Produced by Sue Asscher
THE LOGBOOKS OF
THE LADY NELSON
WITH THE JOURNAL OF HER FIRST COMMANDER
LIEUTENANT JAMES GRANT, R.N.
BY
IDA LEE, F.R.G.S.
(MRS. CHARLES BRUCE MARRIOTT.)
AUTHOR OF:
THE COMING OF THE BRITISH TO AUSTRALIA,
[and]
COMMODORE SIR JOHN HAYES, HIS VOYAGE AND LIFE.
WITH SIXTEEN CHARTS AND ILLUSTRATIONS FROM THE ORIGINALS
IN THE ADMIRALTY LIBRARY.
GRAFTON & CO.
69 GREAT RUSSELL STREET
LONDON. W.C.
First Published in 1915.
TO THE MEMORY OF MY GRANDFATHER,
WILLIAM LEE,
ONE OF AUSTRALIA'S PIONEERS.
PREFACE.
The objects for which the Lady Nelson's voyages were undertaken render
her logbooks of more than ordinary interest. She was essentially an
Australian discovery ship and during her successive commissions she was
employed exclusively in Australian waters. The number of voyages that she
made will perhaps never be accurately known, but her logbooks in
existence testify to the important missions that she accomplished. The
most notable are those which record early discoveries in Victoria: the
exploration of the Queensland coast: the surveys of King Island and the
Kent Group: the visits to New Zealand and the founding of settlements at
Hobart, Port Dalrymple, and Melville Island. Seldom can the logbooks of a
single ship show such a record. Their publication seemed very necessary,
for the handwriting on the pages of some of them is so faded that it is
already difficult to decipher, and apparently only the story of Grant's
voyages and the extracts from Murray's log published by Labilliere in the
Early History of Victoria have ever before been published. In
transcription I have somewhat modernized the spelling where old or
incorrect forms tended to obscure the sense, and omitted repetitions, as
it would have been impossible to include within the limits of one volume
the whole of the contents of the logbooks. The story of the Lady Nelson
as told by Grant has in places been paraphrased, for he sometimes writes
it in diary form under date headings and at others he inserts the date in
the narrative. The entries from the logbooks of Murray, Curtoys and
Symons, in the Public Record Office, with such omissions as I have
specified, are printed verbatim.
Murray's charts now published are distinctly valuable, as in the fourth
volume of the Historical Records of New South Wales, where they should be
found, it is stated that they are "unfortunately missing."
On my inquiring at the Admiralty, Mr. Perrin, the Librarian, to whom my
cordial thanks are due, made a special search and was fortunate enough to
discover them. Thus, after a long separation, Murray's charts and his
journal are united again in this volume. Perhaps the most important
chart, and the one which should appeal especially to the people of
Victoria, is that of Port Phillip showing the track of the Lady Nelson's
boat when the brig entered the bay for the first time. Murray's log
telling of this discovery ends on March 24th, 1802. In writing later to
the Duke of Portland, Governor King says: "The Lady Nelson's return just
before I closed my letters enabled me to transmit Acting-Lieutenant
Murray's log copies of the discoveries of King Island and Port Phillip.
These important discoveries, being combined with the chart of former
surveys, I hope will convince your Grace that that highly useful vessel
the Lady Nelson has not been idle under my direction." The charts were
sent home in charge of Lieutenant Mackellar, who sailed in the ship
Caroline on March 30th, 1802, six days after the Lady Nelson's return.
Duplicates were forwarded by the Speedy, which left Sydney in June, but a
comparison of those at the Admiralty shows that King added nothing
further to this second series.
My thanks are also due to Lieutenant Bell, R.N., whose researches have
enabled me to publish the charts of the Queensland coast. These old
charts cannot fail to interest students of Australian history. It is
possible that they do not include all that were sent home at first, nor
are the Lady Nelson's logbooks complete; those however of Grant and
Murray, Curtoys and Symons, give us the story of the work carried out by
those energetic seamen. They are writings worthy of being more widely
known, for they are records left by men who sailed uncharted seas along
unknown coasts in days which will not come again--men who have helped to
give to later generations a spacious continent with a limitless horizon.
IDA LEE.
CONTENTS.
CHAPTER 1.
THE LADY NELSON BUILT WITH CENTREBOARDS.
HER VOYAGE TO SYDNEY UNDER JAMES GRANT.
THE FIRST SHIP TO PASS THROUGH BASS STRAIT.
CHAPTER 2.
RETURNS TO EXPLORE THE STRAIT.
HER VISITS TO JERVIS BAY AND TO WESTERN PORT IN 1801.
CHAPTER 3.
COLONEL PATERSON AND LIEUTENANT GRANT SURVEY HUNTER RIVER.
CHAPTER 4.
MURRAY APPOINTED COMMANDER OF THE LADY NELSON.
HIS VOYAGE TO NORFOLK ISLAND.
CHAPTER 5.
MURRAY'S EXPLORATION OF BASS STRAIT.
CHAPTER 6.
DISCOVERY OF PORT PHILLIP.
CHAPTER 7.
THE LADY NELSON IN COMPANY WITH H.M.S. INVESTIGATOR EXAMINES THE
NORTH-EASTERN SHORES OF AUSTRALIA.
CHAPTER 8.
THE FRENCH SHIPS IN BASS STRAIT.
THE FOUNDING OF HOBART.
CHAPTER 9.
SYMONS SUCCEEDS CURTOYS AS COMMANDER OF THE LADY NELSON.
HIS VOYAGES TO PORT PHILLIP, TASMANIA AND NEW ZEALAND.
CHAPTER 10.
THE LADY NELSON IN TASMANIA.
THE FOUNDING OF PORT DALRYMPLE.
CHAPTER 11.
THE ESTRAMINA IS BROUGHT TO SYDNEY.
THE LADY NELSON VISITS NORFOLK ISLAND AND PORT DALRYMPLE.
CHAPTER 12.
TIPPAHEE AND HIS FOUR SONS ARE CONVEYED TO NEW ZEALAND IN THE LADY
NELSON.
CHAPTER 13.
THE LADY NELSON ACCOMPANIES H.M.S. TAMAR TO MELVILLE ISLAND.
CHAPTER 14.
THE LOSS OF THE LADY NELSON.
APPENDIX.
INDEX.
ILLUSTRATIONS.
1. THE LADY NELSON. From a painting in the possession of the Victorian
Government.
2. LIEUTENANT JAMES GRANT'S CHART OF THE AUSTRALIAN COAST.
[Jas Grant autograph facsimile.]
