The Devil Ship

By John Schettler

The Devil Ship was well named, both by its creators and by those who would have to face it. 
 Yet when it sailed from Liverpool on its maiden voyage, a false destination was given to the press to hide its real purpose and mission. Not even its Captain and crew could know its true destination.  The ship was called the  Nemesis. Yet her Captain, Master William Hall, Royal Navy, found he would soon have the company of a most mysterious man, a company man, who supposedly knew the answers to all of his many questions. Along the way, the ship is being steered through the unfathomable waters of fate as well as the wild seas of the world. 
Where were they going? What was the Nemesis designed to do? What were his orders? Soon the Devil Ship would shake all under heaven in the clash of two of the world's great Empires, where the fate of each would hang in the balance.  
He was bound for mystery and destiny in one throw, half way around the world, where a clash of two cultures, two great empires, would write one of the darkest chapters of modern history ever seen. Something was telling him this would be grand, daring, bold beyond his imaginings, and yet terribly wrong.

 

The Devil Ship
By
John Schettler

Prologue
Part I – A Curious Secret
Part II – Trouble at Sea
Part III – The Coming Storm
Part IV – Confrontation
Part V – The Mandate of Heaven
Part VI – Clash of Empires
Part VII – Death of a Thousand Cuts
Part VIII– The Lion and Dragon
Part IX – Black Wind
Part X – The Final March
Part XI – The Garden of Perfect Brightness
Part XII – Calamity
Afterword

• Language: English
• Publisher: John Schettler
• Release date: Jan 15, 2023
• ISBN: 9798215912218

John Schettler

A prolific writer with 75 books, John Schettler achieved early recognition in winning the Silver Medal for Science Fiction in Foreword Magazine's annual competion, and scoring a 9.5/10 with Reader's Digest for his 5-book Time Travel series opener, Meridian. He went on to author the longest story ever written, the massive 64 volume Kirov Series, also a Time travel Military Fiction and alternate history of WWII. John's latest work is a new Epic Fantasy series, The Chronicles of Innisfail, released April of 2022.

Book preview

Part I

深藏不露

A Curious Secret

"Secrets, silent, stony, sit in the dark palaces of our hearts:

secrets weary of their tyranny...."

—James Joyce

Chapter 1

Patna, India

3 JAN 1839

The warehouse was enormous, with row upon row of white shelves, all reaching to the high ceilings, in room after room. On each shelf there sat five pottery bowls, all holding a round bundle, looking like bread dough wrapped in linen. There were two shelves abreast, holding ten such bowls, and rising twenty shelves high. It took a ladder eight times the height of a man to climb to the highest shelf, and there were easily twenty such shelves, now holding 4,000 bowls laden with these secret bundles. On the floor, rows of bundle-filled bowls sat in neat rows, and as the two men watched, lines of workers came streaming in, each carrying two bowls, two linen wrapped bundles, to set them in the careful rows.

Astounding, said the navy man, a Master Simpson, long in the employ of the nefarious Company, and now a steamer Captain. He was a short plump man, more stocky than fat, and dressed in a navy blue greatcoat with a tri-cornered seaman’s hat. Oh I’ve seen such cargo before—hauled it myself for years—but never once thought on where it all came from in a place like this.

Indeed, said the other man, tall, grey bearded and dressed in smart business attire. He was Robert Campbell, Director of the company, which was the largest business concern on the earth. Founded in 1600 to trade in the Indian Ocean region, the company ended up seizing vast territories in India and establishing colonies in southeast Asia as well, all centered on ports. In the 1700s, this single company accounted for 50% of the world’s trade, and formed the bottom floor of what would become the crown jewel in the British Empire, India. In time the company had legations all through Southeast Asia, and even in Japan and the coast of China. It developed tremendous economic, and subsequent political power as well when its officers, all wealthy landed men, returned to England to take seats in Parliament. And the Company also developed military power to secure its vast holdings, mostly employing Indian Sepoys to create a standing Army of over 200,000 men, which was actually twice the size of the entire British Army at that time. The Company was served well by the Royal Navy, but there were times when it needed to take matters into its own hands, and this was one of them—a delicate issue that had seen a Secret Committee formed to resolve an annoying problem.

