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            <p class="tei tei-p" style="margin-bottom: 2.00em">The Project
            Gutenberg EBook of The Sea: Its Stirring Story of Adventure,
            Peril, &amp; Heroism. Volume 2 by Frederick Whymper</p>
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          <pre class="pre tei tei-div" style=
          "margin-bottom: 3.00em; margin-top: 3.00em">
Title: The Sea: Its Stirring Story of Adventure, Peril, &amp; Heroism. Volume 2

Author: Frederick Whymper

Release Date: April 1, 2012 [Ebook #39342]

Language: English

Character set encoding: UTF-8


***START OF THE PROJECT GUTENBERG EBOOK THE SEA: ITS STIRRING STORY OF ADVENTURE, PERIL, &amp; HEROISM. VOLUME 2***
</pre>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em"></div>
      <hr class="doublepage" />

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <div class="tei tei-pb"></div><a name="ill001" id="ill001" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_001.jpg" alt="THE NAVAL FLAGS OF THE WORLD"
          title="THE NAVAL FLAGS OF THE WORLD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE NAVAL FLAGS OF THE WORLD.
          </div>
        </div>
      </div>
      <hr class="page" />

      <div class="tei tei-titlePage" style="text-align: center">
        <div class="tei tei-pb" style="text-align: center"></div><span class=
        "tei tei-docTitle" style="text-align: center"><span class=
        "tei tei-titlePart" style="text-align: center"><span class=
        "tei tei-hi" style="text-align: center"><span style=
        "font-size: 173%; font-variant: small-caps">The
        Sea</span></span></span><br />
        <br />
        <span class="tei tei-titlePart" style=
        "text-align: center"><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-style: italic">Its Stirring Story of
        Adventure, Peril, &amp; Heroism.</span></span></span></span><br />
        <br />
        <br />

        <div class="tei tei-byline" style="text-align: center">
          BY<br />
          <br />
          <span class="tei tei-docAuthor" style=
          "text-align: center"><span style="font-size: 120%">F.
          WHYMPER,</span></span><br />
          <span class="tei tei-hi" style="text-align: center"><span style=
          "font-size: 75%">AUTHOR OF</span> <span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 75%">“</span><span style="font-size: 75%">TRAVELS IN
          ALASKA,</span><span style="font-size: 75%">”</span></span>
          <span style="font-size: 75%">ETC.</span></span>
        </div><br />
        <br />
        <span class="tei tei-titlePart" style=
        "text-align: center"><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-style: italic">ILLUSTRATED.</span></span></span><br />
        <br />
        <br />
        <span class="tei tei-titlePart" style=
        "text-align: center">*&nbsp;&nbsp;&nbsp;&nbsp;*</span><br />
        <br />
        <br />
        <span class="tei tei-docImprint" style=
        "text-align: center"><span class="tei tei-publisher" style=
        "text-align: center"><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Cassell Petter &amp;
        Galpin</span></span><span style=
        "font-size: 120%">:</span></span><br />
        <span class="tei tei-pubPlace" style=
        "text-align: center"><span class="tei tei-hi" style=
        "text-align: center"><span style="font-style: italic">LONDON, PARIS
        &amp; NEW YORK</span></span>.</span></span><br />
        <span class="tei tei-titlePart" style=
        "text-align: center"><span style="font-size: 75%">[ALL RIGHTS
        RESERVED]</span></span>

        <div class="tei tei-pb" style="text-align: center"></div>
      </div>
      <hr class="page" />

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <span class="tei tei-pb" id="pageiii">[pg iii]</span><a name="Pgiii"
        id="Pgiii" class="tei tei-anchor"></a> <a name="toc1" id=
        "toc1"></a><a name="pdf2" id="pdf2"></a>

        <h1 class="tei tei-head" style=
        "text-align: center; margin-bottom: 3.46em; margin-top: 3.46em">
        <span style="font-size: 173%">CONTENTS.</span></h1><a name="Pgv" id=
        "Pgv" class="tei tei-anchor"></a><a name="Pgvi" id="Pgvi" class=
        "tei tei-anchor"></a>

        <table summary="This is a table" cellspacing="0" class=
        "tei tei-table" style="margin-bottom: 1.00em">
          <colgroup span="2"></colgroup>