3. EYE-SKETCH OF THE LADY NELSON'S TRACK ON HER FIRST VOYAGE THROUGH BASS
STRAIT. Drawn by Governor King. Writing of this chart, he says that the
longitude in which Lieutenant Grant placed Cape Otway was about a degree
and a half in error. He also made the land to trend away on the west side
of Cape Otway to a deep bay, which he named Portland Bay. An examination
of modern maps will show that the name Portland Bay has been retained for
a bay to the westward of Grant's Portland Bay, which is now called
Armstrong Bay.
Chart of the track of His Majesty's Armoured Surveying Vessel Lady Nelson
Lieutenant James Grant Commander. From Bass's Straits between New Holland
and Van Diemen's Land on her passage from England to Port Jackson. By
Order of His Grace The Duke of Portland. In December 1800.
4. CHART OF WESTERN PORT SURVEYED BY ENSIGN BARRALLIER IN 1801.
5. CHART OF BASS STRAIT SHOWING THE DISCOVERIES MADE BETWEEN SEPTEMBER
1800 AND MARCH 1802. Drawn by Ensign Barrallier, New South Wales Corps,
under the direction of Captain P.G. King, Governor of New South Wales."
This chart is generally referred to as "Barrallier's Combined Chart."
King doubtless alludes to it when writing to the Duke of Portland in May
1802. See Historical Records of New South Wales volume 4 page 761.)
(CHART OF KING'S ISLAND IN BASS'S STRAIT. This earliest chart of King
Island was drawn by Alexander Dalrymple from a sketch made by Flinders of
Murray's original chart. Flinders added to it the west coast unseen by
Murray, though it had been sighted by both Black and Buyers. The details
given by Flinders were supplied by William Campbell, master of the
Harrington, who, in March 1802, found a quantity of wreckage there.
Nothing remained to show the name of the lost vessel, nor was any clue
subsequently discovered by which she could be identified. The Harrington
lay at anchor at New Year's Isles for over two months, but could not
trace the nationality of the vessel or her crew except in the language of
the Harrington's captain, "one dead English cat." See Historical Records
of New South Wales volume 4 page 780.)
6. THE LADY NELSON AND THE FRANCIS SCHOONER ENTERING HUNTER RIVER.
7. COAL HARBOUR (NEWCASTLE, NEW SOUTH WALES), SURVEYED BY ENSIGN
BARRALLIER IN 1801.
Coal Harbour and Rivers on the Coast of New South Wales. Surveyed by
Ensign Barrallier, in His Majesty's Armed Surveying Vessel Lady Nelson:
Lieutenant James Grant Commander. In June and July 1801, by Order of
Governor King.
High Water Full and Change in the Harbour 9 hours 45 minutes. Rises 6
feet.
Remarks on Hunter's River: The entrance of Hunter's River is in latitude
32 degrees 57 minutes south, distinguishable by an Island on the
south-east side of its entrance which in coming from the northward
appears like a castle, being perpendicular on the south-east side and 203
feet high: the north side is steep and covered with grass. It is the
northernmost high land from Sydney to the Heads of Port Stephens from
which it lies north-east 6 leagues. The intermediate space being a sandy
beach. The tides both in the harbour and entrance runs very strong, and
in some places not less than four miles an hour and sometimes from four
to five. The ebb in general is much stronger than the flood: 9 3/4 hours
in the harbour makes high water full and change, and rises six feet
perpendicular where the Lady Nelson anchored, and four feet when she was
higher up the river. In the harbour there is good shelter from all winds
and plenty of room for more than 100 sail of shipping. There is plenty of
water to be had on the north shore by digging a very little way down.
There are three wells already dug, and the water is very good. On the
south shore there are plenty of runs of fresh water.
For further information refer to Colonel Paterson and Lieutenant Grant's
Narrative.
8. ROUTE OF H.M.A.S. VESSEL LADY NELSON ALONG THE COAST OF NEW SOUTH
WALES ON A VOYAGE OF DISCOVERY IN 1801, undertaken by Command of His
Excellency Governor King. By Jno. Murray Acting Lieutenant and Commander.
Note the Coast is according to Captain Cook. Jarvis Bay was visited by ye
Lady Nelson in March 1801. Twofold Bay is from Bass's track in the Whale
Boat.
9. KENT'S GROUP. By John Murray.
10. KING ISLAND FROM JOHN MURRAY'S CHART.
11. CHART OF PORT PHILLIP SHOWING THE TRACK OF THE LADY NELSON'S BOAT IN
1802.
In this chart by Murray, sent to the Admiralty from Sydney by Governor
King in 1802, few names appear, although Murray named Point Palmer, Point
Paterson, and Point Nepean, and the fact that it bears the date January
1802 seems further evidence that it is the first chart of Port Philip
drawn by its discoverer. It is one of those referred to as "unfortunately
missing" in the Historical Records of New South Wales volume 4 page 764.
12. CHART OF BASS STRAIT, INCLUDING THE DISCOVERIES OF ACTING-LIEUTENANT
JOHN MURRAY IN THE LADY NELSON, between November 1801 AND march 1802. By
command of His Excellency Governor King. This chart, which bears Murray's
autograph, shows his explorations of Western Port, Port Philip, and King
Island. It should be noted that Flinders' Island is named Grand Capuchin.
This is one of the charts referred to as "unfortunately missing" in the
Historical Records of New South Wales volume 4 page 764.
13. TRACK OF THE LADY NELSON IN COMPANY WITH H.M.S. INVESTIGATOR ON A
VOYAGE OF DISCOVERY along the coast of New South Wales. By John Murray.
This chart also bears Murray's signature, as well as the outward and
return track of his ship.
14. CONTINUATION OF THE TRACK OF THE LADY NELSON IN JULY 1802.
15. SKETCH OF PORT NUMBER 1 (PORT CURTIS), FACEING ISLAND AND KEPPEL BAY.
By John Murray, made on board H.M. armed surveying vessel Lady Nelson.
16. THE TRACK OF THE LADY NELSON TO PORT NUMBER 2. (PORT BOWEN). By John
Murray.
This chart and the one in Illustration 15 differ in delineation from the
rest of Murray's charts of his voyage northwards, and are beautifully
drawn and coloured. Probably they were the work of Westall, the artist
with Flinders, Murray merely adding to them his homeward track.
[Facsimile signature Jno Murray]
17. THE LADY NELSON'S ANCHORAGE AT HUNTER RIVER.
18. APPENDIX. H.M.S. BUFFALO, SHIP'S MUSTER.
THE LOGBOOKS OF THE LADY NELSON.
CHAPTER 1.
THE FIRST VOYAGE OF THE LADY NELSON.
