Narrative of the Voyages and Services of the Nemesis from 1840 to 1843

The following three rules were further laid down in this article, which is only applicable to the port of Canton, for the guidance of these small vessels.

1st. "Every British schooner, cutter, lorcha, &c., shall have a sailing-letter or register, in Chinese and English, under the seal and signature of the chief superintendent of trade, describing her appearance, burden," &c.

2nd. "Every schooner, cutter, lorcha, and such vessels, shall report herself as large vessels are required to do at the Bocca Tigris; and when she carries cargo she shall also report herself at Whampoa, and, on reaching Canton, deliver up her sailing-letter or register to the British Consul, who will obtain permission from the hoppo for her to discharge her cargo, which she is not to do without such permission, under the forfeiture of the penalties laid down in the third clause of the general regulations."

3rd. "When the inward cargo is discharged, and an outward one (if intended) taken on board, and the duties on both arranged and paid, the consul will restore the register or sailing-letter, and allow the vessel to depart."

THE END

1

She subsequently, also, carried five long brass 6-pounders, two on each side, and one upon the bridge; and had also ten small iron swivels along the top of her bulwarks, besides boat guns and small arms.

2

Nominal list of Officers who served on board the Nemesis during the period referred to in this work: —

William H. Hall, R.N., Commander – Promoted to Commander, 10th June, 1843;

Lieutenant William Pedder, R.N., First Officer – Made Harbour Master and Marine-magistrate at Hong-Kong, July, 1841;

Mr. Ed. L. Strangways, Mate, R.N., Second Officer – Left sick, 29th March, 1841; Lieutenant, 23rd Dec. 1842;

Mr. John Laird Galbraith, Third Officer – Made Second Officer, 29th March, 1841; and First Officer, 1st July, 1842; and paid off at Calcutta, March, 1843;

Mr. F. W. Whitehurst, Fourth Officer – Made Third Officer, 29th March, 1841; and Second Officer, 1st July, 1842; and paid off at Calcutta, March, 1843;

Mr. Peter Young, M.R.C.S., Surgeon – Left the vessel, 15th January, 1841, at Macao;

Mr. John Gaunt, Purser – Served during the whole period. N.B. – The above joined the Nemesis in England.

The following officers joined the Nemesis at different periods in China: —

Mr. John Turner, Surgeon – Joined 15th Jan. 1841, at Macao; made Assistant-Surgeon, Bombay Establishment, Oct. 1843;

Mr. A. T. Freese, Mate, R.N., First Officer – Joined 1st August, 1841, at Hong-Kong; left the vessel 30th June, 1842; Lieutenant, 23rd Dec. 1842;

Mr. Alfred Fryer, Fourth Officer – Joined 1st February, 1842, at Chusan; paid off and rejoined at Calcutta, 1843;

Mr. B. G. Dryden, Second Officer – Joined 1st July, 1842, at Woosung; ditto

Mr. Arthur Baker, Volunteer – Joined 24th August, 1842; Yangtze river; ditto

Engineers – Mr. Colin M'Lougal (killed), Mr. John Kinross, Mr. Henry L. Harley, Mr. William Lang, Mr. David Wilson, Robert Kelly.

N.B. – Mr. Crouch, Mate, R.N., served on board as gunnery-mate, from the Wellesley, by permission of Commodore Sir Gordon Bremer, at Chuenpee, at First Bar Action, and Inner Passage, &c. Promoted Lieutenant, 8th June, 1841; Commander, 25th October, 1843. Wounded at Chin-keang-foo.

3

A native African from the so-called Kroo country.

4

About one thousand logs make up twenty-two tons and a half of fire-wood.

5

Another remark, perhaps worthy of being attended to, suggested itself on this occasion, and it has been frequently confirmed since – namely, that no steamer constructed according to the model of the Nemesis should be sent to sea upon a long and uncertain voyage, without having a fixed keel running the whole way fore and aft, and bolted strongly through her bottom. This would be found of the greatest possible utility at sea, and it could easily be taken off, and the moveable keels put on, whenever the vessel were employed on a coast, or in river navigation.

