One of the most gallant duels which was ever fought between a merchant ship and a man-of-war is that which occurred in the year 1805: and though eventually the former was at last captured, yet the engagement none the less remains to her credit, since the fight lasted for four hours and the enemy was compelled to haul off several times during the action. The incident, in fact, affords an excellent example of the readiness for hostilities which was so marked a feature of the old East Indiamen. James has happily preserved to posterity a full account of this, although in some instances he has not always done full credit to the gallantry and determination of these merchant ships. And I shall make no apology for availing myself of his detailed story.

The Warren Hastings was a vessel of 1200 tons, was armed with 44 guns, and her crew consisted of 196 men and boys. She was therefore in size, in armament and crew a distinctly formidable ship, her commander being Captain Thomas Larkins. On the 17th of February 1805 she left Portsmouth bound for China. This was one of the most historic years in the whole history of the sea, and a few months later the Battle of Trafalgar brought matters to a crisis. It was obvious that in consequence of the eventful times no ship, not even an East Indiaman, could dare to begin a voyage unless special precautions had been taken to render her as fully equipped against a French frigate as both money and the ship’s own limitations would permit.

In the case of so valuable a ship as the Warren Hastings extraordinary precautions had been taken to make her as powerful as possible. Her forty-four guns were composed as follows. She carried on her main or lower deck twenty-six medium 18-pounders, fourteen carronades (18-pounders) on her upper deck, and four carronades (12-pounders) on her poop. The medium gun was six feet in length, and weighed about 26¾ cwt. It will be seen that this was a smaller weapon than that used in the Royal Navy, for the common 18-pounder of the latter measured nine feet long, and weighed 42 cwt. The East Indiaman’s medium 18-pounder when run out did not reach out more than a foot from the ship’s side. The 18-pounder carronade was five feet long, and weighed about 15½ cwt. The 12-pounder was 3¼ feet long and weighed about 8½ cwt. The Warren Hastings’ carronades were mounted, says James, “upon a carriage resembling Gover’s in every particular but the only essential one, the having of rollers adapted to a groove in the slide. The consequence of this silly evasion of an ingenious man’s patent was, that the whole of the ship’s quarter-deck and poop guns became utterly useless, after only a few rounds had been fired from them. The first discovery of any imperfection in the new carriage occurred at exercise: but a plentiful supply of blacklead upon the upper surface of the slide lessened the friction, and, with the aid of an additional hand, enabled the gun to be run out. On account, however, of the rain, and the salt water in washing the deck, the application of blacklead was obliged to be repeated every time of exercise.”

The Warren Hastings, after leaving Portsmouth on the day mentioned, made a safe and uneventful passage to China and duly began her return journey. But this time she was armed not quite so strongly. Four of her main-deck ports had been caulked up so as to afford additional space for a storeroom, and the four guns had been put away in the hold. Nor had she so good a crew, for forty Chinamen had decided to remain at Canton, and there was the usual impressment from the British navy, a warship relieving the Warren Hastings of eighteen English seamen: and you can be sure they were some of the best men in the ship. In addition to the four guns already mentioned, four of the 18-pounder carronades were also transferred to the hold. The net result was that when she put to sea for her homeward voyage she mounted 36 guns only and carried a crew of 138 men and boys.

It was on the 21st of June at 7.30 in the morning that, while this ship was foaming along under a smart press of canvas before a strong breeze, she descried a strange ship under treble-reefed topsails and courses. This turned out to be the French frigate PiÉmontaise of 40 guns, commanded by Captain Jacques Epron. This ship was armed rather differently from the rest of French frigates which were so famous at this period, and as we are about to watch the contest between her and the Indiaman it will be well to notice these details. The PiÉmontaise had the usual twenty-eight long 18-pounders on her main-deck. On her quarter-deck and forecastle she mounted ten iron and two brass 36-pounder carronades, two long French 8-pounders, and four long English 9-pounders, these having belonged to the British frigate Jason, which had been compelled to throw them overboard when she grounded off Pointe de la Trenche at the capture of the Seine in 1798.