The logbooks of the Lady Nelson bear witness to the leading part played
by one small British ship in the discovery of a great continent. They
show how closely, from the date of her first coming to Sydney in 1800
until her capture by pirates off the island of Baba in 1825, this little
brig was identified with the colonisation and development of Australia.
In entering upon her eventful colonial career, "the Lady Nelson did that
which alone ought to immortalize her name--she was the first ship that
ever sailed parallel to the entire southern coast line of Australia."* (*
Early History of Victoria by F.P. Labilliere.) She was also the first
vessel to sail through Bass Strait. But discovery cannot claim her solely
for itself. While she was stationed at Sydney there was scarcely a
dependency of the mother colony that was not more or less indebted to
her, either for proclaiming it a British possession, or for bringing it
settlers and food, or for providing it with means of defence against the
attacks of natives.
In the early history of Victoria the Lady Nelson occupies a niche
somewhat similar to that which the Endeavour fills in the annals of New
South Wales, but while Cook and the Endeavour discovered the east coast
and then left it, the Lady Nelson, after charting the bare coast-line of
Victoria, returned again and again to explore its inlets and to penetrate
its rivers, her boats discovering the spacious harbour at the head of
which Melbourne now stands.
The Lady Nelson also went northward as well as southward, and though many
of her logbooks are missing, some survive, and one describes how, in
company with the Investigator under Captain Flinders, she examined the
Queensland shore as far as the Cumberland Islands. Later she accompanied
the Mermaid, under Captain King, to Port Macquarie when he followed
Flinders' track through Torres Strait, and during her long period of
service she visited different parts of the coast, including Moreton Bay,
Port Essington, and Melville Island. Precisely how many voyages she made
as a pioneer will probably never be known. The ship, at least, played
many parts: now acting as King's messenger and carrying despatches from
the Governor to Norfolk Island; now fetching grain grown at the
Hawkesbury, or coals from Newcastle for the use of the increasing
population at Sydney; and at another time carrying troops and settlers to
the far distant north. She made other memorable voyages; for example,
when she conveyed bricks burnt in Sydney brick kilns to Tasmania and to
New Zealand, in order to build homes for the first white settlers in
those lands. She helped also to establish Lieutenant Bowen's colony at
Risdon. On that occasion we read that the little ship lent the colony a
bell and half a barrel of gunpowder. The logbooks do not record to what
use the bell was put, but whether it served as a timekeeper or to call
the people to worship, it was doubtless highly valued by the early
Tasmanian colonists.
At the time of her sailing to Australia the Lady Nelson was a new ship of
60 tons. She was built at Deptford in 1799, and differed from other
exploring vessels in having a centre-board keel. This was the invention
of Captain John Schanck, R.N., who believed that ships so constructed
"would sail faster, steer easier, tack and wear quicker and in less
room." He had submitted his design to the Admiralty in 1783, and so well
was it thought of that two similar boats had been built for the Navy, one
with a centre-board and one without, in order that a trial might be made.
The result was so successful that, besides the Cynthia sloop and Trial
revenue cutter, other vessels were constructed on the new plan, among
them the Lady Nelson. She was chosen for exploration because her three
sliding centre-boards enabled her draught to be lessened in shallow
waters, for when her sliding keels were up she drew no more than six
feet.
In 1799 the news reached London that the French were fitting out an
expedition to survey unknown portions of Australia; the Admiralty were
quickly stirred to renewed activity, and decided to send the Lady Nelson
to Sydney. At first it was believed that Captain Flinders would be placed
in charge of her, but he was eventually given a more important command,
and Lieutenant James Grant was appointed to the Lady Nelson. She was
hauled out of Deadman's Dock into the river on January 13th, 1800, with
her full complement of men and stores on board. She carried provisions
for 15 men for a period of nine months, and enough water for three
months. Her armament consisted of only two brass carriage-guns.
On January 16th she sailed to Gravesend. So small did she look as she
made her way down the Thames that the sailors on board the ships in the
river ridiculed her appearance and ironically christened her "His
Majesty's Tinderbox." Grant says that many expressed a doubt that she
would ever make her port of destination.
A heavy gale was blowing when she reached the Downs, but from the first
she proved herself a good sea-boat, and it was found that lowering the
keels greatly steadied her. Grant now had a good opportunity for testing
her capabilities. A large convoy ready to sail for the West Indies lay at
anchor here, and on the evening of the 23rd, as the fury of the wind
increased, many signals of distress were seen flying in the offing.
Finding the Lady Nelson drag very much, her commander let go another
anchor, with the result that she rode out through the gale with ease,
although next morning six vessels were ashore dismasted, while two others
had lost both their masts and bowsprits. He then decided to take shelter
in Ramsgate, where he remained until the 7th, when he sailed to Spithead
and thence to Portsmouth. Here four more guns were placed on board and
some oak planking, which caused the brig to lie deeper in the water, so
that Grant writes "there were then only 2 feet 9 inches clear abreast the
gangway." He believed, however, that the consumption of coal and
provisions would soon bring her to a proper degree of buoyancy.
During her stay at Portsmouth the Lady Nelson lost two men, one through
illness, the other by desertion. On March 15th, when she was quite ready
for sea, Captain Schanck and Mr. Bayley* (* W. Bayley, formerly
astronomer on board the Adventure.) paid her a visit. Orders had been
given for her to leave port in company with H.M.S. Anson, Captain Durham,
who (as the Powers were at war) was to convoy a fleet of East Indiamen,
then on point of sailing, and with whom was H.M.S. Porpoise, bound to New
South Wales. The wind being fair, on the night of March 16th, 1800, the
signal for sailing was given by the Commodore. While all hands were
busily engaged getting up the kedge, the carpenter made his escape in the
darkness. Anxious to avoid further delay, and somewhat consoled by the
thought that the vessel was new and that he had already tested and found
out her good qualities, Lieutenant Grant decided to put up with the loss
of the man's services.
At 6 P.M. on the 18th the ship finally bade adieu to England. At first
she was scarcely able to keep pace with the big ships which bore her
company, and very soon the Commodore despatched an officer to her
commander to suggest that he should go into Falmouth and await there the
departure of the West India Fleet. But, as the final decision was left
with Lieutenant Grant, he preferred to go on, believing that he could
keep pace with the convoy. During the afternoon of the 19th a namesake of
his, Captain James Grant of the Brunswick, East Indiaman, hailed him and
informed him that he had orders to take the Lady Nelson in tow. The
commander of the brig did not at all relish this news, but dreading
further detention as he was in the track of the enemy, he took the
proffered hawser on board. The brig towed well as long as the sea was
smooth, and at first no discomfort was felt. Then a continued spell of
bad weather ensued, and a driving rain, which found its way under the
covering boards and along the gunwale of the ship, caused great
unpleasantness. Worse was to follow, for it began to blow very hard, and
the Brunswick set off at high speed, dragging the little brig mercilessly
through the heavy seas which almost enveloped her. The sight evoked much
amusement among the passengers on board the big Indiaman, who frequently
visited the stern galley to watch the waves wash completely over the Lady
Nelson.