It may further be questionable, in the event of a smaller steamer being intended to be sent out, whether it would not be both safer and less expensive to send it in pieces, and have it put together, by the mechanics and engineers belonging to it, at the place where it might be destined for use, than to send it ready equipped, to make its own way to its destination by steam and canvas, with all the necessary risk.

6

The mode in which the permanent repairs were afterwards effected will be explained in the fifth chapter, together with the method by which the recurrence of a similar accident has been provided against in vessels more recently constructed.

7

It will be remembered that the plagues were frogs; dust turned to lice; swarms of flies; the murrain of beasts; the plague of boils and blanes; the plague of hail, of locusts, and of darkness.

8

In the account given of the Egyptian plague, it is stated "that the locusts were brought by an east wind," and were carried away "by a mighty strong west wind." I was curious to ascertain whether there was anything worth noting in relation to the state of the wind at Delagoa Bay when the locusts appeared, and when they were carried away again. On referring to the ship's log, I find that the day preceding the appearance of the locusts was one of perfect calm; but the morning of the day on which they came was ushered in by a north-east wind, which lasted until the evening, when it changed round to precisely the opposite quarter – namely, to the south-west, and increased on the following day to a strong gale from the same quarter, which carried away all the locusts. Subsequently, it again veered round to the north-east, and continued so for several days, but brought no more locusts.

9

With respect to the effects of lightning upon an iron ship, and the danger which was to be apprehended from the attraction, both of the vessel as a body, and of its particular parts as points for the electrical fluid to touch upon in its passage between the clouds and the earth, no inconvenience whatever seems to have been felt. Much had been said about it in England before her departure for a tropical region. The timid, and those less acquainted with the subject, openly expressed their apprehensions; the learned smiled with more of curiosity than fear; but the officers of the vessel itself were too busy about other matters to give themselves time to think much about the question. During their voyage to the southward, when many dangers were encountered, certainly that from lightning was amongst the least thought of; and now, as they were passing through the Mozambique Channel, a part of the world particularly famous for its heavy storms of thunder and lightning, not the slightest effect from it was observed upon the iron vessel. The funnel has a perfectly smooth top, without any ornamental points, such as are sometimes seen; and the main rigging and funnel stays were made of chain at the top, and rope throughout the rest.

10

The sultan very recently went up to Calcutta, to apply to the Governor-general, in the hope that the Company might be induced to take possession of the islands, which he felt he could no longer hold without assistance. He merely asked for himself a small annual stipend out of the revenues. What answer he may have received is not known; but probably his application was rejected, upon the ground of our territory in the East being already quite large enough. But, in reality, the Comoro Islands, or at least a part of them, must be viewed in a political light, as they may be said to command the navigation of the straits, and are generally thought to be an object aimed at by the French.

11

The following letter concerning the fate of the Comoro Islands, and the violent proceedings of the French in that quarter, appeared in The Times of January 30th, 1844. The facts stated in it have every appearance of exaggeration, but the interference of the British government would seem to be called for.

"The French have, within the last month, obtained, by fraud, possession of the islands of Johanna, Mohilla, and Peonaro; they had already, by the same means, obtained the islands of Mayotte and Nos Beh. There are at present out here eleven ships of war – the largest a 60-gun frigate; more are expected out, in preparation for the conquest of all Madagascar; and also, it is said, of the coast of Africa, from latitude 10 S. to 2 S.; this portion includes the dominions of the Imaum of Muscat. At this place (Nos Beh) a system of slavery is carried on that you are not aware of. Persons residing here, send over to places on the mainland of Africa, as Mozambique, Angoza, &c., money for the purchase of the slaves; they are bought there for about ten dollars each, and are sold here again for fifteen dollars; here again they are resold to French merchant vessels from Bourbon and St. Mary's for about twenty-five to thirty dollars each. Captains of vessels purchasing these use the precaution of making two or three of the youngest free, and then have them apprenticed to them for a certain term of years, (those on shore,) fourteen and twenty one years. These papers of freedom will answer for many. It is a known fact, that numbers have been taken to Bourbon, and sold for two hundred and three hundred dollars each. Those who have had their freedom granted at this place, (Nos Beh,) as well as others, are chiefly of the Macaw tribe. The Indian, of Havre, a French bark, took several from this place on the 20th of September last; she was bound for the west coast of Madagascar, St. Mary's, and Bourbon. L'Hesione, a 32-gun frigate, has just arrived from Johanna, having compelled one of the chiefs to sign a paper, giving the island up to the French. On their first application, the king and chiefs of Johanna said, that the island belonged to the English. The French then said, that if it was not given up, they would destroy the place; they, after this, obtained the signature of one of the chiefs to a paper giving up the island to the French.

