The Maitland Voyage
October 1849-January 1850
Plymouth, England to Port Phillip, Australia
According to Lloyds Register, the Maitland was a Malabar teak, three deck, thee mast sailing passenger/cargo vessel of 755 tons, 126 feet (38.6m) in length, 34 feet (10.5m) beam and 23 feet waterline to keel. Recorded as a 'Blackwall Frigate', she was built at the J & R Kyd Blackwall Shipyard in Calcutta, India in 1810 and launched 4 November, 1811. Her crew varied but averaged 90 men.
The Maitland had a colourful sixty year sailing history. She voyaged for the East India Company between 1812-30 combined cargo, passengers and occasional 'Privateering' or officially sanctioned pirating, made her first migrant voyage in 1838 which resulted in highly critical Committee of Inquiry findings against the owners and officers. The vessel next transported British and Irish convicts from Britain to Tasmania/Van Diemen's Land between 1840-46. She once again switched business models as the transport of convicts began to become less acceptable and returned to the more lucrative market of transporting migrants from Britain to Australia for two voyages in 1849-1855. Due to her age and uneconomic size, the Maitland spent her final years shipping cargo on the Mediterranean trade until wrecked at a location unspecified in 1869.
The Maitland had a colourful sixty year sailing history. She voyaged for the East India Company between 1812-30 combined cargo, passengers and occasional 'Privateering' or officially sanctioned pirating, made her first migrant voyage in 1838 which resulted in highly critical Committee of Inquiry findings against the owners and officers. The vessel next transported British and Irish convicts from Britain to Tasmania/Van Diemen's Land between 1840-46. She once again switched business models as the transport of convicts began to become less acceptable and returned to the more lucrative market of transporting migrants from Britain to Australia for two voyages in 1849-1855. Due to her age and uneconomic size, the Maitland spent her final years shipping cargo on the Mediterranean trade until wrecked at a location unspecified in 1869.
The Maitland's maiden voyage and also first with the English East India Company was during 1811 & 1812.
Captained by John Steevens, she sailed from Calcutta on 13 December 1811 for England, stopping off en route to re-supply in Saugor in West Bengal and St. Helena, the remote volcanic tropical island in the mid South Atlantic. Saint Helena, owned and settled by the East India Company was an important port of call for the company's vessels. East Indiamen would stop there voyaging to or from British India and China. At Saint Helena, ships could replenish supplies of water and provisions and, during wartime, form convoys that would sail under the protection of vessels of the Royal Navy. The Maitland docked at The Downs on the Kent coast on 22 July 1812 - a somewhat standard seven month voyage.
Captain Stevens acquired a letter of marque on 5 November 1812. This was a government license that authorised a private person, known as a privateer or corsair, to attack and capture vessels of a nation at war with the issuer. Once captured, the privateers could then bring the case of that prize before their own admiralty court for condemnation and transfer of ownership to the privateer. Basically, licensing pirating but more politely termed privateering. Considered an honourable calling that combined patriotism and profit, the Maitland could now capture a vessel if the opportunity arose in its normal course of duties.
Over the following twenty-five years, the Maitland sailed on the India run, mostly with the East India Company until her cargo size became less economical. Some British inshore & Mediterranean cargo trade followed until 1838 when she was converted to barque rigging in preparation for the first voyage to Australia.
Chartered under Admiralty control from June 1, 1838, "The charter organisers were able to cram 205 adults, 111 children and some livestock (for fresh food) on board for this journey, under the care of Ship's Master Marshall Baker and Surgeon John Smith. Most passengers were being "assisted" to emigrate from England by their Parishes, who paid around Five Pounds in sponsorship in order to remove their commitment to support these poorer families. Most of the emigrant families came from south-eastern England, notably Kent and East Sussex. Added to the crowded and unhygienic conditions, the effect of typhus and scarlet fever infections resulted in a very high mortality rate amongst the passengers"
Thanks to Bruce Fairhall. The Voyage of the Maitland 1838 - access here.