It was the British East India Company; greater than any private business the world has ever known.

Well it all comes from the lowlands about 100 leagues to the northeast, said the Director. By the time it gets to us here, it’s leaf wrapped and well dried before the linen goes round it. The drier the better for a long sea voyage, and so it will sit here for months after spring harvest in April, well into late summer before it ever gets moved. We’ve 5,000 pounds per room in this building, and ten such rooms in this one warehouse alone.

My Lord! 50,000 pounds? That’s a lot of woe for whoever it ends up with.

Perhaps, but a lot of wealth for us when they buy it. Face it, Master Simpson. Trade is trade, and the life of our company depends entirely on free and open commerce, unbothered by burdensome restrictions and local edicts. I’m afraid we get all too much of that in places, and some of it from the Crown as well. Yes, it’s an unhappy cargo we move, but it’s not as though we force it upon our buyers. We merely make it available, and it makes the citizens back home happy enough with all it returns—scores of silver taels, bale upon bale of the finest silks, bushels of aromatic tea, not to mention exquisite porcelain cups and pots to serve it all. Honestly, only so much profit can be wrung from seal furs, sandalwood, and saltpeter, but this particular commodity seems to have a market that never fails.

Where does it all go? asked Simpson.

Oh, about a quarter goes into the Mediterranean bound for Europe, but the lion’s share goes to Asia, of course. They’ve countless millions over there to consume it, so we’ve made a lucrative business, growing it here, and disowning it over there, as we say. The Crown frowns on this, but doesn’t bite yet. It’s the locals there that cause all the trouble, that officious Qing Emperor sits on his Imperial throne thinking he has sway the world over. Now he’s gone and made all this illegal, the whole bloody business, and he’s threatened to seize cargos right along with their ships and crews, mind you. If he would only focus his attentions on his internal rebellions we could carry on in peace, but as things stand, we may need a little more than diplomacy and contractual agreements to see things through with this trade. And that’s where you come in, Master Simpson.

Me? What would I have to do with all this?

We need a ship built.

A ship? I thought the company had its own private navy.

Of a sort, but it’s not suitable for this situation. And besides, this ship needs to be purpose-built for a very special mission. Now then... You’re an experienced merchantman. So if I were to describe to you some peculiar nautical environs, you would be able to tell me just what sort of ship I might need for such waters. Yes?

I should think so, Sir... More or less.

Capital! Now then, let us repair to my offices and we can look over the maps. You’ll get a very good picture of things there, because we’ll need a very special ship.

Haven’t you hundreds at your disposal as it is?

Certainly, Master Simpson, but none quite suited to the task we have in mind. You’ll understand when you see the maps.

The two men left the warehouse and were soon sitting in a comfortable office, being served some of those exquisite herbal teas the Company was famous for delivering. The desk between them was laid out with a detailed map of a river estuary, with every islet, sand bar, and tributary well drawn.

Here it is, Master Simpson. Now what if I wanted to get from here at the mouth of this estuary, all the way up here, about seventy miles by river. Looking over these charts, what sort of ship do we need to navigate these waters?

One that can make way upriver—wind or no wind. There’ll be no room to tack against an unfavorable wind on a river like you might do at sea. And rivers are notorious for accumulating silt and sand, so you’ll want a ship with a very shallow draft if you want to get over sand drifts, mud flats, or other underwater hazards. Use a flat bottomed Lorcha, if you can find one. Otherwise, you might only get up there with light schooners or smaller boats.

Yet what if we needed a ship with some clout—perhaps the size of a frigate. A Lorcha just won’t have the presence and impact we’re looking for.

