was required. The answer came back swiftly, NO help was required. The glow seen on the sails was the reflected glow of the coals in the forge. Captain Pinkham was manufacturing some ironwork

page 133


for the ship prior to her anchoring and as the weather was kind decided to carry on at the forge during the evening.

The ships were slowly closing with the land, the coast of Africa, and they were beginning to see land birds, which Pinkham calls Haggle's, {these birds are also called Hackles and are a small species of seagull, known as a Kittiwake.^^) The lookouts also reported schools of porpoises, killers and humpbacks showing that the waters thereabouts were rich in marine life. The lookouts and men working about the fo'c'sle attempted to iron any porpoise that came close under the bows but on this occasion were unsuccessfiil.

During Friday and Saturday nights after their usual gams just before nightfall, the Captains had the ships laying too under a double reeft main topsail and mizzen staysail until 4 am and the change of watch. With both watches on deck, all hands, some aloft and some on deck, set the sail for the day. When this was done satisfactorily the hands going off watch were able to go to the fo'c'sle and tum in. The helmsman was given the course of WNW to steer and keeping one eye on the sails and the other on the compass felt the wind and got the feel of the ship. Up aloft the first greyness of Sunday moming was breaking in the east as light squalls of drizzling rain passed over the ship.

The lookout on the foremast top swept the ocean ahead and off to leeward and as his eyes came back to right ahead he noticed what appeared to be a dark smudge on the horizon. His first thought was that the smudge was a darker cloud indicating a squall approaching, but, as the sky lightened, the shape of the smudge remained the same. As he realized this he called to the deck, "LAND AHOY"

"Where away." Called the mate on the quarterdeck. "2 points off the Port Bow at a far distance." The Officer of the watch took his spyglass from the rack and clambered up the lee fore

ratlines to the foretop, where bracing himself on the pinrail, steadied the glass and studied the horizon in the direction indicated by the lookout.

As soon as he focused his glass on the smudge ahead he could see that it was most assuredly land and it stretched unbroken from the southwest to the northwest. After studying the characteristics of the land he resumed his place on the quarterdeck and calling for the bosun, ordered all sail set and a course for the land. With the canvas bellying in beautifiil curves pulling the ship along the hands began getting the heavy anchor cables on deck and ranged along the forecastle with the ends shackled to the anchors. Once shackled, the anchors were unlashed and hung over the bows, ready for letting go.

On board the ASIA, after seeing the land and preparing for anchoring, the wind fell away to light airs. The ship was approaching the south of the bay and so the course was altered to NbyW To make some northing Captain Coffin sent up the main topgallant yard and then set the sail. At about 9 am the lookout was reporting that he could see "Sevrel Smoakes Upon the Land." and then he was reporting humpback whales and porpoises all around the ship. Two boats were manned and put off in chase and one of the humpback whales was struck by Mr. Starbuck's boat. Unfortunately the iron pulled and the whale was lost. The boats retumed to the ship and were hoisted back onto the cranes.

The wind and weather were unfavourable for making the bay and the ships had to lie on and off all day and night.

[Da Lagoa Bay, as the English call ft, is named by the Portuguese, Bay of Lourenco Marques, from the name of fts discoverer, and also the Bay of the Holy Ghost. It lies at the entrance to the Da Lagoa River being nearly 30 miles broad from east to west and about 60

58 Encyclopaedia Brittanica.

page 134


miles deep from north to south, but the channel on account of the shallows on both sides has not more than 5 miles in breadth.

The north point, or Cape St. Marys on the island of the same name and in latitude 26 degrees south, is distinguishable by fts high undulating land. A few miles to the southeast of it on the middle of the east coast of St Marys island lies a single hill with white spots and about 11 miles to the southward of this is seen a high mountain called Mount Calatto, indicating the nothemmost extremity of the mainland, which is separated from St Marys island by a very narrow and rocky channel. This Point is sometimes named Cape St Marys, while the tme Cape is named Point Unhaca.

There are three principle rivers in this bay, to which they give the names of the Kings, who reside near their entrances. The first is named Da Lagoa. (English River) and is situated at the northem part of the Bay. The second river, where the Portuguese have a Factory, is known by the names of Manica, and, or. The Holy Ghost River. It is the most considerable of the bay, it has no bar and will admit a ship of any size. The third river is the Mafumo River, reddish in color and the soundings are uneven.

The flesh of beef and goats is of an excellent quality and readily available, as are the several sorts of fruits, the principle of which are pineapples and water-melons. The bay and rivers gives a great quantity offish of all types and whales come in season.

The trade of these rivers consists of Elephants Teeth and Gold Dust, but you must; be continuously on you guard, these Nations being, in general, a thievish and traitorous race and are likely to deceive and plunder the unwary. ]

Mondav. July 1st: 1793. ALLIANCE. "This moming we had the wind off the land and verry thick mgged weather. We plyed in for the Mouth of the Bay. Towards Noon it was flattening and almost calm so that we were doubtful about getting in. At 4 pm their springed up a breeze at SE with which we steered in, their being a number of ships in the Bay and seeing us in the offing, at night, and headed in they showed lights which was a good guide for us and at 10 in the eyening we came to with the small bower anchor in 8 fathoms of water. The tide running in I immediately went on board one of the ships to get information in regard to the safety of the Roadstead and whether it was requisite that we should moor immediately or not. The DAUPHIN was the ship which I went on board and the Captain, Stephen Gardner told me that it was no ways necessary and that we should run no problems to postpone that operation till moming, which we did. There was now in the Bay of Dilagoa 12 sail of ships, who was commanded by the following Gentlemen; AMERICA; Capt. Tristram Gardner. GREYHOUND; Capt. Obed Bunker. DAUPHIN; Capt. Stephen Gardner. ° PORT SEA; Capt. James Whippey. EDWARD; Capt. Micajah Gardner.^^ NEGRO; Capt. John Hawes. PLANTER; Capt. Hales. BENJAMIN; Capt. Isaiah Hussey.^^ DIANA; Capt. Valentine Swain. WILLIAMPENN; Capt. Obed Fitch. LEVERET; Capt. Isaiah Bunker. RANGER; Capt. William Swain. And they had from 600 to 1,200 barrels of oil amongst them and whales were verry scarce here.

^ The Oriental Navigator, by Laurie & Whittle; London; 1795.

^^ For the crew list and lay of the DAUPHIN, Captain Stephen Gardner see Appendix 3.

^ For the crew list and lay of the EDWARD, Capt. Micajah Gardner, see Appendix 4.

^ For the crew list and lay of the BENJAMIN, Capt. Isaiah Hussey, see Appendix 5.

page 135


On board of these ships there was a great many of our Townspeople, some of which comes from home in November last and informed me that my friends were well in health, which notwithstanding I have heard of once before since I left home that my friends were well, all excepting my Wife which I could get no information about. But now I haye heard of her welfare, which is the first account since I left her which was in October 6th of 1791, but the men from whom I received these glad tidings, whose names is Obed Lane and Uriah Russell, left her well in health in November last and for which I return thanks to our all Merciful Creator who has been Pleased in His Infinite Goodness to Preserye and Cherish my Bosom Friend. I write this that if I should be taken away on this voyage and She Suryives Me, that By Perusing my Simple Joumal she may have the satisfaction of knowing that I had heard of Her one time since I left Her, which time seems longer to me than what it is, the reason of which is that I have seen so much trouble and adversity and met with so many disappointments, the latter being innumerable, but 1 desire to be endowed with a fortitude sufficient to surmount the source of the troublesome world. -— I think I haye wrote enough in this days remarks, therefore I shall conclude. So ends."

Tuesday. July 2nd: 1793. ALLLANCE. "This moming we had it squally with much rain and the wind at NW Several whales came into the Bay so we put off but we could not strick. Captain Hales killed one and the rest went off when the prospect was over. We came on board and moored the ship, laying our anchors in a WNW and ESE direction and laying the Best Bower to the westward on account of the hard gales coming from that quarter."

Remarks on Wednesday. July the 3 day, 1793. ASIA. "The first part of this 24 hours begins with fine weather and calm. Our Captain gone on board of Captain Isaiah Hussey, {BENJAMIN). Some of the ships a cutin and some trying. We heard a good passel of news. At 5 pm we hoye up our anchor and Towed our ship further up the Bay and let go our Best Bower. At 7 pm our Captain come on board. Middle part, fine weather, the wind at NE. Latter part, wind and weather the same. Called all hands and Lanched Fore and Maintopmast and Rigged in the Jibboom. At 8 am we put off with our boats for a Cmce. So ends this 24 hours and all well on board."

[ With the ship safely at anchor. Captain Coffin ordered the fore and main topmasts unshipped and sent to the deck to reduce the weight above deck and make the vessel more stable. The bowsprit was unshipped and slid back to the fo'c'sle.

In this Bay the Whalers were anchored some way up from the entrance and when the boats put off in chase of whales the crews were rowing and/or sailing up to 12 leagues, 36 miles from the ships. The whales when stmck and killed then had to be brought back to the ships to be flensed. One or two small boats manned with six men in each, towing a 40 ton leviathon through the water ! They were tough and hardy men !]

Next moming the boats with their crews were off in chase at first light. The only whale seen and struck this moming was that taken by Captain Tristram Gardner near the mouth of the Bay. The ASIA'S and ALLIANCE'S boats retumed to the ships in the early aftemoon and their crews set to and hung the sails in bunts to dry them properly before putting on a harbour stow. Captain Micajah Gardner of the EDWARD went on board the ALLIANCE and requested Captain Pinkham to accompany him to his ship and help in setting his Chief Officers arm, which had been badly broken when a gallied whale raised its tail and brought it smashing down on the mates boat.

On Friday moming the boats were off again at daylight, cmising to the mouth of the Bay, but they were unable to find any whales and retumed to the ship. At 4 pm Captain

page 136

772 voyage of the ASIA and ALLIANCE.

Coffin went on board the NEGRO, Captain Hawes, to assist in setting the mates broken wrist. His boat had also been slapped by the tail of an angry whale. On Saturday the wind blew a hard gale and even though the lookouts espied five whales passing the north end of the island, it was too rough to put off in chase. All hands on both vessels were employed in various ships duties and the Captains employed themselves in repairing their whaleboats.

Sunday. July 7th: 1793. ALLIANCE. "This morning we put off and rowed off out of the Mouth of the Bay, but could not discover any whales, so we returned towards night and sent our boat on shore to burey a Negro, whose name is Tom Gardner, to cure the Pox and we that remained on board cut a fore topsail, which was too deep and made it shorter by the haift. At 8 pm the boat retumed. Captain Hauz, {Howes, of the NEGAR) caught one whale."

Monday: July 8th: 1793. ALLIANCE. "This moming we had fresh gales at NE and the weather rugged. I took Tom Gardner into the boat and went on shore to the Portuguese Factory and Buried Him and let him Continue in the Ground for 6 hours, but I behoves its a simple remedy for the Pox, which I think he is troubled with. But he insists upon it is the Scuryy, therefore I should wish to stop the progress, but 1 am a stranger to the Venereal Disease and ever wish to be so. Captain Micajah Gardner of the EDWARD caught one whale, it being the only one in the Bay."

[For some unknown reason it appears that some seamen believed that by being buried up to their necks in warm moist earth this would cure the effects of scurvy and or other diseases. It is not knovm when this remedy first began but it was still being used by the British whalers in 1801 as a cure for scurvy. The English whalers, KINGSTON and ELLIGOOD after losing 9 of their crews to scurvy while crossing the Indian Ocean from New Holland to Madagascar, entered St. Augustines Bay on the southwest coast of Madagascar. As soon as they came to anchor the sick were taken ashore shortly after dawn and buried up to their necks. They were left there all day, dug up in the evening and retumed to the ship. This was repeated next day. There was nothing in the logs to say they were fed or given drinks during their time of burial. There is no logical or medical evidence stating that this remedy works, ( see the introduction.)

In the book Nimrod of the Seas, or. The American Whaleman, it is written, "If it suits the Captain and the owners that the Good Ship should ride at anchor in Charles Island, (Galapagos Islands), well and good, provided we have Liberty on shore to stretch our Sea Legs, and time to bury them under the warm sand of the beaches, to draw the treacherous scurvy taint from the bones and tissues, assuming that sailors have tissues. " ]

On Tuesday the 9th the boats put off in chase and once again there was a lack of prey and so the officers got the crew to take the boats to the beach, where they landed and went into the woods seeking a watering point or small creek to fill their casks. Not being able to find water the men retumed to the ships and after taking their dinners put off for another cmise for whales. The mates boat of the ALLIANCE when near the mouth of the Bay saw a right whale and went in chase. After a hard pull they came up to the whale and the boatsteerer stood with his thigh jammed in the clumsey cleat. The whale rose for a "blow" and as the breath whistied from the spout, the boatsteerer threw his iron.

"Back, back, all back now." Cried the mate as he made his way over the thwarts to the bow and the boatsteerer replaced him on the steering oar. "All back."

^ To King George the Third Sound for Whales; by Rod Dickson, Hesperian Press; 2006.

'* Nimrod of the Seas, or The American Whaleman, by William Davis. Pub by Harper Bros, New York; 1874.

page 137


The rowers reversed their blades and pulled with all their might to back away from a very unhappy and upset large whale. As the whale sounded the whaleline hauled out of the tub, around the loggerhead and back over the bows. The whale sounded so quickly that the whaleline as it tore round the loggerhead caused the wood to smoulder with the friction. The boatsteerer used the bailer to dampen down the wood.

There was no stopping this whale and as the last coils of rope began to run out of the line tub the nearest hand tied the end to the leading end of the line in the spare tub. Just before the line ran out in the first tub the line went slack. For a moment the hands and the mate believed that the whale had stopped its mn and was about to rise again, but it wasn't to be. The iron had drawn and the whale although wounded was free and rurming. There was nothing else to do but to haul the line and iron back to the boat and recoil it all back into the tub in readiness for another chance. Captain Stephen Gardner of the DA UPHIN caught one whale.

This next days work illustrates the hardships these men endured in their chosen profession as whalemen.

Wednesdav. 10th July: 1793. ALLIANCE. "At daylight this moming we put off and rowed down to Cow Bay, which is 12 leagues, (36 miles) from the ships, where we killed TWO Wright Whales, but one sunk and parted the line and the other we towed halfway to the ship, when the tide made against us. We anchored her and came on board at Midnight."

Thursday, llth July: 1793. ALLIANCE. "This morning we had fine weather and put off and cruised about the Bay but could see no whales. When the tide made fair for us we took our whale in tow and got her to the ship at 4 pm and cut off her head."

It is interesting, that in reading both the logbooks describing the same incidents, the log keepers, Sylvanus Crosby on the ASIA and Andrew Pinkham on the ALLIANCE each claim to have stmck the whale that was recovered. And each claim that the whale that was lost was struck by the other. Crosby claims that all four boats were at Cow Bay and that all four boats went to towing the whale back to the ships, whereas Pinkham ignores this and just states that his boats did the towing !

On Friday the 12th Captain Elijah Coffin took his boat back down towards Cow Bay and when almost there found the whale that had sunk and parted the whaleline. She had refloated due to the gases in her stomach and drifted in to the shore, where she now lay, beached. The sharks had a fair go at the blubber and it was not worth trying to tow the whale back into deeper water and then back to the ships so the crew got to work to strip out the whalebone from her mouth.

Remarks on Saturday. July the 13th Day. 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind at ENE. We still cutting out bone. At 3 pm finish. At 5 pm come on board and discharged the bone, then we saw whales and put off, but could not strike. Then we come on board and hoisted up our boats and git snug. Middle part, ditto wind and weather. Latter part, at 5 am put off for a cruce. We went to Cow Bay and saw Whales A Plenty and Struck One and Killed Her. The tide being against us we concluded to ancher her and ly by her until the Tide Maid Fair. So ends this 24 hours and all well on board the good ship ASIA''

Remarks on Sundav. July the 14th Dav: 1793. ASIA.

page 138


"The first part of this 24 hours begins with fine weather and calm. We still Ly By the said whale. At 2 pm the Tide maid fair and we went to towing. At 7 pm the Tide Maid Against us and then we anchered him again and set off to go on board. At 10 pm we gut on board and hoisted up our boats. Middle part, a fresh wind at SWbyW and rainy. Latter part, wind the same. At 5 am called all hands and cleand our Hous, then all hands employed in fitting our boats. So ends this 24 hours."

Remarks on Monday. July the 15th Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind at SSW At 1 pm we put off in order to tow the Said Whale a long side. At 6 pm gut the whale alongside and Cabled her and gut all Ready for Cuting. Middle part, wind and weather the same. Latter part, at 11 finished cuting the said whale. Fine weather. We employed in giting ready for trying. So ends this day and all well on board the good ship ASIA."

Once again the log book keepers are at odds with each other. Sylvanus Crosby, the ASIA claims to have killed the whale at Cow Bay, while Andrew Pinkham on the ALLIANCE also claims to have killed the same whale and describes the towing of the carcass for two days to get it back to the ASIA for cutting in. On board the ALLIANCE on this Monday the boats crews had different work to do, as follows :-

Mondav. July 15th: 1793. ALLIANCE. "This moming we had fine weather. We put off and rowed over to Elephant Island. Saw but one whale but she was shy and we could not get near. At 1 pm we retumed on board and our Cook, by the name of Thomas Gardner, (who has ad the Venereal Disease so often that his bones are stiff with takeing Mercury), was solicitous of being taken to the Portuguese Doctor to be Cured. Therefore I left one crew on board to stow down our oil and took Mr Gardner into the boat and went up to the Portuguese Factory, but the Guvemor would not suffer Him to be Left There, nor would he Suffer his Doctor to see Him. Therefore I took Him into the boat and retumed to the ship about Midnight."

There was no love lost between the Portuguese and the foreigners that came into Delagoa Bay for whales and trade as the Portuguese residents there felt that their trading with the natives for gold and ivory was being undermined. The American, French and British whalers that were increasingly using the Bay were also trading with the natives for meat and produce and weren't adverse to taking ivory when they could get it cheaply.

On Wednesday moming the crew of the ASIA put off as usual for a cruise about the Bay and on seeing the "blow" of a whale went in chase. On coming up to the animal the boatsteerer cast his lance and hit the whale squarely on. " Back, all back," cried the Mate, mnning over the thwarts and taking his position in the bows.

Standing firm with his leg braced in the Clumsey Cleat the Mate held his lance aloft ready to strike when the whale surfaced for another spout. Before he got a chance to throw however, the iron drew and the whale was free, although badly wounded. A boat from another ship that was in the vicinity saw the whale rise and spout right under their bows and the boatsteerer plunged his iron in deeply. The wounded whale had no fight left and succumbed to this second attack and tumed up, becoming the property of the latest boat to strike her. Sylvanus just comments, "She fel into the hands of Some Body Els."

Across the water on board the ALLIANCE the Mate got the crew to haul in on the sheat anchor cable to ensure that it was not fouled. The anchor wasn't fouled but the anchor cable, upon inspection, was found to be badly chafed at 7 fathoms, (14 metres) from the anchor. This was caused by the ship swinging to the wind and tide dragging the hempen cable

page 139


back and forth across the coral and sand bottom. Hauling the cable onto the fo'c'sle the hands got to work cutting out the bad piece and resplicing the cable. Once done the sheat anchor was reset and the damaged piece of cable went into the locker to be pulled apart and used later for smaller stuff

Thursdav. July 19th: 1793. ALLIANCE. "At 8 am this moming we put off and we rowed down to Cow Bay and saw no whales, therefore we rowed across to Cape St Marys where we killed a Wright Whale and towed her with two boats within 8 leagues, (24 miles) of the ship when the tide come in. We come on board at midnight and tumed in until Friday July the 19th. Then rowed out to our whale giveing our Consort a Call to Help us tow, but we soon discovered some whales and two boats in chase of them. We struck two of them to our boats and one parted the line, the other we killed and the ASIA'S boats took it in tow. Then we took out Whale in Tow, which we killed the day before and towed her to our ship and then sent two boats out to help tow in the other Whale. We then cut off our Whales Head."

Friday, July 19th and Saturday. July 20th: 1793. ALLLANCE. "This morning we finished cutting our Whale then I went on board the ASIA with a crew to assist them in cutting. When done I went on board a ship called the PLANTER^^, Captain George Hales of London and took half a whales blubber, which he had killed, it haveing one of our Irons in her. I towed the blubber to the ship and took it in. Our Folks are still trying."

Once again the log books differ in who it was that actually stmck and killed the whale, not that it matters today. However, the accounts as written make very interesting reading when comparing one with the other, for instance in the ASIA'S account of the action written above, we read -

Remarks on Friday. July the 19 Day: 1793. ASIA. "The first part begins with fine weather and calm. Hands to work at Stowing down our Oil. Middle and Latter parts, the weather the same. At 6 am the ALLIANCE'S boat came on board us and told us that They had killd a Whale and anchered Her out by the Reef Then we put off in order to tow Her in. We saw a plenty of Whales, and Struck Two, one with a Towing Iron and the other with a Preventer Iron. We killd the One that we struck with the Towing Iron and the other parted the Preventer Warp and went Off Then we anchered the said Whale that we killd and went to the Other Whale that the ALLIANCE'S boats anchered and Went To Towing with all Four Boats. So ends this 24 hours and all well."

[ Towing Iron = an early American name for the harpoon used in fastening a boat to a whale for towing. The Preventer Iron was another iron used as a backup to the towing iron, in this case they lost it when the warp parted.^^ ]

Whether it was one boat towing whales or four it could not have been easy for these men in their flimsy boats hauling these huge animals through the water to their ships for flensing.

During the next couple of days the waters were empty of whales, or at least there were no whales where the men and boats were and so they spent most of their days rowing about

^ PLANTER, ship rigged, 304 tons built at Sunderiand England during 1782. At this time owned by J.Hall & Co. Lloyds Register, 1790. ^ The Yankee Whaler; Clifford Ashley; Dover Publications, 1991.

page 140


the Bay seeking prey without reward. On Sunday evening, July 21. Captain Elijah Coffin held a gam on board the ASIA and invited seven other American Captains to join him for supper.

The ships were all anchored within a reasonable distance of each other and at about 6 pm boats put off from each of seven ships and made for the ASIA. Each boats crew attempted to outdo their comrades in rowing and boat handling and the boats themselves were dressed for the occasion with bits of coloured bunting and the crews in their best clothes. As each boat came alongside the Captain swung himself up the tumblehome and in through the gangway, quickly followed by his crew. The last man aboard carried the end of the boats painter and the boat was then allowed to drift astem where it was tied off

With the Captains being entertained in the great cabin below the quarterdeck the crew organised their own entertainment in the waist and fore part. The fiddlers had all brought their instruments and soon the air was alive to the sounds of chanties, with the men singing and dancing and outdoing each other with outlandish and braggardly tales of derring-do. At 10 pm it was time to retum to their own ships and tum in preparation of another hard day in the boats, hopefully in chase and capture of the leviathans.

The boats put off at dawn on Monday and even though the boats cmised the Bay all day nothing of the whale kind was seen. On board, the hands not required in the boats, were trying out and stowing dovm their oil. Tuesday was a repeat of Monday, rowing all moming around the Bay seeing nothing. In the early aftemoon though whales were seen and the boats went in chase. To their disgust and disappointment the whales were gallied and ran fast to windward giving the crews no chance of striking. With dusk coming on the boats tumed for home and supper.

Wednesdav. July 24th: 1793. ALLIANCE. "This moming we put off and rowed down to Cow Bay, which is 12 leagues, (36 miles). We killed a whale and towed her all the way back to the ship by 8 pm in the evening. But we were favoured with a flood tide and the whale towed exceptionally easy."

In just a few lines of vsriting, Andrew Pinkham has described what could only be viewed today, as a monumental effort on the part of a few men in a small boat. At least fifteen hours of solid rowing, at least 36 miles in distance down the Bay, chasing and ironing a large gallied whale. Then going on, and the Mate lancing and killing the said whale. Attaching the towing warp to the small of the tail and then towing 30 or so tons of barely floating animal another 36 miles to get back to their ship for supper and their bunks. Could the same be done today ? Even if it was permissible to take whales I personally doubt we could find a crew in the Westem World that could perform this feat of endurance.

Thursdav. July 25th: 1793. ALLIANCE. "This moming we hooked to our whale and cut her in and went to trying. Captain Obed Bunker, (of the GREYHOUND) came on board and wanted to exchange a hand of his with one of ours. I let him take his son [who now belongs to our ship], on board his ship to make a boatsteerer of him, which I consented to with the view of obliging the Father and Son. We took on board in his stead a Negro by the name of Philip."

[Ed. The son's name was Moses Bunker, b. 21/8/1773 andd. 24/9/1806^'^ ]

On Friday moming all hands were called at first light and mustered at the break of the poop, where they numbered off. When the first job of the day was done, sluicing down the decks, the men went to breakfast, fried biscuit with pork and coffee. This finished ft was

^ Nantucket Historical Association, Eliza Starbuck Barney, Genealogical site.

page 141


inspect the boats and the craft. Up off the cranes and lower away. The boats crews climbed down into the boats, took their places on the thwarts, mbbed the callouses on their hands and then grasped their oars. At the word from the Mate on the steering oar they bent their backs in unison and the boat swiftly picked up speed and began to fly over the short chop on the waters of Delagoa Bay. The boats sped south back down to Cow Bay where they seemed to be having all their luck at present, with a whale a day. On this day though, all did not go to plan and as happens so often the incident happened suddenly and unexpectedly. Following are the log extracts from both vessels giving the most laconic explanation of the incident.

Remarks on Fryday. July the 26th Day. 1793. ASIA. "The first part of this 24 hours begins with fine weather and calm, we still stowing down our oil. At 5 pm our Captain went on board of Captain Stephen Gardner, {DAUPHIN). At 9 pm finished stowing down our oil then our Captain came on board. Middle part, fine weather and the wind at ESE. Latter part, wind and weather the same. At 6 am loard a way our Boats for a cruce. Our Captain went on board of Captain Hawes, {NEGRO) to git some provisions. Mr Starbuck and Captain Pinkham went to Cow Bay and saw Whales and struck one and Mr Starbuck got his boats Stam Post Nockt off and Captain Pinkham got Stove and was Put to Swimming. So ends this 24 hours and all well."

Friday. July 26th: 1793. ALLIANCE. "At daylight this morning I put off in Company with Mr Starbuck and rowed down to Cow Bay and struck a Whale, which Stove Mr. Starbucks boat, but not so bad that he could not float. We immediately got the Whale to Spouting thick blood and she directly Stove One Side of my Boat from the Gunwale to the Keel, breaking out about 8 feet of the Gunwale. I immediately cut the line and Mr. Starbuck came and took us into his boat. We tumed up the stoven boat and towed her to the ship, which was 11 or 12 leagues from us when we got upset, but we got on board at 9 in the evening and took in our boat. So ends."

Once again the whales strike back, this time the men were lucky in that one of the boats remained in a condition to be able to recover the men in the water and retum them and their boat to the ships. Once the damaged boats were back on board the carpenters and spare hands got straight to work to repair them. The whaleships were reliant upon their whaleboats and without them in good condition they might as well pack up and go home. No boats = No whales.

On Sunday moming Captain Coffin put off for a cruise up the bay, leaving his Mate, Mr Starbuck on board to repair his boat. After rowing about all moming and seeing nothing in the way of spouts the Captain decided to retum to the ship by way of the shallows near the Island. As the hands worked at the oars Captain Coffin stood in the bows watching the water ahead. A hundred yards away he noticed a lump on the surface, as the boat drew near it was recognised as being a turtle lying asleep.

Hefting his iron Captain Coffin waited as the boat drew nearer. Just as they were about to run over the turtle he let fly and iron the beast. The hands quickly hauled it into the boat and resumed rowing for the ship. In the days entry in the log book, Sylvanus describes the incident thus, "Saw No Whales, but Kitched a Tortoise." The boat was back at the ship by 3 pm and Captain Coffin decided to visft his friend, Captain Swain, {DIANA) for a gam.

On board the ALLIANCE, Captain Pinkham had his men helping the Carpenter repair his stoven boat. Taking the other boat he took a boats crew and rowed across to the ship EDWARD, Captain Micajah Gardner for a gam and to purchase 4 barrels of beef and 4 barrels of bread as they were running short due to the weevils and other insects that had invaded the barrels. He then had his crew row him across to the AMERICA, Captain Tristram Gardner

page 142


where he purchased 6 bundles of wooden barrel hoops. He also got some boat nails while he was there for the repairs to his boat. At this time it was the transition from using wooden barrel hoops to hold the staves in place to using iron hoops, however the iron hoops were still in their infancy and most ships still carried a quantity of wooden hoops.

Came Monday morning the 29th of July and three boats put off from the two ships to go in search of whales. They rowed down to Cow Bay again as there seemed to be whales there most of the time. Captain Coffin had charge of one boat, his Mate, Mr. Starbuck had the second and Captain Pinkham had command of the third. Between them they killed a large Wright Whale, which, while going into her flurry, slapped her flukes on Mr Starbucks boat, damaging ft. The Mate immediately left the fight and went to the beach to effect temporary repairs and recaulk the split planks. While he was engaged at this work the other two boats hooked onto the whale and began to tow her back to the anchored ships. They got within a third of the distance when the tide tumed against them and they were obliged to anchor the whale and put a waif fiag on her, to make her easier to find next moming. Mr Starbuck, once his boat was seaworthy, rowed after the others and rejoined them just as the whale was being anchored.

With the shore close by and the opening of a small river just opposite them, the Captains decided against rowing all the way back to the ships that night, so instead they rowed into the mouth of the river and anchored the boats bow to stem. As Pinkham remarks on his log book, "We lay down in our boats to wait for moming, it being now 7 in the evening. It would have been much more comfortable to have hauld our boats on shore and tumed them up and slept under them, but we were apprehensive that the Natives would come upon us and Spear us, as they had been known to do to one European before belonging to a ship here."

At dawn, the men after a mostly sleepless and hungry night, rowed out of the river and made for the whale, which they found quickly. Taking her in tow again they headed for the ships but halfway there the tide again tumed and the boats unable to pull the whale, anchored her again. This time two of the crews made for the ships, " to get some provisions and drink, which we have been some time without." leaving Captain Coffin to wait by the whale.

When Captain Pinkham got back on board the ALLIANCE he found he had a visitor. Captain Obed Bunker, seeing Pinkham retum had sent his boat across to invite Pinkham to "dine upon some Roast Pork, which was verry acceptable to a hungry belly."

After dinner the tide tumed again in the boats favour and three boats put off and went to towing again, finally getting the whale to the side of the ASIA and hooked on at 8 pm.

