THE AFRICAN COAST BLOCKADE. (continued 2)

LOSS OF H.M.S. 'AVENGER.'

The 'Avenger,' Captain Napier, was a fine, fully-equipped steam-frigate of 1,500 tons, with a splendid ship's company, and had been much distinguished in the evolutions of the experimental squadron in 1847. She left Gibraltar for Malta on the 17th December, 1847, having onboard 270 persons, including crew and supernumeraries; and about 10 o'clock on the evening of the 20th, while the captain and master were in the act of consulting the charts, she struck on one of the Sorelle rocks, two dangerous subaqueous mountain peaks, lying about a mile apart, opposite to the islets on the coast of Barbary, called the Fratelli, and about 12 miles and a quarter, W.S.W. of the uninhabited island of Gralita.

The least water on the eastern peak is three feet and a quarter; and on the other, which is exactly on the same line of bearing from Gralita, there are from three to five fathoms. Between the two is a channel of 30 fathoms, and at a little distance around, not less than 100. In some winds they may be perceived five or six miles off by the breakers; but in fine weather it is difficult to see them, even when pretty close. The rest of the channel between Galita and the Barbary shore is everywhere clear from danger; but it is remarkable that, within the island, the current sets to the westward, and without it to the eastward, unless in gales of continuance.

Two boats were lowered directly the ship struck, one containing Lieut. Francis Booke, the surgeon, the second-master, Mr. Betts, the gunner, Mr. Larcom, and four seamen; but they were at once carried away from the ship, which they saw thrown upon her beam-ends an utter wreck, the sea making a clean breach over her. The boat lay some time off the spot to save the lives of any who might seek safety, and then steered for the coast of Africa, which she reached at Bizerta, but was swamped in the attempt to land, only five persons, Lieut. Booke, Mr. Larcom, William Hill, and James Morley (boy), gaining the shore. By the aid of some friendly Arabs, they were enabled to reach Tunis; and the French authorities there lost no time in sending off the 'Lavoisier,' war-steamer, to rescue any of the crew that might be still alive. Meeting with the Peninsular and Oriental Company's steam-ship, the 'Pasha,' the two repaired in company to the scene of the disaster; but found only some small portions of wreck floating about, four persons only being the survivors of 270 gallant men, who formed the complement. The deepest and most universal sorrow was felt for this fatal catastrophe, and a large subscription made for the support of the families of those who perished, to which the navy contributed largely.

MEMOIR OF CAPTAIN NAPIER.

George Charles Elers Napier, second son of Lieut. Elers, R.N., was born 22nd May, 1812. In 1815, Captain, now Rear-Admiral Sir Charles Napier, married the widow of Lieut. Elers, and adopted the boy, who, at the age of 12 years, entered the navy under the auspices of his step-father. His first ship was the 'Ganges,' on the South American station; afterwards, he served as mate in the 'Galatea,' under the command of his step-father, and subsequently was appointed to the 'Excellent,' where he remained engaged in the study of gunnery after his promotion to the rank of lieutenant in 1832. On Sir Charles Napier succeeding Admiral Sartorius in the command of the Portuguese fleet, during the war of succession in that country, his step-son joined him, and acted with the rank of captain, as his aide-de-camp, on the day of the capture of Don Miguel's squadron, contributing not a little, by the brilliant valour he displayed, to the success of the day. Admiral Napier hoisted his flag on board a small frigate called the 'Rainha,' and sweeping under the stern of a gigantic Miguelite line-of-battle-ship of the same name, ran through a tremendous fire alongside of her. The ships were lashed with the mainsheet, and Commodore Wilkinson and Captain Charles Napier, heading the boarders, passed from the bowser anchor to the enemy's bulwark, driving the men across the forecastle along the larboard gangway. At this critical moment, the ships yawing asunder, Captain Napier was left alone and unsupported on the enemy's deck. Here he held his ground till his sword becoming entangled between the ramrod and barrel of an enemy's musket, was suddenly wrenched from his grasp, and as he grappled with his nearest opponent, both fell over a gun, and were borne down on the slippery deck. Just then, Admiral Napier, boarding in person, with another party, rescued him from death, took possession of the 'Rainha,' and thus decided the fate of the day.

This was the first time Captain Charles Napier had ever been under fire, and of the 14 sabre and bayonet wounds then received, he retained many of the scars through his life. He was carried back to his own ship in an insensible state; but the next day, notwithstanding his sufferings, he wrote to relieve his mother's anxiety with assurances of his safety. On recovering from his wounds, he was placed in command of the 'Eliza,' a fine corvette, and was invested with the Order of the Tower and Sword.