"I remain, Sir, &c., &c.,

"Henry C. Arc Angelo.

"Supercargo of the late Ghuznee of Bombay.

"Nos Beh, Madagascar,

"Oct. 6th, 1843."

The account given in the above letter is partly borne out by the following announcement, which appeared in the Moniteur, the French official newspaper, in March, 1844; the substance of it is here copied from The Times of the 14th March, and there can be little doubt concerning the object of the French in taking the active step alluded to. We must hope, therefore, that our interests in that quarter will be properly watched, particularly when we remember what serious injury would be inflicted upon the whole of our Eastern trade, in case of war, by the establishment of the French in good harbours to the eastward of the Cape. The announcement is as follows: – "Captain Des Fossés has been appointed Commander of the station at Madagascar, and Bourbon, which was hitherto placed under the orders of the Governor of Bourbon. This station now acquires a greater degree of importance. Captain Des Fossés having under his orders five or six ships of war, will exhibit our flag along the whole coast of Africa, and in the Arabian Seas. He will endeavour to extend our relations with Abyssinia, and our influence in Madagascar."

12

Captain Hall of the Nemesis was at that time serving as midshipman under Capt. Basil Hall.

13

See map.

14

Some of the sailors of the Topaze were attacked and wounded on shore by the Chinese; and, in the scuffle, two Chinamen were killed. Remonstrances followed on both sides; and at length the Chinese demanded that two Englishmen should be delivered up to them for punishment. This was refused, as might be expected; upon which the Chinese authorities stopped the trade, and the fleet of merchant ships withdrew from Whampoa, and came to anchor in Tongkoo roads, henceforth called Urmston's Bay or Harbour.

15

LIST OF NAVAL FORCES BELONGING TO H. B. MAJESTY IN CHINA, IN JULY AND AUGUST, 1840.

Melville, 74, flag-ship, Rear-Admiral the Hon. George Elliot, C.B.; Captain the Hon. R. S. Dundas.

Wellesley, 74, bearing the broad pendant of Commodore Sir J. J. Gordon Bremer, C.B.; Captain Thomas Maitland.

Blenheim, 74, Sir H. S. Fleming Senhouse, K.C.B.

Druid, 44, Capt. Smith.

Blonde, 44, Capt. F. Bourchier.

Volage, 28, Capt. G. Elliot.

Conway, 28, Capt. C. D. Bethune.

Alligator, 28, Capt. H. Kuper.

Larne, 20, Capt. J. P. Blake.

Hyacinth, 20, Capt. W. Warren.

Modeste, 20, Capt. H. Eyres.

Pylades, 20, Capt. T. V. Anson.

Nimrod, 20, Capt. C. A. Barlow.

Cruiser, 18, Capt. H. W. Giffard.

Columbine, 18, Capt. T. J. Clarke.

Algerine, 10, Capt. T. S. Mason.

Rattlesnake, troop-ship, Brodie.

Hon. Company's armed Steamers.

Queen, Mr. Warden.

Madagascar, Mr. Dicey.

Atalanta, Commander Rogers.

Enterprise, Mr. West.

16

She was afterwards accidentally destroyed by fire.

17

See map.

18

The imperial revenues scarcely formed a third of what was actually paid in various ways!

19

FORCE EMPLOYED ON SHORE IN THE CAPTURE OF CHUENPEE.

20

In the official report of Captain Belcher, and on a subsequent occasion, it is stated, by mistake, that Mr. Crouch was serving on board The Queen. This active young officer well deserved the promotion which he soon obtained. He was wounded at the close of the war, at Chin-Keang-Foo.