After such a hard two days of rowing, chasing and killing a whale and then having to tow it back, tide by tide, the men deserved a good night in their bunks, which they got. All hands were called at daylight and they went to cutting in, which was finished at 11 am. At this time the men went to their dinner and after the meal was over the idlers, or dayworkers began to try out the blubber in the pots.

On Wednesday July 31, Captain Pinkham and his Mate put off and rowed all around the Bay without seeing any whales at all. Retuming to the ship mid aftemoon Pinkham rowed across to the AMERICA, Captain Tristram Gardner, and purchased another 15 bundles of barrel hoops. Three men on the ALLIANCE, John Smith, James Dier, {Dyer ?) and Tom Gardner were off duty for the day with head ache and belly ache. On the following day they again went out to the mouth of the Bay and cruised about and again saw no whales so retumed to the ships in the mid aftemoon. Pinkham took his boats crew across the anchorage to visit Captain John Hawes on the NEGRO, where he purchased 6 barrels of bread.

page 143


[The NEGRO, also written NEGAR and NECKAR, was a Rotch owned vessel and registered at L'Orient in France. Rotch at this time was the largest whaleship owner and because of political uncertainties had ships registered in England, America and France to cover all his bases. The crew of this ship were all Americans. To see the crew list, amount and value of the catch and disbursements, etc see Appendix 2. ^ J

Friday. August 2nd: 1793. ALLIANCE. "Put off with our two boats at 2 oclock in the moming and at Day Break crost the reef At sunrise struck a Wright Whale and had not the time to get in the second iron before the Calf came under the boat and Stove me and having but two boats we lost the Whale. Wherefore if we had been three or four boats together, perhaps we could have saved her. We towed our Stoven Boat on shore and hauled her up and made her sufficient to get back on board, even so we were bailing all the way. We got to the ship at 1 pm and took in our boat and set the Carpenter to repairing the wound, while I went on board of Captain Obed Bunkers ship, GREYHOUND to beg some Boat Nails to pare her with for we have none on board. Captain James Whippy, PORT SEA, gave me a few likewise. Captain Gardner and Captain Hawes went up the River, they being full."

[The reason for going up the river prior to sailing were, firstly, to get wood, water and provisions in enough quantity to last the voyage home, as normally there were no stops on the way. Secondly, this part of the African Coast was considered to be belonging to the Portuguese and it was diplomatic to make a courtesy call to the local "Govemor" to ask permission to cut wood, collect water and to trade for provisions.]

Saturday. August 3rd. 1793. ALLIANCE. "At 4 am in the moming the wind blowed hard at SSW Tumed out all hands and cleared the hause. {the hawse pipe). After noon the wind abated so that we put off with our 2 boats and no others thought it worthwhile. We had got no farther than 3 leagues from the ship before we saw a Wright Whale and in pulling up to her put in a Preventer Iron. She came under the boat and stove her badly and Broke an Indians Thigh, whose name is John Gorge. The whale gave me an external wound in the Head. The other boat being some distance from us and so long before they come to our assistance, that I was apprehensive of loosing the wounded man, who was verry much troubled to keep on the boat and we were both washed off it a number of times. When the other boat got to us we anchored the stoven boat with the view of going to the ship as soon as possible to get some relief for our Wounded Man. When we came to the ship which was near the time of sunsetting we hoisted a signal of distress and a number of Captains came to our assistance and set the old man's thigh verry well. The men that came to our assistance were :- Tristram Gardner; Obed Bunker; Elijah Coffin; Obed Fitch; Valentine Swain and a man from on board the ship BENJAMIN, Captain Isaiah Hussey, who had seen bones set before."

The ALLIANCE is now running out of boats. This latest boat that was stowed was one that was borrowed from the ASIA. The one good boat went out in the moming and towed the damaged one back and put it on board the ASIA and took back the one the ASIA'S crew had repaired for them. Captain Pinkham is now reliant on the goodness of the other Captains for timber and nails to repair his boats as he has mn out of the necessary repair material. On top of the problem of a lack of boats, Pinkham had four of his hands off duty through accident or

^ Rotch Co. Oil Invoice Book; P.M.B. 829.

page 144


illness and Captain Coffin lent him one of his crew, to man the boat. His name was Stephen Skinner.

On board the ASIA the crews were out most days in chase but were unfortunate I that the whales seemed to be leery and the boats couldn't get close enough to strike. Another whale was found washed up on the beach after being severely wounded a few days before. She had run after being struck, but the iron drew and she went off bleeding heavily, to die a little later. When found the wright whale was being decimated by small sharks and seabirds, however, in the great jaws, was the valuable whalebone. With a lack of live whales in the bay the mate, Mr Starbuck, took his boat into the beach and using the spades that were part of the boats whalecraft began to cut out the bone to take back to the ship.

On Thursday, August 8, the first part of the day was relatively calm with just a moderate breeze blowing in from the SE. About noon though, there was a change in the sky, in the south westerly direction the clouds were building and looking threatening. As it was well known among the whalers tat the worst weather came from that direction and built suddenly all the boats tumed and headed back for their ships.

Just as the boats reached the ships and were being hoisted aboard the first squall struck the ships with a sudden ferocity Within minutes the tops were being blown off the waves and driven in a horizontal rain storm across the anchored ships. The hands on the ships went to the fo'c'sle and let out more cable to make sure the anchors held and the ships didn't drag. All except the hands from the whaler PORT SEA, Captain James Whippey. They were caught short of their ship and in the maelstrom of chopped water and flying spume were nowhere to be seen. It was hoped that they had been able to get to the land and lie up until the storm was over and eyes on different ships kept a watch for them as long as daylight lasted.

Captain Whippey and his men had indeed made the shore of the island and had hauled up the boats onto the beach and rolled them keel up, forming a roof over the men and keeping the worst of the rain and weather out. After a long night lying on the damp sand with only the clothes on their backs to keep any warmth in their bodies, the dawn finally broke and the wind began to slowly abate. Cold and hungry the men crawled from under their shelters, righted the boats and launched them into a short choppy sea. They soon warmed to the task of rowing to the PORT SEA as they could see the smoke coming from the cumboose chimney and the Captain and Mate promised an extra mug of coffee to the first crew to reach the boat falls.

During the rest of the day the wind was still blowing foul from the SWbyS and the boats stayed on board as it was pointless trying to row against the wind and not see any whales because of the spindrift and whitecaps all around. In the aftemoon the wind abated slightly and the seas calmed to a chop so Captain Pinkham got his crew to row him across to the BENJAMIN, to visit Captain Isaiah Hussey and request that his surgeon come back to the ALLIANCE with him to look at old Tom Gardner and hopefully recommend a cure for his disease with which he was suffering terribly. Captain Hussey also gave him some boat nails from his own stock to repair his boats.

Saturday dawned and the weather was still not fair for rowing to the mouth of the bay and on the ASIA the Captain and some of his hands were busy repairing the boat that the ALLIANCE'S crew had stoved and the same sort of work was going on board the other ships, stowing down oil, scrubbing decks, overhauling the running rigging and other normal shipboard tasks.

Finally on Sunday moming the wind had abated enough for the boats to put off in chase and the ALLIANCE'S boats went up the Bay instead of to the mouth. They soon saw two Whales and gave chase. The Mates boat went oti and the boatsteerer threw his iron and

page 145


sank it deep in the whales vitals. The whale ran for a while towing the boat but gradually slowed. When she rose to the surface again for another laboured breath the Mate was waiting.

With his leg braced in the clumsey cleat the Mate threw the lance as hard as he could into the body just behind the left flipper. It was a killing throw and shortly after the whale began to spout thick blood and then after a flurry, tumed up. Hooking onto the flukes with the towing warp the men began to tow the whale back to the ship. When they were about halfway to the ship the mate, on the steering oar, saw the ASIA'S boats in the distance also towing a whale. These two whales were the only ones that had been killed inside the bay so far, the only other one seen was the one that smashed the ALLIANCE'S boat. The men got the whale alongside the ship at 5 pm and cabled her ready for flensing.

When Pinkham and his men climbed aboard the ALLIANCE and housed the boats on the cranes they found about 20 local natives on deck milling about in the waist. They had paddled out to the ship to visit and to trade whatever they could for "whiteman's goods" Whoever of the natives was in charge of securing their canoe, they had done a rather poor job of the hitches as the canoe had come adrift from the stem of the ship and was now 2 miles down wind of the ship.

Captain Pinkham immediately ordered one of the whaleboats lowered and the natives put into it. The other whaleboat was also lowered and a crew was sent to retrieve the canoe, tow it back to the first boat, transfer the natives into their canoe and send them on their way. It was common knowledge along these shores that the natives would prefer to spend their nights on the ships in the hopes of getting drink and tobacco from the seamen. They also weren't adverse to light fingering anything that wasn't nailed down securely.

[As noted in the Oriental Navigator the natives were alleged to be untmstworthy, thievish and traitorous and Captain Pinkham was right to be cautious of letting a large number of natives remain on board.]

During the next three days the crews were busy cutting in and trying out and with hands busy on board there were only enough left to man one boat from each ship. The winds appeared to blow strongly in the momings and ease away in the afternoons so the mates took the boats away for a cmise after their dinners, however, even though they saw whales they were not able to strike because "the wind breezed up quick and the sea began to be rough so that the boats made so much noise that the whales would not let us come near them. At night we retumed on board."

[These whaleboats were about 24 feet in length and clinker built, (where the lower edge of one plank is laid over the upper edge of the next plank down.). The name "clinker" comes from the noise made by the boats as they ploughed through a heavy sea. Clifford Ashley states, "I have frequently noted this noise in a clinker built tender. As the whales grew wary the noise became objectionable and in consequence gallied them. In the later years of the American whaling industry the boats were smooth sided to glide more smoothly and silently upon the unsuspecting animal."^^ ]

Remarks on Frvdav August the 16 dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind the same. At 4 pm come on board with both boats and hoisted them up. At 6 pm Captain Hawes mate, Mr Baly came on board with his things in order to go to Amarica, a passinger with us. At 9 pm the boat went on board again. Middle part, wind and weather the same. Latter part, fine weather and the wind at NE. At 6 am we put off for a cruce, saw a Whale, but Could not Strike. At 9 am the wind Hauld around to SSW, blowing verry fresh. At 10 am come on board and hoisted up our boats, still blowing.

69 The Yankee Whaler, Clifford Ashley. Dover Publications, Inc. New York; 1926.

page 146


On this day Captain Hawes and Captain Gardner sailed all Full and Bye for London, (the ships NEGRO and EDWARD.) So ends this 24 hours. Still at ancher in Diligoa Bay."

Captain Hawes Mate, Mr. Humphrey Bailey, decided he wanted to go home to America instead of going to London and persuaded Captain Hawes to give him his discharge.

During the next week the ships put the boats off in chase each day and rowed down to the mouth of the bay but were generally unsuccessful in their endeavours. The ASIA killed one whale as did the ALLIANCE. Both were cut in, tryed out and the oil stowed below, the decks scrubbed and the ship cleaned. On most days in the later aftemoon there was the ship visits to entertain and amuse the crews. The Captains of the various ships would invite their comrades to dine with them and of course the invitees would then, at a later date invite the invited to dine on his ship. The boats crews that rowed the Captains and Mates to their various dinner dates would also go on board and spend the evening gamming with their mates in the fo'c'sles and fiddling and singing.

On Thursday the 22nd of August Sylvanus Crosby reports that the crew of the ASIA have been in chase and have killed a whale and anchored her as the tide was against them, so at daylight the next moming all hands were called and with both boats in the water, the men began the long job of towing the whale to the ship. After a very long and very tiring day the men got the whale alongside the ship and cabled at 8 pm. The boat crews, after a welcome hot supper tumed in, leaving the day workers and idlers to take care of the ship.

All hands were called again at daylight to begin cutting in, a job that was completed at 11 am with all the blubber and the head inboard.

Once again there are two versions of this chase. As mentioned above Crosby claims to have killed the whale and towed it to the ASIA, but on the same day and talking about the same incident we have Pinkhams version, as follows, :-

Thursday. August 22nd: 1793. ALLIANCE. "The fore part of the day we struck and killed a Wright Whale. She ran to windward after she was near dead until she recked our boat, so that we were obliged to come on board and the other boat was in a bad situation. Our Consorts boats come and helped us tow in the whale, which we took alongside the ASIA and now we have not a boat left that can go after whales."

Friday: August 23rd: 1793. ALLIANCE. "The fore part of this day we employed mending our boat which we finished by noon and got her so that she would float as long as we had a hand at the bailing and then went out to look for whales. Our Carpenter went to work immediately on another which would not be ready in another 2 days. Towards night Captain Isaiah Hussey came on board and seeing what a condition we were in and that we could not git 2 boats in the water upon no occasion, he told me that if I would send a boats crew and take his stem boat off then I should be welcome to use her as long as the whales come in. (to the bay.). I retumed him thanks and told him that if I had her stove I had nothing to repair her with. He said he would forgive that. Therefore I repeated my thankfullness, but still thought it too great a favour."

On board the ASIA during these days the crew was employed in cleaning ship and rowing around the bay all day searching for whales, managing to kill one large female. After towing her for a little while the tide tumed and they had to anchor her. Later when the tide was favourable the tow was recommenced by the three boats. During the tow whales were seen and two of the boats cast off and went in chase. The Mate got to the whale first and his

page 147


boatsteerer cast his iron deep into the whales vitals. The other boat came up and her boatsteerer also got an iron into her, however as the whale began to "mn" weight came on the lines and the irons bent and broke and the whale ran free. The boats crews chased her up the bay and tried again to get another iron into her but she was well and tmly gallied and they were unable to stop her. As the chase was in progress the third boat was still towing the dead whale and the men finally got the whale alongside the ALLIANCE, being the closest ship, and cabled.

Captain Pinkham, on the Sunday morning, sent one boats crew off in search of whales in company with two of the ASIAs boats, while the other boats crew and idlers stayed on board to cut in the whale that lay alongside. Pinkham at this time was almost blind. On the Saturday, while overhauling his boats equipment, he took out the irons, lances and spades to sharpen them. With one of the hands tuming the grindstone and wetting the surface, Pinkham moved the blade of the spade back and forth. A piece of the grindstone flew off the edge and lodged in his eye. Consequently by Sunday moming his eye was on fire and he could hardly see. No whales were seen on the boats cruise about the bay and the men retumed weary from rowing in time to help clean the decks as the trying out was just finished.

During the next few days the routine was much the same, put off in the momings and row about the bay in search of whales. Most aftemoons the wind freshened to a moderate gale and the boats went back to the ships and were hoisted onto the cranes. On Tuesday aftemoon Pinkham put off with one boat, leaving the other boats crew on board to stow down the oil and clean ship. As his crew rowed about the bay they saw one lone whale. They went in chase but a boat from a French Whaler beat them to it and the French boatsteerer sank his iron deep.

The wound was not enough to kill the whale and she took to mnning fast, towing the French boat behind. The waters of the bay were not deep enough for the whale to sound so all she could was mn. And run she did, all round the bay The French boat was being towed behind but the speed of the whale precluded them from pulling up to her and they just could not get close. The other boats on the water in the bay were also unable to get to the whale and assist and in the evening the French Officer ordered the line cut.

Next moming the wind began to blow hard in squalls, making it hard to distinguish the whales spouts from the blowing whitecaps, consequently the men remained on board. During the day they overhauled the anchors by hauling them back into the ship, one at a time and then resetting them. This was done on a regular basis when ships were at anchor as the cables were made of rope and were subject to a lot of wear. Towards noon the wind moderated and Captain Pinkham sent his boat across to Captain Isaiah Hussey's ship, the BENJAMIN,

"to desire his Surgeon to come on board and see the Old Man's Thigh. Which he did and informed us that the Bones were Splintered and that Some Pieces were Working or Passing Through the Flesh."

[This is a very severe fracture, and would today require hospital and months of rehabilitation, however, in this case, the leg is set, and then reset, the Surgeon makes a report that it is serious, and that is that !! This is the last mention of the injured man and as there is no mention of a death or burial it can only be presumed that the man Survived. They tmly were a hardy lot!]

On Friday and Saturday, August 30 and 31 the weather was too rugged to put the boats into the water in chase and the men filled in the days with shipboard duties, overhauling running rigging, repairing sails, cleaning ship and etc. On Sunday, September 1, 1793, the weather moderated and the boats put off from both the ASIA and ALLIANCE. Soon after

page 148


leaving the ships, they ran into a large pod of whales and each ship got a whale. The ASIA'S men began the long tow back to the ship, but as night was coming on the Mate decided to anchor the whale for the night and come back for it in the morning. The ALLIANCE'S men however had a shorter distance to row and tow and they just kept on rowing and they got their whale alongside well after dark and cabled her.

On Monday moming the ASIA'S boats set off at 5 am with one boat from the ALLIANCE to look for the anchored whale. They rowed and rowed but were unable to find the waif flag that should have marked the anchored whale. Eventually they gave up the search and went to cmising. The ALLIANCE stmck one whale but the iron drew and the whale went off running fast. The boats crew that remained on board went to cutting in the whale caught the previous day and when finished cutting began to try out the blubber.

Pinkham in his log makes the remark,

" A Brig arrived here today who wore Dutch Coulers, the Captain of which said he was from the Cape of Good Hope." Crosby also remarks on the occasion by writing, "This day there come in a Dutch Brig and come to an ancher."

The relevance and importance of these statements will become clear as the days progress at Delagoa Bay. (She was the Dutch Brig-of-War HELENA LOUISA.)

Next day, Tuesday moming, the ALLIANCE'S boats put off again for a cmise and soon found the whale the ASIA'S crew had ironed and anchored. "We found our Consorts Whale which was Much Blasted and towed Her in but the wind breezed quick to the southward so that we could not reach the ASIA. We got her as far as the AMERICA, Captain Gardner, where we left her with their hauser to her and got on board."

[ Blasted = the whale is going rotten and is partly eaten by sharks.] On Wednesday the ASIA'S boats put off to get the whale alongside their ship but they

were late in getting away and by the time they got to the whale the tide had tumed against them again and they were obliged to help get the carcass alongside the ALLIANCE where her crew got to work and cut the whale in. The ASIAs boats went off after whales again and killed one late in the day and as darkness fell over the bay, the boats crew anchored the whale, stuck a waif into her and rowed back to their ship and hoisted the boats. There appears to have been some kind of dissension on board the ASIA as Pinkham remarks that, "Captain Coffins boats killed a whale in the Bay and did not get her to the Ship because they Would Not Tow in the Night, but Left her Anchored and Went on Board." At daylight next moming the ALLIANCES boats were about to go for a cruise about the Bay when, "Our Consort sent a Boat to us to Desire us to come and Assist Him in getting His Whale on Board, Which was Then not Three Towlines Length from His Ship. But we Went and Assisted Him."

The Dutch Brig took its anchor and proceeded up the River to Lourenco Marques, the site of the Portuguese Factory and Trading Post. A Few hours later, the BENJAMIN, Captain Hussey and the PLANTER, Captain Hales also took their anchors and left for Lourenco Marques to pay their respects to the Portuguese Govemor and report their departure.

Friday: September 6th: 1793. ALLIANCE. "We put off in the moming but we had not rowed far before the wind came from the southward in a squall. We retumed on board and cleared hause. {cleared the hawsepipe and checked the cable for wear and tear, chafing.). I went on board of Captain Valentine Swain, (ship DIANA) and borrowed some Coopers Tools to set Iron Hoops. Captain Swain being rather JEALOUS of this Dutch Man and Apprehensive that it is WAR between the FRENCH and the DUTCH, he desired me to take

page 149


on board three barrels of beef and one of flour so that he need not loose all. He immediately hove up his anchors and went up the river."

On Saturday and Sunday all the boats from the ALLIANCE and ASIA went out after whales and on each day a whale was killed and eventually towed alongside the ships for cutting in and trying out. There was also a lot of inter ship visiting by the Captains as they were all getting nervous wondering what the Dutch Brig was up to

Captain Coffin and Captain Pinkham were aware that Britain and France were, in all likelihood, now at war as they had been told of the British issuing an Act of War when the ships were at anchor at Mauritius in April. The supposition now was, "which side were the Dutch on, the British or the French ?" A number of these whalers were owned by the Rotch Family and they had their ships registered in either England, America or France, covering all the bases in case any of the ships were arrested. Some of the ships also had dual registration certificates and could produce whichever one was the most propitious at the time.

Mondav. September 9th: 1793. ALLLiNCE. "This moming we had some rain and the wind was at SW Towards noon it moderated, we put off in our boats and rowed out in the bay until the sun was about half an hour high, then we struck and killed a Wright Whale and anchored her for the tide had just made. Our Consort left us and headed for his ship before we strick the Whale. This day Moses Bunker retumed from on board the GREYHOUND, his fathers ship, (Captain Obed Bunker), where he had been for some time by my consent and we had a Negro in his room, (replacement), but he was glad to come on board and I was glad to have him for 1 prefer a White Man to a Black Negro."

Tuesday. September 10th: 1793. ALLLiNCE. "This moming I went on board the ASIA, our Consort, to see what demands Captain Coffin had on our Whale and whether he would assist us in towing her in. He told me the weather looked prosperous for him to get the ASIA into the River, that he would assist me if I would take six by seventy gallon casks on board and fill them out of the whale if we saved her and if not he would have no demand. I told him to put his casks on board and we went out immediately to look for the whale and towed her all day and made out to reach the ship at night. Captain Stephen Gardner in the ship DAUPHIN sailed for he was afraid that the Duch Man was a Danger and Notwithstanding the Duch Man had but 10 Guns and 50 Men, yet there was the greatest plenty to take all the Whalemen, who had none to oppose him."

Remarks on Tuesday. September the 10 Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather. Our Captain put off for a Cruce but saw No whales. At 6 pm he come on board. Middle part, fine weather. Employed in Trying. Latter part, ditto wind and weather. At 10 am weighed our small ancher in order to go up the River. At 11 am caryed two Casks on board of the ALLIANCE in order to fill with Oil. Then gut 9 Bundles of Hoops out of Captain Tristram Gardner, {sh'np AMERICA) and brought them on board. So ends this 24 hours and all well."

[ It would appear that this day was the last straw in the relationship between the two Captains as they are now parting and going their own ways. They have sailed in Consort for 713 days and shared many disappointments during this cmise and it seems a shame that the partnership has ended in ill feelings. ]

Wednesdav: September 1 Ith; 1793. ALLIANCE.

page 150


"This morning we cut in our whale and went to trying. And when we come to gage, {gauge or measure) Captain Coffins casks, which ought to hold not more than 15 barrels and 10 gallons, we found that they would hold 20 barrels of oil, however we filled them and set them to one side. This day the Duch Brig came out of the River in Company with Captain Hales, (ship PLANTER) and Captain Fitch, (ship WILLIAM PENN), which he had [we found afterwards] made a PRIZE OF They got within a mile of us and came too. {anchored). Now We Knowed Nothing of the Matter, but it Looked Verry Strange to me that Captain Fitch should be Comeing out of the River so soon, when he went up but 2 days before and his People all bad with the Scurvey."

Remarks on Wednesday. September the 11 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine wind to go up River. Weighed our Big Ancher and Maid Sail. At 4 pm We gut up the River and Let go our Small ancher in 4 fathoms of water. Then Captain Swain, {DIANA) came on Board and told us that Captain Bunker, {GREYHOUND), was taken by the Said Dutch Brig and he was to Take 2 or 3 More. We furld our Sails and went to Coopering and Stowing down our Oil. Middle part, fine weather and Latter part the same. Employed in Coopering and Stowing Down. So ends and all well."

WAR DECLARED BY THE DUTCH AND OUR SHIPS SEIZED AS PRIZES.

Thursday. September 12th: 1793. ALLIANCE. "This moming the wind was fresh to the ENE. The Duch Man weighed and headed directly for the GREYHOUND, Captain Obed Bunker and hailed him and told him that the FRENCH had Proclaimed WAR with the DUCH and ENGLISH and ordered Him to Come on Board, which he did, and the boat went back full of Men and They went Immediately into the Tops and began to Clear the Rigging to get the Topmasts Up. Some began to clear the decks, they being full of Oil and Blubber. The Duch Men hove over Cutting Tubs, Horses, Scythes and ALL their TRYING IMPLEMENTS and we soon see the Blubber going over and we sent a boat immediately to beg the blubber, which they gave us and a Towline too raft it with. I went on board the PRIVATEAR Duch Man, where I found Captain Obed Bunker and Captain Obed Fitch, {WILLIAMPENN). They told me they were "TAKEN" by a Gentleman and I Thought the Same before I Left Him for He Treated us All Like Brothers and gave us to Eat and Drink the Best the Ship Could Aford. At Night the wind blowed hard to the SSW We gave the ship more cable and kept on Trying."

Strangely, apart from the remarks on September 11, Sylvanus Crosby, of the ASIA makes no references to the seizing of the whalers by the Dutch Brig. The ship is up the River lying opposite the town of Lourenco Marques and is spending the days in Coopering her casks of oil and cleaning ship. The vessel was heeled first to port and then to starboard to clean the weed from her bottom and then the decks and tween decks were scmbbed with holystones.

On Sunday the 15th Captain Elijah Coffin dressed in his finest go-ashore clothing and was rowed ashore in the gig. Landing at Town Jetty, he was met by the Govemor's Secretary and escorted up through the town to the Residency where he had been invited to dine.

During Monday the crew were finishing stowing down their oil on the tiers in the lower hold. Two of the ships at anchor in the River were the BENJAMIN and the KITTY and as they were staying out on the African Coast for a few more months, the Captains, Hussey

page 151


and Swain, decided to send some of their oil home on the ASIA as there was space in the holds. Also, Captain Fitch's Second Mate, (from the GREYHOUND), decided to make his way home on the ASIA instead of going into captivity and he joined as a passenger.

[ The KITTY, 251 tons. Captain Swain, was owned by Swain & Co. of London and sailed under the British flag.]

Friday: September 13th: 1793. ALLIANCE. "This morning the wind rather abated so that the Duch Man thought to put to sea with his Prizes. I went on board of Captain Bunker to see what I could get. Their being 3 Amaricans and 1 French Boy which wanted to come on board our ship and go to Amarica, to which I consented, if they would bring Provisions and Water. The Prize Master gave them 2 Puncheons of Bread, 3 barrels of Meat and 1 barrel of Flour and 2 by 70 gallon casks to put water in and they came on board. And the ships then went to sea. The Prize Master told me that they had a Kedge Anchor out and had some Rouge on board. They had slipped the hauser during the night and they should leave it for us. They all got underway about 11 oclock before noon. Directly after, we struck a Wright Whale Calf and killed her so dead that the Cow went off and we chast her but could not strick her. We went and took the hauser that the Prize left and brought it on board. It was 114 fathoms long and 8 inches round and Big."

Saturday: September 14th: 1793. ALLIANCE. "This moming we had fresh gales from the NE. We saw several Whales. We put off but the boats made so much noise that we could not come near one. We took in our stoven boat which the Prize Master on board Captain Bunkers ship gave me, which with some repairs would make a better boat than either that we have on board. We weighed the kedge anchor they left me, it being about 500 lbs in weight with two Swivel Guns lashed to it. We brought it on board and put it in the larboard waist and bent the hauser to our Stream Anchor."

The kedge anchor was found to be so small that Captain Bunker had two old Swivel Guns lashed to the stock to add weight.

On Sunday the 15th the ASIA is still up the River and will be for some time yet and while she is anchored off Lourenco Marques, wooding, watering, cleaning ship and preparing for sea the ALLIANCE is still at anchor out in the Bay awhaling. On this day the crews put off in two boats and struck and killed a whale, however, this one sank. She sank four miles from the ship on a bearing of SbyW Fortunately before the whale went down the boatsteerer was quick enough to jam a waif pole into her and lash the anchor to the small of her flukes. The wind began to rise and breezed up quickly so the boats went back to the ship. After putting them on the cranes, all hands went to work fitting the whalecraft. This meant taking everything out of the boats and overhauling it, recoiling the whale line into the tubs, sharpening the irons, lances, hatchets and spades and resetting them into the correct positions in the boat, where the hands could get them without thinking about where they were.

At first light next moming the watch keeper called all hands to man the boats. After a mug of coffee and a soaked pantile the boats put off in a moderate gale and rowed for their whales last position. Finding the waif flag and the anchoring hauser they hauled away until the whale was barely awash and then began to tow. As Pinkham says,

"we made but slow headway. She's Swimming with Nothing but her Chin in Sight."

page 152


The whale is still waterlogged and the stomach gases haven't had time to react and "blow" the whale to the surface. When they were quite close to the ship the Mate spotted another pod of whales close to the ship. Quickly anchoring the towed whale again the two boats made for the pod and went to kill another.

"No sooner had we come near her, and before we had time to strike her, than she Struck the Boat with Her Flukes and Stoyen the End of the Boat Off and Hurt one Man in the Leg, Whose Name was James Bunker. We took in Our Stoven Boat and went quietly and Towed our Dead Whale to the Ship and Cut off Her Head, but then Night Come On. So ends."

The ASIA, still at anchor in the River, was preparing for sea, stowing the casks and barrels below and doubling the lashings. Later in the day the hands began to send up the topmasts, cross the yards, reeve the running rigging and lastly, to bend the sails. Once this was done all hands were employed in filling every available barrel and cask with fresh water from a nearby spring that ran copiously all year round. One of the advantages of being at anchor in the River was that the crews were supplied with plenty of fresh fmit, vegetables an good meat. The fresh fmit and vegetables were especially important as they would provide the seamen with vitamin C and build up their immunity to scurvy, at least for a little while as the ship would be running for home and would not be calling at any ports for some months.

The ALLIANCE'S crew after getting on board had a quiet night and then the watch keeper called all hands at 4 am. As they tumbled out of their bunks they could hear the wind whistling through the rigging and could feel the ship moving in the choppy waters. During the night the wind had risen into a moderate gale blowing in from the ESE, straight up the Bay from the open ocean, causing the tumbling white water.

After breakfast the hands went to work and cut in the whale alongside, getting the blubber on board. When the blubber was stripped from the carcass the rest of the body was given the "whalemans fimeral" It was cast off to drift and provide food for the sharks, fish and birds. Once the blubber was on board some of the hands started the fires under the trypots and began to try. Others were in the "run" slicing the blubber bibles making pages.

In the mast tops the lookouts were still staring out over the Bay, watching for the telltale feathers rising from the water, indicating a whales blow. Just after noon the foretopmast lookout espied a blow off to starboard. Hailing the deck, he informed Captain Pinkham that a Wright Whale was in the offing. Both boats were immediately put into the water, the crews shoved off and they went in chase.