          <tbody>
            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap01" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              I.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap01" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-size: 75%">PAGE</span></span></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Extent of the Subject—The First
              American Colony—Hostilities with the Indians—117 Settlers
              Missing—Raleigh’s Search for El Dorado—Little or no Gold
              discovered—2,000 Spaniards engage in another Search—Disastrous
              Results—Dutch Rivalry with the English—Establishment of two
              American Trading Companies—Of the East India Company—Their
              first Great Ship—Enormous Profits of the Venture—A
              Digression—Officers of the Company in Modern Times—Their Grand
              Perquisites—Another Naval Hero—Monson a Captain at Eighteen—His
              appreciation of Stratagem—An Eleven Hours’ hand-to-hand
              Contest—Out of Water at Sea—Monson two years a Galley
              Slave—Treachery of the Earl of Cumberland—The Cadiz
              Expedition—Cutting out a Treasure Ship—Prize worth
              £200,000—James I. and his Great Ship—Monson as Guardian of the
              Narrow Seas—After the British Pirates—One of their Haunts—A
              Novel Scheme—Monson as a Pirate himself—Meeting of the sham and
              real Pirates—Capture of a Number—Frightened into
              Penitence—Another caught by a <span class=
              "tei tei-name"><span style=
              "font-style: italic">ruse</span></span></td>

              <td class="tei tei-cell" style="text-align: right">1</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap02" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              II.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap02" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Charles I. and Ship Money—Improvements
              made by him in the Navy—His great Ship, the <span class=
              "tei tei-name"><span style="font-style: italic">Royal
              Sovereign</span></span>—The Navigation Laws of
              Cromwell—Consequent War with the Dutch—Capture of Grand Spanish
              Prizes—Charles II. seizes 130 Dutch Ships—Van Tromp and the
              Action at Harwich—De Ruyter in the Medway and Thames—Peace—War
              with France—La Hogue—Peter the Great and his Naval
              Studies—Visit to Sardam—Difficulty of remaining <span class=
              "tei tei-hi"><span style=
              "font-style: italic">incognito</span></span>—Cooks his own
              Food—His Assiduity and Earnestness—A kind-hearted
              Barbarian—Gives a Grand Banquet and <span class=
              "tei tei-hi"><span style=
              "font-style: italic">Fête</span></span>—Conveyed to England—His
              stay at Evelyn’s Place—Studies at Deptford—Visits Palaces and
              Public-houses—His Intemperance—Presents the King with a £10,000
              Ruby—Engages numbers of English Mechanics—Return to
              Russia—Rapid increase in his Navy—Determines to Build St.
              Petersburg—Arrivals of the First Merchantmen—Splendid Treatment
              of their Captains—Law’s Mississippi Scheme and the South Sea
              Bubble—Two Nations gone Mad—The <span class=
              "tei tei-q">“Bubble”</span> to pay the National Debt—Its one
              Solitary Ship—Noble and Plebeian Stockbrokers—Rise and Fall of
              the Bubble—Directors made to Disgorge</td>

              <td class="tei tei-cell" style="text-align: right">28</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap03" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              III.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap03" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">A Grand Epoch of Discovery—Anson’s
              Voyage—Difficulties of manning the Fleet—Five Hundred Invalided
              Pensioners drafted—The Spanish Squadron under Pizarro—Its
              Disastrous Voyage—One Vessel run ashore—Rats at Four Dollars
              each—A Man-of-war held by eleven Indians—Anson at the
              Horn—Fearful Outbreak of Scurvy—Ashore at Robinson Crusoe’s
              Island—Death of two-thirds of the Crews—Beauty of Juan
              Fernandez—Loss of the <span class="tei tei-name"><span style=
              "font-style: italic">Wager</span></span>—Drunken and
              Insubordinate Crew—Attempt to blow up the Captain—A Midshipman
              shot—Desertion of the Ship’s Company—Prizes taken by Anson—His
              Humanity to Prisoners—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Gloucester</span></span> abandoned at
              Sea—Delightful Stay at Tinian—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Centurion</span></span> blown out to
              Sea—Despair of those on Shore—Its safe Return—Capture of the
              Manilla Galleon—A hot Fight—Prize worth a Million and a half
              Dollars—Return to England</td>