Frigates? Ships of the Line? You’ll not find such ships useful in a river system as complex as this one, sir. They’ll get up to about here, and then the water is just too shallow for them. If you wish, I could set down some parameters for the building of a vessel that would do the job well enough, and get anywhere in this river delta.

Splendid! I was told you were the man to see, and I’m so glad you took the time. The Director handed Simpson an envelope, rather thick, and just an advance on a promised payment for the Sea Master’s services.

Want it purpose built, do you? said Simpson. I’ve contacts at Birkenhead, Sheffield. They could do the job easily enough at Liverpool.

And would they be discrete?

Discrete?

Of course! Surely you can understand that we wouldn’t want word of this in very many ears. Yes? The Crown would take notice, then the Royal Navy, and the next thing you know the tax man will have a hand in our pockets, and talk of licenses and permits will muck the whole works up. This needs to be our little secret, Master Simpson. Can I rely on your discretion and fidelity? Because I can fill any number of envelopes like the one I just handed you in return.

Why certainly, sir. I fully understand the importance of confidentiality, particularly given the nature of your enterprise.

Indeed. Then you would have no qualms about signing this document... A simple non-disclosure agreement, given that this venture is quite proprietary. It’s a very competitive world out there, and I’ve a bottom line to look after.

Of course. No qualms at all sir. The thickness of the envelope the Director had handed the Master had convinced Simpson that he wanted every part of this agreement, and he would allow nothing to become an obstacle.

So then, he said. Are there any other requirements of this ship?

Well, it would have to be able to make its journey whether it was welcome or not—even in the face of opposition. So it would have to be able to fight if necessary.

So you’ll want a warship, with good cannon aboard.

Then, you see here the presence of fortified positions along the route that may have to be reduced or even occupied.

So you’ll want it big enough to carry Marines.

Of a sort. It would need to accommodate perhaps 600 men, and have a burthen of at least 600 tons after that.

Well enough, sir. So we have here a warship capable of handling herself in any engagement, and capable of carrying a substantial Marine element, and a ship that can sail upstream, hold its own against stiff opposition, navigate very shallow waters, and maneuver there. I think I know just what to do.

Excellent, Master Simpson. How soon might I have the plans? If you need professional draftsmen, for the work, I can provide several. You tell them what you need and they can draw up the blueprints. But it will be your final thumbprint on them by way of approval, sir. That I can promise you.

Done sir. I’ll have the plans in a few weeks’ time, then the ship in another three months. I’ll get up to Birkenhead-Sheffield bang away.

Three months? I thought it might take much longer.

Well sir, three months after we get started. I still have to get to England, which is a good ways off.

Excellent! I’ll send two men with you. Shall we say another envelope on completion of the draft blueprints, a third when the ship is formally laid down, a fourth when it passes inspection and actually launches, a fifth and final lot when it has been fully fitted out and completed sea trials... Oh Yes, it must also be sea worthy, Master Simpson, and I am talking about the high seas. It will need to make a very long sea journey to reach its planned destination.

* * *

Two weeks after this meeting, Red Rover and William Jardine called on the Director at Calicut, and in that meeting he learned all he would need to know about what would soon happen, and he sighed with relief.

So the Royal Navy’s getting in on it?

And the British East India Company will be right behind them. Don’t you worry about the security of your future stocks, though I’m sorry we could not do anything about what you have in store there now.

Well, there is something you might do, the Tai-Pan ventured. Float me a line of credit so I can replace what we’ve lost—not a loan, mind you, but just a line of credit.

And you can promise me you’ll be good for any of that credit used?

"Of course. When has JM & Company ever defaulted? Ewo is still as good a risk as you’ll find."

"Very well, Tai-Pan. Let’s just say we’ll fill any order you place with us, and then invoice you. Take 90 days if you wish, but we’ll expect payment by then,"

The Tai-Pan smiled and extended his hand. Done, he said, and if you’ll not do the same for Mister Dent when he gets here, I’d be obliged.