On the 23rd of March an unusually heavy sea strained the brig to such a
degree that Grant ordered the hawser to be let go, and bade the Brunswick
farewell. It was imagined by those on board the larger vessel that the
Lady Nelson, deeming it impossible to proceed, had turned back to
Portsmouth. Grant, however, had determined to continue his voyage alone.
He lost sight of the fleet during the night, and next day, in latitude 43
degrees 55 minutes north and longitude 14 degrees 17 minutes west, the
weather being fine and clear, he ordered the saturated bedding to be
brought up from below and placed on deck to dry. This practice was
continued throughout the voyage, and to it, and to the care taken to
prevent the men sleeping in wet clothes, Grant attributed the healthy
state of the crew on reaching Sydney. When the sea moderated it was also
possible to stop the leaks on deck.
On the 25th a strange sail was sighted, and from the masthead a large
fleet was soon afterwards made out bearing north-north-east. One ship
detached itself from the rest and gave chase to the Lady Nelson, gaining
fast upon her. She was perceived to be an English frigate. At 6 P.M. she
fired a shot which compelled Lieutenant Grant to shorten sail and to show
his colours. As a second shot was fired it was clear that the frigate
still mistook him for one of the enemy, so he wore and stood towards her,
when she proved to be H.M.S. Hussar, acting as convoy to the West India
Fleet. Her commander informed Grant that he had mistaken the Lady Nelson
for a Spaniard, and expressed his regret for having given so much
trouble, and after the usual compliments they parted. Grant adds that he
did not learn the name of the courteous commander,* (* It was Viscount
Garlies.) but again at daylight the Lady Nelson came on part of his
convoy, which, not knowing who she was, crowded sail to get out of her
way, "with," says Grant, "one exception, this being the ----, which, much
to his credit, hove to and fired a shot almost plump on board of us.
Another vessel, the Hope of Liverpool, I could hardly keep clear of, for
the more I attempted to avoid him the more he attempted to get near me,
so much so that we were near running on board each other." The Hope's
captain asked Grant very peremptorily who he was and where he came from,
to which Grant replied by hoisting his colours and pendant; but even this
did not satisfy the irate merchant skipper, who appeared to have had very
decided intentions of running down the Lady Nelson. Eventually, however,
he rejoined the convoy, which stood to the westward under close-reefed
top-sails.
On the 1st of April the Lady Nelson fell in with another heavy gale which
raged till the 3rd, and finding that his ship was drifting south of
Madeira, Grant shaped a course for Las Palmas.
On the 8th he crossed the Tropic of Cancer.
On Sunday the 13th he came to an anchor in Port Praya, St. Iago, where
the Governor received him with much politeness and gave him permission to
replenish his ship. While in this port Grant discovered that the second
mate had sown seeds of discontent among his crew, so he promptly handed
him over to the Governor to be sent back to England. Two boys, however,
deserted and ran off with a boat. Several parties were sent out in search
of them by the Governor, and the two deserters were eventually caught and
brought home by the natives--both riding on one ass. The sight of the
bluejackets in such a predicament vastly amused the Portuguese seamen in
port, who ridiculed them to such an extent that Grant did not think it
necessary to punish them further. Grant describes the natives of Port
Praya as resembling negroes, and remarks that the females seemed to spend
their time in spinning cotton from a distaff with a spindle. The ship's
keels were examined here and one found to be broken, but the repairs,
owing to the assistance given by the Governor, were finished in two days.
Having taken in a sufficient supply of water, the Lady Nelson left St.
Iago on April 27th. The Governor, who seems to have been most polite and
obliging to everybody, permitted two Portuguese sailors to be entered on
her muster-roll, which brought her crew up to twelve. Soon after leaving
port, one of the seamen became ill, and as his temperature rose very high
the commander gave orders for him to be immediately isolated, though he
was fortunately cured in four days. The food served to the men then
underwent some alteration. It was thought that oatmeal was too heating in
the humid weather of the tropics, and tea was substituted for it at
breakfast, wine supplemented with spruce beer being issued instead of
spirits. Not one man fell sick afterwards.
As the ship neared the Equator various cross-currents were frequently met
with, and "heavy squalls with rain" and a very disagreeable sea arose,
the result of a sudden change of wind from north-north-east to south-west
and south-south-west. The Lady Nelson pitched and rolled considerably,
and nearly every one on board was sea-sick. On the 6th it fell calm
again.
At 6 A.M. on the 9th a schooner was sighted, and shortly afterward a
brig, which stood towards the ship. Believing that the latter was an
enemy, Grant was glad when a storm hid her from view. On the 10th,
however, a glimpse of the brig was again caught, and on the 13th two more
sail were descried standing to the westward, but they finally
disappeared. The Lady Nelson was now surrounded by flying-fish and
tropical birds in great numbers, the latter being of the species
mentioned by Captain Cook as seen by him when he traversed this route.
On May 16th a long, heavy swell was experienced with light airs, and the
sea took a luminous appearance. A spell of bad weather followed, ending
on the 23rd, when, the day being fine, the boats were lowered and the
keels overhauled and repaired, and it was then found that a new piece of
wood which had been put on the after keel at Port Praya was missing. Not
having sufficient timber on board to repair it as before, the keel was
let farther down in the well and a breadth of planking was joined to it
with iron hooping and nails, with the result that it extended three feet
below the vessel.
On the 28th, when nearing Rio de Janeiro, an inspection was made of the
bread and water, and as the latter was found to be in good condition
Grant decided not to enter the port. Some of the bread was a little
damaged by leakage into the bread room, but a more water-tight place for
storing it was soon found. About the same date birds were again observed,
particularly the hoglet: the men caught many of these and made caps of
their skins. Mother Cary's chickens* (* Procellaria pelagica Linn.) were
also met with in great numbers. Gales and calms now alternated until June
11th, when there were frequent squalls, the wind finally blowing with
such violence that at 3 P.M. it was thought advisable to heave to. Later
the storm abated, and the vessel was able to make good progress until the
18th. A curious sea followed the ship on this day, the waves rising
perpendicularly, so that the commander conjectured that there was ground
at no great depth. He put the deep-sea lead over, but no soundings could
be obtained.