              <td class="tei tei-cell" style="text-align: right">45</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap04" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              IV.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap04" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Progress of the American
              Colonies—Great Prevalence of Piracy—Numerous Captures and
              Executions—A Proclamation of Pardon—John Theach, or
              <span class="tei tei-q">“Black Beard”</span>—A Desperate
              Pirate—Hand-and-glove with the Governor of North
              Carolina—Pretends to accept the King’s Pardon—A Blind—His
              Defeat and Death—Unwise Legislation and consequent
              Irritation—The Stamp Act—The Tea Tax—Enormous
              Excitement—Tea-chests thrown into Boston Harbour—Determined
              Attitude of the American Colonists—The Boston Port Bill—Its
              Effects—Sympathy of all America—The final Rupture—England’s
              Wars to the end of the Century—Nelson and the Nile—Battle of
              Copenhagen</td>

              <td class="tei tei-cell" style="text-align: right">62</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap05" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              V.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap05" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Early Paddle-boats—Worked by Animal
              Power—Blasco de Garay’s Experiment—Solomon de Caus—David
              Ramsey’s Engines—The Marquis of Worcester—A Horse-boat—Boats
              worked by Water—By Springs—By Gunpowder—Patrick Miller’s Triple
              Vessel—Double Vessels worked by Capstans—The First Practical
              Steam-boat—Symington’s <span class="tei tei-pb" id="pageiv">[pg
              iv]</span><a name="Pgiv" id="Pgiv" class=
              "tei tei-anchor"></a>Engines—The Second Steamer—The
              <span class="tei tei-name"><span style=
              "font-style: italic">Charlotte Dundas</span></span>—American
              Enterprise—James Rumsey’s Oar-boats worked by Steam—Poor
              Fitch—Before his Age—Robert Fulton—His Torpedo
              Experiments—Wonderful Submarine Boat—Experiments at Brest and
              Deal—His first Steam-boat—Breaks in Pieces—Trip of the
              <span class="tei tei-name"><span style=
              "font-style: italic">Clermont</span></span>, the first American
              Steamer—Opposition to his Vessels—A Pendulum Boat—The first
              Steam War-ship—Henry Bell’s <span class=
              "tei tei-name"><span style=
              "font-style: italic">Comet</span></span></td>

              <td class="tei tei-cell" style="text-align: right">77</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap06" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              VI.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap06" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Clyde and its Ship-building
              Interests—From Henry Bell to Modern Ship-builders—The First
              Royal Naval Steamer—The First regular Sea-going Steamer—The
              Revolution in Ship-building—The Iron Age—<span class=
              "tei tei-q">“Will Iron Float?”</span>—The Invention of the
              Screw-propeller—Ericsson, Smith, and Woodcroft—American
              ’Cuteness—Captain Stockton and his Boat—The First Steamer to
              Cross the Atlantic—Voyages of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Sirius</span></span> and <span class=
              "tei tei-name"><span style="font-style: italic">Great
              Western</span></span>—The International Struggle—The Collins
              and Cunard Lines—Fate of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Arctic</span></span>—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Pacific</span></span> never heard of
              more—Why the Cunard Company has been Successful—Splendid
              Discipline on board their Vessels—The Fleets that leave the
              Mersey</td>

              <td class="tei tei-cell" style="text-align: right">97</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap07" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              VII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap07" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">A Contrast—Floating Palaces and
              <span class="tei tei-q">“Coffin-ships”</span>—Mr. Plimsoll’s
              Appeal—His Philanthropic Efforts—Use of Old
              Charts—Badly-constructed Ships—A Doomed Ship—Owner’s Gains by
              her Loss—A Sensible Deserter—Overloading—The Widows and
              Fatherless—Other Risks of the Sailor’s Life—Scurvy—Improper
              Cargoes—<span class="tei tei-q">“Unclassed
              Vessels”</span>—<span class="tei tei-q">“Lloyd’s”</span> and
              its History</td>

              <td class="tei tei-cell" style="text-align: right">112</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap08" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              VIII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap08" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS <span class=
              "tei tei-sic" style="text-align: center">(<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>.)</span></a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Largest Ship in the World—History
              of the <span class="tei tei-name"><span style=
              "font-style: italic">Great Eastern</span></span>—Why she was
              Built—Brunel and Scott Russell—Story of the Launch—Powerful
              Machinery Employed—Christened by Miss Hope—Failure to move her
              more than a few feet—A Sad Accident—Launching by Inches—Afloat
              at last—Dimensions—Accommodations—The Grand Saloon—The
              Paddle-wheel and Screw Engines—First Sea Trip—Speed—In her
              first Gale—Serious Explosion on Board off Hastings—Proves a
              fine Sea-boat—Drowning of her Captain and others—First
              Transatlantic Voyage—Defects in Boilers and Machinery—Behaves
              splendidly in mid-ocean—Grand Reception in New York—Subsequent
              Trips—Used as a Troop-ship to Canada—Carried out 2,600
              Soldiers—An eventful Passenger Trip—Caught in a Cyclone
              Hurricane—Her Paddles almost wrenched away—Rudder
              Disabled—Boats carried away—Shifting of Heavy Cargo—The
              Leviathan a Gigantic Waif on the Ocean—Return to Cork</td>