The Mates boat caught up to the whale first and went straight on. The Boatsteerer braced himself and when he judged the distance and direction was perfect threw his iron as hard as he could. It was the perfect throw, accurate and deadly. The whale did not stand a chance. It ran, but only for a very short distance and when it rose, spouting blood the mate sank his lance deep into its vital organs. Almost immediately the whale went into a flurry, rolled and tumed belly up. The boat went alongside the whale and the tow chains were attached to the small of the flukes in preparation to towing.

But then the mate noticed that the whale was slowly sinking, just like the last one. Quickly attaching an anchor and line to the towing chain and ramming a waif pole into the body just behind the flukes. The mate took a quick bearing of the carcass for reference and noted that the whale was 3 miles from the ship, bearing NbyE. Pinkham then makes the observation that he wishes the whale were 10 leagues, {or 30 miles) from the ship in a different direction, "as its an impossibility for two boats to tow a whale across the tide when

page 153


they are at the strength as they are now." As it was now night they left the whale and retumed to the ship where the dayworkers and idlers were still trying the previous whale.

Wednesdav. September 18th: 1793. ALLIANCE. "This moming it was calm. We went to our whale and hauld her up, and the only project we could think of to bring her to the ship was to warp her with anchors and towlines. But we had not been long at work before the wind began to breeze at SSE, which brought the ship to windward nearly. We worked until dark and then we were within half a mile of the ship and the sea had got to be so boisterous that one of our boats was coming to pieces, therefore we anchored the whale and come on board. So ends with hard gales."

Thursdav. September 19th: 1793. ALLIANCE. "This moming the wind was fresh from the southward. We went to our whale which had dragged the anchor a great way from the ship and if there had been any live whales in sight I should have given over the idea of saving her and bent upon a liye one. But as there was not I thought we had better be to work on her rather than doing nothing, therefore we went on upon her and the wind soon falling away we were favoured to get her to the ship, where we soon took her blubber in and bone likewise and went to trying. So ends with brisk gales to the ENE."

Once again, the foregoing daily entries illustrate the hardships and resilience of these amazing men. Imagine, if you will, in your mind's eye these twelve men in two small and frail boats towing and warping a huge whale for miles against wind and tide for hours and hours just to get her to the ship and cut in.

During Thursday and Friday the ASIA'S hands were busy taking in water and stores for the forthcoming homeward voyage. Once the water butts were filled and the stores on board the crew set to work to do a final check on the running rigging and get the boats on board. The wind was against them for sailing out of the River and in the latter part of the day blew fresh from the SW The sky was very cloudy and the night was punctuated with squalls of rain. Saturday was similar wind and weather and the vessels lay at their anchors windbound in the River.

Remarks on Sundav. September the 22 Day: 1793. ASIA. "First part of this 24 hours begins with Thick Lowry Weather, and Contained with Heavy Squalls of Rain. We employed at Filling our Spare Casks of Warter. Now we are All Ready for Sea. Middle part, the weather rather better. Latter part, begins with fine weather and a Small Breeze at NNE. We employed at Gitting Underway. Toke one of Captain Swains Boats on board of us and Came Out of the River, in Company with the AMERICA, Captain Tristram Gardner, Master, bound to Bedford. At 11 am Captain Pinkham, our Consort, Come on board and Brought some Things on Board. So ends this 24 hours and all well on board." Remarks on Mondav. September the 23 Day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a small breeze at ESE. Came tow a gain in 11 fathoms of warter and firld our sails, then our Captain went on board of Captain Gardner, then we went to taceing our Larboard Boat to Peases. At 4 pm the wind sprang up at SSW Brought our Captain on board, then we gut under way and went further up the Bay to find better bottom. At 6 pm come tow in 4 or 5 fathoms of warter and gut snug with our Best Bower down and Fine Suckey Bottom. Middle part, the weather verry Black and Lowry. At 8 am gut under way with the wind at SWbyS and Steard Out of the Bay. At 11 am gut out Past the Reefs. So ends this 24 hours and all well on board the Good Ship ASIA''

page 154


While bay whaling the ships had just enough men to man two boats and the third boat was the spare. Now that the ASIA was back in sea trim two boats were on the cranes and the third boat, in this case the larboard, was broken down and the pieces stowed away.

The ALLIANCE was still at anchor out in the Bay during this period and on the Friday because the wind was so strong the crews stayed on board and tryed out the previous whale. In the evening the foremast lookout espied a blow to windward and hailed the deck, calling it a large Wright Whale. Captain Pinkham decided against lowering for the whale as the sun had just set and darkness was falling rapidly. Even if they were able to iron the whale the chances of getting it back safely to the ship were low and so the men stayed on board.

Sunday. September 22nd: 1793. ALLIANCE. This morning we got the topmasts up and bent the topsails. The ASIA came out of the River in Company with the ship AMERICA, Captain Tristram Gardner bound for New Bedford. At 2 pm we weighed anchor and went up the Riyer after Wood and Water. At 4 pm we anchored in the River with the Small Bower in six fathoms of water.

Monday. September 23rd: 1793. ALLIANCE. This day we had moderate gales from the WSW All hands employed in scraping the ships waist. I went on shore and desired Liberty of the Govemor to Fill some Water and Cut some Wood.

The Captains of the ASIA and ALLIANCE have now decided to part company and proceed home independently. Captain Pinkham delivered the Late Captain Bartlett Coffins effects to his cousin. Captain Elijah Coffin of the ASIA to be carried home to Nantucket to his Widow. At this point the tale of these two ships and their crews divides into two separate stories, being the voyage home to Nantucket. The ships went on separate courses and had different adventures. The ASIA'S voyage home from Delagoa Bay to Nantucket begins on Page 164.

page 155


THE ALLIANCE'S VOYAGE HOME;

FROM DELAGOA BAY ROUND THE CAPE OF GOOD HOPE TO NANTUCKET.

Tuesday. September 24th. 1793. the ship was lying opposite the Portuguese Factory or trading station and while Captain Pinkham was ashore dealing with official business the mates had the crew heeling the ship to port so that they could scrape the bottom with their "hogs" to get rid of the accumulated weeds and bamacles. When the scraping was finished and the timbers were dry the men put the dinghy over the side and began painting the bends with wood preserving paint. Having finished the port side the hands then heeled the ship to starboard and did the same to that side. By now it was close to dark and the men were knocked off for the day.

After their supper some of the hands went across to the BENJAMIN which was lying nearby for a gam. The hands gathered on the fore hatch for an evening of fiddling, chantying and dancing their jigs. At 10 pm they all retumed to the ALLIANCE for a well eamed rest. At daybreak the watchkeepers called all hands to tum to. As they rose from their bunks the boy, who had been called earlier, went into the fo'c'sle, with the kid of coffee and another of hardtack and molasses for their breakfasts.

With breakfast over the men went on deck where they were numbered off and given their duties for the day. The first job was to go into the hold and restow everything in there so as to make a space as they were going to be taking in barrels of oil from the BENJAMIN and COURAGEOUS for transshipment home. The ALLIANCE'S hold was only partly filled with oil she and her crew had taken and as the BENJAMIN, {Captain Isaiah Hussey) and COURAGEOUS, {Captain Swain) were staying out on the African Coast longer it was agreed to fill the ALLIANCES holds. Another vessel that was staying longer was the PORT SEA, {Captain Whippey) and from her Captain Pinkham took casks of oil and all her whalebone.

On Saturday, September 28, Pinkham received permission from the Govemor to purchase firewood from the natives and consequently took in two boat loads of wood and two of water. On this day he discharged 2 of his crew that had originally been part of the GREYHOUNDS crew and they were then transferred to the COURAGEOUS for the duration of her voyage. Along with their discharge certificates they were paid the moneys owing to them from their time of service on the ALLIANCE. The Second Mate of the GREYHOUND, Lot Crapo, who was discharged from that ship, to go home to America as a passenger was signed on to the ALLIANCE'S crew list at the rate of 8 dollars per month, as the current Second Mate, J. Beliste Lubron, wished to take his discharge and join another of the whalers.

Three more boat loads of wood were purchased and a couple of bullocks to be butchered during the voyage. The hands are now preparing the ship for sea and began by sending up the topgallant masts and standing rigging. When this was done the yards were crossed, the rurming rigging rove and the sails hoisted aloft and bent.

By Tuesday, October I; 1793, the vessel was virtually ready to go to sea, but, again the weather was against them and they remained in the River windbound. The holds were now fiill of oil and whalebone as Captain Pinkham had received 160 barrels of oil and 300 bundles of whalebone from the other ships to carry home for them. At 4 pm this day the force of the wind was so great that the ship began to drag her anchor and the crew quickly went forward and lowered the stream anchor and this brought her up again.

Wednesdav. October 2nd: 1793. ALLIANCE.

page 156


"We had moderate gales from the NEbyE, moored the ship and got ready for sea. I went on board of Captain Whippey's Brig, (the PORT SEA) and settled with him in regard to the Oil we had taken on board from him. He consigned it to me and gave me Orders to Deliver a Part to Francis Pinkhams Order and Ditto to Calyin Gardner and to do by the Remainder as I thought fit and proper for his benefit."

The weather remained boisterous for the two days and the ship remained at anchor opposite the Portuguese Fort and the crew checked and rechecked, tightened and retightened all the rigging and then made some spunyam to be later made into small stuff, ratlines and somesuch.

Saturday. October 5th: 1793. ALLIANCE. "This morning we had a brisk gale from the NNE. We weighed anchor and steered out of the River with a view of going to sea, but the wind headed us before we got out of the Bay and the tide makeing against us, we came too under Elephant Island. Cape St Marys bearing SEbyE and 5 leagues {15 miles) distance and Deer Island Point NbyW at 3 leagues {9 miles). Here we rode by the small bower in 8 fathoms of water, the weather very dark and heavey with the wind fresh at ENE."

Sundav. October 6th: 1793. ALLIANCE. "At 2 am this moming had a very hard tempest from the SW 1 sent down the topgallant yards and veered out more cable. This is the most dismal looking weather 1 have seen in Diligoa Bay. At 6 am in the moming the wind got to be steady at SSW and blowed hard. It being a fair wind to go to sea we began to heave in on our cable, but the sea was so bad that it was with some difficulty that we got our anchor, but by 9 am oclock we got underway and set double reeft topsails and steered out EbyS. The PORT SEA; Captain James Whippey; the BENJAMIN; Captain Isaiah Hussey an the ship COURAGEOUS; Captain Valentine Swain, left in Company. At noon. Cape St Marys boar West, 5 leagues distance from which I take my departure."

ft being in Latitude = 25° 48' South and Longitude = 33° 30' East.

A PASSAGE from DILIGOA BAY towards the CAPE OF GOOD HOPE

Monday. October 7th: 1793. ALLIANCE. "The fore part we had strong gales from the SSW, we steered ESE. Middle and Latter parts more moderate, let the reefs out of the topsails, unstocked the Stream and Kedge Anchors and Lashed them on the Quarterdeck to bring the ship more by the Stem. Saw a great number of Humpbacks. Captain Whippey and Captain Swain still in Company." Distance Run = 70 miles. Obs. Lat. = 25° 38'South. Long = 34° 26'East.

Tuesday. October 8th: 1793. ALLLANCE. "The first part of these 24 hours we had moderate gales at SSE. At 2 pm tacked to the SW Talked with Captain Swain. Middle and Latter parts, the wind veered to the ENE and fine weather. I went on board of Captain Swain to Dine. All hands employed fitting craft and makeing preparations for a small Spermacettie which we can take in our pots and coolers."

Obs. Lat = 26° 08' South. Long = 33° 52' East.

page 157


Captain Pinkham is hungry for just one more whale, even though he has no more room in his casks in the holds. His intention is to keep the surplus oil in the trypots and oil coolers, being well aware that there will be a certain amount of leakage in the wooden casks and barrels before the ship gets home.

Wednesday. October 9th: 1793. ALLIANCE. "The first part we had light gales from the ENE, the ship steering SW Lashed the anchors and unbent the cables and set the Studding Sails. Middle part, we had fresh gales. Latter part, ditto weather. At 10 am the sea being verry bad, one broke the quarter boat down off the cranes, broke the forward davit and swang to the stern. We hauld in the Studding Sails and rounded the ship too and hoisted in the boat by just one end, but she was not much damaged. We boar away SWbyS. All hands employed in cleaning bone."


A 10 am a rogue sea lifted along the starboard quarter and stmck the quarter boat from below, lifting it from the cranes. The shock of the boats sudden movement broke the forward davit and left the boat dangling from the after davit and falls. It would have been a difficult job to retrieve it from that situation.

From Thursday to Saturday the ship was beset by gales and each day they blew from different directions, necessitating much sail handling as the ship tacked this way and that trying to maintain a course to the south west along the South African Coast.

Sunday. October 13th: 1793. ALLIANCE. "The fore part of this day we had fresh gales from the NE. The ship steering to the SW with all sail set. Coughs and Colds are verry Prevailing throughout the Ship. At 6 pm it was calm with a yerry bad Sea. At 10 pm took a breeze at WSW so we steered off to the southard till 4 am then tacked. Set double reeft fore and main topsail and handed the mizzen topsail. Latter part the weather more moderate, let the reefs out of the topsails. We parted with our Consort during the night."


From the time of leaving Delagoa Bay the COURAGEOUS, Captain Swain, has been sailing in Company with the ALLIANCE whereas the other two ships that left at the same time went their own ways on the first night out. And now these two have parted company due to the different sailing capabilities and the weather.

During Monday the ship maintained her south westerly course and during the daylight hours set her studding sails. The winds were strong and blowing from different directions and there were frequent squalls of rain.

The ALLIANCE has been for some months in tropical waters with little water crossing the decks and now that she is experiencing heavy weather with much spray and a considerable quantity of rain on the decks a lot of the water is finding its way below through the open deck seams. Wooden ships are constantly "working" in a seaway as they roll, pitch and corkscrew and consequently the deck seams gradually open, also if the decks have been dry for some time the timbers shrink.

On Tuesday, apart from the sail handling and other necessary duties the hands were,

"picking Oakum to caulk the ship for she is verry open in her Waist and Topworks and keeps the pumps agoing in rough weather."

page 158


On this day Captain Pinkham observes,

"we find here a strong current setting to the S W."

This was the Aghulas Current that mns southward along the east African Coast. The ship is gradually working her way southwestwards to round the Cape of Good

Hope but the weather, as is usual along that stretch of coast, is fickle, one day stormy with heavy seas and the next calm. On Wednesday, October 16, for example, the lookout spied two large spermacetties, but the weather was so foul "that it was too mgged to lower." It must have been really rough for a whaler not to lower a boat, and then the very next day Pinkham remarks that the fore part was calm with a verry bad swell rolling through.

The Carpenter was hard at work repairing and refitting the broken davit for the starboard quarter boat while the hands on watch were at work caulking the upperworks.

Friday. October 18th: 1793. ALLIANCE. "The fore part it was calm and fine clear weather. We handed the topgallant sails and hauld up the courses and clewed down the topsails to keep them from slatting out. At 10 pm we took a breeze from the SW, set all sail and steered NW. At 8 am saw land bearing NW We sounded and had 50 fathoms of water and course ground. Tacked and stood off to the SW At 11 am the land was not in sight." At noon the Obs Lat - 34° 17' South and by the Chart we are in Long = 25° 30' East

There was no wind to fill the sails and as the ship wallowed in the swells the canvas slatted against the masts and rigging. The hands went aloft and secured the sails to prevent damage. The land seen was a part of Dutch South Africa and close to Cape Recife where Port Elizabeth stands today.

On Sunday the 20th it was back to gale force winds and heavy seas and the crew were obliged to go aloft to reef the topsails and later in the day to put in a second reef. By early moming the ship was under a close reeft main topsail and wallowing in a verry bad sea.

Monday. October 21st: 1793. ALLIANCE. "The first part we had light airs from the SbyW, with which we headed back to the WNW, but there is such a terrible sea from all points of the compass that the ship only lays and wallers and rools enough to tear the sails to gibbetts. We lay in this condition until 4 am and then we had a breeze from the WbyN and we stood in to the NbyW "


Next moming with fresh gales still buffeting the ship Pinkham had his men get out the sounding line and take a sounding. The bosun armed the bottom of the lead weight with fresh tallow and the men sent the weight to the bottom. The line ran out through the bosuns hands and he called out the depths as the knots and markers passed though his fingers. As the weight hft the bottom the impact was felt through the line and the bosun sang out,

"By the mark, 50 fathoms of water. Sir."

The line was hauled back on board and neatly coiled down ready for the next sounding to be taken. As the heavy lead weight came on board it was unended and the tallow carefully inspected. What they found was "course grey sand, intermixed with black sand and shells."

page 159


[On marine charts, especially those which show coastal areas, you will note that there are abbreviations such as Co; or S.Sh.Co; which mean Coral, or Sand, Shell and Coral. By looking at the chart and comparing the results of the arming in the bottom of the lead the navigator can get a rough idea of which part of the coast he is on.

The weight of the lead in a hand line is 14 lbs, is bar shaped and hollowed out at one end, the other end having an eye to which is secured the line. The line is of 1 % inch and up to one hundred fathoms in length and marked along its length, as follows.

At 2 fathoms Two strips of leather. At 3 fathoms Three strips of leather. At 5 fathoms Apiece of white bunting. At 7 fathoms A piece of red bunting. At 10 fathoms A piece of leather with a hole in it. At 13 fathoms A piece of blue bunting. At 15 fathoms Apiece of white bunting. At 17 fathoms A piece of red bunting. At 20 fathoms Two Knots. When using a longer line than 25 fathoms the line is marked with one knot at each 5

fathoms and with three, four and five and etc knots at 30, 40, 50 fathoms respectively. The fathoms at 1,4,6,8,9,11,12,14,16,18,19 are not marked and are called deeps.^^ ]

On Wednesday, the 23rd of October the weather in the moming was calm, but, "there was a verry bad sea rowling towards the shore. By late aftemoon the wind had risen to a fresh gale from the WNW with heavy showers of rain and the ship was labouring heavily. A second reef was put into the topsails an the courses were hauled up and fiirled. At 3 am all sails were furled and the ship was running under bare poles, the wind was so fierce. At 10 am the wind moderated enough for the mate to order the topsails set double reeft. Thursday was a repeat of Wednesday with the wind increasing as the day wore on until about midnight the crew had to go aloft and hand the fore topsail and close reeft the main topsail.

Friday, October 25th davmed with fresh gales blowing in from the west and the ships course was altered to the NNW and she was sailing under double reeft topsails. As evening drew nigh the wind died away and by moming it was completely calm and still with a long rolling swell. Off to starboard the lookout espied a flock of seabirds resting on the water and for a bit of sport Captain Pinkham had a boat lowered. The men rowed towards the resting flock and when within range Pinkham and his 1st Mate let loose with their guns, killing a number of Haglets. [ Haglets, also Hacklets = a small species of seagull and also knovm as a Kittiwake.^^ ]

The calm weather lasted for another day and Captain Pinkham took the opportunity to get out the "hogs" and scrape the ships bottom, made so much easier by the rolling of the ship as this assisted the crew in dragging the hog along the hull. At noon the sounding lead was brought out and the lead swung. When retrieved it was found they were in 70 fathoms of water with a sandy bottom. The current in the locality of the ship in the position, Latitude = 35° 47' South and Longitude = 20° 50' East; was found to be setting to SSE at 1 Vz miles per hour.

In the late aftemoon the fo'c'sle head lookout saw a school of porpoises sliding in towards the bow wave from off to starboard and he called his mates forward. Arming themselves with irons and lances they made sport of trying to catch an unwary porpoise which

^ The Admiralty Manual of Seamanship, 1938; Pub by His Majesty's Stationery Office, London.


page 160


they wanted for fresh meat. Eventually they caught two of the porpoises as they dove through the bow wave and surfed down the leading side. A noose was quickly tied and lowered over the bows and, with difficulty, slipped over the porpoises tail. Hauling them on board they were butchered and the meat taken to the cumboose for the cook to carve into steaks for frying.

By Tuesday, October 29, the ship has been through another series of moderate gales with squalls of rain with the ship working heavily in the confused seas.

Captain Pinkham had his men break out the sounding line and take a sounding at 6 pm as the skies were clouded over and with the squalls passing through he was having difficulty

in establishing his position. The lead was lowered away but with 90 fathoms of line out could not touch bottom. At midnight, at the change of watch the lead was again lowered over the side to get a sounding and again at 90 fathoms no bottom was felt. The weather was slowly moderating and at dawn the sky was relatively clear with scattered clouds and light squalls.

The lookout manned his mast head at davm and began sweeping the horizon and all the water in between searching for the telltale feathery blows of breaching whales, but all he could note was the sight of land based birds heading out to sea to catch fish and squid for their young.

At noon, again at the change of watch, the newly arrived lookout with his "fresh eyes" noted what appeared to be a dark cloud on the horizon. But soon realized that what he was seeing, was in fact, land. Hailing the deck, he informed Captain Pinkham and the Mates that land was in sight almost on the starboard beam. Pinkham immediately slung his telescope over his shoulder and rattled aloft. Standing on the mainmast top he sighted his glass and studied the lay of the land, recognising what he saw as the Cape of Good Hope bearing NbyE from the ship.

"At noon the latitude by Observation was 34° 55' South. Saw the Cape of Good Hope bearing NbyE from which I take my departure it being in Latitude = 34° 30' South and Longitude = 18° 29'East.

FROM THE CAPE OF GOOD HOPE TO THE ISLAND OF ASCENSION.

With the Dutch and English at war with the French, Captain Pinkham did not dare go near nor enter Table Bay at Capetown for fear of his ship being arrested and cargo seized.

Having passed the Cape of Good Hope the ALLIANCE was back in the Atiantic Ocean and she began making her way in a north westerly direction. The winds were generally from the SE to SSE during the next few days and the ship was romping along under what was termed a "fresh topgallant breeze" The hands were employed in the usual shipboard duties of sail handling and repair. The mizzen topsail started to tear away from the bolt ropes and it was quickly taken in, unbent and lowered to the deck to be resewn.

The carpenter began repair work on the stem boat, which had taken a battering during the whaling days at Delagoa Bay. The watch on deck hauled it back inboard off the davfts and laid it upside down on the main hatch in the waist, where it was easy to get at.

Saturday. November 2nd: 1793. ALLIANCE. "Moderate gales and fine weather all these 24 hours. We finished mending the boat and put her over the stem. Made a main topgallant royal and set it. Shifted the studding sails several times, the wind veering from SbyE to SE. We steering NNW. Our carpenter made a Pump Rail."

page 161


Obs Lat = 30° 09' South. Long = 13° 29' East.

[ Setting a Main Top Gallant Royal Sail is a most unusual thing for this ship and having just been manufactured on board must be constmed as an experiment by Captain Pinkham. At this time the rule for sails on he main mast was, from the deck. Main Course, Topsail and Topgallantsail plus Studding Sails, set to port and or starboard of the topsails and topgallants depending upon the immediate weather. This is the first and only time that setting a royal has been mentioned in the log books of the ALLIANCE or the ASIA. The ship also carried a Spritsail Yard under the Bowsprit, but no mention is ever made of a sail being set there.]

As they are steering to the north west and slowly getting away from the heavy gales and cold weather of the southem regions. Captain Pinkham is getting the men to change the sails from the newer canvas to older well used sails. The newer sails are dried and rolled into sausage like bundles and stowed away in the sail room in the fore part of the 'tween decks. The older canvas can stand the steady pressure of the trade winds for considerable periods without ripping out and if it did was easily repaired as the canvas is softer and more pliable.

On Sunday, November 3 there were moderate gales from the SSE and blowing steady, the hands went aloft and unbent the new main topsail and replaced it with an older one and then went back to their normal duties.

The foremast top lookout saw a Wright Whale Cow and Calf in the aftemoon and the boats were lowered in chase, however the whales were gallied and ran fast to windward. The boats were unable to get close enough to strike and with darkness coming on the chase was abandoned and the boats retumed to the ship, where they were hoisted back onto the cranes.

During the next week the winds are blowing steady from the south east and the helmsmen are having no difficulty in holding the course of NNW, hour after hour and day after day. The ocean is just a huge blue desert, with nothing for the lookouts to report, except just once, a pod of humpback whales was seen heading in the opposite direction.

The watchkeepers were employed in various shipboard duties on and about the rigging, making new footropes, repairing the studding sails, putting a new footrope on their best fore topsail, making plaits for the cables and knotting yams. With the decks dry, the opportunity was taken to heat a bucket of pitch and some of the men employed themselves in caulking the main deck where the old caulking had dried and split. The idlers and boatsteerers employed themselves in and about the boats and made sure the spades, irons and lances were especially keen. Having sharpened the implements with the grindstone, the men went over them again with a hand stone of fine grain to put the razor like edge to the blade.

On Sunday November 10, the ALLIANCE crossed the Greenwich Meridian and passed from East Longitude to West Longitude.

Wednesdav: November 13th: 1793. ALLLANCE "Brisk gales at SE all these 24 hours as we steered NNW Our hands employed in ships duty. Mr. Crapo, (2nd Mate) is busey makeing a spunyam mill. We have all sail out. Saw several land birds, which indicates me to think we are not far from St. Helena."

Obs Lat - 15° 35' South. Long = 3° 57' West.

They were fairly close to the given position of St. Helena and would have seen the birds leaving and retuming from their foraging flights. Captain Pinkham had no intention of stopping at the island, being under British rule and kept on steering NNW with all sail set to the best advantage. The winds were fair for fast sailing on his present course although the days were dark and cloudy.

page 162


The crew were given the job of scraping bone as there was little sail handling to keep them busy. The bundles of bone were brought out of the 'tween decks, opened and spread out on the deck to dry. Each length of bone was scraped carefully to rid ft of all and any flesh that might be adhering to it from when it was cut from the mouth of the whale.

During the 16th, 17th and 18th of November, 1793 the ship sped along under full sail with the perfect wind for her course. The moderate to brisk gales were blowing from the SE to SSE for the whole of each 24 hour period and the ship was steering NNW Vi W Every sail was set to its best advantage including the studding sails. During the days the hands were coopering their casks of oil, in other words taking the casks up and hammering the hoops on tighter to prevent excess leakage. As the ship gets into warmer weather the timbers dry and shrink. On one of the casks in the lower tier the head had fallen in due to it being a touch too small.

Two small incidents were mentioned in the log book which broke up the monotony of the days, firstly a Flying Fish landed on the deck and then one of the crew spotted and Albacore under the bows and calling all his mates forward, they attempted to spear it, however the Albacore was far to wily and escaped the lance and the frying pan. On Monday moming as the ship was fiying along under fiill sail the Main Topsail Tye parted and the yard crashed down to the main yard. The sail bellied and flapped and tried to tear itself to pieces as the hands raced aloft to secure it.

A thick length of the best rope was taken aloft and fashioned into a new Tye and quickly spliced to the yard. This was then hoisted and the sail reset.

[ TYE = a length of thick rope by which the yard is hoisted. It is attached at one end to the yard and then rove through a block at the mast head and led down to the deck where it is secured to a belaying pin.]

Tuesday. November 19th: 1793. ALLLANCE. "During the first part of this day we had brisk gales at SE with some flights of rain. Saw Boobies and Man-O-War Birds. We steered NWbyN with all sail out. All hands employed in breaking up in the main hatchway and coopering oil. Found one cask leaked part out. Caught one JOAN Bird ?? Latter part, fresh gales at SE, the ship still steering NWbyW "

Obs Lat = 8° 40' South. Long = 12° 15' West.

Wednesdav. November 20th: 1793. ALLIANCE. "The fore part we had brisk gales at SE, the ship steering WNW. At 5 am saw the Island of Ascension bearing NNE at 6 leagues distant. {18 miles). We had light winds at SE, the ship steering NWbyW with all sail set. All hands employed in breaking up and coopering oil. We found four casks that the oil had leaked out of At noon the latitude was 8° 10' South. The Island of Ascension is bearing ENE, 10 leagues distance from which I take my departure. It being in Lat = 8° 00' South and Long = 14° 20' West and our longitude by account was = 13° 58' West and at Noon was = 14° 47' West.

The Island of Ascension lies in the same latitude as the Island of Trinidade, but well to the East. On the Island are two very high peaks, visible at a great distance from the mastheads. On the north side of the island lies a cove with a river of fresh water. On the west side lie five small rocks, the seaward one of which resembles a ship under sail. The island is desert and covered with thomy bushes and shrubs. Fowl and fish are to be met there in abundance.

page 163


After losing sight of Ascension Island and still steering by the wind to the NWbyW the ship had all sail set and looked the perfect picture as she romped along over the trade wind driven swells. The only thing that spoiled the appearance of the ship was the smoke and grime stains on the fore and main sails from the rendering of the oil in the trypots in the waist.

For the next week as the ship rolled along the hands completed their coopering of all the oil, in the lower hold and the 'tween decks. They found that the Sea Elephant Oil had leaked the most due to it being less viscous than the Sperm and Whale Oil. In all, once the coopering was completed the crew found that they had lost 50 barrels of oil into the bilges, ( 1575 gallons ).

Now that the oil was coopered the crew broke out the whalebone from the 'tween decks and broke the bundles open so that each length was able to dry more easily. The men also scraped any residue of flesh from the bones as they had with the previous lot.

Thursday. November 28th: 1793. ALLIANCE. "We had fresh breezes at SE all these 24 hours as we steered to the NW and all sail out that would draw. The people employed in breaking up the run and examining the cargo of Coffee and Sugar, all of which we found to be in good order.. So ends."

Obs Lat = 2° 03' South. Long = 26° 04' West.

Friday. November 29th: 1793. ALLIANCE. "We had brisk gales at SE all these 24 hours and we steered NW until 9 am when we Spoke with Matthew Starbuck in the ship WARREN, who had been 75 days from Nantucket. We wore round and stood to the SSW. I went on board of the WARREN and heard all the news of Home."

Obs Lat = 1° 11' South. Long - 26° 45' West.

Saturday. November 30th: 1793. ALLIANCE. "We had moderate gales from the SE all these 24 hours and we steered to the SSW in Company with the WARREN until 4 am and then boar away NW The people employed in squaring away the Ratlines."

Obs Lat = 1° 07' South Long = 27° 30' West.

Sunday. December 1st: 1793. ALLLiNCE. "We had brisk gales at SE all these 24 hours and we steered NW Our people employed in putting puddings to the stream and kedge anchors. We had all sail out and fine weather."

Obs Lat = 0° 00' Long = 28° 52' West.

Monday. December 2nd: 1793. ALLLANCE. "We had fresh breezes at SE all these 24 hours and we steered NW with all sail out.. We saw a number of land birds. The people employed on ships duties. We parted the Main Topsail Tye."

Obs Lat = 1° 29' North. Long = 30° 41' West.