On the 23rd at 3 P.M. a vessel was seen bearing down before the wind
towards the Lady Nelson. The stranger proved to be a Spanish brig
carrying prize colours. She had been captured in the River Plate by a
privateer which had been fitted out by a merchant at the Cape of Good
Hope, and was commanded by Mr. John Black. She was then on her way to the
Cape of Good Hope. On coming within hail her master informed the Lady
Nelson's commander that he had neither book nor chart on board, and
wished to know where he was; he also begged some twine and canvas to
repair his sails. The prize was of about 70 tons burthen and was loaded
with beeswax, hides, tallow, and tobacco. She was without a boat, as it
had been washed overboard, so Lieutenant Grant shortened sail and desired
her captain to keep near him and gave him the latitude and longitude. On
the following day the Lady Nelson lowered a boat and brought the prize
master on board, to whom Lieutenant Grant gave a chart of the Cape and
several other necessaries. He asked Mr. Black why he had so boldly
approached the Lady Nelson, since his ship was painted like a Spaniard,
and so might well have been taken for one. Black's answer was that he
knew from her canvas that the Lady Nelson was not an enemy. When he was
shown over her he expressed his astonishment at her centre-boards, and
her construction was therefore explained to him. But evidently he was not
favourably impressed, for when he was being escorted back to his ship he
asked one of her sailors if his commander was not mad, for he could not
believe that such a small ship as the Lady Nelson could ever accomplish a
voyage of discovery.
The vessels continued to sail in company towards the Cape of Good Hope.
At 5 A.M. on the 7th land was seen from the Lady Nelson, the information
being signalled to her companion. Soon after daylight the Lion's Rump was
perceived south-east by east 1/2 east, distant five leagues. A little
later the ships parted company. Lieutenant Grant had intended to anchor
in Simon's Bay, but having discovered that the Lady Nelson had lost both
her main and after keels during the voyage, he sailed to Table Bay. On
his arrival there Admiral Sir Roger Curtis, who was in command of the
station, gave orders for two new keels to be built immediately, and it is
recorded that so well did Mr. Boswell, the builder's assistant (the
builder himself being absent) perform his task that the new keels
reflected the greatest credit on him.
On the 16th, her repairs being completed, the Lady Nelson sailed for
Simon's Bay and anchored there at 9 A.M. on the following day. Here was
found H.M.S. Porpoise, also bound to New South Wales, which left the bay
for Sydney in advance of the Lady Nelson. During his stay Lieutenant
Grant met a relative, Dr. J. R. Grant, with whom he made several
excursions into the interior of the colony.
While the Lady Nelson was at the Cape of Good Hope a ship named the
Wellesley arrived from England with despatches from the Admiralty. She
had narrowly escaped capture by a French man-of-war which gave chase to
her after she had parted from her convoy, but fortunately she had been
able to beat off the enemy and to effect her escape. The instructions
brought to Grant from the Duke of Portland directed him to sail to Sydney
through Bass Strait instead of sailing round the South Cape of Van
Diemen's Land (as Tasmania was then called).*
(* The following extract is from the letter from the Duke of Portland to
Grant:--
"WHITEHALL, 8th April, 1800.
"SIR, Having received information from Port Jackson in New South Wales
that a navigable strait has been discovered between that country and Van
Diemen's Land in latitude 38 degrees, it is His Majesty's pleasure that
you should sail through the said strait on your way to Port Jackson. I
am, etc., PORTLAND.")
No ship had yet sailed through this strait, which had been discovered
only a little more than a year before by Dr. George Bass. Grant was also
instructed to take particular notice of the Australian coast, and
especially of the headlands visible on either side of the strait. During
his stay at the Cape numerous volunteers offered to accompany him to
Sydney, many from on board the ships in the bay. He says that he declined
them all except a carpenter and an eccentric person named Dr. Brandt, who
might, he thought, be useful as a scientist, and who came on board
accompanied by his baboon and his dog. To oblige Sir Roger Curtis, he
also consented to take a Dane sentenced to transportation.
On the 7th of October the Lady Nelson left the Cape and proceeded on her
voyage to New South Wales. Soon after leaving port bad weather set in and
continued until the 12th, but, on the 14th at noon, when the ship was in
38 degrees 1 minute latitude, the sea moderated and the bedding was again
brought up on deck while the cabins and berths were washed with vinegar.
On the 24th the weather turned extremely cold with snow at times. A heavy
cross sea was running, which gave the little brig another opportunity of
displaying her good qualities. On the 28th at noon she was in 38 degrees
54 minutes south, and towards evening on the following day she
encountered a heavy gale which obliged her commander to heave her to.
Violent gusts with showers of sleet blew continually, and the seas were
so heavy that often in striking the bow they threw the ship so far over
as "to expose her beam." A drag-sail was then used in order to steady
her, and it answered remarkably well. The fore-top-sail yard was also got
on deck and eased the ship wonderfully; fortunately little water was
shipped, as, owing to her small draught and flat bottom, she rose like a
piece of cork on the top of every wave.
On November 1st, in accordance with expectations, the island of Amsterdam
was sighted. The Lady Nelson steered a lonely course along its high,
inaccessible shores, and beyond seeing that it was covered with grass,
those on board could observe little. A flagstaff with a flag flying came
into view, but not a single human being could be seen through the
telescope, although a party of sealers was known to visit the place
frequently. As the ship left the coast a boat's thwart with a piece of
rope wound round it was observed floating in the water, and its presence
caused some curiosity on board. Within the next few days a shoal of
whales known to sailors as the Right whale was sighted, and later in the
month several other whales of various species with two threshers at work
upon one of them were seen.
On the 23rd Vancouver's track was crossed, and then Grant gave orders for
a strict look-out for land to be kept from the masthead by night and day.
Still the Australian coast remained invisible.
On the 29th the sea was so calm that there was not a ripple on its
surface, and nothing worth noting occurred until December 1st, when a
large spermaceti whale passed, and at 3 P.M. a seal. At 5 P.M. another
appeared; this seal swam after the ship for some time, gazing after it in
a curious way and shaking its head as it leapt from the water. On
December 2nd the birds which till then had followed the ship disappeared,
and in the evening a horse-fly settled on the main-sail and showed that
land was near. The same night heavy squalls arose and blew until morning.
At 8 A.M., to the great joy of all on board, land was sighted from the
masthead. It appeared to take the form of four islands, some six or seven
leagues distant. At noon the ship was in 38 degrees 10 minutes south and
longitude by account 142 degrees 30 minutes east, and the following notes
are recorded in the journal of Lieutenant Grant,* as his first impression
of the land of New Holland (Australia). (* The Journals and logbooks are
not printed in extenso. A few passages of minor importance that in no way
affect the general course of the narrative have, for want of space, been
omitted.)