Shortly after the termination of the war by the establishment of Donna Maria on the throne of Portugal, he was appointed, as lieutenant, to H.M.S. 'Vernon,' on the Mediterranean station. In 1838 he was promoted to the rank of commander, and appointed to command the 'Pelican,' in which he had his full share of service during the war in China. Being posted before its conclusion, and consequently superseded in his command, Captain Napier joined the land-forces as a volunteer, and subsequently acted as aide-de-camp to Sir William Parker, in which capacity, ever foremost in danger, he scaled the walls of Ching-kang-foo, at the storming of that place. On his return from China he applied himself to the study of steam, and was offered the command of a fine steam-frigate, which he declined, that he might devote himself to the comfort of his mother, proving in many ways that the zeal and courage which he evinced in his profession were fully equalled by the kindlier features of his character.

He had joined the 'Avenger' only one month before the close of his brief and gallant career when she was lost.

WRECK OF A MAN-OF-WAR'S BOAT, CHINA,

1841.

While H.M.S. 'Conway' was lying off Whampoa, a party, consisting of Lieut. Beadon, Mr. Smith, assistant-surgeon, Mr. Turnour, midshipman, and 14 men, left her in a large boat, and proceeded to Macao, where they stayed a few days, and left that place to return to the 'Conway' about noon on Easter Monday. A fine breeze carried them safely over half their distance, when, it being too dark to see the numerous fishing-stakes laid down at the mouth of the river, or to discover any of the landmarks, they cast anchor about midnight. At 1 o'clock A.M., on the 30th April, Lieut. Beadon, feeling the boat ride uneasily, gave orders for the cable to be cut; but before even this could be done, a heavy squall took her, and she filled head foremost, becoming instantly a wreck. The miserable crew hung on till daylight, in spite of a terrific tempest, accompanied by violent thunder and lightning. Several junks passed and avoided them (which, perhaps, is not surprising); but to their shame be it spoken, an European boat, belonging to Macao, passed the hapless group with equal apathy. At length, after being washed about for some hours on rafts, which Lieut. Beadon, almost single-handed, had constructed (for, with the exception of a man and a boy, the crew were too panic-stricken to render much assistance in lashing them together), they descried a Chinese fishing-junk, containing one old man. Lieut. Beadon forbade any whining supplication, but ordered the men to give three good hearty English cheers. The good old fisherman waved his hand, and instantly bore down to their assistance, picked up their scattered and exhausted party, and gave them food and covering. Lieut. Beadon offered him 40 dollars to take them to H.M.S. 'Wellesley,' that being the nearest. He did so, carefully concealing them from his own countrymen. They sustained the loss of one man, a carpenter, named Shronshire: he was washed off the deck when too much exhausted to retain his hold, and sank to rise no more. Lieut. Beadon endeavoured, during 14 hours of awful and appalling danger, to stimulate the crew to exertion, telling them that it was a mockery to God to give themselves up to prayer, without at the same time using the bodily powers and mental faculties He had given them for the preservation of their lives; but immediately they were on board the junk he addressed the men upon the awful warning they had just received of the uncertainty of life, exhorting them to make that the era of a new life by the help of God; and, lamenting his own unfitness to offer up a prayer of thanksgiving, earnestly implored each to offer up one in his own heart. Upon their arrival on board H.M.S. 'Wellesley,' they were warmly welcomed by Captain Maitland and his officers. The former immediately ordered 80 dollars of the public money to be paid to the old Chinaman, in addition to the 40 Lieut. Beadon had promised from his own private purse. Lieut. Beadon was promoted soon after to the rank of commander.

WRECK OF A BOAT OF H.M.S. 'GANGES'—DEATH OF LIEUT. BREEN, MEDITERRANEAN,

1850.

As one of the boats of H.M.S. 'Ganges,' forming part of the British fleet in the Piræus, with Lieut. Breen, Mr. Chatfield, midshipman, and 16 men, was returning from the shore, laden with water, she was swamped and turned over just half way between the 'Queen' and the east point of the Island of Lypso.

Mr. Breen, Mr. Chatfield, and most of the men, immediately struck out for the island, and reached it. The gale increased, and the cold became so intense that their clothes were frozen stiff upon them. In the morning they could see the fleet, but were unable to catch attention by signals. One of the men suffered so much from the cold, that Lieut. Breen generously stripped off his coat and put it on him. As the day closed, most of the men retired into a cave; but Mr. Breen separated himself from the others and was no more seen. On board the 'Ganges' it was thought that they had not put off from shore; but next night it was known that they had set out and a boat was sent to search. As it was passing by Lypso at dawn on the third day, the wrecked boat was accidentally descried on the beach. Mr. Chatfield and half-a-dozen men were found in the cave in a torpid state; Mr. Breen was found dead, crouched under a bush; and ten seamen were missing. There is little doubt that poor Mr. Breen lost his life from his generous act in favour of the suffering seaman. The survivors found in the cave all recovered.

