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." 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 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, 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 Carys chickens 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].

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 Lady Nelson to port Jackson.

December 3rd, 1800. At daylight made all possible sail judging myself to be in latitude of 38 degrees south. 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 Gambiers 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. 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. 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 Grants Cape. 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. 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 waters 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. 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. Having made it I set off in one of my boats early in the morning of the 10th 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.