The ALLIANCE has now crossed the Equator, homeward bound, and again there is no mention of any ceremonies conceming King Neptune or rights of passage, as "they crossed the line"

In the preceding days they have finally met another ship, the WARREN, also a whaler who was sailing south for the Brazil Banks and the South Atiantic whaling grounds. As the days have passed the trade winds have remained steady and constant and very little sail handling has occupied the watches. When Captain Pinkham went on board the WARREN and

page 164


glanced back at his own vessel he noticed that the ratlines were askew, cause by the men rattling up and down and differing tensions on the shrouds and backstays.

Small details like squared ratlines show a well mn ship as opposed to a sloppily mn vessel that offends the eye of every seaman. The Main Topsail Tye has again parted and the seamen race aloft and repair ft and wait for something else to be repaired as during this sort of sailing where the sails need hardly be touched the pressure on the sheets, lines and halyards is constantly changing. One minute the pressure is tense as the full weight of the wind bears on the canvas and then a slight lapse by the helmsman as the ship drops off a point, then sails slat and chafe and mb on shrouds, stays and etc.

On Friday, December 6, there were fresh gales and lots of rain. The wind was still blowing from the south easterly direction and the ship was still steering towards the NW As they were heading into the more northerly latitudes and expected stronger winds the closer they got to home, it became time to change the sails from the older light and fair weather canvas to the newer and stronger heavy weather cloths. The first sails to be changed were the three topsails, fore, main and mizzen, as these were the "working sails" of the ship. They stayed aloft and set far more often than any other sail in the suit.

In the aftemoon the foremast lookout spied a school of Blackfish right ahead and hailed the deck with the news. Some of the hands ran forward and seeing the blackfish almost under the bows grabbed irons and lances. Some of the men ranged themselves out on the bowsprit and one of the more enterprising stood on the foot ropes of the spritsail yard. From that perch he was able to throw his iron directly into the pilot whale just as it rose to blow. It was, by chance, the perfect throw and the small whale was quickly brought on board to be butchered for fresh meat. Steaks for supper for all hands.

Saturday. December 7th: 1793. ALLLANCE. "During the fore part we had moderate gales from the East. We rounded the ship too and scraped her bottom which was exceedingly full of clams, {barnacles). Middle part, light airs and rain. Latter part, moderate gales at NEbyE we steering NW "

Obs Lat = 5° 34' North Long = 36° 05' West.

Sunday. December 8th: 1793. ALLIANCE. "Moderate gales at ENE all these 24 hours. The ship steered NWbyW with all sail set, we had some rain. We have, we find, or judge we have, a very strong current against us, for we have run 120 miles in distance, NW Vi W and have made but 19 miles difference in latitude. But whether the current sets to the eastward or westward of south I know not."


Mondav. December 9th: 1793. ALLIANCE. "We had a fresh breeze at ENE all these 24 hours and we steered NW with all sail set. We had a great abundance of rain. At 10 am the main topmast broke in the neck. We immediately stripped it and sent it down. So ends."


Captain Pinkham is still concemed about the ship's speed through the water and when the ship heels to the pressure of the wind he can see there is a build up of bamacles clinging to the hull below the waterline. He has the men break out the hogs and put over the bows to be slowly hauled aft, hopefiilly dislodging the shellfish from the bottom.

The ship is at the mid point in the Atlantic Ocean between the Northeastem Coast of Brazil to the west and the bulge of Africa to the east, she has just crossed the mid Atlantic

page 165


ridge and theoretically there shouldn't be any currents in that part of the ocean, however, he could well be recording some form of anomaly.

On the Monday the main topmast broke at the neck, a most dangerous thing to have happen, as ft could have dismasted the ship. All hands were called and they quickly raced aloft and stripped all the standing and running rigging from the wreckage and then sent the spar to the deck. The carpenter prepared another main topmast from the spare yards carried on board and by the next day it was ready to be hoisted aloft. By the Tuesday aftemoon the newly constructed topmast was in position and the seizings applied. Next the standing rigging was replaced and once set up the topgallant mast was sent aloft and set. Then the yards were hauled into place the sails bent the mnning rigging sorted out and the ship was underway again under full sail.

On Wednesday the ship was running with all sail set before brisk gales steering NWbyW and heading for home. At 9 pm the starboard main topsail brace pendant parted. There is one of these braces on the end of each yard to "brace" the yards around depending on the angle of the wind as it strikes the sails. It is amazing that more of the ropes, pendants, lines, braces, halyards and etc, haven't parted during this voyage especially at this stage as the ship has been out for two years, has suffered through all the vagaries of weather from calms to howling gales and the ship and her rigging is still intact and seemingly in good condition.

On Thursday, December 12, Captain Pinkham had the men kill one of the last hogs still on board, this one was a gift from Captain Valentine Swain, (ship DIANA). From this day until Tuesday the 17th the ship ploughed on through the Atlantic swells on the same course. Day after day, the helmsmen stood on the gratings having to hardly move the wheel to port or to starboard in course corrections as the wind was constantly blowing from the one direction and they were truly in the trade wind belt again. The ship had the luck as she passed through the region about the equator known as the Doldrums and didn't appear to lose any speed or direction.

Wednesday. December 18th: 1793. ALLIANCE. "We had brisk gales all these 24 hours and we steered to the NWbyW We unbent some old topsails and bent new ones. Spoke a sloop from Providence, {Rhode Island) the NANCY and bound to Guadaloupe, 17 days out. We sent on board to purchase a few potatoes for a man we had on board who had the Scuryy. But Holden Langford, [for that was the Master's name], told our people he brought out but ONE potato from Providence and if he had two he would give me one."


"Sloop, A 74M:r of Providence, Holden Langford, Master, 17 days out and ONE POTATO on board and that being so small a supply towards stopping the progress of the Scurvey, therefore we got NONE OF IT. But we live in hopes to Speak some vessel from some other part of North Amarica that can afford us HALF A BUCKET full, which would be the greatest abundance, but the LAND about Providence cannot be called fertile for it will not bear POTATOES, for I am sure I raised them in the middle of the furrow on our SAND HEAP, which is QUITE BARREN."

[ This is a very rare occurrence where a shipmaster refuses to supply another ship in want of provisions, no wonder Pinkham was upset and made references to the barren lands of Rhode Island and then compared them to the sandy soils of Nantucket.]

On Thursday the ship carried on steering to the NWbyW pushed along by a moderate gale blowing in from the NE. The sky was overcast and there were many passing showers of

page 166


rain during the day to wet the decks and the men. The watches were employed about various ship's duties on deck and in the rigging and one of the many jobs was repairing the foresail.

Friday. December 20th: 1793. ALLLANCE. "During the fore part we had brisk gales at ENE. At 6 pm spake a Brig from Newhayen, John Miller, Master, and bound for St Cruize, ?? He told me his longitude was 62° West. Middle and Latter parts, moderate with some showers. We steered NWbyW with all sail set."


Saturday. December 21 st: 1793. ALLIANCE. "In the fore part we had moderate gales at ENE. We spake a Brig called the NEPTUNE of Providence, Edward Hazard, Master, who was in Distress by reason of his yessel Leaking yerry Much and he had No Provisions on Board. He told us he sailed from St. Eustatia on November the 9th and had been as far as 37 degrees of North Latitude, where he met with adverse winds which blowed his sails to pieces and racked his hull so they were obliged to pump all the time to keep above water and he was now bound to St. Bartholomews. We hove too and I went on board and see he was in a pitiful condition, for he had but two well men on board. We supplied him with six days provisions, which he said was a plenty, he being now within two days sail of his port. We put a man aboard of him which we shipped at the Isle of France and who was bom on the Island of Dominica and would wish to go no further northwards. Latter part of these 24 hours we had moderate gales at NE, we steered NWbyW with all sail set. All hands employed in repairing the mainsail."


On Sunday aftemoon the winds were light and the weather was fine and sunny. There was little to do on deck as the mainsail repairs were completed. The watch were lazing around on the waist hatch, except for the lookout and helmsman. Suddenly there was cracking noise from the foremast top and the bowsprit whipped. The collar on the fore stay had parted and the tension had been released causing the sprit to whip up and down.

Two bosuns chairs were rigged and sent aloft, one either side of the forestay and once the two men were in position they began to pass frapping tums around the two parts of the forestay heaving the parts back together and tensioning them. Other hands were out on the bowsprit where they had to retension the bobstay as the bobstay held the bowsprit down against the strain of the foremast stays.

In the early hours of the next moming the fore lookout noticed some porpoises heading in from the starboard side obviously looking to surf the bow wave. Grabbing the nearest lance from the holders he launched the lance at a porpoise that was just arching its back to begin its dive through the wave. The porpoise was mortally hit and was soon on deck to be fresh meat for the crew for the next day or so.

Wednesdav. December 25th: 1793. ALLLANCE. "We had moderate gales from between SE and South all these 24 hours. At 10 pm we shifted the studding sails from the starboard side oyer to the larboard side. The latter part we saw a Sloop ahead running NWbyN as near as 1 could judge, she being about 4 leagues distance from us. {12 miles). We killed a hog. We steered NW all these 24 hours. Our people employed on ship's duty."


page 167


Neither on this ship nor on the ASIA was Christmas Day celebrated while they were away from home and nor were any Crossing the Line Ceremonies held.

Thursdav. December 26th: 1793. ALLIANCE. "We had brisk gales at SSW during the fore part, we steered NW. Middle and Latter parts, squally with the wind from East to NNW and a deal of rain and yerry sharp lightening and hard thunder. We took in our light sails at 10 pm and at 8 am we set them again. So ends."


Friday. December 27th: 1793. ALLIANCE. "The first part we had a squally wind from all points of the compass and a deal of rain. We clewed down the topsails and hauld up the courses. At 8 pm we took a small breeze from the SSW We set all sail and steered NW. During the middle and latter parts we had moderate gales at SE and we steered NW All hands employed putting a service on the cables and bending them, that we may not have it to do where the snow flies, for in frosty weather the cables are stiff and hard to work."


[ As the weather was expected to be very cold when they arrived home, the heavy anchoring cables would be stiff and very hard to coil and move about the deck and handle, therefore it was a prudent move to prepare in good weather.]

On Saturday, Sunday and Monday the ship was beset by strong gales attended with much lightening and thunder. This in tum caused much sail handling as the crew were taking in the light sails, clewing down the topsails, handing the topgallant sails and the studding sails, reefing the fore and main topsails, putting reefs in the sails and then double reefing the same. Within hours, usually, these same reefed sails would have the reefs taken out, handed sails would be reset and studding sails set from the booms.

Tuesday. December 31 st: 1793. ALLLiNCE. "We had brisk gales at ENE and East all these 24 hours, we steered NWbyN with all sail set excepting the studding sails. At 11 am spake a Brig from Fayal, which had been 5 weeks on the Coast of North America and met with such boisterous weather that blowed his sails to pieces and he was obliged to put off into moderate weather to repair his sails. He told us he was bound to New York and that he was sure he was as far to the Westwards as 74° 10' of Longitude. He told us of a great many vessels being shipwrecked on the coast."


Wednesdav. January 1st: 1794. ALLIANCE. "The fore part of the day we had moderate gales at ENE and we stood to the NNW with all sails set. At 4 pm spake a ship from New York and bound to Havanna. He had been fiye days out. His Longitude was 73° 30' West. Middle part, calm with much lightening. Latter part, moderate gales at WNW, we stood to the Northard with all sails set. We killed a hog."


Another year has passed and they were not all that far from home, they have begun to meet more ships and are hearing the news of the disastrous winter gales that have devastated shipping all along the American coast. The closer the ship gets to home the less important ft is to keep livestock and therefore the hogs are being'killed off one by one.

page 168


During the next three days gales have set in with the attendant squalls of rain and although the winds are blowing strongly. Captain Pinkham has enough faith in his rigging and sails to keep her under full sail, only the studding sails were furled as the ship romped along with the bit between her teeth. On Thursday evening the lookout spied a Brig approaching on a reciprocal course. As she neared, the ALLIANCE altered course slightly so as to pass within hailing distance so the Captains could talk, however the Brig, being unaware of her identity and possibly fearing being taken by pirates or the British or French, sheered away and kept her distance.

Saturday. January 4th: 1794. ALLIANCE. "We had gales between SE and SW all these 24 hours. The middle part, squally with lightening. Took in the light sails. Latter part, set them again. We had a verry bad sea, took the boats up on the foul weather cranes and took down the Trying Camboes. We steered North all these 24 hours."


[ As the ship was nearing home and the chances of getting a whale was almost nil, the brickwork's are being dismantled. First the iron trypots were lifted up, out and then lowered to the deck to be secured against the bulwarks. The bricked fire places were pulled apart and the bricks stacked and then the iron fire grating was lifted out and stored on end. Lastly, the goose pen, the iron water filled tray under the fires was emptied and stowed below in the mn out of the way. The foul weather cranes were set level with the top of the bulwarks and lifted the boats, hopefully, clear of any rogue sea that might rise. ]

On Sunday the 5th of January the crew carried on with stripping the whaling gear in between sail handling and other shipboard duties. Just after daylight the wind fell calm and with a bad sea mnning by, the ship was rolling heavily. The hands were sent aloft to clew down and up all the sails to prevent them from chafing. Later in the day the windlass was unshipped and stowed below and the watches began to scrape and holystone the decks to prepare her for a proper smart arrival appearance.

The windlass was used for hauling the blubber aboard as the whale was being flensed. The hauling part of the heavy tackle was led forward from the underside of the mainmast top and some of the crew would then man the bars and heave away, stripping the blubber from the carcass.

The ship was now almost within smelling distance of the coast of North America and every vessel they saw they attempted to speak to, to check the accuracy of their position and especially their longitude as the coast was virtually unlit and dangerous. At night they began to mount a stem light to wam other vessels of their presence.

On Tuesday, at 4 pm the lookout in the tops saw a Sloop in the distance and Captain Pinkham attempted to get across to talk to her but the Captain of the Sloop didn't wish to speak and after dark disappeared, even though Captain Pinkham had set a Lan Light for her.

[A Lan Light is a special light used for signalling after dark.] During Wednesday they had moderate gales and were able to set the main topgallant

sail, however by 4 pm the strength of the wind increased to a hard gale and the sail was handed again and 2 reefs put in the topsails. The weather remained the same for the rest of the day with many squalls of rain passing overhead.

Thursday dawned with the weather just the same as before, but as the day progressed the weather became more moderate and they set double reeft topsails and then three hours later shook the reefs out. A further two hours and the weather was perfect topsail sailing

page 169


weather and Captain Pinkham ordered the topgallant yards hoisted aloft and the topgallant sails set.

At 10 am the lookout sighted a small Schooner fine on the starboard bow and hailed the deck. Captain Pinkham took his glass and climbed the ratiines to view the vessel. She looked familiar and he altered course to intercept the smaller vessel. She was a small coasting schooner from Newberry Port and was bound to Norfolk, Virginia with a cargo. The captain of the schooner informed them that he was in Longitude 76 degrees West.

Pinkham knew that if this longitude and his latitude were correct then he was already on the Continental Shelf with the bottom getting shallower. He immediately ordered a sounding to be taken, but when the lead was cast they could find no bottom at 100 fathoms, the length of the sounding line.

Friday. January 10th: 1794. ALLLANCE. "The first part we had moderate gales at SE, we steered NbyE. At 4 pm set studding sails. Saw several sails. Sloops and Schooners standing to the WSW. Middle and Latter parts, moderate gale at SSE and thickly overcast foggy weather. We saw a number of sea ducks, which induced me to think that we were on the Bank, but we sounded at 8 am and again at noon and found no ground. We steered NNE. We had some rain and the weather is verry thick. Had no Observation."

Lat by D.R. = 38° 25' North. Long = 73° 42' West.

Sunday. Januarv 12th: 1794. ALLIANCE. "The fore part moderate gales at WSW We set the studding sails and steered NbyE. At 8 pm the wind veered to the West, took in the studding sails. At 2 am took a squall from the NW which obliged us to hand all sails but the courses. The wind came verry hard and we had a bad sea and a plenty of SNOW At 3 am the main tack parted. We hauled the mainsail up and got a watch takel on the clew and boused it down again and set the mainsail. At 8 am sent down the topgallant yards, the wind still continues to blow hard at NWbyN and the weather verry COLD which makes ICE on Deck. We stood in to the NEbyN. So ends."


Tuesday. January 14th: 1794. ALLIANCE. "During the first part we had hard gales at SSE and dirty weather. We steered NNW with all sail set. At 2 pm sounded and got 90 fathoms of water and then headed to the WSW under close reeft topsails. At 8 pm sounded 50 fathoms and at 10 pm sounded 50 fathoms. At midnight 45 fathoms, all green sand here. We boar away and steered north and set single reeft main topsail. At 2 am sounded in 45 fathoms, green mud. At 4 am sounded and got 38 fathoms and green mud. At 6 am took the wind at NW in a squall and set double reeft topsails and steered to the NNE. Saw a Brig one point forward of the beam and about 3 miles distant. At 8 am she was 2 leagues astem. At 10 am saw BLOCK ISLAND, bearing NW. We stood in to the NbyE, the wind verry fresh at NW So ends." Lat by Obs = 40° 55' North.

Block Island stands at the Mouth of Narragansett Bay and Gay Head is the Westem Point of the Island known as Martha's Vineyard.

Wednesdav. Januarv 15th: 1794. ALLLANCE. "During the fore part we had hard gales at NW, we stood in to the NbyE under double reeft topsails. At 1 pm saw GAY HEAD bearing NWbyN. We saw a Schooner ahead. At 6 pm we

page 170


come to in TARPOLIN COVE with the small bower anchor in 8 fathoms. Several vessels at anchor, among which was the JUNO from Nantucket and bound to New York."

Thursdav. January 16th: 1794. ALLIANCE. "At 8 am in the morning we had a light breeze at SSW We weighed anchor and sailed for HOLMES HOLE, where we came to at 3 pm in 5 fathoms of water with the small bower anchor. Several vessels lying here bound for Boston."

Friday. January 17th: 1794. ALLLANCE. "This day begins with a strong breeze at NW. At 6 am in the morning the NANTUCKET PACKET from New Bedford came in and came alongside. We filled her with oil and bone and Captain Parker took charge of the ALLIANCE and I stept into the NANTUCKET PACKET and went HOME. The ship got underway and Captain Parker carried her into OLD TOWN HARBOUR to wait for lighters."

Saturday. January 18th: 1794. ALLIANCE. "The day begins with moderate gales at South. At 10 am in the moming I set sail in a Lighter with Captain G. Ty. Lawrence. At 4 pm we got to the ship and we immediately filled the lighter with oil. We had a light gale from East. So ends."

CAPTAIN ANDREW PINKHAM AND HIS CREW ARE SAFELY HOME.

SO ENDS THIS JOURNAL.


THE HOMEWARD VOYAGE OF THE GOOD SHIP ASIA.

Remarks on Tuesday. September the 24 dav: 1793. ASIA. "The first part of this 24 hours begins with tolerable good weather and calm for the most part. Quiled down our cabels and gut snug. At 6 pm in a reef in each topsail and handed the jib, the wind at ESE, with our larboard tacks on board. Middle part, verry squally with rain. Latter part, fine weather and a fine breeze at ENE, the ship steering SSE. Employd in gitting our Small Spars Aft. At am out reefs and set Topgallant sail. So ends this 24 hours and all well."

Remarks on Wednesdav. September the 25 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind at ESE. Set the Jib and Main Topgallant Sail. Gut our Starn boat over the starn. The middle part, squally weather. Latter part, the weather verry fine. Saw Spalmacities, (sperm whales) and put off and Struck one and Killed Her and Gut Her along side. So ends this 24 hours."

Remarks on Thursday. September the 26 dav: 1793. ASIA. "The first part of this 24 hours begins with a fresh wind at ENE. We cut in our wale then Squared a way. At 9 pm Clewed each Topsail and Hauld up our Mainsail. Middle part, Squally. At 2 am set duble reeft Main Topsail. Latter part, still Squally. Set Fore and Mizzen Topsails. So ends this 24 hours and all well aboard the good shvpASIA."

The ASIA is now well on her way home, the cables are coiled down below in the 'tween decks, the anchors are secured on the fo'c'sle and the decks are given a good clean to bring the ship from a harbor stow to sailing trim. The masts are still marmed in the hours of daylight and the masthead lookouts still searching for more whales to fill the empty casks. The rest of the watch on deck are either steering, sail handling or carrying out any of the myriad of small tasks in and about the rigging. Night or day the watches are on deck to carry out any order the mates may give and when it is a large operation all hands are called on deck, whether it is their watch below or not.

During the next week the crew were engaged in trying out the blubber from the last whale caught and once tryed the oil was cooled in the cast iron coolers. Once the oil had cooled to about ambient temperature it was then poured into the casks below through a canvas hose and the cask stoppered. In between sail handling, another of the tasks given to the hands was cleaning the whalebone. This entailed spreading the lengths of whalebone about the deck to dry out. One by one the pieces of bone would be carefully scraped of all the flesh adhering to it from when the piece was hacked out of the jaws of the whale.

Remarks on Tuesday. October the 1 dav: 1793. ASIA. The first part of this 24 hours begins with a fresh wind and squally. At 4 pm in Fore an Mizzen Topsails and handed Mainsail and Clost Reeft Main Topsail. Stowed down our Bone that we Cleaned. Middle part, the weather rather better. Latter part, the wind Small and Varable. Set the Mainsail and Mizzen Topsail, the wind small and a Long Lumbering Swell from the SW Employed in Cleaning Bone. So ends this 24 hours and all well on board.

Day after day as the ship made her way in a southwesterly direction off the South African coast the weather remained much the same and the crew were employed in quite a lot of sail handling and work about the rigging, tightening backstays and shrouds as can be seen by the previous and the next entry.

page 172


Remarks on Frvdav. October the 4 day: 1793. ASIA. "The first part of this 24 hours begins with Verry Rugged Weather, the wind at SSW Handed the Mainsail and Lanched the Topgallant Mast. At 5 pm Reeft the Mainsail. At 6 pm set him. Then we saw a ship to Leward. Middle part the wind varable. Set 2 Reeft Topsails and Jib and Mizen. Latter part the wind at ESE and our Cours WNW Set Hole Topsails and let the Reef out of the Mainsail and Swayed up the Topgallant Mast, the wind Small to Calm. So ends this 24 hours and all well on board."

In Latt. 35 degrees 25 minutes South.

Each day the Captain has his crew use the sounding lead to try and find bottom but so far they have remained in deep water, certainly deeper than 100 fathoms. Four days ago the lookout espied land off the starboard bow just after dawn and Captain Coffin immediately altered course and stood away more southerly. He was in no mood to be taken by any warship or privateer and escorted into Capetown, now that he was on his way home to Nantucket. The lookouts at the mastheads were under implicit orders to not only look for whales but to keep a sharp lookout for strange sails.

Remarks on Sundav. October the 6 day: 1793. ^457 . "The first part of this 24 hours begins with Lowry Weather, the wind at SW. our Cours WNW- Spake the said ship, {seen in the early morning), they were from Bangall. Bound to Ostend and from there to Boston, where they belong. We loard down our boat and went on board of him. At 4 pm came on board. We endevour to keep Company with him a day or too. Handed the Topgallant Sail. Middle part, fine weather and a small wind and varable. Our new Consort ahade. Latter part, ditto wind and weather. Our Captain on board of the Said Ship to Spende the Day with him. Omitting the Wind and Weather. Saw the land, Cape Lagulias. {Cape Agulhas). We are now in 70 fathoms of water. The wind at SWbyW full and bye with our Larboard Tacks aboard. So ends this 24 hours and all well on the good ship ASIA."

In Latt = 35 degrees 18 minutes South.

Remarks on Monday. October the 7 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind at WSW, Blowing quite Fresh. Our Captain on board of our Consort. At 6 pm we sent a Boat to Fetch Him and Captain Jackson gave him a SHOAT. Middle part, fine weather and Calm, handed the Jib and Topgallant Sail. Latter part, at 7 am toke a fine Breeze at ESE, our Cours WNW Set Steering Sails and Topgallant Sail. The said Ship now out of Sight a Stam from the Deck. Employed in making Points and Spunyam. So ends this 24 hours and all well on board."

In Latt = 35 degrees 31 minutes South.

Even though Sylvanus Crosby fails to mention the name of the "Consort Ship" in his log book entry it is reasonably certain that the name of the ship was either the UNION of Boston or the ABIGAIL of Boston, as both were reported at the Isle of France in late August, 1793 having both sailed from Calcutta.^^

The Shoat Captain Jackson presented to Captain Coffin is a garment, a cross between

a coat and a shirt and made of heavy material, shoats are designed for cold weather.^^

72 Early American Trade With Mauritius, by Auguste Toussaint: Esclapon Ltd; Port Louis, 1954.

^ Encyclopaedia Brittannica.

page 173


Points :- (or netfies) = small line composed of 2 or 3 rope yams twisted hard together between the finger and thumb, used for fastening the service on the cable, reefing the sails by the bottom and for slinging sailors hammocks.

Spunyam = small line compose of 2 or 3 rope yams twisted together on a yam winch, the yams are usually drawn out of the strands of old ropes, knotted together and tarred. Mainly used for seizings. "^

Remarks on Tuesday. October the 8 dav: 1793. ASIA. "The first part of this day begins with fine weather and the wind at East, our cours the same. By this time we are most up with the Cape of Good Hope, for we made Cape Lagulias. {Cape Agulhas). It bore NNW about 12 leagues distance yesterday. Middle part, fine weather and a fine breeze Rite Aft. Latter part, ditto wind and weather. Employed in making Spunyam. So ends this 24 hours and all well on the good sh\\>ASIA''

The ship is now around the Cape and heading into the Atlantic Ocean with a fine full sail wind from astern, however the next day the wind hauled around to the north and the crew had to brace up the yards to maintain her westerly course. That evening and into the night the weather became squally. By moming the wind had svmng almost round the compass and was now blowing from the SSW The ships course was adjusted and she was now steering NNW

The fore topgallant mast and yard had been lowered to the deck whilst the ship was whaling in Delagoa Bay and now the crew were refitting it. The mast was hauled aloft and secured to the fore topmast and the stays secured and tightened. Next the fore topgallant yard was hoisted aloft and hung from its tye and the running rigging fitted, the sail was bent and then set.

On Thursday, October 10 the ship was steering NNW with a fine topsail breeze, the hands were employed about the rigging and some were making spunyam. The boatsteerers were fitting out their respective boats with their whale craft in preparation for another attack on the whales. The foretop lookout reported seeing a large pod of Wright Whales late in the day and it was too close to sunset to lower in chase.

The first part of Saturday was blessed with fine weather and the wind from a southerly direction and the ship on the same course. Captain Coffin had the "stearing sails toke in and the yards breased a little." The watch tailed off on the braces and hauled the yards closed to the fore and aft line of the ship, called Bracing up. By next moming he had the yards squared again as the wind had shifted a few degrees further aft. The watch were employed, between sail handling, in making new warps. These are lengths of rope with spliced eyes, used for a number of purposes, such as mooring lines, lashing the whales alongside, towing warps fro towing the whales and etc.

When the ship rounded the Cape of Good Hope on Tuesday the 8th October, she was in 35 degrees South and by Sunday the 13th the ship was making good time and in 30 degrees 30 minutes South latitude. More Wright Whales were seen on this day but again it was too late to lower in chase.

Remarks on Mondav. October the 14th dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and the wind Varable from SSE to WSW. The ships cours NNW Employed in Trimming our Vessel to the Breeze. Saw porpoises and Struck One and Saved him. Middle part, fine weather and a fine Breeze. Latter part, fine weather and the wind at SbyW, cours the same. Saw sevrel Wright Whales. So ends this 24 hours and all well on board."

74 The Country Life Book of Nautical Terms Under Sail; Villiers, London 1959.

page 174


Distance Run = 139 miles. In Lat = 28° 14' South. Long = 10° 25' East.

Remarks on Wednesdav. October the 16 dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine wind at SSE and our cours sfiU at NNW We employed in mending sails. We still under Hole Sails with Studding Sails below and aloft. Middle part, fine weather and the wind the same. Latter part, weather the same, the wind at south and cours the same. Employed in mending sails. So ends this 24 hours and all well on board. Varation of Cumpas 1 point and 74 West." Distance Run = 122 miles In Lat = 25" 39' South Long = 7° 39' East.

[ Below and Aloft = Studding sail booms are mounted on the main and topsail yards on the fore and mainmast and are run out in fair weather to give a larger sail area. The studding sail on the main yard is referred to as below and the one on the topsail yard as aloft. They can be set on the mizzen, but not as a mle. Variation of the Compass = is the Horizontal Angle between the Magnetic and Tme Meridians. I Point = W VA degrees.]

The ASIA has now left the southem region of strong winds and is in the trade wind belt where the winds blow regularly from the same direction. Captain Coffin has the hands unbend the heavy weather canvas from the yards, beginning with the topsails, and bending the older and worn canvas in its place. As the sails are unbent they are lowered to the deck and any repairs necessary are done before the sails are rolled and stowed away below in the sail room in the 'tween decks.

During the next four days the ship is making a good speed considering the condition her hull must be in. She has now been out for 751 days or 25 months and during that time she has only had a very rudimentary hull clean by hogging her on the mn. The speeds obtained during these days are - 119 miles; 119 miles; 112 miles and 98 miles, an average of about 5 knots.

As well as sail changing and sail repair the crew have been engaged in fitting new slings to the main yard, these are rope or chain supports for a non-lowering yard and Captain Coffin, himself has broken out the portable lathe and is busy tuming out small objects. The ships lave, or lathe, is a small pedal powered machine and is useful for tuming small items in wood or bone.

On Tuesday October 21 the wind has died away considerably and the ship has only made 62 miles for the day. She is now in Latitude 20 degrees south and is just about to cross the Greenwich Meridian and pass from East Longitude to West Longitude. Some of the hands were sitting on the main hatch repairing an old jib while others were making ratling stuff.

[ Rattling Stuff = three strand, loosely laid rope of tarred hemp about I inch in diameter and used for the shroud ratlines, the horizontal lines rurming across the shrouds and forming a series of rope rungs.^^]

Remarks on Wednesday. October the 29 day. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a stedy trade wind. Our cours NWbyN. Our Captain still employed about makeing his buttons. Middle part, fine weather, the wind at ESE, our cours the same. Latter part, the wind and weather the same. At 5 am saw the land, the Island of St. Helena, baring North. A fine breze at SEbyE. At 12 oclock the island baring NE. This Island is in the Latitude of 16 degrees 04 minutes South and Longitude 5 degrees 54 minutes West. So ends this 24 hours and all well on board." Distance Run = 79 m. In Lat = 16° 07' South. Long = 5MI' West.

