The Life of Captain James Cook Part 4

In reference to this accident the Lords of the Admiralty wrote to Lord Halifax, quoting a letter they had received from Captain Pallisser, dated 14th November 1764:

"Mr. Cook, the surveyor, has returned. The accident to him was not so bad as it was represented. Nor had it interrupted his survey so much as he (Captain Pallisser) expected. He continued on the coast as long as the season would permit, and has executed his survey in a manner which, he has no doubt, will be satisfactory to their Lordships. I have ordered him to proceed to Woolwich to refit his vessel for the next season, and to lay before the Board, Draughts of his surveys with all his remarks and observations that may be useful to Trade and Navigation in those parts."

Pallisser did not see Cook till some time after the accident, when the worst was over, and it is quite in keeping with Cook's character to minimise his sufferings, and to insist on the work being kept going as far as possible. The surgeon, Mr. Samwell, relates that after the murder at Owhyee they were enabled to identify his hand by the scar which he describes as "dividing the thumb from the fingers the whole length of the metacarpal bones." Whilst Cook was laid up with his hand, and Mr. Parker was engaged with the survey, some of the men were employed brewing, and either the brew was stronger than usual or, the officer's eye being off them, they indulged too freely, for on 20th August it is noted that three men were confined to the deck for drunkenness and mutinous conduct, and the next day the ringleader was punished by being made to "run the Gantelope."

Early in September, being then in the Bay of St. Genevieve, Cook went ash.o.r.e for six days and ran roughly the course of several small rivers, noting the chief landmarks, and then on their way back to St. John's, off Point Ferrol, their small boat was dashed to pieces on a ledge of rock, and its occupants were saved with great difficulty by the cutter which by great good fortune happened to be near at the time. They returned to England for the winter, and crossing the Banks, a series of soundings were made and the nature of the bottom carefully noted.

When Cook arrived at Woolwich, he pointed out to their Lordships that the completion of his charts would entail his being absent from his ship, and he would be unable to supervise everything that had to be done on board, he therefore suggested that she should be sent to Deptford yard. This was at once agreed to, and Cook was able to devote his whole time to his charts. His own work had to be supplemented by the observations made by six men-of-war stationed in Newfoundland waters as their commanding officers had received special instructions to take ample soundings and careful observations, and to make charts which were to be sent to Captain Pallisser, who was informed that he would be held responsible if these orders were not carried out in their entirety. It is very certain that an order so emphatically enforced on his notice would not be permitted to remain a dead letter.

GRENVILLE'S RIG CHANGED.

Whilst at Deptford, the rig of the Grenville was altered from schooner to brig, as Cook thought that her sailing qualities would be improved by the change, and she also received a thorough overhaul. In the previous year her armament had been supplied from the flagship, and of course had to be returned, so now she was established with "6 swivel guns, 12 Musquets, and powder and shot" of her own, and her crew was augmented to twenty, including a midshipman and a carpenter's mate, paid as on board a sixth rate. Isaac Smith, Mrs. Cook's cousin, afterwards Admiral, who lived with her at Clapham, was the midshipman. On 25th March 1765 the Grenville again left for Newfoundland, arriving at St. Lawrence Harbour on 2nd June to recommence her work. On 14th July, whilst "moored in a bay by Great Garnish, we picked up two men who had been lost in the woods for near a month. They came from Barin, intending to go to St. Lawrence Harbour, and were almost perishing for want of subsistence." Going into Long Harbour, 23rd July, the Grenville ran on a rock and remained so fast that she had to be unloaded before she could be floated off the next day, when she was found to have suffered considerable damage to her forefoot.

From the log of the Grenville it appears that the survey was not carried out continuously, and this may be accounted for by the fact that the Governor was being called upon to settle disputes with the French fishermen, who were only too apt to place the broadest construction on the treaty rights accorded to them. It is very possible that Cook, during this year, rendered a.s.sistance to Captains Debbieg and Ba.s.sett, engineers, who were engaged in surveying important points and harbours with a view to fortification, and Pallisser had been instructed to give them every help. There is no positive record that Cook did a.s.sist, but his ship was several times engaged near where they were at work, and it seems very reasonable to suppose that he worked with them, especially as such work might be very important to both parties.