NORTH POLAR EXPEDITIONS.

Since the early part of the sixteenth century, attempts have been frequently made to reach the Pacific through a passage round the northern shore of America, nor had the desire of the British nation to accomplish the object ceased when Her Majesty came to the throne. In the year 1836, Sir George Back, having just returned from a land-exploring expedition on the northern shore of the American continent, undertook a voyage up Hudson's Straits in the 'Terror.' The winter commencing early with great rigour, the ship was frozen in; and on the ice again breaking up, was driven about for some months, amid masses of ice grinding her sides and frequently threatening to overwhelm her. For three days she was thrown on her beam-ends, when her destruction appeared inevitable; but she happily righted, and ultimately returned home, though in a desperately shattered condition. Two officers of the Hudson's Bay Company, Messrs. Dease and Simpson, about the same time explored a portion of the Arctic shores of the American continent left undiscovered by Captains Franklin and Back. It was not, however, till the year 1845 that any further expedition for Arctic discovery was undertaken by the British Government. The command of the one then planned was sought for and obtained by Sir John Franklin, and certainly no subject has so long and so painfully excited the interest of the nation as the fate of him and his gallant companions. When we contemplate the terrific dangers to which they have been exposed, we may well fear the worst; but when we think of the talent, the courage, the fortitude, and the perseverance they possess among them, hope still rises above our fears, and we trust, not without reason, that through the protecting hand of Providence, they may have surmounted the perils which have surrounded them, and may yet be restored to their country and their friends. Nowhere can all the noble qualities which adorn the British seaman be more fully called forth than during a voyage in the Arctic seas, and the detention to which he is subject for years together on its ice-bound shores. From the first entering these regions dangers beset him. Suddenly he finds his vessel among immense fields of floating ice, through which he can with difficulty find a passage or escape shipwreck. Then in the darkness of night, icebergs of vast height are seen close aboard towering above his mast-head, the sea dashing with fury round their bases, from which, should he not scrape clear, his destruction is certain. Sometimes, to prevent his vessel being drifted on icebergs, or the rocky shore, or fields of ice, to leeward, he secures her on the leeside of some large berg. The base of the mass beneath the water is continually melting; and while he fancies himself secure, it decreases so much as to lose its balance, and its lofty summit bending down it may overwhelm him in its ruins. Then, again, large masses become detached from its base, and rising up violently from far down in the sea, strike the bottom of the vessel with terrific force, capable of driving in her planks and breaking her stout timbers. Often, also, he has to saw his way through sheets of ice, cutting out canals with untiring perseverance to gain a piece of clear water beyond. Sometimes his vessel is so tightly frozen within a field of ice that he has no power to extricate her; then the field, urged by the tides or wind, moves on at a rapid rate for hundreds of miles, till it encounters some other field or a projecting shore. Now commences a scene of horror which may well make the stoutest heart tremble. The field breaks into thousands of fragments, huge masses of many hundred tons weight, and larger than his ship, are thrown up, one on the other, rising almost as if they had life, till they tower far above the sides of his vessel, and appear ready every instant to crush her, as she lies helplessly among this icy mass of a seeming ruined world. Sometimes a huge lump, bigger than the ship herself, becomes attached to her bottom, and as the mass around her melts, it rises to the surface, and throws her on her beam-ends. Sometimes, as she is sailing in an open space, two fields suddenly close in on her. If he has time to cut a dock in the field nearest him, or finds a bay ready formed, she may escape; if not, when the fields meet, her stout ribs are crushed in as if they were of wax, and he is fortunate if he escapes to the ice with some of his boats and a few provisions and clothes before his vessel disappears, to encounter a voyage without shelter in that frigid region, till he falls in with some whaleship, or can gain its inhospitable shores. But suppose he escapes the dangers of the sea I have described, and many others, and takes shelter for the winter in some bay or gulf where, icebound, he must remain during the winter without any communication with the rest of his fellow-creatures besides those who form his own adventurous band. The sun sinks below the horizon, and is not seen again for months together; darkness is around him, and one dreary mass of snow covers the face of nature. The intense cold prevents him often from venturing from beyond the shelter with which he has surrounded his vessel, or if he is tempted to do so, frost-bites may attack his hands and his feet and deprive him of their use. Sometimes the Arctic explorer has had to journey for weeks together across the barren waste of ice or snow-covered ground, dragging his sledge after him, and sleeping night after night under the thin roof of a canvas tent; and as summer draws on, often wet through from the melting snow without an opportunity of drying his clothes. Seldom has he an abundance, and often he suffers from a scarcity of provisions, while, if his strength fails him from illness or injury, he can scarcely hope to regain his ship alive. Notwithstanding the dangers and hardships I have mentioned, and many others to which the Arctic explorer is exposed, as soon as it was known that another Polar expedition was in contemplation, and that Sir John Franklin would probably command it, numbers of volunteers crowded forward to obtain appointments under him.