THE LADY NELSON TO PORT JACKSON.
"December 3rd, 1800. At daylight made all possible sail judging myself to
be in latitude of 38 degrees south.* (* (Note in log.) Longitude worked
back 141 degrees 20 minutes east.) At 8 A.M. saw the land from north to
east-north-east appearing like unconnected islands, being four in number,
which on our near approach turned out to be two capes and two high
mountains a considerable way inshore. One of them was very like the Table
Hill at the Cape of Good Hope, the other stands farther into the country.
Both are covered with large trees as is also the land which is low and
flat as far as the eye can reach. I named the first of these mountains
after Captain Schanck and the other Gambier's Mountain. The first cape I
called Northumberland, after His Grace the Duke of Northumberland.
Another smaller, but very conspicuous jut of the land, which we plainly
saw when abreast of Cape Northumberland I named Cape Banks.* (* Grant
named the two points first sighted Cape Northumberland and Cape Banks and
the two mountains behind Mount Gambier and Mount Schanck, names they all
still bear. Grant came in sight of Australia near to the present boundary
of Victoria and South Australia.) When the former Cape bears north-west
by west distant 8 or 9 miles, Schanck's Mountain loses its table form and
appears like a saddle. There does not appear to be a harbour here, but
vessels may find shelter under Cape Northumberland from north and
north-north-west winds. The shore is in general a flat sandy beach, the
sea at present making no breach upon it.
"December 4th. As we stood along the shore steering eastward, the land as
far as we could see bearing south-east. Hauled close up for it. This
forming a conspicuous cape, I named it Bridgewater* after the Duke of
that title. (* This cape has been described since as having "a bald pate
and shoulders besprinkled with white sand." Cape Bridgewater forms with
Cape Northumberland another bend called Discovery Bay where the tides
meet and create a very turbulent sea. The bay receives the waters of the
River Glenelg.) The shore is a sandy beach from where we made the land to
this cape, with bushes and large woods inland. Finding we could not
weather Cape Bridgewater, got four oars on the lee side, which were
employed all night. At daybreak in the morning we weathered the cape when
another cape appeared bearing east by north about 15 or 16 miles distant
forming with Cape Bridgewater a very deep bay and to appearance had
shelter for anchorage. The land appeared beautiful, rising gradually and
covered with wood. Being anxious to examine whether it was safe to
venture in or not, I ordered a boat out and took two hands with me armed.
"After getting inshore about five miles we found there was not any
shelter from southerly winds; the water was very deep and apparently so
all the way in. We plainly saw several fires. At noon it was a matter of
great doubt whether we should not be forced to anchor--the bay being very
deep we could hardly clear it even with a steady breeze. Our latitude was
38 degrees 20 minutes south. Cape Bridgewater then bearing north-west by
west 12 or 13 miles. I called the other Cape, Nelson, after the vessel.
"December 5th. Saw several fires. This is a very deep bay and with
southerly winds ought carefully to be avoided. Cape Nelson bears from
Cape Bridgewater east-north-east 15 or 16 miles. The country is
beautiful, apparently a good soil, plenty of grass, and fine woods.
Towards evening saw many fires a little way inland. Many seals and
porpoises about to-day. At 5 A.M. saw another cape not unlike the Deadman
in the English Channel: it runs a considerable way into the sea. When to
the west it appears like a long barn arched on the top with a high bluff
and next the sea resembling the gable end of a house. I named the land
Sir William Grant's Cape.* (* Lieutenant Grant also called this cape,
Cape Solicitor. This name did not survive--the cape being known as Cape
Sir W. Grant.) Off this Cape are two small islands (the largest appears
like two) having two hummocks joined together by a neck of low land which
is not seen till pretty close. On approaching, the smaller island is
seen--a little nearer the shore. These I called Lawrence's Islands after
Captain Lawrence, one of the Elder Brethren of Trinity House. As they
will be an excellent mark for making this part...and Cape Northumberland,
and being very remarkable, navigators will know where they are as they
draw abreast of them, the largest being to the Southwards. Its outer end
appears like a square-topt tower, very high, with a white spot in the
middle of it. The other end is also very high. Lawrence's Islands bear
from Cape Sir William Grant south-east or south-east by south 12 miles
distant and there appears no danger between them and the shore. The cape
now loses its long form as the vessel gets to the eastward and its
particular shape changes to a high bluff point, steep and inaccessible.
Many fires were seen about this cape. The land from it runs to the
northward as far as the eye can reach or discern from the masthead.
"December 6th. At three made a considerable large island high and
inaccessible on all sides. It was covered with grass, but no trees. This
island bears east-south-east from Cape Sir William Grant. By a good
observation at noon following I made its latitude to be 38 degrees 29
minutes south longitude...I made 144 degrees 40 minutes east. I named
this island Lady Julia's Island in honour of Lady Julia Percy. Observed
we ran faster along the land than our distance by log gave us, probably
owing to drift from the East.
"December 7th. At daylight we saw the land making a cape ahead; hauled up
to clear it. This cape is due east-south-east with a moderate offing from
Cape Sir William Grant, distant by log 70 miles. It is the eastern
promontory of this deep and extensive bay. I named it Cape Albany Otway
(now Cape Otway) in honour of William Albany Otway, Esquire, Captain in
the Royal Navy and one of the commissioners of the Transport Board.* (*
Governor King says that Lieutenant Grant placed the longitude of Cape
Otway in about "a degree and a half in error": he also made the land to
trend away on the west side of Cape Otway to a bay in 38 degrees south
latitude which he named Portland Bay.) Another very high and considerable
cape I called Patton's Cape. I also distinguished the bay by the name of
Portland Bay in honour of His Grace the Duke of Portland. The land is
here truly picturesque and beautiful, resembling very much that about
Mount Edgcumbe, near Plymouth, which faces the Sound. It abounds in wood,
very thick groves and large trees. It is moderately high, but not
mountainous. We did not see any fires on it, probably from the shore
being inaccessible and much surf breaking on it. From Cape Albany Otway
east-north-east 10 or 12 miles is another point of land which appears as
a vessel rounds the former cape to the east. It is rather high land with
a clump of trees--as if regularly planted on its brow. Thinking we could
find an anchorage, I bore in pretty close, but as we approached I found
several heavy breakers at least 6 miles from the shore, but not a rock to
be seen. I therefore hauled and named the point of land Point Danger. In
getting to the eastward I could not find any shelter nor any place where
there was a likelihood of anchoring but from the number of little juts
and low points of land further to the north and east I was determined to
try if any such place could be got.