Mister Dent? I wasn’t expecting him.

"Well, you weren’t expecting me either, but Dent never misses anything. He saw me heading downriver and did the same, and he’s been out there in the Sea Witch chasing our tail for the last two weeks. But my Red Rover is faster, and he’ll not catch me up on the way to England. Keep him off my back. Even delay the man here if you might."

The Tai-Pan smiled. Ewo, the nickname for JM & Company, would be secure. He would see to that as soon as he got back to England and started working the banks for short term loans. Then, on the way back to Hong Kong, he’d stop in India and fill the Red Rover from stem to stern with opium. Once it sold off, he’d have no further worries, or so he believed.

23 AUG 1939

The building of a Devil Ship

Master Simpson had hastened back to England to get his project underway at the Birkenhead Iron Works, the ship building company of Laird Brothers and Johnson Cammell & Company. Founded in 1828, they fashioned boilers for the new steam engine technology emerging from the industrial revolution, built rolling stock for the railroads, and then focused on ship building.

In designing his ship, Master Simpson wanted something state-of-the-art, and so he resolved from the very first to make it as big as a frigate, but a paddle wheel steamer, which also had sails. That would easily solve the problem of sailing up river, even in unfavorable winds. The ship would also have two masts for sails during deep ocean sailing. To handle the shallow water problem, he wanted a ship with no keel—flat bottomed, and with a draft of no more than 5 to 6 feet when laden. And for the problem of making way against opposition, he wanted it tough as iron nails. So the ship would become the world’s first ocean -going steamer with an iron hull.

To carry all those Marines the ship was built out to a length of 168 feet, with a 29 foot beam, and she had a 630 ton burthen to check off that requirement. There were two paddle wheels amidships with two coal fired steam engines driving them. And to fight, the ship had guns: two big 32-pounder pivot guns, one forward and the other aft, and up to ten 6-pounder swivel guns at intervals along the port and starboard sides. There was no interior gun deck. She would also get another emerging weapon—Congreve Rockets.

Her toughness beyond her iron sides was also owed to a new innovation, the creation of watertight compartments and bulkheads to confine any leaks to one compartment. It would be the first time such compartments were ever used in a European warship, though China had been using this feature in their ships for 400 years.

The ship was built with as much secrecy as the company could provide, yet when completed it would be a difficult thing to hide. Now he was meeting with Director Campbell to make his report as promised. Director Campbell had returned to England for the launching ceremony, eager to see the vessel, and delighted that it was ready in just three months as promised. It would be another few months fitting out and undergoing sea trials, but this was much quicker than he had first expected.

My word! A ship of iron? It won’t just sink to the bottom of the sea?

Not at all, sir. Messrs Laird are the most eminent and experienced builders of ships with iron in the world. She’s quite seaworthy, as you’ll soon see.

Now then, the Director said to Simpson. What to call this wonderful ship? I want something threatening, but we must be careful not to steal the name of anything in the Royal Navy.

Something threatening... Simpson mused.

Yes, it’s to be a real nemesis when it gets to work as planned. I want the other side to take one look at her and pale.

"Why there you’ve said it, sir, Nemesis. That’s the perfect name for the world’s first iron warship, and a steamer no less."

Wonderful! Director Campbell was elated, and he handed the Master another thick envelope as promised. Can it fight?

Certainly, though we’ve not yet installed the guns.

Yes, I see no gun ports.

We’ve something else in mind, sir. Swivel guns, a nest of 6-pounbders, but fore and aft she’ll carry two big 32-pounders on rotating mounts, and they’ll pack a real punch. We’ll also be installing something new—Congreve Rockets. She’s truly state of the art, sir. Nothing else like her in the world—a paddle wheel frigate that will put any coastal lighter or river boat down without so much as breaking a sweat.