Among them was the gallant Fitzjames, whose name has been so often mentioned in these pages as being actively engaged wherever work was to be done; the talented and persevering Captain Crozier, who had but lately returned from a long and hazardous voyage of discovery; Harry Goodsir, an enterprising surgeon, whose brother has shown his fraternal affection by undertaking a voyage in a whaler in hopes of meeting with the expedition; also Lieut. Gore, who had before braved the most terrific dangers of a Polar voyage on board the 'Terror,' in the last expedition under Captain Back, and who was likewise with Ross in the Antarctic expedition; and there was also Lieut. Fairholme, who was in the Niger expedition, when he encountered dangers undaunted, scarcely inferior to those to be met with in the icy seas. Then I must mention John Irving. He had quitted the service and settled in Australia. He had once gone down to Sydney to sell his wool, when he found a ship-of-war in the harbour. He went on board—a number of old shipmates greeted him. He was then a mate—a vacancy existed in the ship. He got appointed to fill it, and directing a brother, who was also in the colony, to take care of his property, he sailed at once for England, scarcely again setting foot on shore; and on his arrival, receiving his commission as lieutenant, he joined the Polar expedition.

The following is a list of the officers who were finally appointed to the expedition:—

'EREBUS.'

Captain Sir John Franklin, K.C.H.; Commander James Fitzjames; Lieuts. Graham Gore, Henry T. Le Vesconte, James William Fairholme; Mates, Charles T. des Vaux, Robert O'Sargent; Second Master, Henry F. Collins; Surgeon, Stephen Stanley; Assistant Surgeon, Harry D. S. Goodsir; Paymaster and Purser, Charles H. Osmer; Master, James Reid, acting; 58 Petty Officers, Seamen, &c. Full complement, 70.

'TERROR'

Captain Francis E. M. Crozier; Lieuts. Edward Little, George H. Hodgson, John Irving; Mates, Frederick J. Hornby, Robert Thomas; Ice-master, T. Blakey, acting; Second Master, G. A. Maclean; Surgeon, John S. Peddie; Assistant Surgeon, Alexander M'Donald; Clerk in Charge, Edwin G. H. Helpman; 57 Petty Officers, Seamen, &c. Full complement, 68; making in all 138 souls.

The expedition sailed from England May the 26th, 1845. They arrived at the Whale-fish Islands, a group to the south of Disco, on the 4th of July. On the 26th they were seen moored to an iceberg, in 74° 48' north latitude, and 66° 13' west longitude, by a Hull whaler, the 'Prince of Wales,' Captain Dannet. The ships had then on board provisions for three years, on full allowance, or even four, with the assistance of such game as they might expect to obtain. Every one on board had resolved to persevere to the utmost in pushing their way through any channel which might offer a prospect of success towards the west; but the letters of Captain Fitzjames especially seem to point clearly to Wellington Channel as the passage they would most probably first attempt. No news of the expedition having reached England up to the year 1847, some slight apprehensions began to be felt, though the general hope was that Sir John had pushed on perhaps into the Polar basin, and might make his appearance by way of Behring's Straits. However, it was thought right, in 1848, to despatch another expedition to search for the missing ships. Two vessels were commissioned for that purpose, and placed under the command of Sir James Ross, an officer who has been nearer the northern and southern poles than any other human being. The ships were not ready for sea till the 12th of June. They were fitted to contend with the dangers of the Polar seas in a way no former ships had been, and every means that could be devised for the comfort and convenience of their crews were liberally supplied; while the officers and men were influenced by an earnest zeal to discover their missing countrymen, and to rescue them from the forlorn condition in which it was too probable they were placed. Such have been the motives which have induced, year after year, numbers of other gallant officers and men to volunteer their services to encounter the terrific dangers and hardships of a Polar voyage to search for Sir John Franklin and his brave followers. But while I am mentioning the brave and bold spirits who are eager to rush into danger, and to undergo toil and suffering for that object, I cannot omit to speak of one, a sailor's daughter and a sailor's niece, who has proved herself indeed a heroine—a true chip of the old block. Most people have heard of the noble efforts and sacrifices Lady Franklin has made to despatch expedition after expedition in search of her gallant husband, and all honour be her due; though few can understand but those who have the happiness of knowing her, the untiring zeal, the deep earnest devotion of his affectionate niece. How she has laboured on, month after month and year after year, with talents, mind, and endurance, unsurpassed by any man; sitting up night after night to write letters to all parts of the world, and spending day after day in receiving visits from officers anxious to form part of some expedition, and in examining every variety of invention, plan, and proposal. No words of mine can do adequate justice to the lady of whom I write. All honour be to Miss Sophia Cracroft; she is indeed a true daughter of old ocean, and worthy to be loved and reverenced by all who love and respect the British Navy, and admire the gallant spirit which imbues it.