In addition to her forty-six carriage guns, the Frenchmen also carried swivel guns and musketoons in her tops and along her gunwales. On each fore and main yard-arm there was fixed a tripod to contain a shell weighing a quarter of a ton, the idea being that when in combat she got alongside another ship, the shell was to have its fuse lighted by a man lying out on the yard. It would then be thrown from the tripod, fall on the enemy’s deck, pass through to the deck below, and then exploding would cause wholesale destruction. Meanwhile, the French crew would rush on board, profiting by this confusion, and the capture of the Frenchman’s enemy would be an easier matter. The French crew would also be armed each with a dagger in the buttonholes of his jacket in addition to the boarding-pike which he would hold in his hand. These tactics were, even at the beginning of the nineteenth century, a curious survival of the mediÆval methods of fighting. Gunnery was not the chief reliance, but was looked upon merely as a means for quelling the enemy so that she might be boarded and a hand-to-hand fight begun. It seems strange in this twentieth century, when a battleship would open fire at six miles and be pretty sure to keep a good distance from its opponent, that the older fashion should have survived so long. If the French frigates of yesterday were the German light cruisers of to-day, and the old East Indiamen were the crack ships of the Cunard Line of the P.&O., the latter could, if desired, be attacked and sunk without the vessels ever getting within several miles of each other, let alone any thought of boarding, unless the German was determined to spare human life, keep within the limits of international law and take the merchant ship captive. Thus have the conditions changed in the course of time.

But to return to the incident before us. An hour and a half after sighting the Frenchman, the Warren Hastings noticed that the frigate was shaking out her reefs from her topsails and was approaching the English ship, the latter still keeping on her course. At half-past nine that morning the frigate was fast gaining on the Indiaman, and nevertheless set her topgallant-sails as well as her fore and maintopmast stuns’ls. Her next act was to hoist an English blue ensign and pennant. However, the skipper of the Warren Hastings was far too experienced in the ways of the sea to be taken in by this piece of bluff, and still kept his ship on her way. He replied to the signals by hoisting his English colours and making the private signal, of which we have spoken elsewhere in this volume. The Frenchman, however, made no reply to this private signal, so it was pretty certain that there was treachery.

On came the frigate, tearing through the water with the smart breeze, doing good work all the time. Meanwhile, the East Indiaman’s commander was seeing that everything was in readiness for obvious impending trouble. At eleven o’clock he shortened sail, hauled up a point and cleared his ship for action. One hour later the frigate also took in her “fancy” canvas—her stuns’ls and her staysails, but also her mainsail too. And having approached to within one mile hauled down her English colours and sent up her French flag. She had intentionally chosen the leeward position, because of the high wind, and opened fire at the Indiaman’s port quarter within musket-shot distance—that is to say, about four hundred yards away; and so soon as the Indiaman could bring her guns to bear this fire was returned. This firing went on for about a quarter of an hour, when the frigate bore away, let her sails fill, and went on ahead. The only damage that had been done to the Indiaman was to carry away part of the rigging.

After the frigate had got about a mile and a half ahead the latter tacked, passed close to leeward of the Warren Hastings again, and once more a smart fire was exchanged. This time several of the Warren Hastings’ crew were killed and wounded, and in addition the whole of the port fore shrouds, the foretopsail tie, her chief running gear, her stays and her ensign were cut away and her foremast seriously injured. The ensign, however, was quickly rehoisted at the maintopgallant-masthead. Quickly the Indiaman repaired her damage, but then the frigate having put about astern of the Indiaman began the action a third time, though this did little more damage than crippling the merchant ship’s foremast altogether. Owing to this fact and the heavy sea and high wind the Warren Hastings could carry sail only on her main and mizen masts. The result was that the Frenchman could run round her even more easily than before.

This time she went ahead again, tacked, and was about to make a further onslaught when the Warren Hastings opened a hot fire. The Frenchman replied, but it was seen that the Englishman was being injured still more and more. She was now injured not merely at her foremast, but at her main too. Her standing and running rigging had also been considerably damaged, two quarter-deck guns were disabled, five men had been killed and others were wounded. However, in this crippled state she had to sustain a fifth attack. For the frigate, coming on the Indiaman’s port quarter, poured in a heavy and destructive fire which smashed the driver-boom to splinters, and soon the mizen-mast went. And as it fell it succeeded in disabling every effective gun on the upper deck. Troubles seldom come singly, and in addition to these misfortunes the lower deck was on fire from the shot which had entered the counter, and as the nail of the tiller rope on the barrel of the steering wheel had drawn, the rudder became useless.

The surgeon was in the act of amputating and dressing the wounded when a shot entered and destroyed the whole of his instruments. Altogether it was a bad business, and the poor, crippled Indiaman, after having done her best to fight against a superior foe, was reluctantly compelled to lower her colours just before five o’clock that evening. She had been rendered almost a mere hulk, she had lost her purser and six men all killed. Thirteen more, including her chief, third and sixth officers and her surgeon’s mate had been wounded, whereas the Frenchman out of her enormous crew of 385 men and boys had lost only seven men killed and five badly wounded. Her hull was practically undamaged and her rigging and sails were only partially injured. But this, of course, was natural enough, for the frigate’s weight of broadside was 533 lb. as against the Indiaman’s 312 lb. The Indiaman carried only 138 men and boys, as against the Frenchman’s 385.

