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 part of the dominions of the Crown under the Act". But the scope of the Act was restricted and no Commission issued for the trial of such offences nearer than Ceylon. Bigge reported that it might be efficacious if extended so as to cover all offences committed by British subjects on the high seas, and if a Commission were issued for their trial in New South Wales. But up to 1822, at any rate, the Act had never been enforced.

There was, however, in the transportation of the convicts, a whole chapter of events taking place on the high seas which had a peculiarly strong interest for New South Wales. It was practically impossible between the Colonial Government, with its limited jurisdiction, and the Home Government, so remote from the point of disembarkation, to enforce efficient safeguards for the good treatment of the convicts. The statistics in themselves suggest that, due consideration being had to the sentiments and appliances of the period, the service was not badly carried out. From 1810 to the end of 1819, 18,761 convicts were despatched to Sydney, and only 236 died on the voyage. But now and again this favourable picture was obliterated, and in the light of judicial inquiry horrors such as those on board the Chapman, or hideous depravity such as that on the Friendship, took its place. These inquiries made only too clear the helplessness of the Government adequately to punish or prevent.

Between 1810 and 1820 many improvements were made in the organisation of the transport service. In 1812 it was carried out by a Transport Board under the orders of the Treasury and Home Office. The Treasury sent an order to the Board to take up vessels which were engaged through the underwriters at so much a ton for the voyage. Provisions were supplied for the convicts for the voyage and for nine months after their arrival by the Victualling Board. The convicts and their services were assigned to the master of the ship, who had