But to return to our narrative. My space will not allow me to give more than a very brief sketch of the several searching expeditions which have been sent out, and the names of the ships and officers composing them.

The first, then, was that under Captain Sir J. Ross, consisting of—

'ENTERPRISE,' 540 tons.

Captain Sir James C. Ross; Lieuts., R. J. L. M'Clure, F. L. M'Clintock, and W. H. J. Browne; Master, W. S. Couldery (acting); Surgeon, W. Robertson (acting); Assistant-Surgeon, H. Matthias; Second-Master, S. Court; Clerk, Edward Whitehead; total complement, 68.

'INVESTIGATOR,' 480 tons.

Captain E. J. Bird; Lieuts. M. G. H. W. Ross, Fredk. Robinson, and J. J. Barnard; Master, W. Tatham; Surgeon, Robert Anderson; Mates, L. John Moore and S. G. Cresswell; Second Master, John H. Allard; Assistant-Surgeon, E. Adams; Clerk in Charge, J. D. Gilpin. Total complement, 67.

The expedition left England on the 12th of June, 1848, and reached Barrow's Straits by the end of August. Sir James Ross then endeavoured to find a passage through Wellington Channel; but it was so completely blocked up with ice that he was compelled to give up the attempt that year as hopeless. The ice closing in on the ships at an unusually early period, after running great risk of being crushed, Sir James took refuge in Leopold Harbour for the winter. Hence several expeditions were sent out on foot. Sir James Ross and Lieut. M'Clintock set out in May, with sledges, each accompanied by six men, and explored the whole of the north and west coasts of North Somerset; and being absent thirty-nine days, returned to the ships on the 23rd of June. Meantime Lieut. Barnard started for the northern shore of Barrow's Straits, crossing the ice to Cape Hind. Lieut. Browne visited the eastern shore of Regent Inlet, and Lieut. Robinson the western shore, and reached several miles to the southward of Fury Beach. No traces were discovered, however, of Sir John Eranklin, but every device that could be thought of was employed to let his party know of the position of the ships. At Fury Beach, Lieut. Robinson discovered Sir John Ross's house, and much of the provisions left there by the 'Fury' in 1827 still remaining, and in excellent condition. On the 28th of August, the vessels quitted Leopold Harbour, where, at Whaler Point, a large supply of provisions, fuel, and a steam-launch were left, in the hopes that some of Sir John's party might visit the place. Again, from the 1st to the 25th of September, the vessels were so closely beset with ice, that it was feared they might be compelled to spend another winter in those regions, if they escaped being crushed to fragments. Happily they got clear after drifting into Baffin's Bay, and reached England in November.

The 'North Star,' an old 26-gun frigate of 500 tons, had in the meantime, in the spring of 1849, been despatched with provisions for Sir James Ross, under command of Mr. J. Saunders. Having got blocked in by the ice for sixty-two days, she was compelled to winter in Wolstenholme Sound, on the western coast of Greenland.

Immediately on the return of the 'Enterprise' and 'Investigator,' they were recommissioned and placed under the command of Captain B. Collinson, with directions to proceed to Behring's Straits to resume the search in that direction. H.M.S. 'Plover,' Commander Moore, was already there, employed in surveying the north-western coasts of the American continent.

The following were the officers appointed to them:—

'ENTERPRISE.'

Captain E. Collinson; Lieuts. G. A. Phayre, J. J. Barnard, and C. T. Jago; Master, E. T. G Legg; Second Master, Francis Skead; Mate, M. T. Parks; Surgeon, Robert Anderson; Assistant-surgeon, Edward Adams; Clerk in Charge Edward Whitehead. Total complement, 66.

'INVESTIGATOR.'

Commander B. J. M'Clure; Lieuts. W. H. Haswell and S. G. Cresswell; Mates, H. H. Saintsbury and E. J. Wyniatt; Second Master, Stephen Court; Surgeon, Alexander Armstrong, M.D.; Assistant-Surgeon, Henry Piers; Clerk in Charge, Joseph C. Paine. Total complement, 66.