"I never saw a finer country, the valleys appeared to have plenty of
fresh water meandering through them. At 11 A.M. I ordered the boats out
manned and armed, and went in search of a place to land or anchor in. We
got within a cable's length and a half of the beach, but finding the surf
breaking heavy I deemed it not prudent to attempt a landing. The shore
was a sandy beach with small rocks interspersed here and there. In trying
for soundings with a lead line none could be found, so that I really
think the beach is steep also. I was very disappointed in being so near
and obliged to return on board without setting foot on this beautiful
spot. It resembles the Isle of Wight as near as possible from the water.
I called this part of the coast (which falls into the bottom of a small
bay from Cape Danger to the very low land), Wight's Land in honour of
Captain Wight, R.N., son-in-law to Commissioner Schanck.
"December 8th. At one made sail to the eastward. At 8 P.M. Cape Albany
Otway bearing west 18 or 20 miles we made a very high and lofty cape
covered with trees to the water's edge as is all the country round it.
From this cape the land breaks short round to the northward when I lost
it. We had now a fair wind and might have done a great deal during the
night but I had my doubts whether this land which fell off to the
northward should not have been followed and kept on board, as from a
small chart given to me by Sir Joseph Banks I found that, as far as the
coast had been surveyed the land trained off to the northward in the same
form nearly as it did here from Cape Patton--with this difference that
the cape I allude to on the chart had several islands lying off it.
Neither did the latitude exactly correspond and the land which it laid
down running to the northward was low and bushy, whereas that which I saw
was high with large forests of trees and no islands near it. I therefore
chose the middle road. Made sail and ran 60 miles eastward judging if it
was a bay I should see the eastern extremity of it. At daylight, however,
we could see nothing anywhere from the masthead, but the looming of the
land we had left behind. We now bore up and ran north by west and at six
we saw the land again ahead forming a very deep bay, which I could not
see the bottom of from the masthead.* (* (Note in log.) Had Grant
penetrated this bay he would have made a great discovery for he would
have found Port Phillip. However, from the evidence contained in his
chart he named the indentation in the coast Governor King's Bay. In
Grant's narrative appears the following note by Governor King. "If such a
deep bay as this actually exists it favours the idea of New South Wales
being insulated by a Mediterranean sea. However, this the Lady Nelson
must determine in the voyage she is now gone upon. P.G.K.") At eight the
land was observed bearing from us east-south-east extending farther to
the southward than I could see. Being now certain of our route I hauled
up east-south-east and named this bay after Governor King. It is one of
the longest we have yet met with. Cape Albany Otway forms the westernmost
and the South Cape the easternmost headlands, the distance of about 120
miles due east-south-east.
"December 9th. At 4 P.M. saw several islands bearing east-south-east. The
mainland seemed to have an opening in it to the northward of them, which
we stood in for, but I found it was another bay with low land. I named
the northernmost cape after my friend, John Liptrap, Esquire, of London.
The mainland now extended a considerable way to the southward with
several islands off the cape. Judging this was the point of land we
looked for, from the colour of the water, we sounded and had 50 fathoms
with fine sand. South Cape distant 9 or 10 miles. The land abreast of the
ship appearing to be at no great distance, and it being quite calm I got
the boats out and sent the launch ahead to tow.
"Thinking I should have the pleasure of setting my foot in this fine
country, I set off in the gig with two hands ordering the vessel to tow
in after me and should a breeze spring up to get the launch in and stand
after me for the bay. We pulled inshore for some islands lying off from
the main at the western side of the South Cape. Making for the largest of
them, which appeared to be the most fertile, on it I meant to have sown
some seeds which I took with me should I be able to land. The distance I
could not have believed was so great as it proved to be--at least 12
miles from where we quitted the vessel, which we lost sight of before
getting near the shore. Although we had not a breath of wind we found it
impossible to land on this side, the shore being very steep and a heavy
surf running on it. Therefore as the ship was not in sight, and as it was
2 P.M., I judged it prudent to get back as soon as possible, which we
effected at 4 P.M.
"In the morning it was calm with hot sultry weather. At noon I had a good
observation in latitude 39 degrees 30 minutes south. The south part of
the main or South Cape bearing north-west by north distant 20 miles and
the longitude 147 degrees 18 minutes from a good lunar observation taken
on the 8th instant. All round the western side and even thus far south of
the cape there are soundings of fifty fathoms, 45 and 40 white sand and
shells. I called that space between Cape Liptrap and the South Cape, King
George's Sound."
I have no doubt but that there is good anchorage in the bight to the
northward of South Cape on the western side of which Cape Liptrap makes
the northern head. The land here is high and the mountains covered with
wood. Cape Liptrap is low and flat as is the land in this Bight where I
suppose there is shelter. There is an island bearing from the western
part of the South Cape--south, a little easterly, 12 miles from the
shore. It is round and inaccessible on all sides. The above mentioned
island I called Rodondo from its resemblance to that rock well-known to
all seamen in the West Indies. A set of breakers to the southward and
eastward of that rock, on which, though calm, the sea breaks much, bears
from us north-north-west 1/2 west distant 6 miles.
To the eastward there are five islands, the largest of which from its
resemblance to the Lion's Mount at the Cape of Good Hope I called Sir
Roger Curtis's Island, who then commanded on that Station. It is high and
inaccessible on the north-west side and covered with small bushes at the
top. Two other islands like haycocks, only higher and more perpendicular,
standing a considerable distance from each other, the largest of which
bore us south-east 1/4 south distant 16 or 17 miles and the other
south-east by east about 10 miles. The latter is nearly shut in with the
south-east end of Sir Roger Curtis's Island. The fourth is a rock
standing a considerable height out of the water nearly in a position
between the two haycocks or rather sugarloaf-like islands bearing from
south-east 1/4 south. The fifth is a high perpendicular barren cliff
which, as we get almost abreast, looked like two islands joined together
at the bottom, rising to a sharp edge ragged at the top and resembling a
large tower or castle. This island I named The Devil's Tower. An island
inshore was observed, it bore west-north-west distant 10 miles: I called
it Moncur's Island in compliment to Captain Moncur of the Royal Navy, and
another was visible bearing north by east 16 or 17 miles.
Land, apparently an island to the southward and eastward we can just see
from the masthead. It may be necessary to observe that these bearings
were taken at noon, and as it was then a stark calm the vessel was nearly
stationary. By a good observation the latitude was 39 degrees 30 minutes,
longitude 147 degrees 18 minutes east, calculated from lunar observation
2 days before. But I take it to be correctly 147 degrees east from my
making the Ramhead according to the best charts, therefore the bearings
are laid down in my chart from 147 degrees east.