Cook returned to Spithead on 30th November, and from thence to Deptford for the winter, and in February obtained permission from the Admiralty to publish the charts he had completed; Captain Pallisser, who made the application, said he was of opinion that they "would be of great encouragement to new adventurers on the fisheries upon those coasts."

ECLIPSE OF THE SUN.

He again left Deptford on 20th April 1766, and arrived at Bon Bon Bay, 1st June, to survey the south-west and south coasts. At the Burgeo Islands, near Cape Ray, which were reached on 24th July, Cook was able to take an observation of an eclipse of the sun occurring on 5th August. On his return to England at the end of the year, he handed the results of his observations to Dr. Bevis, a prominent Fellow of the Royal Society, who communicated them to that body on 30th April 1767, and the account is to be found in the Philosophical Transactions of that year. Dr. Bevis describes Cook as "a good mathematician, and very expert at his business," and says he was supplied with very good instruments; that there were three observers "with good telescopes, who all agreed as to the moment of beginning and ending"; that he had shown Cook's results to Mr. George Mitch.e.l.l, who had calculated therefrom the difference of longitude between the Burgeo Islands and Oxford, where another good observation had been taken.

Cook makes no reference to the eclipse in the log of the Grenville, but it appears that he was peculiarly lucky in the weather, for the five days preceding are described as "foggy," and the four or five succeeding are "raining with squalls." This observation was a most fortunate one for Cook, as it brought him to the favourable notice of the Royal Society, a body of eminent men, outside his own profession, which was able, soon after, to advance his interests, and in course of time to admit him into its own ranks as an ornament of which it is still proud.

On 4th November the Grenville left St. John's for winter quarters at Deptford, and the log ends on 24th November, "Dungeness light North-East by East 2 miles." Mr. Parker, his a.s.sistant, was promoted to a lieutenancy, and Mr. Michael Lane, who was mentioned for the post by Captain Graves in 1763, and who was now schoolmaster on the Guernsey, was appointed in his place.

On 5th April 1767 the Grenville had completed her refit, warped out of dock, and was at anchor waiting for the tide to turn in order to drop down to Woolwich, when the Three Sisters, a Sunderland collier, Thomas Boyd, Master, "fell athwart her hawse and carried away her bowsprit, cap, and jibboom," which had to be replaced. The story is that this accident happened to the Endeavour, and that Mr. Cook, who was naturally very indignant, sent for the offending Master of the collier to give him a sound rating for running foul of one of His Majesty's ships; but when he found himself face to face with an old schoolfellow of the Ayton days, he took him down into his cabin, treated him to the best he had on board, and spent a good time with him talking over the old days when they were boys together. From Cook's character the story may well be true, excepting it has been applied to the wrong ship.

When the repairs were executed the Grenville sailed for Newfoundland, arriving off Cape Race on 9th May, and Cook at once set to work on the survey of the west coast. He landed in September at the mouth of the Humber, and made a rapid examination of that river, discovering several lakes, and getting a good general idea of that part of the island. He returned to St. John's for the last time on 14th October, having practically completed the survey of the general run of the coast, and added very considerably to the knowledge of some of the interior parts of the island. In 1762 a map was published, compiled from the very latest information, and on it is the note: "The inland parts of this island are entirely unknown." Cook is said to have discovered valuable seams of coal, but there is no note of anything of the kind amongst his records.

THE GRENVILLE ASh.o.r.e.

He sailed for England on 23rd October, and anch.o.r.ed off the Nore in very heavy weather on 11th November. It was soon found that the anchors would not hold, and at length one parted and the ship "trailed into shallow water, striking hard." After a while she again struck heavily, and "lay down on her larboard bilge." As there seemed no prospect of the gale moderating, everything was made as snug as time would allow, and, putting his crew into the boats, Cook made for Sheerness. The weather at length improved, so obtaining a.s.sistance he returned and found that fortunately his ship had sustained very little damage, and the next day he successfully floated her, and got her up to Deptford yards on the following Sunday, and then Cook was able to set to work on his charts. On 3rd February, Pallisser wrote to Mr. Stephens asking him to obtain permission from the Lords to publish, and at once obtained the necessary authority.