The Maitland departed Gravesend, Kent on 24 June 1838 and arrived in Sydney, a hellish 134 days later on 6 November. En route, 286 passengers fell ill with Typhus (caused by body lice), Scarlet fever and other diseases, killing twenty nine children and six adults. Putting in at the Cape of Good Hope, the vessel, crew and passengers were quarantined while restocking with food and water.
John Smith, the Maitland's Surgeon in his report finalised after arrival in Sydney, commented:
Captained by John Steevens, she sailed from Calcutta on 13 December 1811 for England, stopping off en route to re-supply in Saugor in West Bengal and St. Helena, the remote volcanic tropical island in the mid South Atlantic. Saint Helena, owned and settled by the East India Company was an important port of call for the company's vessels. East Indiamen would stop there voyaging to or from British India and China. At Saint Helena, ships could replenish supplies of water and provisions and, during wartime, form convoys that would sail under the protection of vessels of the Royal Navy. The Maitland docked at The Downs on the Kent coast on 22 July 1812 - a somewhat standard seven month voyage.
Captain Stevens acquired a letter of marque on 5 November 1812. This was a government license that authorised a private person, known as a privateer or corsair, to attack and capture vessels of a nation at war with the issuer. Once captured, the privateers could then bring the case of that prize before their own admiralty court for condemnation and transfer of ownership to the privateer. Basically, licensing pirating but more politely termed privateering. Considered an honourable calling that combined patriotism and profit, the Maitland could now capture a vessel if the opportunity arose in its normal course of duties.
Over the following twenty-five years, the Maitland sailed on the India run, mostly with the East India Company until her cargo size became less economical. Some British inshore & Mediterranean cargo trade followed until 1838 when she was converted to barque rigging in preparation for the first voyage to Australia.
Chartered under Admiralty control from June 1, 1838, "The charter organisers were able to cram 205 adults, 111 children and some livestock (for fresh food) on board for this journey, under the care of Ship's Master Marshall Baker and Surgeon John Smith. Most passengers were being "assisted" to emigrate from England by their Parishes, who paid around Five Pounds in sponsorship in order to remove their commitment to support these poorer families. Most of the emigrant families came from south-eastern England, notably Kent and East Sussex. Added to the crowded and unhygienic conditions, the effect of typhus and scarlet fever infections resulted in a very high mortality rate amongst the passengers"
Thanks to Bruce Fairhall. The Voyage of the Maitland 1838 - access here.
The Maitland departed Gravesend, Kent on 24 June 1838 and arrived in Sydney, a hellish 134 days later on 6 November. En route, 286 passengers fell ill with Typhus (caused by body lice), Scarlet fever and other diseases, killing twenty nine children and six adults. Putting in at the Cape of Good Hope, the vessel, crew and passengers were quarantined while restocking with food and water.
John Smith, the Maitland's Surgeon in his report finalised after arrival in Sydney, commented:
Soon after leaving GRAVESEND, as will appear by the date of the first case, viz. the 26th June, the Scarlet fever presented itself, and continued to 20th August when the last case appeared. Sixty four children out of one hundred and twenty seven sickened, and one man suffered from its visitation.
To prevent the dissemination of the disease I met with much opposition, the parents resisting all my endeavours to remove the children into the hospital, thus affording the only chance of arresting the disease promptly. To effect my purpose, I was under the necessity of causing them in some measure to a compliance. This I think had in a great degree the desired effect, so few children having suffered from the disease out of so large a number.
As respects the origin of the disease, I am quite of opinion that it must have been conveyed into the ship in a latent state in the person who was the subject of the first case, and probably in the second and the third cases also....Among the women, particularly the unmarried, hysterical disease was increasing, and among the married there were many cases of bowel complaints all which I attribute to the same cause, namely an excess of unaccustomed food.
Among the men there was no disease until we reached the high southern latitudes, when pulmonary and febrile diseases appeared in a few, the effect of cold and wet....I had much difficulty in having cleanliness observed more particularly in the men, they were very resisting in this as also in the airing of their bedding....Laziness prevailed to such a degree among the men, that I had much difficulty in keeping the decks sufficiently clean,.