75 The Country Life Book of Nautical Terms under Sail, Villiers, London 1978.

page 175


Captain Coffin has been making buttons for the past five days, probably out of whalebone and for presents for family and friends, which was the custom in the days of the whalers.

[ St. Helena = is situated in the midst of the Southem or Ethiopic Ocean and is the most distant Island from the continent of any in the known world. The extreme length of St. Helena is not more than 9 miles and as its figure is nearly circular, the circumference is nearly 27 miles. All the East India Company ships touch here on their way home to England.

The Island affords a most dreary and uncomfortable prospect from the sea, of high craggy rocks with many of the summits hiding themselves in the clouds. There are only two landing places, Ruperts and James Valleys. In Ruperts stands a strong fort, well mounted with heavy cannon. In James Valley stands James Town, the residence of the Govemor. Its fort defends the harbour by a very fine line of 32 pounders.

On the summit of one of the heights is built a lookout hut with two cannon nearby. When a ship is first sighted the two guns are fired, this is called a single alarm. If two sail are seen three guns are fired, which is a double alarm. Immediately the dmms beat to arms and everybody takes possession of the different posts assigned to him in defense of the Island. If the sail passes without calling a single shot is fired and the Govemor orders the men to stand down. ^ ]

Remarks on Thursday. October the 30 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a stedy trade. The ships cours NNW. Our Captain employed in tuming Buttons. At 12 the said Island bore NE about 4 leagues, ( 12 miles ), distance, from which I take my Departure. Middle part, fine weather and a fine breeze rite aft. Our studding sails alow and aloft. The ships cours NNW Latter part, fine weather, wind and cours the same. So ends this 24 hours and all well as to helth." Distance Run = 97 m. In Lat = 14° 59' South. Long = 7° 10' West.

Each of these landfalls, to a mariner, is similar to a road marker. The position of the Island is firmly fixed on the chart and when the mariner comes to it he can then check his compass and chronometer for accuracy and his skill as a navigator in finding the island just where and when he said it would be. When he departs from this location he uses the fixed position as his last reference point for navigating to the next reference, or way point.

During the next five days the ship was ploughing along, maintaining a speed of over five knots as the Trade Winds blew her further and further to the NNW There was little work to do aloft in the way of sail handling with the winds coming from a constant direction and speed. There was the occasional light squall and shower of rain passing over but nothing to concem the officers of the watch.

The crew were employed in plaiting, making roundings and spinning spunyam in between the other myriad jobs to be done aboard a sailing ship.

[ Plaiting is three or more strands of rope woven in a repetitive pattem, mostly used on board for gaskets which is a short plaited line attached to the yard and used to secure a furled sail. Rounding is a serving made of old rope yams and used about the ship to prevent chafing.]

Remarks on Tuesday. November the 5 dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fresh Traide, our Cours NNW-At 6 pm we took in our Stearing Sails and Topgallant Saills and Rigged in the Stearing Sail

76 The Oriental Navigator, London; 1785.

page 176


Booms. At 10 pm, our Cours WNW Hauld up the Fore Sail. Middle part, fine weather and a Sharpe Look Out For Land. At 12 oclock, cours WbyN. Latter part, fine weather and a Stedea Breeze, cours the same. At 7 am Set Hole Sail. At 8 am Saw the Land, The Island of Ascencion, Bareing WNW This Island is in the Latitude of 8 degrees 08 minutes South and Longitude 14 degrees 25 minutes West. At 10 am Bent our Cabels. So ends this 24 hours and all well on board of the good ship ASIA." Distance Run = 100 m. In Lat = T 56' South. Long = 14° 13' West.

[ Ascension Island lies on about the midpoint in the Atlantic Ocean between the coasts of Africa and Brazil. It consists of very high land and on the north side of the island lies a cove with a river of fresh water. The island has two distinctive peaks, the one to the east is not quite so high as the other more central peak. To the west of the main island lie 5 small islets or rocks and the seaward one resembles a ship under sail.

Many years previously the Portuguese placed Pigs, Goats and Guinea Fowl on the island for the use of the shipwrecked mariner and others in want of food. ^ ]

Remarks on Wednesday. November the 6 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a small breeze at East. We still stearing in for the Land. We employed in plaiting Sinnet. The land is about 7 leagues distant, (21 miles). At 4 pm, in stearing sails and top gallant sail. At 6 pm, single reeft each top sail and concluded to lye one way and the other until day lite. Middle part, wind and weather the same. Still lying one way and the other. Latter part, fine weather and a fresh traide. At 6 am set hole sail. Stearing in for the land. At 10 am let go our best bower anchor in 7 fathoms of warter and firld our sails. So ends this 24 hours and all well as too helth."

Remarks on Thursday, November the 7 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fresh wind. Loard down our boat and went on shore a Gunning. One boats crew employed in Hogging the Vessel. At 6 pm come on board with sum fowls and Hoisted up our boat. Middle part, fine weather and a small Traide. Latter part, fine weather and a fresh traide wind. One boats crew went a shore a Gunning, the other employed on board a hogging. Sent down the topgallant yard and mended the sail. At 11 am Carryed the Cook on shore and Buryed Him for the SCURVEY, then came on board. So ends this 24 hours and all well as too helth."

[ It is strange that Sylvanus Crosby writes in the log, day after day, that "all are well as too helth and then states that the Cook is suffering badly from the Scurvy. This is a most debilitating disease and the sufferer can take days and or weeks to finally succumb if not treated. It would have been impossible for any of the crew not too have known of the sickness on board.

The burying of the scurvy sufferer was an old seafarers cure for the illness. The sick person or persons were taken ashore and buried up to their necks in warm earth or sand at the top of the beach, left there for the day and then dug up at dusk and retumed to the ship for the night. Next moming the "burial" would take place again.

It is not known how or when this "cure" evolved, however it was used by both the British and Americans up unfil at least the I830's when some American whalers suffering

^ The Oriental Navigator, London. 1785.

page 177


from the sickness were taken ashore onto Charles Island, in the Galapagos Islands and buried

daily, "to suck out the scourge of the scurvey."^^ ]

Remarks on Frvdav. November the 8 day: 1793. ASIA. The first part of this 24 hours begins with the wind and weather the same as yesterday. At 3 pm the other boat come on board and brought 4 goats. At 5 pm Weighed Anker and Maid Sail. The Studding Sails below and aloft. The ships cours WNW This Island is in the latitude of 8 degrees 00 minutes South and longitude 14 degrees 25 minutes West from whitch I take my departer. Middle part, fine weather and fresh traide. Latter part, the same wind and weather. On bent our Cables and Quiled them down. {Unshackled the cables from the anchors and coiled them down.) So ends this 24 hours and all well as too helth. No land in sight. Distance Run = 80 m. In Lat = 7° 44' South. Long = 15° 44' West.

For the next week the weather remains fine with a steady trade wind from astem to keep them under whole sail with studding sails set alow and aloft during the hours of daylight. At nightfall the studding sails were furled and the ship cmised along under topsails and courses.

The crew were at work repairing sails, making mats from old wom out rope to be used as chafing gear for the anchoring cables and about the rigging, where needed. They were also engaged in plaiting sinnet and other sundry jobs about the decks. Every two hours, during daylight, the masthead lookouts changed about with the man at the wheel, to prevent their eyes from becoming sore and tired. (It was not unknown for the lookout men at the masthead to doze off or to actually fall asleep and fall to the deck with either death or serious injuries as the result.)

Occasionally the lookout would see a pod of porpoises frolicking ahead of the vessel and as they almost always came to the ship to play under the bows, diving through the bow waves, the men on deck were informed. Hurrying to the bows and taking up whatever lance or iron was present the men would wait until the porpoise presented a perfect target and would then throw the iron. More often than not they were successfiil and fresh porpoise steaks would be on the menu for the next meal.

By Saturday the 16th of November, Sylvanus was becoming worried about the actual position of the vessel as he was well aware that his chronometer was not keeping the best of time. Somewhere ahead of him and the ship was a small and remote island named Arq. De Femando de Noronha. It's position on the chart is approximately 4 degrees South and 37 degrees West and his charted position at noon on Friday was 4° 46' South and 29° 36' West.

They were still under whole sail with the studding sails set alow and aloft and were averaging around 120 miles per day, still maintaining the 5 knots in the trade winds that were pushing them north and west towards home.

Sylvanus remarks that during the night he ordered the lookouts to keep a "Sharp lookout for Land" and then in the log entry of the next day, he records, "NO land in Sighf He was now certain that he was past the island and there was now no danger of mnning into it.

Remarks on Tuesday. November the 19 dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Steddey Traide, our Cours NW Employed about the same work. Middle part, ditto wind and weather. Latter part, fine weather, the wind and cours the same. At 11 am saw a Spalma Cities, {sperm whale). Then

78 Nimrod of the Sea, or, The American Whaleman; by William Davis, pub by Harper Bros. New York; 1874.

page 178


took in our stearing sails and put off, but Could not see them again. Came onboard and squaired away. Out stearing sails again. So ends this 24 hours and all well on board." Distance Run = 106 m. In Lat = 0° 27' South. Long =36° 17' West.

Remarks on Wednesdav. November the 20 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather, the wind and cours the same. Employed making mats. Still under hole sail. At 4 pm saw Spalma Cities and took in the stearing sails. At 5 pm put off and struck one and killed her. At 7 pm gut her alongside and cabled hur and gut all redey for cuting. Middle part, fine weather and a small breeze. Still lying bye the Wale. Latter part, Called all Hands and went to Cuting. At 8 am finished and Squaired away and Maid Sail. At 9 am set our Tiyworks to agoing. So ends this 24 hours, a fine breeze, cours NW and all well as to helth on board." Distance Run = 56 m. In Lat = 0° 04'North. Long = 37° 04'West.

The ASIA has now crossed the equator and is in the North Atlantic. Having caught and flensed the whale the crew, in watches, began the trying out

process, which took all of 24 hours before all the oil was extracted from the blubber. The oil then went into the iron coolers to reduce the heat and when cool was piped below through a canvas hose into the casks in the hold.

Once the oil was stowed below, the watches went back to what they were doing before the whale was sighted, making chafing mats for the rigging. As they were finished the mats were sevm onto the rigging at the places where the mbbing was happening.

Day after day the wind remained fair and steady and the ship sailed on and on under whole sail. Every sail on the ship was set to the best advantage including the studding sails. The helmsman at the wheel had little to do, maybe a half spoke of port wheel and a half spoke of starboard wheel depending on the fluttering of the comer of the sails, otherwise the course remained NW At times like these the mate and the officer of the watch were hard pressed to find work for the crew about the deck as there was no sail changing or handling aloft.

By the following Monday, the 25th of November, the ASIA was in 6 degrees north and bowling along still with the trades pushing her at 6.6 knots, the highest speeds recorded so far during the voyage. The daily mns recorded were :- 158 m; 157 m; 143 m; 160 m; 133 m; 131 m; 128 m; 136 m. Exceptional daily runs considering the ship was technically in the doldrums, the area of calms about the equator, where ships were known to just lie becalmed for weeks on end, praying for a breath of air.

The lookout spied a large pod of porpoises off the starboard bow and even though they came close the hands forward were unable to strike any of them. At the end of the daily entry, Sylvanus wrote -

"Our COOK verry Sick with the SCURVY All the rest well on board the good ship ASIA."

As the ship sails further and further north the weather was slowly changing and the clouds began to thicken and showers became more frequent and gradually changed to Lite Squalls of Rain and Wind. The ship has been carrying her old and wom canvas all through the trade wind belts, both north and south of the equator and now with the strengthening winds and the possibility of sudden squalls. Captain Coffin has decided to replace the older canvas with the newer and stronger sails. For the rest of the days the sailors on deck are making chafing mats, plaiting sinnet, knotting yams and making spunyam.

The lookouts are still manning the mastheads in quest of the leviathans of the deeps, but, for the past ten days have had nothing to report, except another pod of porpoises on Saturday the 30th of November. The hands went forward to the bows and one of the lucky

page 179


seamen struck and killed one of them and hauled the carcass on board, for the cook to tum into delicacies and steaks.

Remarks on Sunday. December the 1 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine breeze, cours WNW. Employed in making mats and in spining spunyarn and sowing on mats on the riging. Middle part, fine weather, wind and cours the same. And a Sharpe Lookout Kept for LAND. Latter part, fine weather and a fine Steadey Traide Wind. Cours the same. Little or Nothing to do on board. So ends this 24 hours and all well on board of the ship as too helth." Distance Run = 128 m. In Lat = 13° 00' South. Long = 55° 30' West.

Once again Crosby makes the remark that "all are well on board as to health" but the very next day the end remarks read :- "So ends this 24 hours and all well on board But the Cook and he Verry Low with the Scurvey." Then the following day he remarks, "All well as to health. Very strange !

The ship is again, according to Crosby's charted positions, nearing land and the lookouts have been instructed to maintain a vigilant watch for land especially during the hours of darkness. On Tuesday, December 3rd a sail was sighted to the southwards of the ASIA by the masthead lookout and although the ASIA bore up there was no attempt made to speak her to determine the accuracy of their chartwork. It was on this day that the men were given the day off from their normal duties about the deck and had the day to make or finish making their "nicknacks." Prior to departing from the Desolations, or Kerguelen Islands, the crew went ashore and collected a number of the larger Sea Elephant Teeth. On the voyage home and in their off watch hours and dog watches the hands began to practice the old sailors art of scrimshaw and to make small items out of whalebone and teeth as presents for their relatives and loved ones.

Remarks on Wednesday. December the 4 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine steadea breeze, our cours the same. Still employed in makeing Nickemacks. At 3 pm the cours West. At 5 pm finished stowing down. At 8 pm our cours WbyN. At 12 oclock, shifted the cours to West. Middle part, fine weather and a SHARPE Lookout Kept for LAND. Latter part, fine weather and a fine breeze, cours the same. At 6 am set the Stearing Sails Blow and Aloft. At 7 am Saw the LAND Rite a Head. The Island of DOMINICO in the Latitude of 15 degrees 23 minutes North and Longitude 61 degrees 26 minutes West. Still running in for the land. So ends this 24 hours." Distance Run = 118m. In Lat = 15° 22'North. Long = 61° 12'West.

The Island of Dominica is in the Windward Islands.

Remarks on Thursdav. December the 5 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Leading Breeze, our cours West. Saw the Islands of MARTINICO and GUERDALUPE. At 4 pm saw a sail to the Southard of us but did not spake her. At 6 pm took in the Stearing Sails and Rigged in the Booms. Middle part, fine weather and a fine Stedea Breeze. Still running down through the Islands between DOMINICO and GUERDALUPE. At 8 am we was a Breast with Barstar Town. Saw sevrel vessels and Spake one and Went on Board. She was from Point Peter and Bound to Boston. One of our Pasingers shifted on board of him to go to Boston. So ends this 24 hours. All well as too helth on board, but the Cook and he Verry Low."

page 180


The Islands of Martinique and Guadaloupe. The ASIA ran up the East Coast of Dominica, passed through the Dominica Passage and then ran up the West Coast of Guadaloupe, passing the main tovm of Basse-Terre, now French Possessions.

Remarks on Frvdav. December the 6 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and calm. At 1 pm a Small Breeze off Shore. We employed in Triming our Sails to the Breeze. Sfill runing Down. Saw MONSERAT to leeward. {Montserrat.) Middle part, fine weather and a fine breeze. Still runing Down the Islands or St. Eustatia Island. Saw Antigua and Redondo Island and Saba Island. We saw Sevrel Vessels and One Large English Frigget. At 8 am she Took Chase to Us and Fired TWO Guns at Us and we Hove Tow and She came up with Us and Spake Us and Came on Board and took our Captain and Carryed him on Board of the Frigget and They Streamed a Hawser on board of us in order to tow Us In to St. Christopher's Island to See if They Could Do any thing with Us. So ends this 24 hours. All well as too helth and the FRJGGET still Towing Us and Beating up to Windward for St. Christophers Island."

St. Eustatius, Redonda and Saba Islands are a part of the Leeward Island Group. The "large English Frigate," was the 40 gun frigate H.M.S. BEAULIEU, commanded

by Captain Edward Riou. She was patrolling the passages between the Islands seeking French vessels, or any vessel carrying cargo owned by, or destined for France. Part of the ASIA'S cargo of whale oil and bone was owned by the French section of the Rotch Family business and was being carried to Nantucket for transhipment to Nantes or Havre.

Remarks on Saturday. December the 7 day: 1793. ASIA. "The first part of this 24 hours begins with Thick Squally Weather and a Fresh Wind, we are still Beating to Windward under Single Reeft Top Sails and the Frigget Still Towing Us. Our Captain still on board of the Frygate and the Frygates Boat still on Board of us. At 5 pm gut in at Ancher in St. Christophers in Barstere Town and the Frygate sent on Board 6 Soldiers to Watch us. Middle part, squally weather and Still at Ancher. Latter part, fine weather and a Fresh Traide. The Frygates Boat Passing and Repassing. Our Captain came on board and Went on Shore and our Mate went on Shore with him. So ends this day. The Gard Still on Board and Nothing Done Yet!"

The ASIA, now under arrest and detainment by the Royal Navy has been towed into the port of Basse-Terre on the Island of St. Christopher, now known as St. Kitts. Captain Coffin and his 1st Mate, Simeon Starbuck have been removed from the vessel so that there are no navigators aboard. A patrol of six Marines have mounted guard on the ship and the Frigates long boat has been detailed to perform a regular passing patrol.

Remarks on Sundav. December the 8 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fresh traide wind. Still lying at anker. Onbent our Fore Topsail and Bent too another. Our Captain and Mate still on shore and the Frygates Men are still aboard of us. At 5 pm our Mate came on Board but Nothing done yet. Middle part, fine weather and a fine fresh wind, still at anker. Latter part, fine weather and the wind the same. The Gard still on board of us and the Frygates boat still Pasing and Repasing of us. So ends this 24 hours. All well as too helth on board, but the Cook and he is Verry Low with the Scurvy."

page 181


Remarks on Monday. December the 9 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Fresh Traide. The Gard still on board. Nothing Done Yet. Our Captain on board the Frygate verry ill. At 4 pm Our Captain Come on Board. At 5 pm He went back on board of the Frygate. Middle part, fine weather and a Fresh Traide Wind. The Gard Still on Board. Latter part, fine weather and a Small Traide. At 6 am the Friggets Boat came on board and Weighed our anker and Hauld of our Ship In Shore and Let Go the Anker and then Went to Work and Sent Down our Top Gallant Yards and onbent all our Sails and Carryed all our Sails on Shore that we had on board of our Ship. Our Captain and Mate still on the Shore. So ends this 24 hours and all well as to helth on board of the Good Ship ASIA."

Captain Edward Riou and his senior Officers on board the Frigate must have held suspicions that the ASIA would slip her cable during the dark of the night sail from the harbour, so they sent some of their seamen across to shift the ASIA closer inshore where she could lie under the guns of the Fort. To make doubly sure that the ship would not disappear they also removed all the canvas from the ship and took it all to the beach.

Today marks the 800th day of the voyage of the ASIA and ALLIANCE.

Remarks on Tuesday. December the 10 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Steadea Traide. The Mate come on board. The Friggets Boat come on board and carryed Captain Swains Whale boat on board of the Frigget and then came back and took all their Men and carryed them on board and Hove Up their Anker and Went Off. Our Captain come on Board. Now we have Gut Clear of the Frigget. Then we went to Work and Cleared Down decks and Took our Stam Boat off and Hoisted Her up on the Quarter. At 4 pm There came off an Old Gentle Man from the Shore to Stay on Board of us as a Prize Master. Our Captain went on board of Captain Gideon Gardner, {of the PRINCE WILLIAM of Milford Haven.). At 12 he come on board. Middle part, fine weather and a Small Wind. Latter part, fine weather a Fresh Traide. We carryed the COOK on Shore and Buried Him for the Scurvy. Their was a 20 Gun Ship; A Man-0-War a Beating in. She took a Flow and Over Set and Sunk. We put off with our boats to pick up the Men and a Great Many More boats came. There was about 20 Men Saved out of 76. Came on Board and went to work Discharging Captain Swains and Captain Husseys Oil and Wale Bone. So ends this day and all well as to helth."

This has been an eventfial period. With the British and French at War and America siding with whoever is willing to buy her goods the ASIA was arrested as a Prize of War and her Papers inspected to ascertain who actually owned the cargo in her holds. The ship BENJAMIN, Captain Hussey, was registered at Nantucket, although she actually sailed from Dunkirk, France. Captain Swain's KITTY was registered at London, but her cargo was destined for France. Therefore their Oil was considered to be French property and under the Articles of War, Confiscated.

The Prize Master was placed aboard to ensure the vessel did not sail and also to supervise the discharging of the confiscated cargo.

Although Sylvanus Crosby writes almost every day that the "crew are well as to helth," on this day the Cook is taken ashore and buried up to his neck in the soft warm soil or sand at the top of the beach in an attempt to rid his body of the dreaded Scurvy.

page 182


Finally, a British vessel, attempting to enter the harbour of Basse-Terre, through the reefs has lost the wind and broached too in the heavy swell. She then started rolling heavily as she closed with the reef but got in amongst the breakers, rolled right over and sank with the loss of about 56 men.

The vessel that overtumed and sank within sight of the town of Basse-Terre was the fast sailing post office ship, JAMAICA PACKET. She sailed from Jamaica bound for Liverpool on the 6th of December 1793 and was reported to have "overset a few days after sailing from Jamaica. Some of the crew were saved."

From Jamaica to St. Kitts is approximately a three or four days sail, depending upon the winds.

Remarks on Wednesday. December the 11 dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Fresh Traide Wind. Employed in Discharging the French Property. At 6 pm went on shore and brought off the Cook that was Buryed for the Scurvy. Middle part, fine weather and a Small Breeze. Latter part, fine weather. Called all hands and Went to Work a Breaking up of the Oil and Discharging it as Fast as Possable. So ends this 24 hours."

Remarks on Thursday. December the 12 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Small Traide Wind.. Employed about the Same work. At 4 pm Discharging ALL the FRENCH PROPERTY that we Had on Board. Our Captain on board of Captain Gardners Vessel. Middle part, fine weather and a Small Wind. Latter part, fine weather and a Small Traide Wind. Carryed the COOK on Shore and Buryed him for the Scuryy. Left one man to Wait Upon Him and came on board. At 10 am went on Shore and fetched off Our Sails and Went to Work a Bending Them. So ends this 24 hours and all well as to helth on Board."

The Poor old Cook, suffering severely from the effects of Scurvy is being taken ashore and buried up to his neck in the soft warm soil in an attempt to rid his body of the disease, he has a mate with him to look after his wants, etc. All of the French owned cargo has now been discharged into lighters and taken ashore and the ship is now free to proceed on her voyage, however, all the sails were ashore and these had to be retrieved, hoisted aloft and bent to the yards again.

Remarks on Frvdav. December the 13 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Small Traide Wind. Employed a bout the same a bending of sails. At 5 pm finished and went on Shore and Fetched off the Old Cook. Middle part, fine weather and a small breeze. Latter part, fine weather and calm. Went on shore and filed 6 Puncheons of Warter and towed them on board. So ends this 24 hours. All well as to helth on board of the Good Ship ASIA.. Still at Anker."

The old Cook has spent another day buried in the soil of St. Kitts and while he is relaxing and, hopefully, exuding the poison from his body, his shipmates are filling casks with water. Before the days of pipes and taps, ships filled their water casks from a convenient creek or river, and to do this they towed a line of empty wooden casks ashore. Placing the casks "bung up" the crew filled them with buckets and when M\ hammered the bung back in. As each cask was filled it was rolled down the beach and into the water where it was lashed into a raft with the others. Fresh water is less dense than saft water and the casks being of timber the whole contraption floated. When all were frill and in the water the towing line was

page 183


tied to the stern of the whaleboat and the crew took the strain on the oars and towed the raft to the ship, where they were hoisted inboard and stowed below.

Remarks on Saturday. December the 14 dav: 1793. ASIA. "First part of this 24 hours begins with fine weather and a Small Wind at Southward. Employed in Stowing down the Said Warter. At 4 pm finished and the Boat went on Shore. Our Captain on board of Captain Gardner. At 6 pm he come on Board. Middle part, fine weather and calm. Latter part, fine weather and the wind the same. Little or Nothing To Dow. Went on Shore and Carryed the Old Cook and Buryed Him for the Scurvy. Came on Board. So ends this 24 hours. Sfill at anker and all well."

Remarks on Sundav. December the 15 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and Calm for the Most Part. We Hove Short upon our Cable and see our Anker clear. Went on Shore and Carryed a Pass to the Fort. At 6 pm went and Fetched the Old Cook that was Buryed for the Scuryy and Hoisted up our Boat. At 5 am called all hands and Weighed Anker and Maid Sail. We are bound down to St. Eustatia. Sent up our Main Topgallant Yard and Set the Sail. Saw sevrel vessels, and 2 Friggets. One of their Boats come on board to see if we had a Proper Clearance and went on board again. So ends this day. Still running down and all well as to helth."

This is the final day at Basse-Terre and the crew are preparing to sail. The old cook has been buried again, then dug up in the evening and brought back on board. Sylvanus Crosby was given the job of reporting to the Fort that all the French Cargo was out of the ship. To verify the fact he carried a Clearance issued by the Prize Master. Once this was stamped and signed the ship was free to depart. After taking her anchor and sailing out of the harbour Captain Coffin found two more of His Majesty's Frigates outside. One of them launched her long boat and boarded the ASIA, where the Officer demanded to sight the ships papers and clearance documents.

Remarks on Mondav. December the 16 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Small Wind at NE. At 2 pm let go our Anker in St. Eustatia Roads and Furld our Sails and went on Shore. At 5 pm came on Board. We employed in riging out a New Jib Boom. Middle part, fine weather and a Small Breeze. Latter part, ditto wind and weather. Went on Shore and Brought off 2 Barrels of Flour and Went on Shore A Gain. At 11 am came down to the Boat to go on Board and their came off Americanes Boat, {the AMERICA, Captain Gardner.), and they hoye to and told us that There Was a about a Press. {Press Gang). The Frigget being Scant of Men they went on Board of Every American Vessel in the Harbour and Prest all There Men. They went on Board of our Ship and Prest three of our Men. The Captain went on board in the AMERICA'S boat and went on board of the Frigget to git our Men. So ends this 24 hours and all well."

Ships of the Royal Navy were notorious for losing men through death and or desertion caused by harsh discipline, bad food, sickness and Scurvy, and whenever and wherever possible the Captain would organise a Press Gang of his Officers and Senior Petty Officers and send them off to ships and the shores to recruit men. In retum they were rewarded with money for the number of men seized and brought on board. At this time American bom seamen, or seamen proving their allegiance to America were being issued with Protection Certificates. With a Certificate a seaman could not be Pressed into a British Ship.

page 184


Remarks on Tuesday. December the 17 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Small Traide Wind. At 4 pm our Captain came on board with our men and then came on Shore to go after the Boats Crew that was left on Shore and he found 2 Men and the rest was Gone Back in to the Cuntry to git clear of being Prest. Come on board and Hoisted up our Boats. Middle part, fine weather and a Fresh Traide. Latter part, ditto wind and weather. Loard down our boat and went on Shore and Found 2 more of Our Men. At 10 am come on board and brought off 2 Casks of Bread. So ends this 24 hours. All well as to helth on board. There are 2 of Our Men we have Not Found Yet."

It was most unusual for a British Naval Vessel, having pressed some men to augment her crew, to give them up again, just at the request of their Captain. It would appear the men had protection certificates which were being kept for safekeeping by Captain Coffin. When he produced the certificates as proof of the men's Americanism, the Naval Commander had no choice but to release them. Four of the six men on the beach in charge of the boat have bolted for the bush, fearing being pressed. Later two of the men came out of hiding at the request of their mates and retumed to the ship.

All merchant seamen dreaded the press gangs and being drafted into the Royal Navy with its harsh discipline, bad food and conditions.

Remarks on Wednesdav, December the 18 day: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Fresh Traide Wind. At 2 pm our boat went on Shore. At 5 pm she come on board. Middle part, fine weather and a SHARPE Look Out for the Prest Boat. Latter part, fine weather and a Small Wind. Went on board of a Schooner from Hartford, {Connecticut) and git a barrel of Beef Come on board and gut some breakfast and then Went on Shore and Found our 2 Men. At 10 am the said Friggett set Sail and a Happy Sight it was to All Americanes. At 12 oclock our boat come on board."

Remarks on Thursdav, December the 19 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a Fresh Traide Wind. We sent up our Fore Topgallant Yard. At 2 pm our Boat went on Shore. We employed in giting ready for Heaying ahead. At 4 pm our Boat come on board and we hoisted up the Boat and Hove up the Anker and Maid Sail and 2 Americaines Schooners in Company with us. Middle part, fine weather and a Fine Steadea Traide Wind. Our Ships Cours is NNW Still in company with one of the Schooners. We saw St. Martains and Samberearer. Latter part, fine weather and a Small Wind. On bent our Cables and Quoiled them Down. From which I take my Departer from the Island of St. Eustatia, being in the Latitude of 17 degrees 29 minutes North; Longitude 62 degrees 57 minutes West. So ends this 24 hours and all well as to helth." Distance Run = 77 miles Lat = 180 40' North. Long = 630 28' West.

As Crosby mentions it was a happy sight to see the Naval Frigate put to sea now that their mates were back on board. On this ship, and the ALLIANCE as well, most of the hands on board are inter-related through marriage and family. The genealogy of the Coffin family is very extensive and the Gardners and Crosby's are related to the Coffins, therefore they would not be happy to see their relatives seized and placed aboard a foreign warship even though their family roots were from England.

The two Islands sighted this day were St. Martins and Sombrero as the ship passed through the Anguilla Passage making for the open sea.

page 185


During the next two days the weather was fine with a light trade wind. The ASIA an her schooner consort were still steering to the NNW, heading through the island chain for the open Atiantic. At 6 in the evening the ships passed the small island of Anegarda in the Virgin Islands. The crew were kept busy, while not sail handling, in repairing the studding sails. Once repaired the sails were hoisted aloft and set on their booms. At night sail was reduced as occasionally a squall would pass over with a sudden burst of wind and if not prepared for could damage the sails and rigging.

On Saturday aftemoon with little or nothing to do in regard to sail handling as there was a steady trade pushing the ships ever northward. Captain Coffin gave his crew a "make and mend" With the passing squalls of rain filling the tubs on deck this was the perfect opportunity for washing and mending clothes and making knick-knacks.