Some of these charts had been published in 1766, and now the complete series appeared with sailing directions for the south and east coasts of the islands. Admiral Sir W.J.L. Wharton, the late hydrographer to the Admiralty, says:

"The Charts he made during these years in the schooner Grenville were admirable. The best proof of their excellence is that they are not yet wholly superseded by the more detailed surveys of modern times. Like all first surveys of a practically unknown sh.o.r.e, and especially when that sh.o.r.e abounds in rocks and shoals, and is much indented with bays and creeks, they are imperfect in the sense of having many omissions; but when the amount of the ground covered, and the impediments of fogs and bad weather on that coast is considered, and that Cook had at the most only one a.s.sistant, their accuracy is truly astonishing."

On the publication of his charts, Cook's connection with Newfoundland was concluded, and on 12th April 1768 Mr. Lane was "appointed to act as Master of the brig Grenville, and surveyor of the coasts of Newfoundland and Labrador in the absence of Mr. Cook, who is to be employed elsewhere." Mr. Lane was to be paid an allowance of five shillings per day over and above his pay as Master of a sixth rate. Cook and he were paid their allowances up to 31st December 1767, and on 17th June the Navy Board were ordered to complete Cook's allowance up to 12th April. From the wording of Mr. Lane's appointment it would appear that the surveyor's position was to be left open for Cook if it was thought desirable for him to resume it.

CHAPTER 6. 1768. PREPARATIONS FOR FIRST VOYAGE.

Till a few years ago writers on the subject were content to draw their information as to the first voyage of Cook to the South Seas from the so-called history of Dr. Hawkesworth. This gentleman, who posed as a stylist (Boswell calls him a "studious imitator of Dr. Johnson"), was introduced by Dr. Charles Burney to Lord Sandwich for the express purpose of writing an account of the expedition, and was supplied with all the records in the possession of the Admiralty relating to it, he had access to the Journal of Sir Joseph Banks, the Notes of Dr. Solander and others who accompanied Cook, and, more than all, he had the opportunity of personal communication with the leaders of the party. Notwithstanding these advantages he interpolated so much of his own speculations, conclusions, and dissertations, as to render his voluminous work not only extremely unreliable but often extremely ridiculous. Travellers to the South Seas record that the accounts of things and places described as seen by Cook are remarkably correct, but that the inferences drawn are wrong. They do not realise that the statements of fact are Cook's, whilst the deductions and ornamentations are Hawkesworth's, and were strongly resented by Cook. Boswell relates that he told Johnson that he had met Captain Cook at dinner at Sir John Pringle's (then President of the Royal Society), and gave him an account of a conversation they had together.

Johnson:

"was much pleased with the conscientious accuracy of that celebrated circ.u.mnavigator, who set me right as to many of the exaggerated accounts given by Dr. Hawkesworth of his voyages."

Cook's opinion on the subject may be seen from his determination to prepare his Journals for the press himself in the future.

Within the last few years the Journal of the Endeavour has been published under the able supervision of the late Admiral Sir W.J.L. Wharton, and the Journal of Sir Joseph Banks, which was missing for a long time, has been recovered and published by Sir Joseph Hooker; and these two books may be preferred with safety over all others that have been written on the subject.

MEMORIAL TO THE KING.