As respects their general demeanour, when left to themselves they were peaceable. But when compelled to do that, which, in their opinion, they had no right to do, some were extremely insolent and intemperate. In two instances of married women, their conduct was extremely bad. They abandoned themselves to vicious habits.
In regard to dieting. There appeared to me to be an excess of food, both of bread and tea. The oatmeal they refused at the onset, and on my assembling all the heads of families, and directing such as were in favour of its use to show hands, there were only four who manifested a desire for it, to those I directed it to be issued.
(sgd) John Smith, SURGEON R.N. Superintendent
EMPLOYMENT- There was no employment for the people, they being too lazy and insubordinate to do any useful work.
Schools were established under the Chief Superintendence of one very able and Christian teacher John Vidler; whereby the children in general received some instruction and wherefrom they derived some advantage, the greater number having been, at the time of embarkation, perfectly illiterate, not having the most distant knowledge of the rudiments of the English language.
Thanks to Bruce Fairhall. https://www.fairhall.id.au/resources/maitland/maitland.htm
Bruce Fairhall comments that on arrival in Sydney "Due to presence of disease on board, the ship was placed in quarantine at Manly Cove, some passengers and crew on board and some "under canvas" on shore. They could not be accommodated at Sydney's North Head Quarantine Station in Spring Cove, due to the fact that the passengers of the ship "William Roger" filled the available spaces in that area, and the groups had to be kept separate. The passengers and crew of the "Maitland" were dispersed from quarantine as soon as they were assessed as not being infected"
A further five passengers died in the quarantine station representing a mortality rate of just under 13%. The quarantine station consisted of little more than a couple of wooden shanties, a surgeon's cottage and a cluster of tents pitched among the scrub and sandhills.
On 22 November 1838, the Governor of New South Wales, Sir George Gipps in his monthly report to London commented on the state of the Maitland on arrival and that gratuities payable to the surgeon and officers of the Maitland (on completion of the voyage) would not be paid. Governor Gipps went further to remark that:
I shall institute a strict enquiry, in order to ascertain if possible the cause why sickness has been so much greater in the present year on board Government vessels than those engaged on the same business by private individuals. At present I am utterly unable to account for it; it is suggested that it may be in consequence of the greater number of children embarked in them, or that the Emigrants are in a worse state of health when put on board, or that, being taken from a poorer class of society, they are less prepared with necessaries for the voyage.
The "Maitland" is said to have arrived in a very dirty state; but whether this was the fault of the Surgeon Superintendent, I am as yet unable to say. A talent for managing men, and gaining by easy means an influence over them, is no less necessary in a Surgeon selected to bring out Emigrants than Medical skill; indeed I should say it is more necessary. I have some reason to fear that a sufficient degree of control has not in some cases been exercised over Emigrants, in the essential particulars of forcing them to go on deck in fair weather, and to keep themselves clean at all seasons.
Thanks to Bruce Fairhall: https://www.fairhall.id.au/resources/maitland/maitland.htm
A later Committee of Inquiry report was a damning indictment of the migrant ships and a system under which "herds of immigrants were transported to the colony like cattle."
With that highly critical report, the Maitland quietly left Sydney, returned to England and would not transport migrants to the Australian colonies for another decade - instead, in 1840 the vessel owners were to concentrate on shipping men and women who were of little consequence whether they lived or died en-route - convicts to New South Wales, Norfolk Island and Van Diemen's land.
With that highly critical report, the Maitland quietly left Sydney, returned to England and would not transport migrants to the Australian colonies for another decade - instead, in 1840 the vessel owners were to concentrate on shipping men and women who were of little consequence whether they lived or died en-route - convicts to New South Wales, Norfolk Island and Van Diemen's land.