I love it, Master Simpson, and after this, let’s see about building out a whole class of these ships. Shall we say five more for a start? Same contract.

Simpson’s eyes widened at that, for there was handsome income that would surely fund his early retirement and give him a very comfortable life. Parts of the ships could be prefabricated, and that class could build out in a year. Nemesis did have a keel, but it was just a long piece of concave steel, about a foot wide and mounted with the curved side up. She would also have two retractable keels that could be lowered beneath the hull for deep water sailing. Her rivets were countersunk to keep the outer metal hull perfectly smooth. The ship was the length of a typical frigate, but much narrower,

After launching, Nemesis would move across the bay to Trafalgar Dock at Liverpool for fitting out her engines, and masts, and then mounting her cannons. The ship’s engines could produce only 120 horsepower, which was adequate for the river mission she was aimed at, but quite underpowered for the open sea. Even so, they would consume 8 tons of coal per day at the modest cruising speed of 5 knots when under steam power, and 14 tons at 8 knots. It averaged out to 12 tons per day, but the ship could also burn wood for fuel in a pinch. At sea, the ship would also rely on her sails for added wind power. In that instance, she could become the equivalent of a two masted schooner, and run up to 10 knots. Only a frigate or clipper ship would be faster at 13 knots, the fastest ship speed Europeans knew in that time.

Come January 1840, sea trials commenced to test the engines, sails, paddle wheels, and guns. The ship passed with proverbial flying colors, and Master Simson received the promised fifth envelope. The main 32-pounders could rotate in all directions and fire five different rounds: canister, grape shot, explosive shell, round shot, and incendiary carcass bombs. She also carried at the outset another five long 6-pounders on swivel mounts. And six tubes for 12 and 24-pound Congreve rockets, or war rockets for short.

Crews quarters were below the main deck forward, the Captain’s sleeping and dining cabin aft, with a wardroom, chart room, and quarters for other officers. Her main compass was on the binnacle above, and notoriously inaccurate because of the metal hull. She also had other navigation equipment and two chronometers in the chart room.

All considered Nemesis was well ahead of her time. The Royal Navy would not have its first iron hulled warship until HMS Warrior in 1860. The Company had the Lairds registered as the ship’s owner as part of their cover of secrecy, ostensibly to test out the various innovations that they built into the ship.

With her hull painted jet black, as well as her single stack funnel, the ship presented as a sleek ship of war, low on the water, and one sure to pull a second look from any observer. Come April 1840, it was finally time to weigh anchor, cast off all lines, and go to sea on the long voyage to Hong Kong. Her captain was William Hutcheon Hall, a British Royal Navy Officer later to make Admiral. He was a man who had spent some time studying the new naval steam engines, and now he was about to put them to the test, and make a series of firsts for the history books.

Chapter 2

When Nemesis finally slipped down the Mercy River to head out to sea, it was a keen eyed reporter for the London Times made note of the ship this way: "...this vessel is provided with an Admiralty letter of license or letter of marque. If so, it can only be against the Chinese; and for the purpose of smuggling opium she is admirably adapted." No one knew how they learned of those Letters of Marque.

So even though the British East India Company had given her destination as Odessa in the Black Sea, at least the Times was not fooled, and took a good guess as to the purpose of this mysterious ship the day she sailed. The Secret Committee of the British East India Company needed a mailed naval fist for a very special mission, and in Nemesis, they finally hoped they had one.

In the last hours before Nemesis sailed, a message came to Lieutenant Hall, nominal Captain of the Nemesis. It was a bit of a mystery, from the Director of the British East India Company.