It had been calculated that a Transit of Venus would occur in 1769, observations of which would be of great importance to astronomical science, and several of the European nations, notably Russia, were intending to establish points of observation. The Royal Society decided that as England had hitherto taken a lead in astronomy, she should not now fall behind, and appointed a committee to report on the places where it would be desirable to take observations, the methods to be pursued, and the persons best fitted to carry out the work. This committee advised that two observers should be sent to Hudson's Bay, two to the South Pacific and, if Sweden did not send there, two to the North Cape. They also advised that the Government should be asked to supply a ship to convey the party to some island to be decided on in the South Seas, and several gentlemen were suggested as observers, Mr. Maskelyne, President of the Society, especially recommending Mr. Dalrymple as "a proper person to send to the South Seas, having a particular turn for discoveries, and being an able navigator and well skilled in observation." Mr. Maskelyne estimated the voyage would take about two years, and that a sum of ten shillings and six pence per day would be a reasonable allowance for expenses, together with a gratuity the amount of which was to be settled hereafter. A Memorial on the subject was prepared and forwarded to the King, setting forth that as a Transit of Venus over the Sun's disc was expected to occur, and that other nations were intending to take observations thereof in the interests of navigation, it would be desirable that as the British Nation had been justly celebrated for its knowledge of Astronomy, and an Englishman, Mr. Jeremiah Horrox, had been the first person who calculated the pa.s.sage of the planet over the sun, in 1639, the Government should support the Royal Society in its attempt to take a proper position in the matter, by a grant of money and a ship to take a party to the South Seas. Four thousand pounds was the sum named, and on 24th March the President was able to inform the Council that the King had been pleased to order that it should be placed in his hands, "clear of fees," for the purpose of defraying the expenses of the expedition. In the end, after paying all accounts, there was a considerable balance left, which the King placed at the disposal of the Society, and a portion of it was expended on the bust of His Majesty, by Nollekins, now in its possession.

The gentlemen whose names had been suggested as observers were asked to appear before the Council if they were willing to accept the position, and Mr. Dalrymple wrote in reply to say there was only one part of the world where he would go to take observations, that was the South Seas, and he would only go if he had "the management of the ship intended for the service." Mr. Maskelyne told the Council he had recommended Mr.

Dalrymple to the Admiralty for the command of the ship, the use of which had been granted, but had been informed that such an appointment would be "entirely repugnant to the regulations of the Navy." It is said that Sir Edward Hawke, having in his mind the disastrous result of giving Halley the command of a King's ship in 1698, when a serious mutiny occurred, positively refused to sign such a commission, saying that he would "rather cut off his right hand than permit any one but a King's officer to command one of the ships of His Majesty's Navy."

Dalrymple, originally a clerk in the East India Company's service, had spent some years trading amongst the islands of the Malay Archipelago and China, returned to England and published a couple of pamphlets on the East Indies, and in 1767 a book on the discoveries in the South Pacific Ocean, which brought him to the notice of the Royal Society. He was afterwards for a time hydrographer to the East India Company, and was then appointed the first hydrographer to the Admiralty. He was dismissed from this position for exceeding his powers, and soon afterwards died. He appears to have been a clever man, but of an extremely overbearing disposition and a very high opinion of himself. In writing to Dr.

Hawkesworth on one occasion, he said: "I never write on any subject I do not thoroughly understand." What makes the remark more interesting is that he was quite in the wrong on the subject under discussion. He appears never to have forgiven Cook for having been successful in obtaining the command of the expedition to observe the Transit of Venus, and for completely upsetting his pet theory of a large continent in the Southern Ocean.

PURCHASE OF THE ENDEAVOUR.

The Navy Board, having been ordered by the Admiralty to propose a proper vessel to convey the observers to the South Seas, first suggested the Tryal Sloop, and then the Rose, but both being found unsuitable they were ordered to purchase one. On 29th March the Board wrote to Stephens that they had bought:

"a cat-built Bark, in Burthen 368 Tuns and of the age of three years and nine months, for conveying such persons as shall be thought proper to the Southward..."

At the same time, instructions were sought as to fitting and arming her for the service, and as to the name under with she was to be registered on the list of the Navy. A cat-built ship is described in the Encyclopaedias as one with round bluff bows, a wide deep waist, and tapering towards the stern. The name is derived from the Norwegian kati, a ship.

The cat-built bark, the now immortal Endeavour, was built by Messrs.

Fishburn of Whitby, and owned by Mr. William Milner of that port. Dr.

Young says that her original name was the Earl of Pembroke, but Sir Evan Macgregor wrote to Mr. Waddington in 1888 that she was purchased "under the name of the Endeavour, and was entered as a barque." The Warrant Entry Book from Board of Trade proves that Dr. Young was right, as the following entries will show:

"Deptford, March 23rd 1768. Two cats called the Valentine and the Earl of Pembroke to be surveyed and report which is the properest to be purchased."