The British Government first began transporting convicts overseas to the American colonies in the early 18th century. This ended with the start of the American Revolution, and an alternative location was needed to relieve further overcrowding of British prisons and hulks. Earlier in 1770, James Cook charted and claimed possession of the east coast of Australia for Britain. Seeking to pre-empt the French colonial empire from expanding into the region, Britain chose Australia as the site of a penal colony, and in 1787, the First Fleet of eleven convict ships set sail for Botany Bay, arriving on 20 January 1788 to found Sydney, New South Wales, the first European settlement on the continent. Other penal colonies were later established in Norfolk Island in 1788, Van Diemen's Land (Tasmania) in 1803 and Queensland in 1824, while Western Australia, founded in 1829 as a free colony, received convicts from 1850. South Australia and Victoria, established in 1836 and 1850 respectively, remained free colonies. Penal transportation to Australia peaked in the 1830s and dropped off significantly the following decade as protests against the convict system intensified throughout the colonies. In 1868, almost two decades after transportation to the eastern colonies had ceased, the last convict ship, the Hougemount arrived in Western Australia carrying Fenian prisoners from the 1868 rising.
The majority of convicts were transported for petty crimes. More serious crimes, such as rape and murder, became transportable offences in the 1830s, but since they were also punishable by death, comparatively few convicts were transported for such crimes. Approximately 1 in 7 convicts were women, while political prisoners, another minority group, comprise many of the best-known convicts. Once emancipated, most ex-convicts stayed in Australia and joined the free settlers, with some rising to prominent positions in Australian society. However, 'convictism' carried a social stigma, and for some later Australians, being of convict descent instilled a sense of shame and a 'cultural cringe'. Attitudes became more accepting in the 20th century, and it is now considered by many Australians to be a cause for celebration to discover a convict in one's lineage. Almost 20% of modern Australians, in addition to 2 million Britons, are descended from transported convicts.
The majority of convicts were transported for petty crimes. More serious crimes, such as rape and murder, became transportable offences in the 1830s, but since they were also punishable by death, comparatively few convicts were transported for such crimes. Approximately 1 in 7 convicts were women, while political prisoners, another minority group, comprise many of the best-known convicts. Once emancipated, most ex-convicts stayed in Australia and joined the free settlers, with some rising to prominent positions in Australian society. However, 'convictism' carried a social stigma, and for some later Australians, being of convict descent instilled a sense of shame and a 'cultural cringe'. Attitudes became more accepting in the 20th century, and it is now considered by many Australians to be a cause for celebration to discover a convict in one's lineage. Almost 20% of modern Australians, in addition to 2 million Britons, are descended from transported convicts.
1840
The Maitland was one of nineteen ships that transported convicts from Britain to the Australian colonies in 1840.
Sailed from Sheerness on 19 March carrying 306 men, 43 sentenced to life and the others with an average sentence of 11 years. Crimes committed included highway robbery, receiving stolen property, housebreaking, sheep stealing, pick pocket, rape, and horse theft. Three prisoners died en-route before arrival in Sydney, New South Wales on 14 July, 1840.
The Maitland was one of nineteen ships that transported convicts from Britain to the Australian colonies in 1840.
Sailed from Sheerness on 19 March carrying 306 men, 43 sentenced to life and the others with an average sentence of 11 years. Crimes committed included highway robbery, receiving stolen property, housebreaking, sheep stealing, pick pocket, rape, and horse theft. Three prisoners died en-route before arrival in Sydney, New South Wales on 14 July, 1840.
1843
The Maitland was one of twenty-one ships that transported convicts from Britain to the Australian colonies in 1843.
Sailed from Portsmouth on 26 August carrying 200 men, 167 sentenced to life and the others with an average sentence of 20 years. Docking at Norfolk Island on 7 February 1844, 200 prisoners were disembarked and 338 prisoners who had already been serving sentences in Norfolk were then trans-shipped to Hobart.
The Maitland was one of twenty-one ships that transported convicts from Britain to the Australian colonies in 1843.
Sailed from Portsmouth on 26 August carrying 200 men, 167 sentenced to life and the others with an average sentence of 20 years. Docking at Norfolk Island on 7 February 1844, 200 prisoners were disembarked and 338 prisoners who had already been serving sentences in Norfolk were then trans-shipped to Hobart.