But it is necessary also to bear in mind that a warship exists solely for the purpose of being an efficient fighting unit. This frigate had to think of nothing else. Whenever she cruised about, her intention was to find some opportunity of inflicting injury on an English ship. The Indiaman, on the other hand, had to consider primarily how best she could carry the greatest amount of cargo, how she could get this to port in the quickest manner: and then only in a secondary sense had she to contemplate being an able fighter. Necessarily, therefore, the frigate was always better armed and more ready for war. It so happened that the Warren Hastings was still further handicapped by the fact that she could make very little use of her upper deck and poop batteries after the second or third round of shot. Owing to lack of men she could man only eight out of her eleven guns on her lower deck, while the frigate was in no way impeded.

“Under these circumstances,” says James, “the defence made by the Warren Hastings, protracted as it was to four hours and a half, displayed a highly commendable zeal and perseverance on the part of Captain Larkins, his officers, and ship’s company, but with all their gallant efforts, the latter could never have succeeded in capturing—although, had the ship’s guns been in an effective state, they might, in beating off—an antagonist so well armed, manned, and appointed as the PiÉmontaise.”

But we have not yet concluded. The Warren Hastings being dismasted, and a heavy sea running, the ship was allowed to fall off. And as the French frigate was lying close to leeward, under three topsails, with the mizen one aback and the main one on the shake, this warship had to bear up to avoid collision with the Indiaman. The former filled her maintopsail, but as there was none left at the helm she luffed up into the wind and fouled the Warren Hastings on the latter’s port bow. You can readily imagine that with such a sea running there followed a series of sickening thuds as these two heavy ships banged against each other’s sides. But the situation was now suitable for boarding tactics, and the Frenchmen, led by the first lieutenant, poured aboard the merchant ship. But they came not as conquerors, but as assassins, with uplifted daggers and threatening the lives of all.

One of these villains dragged the English captain about the ship, accusing him of an attempt to run the frigate down in order to cripple her masts. The first lieutenant also stabbed the captain on the right side. It was a brutal affray, which cannot be said to redound to the credit of any naval officer. Captain Larkins, brave man though he was, soon fainted through loss of blood, and was then ordered on board the frigate. It should be added that the first lieutenant and many of his men were highly intoxicated at the time and so cannot be held fully responsible for their base treatment of their victims. The second officer, the surgeon and the boatswain’s mate were also stabbed, and a midshipman was pierced in seven different places by the first lieutenant. The ship was afterwards pillaged by this drunken gang, but after such excesses had been allowed to have their way the French captain did his best to make the survivors comfortable. The PiÉmontaise then steered for the Isle of France, taking her fine prize in tow, one of the handsomest vessels which the Honourable East India Company ever possessed. Captor and captive arrived at the Isle of France on the 4th of July, and a strange sight these two must have made as they proceeded. The reader may have marvelled that the PiÉmontaise had been able to overhaul the Warren Hastings so quickly and to manoeuvre so easily when she kept returning to make one attack after another. But these French frigates were splendid craft and wonderfully fast, for although the East Indiamen were built on frigate lines more or less, yet they were modified to allow of a large cargo being carried, and this of course could be done only by sacrificing speed possibility. Some idea of the pace which these French frigates could reach may be gathered from the statement that the PiÉmontaise, in a moderate breeze, carrying three single-reefed topsails, foresail and mizen staysail, was able to tow her prize, a deeply laden ship of bigger tonnage than herself, having very small jury-sail set, at the rate of seven and a half knots an hour.

This fight and capture show the kind of adventure that was always imminent during a great portion of the East Indiaman period. It is almost difficult for us who travel with safety and punctuality in modern steamship liners to realise the uncertainty, the danger and anxieties with which the old merchant ships to the East proceeded on their way. There was not a species of disaster peculiar to maritime travel that was not ready to bring the career of such fine ships to a speedy end. Every conceivable kind of enemy seemed to be lying in wait for these craft: and the wonder really is, not that they were so often lost, but that they got to port. Knowing, as we do, something of the characters of the commanders who took these East Indiamen over the ocean, we need not be altogether surprised that their sagacity, their determination, leadership, seamanship and ability as navigators and tacticians when tested did so much for the honour of their service and for the safety of the ships and cargoes which the Company entrusted to their care. They were men of whom the Company and the country had every right to be proud.