During Sunday morning as Mr Starbuck, the mate, was walking forward from the poop, he looked up and noticed a small tear in the larboard side of the fore topgallant sail. Hailing his watch he had them lower the yard and send down the sail. It was quickly repaired and sent back up again and set to the wind. From the time the ship sailed from Basse-Terre Captain Coffin had been getting reports from the carpenter that there was a leak somewhere in the fore part. Each day more water was appearing in the bilges and by Monday it was getting to be of serious proportions. The ship was braced up fine, that is the ship was sailing as close to the wind as possible without the luffs of the sails shaking as she made her way to theNW

Captain Coffin had the hands on watch withdraw the pump spear and found parts of the lower end corroded and almost ready to break. Getting out the portable forge he began manufacturing some new and spare parts for the pump. The main body of the pump was reinstalled and the men, every hour on the hour, took their tums at pumping water from the bilges and sending it back into the ocean.

Remarks on Tuesday. December the 24 dav: 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fresh traide wind. Our cours NWbyN. Our Captain still at it. Our consort still ahade. At 4 pm our cours NW At 7 pm hauld up our courses and hove our ship too upon the other tack to see if she would leek so bad. We lye too about 2 hours and found that she leeks eyry bit as bad. At 9 wore ship and run under 3 topsails and staysails. Cours NNW Middle part, squally, our Consort out of sight. At 6 am called all hands and went to work a breaking up to see if we could find the leek. It was upon the larboard side forward and under a timber so that we could not stop it. We saw a schooner that we come out in Company with and Spake her. Now we are bound into some of the Leeward Islands to stop the leek. So ends this 24 hours and all well as to helth on board." Distance Run = 65 miles. In Lat = 22° 05' North. Long = 65° 50' West.

In an attempt to discover where the leak was coming from Captain Coffin had the ship laid over on the opposite tack. When the sails are full of wind the ship heals over and one side is well under water while the other side is well out of the water showing the tum of the bilges. Putting the ship on the opposite tack reversed this and the Captain hoped that with the ship on this tack the leak would stop, but it didn't and so he had the crew shift the cargo in the hold, and removing some of it so that the carpenter could get to it and try to repair the leak.

However when the carpenter got to the site of the leak he found that it was behind one of the forward frames on the port bow and he was unable to get behind the frame to stop the leak.

page 186


Remarks on Wednesdav. December the 25 dav. 1793. ASIA. "The first part of this 24 hours begins with squally weather, our cours West. Set the topmast studding sails aft and set the main topgallant sail. At 3 pm took in the stearing sails and the topgallant sail, the wind varable and verry Thick and Squally. Middle part, the same weather. Latter part, the weather better. Set the topgallant sails and jib. Our Captain employed a Blacksmithing. At 10 am took in the topgallant sails. So ends this 24 hours and all well as to helth on board." Distance Run = 78 miles. In Lat = 22° 11' North. Long = 66° 59' West.

This is the crew's third Christmas away from their loved ones in Nantucket and once again there is no indication that the day was anything other than a normal working day at sea.

Remarks on Thursday. December the 26 Day. 1793. ASIA "The first part of this 24 hours begins with Considerabel Good Weather and a Fine Breze at SSW Our Captain employed about the same work. We close bye the Wind. Middle part, squally, handed the jib. Latter part, thick and rainy and the Wind Varable from SSE to SW We Full and Bye with our Larboard Tacks on Board. At 11 am single reeft each topsail. So ends this 24 hours Our ship leeks still as bad."

Distance Run = 77 miles. In Lat = 22° 31" North. Long = 68° 51' West.

[Full and Bye = sailing close to the wind with the sails bellying and full of wind.]

Remarks on Fryday, December the 27 Dav. 1793. ASIA

"The first part of this 24 hours begins with considerabel good weather and the wind at WSW with our starboard tacks on board. Stearing by the wind to the southward and eastward. At 8 pm hove the reef out of the main topsail and set the jib. Middle part, fine weather and a fine breeze at EbyS and our cours SSW At 2 am out reefs in the fore and mizen topsails and set the main topgallant sail. Latter part, fine weather, set the fore topgallant sail, the wind at SEbyS. We stearing by the wind with our larboard tacks on board. So ends this 24 hours and all well as to helth on board of the ship." Distance Run = 70 miles. In Lat = 21 ° 47' North. Long = 69° 49' West.

Remarks on Saturday. December the 28 Dav. 1793. ASIA. "The first part of this 24 hours begins with fine weather and a fine breeze, we are still stearing by the wind to the SW At 6 pm handed the topgallant sails and jib and hauld up the mainsail and mizzen. At 9 pm hauld up the foresail and backed the main topsail. NO land in sight. Middle part, thick squally rainy weather and the wind varable. Verry sharpe Litning and Thunder. At 12 oclock clewed up all the topsails and lay to under a mizen staysail. At 4 am set the topsails, the cours WSW. At 6 am set hole sail, stearing sails and all courses, {set all the sails.) To the West saw a small sloop but did not spake her. Still stearing in for the land. So ends this 24 hours and all well as too helth on board of the good ship ASIA." Distance run = 66 miles. In Lat = 21° 36'North. Long = 70° 52'West.

Remarks on Sundav. December the 29 Dav, 1793. ASIA. "The first part of this 24 hours begins with squally weather and a small wind and varable. At 3 pm SAW the LAND bareing SbyE. We took in our stearing sails and our topgallant sails and jib and braised up by the wind and steared rite for it. At 4 pm took two reefts in each topsail. At 5 pm hove too about and stood by the wind. Middle part, thick weather and calm. At 11 pm wore ship and stood in for the land. At 12 oclock hauld up the foresail and back't the main topsail. At 2 am fiUd away again. At 3 am hove a back again. Latter part thick

page 187


squally weather. At 5 am made sail, out reefts and topgallant sails and stearing sails, our cours SWbyW Stearing for the land. Saw a sail but did not spake her. So ends this 24 hours and all well as too helth."

Remarks on Monday. December the 30 Dav. 1793. ASIA. "The first part of this 24 hours begins with thick lowry weather and the wind varable. All hands employed in trimming our sails too the wind. We still running in for the land. At 4 pm we got abrest of with Turks Island and the Caicoses. We saw sevrel vessels at anchor at Turks Island. We are bound to the MOLD. Middle part, fine weather and a fine breeze, the cours SbyW Saw porpoises and struck one but could not save him. At 12 oclock set the fore topmast studding sail and kept the ship off SW Latter part, thick lowry weather. At 6 am the wind hauld to the SSE, took in the studding sails and braised up by the wind our cours SW-We hoisted out our larboard pump and stopt a leak in it. So ends this 24 hours and all well as to helth on board. Our ship leaks about 500 hundred streaks an hour. We saw a brig but did not spake her. We are still running for the Mold."

[The ship is running along the north coast of Haiti through the Hispaniola Channel. They sighted the Island of Tortuga off the coast of Haiti, while to their north lay the Turks and Caicos Islands. The ASIA was bound for the small port of Le Mole St Nicholas on the eastem end of Haiti and facing the Windward Passage to make urgent repairs to the hull. The crew, in between sail handling, were working in shifts to maintain the pump rate of 500 strokes per hour to keep her afloat.]

Remarks on Tuesday, December the 31 Dav, 1793. ASIA. "The first part of this 24 hours begins with fine weather and calm. Loard down our boat and Tryed the Current. At 3 pm a fine breeze at ESE and our cours SSW. Set the foretopmast stearing sail. At 5 pm took it in again. Middle part, fine weather and a fine steadea breeze, cours the same. At 2 am saw the land of Hispaniola. Latter part, ditto wind and weather, set the stearing sails. At 11 am we gut a brest of the Island called Turtuga. So ends this 24 hours. We still running down along shore for the Mold to stop our ship from leeking."

Captain Coffin found the ship almost stationary in the calm conditions and he decided to tow the vessel with the ship's boat. However, this manoeuvre requires little or no current setting against them. In this case though the current mnning along the shores of the islands proved to be too strong and the rowers made no headway.

Hispaniola is the old name for the large island comprising todays countries of Haiti and the Dominican Republic.

Remarks on Wednesday, January the 1 Dav. 1794. ASIA. "The first part of this 24 hours begins with fine weather and a small wind at ENE. We still running down for the Mold. We saw a Brig but did not spake her. At 4 pm we took in the studding sails. Middle part, calm. We still bedding a long shore. Latter part, fine weather and a small breeze at East. We set the stearing sails. Still running a long the shore. We have a strong current a gainst us which we have a tite match to hold our own. Saw a plenty of vessels but spake none. So ends this 24 hours and all well on board of the Good Ship ASIA. Our ship leeks just the same."

The ship is having difficulties beating against the current and getting to the harbour of Le Mole St. Nicholas and the crew are constantly setting sails, taking them in and shifting the studding and stearing sails to get the best advantage of the winds. It is now two years and

page 188


three months since the ASIA and her crew departed from Nantucket leaving their loved ones on the wharves wondering if and when they would return.

Finally on Friday moming at 10 am the ASIA reaches the entrance to the harbour and begins to beat up the bay to reach her safe anchorage and the repair facilities offered by the tradesmen in the town.

Remarks on Frvdav. Januarv the 3 Day. 1794. ASIA. "The first part of this 24 hours begins with a fresh traide. We still beating in. There was a Large British Friggatte at ancher and Sevrel Americanes. At I pm the Friggattes Boat come on board and then put off a gain. At 2 pm we let go our Anchor and Frilled our Sails. Our Captain went on board of the Friggatte and at 3 pm went on shore. At 4 pm he came back on board and we heard that the English had taken PORT AUX PRINCE and that there was a hard Winter in America and that there was sevrel Americane Vessels got Blode Off Middle part, fine weather and Calm, we employed in pumping the ship. Latter part, fine weather and a fresh traide. All hands employd fiting the riging. At 9 am the Captain went on shore. At 12 oclock he come on board. So ends this 24 hours and all well on board the Good ship ASIA. Our Ship Leeks as Much as Ever."

The ASIA has now made it to the safety of the harbor of Le Mole St. Nicholas and the British Man-o-War anchored on the bay has sent her boat across to check Captain Coffin's papers and ensure there is no connection to, or cargo for, France. Captain Coffin then goes ashore to report his arrival and situation to the Harbour Master and while there teams of the terrible winter being experienced in North America. Many vessels were blown away from the land and many were lost forever in the ferocious gales that lashed the eastem coasts.

As the ship was to be laying at anchor for some time the crew, on Saturday moming after pumping the water from the bilges, swarmed aloft and began to strip the top hamper.

This was a normal procedure on board a sailing ship when she was to be at anchor for some time as it removed the heavy weight from above the deck and made the ship much more stable. It wasn't unknown for sailing ships to capsize from too much weight above the deck and too little below in the way of ballast or cargo

First the topgallant sails were unbent and lowered to the deck, rolled into sausage shapes and sent below into the sail room for storage. Next were the topsails, again lowered and stowed below. Once they were clear of the deck the topgallant yards were stripped, the Tyes unshackled and the yards lowered to the deck, where they were carried aft to be stored on the poop. Then the topgallant mast backstays and shrouds were slackened, lashings removed and the topgallant masts, fore main and mizzen were lowered to the deck. Once the lines, blocks and tackles were cleared away and correctly stowed then, down came the topsail yards and fittings and they too were carried aft. Lastly the three topmasts were unshipped and they were also brought to the deck and carried aft to be stowed out of the way.

Now the crew began the task of shifting the barrels and casks of oil out of the fore hold and moving them aft to bring the bows up out of the water as much as possible so that the carpenters could get at the rotten planks and renew them. As the casks were lifted out of the hold on to the deck or shifted into the 'tween decks, the cooper immediately began to tap the hoops tight and where necessary re-cooper the oil into fresh barrels.

Some of the hands, under the supervision of the mates began to make and instal stages over the sides around the bows, just below the level of the rotten planks, for the carpenters to sit on while doing their repairs. At daylight on Sunday moming all hands were called and the capstan manned. With the shantyman singing a hauling shanty the anchor was heaved up and

page 189


once up and down the ASIA was towed closer to the shore and shallower water. When she was almost aground the anchor was let go again and this time a kedge anchor was mn out astem to moor the ship steady.

Captain Coffin, on Sunday aftemoon had his boats crew row him across to the British Frigate, where he went on board to make a request of the Commanding Officer. Captain Coffin asked for the loan of the Head Carpenter to inspect and report on the condition of the hull of the ASIA. As the Captain of the Frigate was well aware that the ASIAs men had helped save the lives of some of the Packet Boats crew, he was only to happy to assist and he ordered his head carpenter to go across and assist in the repairs, where possible.

The carpenter was rowed across to the ASIA with his bag of tools and getting onto the staging immediately began to probe and poke at the timbers, finding out which of them had rot and where the good timber began so that he could safely cut at that point and splice in another length of timber. Captain Coffin went on shore in the aftemoon to find a ship chandlers where he could purchase lengths of timber for the repairs. He retumed late in the evening with enough timber to complete the repairs necessary to get the ship back to Nantucket. The ship was heeled over to starboard first so the carpenter could work on the larboard side.

On Monday moming, January 6, 1794, the carpenters began their work, cutting out the rotten timbers and cutting and inserting the new wood. As the pieces were fitted and secured with new treenails some of the seamen were teasing out oakum and heating pitch, getting ready to caulk the new seams.

As soon as the carpenters had finished their part of the operation the caulkers got to work. They swung down onto the stages and began to work the teased oakum into the joints between the planks, tapping it in solidly with their caulking mallets. The hands on deck then passed down small buckets of hot pitch and this was worked in over the oakum section by section. As each lot of pitch cooled another lot would be worked in until the seams were ftill and the cooled pitch just standing proud of the timbers.

With the larboard side finished the ship was brought upright again and then heeled to larboard so that the starboard side could be inspected and if necessary repaired also.

"The Head Carpenter come on board and sarched the other bow and He found Sevrel Timbers Rotten and Needing to be Replaced. He sed he Thought it Not Proper to go on to the Amaricane Coast at This Time of the Year."

All during this week as the ship is being repaired. Captain Coffin is being rowed ashore for meetings or being rowed across to other ships at anchor in the bay to have a gam. There were already a number of American vessels at anchor in the harbour when the ASIA arrived and every day more ships arrived, as, on Tuesday, 2 large English Friggattes, on Wednesday, come in a large Americane ship. On Thursday, come in and Americane Brig and a Schooner. And the crew have nothing to do. The ship is repaired and when righted there are no leaks, the hull is tight again. There is no cargo to be worked and nothing to do about the decks.

By Thursday January 9, even Sylvanus Crosby is carping at the inactivity on board and states, "nothing to do but EAT, we are employed about NOTHING."

Across from the ASIA lies a Boston Snow Brig discharging tobacco from her holds and taking in a cargo of bagged sugar, barrels of molasses and lengths of mahogany timber for the American market. Two of the ASIAs hands, being friendly with the men on the Snow Brig, rowed across and got themselves casual work on board helping to discharge and then stow the oncoming cargo

page 190


Remarks on Saturday. January the 11 Day. 1794. ASIA "The first part of this 24 hours begins with fine weather and a small breeze to the Westward. WE NOTHING TO DO AT ALL ! At 4 pm our Captain come on board. Middle part, fine weather and calm for the most part. Latter part, ditto wind and weather At 8 am hove up the anchor and hauld our ship clost into the Shore and Mored Her Head and Stern in order to Lye until Spring and Sell our Oil.

FOUR of our People on board of the Americane Snow Brig at work for themselves. This day we sold about Two Tons of Oil.

One of our Passingers shipt on board of a Brig bound to Baltimore. So ends this day and all well on board the Good ship ASIA."

Captain Coffin, on the advice of the Head Carpenter of the British Frigate, has decided that he will not attempt to sail north to Nantucket during the winter months due to the extremes of the weather and the poor condition of the hull of the ASIA. The ship has been put into a lay up situation and the crew have nothing to do except row the Captain ashore or about the harbour and to keep an anchor watch on board. As Crosby states,

"We not much of anything to dow but pass off and on with our boat" Some of the hands, to stave off their boredom, and no doubt, to make a little extra

money, have been taking jobs on other vessels, while Captain Coffin is selling barrels of their oil to the merchants in the town.

Remarks on Monday. January the 13 Day: 1794. ASIA. The first part of this 24 hours begins with fine weather and a fresh traide wind. Our

Captain on board of the Boston Snow. At 2 pm we went on shore to see folks and fashions. At 4 pm we come on board. Middle part, a fresh wind. Latter part, fine weather and calm. Four of our people on board of the Boston Snow a gain at work. This day we sold a bout 20 barrels of oil. So ends this 24 hours and all well on board the Good ship ASIA. Still lying a Mored in the Mold.

During the next week some of the crew of the ASIA are working for themselves on not only the Boston Snow, but another of the American vessels, a Snow Brig from Philadelphia. The rest are employed rowing the ship's boat to the shore and back to the ship or about the harbour, to and from other ships at anchor. Three more American schooners have arrived at Le Mole St. Nicholas and have come to anchor.

In between their rowing duties the men of the ASIA are employed in shifting the barrels of oil in the holds as they are selling various amounts to the merchants and smaller amounts to the ships at anchor. On Tuesday Captain Coffin sold 10 barrels of oil, on Wednesday, 7 casks were sold. Some of the casks of Sparmacitie Oil had to be lifted out of the after hold and shifted to the fore hold as the Captain had sold some of his Write Whale Oil.

Right Whale Oil is a little inferior to Sperm Oil and commands a lesser price and Captain Coffin sold seven casks of the right whale oil to the captain of a small Sloop that traded about the windward islands. Then on Friday, January 17 another 28 casks of oil were sold an delivered to the shoreside warehouses. This was followed by another 25 casks on Saturday aftemoon.

Sunday dawned fine and clear with a gentle breeze from the southeast. The watch keeper called the hands and in the cool of the moming the men hoisted up the casks of oil to be sold and began to cooper them. Tapping the bands down taut on he staves to ensure minimal leakage. When the required number were on deck the ship's boat was brought

page 191


alongside under the main lower yard. A tackle was suspended from the end of the yard and the barrel rolled under the lower end. Using an old seaman's method, the two men on deck tied the hogshead sling knot around the barrel, which was then secured to the lower hook of the tackle. Hoisting away the barrel was slung outboard and lowered into the boat where it rested between the thwarts. Another barrel was lowered and then another. The boat was then rowed ashore to the small jetty and the barrels discharged, to be rolled away to the warehouse.

When the cargo was all discharged the men retumed to the ship where they washed themselves and changed into their shoregoing clothes. With coins jingling in their pockets the men rowed to the beach. When the bow hit the sand the men leapt out and dragged her up the beach above the high water mark. Stowing the oars inboard the boat was secured and the lads made their way into the small town, not much larger than a village.

Being a Sunday the local gentry and their ladies came out in the late aftemoon, early evening for their promenade along the seafront avenue. The ladies were dressed in their finery and were putting themselves on display while being discreetly accompanied by their chaperones. The young gentlemen of the town and the plantations also were promenading along the avenue trying to catch the eye of the most attractive young lady and hopefiilly pass a secretive message arranging a tryst.

The men of the ASIA and the other vessels in port, mingled together, mostly amongst themselves, discussing the latest happenings and news from their homes in the seaboard towns of North America. The sweet locally produced mm and fmit juice mixture, generally known as Planter's Punch was a welcome and refreshing drink to pass the aftemoon away.

Remarks on Monday. January the 20 Dav. 1794. ASIA. The first part of this 24 hours begins with fine weather and a small breeze. We nothing to do but go on shore and walk a bout. Middle part, fine weather and calm. Latter part, fine weather and a small breeze. Four of our People on board of an Americane Snow Brig at work for themselves. This day we sold 25 casks of Oil. Employed in hoisting up oil. So ends this day and all well on board.

Remarks on Tuesday. January the 21 Dav. 1794. ASIA. The first part of this 24 hours begins with fine weather and a fine breeze. We employed in hoisting up Oil for sail. Middle part, a small breeze. Latter part, fine weather and calm. WE HAS NOTHING TO DO. 4 of our people on board of the Boston Snow Brig. The Harbour Master came alongside and ordered us to set the collours and at the Guns Firing, Set them at Half Mast and at the Second Guns Firing, Hoist them up again. And Ordered eyry vessel in the Harbour to do the Same. So ends this day, our Captain on shore and all well on board of the good ship ASIA. Still at anchor in the Harbour of the Mold.

Normally the hoisting and lowering of the ship's colours signifies the Anniversary of a National Event or the Death of an Important Personage. The only event or thing of significance that I can discover that occurred on January 21 is the Death of King Louis the 16th of France, who was guillotined on this day in 1793 after being found guilty of Treason by the Revolutionary Council in Paris.

In the days following more oil is sold and the men are going off to work on the other ships and those that remain on board, "still has nothing to do but pass and repass with our boat." Later in the week, on Friday, Crosby writes that 3 of the crew "is not well." They have now been at anchor for about two weeks and for something to do the sails are hauled from the sail room and sent aloft. When they were first taken down and stowed they would have

page 192


slightly damp and now that the weather has become fine and fair and dry with hardly a breeze it is an excellent chance to dry them completely. The sails hung from the yards for the day and in the late aftemoon before the evening dew fell the sails were taken in and stowed again in the sail room.

On Sunday, January 26, 1794, the ship is still firmly moored fore and aft at Le Mole St Nicholas and the weather is, as usual, fine with a gentle breeze. All hands went ashore in the early aftemoon to view folks and fashions and to walk about the town. At sundown all the men retumed on board to face another week or more anchored in this out of the way harbour, and no doubt wishing they were on their way home to Nantucket and their loved ones.

Remarks on Mondav. Januarv the 27 Dav. 1794. ASIA. The first part of this 24 hours begins with fine weather and a small breeze at West. All hands came on board.

s o ENDS THE ENTRIES IN THIS LOG BOOK.

The Good Ship ASIA, Captain Elijah Coffin and his crew, finally reached Nantucket in late February 1794, to join their friends on the ALLIANCE, Captain Andrew Pinkham and his men, already berthed, having arrived on Saturday, January 18, 1794, thus completing an extraordinary voyage of exploration, commercial endeavour and brilliant seamanship and navigation.

To have completed such an amazing voyage to waters and lands unknown to them prior to departure and to have survived the voyage with only the loss of ONE man. Captain Bartlett Coffin, not from sickness such as scurvy but from a most unfortunate accident is, in this day and age, truly remarkable and a tribute to the toughness and resilience of the seamen of the 18th century.

As a seaman of 48 years in the merchant navy I am in awe of them. Rod Dickson; Perth, Westem Australia; 2007

page 193


APPENDIX 1.

SHIPS SPOKEN DURING THE VOYAGE.

Shins Name

POLLY NANCY HARRIET POLLY H.M.S. MEDUSA H.M.S. SCORPION NYMPH SPY FLORA ROBERT MORRIS CLIFTERONS AWARD

Reaistered at

from Cape Ann from Halifax from Nantucket from New Bedford 50 gun ship. Sloop - of- War. from London from London from Bengal from Boston from London from Calcutta

ILLUSTRIOUS PRESIDENT ?? CHASER DISPATCH ELEANORA INO GRAND TURK DIANA PLINY ELIZABETH SAMPSON PEGGY DAUPHIN AMERICA EDWARD WILLIAM PENN GREYHOUND LEVERET COURAGEOUS DIANA RANGER BENJAMIN NEGRO PORT SEA WARREN NANCY (sloop) NEPTUNE (brig)

from Madras from Batavia Brig Snow Brig ship; Salem

a Cutter from Bourbon from Boston from Philadelphia from Salem from Nantucket from Nantucket from Nantucket from Nantucket from Nantucket from Nantucket from London from London from Nantucket from Dunquerque from London from London from Nantucket from Providence, R.I. from Providence, R.I.

Cantain's Name

Capt. Jonathon Coffin. Capt. John Sprague. Capt. Brown Coffin. Capt. Cottle. ?? St. Jag ?? St. Jag Capt. Jones. Capt. William Fitch. Capt. Jacob Smith. Capt. ?? Capt. ?? Capt. Thomas Meek. Capt. Butler. Capt. Tallman. Capt. Oliver. Capt. Simon Metcalfe Capt. Robert Metcalfe Capt. Lingoon. Capt. Clasande Coffin.

. ?? Capt. Cithcart. Capt. Howell. Capt. Hilston. Capt. Stephen Gardner. Capt. Tristram Gardner. Capt. Micajah Gardner. Capt. Obed Fitch. Capt. Obed Bunker. Capt. Isaiah Bunker. Capt. Swain. Capt. Valentine Swain. Capt. William Swain. Capt. Isaiah Hussey. Capt. John Hawes. Capt. James Whippey. Capt. Matthew Starbuck. Capt. Holden Langford. Capt. Edward Hazard.

Where Spoken

Cape De Verdes Cape De Verdes Cape De Verdes Cape De Verdes

o; Cape De Verdes o; Cape De Verdes

Cape of Good Hope Cape of Good Hope St. Pauls Island Mauritius Mauritius Mauritius Mauritius Mauritius Mauritius Kerguelens Kerguelens Mauritius Mauritius Mauritius Mauritius Mauritius Mauritius Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Delagoa Bay Nth. Atlantic Nth. Atlantic Nth. Atlantic

page 194


APPENDIX 2.

Details of the ship NEGRO of L'Orient and her voyage to Delagoa Bay, 1793. Crew List and Lavs, or Shares. Captain: John Hawes. Lay = 1/15. 1st. Mate; Humphrey Bailey. Lay = 1/26. 2nd Mate: Lewis Tobey. Lay = 1/38. Roloph Swinson & Calvin Bunker. Lay = 1/60. Reuben Paddock; Jonathon Romans; Jeffrey Cooper. Lay =1/70. James Coffin; Bethuwel Coleman; Barma Spooner; Shubael Hawes; Solomon Slocum and Pomp Butlin. Lay = 1/75. Elias Williams; Noyes Wheler; Lucas Bailey. Lay = 1/90. Isaac Talbert. Lay = 1/84. Peter Tailor. Lay = 1/100. PeterSimmons. Lay = 1/112. Peter Vadieux paid 15 livres per month. The ship arrived at L'Orient from Delagoa Bay on 10/11/1793 with a catch of :-303 casks of whale oil Valued at = £ 1 8 4 7 / 1 6 / 3 . 11 casks of Head Matter Valued at = £ 121 / 8 /8 . 11 casks of Sperm Oil Valued at = £ 143 / 13 / 4. 9,842 lbs Whale Bone Valued at = £ 246 / 1 / -

Total = £ 2358/ 19/3. From this was taken the crews lay, or share and charges. Profit on this voyage = £ 2150 /13 / 3.

APPENDIX 3.

Ship DAUPHIN, of Dunkirk from Delagoa Bay. Captain Stephen Gardner. Lay =1/17 Mate Simeon Long. Lay =1/30. Harpooner Obed Luce.Lay = 1/50. Harpooner - Henry Coleman. Lay = 1/65. Boatsteerer - John Shearman. Lay = 1/65. Boatsteerer - Nickerson Chan = 1/90. Cook - Thomas Chan Lay = 1/150. Steward - Tineman Taber. Lay = 1/90. Seamen Their Lays = 1/150. Job Pruin; Peter Eddy; Charley Wheelwright; William Nero; Isaac Durphy; Prince Cook; John Batter; John Lewisey. Ship's Boy Thomas Shearman.Lay = 1/200.

APPENDIX 4.

Ship EDWARD, of Dunkirk from Delagoa Bay. Captain - Micajah Gardner. Lay = 1/20. Mate - Calvin Gardner. Lay = 1/40. Richard Groves & John James. Lay = 1/60. John Tanson. Lay = 1/65. Henry Smith; Marcus Horslane; Besently Verily; Frederick Tarob; William Barber William Jones; John Volanto; John Cheveblier; John Gothier; John Battis*; John Douglas; Thomas Heard; John Louis Clement; all the above on a Lay of 1/95. Peter and Jacob; the ship's Boys, their Lay =1/190. Andrew Cribbins was paid 15 Livres per month.

*John Battis died on the voyage. She took 505 casks of whale oil = 46,197 gallons After disbursements the profit on the cargo was £ 2952 /10 / 00.

page 195


APPENDIX 5.

Ship BENJAMIN from Dunkirk to Delagoa Bay and return. Captain - Isaiah Hussey.Lay = 1/20. Mate - Thomas Dunkin. Lay = 1/40. Moses Starbuck & Robert Kimble, Lay = 1/50. Elias Hendley, Lay = 1/60. John Malagan; William Kerbey; John Hogglefield; Lawrence Longmill; John Thomphins; Nicholas Tourdan; All the above seamen were paid a Lay of 1/97. Lawrence Vattell Cook; Lay =1/97. Peter Lurie - Cooper, paid 1 livre per barrel whale oil & 2 livres per barrel Sperm Oil.

She took 870 casks of whale oil. After disbursements the profit on the cargo was £ 2324 / 1 8 / 2 .

APPENDIX 6. The diary of John Bartlett of Boston,

who sailed in the ship MASSACHUSETTS, Captain, Jacob Prince, on the 19th of March 1790, bound for Canton. He left this ship at Canton and joined the ST. CROUSE and then shipped on the LADY WASHINGTON for a voyage to Manila and retum to Canton. After this episode Bartlett joined a snow brig named the ELENORO bound on a whaling sealing voyage to Isle of France, (Mauritius), and beyond. Following is the transcript of the diary entries conceming the voyage of the ELENORO, also known as the ELINORA and the ELEANORA. Before Bartlett joined the ELENORO the ship was involved in a massacre of natives at the Sandwich Islands, the story of which was printed at Sag Harbour, Long Island, in "Frothinghams Long Island Herald" on the 5th of January 1791.

The spellings are as they appear in the document, filmed as P.M.B. 219. The original document is owned by the Peabody Museum.