"Wilson's Promontory was so named by Mr. George Bass of H.M.S. Reliance
who was the first navigator that ascertained the real existence of a
strait separating Van Dieman's Land from New Holland in his voyage in a
whale boat from Sydney to Western Port.* (* "Mr. Bass places Wilson's
Promontory in 38 degrees 56 minutes south, Lieutenant Grant in 39 degrees
17 minutes, and Mr. Black in 39 degrees 8 minutes. As Mr. Bass's latitude
is by computation from the whale boat, I think a preference may be given
to Lieutenant Grant's position, as he had the advantage of a good
sextant." P.G.K.) Having made it I set off in one of my boats early in
the morning of the 10th* (* Grant now abandons the plan previously used
of heading each entry in the diary with the date of the day on which it
was written, and includes the dates of the various events in the text of
his narrative.) to endeavour to land on one of the islands lying off it;
but after a long pull found the one I judged from its sloping aspect to
be the easiest for that purpose, a solid rock for a considerable height
with surf too powerful for such a small boat as mine. After several
fruitless attempts I was obliged to abandon the idea, contenting myself
with taking a view of it--and those contiguous. One of them was an
immense rock; on one side perfectly round, with a large hole in the other
in the form of an arch with a breastwork rising high enough above the
level of the sea to preclude the water from getting into it; the hollow
appeared as scooped out by art instead of nature. I gave it the name of
the Hole in the Wall and to the range of islands stretching along the
main--the name of Glennie's Islands after Mr. George Glennie, a
particular friend of Captain Schanck's to whom I was under personal
obligations. On the summit of all these islands there was a thick brush
growing, whereas the land off Cape Liptrap already mentioned exhibited a
fine level country. The day being far spent in this survey I deemed it
best to get on board as the vessel was just visible with her head towards
us and becalmed. On the 12th we had fresh gales and cloudy weather, the
shore we were running along was low and covered with thick brush training
in a north-east direction which Messieurs Flinders and Bass have given
very accurate descriptions of."
Of his coming to Sydney, Grant writes, "Governor King had taken the
precaution of leaving a letter for me at the Cape, describing the
particular marks for knowing the entrance of the Port, which no doubt
saved us much trouble. They consisted of a flagstaff erected on the South
Head or left hand side of the entrance, and when vessels are seen the
flag is hoisted. This land being high may be seen at a considerable
distance on a clear day. In the afternoon of the 16th saw the flagstaff
as described by Governor King. At six in the evening we entered between
the Heads of Port Jackson. We found much swell in going in but were soon
in smooth water and an excellent harbour, perhaps one of the finest in
the known world. As the wind was from the south and contrary to getting
into Sydney Cove we were obliged to beat up to it, and at half-past seven
in the evening (on Tuesday December 16th) we let go our anchors in 8
fathoms water after a voyage of 71 days from the Cape of Good Hope, and
with the satisfaction of being the first vessel that ever pursued the
same track across that vast ocean, as we have no traces of its being done
particularly from the Island of Amsterdam, namely; between the degrees of
latitude 38 and 39 1/2 degrees south until the Lady Nelson made the coast
of New Holland in latitude 38 degrees and steering to the eastward along
a tract of land nearly four degrees to the westward of any seen by
Messieurs Flinders and Bass."
Following the example of many a first discoverer, he ends the account of
his voyage with an expression of thankfulness to God for the protection
shown him "during the whole passage."
The Lady Nelson's arrival at Sydney gave great satisfaction to the
colony, and Colonel Collins remarks that a few such vessels were much
needed there in order to obtain a necessary knowledge of the coast.
Governor King naturally was most interested in Grant's description of his
passage through Bass Strait, and the news that the Lady Nelson had passed
deep indentations with beautifully wooded shores and rocky islands lying
off them pleased everybody. But King did not conceal his disappointment
that her commander had been unable to land anywhere or to penetrate the
deep bay called Governor King's Bay. The Admiralty had instructed the
Governor to have the whole of the south coast properly charted, and he
determined that Grant should return in the Lady Nelson and thoroughly
survey it. King also made an eye-sketch of the land, for he saw that
Grant's chart was imperfect. For that reason he sent Ensign Barrallier,
of the New South Wales Corps, who was a competent surveyor, in the brig,
and it is, chiefly, to Barrallier we are indebted for our earliest and
most authentic charts of the places which the Lady Nelson visited in the
second voyage.
Grant, however, had to contend with many difficulties in both voyages.
First and foremost he had to face the risk and dangers of an entirely new
coast, and this without a companion ship. King was aware of this for he
wrote to Banks: "It is my intention to despatch the Lady Nelson to
complete the orders she first sailed with. I also hope to spare a vessel
to go with her which will make up for a very great defect which is the
utter impossibility of her ever being able to beat off a lee shore." It
is, therefore, well to remember that although Grant did not enter Port
Phillip he was the first to see the indentation in the coast within which
Port Phillip lay hidden.
Grant had been instructed by the Admiralty to join H.M.S. Supply at
Sydney. On his arrival he found this ship laid up as a hulk and unfit for
sea. He says that he felt completely adrift until Governor King invited
him to continue in his position as commander of the Lady Nelson but, in
the colonial service and on less pay. As there was no one in the colony
then fitted for the post, and as he did not wish the service to suffer
from delay, he accepted the offer. Matters being thus arranged he was
re-appointed to the Lady Nelson, his new commission dating from January
1st, 1801.
On January 11th Captain Black, from the Cape, arrived in Sydney in the
Harbinger, having followed the Lady Nelson through Bass Strait. On his
way through the strait Black met with an island which he named King
Island in honour of the Governor. Mr. Reid, of the Martha, however, had
first discovered it in 1799.
The Margaret, Captain Buyers, from England, was the third vessel to sail
through Bass Strait, arriving in Sydney on February 7th, 1801. Buyers
fell in with the Australian coast about Cape Bridgewater eastward of
where the Lady Nelson had made it and westward of the point reached by
the Harbinger.
Governor King allowed Grant the use of Garden Island in Sydney Harbour
for the purpose of raising vegetables for his crew, an article of diet of
importance to them; and here in "the shell of a tolerable house" was
installed Dr. Brandt, who, with his dog and baboon, had joined the Lady
Nelson at the Cape of Good Hope.
The chart (Illustration 2.) is a copy of one published in the narrative
of Grant's voyage, and his autograph has been reproduced from a logbook
at the Record Office. [Jas Grant autograph facsimile.]