"Captain Hall. Forgive the lateness of this request, but I must prevail upon you to take on two more souls for your journey. Please expect Sir Roger Ames and his Footman, a mister Ian Thomas. I have asked them to accompany you on this voyage, as they will look after a matter of some great interest to the Company. Please afford them every courtesy and assistance. He will, in fact, represent the heart and crux of your mission, so you must act to facilitate his endeavors to the fullest. While also cooperating with the Royal Navy in any way possible. To that end, I invest in Sir Roger the full weight and authority of the British East India Company, and any directive he might make should be considered to be a paraphrase of my own intentions and wishes.

Sincerely yours,

Robert Campbell, Director, BEIC."

Needless to say, this late missive only heightened the sense of mystery laying over this journey like a heavy lateen sail. Mister Ames and his footman arrived at the dock that morning, two hours before sailing time, and Captain Hall was there to welcome them with his First Officer, Lieutenant William Pedder, R.N..

"Greetings sir and welcome aboard Nemesis, said Captain Hall. We’ve only just received notice of your coming, but I’ve arranged a cabin for you and your man here. May I get you anything by way of refreshment? Perhaps a cup of hot tea, or something stiffer, a brandy?"

Thank you, Captain Hall, but we’ve just had a fine breakfast, and we’ll be fine until your next scheduled meal.

Hall noted that in addition to two small touring bags, the Footman also had a long narrow bundle slung over his right shoulder, and his knowing eye immediately knew it to be a rifle.

Good then, said Hall. I’ve a good deal to accomplish before we depart, but once we’ve cleared land’s end, be welcome to see me in my Cabin if there is anything we might discuss. I’ll have Lieutenant Pedder here give you a brief tour of the vessel as he leads you to your quarters. Mister Pedder—see that they know their way around and have everything they might need in their quarters.

Of course, sir. This way gentlemen, if you please.

* * *

Sir Roger Ames and his footman settled in, and shortly after the ship slipped down the mouth of the Mersey River at Liverpool, Sir Roger called on the Captain in his cabin, with a quiet knock. He was admitted and nodded politely, seeing the Captain was pouring over his sea charts.

Come in, sir, and make yourself comfortable. The Captain gestured to the chair by his desk.

Thank you, Captain Hall.

Do you prefer Mister Ames? Or is there some other styling in addressing you, sir.

I suppose I’m Duke of something or other, but that gets tedious. Sir Roger will do quite well.

And how may I help you this hour, Sir Roger?

Well, I see you have your charts handy. Am I to assume you are navigating by compass for a sense of direction?

That we are, but the device is just a little dodgy.

Yes, of course, with all the Iron in this ship. Quite a remarkable vessel, but that compass will get confused as to true north, won’t it.

Yet we’ve fixed in what Professor Airy might call correctors, using his system to address that shortcoming.

But not under his supervision.

Yes, this correction had yielded good results in other trials, yet I must say that we tested the compass in Liverpool, and I was less than satisfied.

A pity. A dodgy compass can be a great liability. Where are we now, if I might ask?

The Captain leaned over his charts on the desk and placed a finger on the map. About here, sir, in the Bristol Channel.

Then we’re off the coast of Wales, and you’ll be sailing off Cornwall soon?

That’s correct, just after dusk.

Well, Captain, might I ask you to make a slight course correction, a little after midnight this evening?

In what way, Sir Roger?

If you would come a little to starboard. Shall we say right at three bells? Five points should do well enough.

May I ask why I’m to make this adjustment? Are we to meet another ship perchance?

Not at all, Captain. I realize this might seem an odd request. Please just humor me, if you will. Five points to starboard at three bells.

Captain Hall inclined his head, took his calipers in hand and walked them down his chart. Very well, Sir Roger. I’ll see the helmsman at middle watch knows about it, and have the Officer on deck assure this correction is made.

Mister Ames, a proper British gentleman in every regard, seemed satisfied. He thanked the Captain for his accommodation and time, and excused himself.

Well, that’s settled, he said to his Footman back in his cabin. Five points at three bells should do the trick.

What trick, sir?