Mr. Miertsching, a Moravian missionary, who had spent five years on the coast of Labrador, was appointed to the 'Enterprise,' as interpreter. The vessels sailed from Plymouth on the 20th of January, 1850, and reached the Sandwich Islands on the 29th of June. Meantime the 'Herald,' Captain Kellett, had been ordered up from Oahu to Behring's Straits, to assist in the search. At Petropaulski she met the Royal Thames Yacht Club schooner, 'Mary Dawson,' owned by Mr. Shedden, who had come along the Chinese coast to Behring's Straits, also in search of Sir John Franklin. After exploring for some time in company, they were compelled by the ice to leave the Straits, but the 'Plover' wintered there, while Lieut. Pullen led a boat expedition of a most arduous nature along the northern shores of America, towards the Hudson's Bay establishment on the Mackenzie river. Sir John Richardson also led a land party from the South to the Polar Seas, but was compelled to return without discovering any trace of the expedition.

In 1846, also, the Hudson's Bay Company sent out an expedition, commanded by Dr. John Rae, to survey the unexplored portion of the American continent, between the further point reached by Dease and Simpson and the strait of the Fury and Hecla. However, the expeditions which have created the greatest interest are those which have been despatched during and since the year 1850.

The first consisted of H.M.S. 'Resolute' and 'Assistance,' with the screw-steamers 'Pioneer' and 'Intrepid,' as tenders, under the command of Captain Horatio T. Austin.

His chief aim was to visit Melville Island, and to explore the shores of Wellington Channel, and the coast about Cape Walker. The ships were provisioned for three years, and a transport completed their supply at Whalefish Islands.

The following of the many officers who volunteered were appointed to the expedition:—

'RESOLUTE.'

Captain Horatio T. Austin, C.B.; Lieutenants, R. D. Aldrich and W. H. J. Browne; Mates, R. B. Pearse and W. M. May; Purser, J. E. Brooman; Surgeon, A. R. Bradford; Assistant-surgeon, Richard King; Midshipmen, C. Bullock and J. P. Cheyne; Second-master, G. F. M'Dougall. Total complement, 60 men.

'ASSISTANCE.'

Captain E. Ommaney; Lieutenants, J. E. Elliot, F. L. M'Clintock, and G. F. Mecham; Surgeon, J. S. L. Donnett; Assistant-surgeon J. Ward; Mates, R. V. Hamilton and J. R. Keane; Clerk in Charge, E. N. Harrison; Second-master, W. B. Shellabear; Midshipman C. B. Markham. Total complement, 60 men.

'PIONEER' (Screw-steamer).

Lieutenant commanding, Sherard Osborn; Second-master, J. H. Allard; Assistant-surgeon, F. B. Picthorn; with a crew of 30 men.

'INTREPID' (Screw-steamer).

Lieutenant commanding, B. Cator; with a crew of 30 men.

No expedition ever left England with a greater prospect of success—every one engaged in it being enthusiastically resolved to use every exertion to advance the noble cause in which they were engaged.

The ships were commissioned on the 28th of February, 1850, and left England the 3rd of May. On the 16th of June, they arrived at the Whalefish Island, where they received the remainder of their supply of provisions from the transport.

At the same time that Captain Austin's expedition was fitting out, another was arranged and placed under the command of Mr. William Penny, an experienced whaling captain of Dundee, to act in concert with it. Mr. Penny, by the directions of the Admiralty, proceeded to Aberdeen and Dundee, where he purchased two new clipper-built vessels, which were named the 'Lady Franklin' and 'Sophia,' the first in compliment to Sir John's devoted wife, the latter to his admirable niece. These vessels were placed under Mr. Penny's command, with separate instructions direct from the Admiralty. The ships showed during the voyage the good judgment employed by Mr. Penny in their selection, and the men acquitted themselves throughout the enterprise in a way not to justify any contempt on the part of their associates in the ships-of-war. Mr. Penny has been employed in the Arctic Seas since he was 12 years old, and has commanded a whaling-ship for 16 years.

The ships left Aberdeen on the 13th of April, but did not fall in with Captain Austin's squadron till the 28th of June, off Berry Island, on the west coast of Greenland.