Januarv the 16th: 1792. I shipt myself gunner on board the Snow Brig ELENORO, Captain Simon Metcalfe, Commander, bound to the Island of France. Saild the next day following. Februarv the 26th 1792. Run into Bantam Roads at the Island of Java. Came too in 12 fathoms of water with the best bower about 3 miles distant from the Fort. Sent the boat on shore to buy a few hogs and vigitables for a sea stock. At our landing we wos met by a Dutchman. He conducted us to the Gaits of the Casstel. We wos a half hour thare when a Sargent came. A Halbet walked be fore us up to Govenor House. He recived our Officers kindly and Gave us Libaty to buy aney {thing) we pleased. Here I fell in with one Roborson, a Irish man that I formly knew at Amsterdam. He showd me all about the place. Excepting the place whare the Monimest wos erected over the Peple that killd at the Massicree of Bantam in 1623. From March the 12th. 1792 to September the 9th 1792. March the 12th arived at Port Lewes, {Port Louis) on the Island of France, {Mauritius) Discharged our cargo which wos 2,500 chests of Tea and begun to Repair our Vessel. Put in new beams fore and abaft and bought Copper and Iron and other Trade for a North West Voyage. Mav the 9th. Our Captain bought a Small French Brig, about 90 tons burthen. Gave four thousand paper Dollars for her. She wos full of water at the time, which made them sell her cheaper than they would have done. She struck a coming in. Thay all thought that she was Bilged. We hove her down and Found her to be a Good Vessel. We mounted 10 guns on her and got her in readiness for to go to the North West with us. I was sent on bord as Gunner of her and got my wages Raised. Young Robet Metcalfe the Captains Sun wos appointed Captain of the Brig

page 196


INO, for that is our New Vessels Name. At this place Captain Low, an old shipmate of mine Lay Sick in Hospetil and has been thare and at Burbon, {Bourbon, now Reunion) for this 3 years past and Sent his Vessel home. The Americans Captains made a Conterebusions and Corlected up wards of Four Hundred Dollars to pay his Passage in the ship SALLY, Captain Kennedy, bound to Baltimore, (the ship Saild and left him behind). When Captain Low heard of it he tuck 3 Doust of Oppin, which put an end to his life. [From the arrivals and departures from Port Louis, Mauritius; Captain Thomas Peter Low

arrived at Port Louis from Bombay on the 30th of January 1789 in command of the Brig UNION. On the 7 th of March 1792 arrived the SALLY, Captain Thomas Kennedy from Baltimore and on the 9th of March arrived the ELENORE, Captain Simon Metcalfe from New York via Canton.]

Julv the 23rd: 1792. Tuck in our Copper and Iron for a Treading Voyage and Grate Quantety of Cordig and Canves for Chinia on our Return thare from the North West of Amarica. Buying the Copper, Iron, Cordig, Canves, buying the Brig INO and Repairing the ELENORO Rendered our Captains Purse verry Low, so that he wos obliged to sell off all the Tread that we had onboard for the Coast and wos obliged to Alter his Voyage from the North West to that of an Oil Seal Skin Voyage to the Island of Dissilation or Munsair Kurguland and had but just Muney enuf left to Pay his Men thear Advance and Git His Vessels out of Port Louis. \The Kerguelen Islands were named for Yves De Kerguelen-Tremarec who discovered them

in 1772. The Bay he found is on the South Coast of the main island and is today named Gros Ventre Bay after one of his ships. Kerguelen-Tremarec returned the following year and discovered Bale de I 'Oiseau, (named after one of his ships). The next voyager to encounter the Island Group was Captain Cook who brought his vessels to anchor in the same bay on the north west corner of the main island. He arrived on Christmas Day 1776 and named it Christmas Harbour, not knowing that it had already been named. The land about him that he saw was bare and desolate and he subsequently named the Island Group the Desolations.]

September the 9th: 1792. Recived my Wages from the ELENORO to the Amount of 60 Dollars in Paper. September the 19th. 1792. Cast off our Head fast and Hung to Stam Mourings. At 12 Meridian the Pilot came Onbord. At 4 pm Dropt down to the Boys and Came Too Ancher thare. At 12 oclock that Night got under way with the in Cumpeny, Bound to the Island of Madagaska to wood our vessels and to Buy Rice and other things for a Sea Stock for to last us the Passage to Kurguland. September the 20th: 1792. Begins with clear and plesant wether. At 10am run by the Island of Burbon bound to the Island of Madagaska. The ELENORO begun to Make Water on account of Her Stricking Oppon an Old Rock camming out of the Island of France. Our Captain has but Little or No Command Amongst the Natives. At out Landing the Natives met us. All of them wos armed with Muskets, Knifes and Speers and Conducted us to the Forte ware a white man wos. He informed us that the King did live four miles away in the Contrey and Would be Down the Next day, and He Told us that We Must Give the King a Present, for without that we Shuld Not be able to Get aney Rice of him. September the 21st: 1792. The King came down from his Village with a Large Train of Armed Men. With him we sent Two Muskets, One barrel of Powder and a large Kety Bol as a Present on shore To Him and Desired Him to come on bord. He thought that This Present wos not Surffisent for Him and Would Not come on bord that Night. September the 22nd, 1792. Early this moming the King made his Apearance Again on the Bank with a Large Train of Armed Men with him. We sent the boat on shore for him to come on Board but he Refused to Come Off Excepting we left one of Our Offisers on Shore in His Room.

page 197

The voyage of the ASIA and ALLLANCE.

Mr. Cartwright, the Second Mate of the ELENORO tarried on Shore in His Rooms, thn He Came on Board with His Qeen with Him. She had lived at the Island of France for two years and understod the Franch Toung Verry Well and stood as a Interperter for the King. He wos Arabian. A Stout and Savage Looking Fellow and wanted as maney Presents from us that Only ome Thare to Wood and Water as af we had come to Slave Trade with him. [At this period in history there was a large Slave Trade between Madagascar, Zanzibar and

the Islands of Bourbon and Isle De France as these Islands required labour to work in the sugar cane fields. This King was obviously one of the Slave Traders.]

September the 23rd: 1792. Begins with Clear and Pleasant Weather. At 12 meridian we made the Island of Madagasker and came to ancher at Fort Dauphin in 12 fathoms of water with a rocky bottom without the Fort. It beeing a verry bad Road Stead we Waid Anchor to beet up under the Fort. This Fort is build as a One Gun Battary on the Account of it Haveing no more then One Gun in it. The Natives came Down with Wite Flags Flying to Derect us to the Best Anchering Place and fain would have us hall our Stem close in to the Landing Place and to Make Fast to a Gun that the French had Laid Down for that Youse. But thear Polisy in this We did not Know. This Landing Place lays under the Bank that the Fort is Erected on. Our Captain paid but a Little Atanshion to thear Sins and Came too in 25 fathoms of Water about half a Musket Shot from the Battary. Sent the Boat on Shore. We found here One Wite Man, a Garman, a Runagard from the Isle of France and has but a little or no comand amoungst the Natives. At Landing the Natives met us, all of them Armed with Muskets, Speers and Knifes and They Conducted us to the Forts ware the Wite Man wos. He informed us that the King did live at a Town four miles back in the Controy and would be Down the Next Day. He told us that we must make the King a Present or Two for Without that we should not be able to Git Aney Rice from Him. September the 24th, 1792. The King asked for a grate Number of Things that He took a Fancey to, Particourley our Muskets that He Sea Lay in the Cabbin. When he Fund that our Captain would not give Him aney more Presents he begin to Greet his Teeth in a Verry Savage Maner, being about Half Drounk. He went on Shore Grumbling, and Knock down tow of our Wood Cutters. Seaing this Our Peple all tuck to the boat and came on board and fetchd Mr Cartwright with them. At the same time the ELENORO had five Girls and Three Men on Board and would not lett them Go on Shore. In the Aftemoon they begun to fetch down the Wood that we had Cut and Pild it up on the beach and Made Signals for us to Come and Fetch it. Accordingly we sent the Boat on Shore for it. By the time that we git our Boats half Ladened the King made a Signal from the Top of a Hill with his Speer, for his peple to Sease Oppon our Boat Crew. They did So, for they Flew Oppon our Peple. Tuck two of them on thear Shoulders viz; John Bradley and Francis De Mace, a French Man and Run Away like a Passel of Dear. The rest of the Peple tuck to the Boat and Defended them Selves with Billets of Wood uppon the Natives. For they would Run into the Surfe and Troy to drage our Peple back on shore. And our Peple would knock Them down with Wood for the Best of a Half Hour before they could get Clear of Them. The Boat no sooner git clear of the Surfe when they Begin to Fire at them with thear Guns. One Musket Ball went threw the Stem of the Boat and wounded the Boatswain in the Arms. By this time Bouth Vessels begin to Fire at the Natives. On our Vessel we had a Brass Four Pounder. When I loaded her I put Quite a Half of a Nine Pound Cartridge in Her and thought that suffisent for her Knowing that she had a Chamber in her and Required Less Powder then a nother Gun that has No Chamber. The Captain insisted uppon haveing more Powder put in to her. I did so. Loded her all moust up to the Muzel. My firing of her so Often 1 knowd how she would behave after.

After that I had Elivated the Gun for the Shore I tuck a Long Stick of Fire on one end of it, for with a Common Charge she would Brack her Takles and Fly round with her Muzel

page 198


against the Captain. For the same Reason I went Behind the Capstan to Fire her to Fervent her Braking My Legs. Our Cook being About half Drunk ran with a Brand ends of Fire and Tuckt her before I could Git Reddy to Do it Myself The Gun Bussted and Wunded the Captain in his Lip and the Cook in His Arm and Knockt all the Vittuals out of the Combuse {the victuals out of he galley) and Killd two Men on the Shore. And soon it put an End to thear Fireing, for Before That they kept Fireing a us with Muskets from Every Bush on the Shore. September the 26th: 1792. At day light we saw the Natives bissey Employd digging a Hole in the Wall of the Forte. At 8 am they Pointed a Gun at us from the Forte. At 12 Meridian thay sent a Flag of Truse down to the Sea Side for our Boa to Come on Shore to Make and Exchangeof Prisoners. We did so and Got our Two Men back Onboard but keept two of the Natives still onboard. It begin to blow a varry hevey gale in oppon the shore So that We expect every Minnit to Brake a Drift and Drive Onshore and to be Laft to the Mersey of the Savages. At 4pm the wind Dide Away. Got up the Yards and Topmasts. This day ends with a Clear weather. September the 27th: 1792. Begins with clear and pleasant weather and Light Airs off the Land. At 6 am Bouth Vessels got under Way and run out of the Harbour and Hove Too. Sent our Boats in to trye and find the ELENOROs anchor that she lost in trying to weigh it. We went in close under the Forte and Keept Sweeping for the Anchor. All this time the Natives keept pointing Thear Gun at us, thretening to Fire at us if we did Not Sent Thear Two Men onshore. Our Captain told them if thay offered to fire at us that He would Hang them Bouth at the Yard Arms, which parvented them from doing aney Mischife to us. At 4 pm gave over Looking for the Anchor and Came on board and run along Shore to find out Another Harbour. Came to Port Lewes. September the 28th: 1792. Begins with clear weather. At 9 am came to anchor at Port Lewes. Thear Cheef came off and Gave us Libity to wood and water. Our Captain gave him a Small Swivel, {Gun), and Sum Licquer. He promisd to suply us with Rice. He wanted to be acquaintd with what hapend at Forte Dauphin. We bought a Bulluck of them and waterd and wooded here. Thay behaved verry Civil to us but tould us a Grate Menny Decetefull Stoaryes conceming of the Rice, for in a day or Two we Found out that Thay had not enough for Themselves to Eat. October the 1st: 1792. Begins with clear weather. All hands employd Gitting up Yards and Topmasts and Gitting Every Thing Clear for Sea. At 10 am seaing No Prospect of Gitting aney Rice here we Waid Anchor and Got under Sail from Port Lewes on the Island of Madigasker bound to the Islands of Munsair Kurgulands Land. At sun set Madigasker bore NNW three leagues distant. October the 25th: 1792. Nothing remarkble Sence we left the Island of Madigasker Excepting the ELENORO makeing water so as to Kepe One Pump Gowing all the Day. The ELENORO hoisted a signial for our Boats to go on board of him. We sent our boat On Board of the ELENORO to asist. When comeing away Captain Metcalfe gave his son a Small Coper Speaking Trumpet to take on Baord with him. Mr Porter, the Chife Mate of the ELENORO seezed the trumpet and Said that It Wos His and Refused to Give it up The Captain went to heat his warmer and found that his two Mates had cut the Top off His Coper Stove with out his Orders, which put him in such Rage that he Broake his Two Mates and made Mr Williamson, the Mate of the LNO, Mate of the ELENORO in the room of Mr Porter and myself Mate of the Brig INO in the room of Mr Williamson. November the 29th: 1792. Begins with clear and pleasant weather being the first Fair Day that we have had for this ten days Past. This Moming Saw a great Number of Pinquins and Divers and Rock Weeds and Other Sines of Land, beeing in the Latidude of Mr Blighs Cap. Keept away for it and at 5 pm saw Mr Blighs Cap bearing SSE distance about 4 leegues and Seavral Other Barren Rocks,

page 199


Covered all over with Birds after a Tedious Passage of 50 days attended with Durty Rainy and Blowing Weather with Our Decks Covered with Water the Moust of the Passage. At 7 pm Run by Cape Francisco which a High Barren Rock stands Nearly Perpendickler with Pinquins one third the way up it and it makes One Side of Christmas Harbour. When we Doubled the Cape we Saw the ELENORO laying at Anchor in Christmas Harbour. We mn in and Come to anchor in 25 feathoms of water about half mile distant from the Arch that Captain Cook gives an account of in his voyage to this place. We sent the boat On shore at the ARCH and found that all round the ARCH wos covered all over with Pinquins. The boats crew fetched a Great Number of Thear Eggs Onboard. November the 30th: 1792. Sfill Confinus blowing verry Fresh Out of Christmas Harbour. Bouth Vessels brock a Drift and Driftd out a Considerble way. Hove in our Cables and Found that we had Lost One Fluck. (fluke) from each Vessels Anchor. The middle part, moord. In the moming beet up in to Christmas Harbour. Sent the Boat on shore. Went by the Directions that Captain Cook gives Account of at this Harbour and Found the Bottle Laying in a pile of Stones with a Ledden Cap over it. We fetch it on board and broke it oppen and Found the English Twopenny Peace and Muster Kergueland and Captain Cooks Letter in it and a Letter of Captain Durgins of the Brig PHOENIX from Macao in China. Saw a Grate Number of Sea Elephents and Sea Lions and Bares and Seals, but a verry few of the Seals were ferred ones. Seaing of no Prospect of gitting eney Skins for Chinia on the Account of thear being the wrong Sort of Skins for that Market. November the 31st: 1792. This moming we weied anchor, Bound to the Southard in Quest of a Good Harbour to Lode our Vesels with Oil for the Island of France. And to Overhall and Repear our Riggin and Heave the ELENORO Down to Stop Her Leakes. The middle part, Cleer. Saw a grate deal of Tangle Kelps and Rock Weeds with Sunken Rocks in it with thear tops about 2 feet below the surface of the Waters Edge, which are verry dangeros. For you will find 27 feathoms of water along side of these Rocks that lays hidden Amoungst these weeds. At 4 pm came to anchor in a Verry Fine Bay. Sent a boat on shore and Found it to Be a Good Harbour with a Plenty of Elephents and Lions and Seals. Hold both of our Vessels Sterns in Shore and Made Fast to the Rocks on the Shore. This day ends with a Blowing Wind. December the 1st: 1792. Begins with Rainy Weather. Sent down yards and top masts. At 12 meridian all hands went On shore to Erect a Cupple of Tents for to Boil our Oil in. At 6 pm got all Compleatd. Went to Werck and killd 18 or 20 Lions and Elephents and tuck the Blubber from them and Got our Pots to werck that Night December the 2nd: 1792. All hands wos put Oppon Allowance of Flour. One Pint for four Men and No Bread, s that Chife of our Liveing is uppon Pinquins and thear Eggs and a sort of Wild Cabbage that we Pick up on the Shore and it has a kind of a Peper taste. It is the only Vegitables that grows on this Barren Land. December the 16th: 1792. Ever sence the 2nd of the Mounth we have bin Employd a Makeing of Oil and Feetching of Blubber from other parts of the Islands. This day we Hove the ELENORO down to trye to stop her Leakes. Januarv the 1st: 1793. Captain Metcalfe made or Marked Out the 13 Stripes and U.S.A. On a Sheet of Copper and Stck it in a Rock with an Iron Standard with Braces of the Same to Fervent the Wind from Blowing it Down and Left a Bottle with a Letter in it and named this Place PORT INO. Januarv the 12th: 1793. This day we finished gitting on Board the Oil. 600 barrels and got all Clear for Sea. At 10am git under way Bound to the Island of France. Hove too off Christmas Harbour to Send the

page 200


Bottle with Captain Cooks Letter on Shore. The wind Blew so Frish that it wos Imposable for a crew to land. We preceeded on Our Course towards the Island of France. Februarv the 5th: 1793. Made the Islands of St Pauls and Amsterdam. Run in close to the Islands. We see Amsterdam Island is on fire in Sevral Places.

This is the last entry of the joumal from the Snow Brig ELENORO as her timbers finally opened up and she sank off the Island of St Pauls. The crew made it safely to the INO and sailed her to Port Louis. John Bartlett left the INO there and joined the American whaler ANN. This whaler sailed from Port Louis bound for the Mozambique Channel and Delagoa Bay. The ANN whaled alongside the whalers that the ASIA and ALLIANCE met when they arrived at the Bay, although the ANN sailed from the Bay just ten days before the ASIA and ALLIANCE arrived.

March the 17th. 1793. Saild from the Island of France in the ship ANN, a South Sea Man belonging to Dunkirk, Captain Obed Fitch, Commander. This ship belongs to Mr Rotch, a Amarican Merchant living at Dunkirk. At 6 pm run by the Island of Bourbon bound to the Mosombick Channel to Cruse for Spamicityes and from hence to Deligoa Bav to Lode our Ship with Right Whale Oil for Dunkirk. Mav the 27th: 1793. Begins with Clear weather. At 4am finnish Tricing out the Whale which made us 68 barrels and with the 220 that we fetcht out of the Isle of France makes up 535 barrels of oil in the hold. Mav the 30th: 1793. Begins with clear weather. All hands employd. Got in the Best Bower and Stocked it a frish and got the Sheat Anchor from Between Decks and stode it in the larboard fore chains. At 6 oclock this Aftemoon William Morris Dide with the Flux after Ten Weeks Sickness. He wos bom in Wales, aged 21 yeers. Fridav, Mav the 31st: 1793. Begins with clear weather. At 4 pm spoke the ship LEVERET from Dunkirk, Isaiah Bunker, Commander and Bound into Deligoa Bav after a lode of Right Whale Oil. We agreed to Mate Bouth our Ships Together and to go as Sisteers in to Deligoa Bay to Kill Right Whales. At 6 pm shapt our Cours for Deligoa Bav. June the 1st: 1793. Begins with Clear Weather. Bent Cables. At 4 pm made Cape St Maryes that makes one side of Deligoa Bay and may well be known by Two Wight Cliffs and one small Cliff We run in to Five Fathoms of water. Hove about to Lay to with our heads off shore. That night we had from five to seavem fathoms of Water, two leagues Distance from the Land. June the 3rd: 1793. Begins with Clear Weather, the wind Varable. We have bin Beeting for this Two Days Past with the LEVERET in Companie. At 2 pm got sight of Three Ships that Lay in the Roads or Bay. At 4 pm Came to anchor with the Small Bower Anchor in 9 feathoms of Water. Git the Best Bower clear for letting go. See the ship trying out in the Bay. This day ends with a blowing wind from the SW Got the spritsail yard fore and aft. .Iunethe4th: 1793. Begins with clear and Pleasent Weather. At 9 am got under way with the wind at SW Lost the Fish Hook over Board. At 10 am saw a Right Whale. Sent two boats after her. They chaste for upwards of an hour but could not git fast. They came on board and hoysted up the boats. At Meridian Captain Hawes and Captain Gardener came on board. They informed us that the Native Govener had ordered the ship DOLPHIN to Go Out of the Bay and Not to Kill aney More Whales. He sed that He Would send for a Frigate to Drive all the Ships out of the Bay. At 2 pm came to anchor in 9 fathoms of Water. Read Head bore NWbyN, distance.

page 201


5 miles. We found here awhaling Three Ships, Viz; the DOLPHIN, Captain Aaron Gardener, the NEGRO, Captain Hawes, belonging to L'Orient, (France) and the EDWARD, Captain Micajah Gardener from Dunkirk. This day ends with clear weather. Un bent the sails. Hove up the small bower anchor and found it Stranded about two feet from the Clinch. Cut it off and shifted it end for end. June the 5th: 1793. Begins with clear and pleasant weather. At 4 am called all hands out to git thear breakfast before daylight to be in readiness to go in the boat at daylight which is the Rule of the Whalers. At 6 am we see a Whale. All the boats put off to chase Her. The Second Mate got fust to her and Mr Hamon, Captain Bunker's Chief Mate got fust to the Calf Thare wos Six Boats oppon the Whale. Hove Three Irons in her which made her Spout Blood. Gave Her Three Lances and Killd her. The Killing Place of a Right Whale is Between the Eye and the Fin. At 12 meridian the ship PLANTER, Captain George Hales arrived here from London and the ship AMERICA from Dunkirk, Captain Tristram Gardener, Commanding. Bouth Whaleing Ships. The whale that we killt Captain Bunker took her, the Next is for our Ship. June the 6th: 1793. Begins with clear weather and frish breezes from the SSW At 3 am our Ship broke a Drift. Let go the small Bower and Brought her up a Gain. At 9 am hove short. Our Captain being unaquainted in takeing up anchors and would hove in upon bouth Cables at Once which brought the Sheat Cable across the Small Bower which put us to a Grate Deel of Troble. We hove up the small Bower. Took the Cat and Brought the anchor to the oposate Cat Head. Unbent the cable and cleered it of the other Cable and bent it a gain. At 4 pm we saw a Cow Whale with her Calf Two boats went after her. She got Gallied and run Out of the Bay which put the boats to a grate deel of truble. At 6 thay Come on board. Hoisted up the boats. Captain Bunkers Whale made him 60 Barrels. June the 7th: 1793. Begins with cloudy Weather, the wind at WSW At 6 am three boats went to Cow Bay to look for Whales and three kept in the Bay looking out but see nothing come. At 2 pm Came on board, hove up the anchor and dropt up the Bay with the tide. At 3 pm let go the anchor. Read Head bore NW about 2 miles distant. June the 8th: 1793. Begins with Cleer and Plesant weather, the wind at NE. At 6 am all the boats put off from Bouth ships uppon a Cruze. We had not got Half Ways down to Dear Island Point when Captain Bunkers ship Hoisted a waift at her mizzen topmast head to let us know that he see a Whale near His ship. We put back but could no find her. Went on board and struck the yards and topmasts. Went to work and sighted our anchor. Found the Cable chaft verry much about a fathom from the anchor. Wormed the cable and let it go again. This afternoon Our Captain made an attempt to moor the ship. He went to work and had a graplin that wayed about 40 lbs carried out to haul the ship out by it again. The wind and tide kept bringing it home again. Carryed it out and back 6 or 7 times to no purpose. At 8 pm gave it up for the night. June the 9th: 1793. Begins with clear weather. The wind at South. At 6 am all the boats put off Three pulld up the Bay and Three Down the Bay. At 7 am we see a Whale and a Strong Calf with her Cow. We gave Chace to the Cow but could not Strike Her. Coming on Board Mr Whippey, our 2nd Mate killd a porpoose. We see the tarpolin hoisted on board of Captain Bunker for all the Captains to come on board to Dine oppon Rost Pork. Hoisting the tarpolin is a custermary thing Amoungst Whalers for to invite Other Captains to Dinner On board. This aftemoon our Chife Mate take it in hand to More the ship but made as bad a hand of it as the Captain did. At 6 pm finished for the nite. .lunethelOth: 1793. Begins with clear weather. All the Captains went onshore to the Portugeres Fort to see if they could Make aney Trade with the Govener to Buy sum refrishments for thear men. At Landing

page 202


we were Met bye a Great Number of the Natives who behavd much Civil. Then we expected the Guvener gave us Liberty to Buy aneything from the Natives exempting Ivory. We rought one Bullock and a Calf, one Gote and sum Fowls, Sweet Potatoes and Plantains amoungst all the Captains. The Guvener set the Natives to Kill the Bullocks for us. Thay hove Spears in him. When the Beast found himself Wounded he set out and Run at a Grate Rate with 30 or 40 of the Nafives following after him untell thay have hove three and twenty spears in to him which brought the Beast down uppon his Knees. Thay all came up and Soon kiild him. The man who Skinned him wos to have his Guts which made a Grate Disterbanse amoungst them. In fighting for the Guts one Man cut an other mans hand allmoste off Thay take the Guts as thay came out of the Bullock and Eate tham with out cleening and the Dung would Cling to each side of there mouths while thay wos eating them. What spare Guts that thay had left thay would hang them to thear Brest to eate other times. The peeple we beleeved to be decendants from the Hottnitots. A Peeple that Inhabits a bout the Cape of Good Hope. At 12 oclock at night we got safe on Board. June the llth: 1793. Begins with Clear Weather, the wind Varable. At 6 am all the Mates from Bouth Ships went down to Cow Bay to look out for Whales. All the Captains went on board of Captain Bunker to devide the Stock between them that Thay had Bought at the Forte. At 4 pm the Mates retumd from Cow Bay. Thay seen no Whales Thear. Thay came through the River to Come on Board. Thay cut sum Mangroves for Iron Poles. Thay see a Troupe of Sea Horses and Men on the Shore a Fishing. As soon as he seen our boats he Made off as fast as Posable. This Day Our Peeple Invited Captain Bunkers Peeple on Board to Partake of a Sea Pye. We entertaned them with a Fidle. We had plenty of Grog. At 7 pm thay went on board thear ship, the Moust of Them and our Owen Peeple ware Drunk oppon the Frolick. June the 12th: 1793. Begins with cleer weather, the wind at S W. At 6 am all the Mates from Bouth ships put off in Sarch of Wliales. At 9 the Two Captains put off Rowing towards the Point of Dear Island. Two ships made Signils for a Whale. We see the Whale Coming with Eight or Nine Boats Following clost after Her. She wos comeing with Her Head towards the Head of our Boat. When she wos within Twice the Length off our Boat we Laide uppon our Oars. By that Meanes we Lost our Chance of Her and the Ship AMERICAs boats killd her. This day the PLANTER killd one and the EDWARD killd one. June the 13th: 1793. Begins with Clear weather the Wind at ENE. At 6 am all the boats went on a Cruse for Whales round the Bay. At 12 Meridian three vessels arrived here from Dunkirk, Viz, the Brig PORT SEA, Captain James Whippey; the ship BENJAMIN, Captain Isaiah Hussey and the ship CORJUE,?'? Captain Swain. This day we seen Nothing. June the 14th: 1793. Begins with Cleer Weather, the wind at SSE. All boats went on a Cruse towards Elephent Island. Saw No Whales this Day. The BENJAMIN kiM one. June the 15th: 1793. Begins with cleer weather, the wind at WSW At 5 am all the boats put off and Stood towards Read Head and from Hence down to Cow Bay. We seen three or four Whales and Chast but Could Not get Fast. At 3 pm Mr Tobey, our Cheafe Mate seen a Cow and Calf He got fast to the Calf The Cow went off and would take No Notice of Her Young One. Mr Whippey got fast to a Whale which Run Him a long way off The Sun Gooing Down and we being about 7 leagues, 21 miles, from our ship with the Wind and Tide againest us. We made a signial with a Jacket oppon an Oar for Mr Whippey to cut from the Whale and to go on board. At 12 oclock at night we got on board after Rowing nineteen hours againest wind and Tide the Moust of the time. This day Mr Hammon killd a Whale for us. The NEGRO, Captain Hawes killd a whale, .lunethe 16th: 1793.

page 203


Begins with Cleer weather, the wind at WNW At 4 am three boats went to Look for the Whale that Mr Hammon killt and anchored with in the Reef and another three boats go out too look out for Whales. We sharch about but Cudnt see aneything of our Whale. We see our Mate a towing of a Whale that thay had killt abreast of the Drum Tree. A Remarkible Tree that stands bye it self on the Shore about Nine Leagues, 27 miles from our ship. We went on board with our Boat. Left the Mates a Towing thear Whales. At 9 oclock at night the Mates came on board after Anchoring thear Whale nine miles below the reef Thay saw our other Whale with all her Fluckes eate away and Best part of her Small by the Sharks. So that thay wos Not abel to fetch it on board. June the 17th: 1793. Begins with Cleer Weather and a Fris Breeze from the NE. At 7 am all the Boats went down to towe the Whale on board. Thay went so fur as the Reef The wind Blew so Frish that we Could Not Git it over. We went on Board and hoisted up the Boats. June the 18th: 1793. Begins with Hazey weather, the Wind at ENE. At 6 am our Boats and One More went to Look for the Two Whales to See if thear wos aney Posibelity of Gitting our Irons and saveing thear Bones. The rest of the Boats went to Look for Whales. At 10 am found our Whales Drifted on the Shore. We went to them and found that thay wos Blasted. She wos so Blasted that all of the Bone dropt out and wos lost. Cut the Irons out of Them. One of them Busted which made a Report as Loude as a Three Pounder Cannon. Went on board. This day the AMERICA killd one and the PLANTER killd one. June the 19th: 1793. Begins with Clear weather, the wind at SSE. At 6 am our Boat went with the Captain up the River to go on Board of Captain Whippeys Brig and to Bury Christian Johnson in the Earth for the Scurvey in his Legs. At 9 am got on board of the Brig. Went on shore with Captain Whippey to make trade with John Eney, one of the Head Chifes belonging to King Coppells Country. At 4 pm went on board. We could not Make aney Treade for Bullocks this day. June the 20th: 1793. Begins with cleer weather, the wind at SW. At 9 am we Went onshore to King Coppells Country. At our Landing we see John Eney standing at High Water and His Dress wos an Old Sestute Coate and a Small Cockt Hat on and he made it his bissiness to Place all the Natives on the Grass as Thay cume Down to Treade with Us. When the Captain Advanced up the Beach he Came down to Meete them and Seluted them with a Low Bow !!

Unfortunately the rest of the Log Book or Joumal of John Bartlett of Boston is missing, torn from the covers.

page 204


APPENDIX 7.

GLOSSARV OF WHALING TERMS.

Advance, prior to the vessel sailing the crew are "signed onto the ship's articles" for the duration of the voyage and an advance on their future earnings is given to them, if wanted, to provide for their wives and families while they are away at sea and to purchase clothes and etc for the cruise. Alow, the deck from aloft, i.e. Alow the deck, calls the lookout from aloft. Ambergris, a substance found in the throat of usually a sick whale. Used in the perfume industry and was worth more than gold in weight.

