The _Anglesey_, built in 1852, of 1018 tons, holds the record for having made the biggest day’s run by a Blackwaller. This was 380 miles, and her passage from Melbourne to the Start in seventy-nine days with a crew of forty-six was a remarkable achievement. Wigram’s 927-ton _Kent_, built in 1852, was invaluable during the gold rush to Australia. She was one of the crack sailing ships in history, and actually beat the tea-clippers. It was a great innovation when, in 1866 and 1868 respectively, the Blackwall yard built the 1451-ton _Superb_ and the 1458-ton _Carlisle Castle_, for both were of iron, and owing to Richard Green’s prejudice against iron the firm had to wait until after his death to discard teak. The former became a popular passenger ship to Melbourne; and the last of these famous Blackwall frigates was the _Melbourne_, built for the Greens at the Blackwall yard in 1875 as the finest iron passenger sailing ship in the world. Of 1857 tons and 269·8 feet long, her passenger accommodation was excellent—a great difference from the old East Indiamen. [Illustration: [_By courtesy Messrs. T. H. Parker._ S.S. “NORFOLK.” 3,196 tons, 2,500 horse-power. J. Pyne O’Callaghan, Commander. One of Money Wigram & Sons’ Australian ships. About 1879.] Until 1887 _Melbourne_ sailed regularly to the Australian port of the same name, and was then bought by Messrs. Devitt & Moore, who changed her name to _Macquarie_. In 1897 she was used as one of this firm’s cadet ships, six years later she was sold to the Norwegians and changed her name to _Fortuna_, and these owners eventually sold her, so that now she is used as a hulk in Australia. So ended one interesting period in one of the most important developments of the Mercantile Marine. The combination of personal interest on the part of builder and owner; the great pride in the ship not merely as a money-maker, but as a thing of beauty and queen of the sea; the ability of officers and men serving under a captain who was anxious to maintain the dignity of his line—all these brought about a high standard of seafaring which was thoroughly let down when owners without consciences sent crews to sea in ill-found steam coffin-ships. The fine, historic reputation of the Merchant Service received a shock, the best men were attracted by other walks in life, and so for a while the standard deteriorated. There are many who believe, rightly, that the Mercantile Marine of any country could and should be run with fixity of employment and the same lofty standard as the fighting navies. If that were done, the grade of officers and men would be as high as it was in the days of the East Indiamen. Let it be realised what a nation’s merchant ships mean to the country, and then the public will concede it proper respect and give to that service its best sons. CHAPTER XIII CRACKING-ON