1846
The Maitland's final voyage as a convict transporter was one of twelve ships that transported convicts from Britain to the Australian colonies in 1846.
Sailed from Portsmouth 22 June 1846 carrying 299 men, none sentenced to life and the others with an average sentence of 9 years. Docking at Port Phillip on 27 October 1846, some researchers understand that 291 of the prisoners were disembarked and the Maitland then sailed on to Hobart with the remaining six prisoners. Other researchers believe that all of the prisoners were disembarked at Port Phillip.
Between 1844 and 1849 about 1,750 convicts arrived in Port Phillip from England. They were referred to either as "Exiles" or the "Pentonvillians" because most of them came from Pentonville Probationary Prison. Unlike earlier convicts who were required to work for the government or on hire from penal depots, the Exiles were free to work for pay, but could not leave the district to which they were assigned. The Port Phillip District was still part of New South Wales at this stage. Victoria separated from New South Wales and became an independent colony in 1851.
There were to be just two migrant voyages by the Maitland to the Australian colonies. The first in 1849-1850 to Port Phillip (Melbourne) with the second and last from London to Hobart, Tasmania in 1855.
The first voyae
Maitland immigrant register (thanks to the Library of New South Wales) - click image to view.
In their dash to reach the Victorian goldfields in the quickest possible time, many ship's captains adopted the new 'Great Circle' route in the 1850s. Passing far south of the Cape of Good Hope, they sought the 'Roaring Forties' – the strong prevailing winds that blew from the west to the east between 40 and 50 degrees south.
This route involved enormous risks from drifting icebergs and the wild seas generated by frequent storms. It required exceptional navigational skills, as even the slightest error could lead to disaster. The large number of ships that were lost when navigating the narrow path between King Island and southern Victoria led to the West Coast of Victoria becoming known as the Shipwreck Coast.
This route involved enormous risks from drifting icebergs and the wild seas generated by frequent storms. It required exceptional navigational skills, as even the slightest error could lead to disaster. The large number of ships that were lost when navigating the narrow path between King Island and southern Victoria led to the West Coast of Victoria becoming known as the Shipwreck Coast.
Drinking water kept in wooden barrels would become very stale after a few months. Rats and mice would fall into the open barrels and drown, and algae would grow in the barrels and make people violently ill. The link between cholera and contaminated drinking water was not discovered until 1848, but even after this, ships continued to draw water from polluted rivers in ports that they visited.
To feed the sailors and passengers, stores were kept in the hold and opened as needed by the cooks. Stores such as pickled meat (pork or beef in brine) flour, sugar and dried pulses (peas) were kept on board in wooden barrels. These barrels were usually fitted with lids, but were often kept open overnight. The stores could be raided by hungry rats and mice, leaving traces from their nocturnal visits, and the grain and flour stores were often infested with weevils. Adulterated food and water caused diseases like dysentery to be commonplace, resulting in many deaths on some voyages.
Vinegar and chloride of lime were used to wash the wooden floors and decks of the ships, as fresh water was reserved for drinking and cooking. Cleaning with vinegar helped prevent the spread of disease and made the ship smell better. It also removed the vomit of people suffering from sea-sickness and other diseases.
The death toll among passengers squeezed into cramped and uncomfortable steerage berths on clipper ships was often very high.
To feed the sailors and passengers, stores were kept in the hold and opened as needed by the cooks. Stores such as pickled meat (pork or beef in brine) flour, sugar and dried pulses (peas) were kept on board in wooden barrels. These barrels were usually fitted with lids, but were often kept open overnight. The stores could be raided by hungry rats and mice, leaving traces from their nocturnal visits, and the grain and flour stores were often infested with weevils. Adulterated food and water caused diseases like dysentery to be commonplace, resulting in many deaths on some voyages.
Vinegar and chloride of lime were used to wash the wooden floors and decks of the ships, as fresh water was reserved for drinking and cooking. Cleaning with vinegar helped prevent the spread of disease and made the ship smell better. It also removed the vomit of people suffering from sea-sickness and other diseases.