Articles, The ships papers. All crew members have to sign on articles prior to sailing. Bailer, a dipper made of copper and long handled for removing the hot oil from the trypots. Bailing, the act of removing the spermacetti from the head or case of the sperm whale. Baleen, the black whalebone that comes from the mouths of toothless whales. Baleen Whales, all whales, except Sperm whales, that were commercially hunted. Barrels, the unit of measure for whale oil. [31 I/2 Imperial gallons.l Bellow, the sound made by a right whale in violent motion. Whales have no vocal cords and the noise may be made by the lungs. Bible leaves, when the blubber had been flensed from the whale it was lowered into the blubber room where it was cut into manageable sfrips called "horse pieces" These were then sliced into thin pieces which were known as "bible leaves" Cutting the blubber into thin strips made it easier to boil the blubber and exfract the oil. Blackfish, a small whale. The raised forehead or "melon" gave the finest lubricant known when boiled out. Blackskin, the thin and slimy outer covering of the whales blubber. It is so tender that it is easily scraped off with a finger nail. Blanket Piece, As the whale is being flensed, the spademen stand on the cutting in stage and slice the blubber as it is being hauled on board. The blubber is peeled off in a continuous sfrip, much like peeling an orange and when the carcass is sfripped it is cast adrift from the head and the head cut up and hauled on board. Blasted whale, A dead and decomposing whale floating on the surface and kept afloat by the gases in the stomach. When found usually taken alongside and flensed. Blow !, a spout. The moist visible breath of a whale. Blows, "there she blows" the lookouts call to alert the crew on deck. Blubber, the skin and fatty sublayer of the whale, usually 12 to 18 inches thick. Blubber gaff, a short handled hook for dragging blubber about the deck. Blubber Hook, an iron hook, about 100 lbs in weight hanging from the cutting tackle for hoisting the blubber on board. Blubber Hunter, an expression used by shore people to describe whalemen. Blubber Room, a space in the hold near the main hatch used for the temporary storage of blubber when the deck space is insufficient. Blue Whale, the largest mammal on earth and known to the whalemen as a Sulpher-Bottom. Not usually taken as they sink when killed. Boarding Knife, a double edged long handled knife used for severing the blanket piece. Boats crew, the six men comprising the boats complement, a mate, boatsteerer and four oarsmen. Boat Falls, the tackles on the davits for raising and lowering the boats. Boat Gear, everything in a whaleboat except the crew and the irons, lances and spades. Boat Crotch, a forked upright in a whaleboats forward gunwale to hold the irons, (harpoons). Boat Header, the member of the boats crew, usually a mate, that steers the boat onto the whale and throws the lance, or killing spear. Boat Steerer, an experienced crew member who rows bow oar and when "on the whale" throws the iron and fastens to the whale. The mate or boat header then takes over to lance and kill the whale.

Boiling, trying out the blubber by boiling.

page 205


Boots, all whalemens boots were of leather uppers and leather soles and the soles were wooden pegged, to prevent damage to the wooden decks and also to prevent the men from slipping on the oil soaked timbers. Rubber boots were tried in the industry for a while but it was found that whale oil melted the rubber. Bowhead Whale, The arctic or polar whale. This species gave the most oil and whalebone. Breaching, this occurs when the whale rushes from the depths to the surface and he appears to actually leap from the water.

Breadbag, a canvas bag hanging in the forecastle for holding the hard tack or bread. Brogans, a special type of boot made for whalemen. They had high sides with only two eyelets to allow for easy removal. Bull, the male whale. Bung Hole, the hole in the side of the cask or barrel, also called a bilge hole. Bung Starter, a wooden headed hammer with a flexible handle. The bung is started by tapping round the hole. The vibrations gradually loosen the bung. Burgoo, the seaman's name for a porridge dish made of oatmeal, Easily made by even the worst of ships cooks. As a ship's recipe it is supposed to date from the 1600's. Buried to the hitches, A successful dart. The iron has penefrated the whale to the socket. Busk, a wide front stay to the ladies corset. Often made of whalebone by the whalers for their loved ones. Cachalot, the French name for sperm whales. Camboose, the galley deckhouse, also known as caboose from the term cab-house. Usually between the main and mizzen masts. Case, the space in a sperm whales skull about 25 to 30 feet long and containing some 500 gallons of the finest oil, this was also known as the Heidelberg tun. Cask, general name for the large barrels used on a whaleship. Chawed Boat, a boat that has been chewed up by an attacking and angry sperm whale Clear Away, to prepare the boats for lowering. The boats crew stowed the line tubs, checked the water barrel and food bag, removed the stops from the whalecraft and sails, cast of the gripes and cleared the boat falls on the davits ready for instant lowering at the captains orders. Clumsy Cleat, a thick plank running thwartships at the bow. It has a notch in the after edge to fit the mates thigh to steady him when he is throwing the lance. Cooler or Cooling Tank, An iron tank into which the hot oil is dippered from the tryworks for cooling by circulating sea water. Crackerhash, The cook broke up a number of hard ship's biscuits, mixed them with pieces of salt beef or salt pork and any fat he could spare and baked same for half an hour. Cranes, these were portable swinging arms which protruded from the ships side to support the whaleboats when they were hoisted up. To lower the boats they were first lifted a few inches, the arms swung inboard out of the way and the boats lowered. Crimp, A person of the lowest kind who acts as an agent. He promises the seaman a life of ease ashore to relax after a hard voyage, but then gets him drunk or drugs him. The seaman wakes up and finds himself at sea again, broke and on another 4 year voyage. Cutting In, the act of sfripping the blubber from the whales carcass. Cutting in Stage, this was a three sided platform projecting over the starboard side of the ship, amidships, on which a mate and a seaman would stand with their cutting spades to flense the whales blubber. Cutting Tackle, a very sfrong block and tackle attached to the mainmast top to haul the blanket piece on board. Dandyfunk, For this recipe the cook placed some ship's hardtack biscuits in a canvas bag and pulverized them with a belaying pin. The resulfing floury mess was then mixed with slush left over from the boiling of salt beef

and then baked for one hour. Dart, this iron, or harpoon was thin and razor sharp and had no line attached. It was socketed into a wooden shaft and when thrown would penefrate into the whale's lungs and cause death.

Darting, the act of throwing the iron into the whale. Normally thrown by the Mate in charge of the boat. Davits. The whaleboats hung from the davits ready for rapid lowering when in the whaling grounds. Sometimes 5 sets of davits would be fitted but more usually 4 and these .were, on the bow, port and starboard, waist boat,

(port side only) and two quarter boats. Donkey's Breakfast, The sailor's hessian, sfraw filled mattress and home to a million bed bugs.

page 206


Fast, Fastened to; this term means the whale has been ironed and is attached to the boat by the whale line and is now the property of that boat. It was always recorded which boat fastened to a whale and at the end of the cruise this would eam the boatsteerer and the crew a bonus. Fights at Both Ends, the whalermans term for a sperm whale that fights with both tail and jaw. Finback, the commonest of all the whales. A medium sized whale with a high dorsal fin. Fin Out or Fin Up, the position of a dead whale. "He has tumed fin up." Five and Forty More, called by the crew when the last piece of blubber from any catch is swung aboard. It refers to forty five barrels, which is the average take from a single whale. It doesn't matter what size the whale is this call is never varied. Flensing, the act of cutting the blubber from the whale. Flukes, the whale's tail. On a fully grown adult sperm whale could be 7 metres across. Fluke Chain, the chain sfrap put around the small of the tail and which holds the whale alongside. Flurry, the final moments of a whale's life after it has been lanced. Fore-Ganger. 18 feet of 2 VA inch hemp rope made fast to the iron with the other end made fast to the whaleline which was coiled in a tub in the whaleboat. Fufu Band, A ship's "orchesfra" popular on American whaleships. Instruments included, melodeon, concertina, banjo, fiddle, guitar. At its basic the fiddle was formed from a cigar box, a penny whistle, a comb and paper and the drum formed from an old paint tin. It was also an American term for a meal of "mush and molasses" Full Ship, a ship that has filled her holds with oil and is homeward bound. Funeral, after the blubber has been sfripped and the head removed the carcass was cut adrift for its funeral. Gaffman, a member of the crew that held the blanket piece of blubber with the gaff while the spade man cuts the blubber into horse pieces. Gam, Gamming, Gammed. When two or more whaling ships met at sea, generally they would stop, lower a boat and visit each other to get the latest news, find out about friends, learn where the whales were, etc. A social occasion for men who were at sea for months at a time without seeing land. Gallied, the whaleman's term for spooked or frightened whales making them almost impossible to catch. Go On To, the act of sailing or rowing on to the whale for the purpose of ironing. Goose Pen, this is the water filled space under the tryworks to prevent the decks from catching fire. Grampus, a small variety of whale which make grunting noises as they blow. Greenhand, an inexperienced man on his first whaling voyage. Gripes, lashings that hold the boat firmly when on the cranes. Gurry, the slime, oil, blackskin, blood and etc. That covers the deck of the whaleship while cutting in, trying out and stowing below. The decks become very slippery and immediately after the whale processing is completed the whole ship, inside and out is thoroughly scrubbed. Half Seas Over, half drunk. Hardtack, a thick square biscuit, baked very hard to resist deterioration. Also known as a jawbreaker. Harness Cask, a barrel in which the pork or beef is soaked for a week or more to remove some of the brine in which the pieces were pickled prior to the cook doing his best, (or worst). Harping Iron, the original name for the harpoon and from which the modem name originated. Harpoon, the first iron to sfrike the whale. Apparently a more modem term as in more than 200 log books studied this term has only appeared once. It was always called the Iron by the whalers of the time. Head Matter, the whalemens term for spermacetti from the head, or case. Head Strap, the chain sfrap for hoisting in the case and junk, in other words the head. Heave Down, because the whalers were out for a very long fime the ships bottom became foul with weed and bamacles and occasionaly during a cruise the Captain would have the topmasts and yards sent down and would then careen his ship so that the crew could scrape the growth from the sheathing and paint the hull to the bends. Hoops, a pair of spectacle shaped rings bolted to the royal mast. They were chest high and placed there to support and steady the lookout. It was not unknown for the lookouts to doze off and fall from the masthead ! Horse Pieces, blubber cut to a convenient size for handling in the blubber room. Humpback Whale, an inshore whale with long flippers and a humplike dorsal fin. Irish Pennants, frayed ends or parts of ropes. Never seen on a well run vessel.

page 207


Iron, the whaleman's name for the harpoon. "Sinking the Iron" was the act of striking the whale. The iron, a spear with a single razor sharp barb, had the line attached which was coiled in the line tub. Normally thrown by the Boatsteerer.

Jaw Back, to; the whalermans term for a sperm whale that rolls on its back and fights with its jaw. Jaw Strap, the chain sling that is used for hauling the jaw piece aboard. Junk, the wedge shaped lower half of the sperm whales forehead and above the skull. It is equally composed of white meat and oily matter and is known as white horse as there is no blood in this part of the whales carcase. Killer Whale, a variety of the dolphin family and the enemy of baleen whales. Kreng, the whalemans term for the stripped carcase of a whale. Lance, ( also known as the Dart) this was the killing spear thrown by the mate in charge of the boat. Larboard, the left or port side of a ship. An obsolete term used on the whalers to indicate a piece of whaling equipment aboard the ship, i.e. The larboard boat is on the port quarter of the ship. Lay; the crew of a whaler work on a share basis, i.e. they only eam money when they catch whales and retum to their home port and the number of barrels of oil is tallied up and sold. The money thus eamed is then divided into proportionate shares. For example, the Captain's lay is usually l/75th, the Cooper's, l/90th, wheras a greenhand's lay could be as low as l/250th. Lay the Boat on, to direct the whaleboat into the most advantagious position so that the mate can dart the whale, usually on the right side and at right angles to the whale and the boat immediately abaft the flipper. Line Tub, a large shallow wooden tub in which the whaleline is coiled in Flemish coils. Lipper, an oblong piece of blubber used by the crew to "squeegee" the decks after trying out. Loard, Lowered; as in lowered the boat. It would appear from most of the logs read that a lot of the words were spelt phonetically Lobscouse, a common dish cooked on board the whalers. It was made from salt beef and a hash made from hard bread and fat to which soaked pease was added. Vegetables were sometimes used if available. Lobtailing, the whalers term for whales lazing about and slapping their flukes on the surface, a sound that can be heard for miles and has been mistaken for gunfire. Loggerhead, a piece of timber projecting up from the stem of the whaleboat and around which the whaleline is snubbed. Lookout, the man at the masthead, whose duty it was to search the seas for the whales "blow" during the day and the man on the forecastle at night. Loose fish, a whale that has not yet been ironed and is fair game for the first boat to strike it. Lower Away, the order given by the captain to launch the boats in chase. Making a Passage, the is ship fravelling from one whaling ground to another under all sail. Mate, to; the term used when two ships join forces and work together in catching whales and then divide the amount of oil obtained. Melon, the case of the Blackfish. Mince, to slice the blubber into books or bibles. Monkey Jacket, a short jacket. Nothing long was allowed in the boats in case it fouled the lines. Monkey-Rope, this was a safety harness attaching the boatsteerer to the ship. It was used when the dead whale was alongside and the boatsteerer had to stand on the whale to assist in the flensing. With the surrounding waters filled with sharks attacking the dead whale this tackle enabled the crew to haul the man up out of danger when required. Nantucket Sleighride, being towed behind a "fast" whale that is running quickly. It was not unknown for these boats to fravel at ten knots and in heavy seas to be stove. Oakum, old rope that is picked apart and then used for caulking seams. Outrigger Stage, the three sided cutting in stage. Paddy's Purchase, A seaman's scornful name for any lead of a rope by which effort is lost or wasted. Pan-bone, the large slabs of white bone from the jaws of the sperm whale.

Part, to; the term used to describe the breaking of the whaleline.

Piggin, a small bucket or pail used in the whaleboat to bail out the water.

Pod, the common name for a school, herd or shoal of whales.

page 208


Pumps, shoes worn by the whalemen in good weather on board the ship but kicked off the feet before lowering the boats.

Raise Whales, to sight the whales or their blows and announce them to the deck. Right Whale, is the whalebone whale of temperate waters. He has no hump and is smooth bellied. Rising, the reappearance of the whale at each spouting. The time to iron the whale. Roll, to; the act of the sperm whale when it rocks from side to side in an attempt to get its jaws around the boat and the men that are fast to it. Round to, the act of a whale coming to a fiill stop. Rugged, of weather. Very boisterous winds and or seas, generally too rough to lower. Run, to; the act of the whale when gallied or frightened. Whales don't swim, they run, sound, settle, bolt, breach or round to. Salt Horse, the common name aboard whaling ships for salt beef or salt pork. The pickling brine contains a liberal amount of saltpefre and prior to being cooked the meat has to steep in fresh water for about two weeks. Savealls, wooden scoops used by the crew to scrape up any oil or spermacetti that has slopped from the tryworks or scoops onto the decks. Scarf, lines cut into the blubber by the cutting in crew which enables the blanket piece to be hoisted off. School, another name for a pod of whales. Schoolmaster, a large bull whale predominent in the school or pod. Scrap, blubber from which the oil has been fried out. When semi dried it becomes the fiiel of the tryworks. Scrimshaw, the art of the whaleman. Usually pictures of their ships drawn on the whales teeth. Also pictorial, omimental or useful objects, such as busks. Sea Pig, the whalemans name for the porpoise. They were harpooned regularly by the crew to provide fresh meat. The brains and livers were delicacies. Shipkeeper, usually the Cooper. He acted as sailing master when all the boats were lowered and there were no mates left aboard. He was responsible for sailing the ship after the boats, keeping watch on the whales and signalling the boats as to the whales whereabouts and recalling when necessary. Shooks, the staves of the barrels, kept on board in bundles ready to be put together when needed. Skids, planks above the deck aft on which are stored the spare boats upside down. Skimmer, a round shallow dish, pierced with holes like a colander for scooping scraps out of the trypots Slop Chest, the ships store of ready made clothing, tobacco, boots, knives etc, which is sold to the seamen at exorbitant prices. Slush Tub, a tub in which the fat and grease of the galley is saved. The slush when sold was usually the cooks perks, but sometimes the owners demanded 50%. Sounding, the whales after breathing on the surface generally dive deep for food or to escape their predators, man and this is known as sounding. Spade's, the cutting tools used by the men on the cutting stage to remove the blanket pieces. Speak to; to hail a ship or boat. Names of the vessels, home ports and catch were swapped and included in the log books for reference in case a ship went missing. The last recorded entry would give the ovraers an indication of where the vessel was whaling or heading to. Spermaceti, the case or head matter of the sperm whale. Spout, the moist visible breath of the whale. Steering Oar, this oar or sweep was about 23 feet long and was used to steer the whaleboat. Stern all, the order given when the whale has been ironed. To back away in a hurry. Stove, (to be); this term refers to the smashing of the whaleboat usually by the whales tail as it threshes after having been ironed. Sometimes, as recorded in the log books a sperm whale will come up vertically from a sounding and it will have its jaws agape on either side of the whale boat and will literally bite the boat in two.

Strike, to get fast to the whale. Sulpher Bottom, the whalemans name for the great rorqual or blue whale. Sweeping, the sideways movement of the sperm whales flukes. When the whale senses the presence of man or a boat the tail rises out of the water and crashes down like a giar\J hammer and if the boat happens to be in the way

it will be stove. Tackle, to; to close with or get ready to iron.

page 209


Take, the, the total amount of oil and bone taken during the ships cruise, i.e. we took 2,000 barrels. Take the Line, the whale has run and taken all the line from the tubs. There She Blows, this is the common announcement made by the lookout when he first sights the whales spouts. This was followed by the mates call of, Where Away. The lookout would then indicate by arm signal and voice where the whales were to be found. Thrash, to; the whale that rolls and lashes the water with flippers and flukes. Tongues, or In Tongues; this term seems to be of particularly Westem Australian origin, certainly the author has not come across it in any other reference. It refers to the Bay Whaling Groups in places such as Two Peoples Bay and Torbay on the South Coast. When the American or French whaler had finished flensing the whales carcase, it was cast adrift, or given a funeral. The Tonguers would row out from their shore base catch the carcase and tow it ashore. There they would strip the body of lips, the tongue and any other parts that were liable to give the smallest amount of oil when rendered down. Allegedly the tongue and lips were extremely rich in oil and generally were left by the ships flensers as being too hard to get on board in a heaving sea. Tryworks, a brick built structure sited between the fore and main masts. It was about 10 feet by 8 feet by 5 feet high. It was built on special strengthening beams and secured to the deck with iron angles. The strucmre contained two large iron pots in which the blubber pieces were boiled. The fires were started with wood and once buming brightly was fed with dried pieces of already boiled blubber. To prevent the heat from the fires igniting the decks, the frough undemeath the furnace was kept filled with water. Trying Out, the act of boiling the oil from the blubber. Underway, To Get Under weigh; to lift the anchor and sail the ship from the port or harbour. Upper Tier, the second tier of casks in the lower hold, also called riders. Virginia Fenceline, A term sometimes used in the logbooks to describe the ship's courses, which when cruising for whales meandered all over the ocean wherever the wind took them. Voyage, the duration of a cruise for whales. Waif Pole, this was a pole that carried a small dark flag and that was thmst into the carcass of a newly killed floating whale which had the mark of the boat "that tumed it up" This meant that the boat could go after other whales and then come back and refrieve the marked one. Waist Boat, the midship boat on the larboard side of the ship. Water Breaker, a small keg of drinking water carried in the whaleboat as they were sometimes out chasing all day. Whaleboat, the small 28 to 30 foot boat in which the whalemen chase the whales. Whalebone, the black bone from the mouth of the right and bowhead whales. Whaleline, the rope leading from the line tub to the harpoon and which fastens the boat to the whale. Whaleman, a term that was applied to a man who had served at least one voyage on a whaleship and had gained experience. Where Away, the officers response when the lookout calls There She Blows. Wood to Blackskin, the term that is used when the stem of the whaleboat collides with the skin of the whale when the boat is laying on to either iron or lance the whale.

page 210


BIBLIOGRAPHY.

ASHLEY, Clifford W THE YANKEE WHALER. Dover Publications, Inc. New York. 1991.

BARTLETT, John DIARY KEPT ON BOARD 5 SEPARATE SHIPS, 1790-93. Film 219; Document 228; Pacific Maritime Bureau Series.

BEAGLEHOLE, J.C. THE LIFE OF CAPTAIN JAMES COOK. Adam & Charles Black, London.

BONNER, Nigel. SEALS & SEA LIONS OF THE WORLD. Facts on File Inc. New York, 1994.

BUSCH, Briton Cooper; THE WAR AGAINST THE SEALS. McGill-Queen's University Press, Montreal, 1985.

CHURCHWARD; L.G. AUSTRALIA & AMERICA; 1788 -1972. Historical Studies of Australia & New Zealand.

CROSBY, Sylvanus THE LOG BOOK OF THE GOOD SHIP ASIA. Pacific Maritime Bureau series of films P.M.B. 228. Original log book owned by Nantucket Historical Association.

DANA, Richard Henry. DANA'S SEAMEN'S FRIEND. Digital Copy owned by the Mystic Seaport Whaling Museum.

DICKSON, Rod. THE HISTORY OF THE WHALERS ON THE SOUTH COAST OF NEW HOLLAND.

Hesperian Press, Perth; Westem Australia; 2007.

DICKSON, Rod. TO KING GEORGE THE THIRD SOUND FOR WHALES. A Voyage aboard the English Whaling ship KINGSTON, Capt. Dermis.

Hesperian Press, Perth; Westem Australia; 2006.

FONDA, Douglass C. EIGHTEENTH CENTURY NANTUCKET WHALING. Compiled from records of the Nantucket Whaling Museum.

FULLER, Captain Joseph. MASTER OF DESOLATION. Mystic Seaport Museum Inc. Mystic, Connecticut.

GOODRIDGE, Charles M. NARRATIVE of a VOYAGE to the SOUTH SEAS & the SHIPWRECK of the PRINCESS OF WALES, Cutter

Pub by W.C. Featherstone; Exeter; England; 1843.

HEADLAND, R.K. CHRONOLOGICAL LIST OF ANTARCTIC EXPEDITIONS & RELATED HISTORICAL EVENTS.

Scott Polar Research Institute, University of Cambridge..

page 211


JEANS, Peter. SHIP TO SHORE. ABC-CHo Books, Santa Barbara, California, 1993.

JONES, A.G.E. SHIPS EMPLOYED IN THE SOUTH SEAS TRADE. Roebuck Society Publication, No. 46. Canberra, A.C.T

LACROIX, Louis; LES DERNIERS BALEINIERS, FRANCAIS. Pub by Water Books, Le Havre.

LLOYDS OF LONDON. LLOYDS REGISTER of SHIPPING, 1792. Alexander Library, Perth, Western Australia.

LUBBOCK, Basil. THE ARCTIC WHALERS. Brown, Son & Ferguson, Glasgow, 1937.

MARCHANT, Leslie. FRANCE AUSTRALE. Artlook Books; Perth; Westem Australia. 1982.

PINKHAM, Andrew THE LOG BOOK OF THE GOOD SHIP ALLIANCE. Original log book owned by the Cincinatti and Hamilton County Library, Ohio. Filmed version in the possession of the author.

RICHARDS, POiys. THE MARITIME FUR TRADE; Part 1. The Great Circle, Joumal of the Australian Association for Maritime History. Vol. 6; No. I. April 1984. Pages - 24 - 42.

RICHARDS, Rhys. THE MARITIME FUR TRADE; Part 2. The Great Circle; Joumal of the Australian Asociation for Maritime History. Vol. 6; No. 2. October 1984. Pages - 93 - 110.

SMYTH, W.H. Admiral. SAILORS WORD BOOK. A Dictionary of Nautical Terms. Conway Maritime Press, London, 1996.

STACKPOLE, Edouard. THE SEA HUNTERS. THE GREAT AGE OF WHALING. J.B. Lippincott Co. New York, 1953.

STACKPOLE, Edouard. WHALES AND DESTINY. University of Massachusetts Press. U.S.A. 1972.

SAYER, Robert. THE ORIENTAL NAVIGATOR or NEW DIRECTIONS FOR SAILING to and from EAST INDIES.

Robert Laurie & James Whittle, London; 1795.

VILLIERS, Alan. NAUTICAL TERMS UNDER SAIL. Country Life Books, London, 1978.

page 212

INDEX TO PLACES.

Amsterdam Island. Antigua. Ascension Island. Atongil Bay.

Bale Phillippe. Baltimore. Bantam. Basse-Terre. Batavia. Bay of Lourenco Marques. Bengal. Blighs Cap. Block Island. Bombay. Bordeaux. Boston. Bourbon. Breakwater Bay. Britain.

Caicos Is. Canton. Cap d'Estaing. Cap Feron. Cap Francais. Capetown. Cape Agulhas. Cape Arm. Cape De Verdes Is. Cape Horn. Cape Inscription. Cape of Good Hope. Cape Recife. Cape St. Marys. Cassells Cove. China. Christmas Harbour. Gilicap. Cloates Island. Cloudy Isles. Cocos Islands. Coneys Island. Cow Bay. Cumberland Bay.

Delagoa Bay Desolations. Dirk Hartog Is. Dominica Is. Dunkirque.

Fayal. Foul Hawse Bay. France. Fremantle.

Gay Head. Gothenburg. Guadaloupe Is.

Haiti. Hamelin Bay. Havana. Hispaniola. Hunters Bay.

Island of Bona Vista. Island of Cantae. Island of Palma. Island of Sal. Isle Foch. Isle Howe. Isle of Canton. Isle of France.

Java. Java Head. Jamaica.

Kerguelen Is.

Le Mole St Nicholas. Leeward Islands. Levillain Shoals. London. Long Island.

Macau. Madagascar. Malabar Coast.

Marotte Islands. Table Bay. Marthas Vineyard. Tortuga Island. Martinique Is. Trinidade Island. Massachusetts. Tryal Rocks. Mauritius. Turtle Bay. Monte Bello Is. Montserrat Is. Van Diemans Land. Muscle Bay. Virgin Islands. Mussell Bay.

Walwich Bay. Nantucket. West Indies. Narragansett Bay. Natal. New Bedford. New Holland. New York. Northwest Cape.

Ostend.

Pointe De La Arches. Pointe Lucky. Pointe Pringle. Port Praya. Port Louis. Port Washington. Princess Island. Princess Straits. Providence, R.I.

Redondo Island. Reunion Island. Rhode Island. Rio De Janiero. Robben Island. Rough Range.

Saba Island. Saldanha Bay. Sharks Bay. Sumatra. Sunda Straits. St. Augustines Bay. St. Christophers Island. St. Eustasia Island. St. Helena Island. St. Kitts Island. St. Marys Island. St. Pauls Island.

INDEX OF NAMES.

ALLEN, Mary.

BABBICK, Capt. BAILEY, Humphrey. BAILEY, Lucas. BARBER, William. BARTLETT, John. BATTER, John. BATTIS, John BRADLEY, John. BUNKER, Calvin. BUNKER, Isaiah; Capt. BUNKER, James. BUNKER, Matilda. BUNKER, Moses. BUNKER, Obed; Capt. BUNKER, Sylvanus. BUNKER, Uriel. BUTLER, Capt. BUTLIN, Pomp.

CARTWRIGHT, Mr. CHAN, Nickerson. CHAN, Thomas. CHEVEBLIER, John. CITHCART, Capt. CLEMENT, John. COFFIN Aaron. COFFIN, Alexander; Capt. COFFIN, Bartlett; Capt. COFFIN, Brown; Capt. COFFIN, Clasande; Capt. COFFIN, Elijah; Capt. COFFIN, James. COFFIN, Jonathon; Capt. COLEMAN, Bethuwel. COLEMAN, Henry. COOK, James; Capt. COOK, Prince. COOPER, Jeffrey. COTTLE, Capt. COX, John Henry. CRAPO, Lot. CRIBBINS, Andrew. CROSBY, Sylvanus.

DAMPIER, William. DE MACE, Francis. DODGE, Billy; Capt. DOUGLAS, John. DUNKIN, Thomas. DURKIN, Capt. DURPHY, Isaac. DYER, James.

EDDY, Peter. D'ENTRECASTEAUX, Admiral.

FITCH, George. FITCH, Obed; Capt. FITCH, William; Capt. FOUNTEN, Robert, Capt.

GAGE, Thomas; Capt. GARDNER, Calvin. GARDNER, Gideon; Capt. GARDNER, Micajah; Capt. GARDNER, Stephen; Capt. GARDNER, Old Tom. GARDNER, Tristram; Capt. GORGE, John. GOTHIER, John. GRIFFEN, John. GROVES, Richard.

HALES, George; Capt. HARDER, Charles. HAWES, John; Capt. HAWES, Shubael. HAY; Capt. HAZARD, Edward; Capt. HEARD, Thomas. HENDLEY, Elias. HESTOR; Capt. HILSTON; Capt. HOGGLEFIELD, John. HORSLANE, Marcus. HOWELL, Capt. HUSSEY, Isaiah; Capt.

JACKSON, Capt.

JAMES, John. JENNER, Dr. Edward. JONES, Capt. JONES, William.

KENNEDY, Thomas; Capt. KERBEY, William. KERGUELEN-TREMAREC, Yves. KIMBLE, Robert.

LANE, Obed. LANGFORD, Holden; Capt. LAWRENCE, Ty; Capt. LEWISEY, John. LINGOON; Capt. LITTLEJOHN, Capt. LONG, Simeon. LONGMILL, Lawrence. LOW, Thomas; Capt. LUCE, Obed. LUBRON, J. Beliste. LURIE, Peter.

MACKEY, George; Capt. MALAGAN, John. MEEK, Thomas; Capt. METCALFE, Simon; Capt. METCALFE, Robert; Capt. MICK; Capt. MILLER, John; Capt. MONTAGUE, Lady Mary.

NASH, Capt. NERO, William.

OLIVER; Capt.

PADDOCK, Reuben. PARKER; Capt. PINKHAM, Andrew; Capt. PINKHAM, Francis. PRINCE, Jacob; Capt. PRINGLE, Stephen. PRUIN, Job.

SHEARMAN, John. SHEARMAN, Thomas. SIMMONS, Peter. SKINNER, Stephen. SLOCUM, Solomon. SMITH, Henry. SMITH, Jacob; Capt. SMITH, John. SPOONER, Barma. SPRAGUE, John; Capt. STARBUCK, Matthew; Capt. STARBUCK, Moses. STARBUCK, Simeon. SWAIN, Valentine; Capt. SWAIN, William; Capt. SWINSON, Roloph.

TALBERT, Isaac. TAILOR, Peter. TALLMAN; Capt. TANSON, John. TAROB, Frederick. THOMPKINS, John. TIMONI, Emanuel. TINEMAN, Tabor. TOBEY, Lewis. TOURDAN, Nicholas.

VADIEUX, Peter. VATTELL, Lawrence. VOLANTO, John.

WALMSLEY; Capt. WANE, John. WARD, Capt. WEST, Peleg. WHEELER, Noyes. WHEELWRIGHT, Charlie. WHIPPEY, James; Capt. WILLIAMS, Elias. WRIGHTSON, Robert.

ROBINSON, James. ROMANS, Jonathon. RUSSELL, Uriah. RIOU, Edward, Capt.

Documents

ASIA ALLIANCE - Cincinnati Digital Library