About the same time that the above-named ships left England, three other expeditions were despatched. One in the 'Prince Albert,' under Commander Forsyth, chiefly at Lady Franklin's expense. She had a crew of 20 men. Her mates were W. Kay and W. Wilson, and Mr. W. P. Snow acted as clerk. She sailed from Aberdeen on the 5th of June, and was thus the last vessel which left England that year. Another in the 'Felix' yacht, with a tender, the 'Mary,' under the veteran Captain Sir John Ross, at his own charge. The Americans, likewise, showed a generous sympathy in the fate of the missing expedition, and sent out one to aid in the search, under Lieut. De Haven, in the U.S. brig 'Advance,' and the U.S. vessel 'Rescue,' commanded by Mr. S. P. Griffin.

These various expeditions were to examine the different channels up which it was supposed Sir John Franklin might have endeavoured to work his way. The result of their examinations has proved beyond almost all doubt that he proceeded up Wellington Channel.

Without following the ships step by step through their laborious progress across Baffin's Bay, down Lancaster Sound, and Barrow's Straits, we will carry them at once to Beechey Island, which lies at the south-eastern extremity of Wellington Channel, just at its entrance into Barrow's Straits. Here, on the 27th of August, Mr. Penny discovered undoubted traces of Sir John Franklin. Here, accordingly, the ships assembled to prosecute the examination. Dr. Sutherland, who went out in the 'Lady Franklin,' gives the following account of the interesting event:—

"Traces," he observes, "were found to a great extent, of the missing ships; tin-cannisters in hundreds, pieces of cloth, rope, wood—in large fragments and in chips; iron in numerous fragments, where the anvil had stood, and the block which supported it; paper, both written and printed, with the dates 1844 and 1845; sledge-marks in abundance, depressions in the gravel, resembling wells which they had been digging, and the graves of three men who had died on board the missing ships in January and April, 1846. One of the shore party was despatched with this intelligence to Mr. Penny, who immediately came on shore, accompanied by Sir John Ross, Commander Phillips, of the 'Felix,' Sir John's vessel; Commander De Haven and Lieut. Griffiths, of the American expedition, which had joined our ships in Barrow's Straits, and other officers. These were unequivocal proofs that the missing ships had spent their first winter in the immediate vicinity of Beechey Island. A finger-post was picked up, which we at once supposed had been made use of to direct parties to the ships during winter, if they should happen to have lost their way in a snow-storm. Captain Parry adopted the same precautions around his winter-quarters at Melville Island; and it is not improbable some of the posts may be found after a lapse of 30 years. Our ideas were that the ships had wintered in a deep bay between Beechey Island and Cape Riley, which we called Erebus and Terror Bay.

"Immediately adjacent to the supposed position of the ships, we found the site of a large storehouse and workshop, and smaller sites which were supposed to have been observatories and other temporary erections. Meat-tins to the amount of 600 or 700, and a great number of coal-bags, one of which was marked 'T-e-r-r-o-r,' were found. But there were no papers found anywhere that had been left by the missing ships."

This station, in the opinion of Captain Penny, was occupied by Sir John Franklin's party until the 3rd of April, 1846, if not longer, as a look-out up Wellington Channel to watch the first opening of that icy barrier which so frequently seems to block it up.

Other still more interesting vestages of the expedition were three graves, with neatly carved oaken head-boards, and the following epitaphs:—

Sacred to the Memory of JOHN HARTNELL, A.B., of H.M.S. 'EREBUS,' Died January 4, 1846, Aged 25 Years. Haggai, chap. i. verse 1, "Thus saith the Lord of Hosts, Consider your ways."

Sacred to the Memory of W. BRAINE, R.M., of H.M.S. 'EREBUS,' Died April 3, 1846, Aged 32 Years. 'Choose you this day whom you will serve,' Joshua, chap. xxiv. verse 15.

Sacred to the Memory of JOHN TORRINGTON, Who departed this Life, January 1st, A.D. 1846, On board of H.M.S. 'TERROR,' Aged 20 Years.

No record, however, was left to show in what direction the bold explorers had proceeded. With deep regret, therefore, that no further information could be gained, the various vessels proceeded on the search. Captain Forsyth had, however, before this returned in the 'Prince Albert' to England, with news of an interesting discovery made by Captain Ommaney of some articles left by Sir John Franklin on Cape Riley. He reached Aberdeen on the 22nd of October, having been absent somewhat less than four months.

Early the next year the 'Prince Albert' was again despatched, under the command of Mr. Kennedy, an old Arctic explorer, but he was unable to effect more than to prove where Sir John Franklin and his followers were not.