The death toll among passengers squeezed into cramped and uncomfortable steerage berths on clipper ships was often very high.
Most ships provided only basic toilet and bathing facilities. Authorities complained that even these were under used and the sailors often had to wash the upper decks which passengers used as open-air toilets. Some steerage passengers had never used a privy or a water closet before. Buckets of water were used to flush contents down to the bilges [under steerage], which were emptied when the ship finally docked at port. The smell would have been disgusting.
The toiletting process became much worse in storms, or during the night, when passengers in steerage were locked in and no lights were allowed. Accidents were messy affairs. As people did not understand the basic rules of hygiene, and toilet paper had not been invented, rags or clothes were soaked in vinegar and hung on the back of the toilet door to be used by all. This led to the spread of diseases like dysentery and typhoid. Deaths at sea were common.
On better managed ships, the areas below deck were thoroughly cleaned every few days by sailors and many of the women in steerage. Bedding which was usually made of straw, attracted fleas and cockroaches. People brought up their bedding in fine weather to shake it out and air it. However, in storms and bad weather, the bedding was often soaked through and this led to outbreaks of influenza and pneumonia. In the over crowded conditions in steerage, epidemics were common. Most victims were babies and young children, who often died of complications and lack of medical care. Infected passengers often came on board, having passed undetected through pre-boarding medical checks. Tuberculosis, an infectious disease of the lungs, was one of the most dangerous diseases.
The sleeping berths were disinfected as often as possible, using a mixture of vinegar and chloride of lime. But often the cracks in the wooden slats of the bunks harboured lice, cockroaches and fleas. It was not uncommon for rats or mice to be found in the beds and bedding.
Many people in the nineteenth century didn't bathe regularly and the connection between personal hygiene and disease was not well understood. Due to the cramped and overcrowded conditions in steerage, people could not really take baths and made do with a clean-up with a damp cloth under a blanket. Most people did not have the room to change their clothing and often wore the same garments or clothing for the entire voyage. Facilities for washing clothes were very restricted. Underclothes were virtually unknown to many people at the time, deodorants were not used and many people did not clean their teeth. One can only imagine the smells of soiled nappies, grubby clothes, and unwashed bodies in a crowded environment!
The toiletting process became much worse in storms, or during the night, when passengers in steerage were locked in and no lights were allowed. Accidents were messy affairs. As people did not understand the basic rules of hygiene, and toilet paper had not been invented, rags or clothes were soaked in vinegar and hung on the back of the toilet door to be used by all. This led to the spread of diseases like dysentery and typhoid. Deaths at sea were common.
On better managed ships, the areas below deck were thoroughly cleaned every few days by sailors and many of the women in steerage. Bedding which was usually made of straw, attracted fleas and cockroaches. People brought up their bedding in fine weather to shake it out and air it. However, in storms and bad weather, the bedding was often soaked through and this led to outbreaks of influenza and pneumonia. In the over crowded conditions in steerage, epidemics were common. Most victims were babies and young children, who often died of complications and lack of medical care. Infected passengers often came on board, having passed undetected through pre-boarding medical checks. Tuberculosis, an infectious disease of the lungs, was one of the most dangerous diseases.
The sleeping berths were disinfected as often as possible, using a mixture of vinegar and chloride of lime. But often the cracks in the wooden slats of the bunks harboured lice, cockroaches and fleas. It was not uncommon for rats or mice to be found in the beds and bedding.
Many people in the nineteenth century didn't bathe regularly and the connection between personal hygiene and disease was not well understood. Due to the cramped and overcrowded conditions in steerage, people could not really take baths and made do with a clean-up with a damp cloth under a blanket. Most people did not have the room to change their clothing and often wore the same garments or clothing for the entire voyage. Facilities for washing clothes were very restricted. Underclothes were virtually unknown to many people at the time, deodorants were not used and many people did not clean their teeth. One can only imagine the smells of soiled nappies, grubby clothes, and unwashed bodies in a crowded environment!