This ship has a dodgy compass, Mister Thomas. At a little after 02:00 tomorrow morning, in a dark mist, this ship was to strike a submerged rock at a place appropriately called ‘The Stones,’ off St. Ive’s Bay. It causes a rather severe leak, and we’d be laid up here for days pumping out the water and effecting repairs on the hull until the 28th of March. That won’t do, so I asked the Captain to make a small course correction, and he was kind enough to see to that. Now we should get down round Land’s end without incident and out into the Celtic Sea.

I see.... Might that change something, sir?

Nothing more than our arrival time at our destination.

Odessa, sir?

Oh, that’s what’s been given out, but no one need know where we’re really going. At least not yet. You mustn’t say anything about this, Mister Thomas, because even the Captain of this ship has no idea where we’re going. He thinks we’re bound for Odessa too, but he’ll soon see we’ll never enter the Med. Come Ceylon, he’ll get his real orders. I’ll see to that as well.

* * *

At Three Bells that night, which was precisely 01:30 in the morning, Ames was awake and took up his greatcoat to venture on deck. He walked like a shadow to the helm station aft of the tall black funnel and saw the man on station there.

Have you come five points to starboard, sir?

He has, came a voice, a Mister Frederic Whitehurst, the ship’s Fourth Officer and the man standing Middle Watch that morning, from Midnight to 04:00. He introduced himself and said, May I ask what your interest in the matter is, sir?

You may not, sir. Good morning then. And Ames sidled off back to his cabin, leaving Whitehurst somewhat perplexed. The ship would hold the new course until Five Bells at 02:30, and Ames lay awake in his cabin that hour, gratified that he had heard no sharp bump or scrape on the hull. His little turn had avoided the problem deftly enough, but as Ian Thomas had asked him, he now wondered just what else those five points to starboard might have changed. A serious man, Sir Roger knew that small things could careen forward to some rather dramatic consequences, but in this case, he hoped his meddling had been timely and correct.

5 April 1840 ~ Off Funchal Harbor, Madeira Island, the Azores.

It would be 10 days sailing to the port of Funchal at Madeira island in the Atlantic, where they would take on more coal. The ship was arriving three days early, expected on the 8th of April, and so Captain Hall discovered there were two ships ahead of him waiting for coal, and was content to anchor off Madeira and wait his turn. This gratified Sir Roger as well, because he saw it as making up for the time saved by his little course correction days earlier.

Captain Hall had joined the Royal Navy as a young lad of just 14, which was not all that uncommon in those days. He was first posted to HMS Warrior where he served as a midshipman, and later he would serve on a frigate in the West Africa Squadron. His first command was as Master of the sloop HMS Morgiana in the West Indies, Mediterranean, and Home Stations. After spending some time studying the new steam engine technology, he traveled to the United States to run steamboats on the Delaware and Hudson rivers, so he seemed a good man to take the helm aboard Nemesis.

Lieutenant Pedder, said Hall, and a young man with wavy dark hair saluted crisply, his 1st Officer. We’ll be three days here I thought, but with two ships ahead of us, this might take a good deal longer than I planned. Then I suppose we head into the Med.

Later, the Captain dined with Sir Roger and expressed the same complaint, and supposition.

Well sir, said the Duke, the way I see it, you’ve just gotten yourself back on schedule. We saved a lot of time at St. Ive’s Bay and Land’s End. And by the by, we’ll not be going into the Med. Steer south for the coast of West Africa. We’re bound for Cape Town.

The Captain did not quite know how to take that. Are you privy to the whole of our planned route? He asked.

Well, we should make the Gulf of Guinea by the first of May. Then it’s on down the coast of West Africa to the Cape. Do you know that this will be the first iron steamship to round that cape?

I hope she does well in stormy seas, said Hall.

Yes, most every captain rounding the Cape has the same fear and hope. We’ll manage, but if possible, lay in some good timber boards in the event you need them.

For fuel, sir?

For repairs, my good man.

"I see.