21

This rocket was fired by Captain Belcher, of the Sulphur.

22

FORCE EMPLOYED ON SHORE IN THE CAPTURE OF CHUENPEE.

23

In no part of China are there found within the same distance so many large pagodas or religions monuments as upon the banks of this fine river. This is not the place to describe them minutely, or to discuss their purpose. They are found in most of the large towns, and sometimes on the banks of rivers, and form a part of the religious buildings of the Budhist superstition, and together with it, seem to have been originally introduced from the west. The shape of them is familiar to most readers. The finest and most celebrated one of the kind is the famous Porcelain Tower of Nankin; which is in reality a pagoda, larger and more ornamented than the rest, and distinguished by being principally constructed of Porcelain brick glazed, and of various shades of colour. These towers, or pagodas, are of great use in the navigation of the Canton river, as, from their height, they are conspicuous objects at a distance, and are generally placed in advantageous positions.

24

The Hong merchants' boats are both large and convenient, somewhat resembling a small room or van, placed upon a very sharp-pointed but broad boat, as they are only used for pulling about the smooth waters of the river. Nothing can be better adapted to comfort, affording shelter both from the sun and rain, with plenty of room for at least half-a-dozen people to sit down and converse. The outside of these boats is showily painted, and commonly decorated with handsome wood-work. The inside is generally elegantly fitted up. They are usually pulled by four men forward, who use a short broad-bladed oar or paddle, with great dexterity and effect; and they are also assisted as well as steered by a large heavy scull-oar behind.

25

This was, on more than one occasion, the case during the war. Soldiers were often found among the killed and wounded each having two dollars on their persons, and, on one occasion, even six dollars.

26

This, probably, alludes to the maxim of the Chinese moral code, which says that it should be remembered that a "foreigner, though he be a good man, and on terms of intimacy with you, is still of a different race."

27

This alludes to the famous pirate Kochinga, who was bought off and made an admiral.

28

During the heat of the action against the batteries of Anunghoy, a very dashing thing was done by Commander Sullivan, who was serving as a supernumerary commander on board the Melville. One of the boats got adrift, owing to some accident, and was being carried by the tide close in under the batteries. The instant this was perceived by Commander Sullivan, he jumped into his gig, and pulled off to recover the boat, in doing which he was of course exposed to the close fire of the batteries, but he fortunately escaped unhurt, and brought the boat safely back. This little spirited incident was not taken public notice of.

29

Consisting of the Wellesley and Druid, with the Calliope, Samarang, Herald, Alligator, Modeste, and Sulphur.

30

The Chinese rarely make any effort to save even their own countrymen from being drowned. Indeed, should a common boatman tumble overboard accidentally, his own companions in the boat will often give him no assistance, particularly if he is really in danger of being drowned without it.

31

It should be remembered that by the first and second bar are merely meant sand-banks or flats, which impede the navigation of the river, of course contracting, to a certain extent, the channel for large ships. The second bar is a large shoal on the left side of the river, ascending (or geographically on its right bank) upwards of ten miles above Tiger Island. The pagoda, near which the conference was held, stands near its upper extremity, on the same bank of the river. The first bar, however, lies about seven miles higher up on the opposite side of the river, and is not so extensive a flat as the lower one. It seems to have been formed by a deposit from the waters of one of the larger of those numerous rivers, or their branches, which empty themselves not only into the Canton River, but into all the principal rivers of China. Indeed so numerous are these water communications in every direction, that Keshen was perfectly correct in his observation that small vessels could proceed wherever they pleased, even up to Canton itself, without passing through the main river. Of course the channel becomes both narrower and more intricate in the neighbourhood of the bar; and therefore the Chinese shewed considerable judgment in attempting to defend this position, which was in fact the most tenable one between the Bogue and Whampoa; from which latter place it was distant about four miles.

32

The newly-explored passages will be described in the order of their discovery. The Blenheim Reach, Browne's Passage, and the communications with the Broadway River, by which our light squadron afterwards reached the city of Canton, were as yet quite unknown to us.