"Deptford, March 28th 1768. Ship Earl of Pembroke to be received."

"Deptford, April 7th 1768. Ship purchased to be sheathed, filled, and fitted for a voyage to the southward. To be called The Endeavour Bark."

From the Records of the Survey Office, List of H.M. Navy, 1771 to 1776, it has been ascertained that her price was 2,800 pounds, and the cost of fitting her for the voyage was 2,294 pounds. The reason she was named officially either the Bark Endeavour or Endeavour Bark, was that there was another Endeavour in the Navy, stationed at that time at the Nore.

Kippis says that Pallisser was entrusted with the selection of the ship, and that he called on Cook for a.s.sistance in the matter, and the fact that a Whitby-built ship was chosen, of a kind in which Cook had had considerable experience, adds to the probability of his statement.

Dalrymple enters a claim, in letters to Dr. Hawkesworth, to having chosen the Endeavour for the voyage, but as she was not ordered to be surveyed, with a view to purchase, till 23rd March, when it was well-known the Admiralty had refused to allow him the command of the expedition, there is little force in his claim.

COPPER SHEATHING.

Admiral Wharton a.s.sumes that as Cook expresses himself averse from having exploring ships sheathed in copper, owing to the difficulty of making repairs in case of accident far from proper facilities, and from the frequent mention of "heeling and boot-topping" in the Journal of the Endeavour, it is most probable that she was sheathed in wood. This a.s.sumption is correct, for there is no mention of copper sheathing in the Surveyor's books, nor at the time of her being repaired at the Endeavour River, nor at Batavia, when it is impossible that any account of her damaged bottom could be given without the mention of copper if any such sheathing had been used. The Naval Chronicle says the first ship of the Royal Navy to be sheathed with copper was the Alarm frigate in 1758; and it is also said that the Dolphin, the ship in which Captain Wallis sailed round the world, was the only coppered ship in the service at this time, and she remained the only one for some years.

On 5th May, at a Council Meeting of the Royal Society, Captain John Campbell, R.N., proposed that Cook, who was in attendance, and had been appointed by the Admiralty to the command of the Endeavour, was a fit and proper person to be one of the observers for the Society in the Southern Seas. Cook was called in, and accepted the position in consideration of such a gratuity as the Society should think proper, and an allowance of 120 pounds per year "for victualling himself and another observer in every particular." Mr. Green was also called in, and accepted the place as the other observer for the gratuity of 200 guineas for the two years the voyage was expected to take, and at the rate of 100 guineas a year afterwards. A list of the instruments to be supplied by the Society was also prepared at the same meeting, and the workmen engaged on them were ordered to show them to Messrs. Green and Cook, and give any desired information. A portable observatory, said to have been designed by Smeaton, the builder of the Eddystone Lighthouse, framed of wood and covered with canvas, was also prepared. Mr. Maskelyne, knowing the value of a good watch when observing for longitude, lent the Society one of his own, made by Graham, to be entrusted to Mr. Green, and it was signed for with the other instruments supplied. Chronometers, of course, at that time were in process of evolution, several makers were endeavouring to gain the prize which had been offered for a reliable timekeeper. Shortly after, at a second meeting, Cook agreed to accept a gratuity from the Society of 100 guineas for taking the observations, and was paid 120 pounds sustenance money for Mr. Green and himself, with authority to draw on the Society during the voyage for a further amount not exceeding 120 pounds.

In the Commissions and Warrants Book, under date 26th May 1768, appears the following entry:

MR. JAMES COOK (2nd) 1st Lieutenant Endeavour Bark. E.H., C.T., C.S.

The initials signify Edward Hawke, Charles Townshend, and Lord Charles Spencer. The "(2nd)" evidently refers to the fact that there was already one James Cook, a lieutenant in the Navy, namely, the former Master of the Mercury, and Third Lieutenant of the Gosport.

PENDANT HOISTED.

Having received his orders Cook proceeded to Deptford and hoisted his pendant on H.M.S. Endeavour on 27th May, and at once started to prepare for sea. A considerable quant.i.ty of coal was taken on board to use for drying the ship, as it occupied so much less room than wood.