Deaths at sea were tragically common. As many as one in five children, and one in 60 adults died on the voyage to Australia. For the burial, the body was sewn into a piece of canvas or placed in a rough coffin (often hastily knocked up by the ship's carpenter) and weighed down with pig iron or lead to help it sink.
The final leg of the journey out to Australia included a celebration when crossing the Equator. Everyone was involved, as it tended to alleviate the boredom of life on board the ship. And by this stage people had come to know each other quite well and some of the initial shyness and inhibitions had been broken down.
The origins of this ceremony go back to ancient times when sailors were very superstitious and made obsequious pleas to the God Neptune, the ruler of the seas, to bring them home safely.
'Neptune's Journey' or crossing the Equator has been a feature of immigrant voyages since the 1800s, However, it became increasingly elaborate in the twentieth Century, as shipping companies sought to attract more passengers.
Initially, the celebration was largely a recognition that the equator had been crossed safely and a significant part of the long journey was over. However, as the journey became safer, the ceremony became more entertaining and took on the flavour of the period.
The origins of this ceremony go back to ancient times when sailors were very superstitious and made obsequious pleas to the God Neptune, the ruler of the seas, to bring them home safely.
'Neptune's Journey' or crossing the Equator has been a feature of immigrant voyages since the 1800s, However, it became increasingly elaborate in the twentieth Century, as shipping companies sought to attract more passengers.
Initially, the celebration was largely a recognition that the equator had been crossed safely and a significant part of the long journey was over. However, as the journey became safer, the ceremony became more entertaining and took on the flavour of the period.
The first sighting of land – whether that has been by sea or from the air, has always been momentous for new arrivals to Australia. For those with long-held assumptions about what their adopted homeland might be like, the coastline could trigger delight or despair.
The first direct overseas immigrant ships to reach Melbourne arrived in 1838. Unlike the small coastal vessels that established the settlement four years earlier, these ships were too large to pass up the shallow Yarra River. People and goods were off-loaded into small boats and carried overland from Williamstown or Liardet's Beach (now Port Melbourne), creating costly and inefficient double-handling of goods.
With the discovery of gold in Victoria in the 1850s, thousands of hopefuls came pouring into Melbourne, placing enormous pressure on the already inadequate port facilities.
The first direct overseas immigrant ships to reach Melbourne arrived in 1838. Unlike the small coastal vessels that established the settlement four years earlier, these ships were too large to pass up the shallow Yarra River. People and goods were off-loaded into small boats and carried overland from Williamstown or Liardet's Beach (now Port Melbourne), creating costly and inefficient double-handling of goods.
With the discovery of gold in Victoria in the 1850s, thousands of hopefuls came pouring into Melbourne, placing enormous pressure on the already inadequate port facilities.
Just three voyages followed in the 1860's. The last long distance voyage was to Ascension Island in mid South-Atlantic followed by British cargo runs. Her last two voyages were from South Shields to the Mediterranean.
In 1869, the Maitland was wrecked, possibly in the Mediterranean.
In 1869, the Maitland was wrecked, possibly in the Mediterranean.
Sources, Resources and Credits
- Lloyds Register of Shipping
- Bateson, Charles (1959). The Convict Ships, 1787-1868. Brown, Son & Ferguson. OCLC 3778075.
- Hackman, Rowan (2001). Ships of the East India Company. Gravesend, Kent: World Ship Society. ISBN 0-905617-96-7.
- Phipps, John, (of the Master Attendant's Office, Calcutta) (1840). A Collection of Papers Relative to Ship Building in India
- http://webgenaus.weebly.com/shippingarrivals.html - a most useful web resource of links, sites and information on Australian shipping manifests 1788-1940s.
- https://www.fairhall.id.au/resources/maitland/maitland.htm insightful details of the first Maitland migrant voyage to Australia in 1838.
- https://convictrecords.com.au/ - an amazing resource web-site of all aspects of the transport of convicts to the Australian colonies. Approximately 160,000 convicts were transported to Australia between 1787 and 1867 and details of 135,349 convicts (about 85%) are recorded on this website
- Wikipedia - useful for putting historical events in perspective plus additional information.