33

It is worthy of notice, that not a single ship of the squadron touched the ground on their passage up, although there was no native pilot on board any of the vessels. The great advantage of steamers drawing little water in leading a fleet up a river is undeniable; the certainty and perfect control of their movements, with the facility of changing their position, or of backing off, should they touch the ground, give them an immense advantage over every other description of vessel for exploring the passage of a river.

34

Why some of the forts should be called "Follies" does not appear evident. Such were the Dutch Folly, French Folly, Napier's Folly, and Howqua's Folly. The most foolish of them all was certainly the last, which ultimately fell down, owing to the foundation being weakened by the washing of the river.

35

A little more than half a mile above the upper end of Whampoa lies another small, low, alluvial island, which divides the river into two branches; and upon the lower extremity of it stood a semicircular fort, designed to command the passage on either side. This was called Napier's Fort, from having been built expressly to commemorate the discomfiture and ultimate death of that lamented nobleman. It mounted thirty-five guns.

36

The scenery about Whampoa, and between that island and Canton, throughout all the channels, is very picturesque. The fine pagoda upon Whampoa, rising up, as it were, out of a little mount of wood, and another similar one on the mainland higher up, surrounded by rich fields and numerous winding streams, are striking objects. A few scattered farm-houses, with their large, curved, angular roofs, together with the village of Whampoa, and the numerous boats of all shapes and sizes plying upon the river, present a peculiar and thoroughly Chinese prospect.

37

See map.

38

Not only on this, but on many other occasions, these gentlemen were personally exposed to the fire of the enemy, little less than either soldiers or sailors. They showed the utmost coolness and personal courage; and it is but justice to them to remark that their presence was always of the greatest value in every operation, even though unarmed, and, as non-belligerents, unnoticed. Their knowledge of the language and their good judgment frequently enlisted in our favour the people of the country, who might have offered great annoyance, and they were often able to mitigate the hardships even of war itself.

39

See the map of the Canton River, in which the chart of the Broadway, or Macao Passage, is reduced from a very large Chinese manuscript, kindly lent by Captain Scott, who states that he found it approximatively correct. Indeed, it was the best guide to the Nemesis (except the lead) as she proceeded, for the native pilots were not found to be of much use. The distances from place to place, however, cannot be depended on as exact; but in the original manuscript every fort and military station was marked in its proper position. The names given in Captain Scott's despatch are spelt somewhat differently from what they appear on the original chart, but upon the whole they are sufficiently correct.

40

Inquiry has often been made what method was adopted in order to open a passage through obstacles such as I have described above. It may, therefore, be here remarked, that several modes were at different times resorted to, according to circumstances. Where the stakes were not driven in very firmly, it was easy, by fastening a hawser round the top of them, and making it fast to the steamer, to back her out, and pull them one by one away; but as this was a tedious process, a hawser was sometimes fastened round ten or a dozen of them in a line across the river, and carried from one to the other, but fastened to each of them in such a way as to leave about a few fathoms of slack rope between each pair. The end of the hawser was made fast to the steamer with a tolerable length of line out, and she was then backed at full speed. The momentum thus acquired was soon sufficient to drag the first pile away with a jerk; and this one being fastened already to the next, as before described, with a fathom or two of slack line between them, the force of the steamer, which still continued to back astern, was sufficient to jerk that one away also; and thus proceeding at full speed backwards, the steamer pulled them all away, one after the other, still remaining fastened together by the hawser; but the power of the jerk was only applied to one at a time.

In cases where the stakes were driven in to some depth, or where the bed of the river was tenacious, it was necessary to pull them fairly out perpendicularly, by luff-tackle led up to the mast-head. The piles were gradually loosened a little by being pulled to and fro; for which purpose chain-slings were passed round the head of the pile, and a hawser being then made fast, was led aft along the deck; thus by being pulled in various directions, sometimes one way and sometimes another, the pile was at length drawn fairly out, something like drawing a tooth. The bows of the steamer were run nearly close up to the piles during this operation, and she was steadied by a hawser run out from the quarter to the banks of the river.