Captain Austin's ships were constantly placed in great peril as they proceeded on their voyage. "The 'Assistance' was hemmed in by the ice in the centre of Wellington Channel, and was in such imminent danger of being crushed to pieces, that every preparation was made to desert her," writes an officer belonging to her. "Each person on board was appointed to a particular boat, provisions were got on deck, and every two men were allowed one bag between them for spare clothes, attached to lines which were passed through the upper deck, ready to be pulled up at any moment. One day the vessel was raised six feet out of the water by the pressure of the ice, and it became so probable that she would fall on her broadside, that the men were employed with shovels and pickaxes in smoothing a place on the ice for her to lie upon." Again, on the 6th a large floe came down upon them with great violence, and pressing the vessel against the land ice, lifted her several feet out of the water. Every one rushed on deck, with the exception of the carpenter, who coolly sounded the well, to ascertain the depth of water in the hold. For some hours the ship was in danger of being driven on shore; the ice continued to grind and pile up round her, while all the ice-anchors were laid out, one of which was wrenched in two by the tremendous strain, and thrown high up into the air. The wind, however, providentially changed, the ice slacked, and they were safe. At length, while Captain Austin's squadron were secured for the winter in a field of ice between Cornwallis and Griffiths Islands, Mr. Penny and Sir John Ross reached Assistance Harbour, where they wintered. A variety of means were taken to amuse the crews during the depth of winter; and as soon as spring began exploring parties went out in every direction. I cannot trace the progress of the several parties in boats and sledges. Their persevering struggles serve to prove the present existence, at all events, if that were required, of the heroic endurance of hardships, the indomitable courage, the invariable cheerfulness under the most depressing trials, and the unconquerable ardour, in spite of every obstacle, characteristic of British seamen. About 2,000 miles altogether were traversed by the different parties. Mr. Penny made every effort to ascend the Wellington Channel; but his success was trifling compared to his unwearied endeavours. When his sledge was stopped by open water, and after incredible labours a boat was brought to the spot, thick-ribbed ice had collected to impede its progress. All the efforts of the heroic explorers were in vain. Lieut. De Haven's ships returned to the United States after enduring many hardships, and Captain Austin, Sir John Ross, and Mr. Penny came back to England in the autumn of 1851.

Another year, however, was not allowed to pass before a further expedition was intrusted to the command of one of the most talented and boldest officers in the service, Sir Edward Belcher. The 'Assistance' and 'Resolute' were again commissioned, and with the 'Pioneer' and 'Intrepid,' screw-steamers, were placed under Ins orders, many of the officers who before accompanied Capt. Austin volunteering their services.

They proceeded early in the spring for Wellington Channel, and when last seen, favoured by an open season, they were entering that mysterious inlet, with a favourable breeze, in high health and with buoyant hopes, and we have still some foundation for trusting that they have before this brought succour to our long-lost countrymen. The 'Isabel,' screw-steamer, was sent out to examine Smith's Sound, under the orders of Commander Inglefield, but he returned, as directed, in the autumn, and commissioned the 'Phœnix' screw steam-sloop. His orders were to proceed to Beechey Island, with a fresh supply of provisions and other stores, which will be turned over to the 'North Star,' Commander Pullen, expected to be found stationed there, as a rendezvous for the vessels of Sir Edward Belcher's expedition. The 'Phœnix,' having accomplished that object, will proceed, at Commander Inglefield's discretion, to Smith's and Jones's Sound, to follow up the discoveries he made in 1852. The 'Lady Eranklin,' sailing-tender to the 'Phœnix,' is to be left at the Carey Islands, or other eligible winter quarters, as a rendezvous for the crew of the 'Phœnix' to fall back upon, in the event of any unforeseen accident to the steam-sloop.

Mr. Kennedy again proceeded in the 'Isabel' to perform an overland journey towards the Polar Basin. The Americans also have sent out a further expedition of a similar character, under Dr. Kane, who, with great energy of character and power of endurance, is firmly convinced that Sir John Eranklin and his brave companions still survive. There is an account in existence of four Russian seamen who subsisted in Spitzbergen, on the produce of the country, for upwards of six years. They had, to begin with, only a few ounces of tobacco, 12 musket charges of powder and shot, and a small bag of flour. If this narrative be true, and there is no reason to doubt it, may not a body of British Blue Jackets, commanded by officers with the Arctic experience, unconquerable courage, and fertility of resource of Eranklin, Crozier, Fitzjames, and their companions, find the means of existence for a far longer period in that not more barren region, and the way ultimately of escape?

I wish that my space would have allowed me to dwell longer on a subject of such intense interest and of so much instruction; but I must conclude, with an earnest hope, that notwithstanding the faults and omissions, which, I fear, may exist in my narrative, the Navy will forgive them, in consideration of my wish to do justice to their noble service; and that my countrymen will look with a favourable eye on the "Chips of the Old Block."

LONDON: PRINTED BY W. CLOWES AND SONS, STAMFORD STREET.