6 bow and swept her sharp round towards an islet on the eastern shore. The helm was immediately put hard-a-port, at first without any effect; but just as the order had been given to go astern full speed' the ship responded to her helm, and her bow went to starboard sufficiently to clear the islet. The engines were then moved ahead, and one minute afterwards felt the ship take the ground. Stopped engines and sounded. Found 7 fathoms under the stern, 6 amidships, 4 under port bow, and 23 under starboard. the engines astern full speed, and the ship came off. Moved According to the plan of English Narrows there is 7 fathoms marked just on the spot we took the ground. The English Narrows will be much safer for navigation as the tides become better known. I am of opinion that the tide in these Narrows conforms to its turning in the Straits of Magellan and flows three hours after high water, which would account for our meeting a strong ebb tide in the southern entrance when it was actually low water. It could not have been falling, or the ship would not have come off so easily without transporting weights, &c., but directly the engines were turned astern. We anchored in Port Grappler at 3 P.M., in 9 fathoms, with centre of Diamond Island N. 14° E.; N.W. extreme of Clone Island S. 56° W. This is a fine harbour, easy to enter, and swinging room for vessels of great length. Left Port Grappler at 3.30 A.M. on the 23rd. Passed through Guia Narrows at 3 P.M. In approaching these Narrows, should the weather come on thick it is advisable to keep close to San Juan Island. When it clears up, shape a careful course for the Narrows, and the opening will soon be seen. In fine weather they do not present any difficulties. After passing through it is advised to keep close to the eastern shore approaching Cape Charles, to avoid a doubtful rock marked 'P.D.' We kept a good look-out, but observed nothing that indicated a rock or shoal. Anchored in Puerto Bueno harbour at 5:40 P.M, in 13 fathoms, with highest point of Puyuta Island N. 3° E; centre of Gorgon Island N. 65° E.; N.W. extreme of Hoskyn Island N. 59° W. The entrance to Puerto Bueno is not difficult to make. Coming from the northward a round hill, or hummock, will be observed just north of the entrance; then apparently low land, and in front of the entrance will be seen three small islets. There is also on Esperanza Island a remarkable opening in the land, bearing about S.W. by S. from the entrance, which will serve as a good mark, though inferior to these three islands. There is also a good and convenient anchorage. Leaving Puerto Bueno at 6 A.M. on the 24th, we proceeded down the channel, and anchored in Isthmus Bay at 5 P.M., in 22 fathoms (rocky and uneven bottom), with centre of Hurlow Island N. 30° W., and point N.E. of Selfe Point, S. 43° W. The Scylla' anchored to seaward of us. I can say nothing in favour of the outer anchorage of Isthmus Bay; the plan is no guide as to depth of water, for at low water we had 26, 27, and no bottom at 30 fathoms, whereas on the plan the greatest depth is 23 fathoms. On the following afternoon, finding the ship swinging with her stern close to the kelp, or western shore, weighed and shifted berth. After vainly endeavouring to find something like a bottom, let go the anchor again in 22 fathoms, with centre of Hurlow Island N. 8° W., point N.E. of Selfe Point S. 48° W. Weighed at 2 A.M. on the 26th, and our anchor came up minus one fluke; a clear proof of the rocky, uneven nature of the bottom. Took Mayne's Channel, and passed over the ridge with nothing less than 7 fathoms; the deepest water was on the starboard hand, close to the kelp. In approaching this channel from the northward, on altering course off Cutler Island, where its highest peak bears N.W. W., the 4 highest part of Orlebar will be S. by W. W; steer for it until a little east of Francis Islets, off the S.E. point of Baverstock, which is high land. Then Bradbury Rock, or Islet, will be well open west of Long Island, S.E. S. From this position steer S.S.E. E. until the peak of Baverstock(the highest one) bears N.W.W. by W. Keep it astern by steering S.E. by E. E. until clear of the rock awash west of the centre of Green Island. When clear, bring Bradbury Islet S.E.S., and steer for it through the channel on this bearing. When the S.E. point of Green Island bears N.E. N., a ship may be hauled to the southward and steered for the ridge. Bradbury is a small islet or rock above water. This with a good beacon would form a good leading mark for the deepest water in Mayne Channel. A couple of buoys would be better, one on each side of the channel, as in thick weather a distant mark would be obscured. Proceeding down the channel, we passed Tamar Island, and considered ourselves fairly in the Straits of Magellan at 10 A.M.; rounded Cape Forward at 10:30 P.M., and anchored off Sandy Point at 5:30 A.M. on December 27, in 10 fathoms, with centre window of Block House and Flagstaff in one, N. 45° W.; Cairn of Sandy Point N. 74° E. Our divers here made a more complete examination than they had been able to do at Port Grappler of the damage done by going ashore in the English Narrows, and reported about 28 feet of false keel gone; pieces of stem and main keel torn away, and second garboard strake on port side much rent and split. On the starboard side two planks much bruised and oakum torn out. Since touching the ground ship has made 7 inches of water an hour. Took on board 400 tons of coal at Sandy Point, at 10 dollars per ton, which proved very dear at the price. Its evaporation power is very small: consumption two to one of ordinary Welsh coal. That portion which will consume does so rapidly, the remainder forming clinker and ashes like that produced from wood. During our passage through the Straits the barometer fell to 29.06, and remained so for several hours, without any change of wind, or accompanied by bad weather. 6 The Scylla left Sandy Point for the Falkland Islands on A A December 30, with orders to meet us again in lat. 45° 20′ S. and long. 50° W. We left on January 4, 1873, meeting the last part of a strong flood tide in the Second Narrows. But fortunately a strong breeze from the westward assisted the engines, while the ebb carried us through the First Narrows and abreast of Dungeness Spit, which we passed about midnight. Cape Dinero was the last land we saw. At daylight we were clear of the Straits, and shaped course for the rendezvous. We arrived here and picked up the 'Scylla' on the 11th, then shaped course for lat. 30° S. and long. 8° W. On the night of the 17th, whilst reefing topsails to a freshening gale from the northward, the 'Scylla ' parted company, and we saw nothing more of her till reaching the rendezvous on the 27th. She was then despatched to St. Helena, where we arrived on February 5. During our passage between Sandy Point and St. Helena, we experienced fine weather and light winds, with the exception of the breeze we had on January 17. It only lasted a few hours, but occasioned a heavy troubled sea the next day, making the ship roll from 26° to 30°, so that the leak increased from seven to nine inches. Little or no current till within the tropics, when we found a steady daily set of about twelve miles to the westward, and the trade winds very easterly. The Scylla' left for England on February 6. We sailed on the 9th, and arrived at Ascension on the 15th. Trade winds southerly and light. Left Ascension February 20, steamed up towards the Coast of Africa for eight days, then stretched out under sail for St. Vincent. Unable to fetch, had to steam into Porto Praya, Island of St. Yago, for coal. Live stock here plentiful and moderate in price. Left Porto Praya March 10, and arrived at St. Vincent next evening. Arrived at Madeira on the 23rd and left on the 26th. Off the Spanish coast encountered a strong N.E. wind. After four days' beating about under sail, put into Vigo for coal. Left on April 7, and anchored in Plymouth Sound on the 12th. |