              <td class="tei tei-cell" style="text-align: right">129</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap09" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              IX.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap09" class="tei tei-ref" style="text-align: center">THE
              HISTORY OF SHIPS AND SHIPPING INTERESTS (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Ironclad Question—One of the
              Topics of the Day—What is to be their Value in Warfare?—Story
              of the Dummy Ironclad—Two real Ironclads vanquished by
              it—Experience on board an American Monitor—Visit of the
              <span class="tei tei-name"><span style=
              "font-style: italic">Miantonoma</span></span> to St. John’s—Her
              Tour round the World—Her Turrets and interior
              Arrangements—Firing off the Big Guns—Inside the
              Turret—<span class="tei tei-q">“Prepare!”</span>—Effects of the
              Firing—A Boatswain’s-mate’s Opinion—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Monitor</span></span> goes round the World
              safely—Few of the Original American Ironclads left—English
              Ironclads—The <span class="tei tei-name"><span style=
              "font-style: italic">Warrior</span></span>—Various
              Types—Iron-built—Wood-built—Wood-covered—The Greatest Result
              yet attained, the <span class="tei tei-name"><span style=
              "font-style: italic">Inflexible</span></span>—Circular
              Ironclads—The <span class="tei tei-q">“<span class=
              "tei tei-hi"><span style="font-style: italic">Garde
              Côtes</span></span>”</span>—Cost of Ironclads—The Torpedo
              Question—The Marquis of Worcester’s Inventions—Bishop Wilkins’
              Subaqueous Ark—Fulton’s Experiments—A Frightened Audience—A
              Hulk Blown Up—Government Aid to Fulton—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Argus</span></span> and her <span class=
              "tei tei-q">“Crinoline”</span>—Torpedoes successfully
              foiled—Their use during the American War—Brave Lieut.
              Cushing—The <span class="tei tei-name"><span style=
              "font-style: italic">Albemarle</span></span> Destroyed—Modern
              Torpedoes: the <span class="tei tei-q">“Lay;”</span> the
              <span class="tei tei-q">“Whitehead”</span>—Probable Manner of
              using in an Engagement—The Ram and its Power</td>

              <td class="tei tei-cell" style="text-align: right">138</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap10" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              X.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap10" class="tei tei-ref" style="text-align: center">THE
              LIGHTHOUSE AND ITS HISTORY.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Lighthouse—Our most noted one in
              Danger—The Eddystone Undermined—The Ancient History of
              Lighthouses—The Pharos of Alexandria—Roman Light Towers at
              Boulogne and Dover—Fire-beacons and Pitch-pots—The Tower of
              Cordouan—The First Eddystone Lighthouse—Winstanley and his
              Eccentricities—Difficulties of Building his Wooden
              Structure—Resembles a Pagoda—The Structure Swept away with its
              Inventor—Another Silk Mercer in the Field—Rudyerd’s
              Lighthouse—Built of Wood—Stood for Fifty Years—Creditable
              Action of Louis XIV.—Lighthouse Keeper alone with a Corpse—The
              Horrors of a Month—Rudyerd’s Tower destroyed by Fire—Smeaton’s
              Early History—Employed to Build the present Eddystone—Resolves
              on a Stone Tower—Employment of <span class=
              "tei tei-q">“Dove-tailing”</span> in Masonry—Difficulties of
              Landing on the Rock—Peril incurred by the Workmen—The First
              Season’s Work—Smeaton always in the Post of Danger—Watching the
              Rock from Plymouth Hoe—The Last Season—Vibrations of the Tower
              in a Storm—Has stood for 120 years—Joy of the Mariner when
              <span class="tei tei-q">“The Eddystone’s in
              Sight!”</span>—Lights in the English Channel</td>

              <td class="tei tei-cell" style="text-align: right">156</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap11" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XI.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap11" class="tei tei-ref" style="text-align: center">THE
              LIGHTHOUSE (<span class="tei tei-hi" style=
              "text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Bell Rock—The good Abbot of
              Arberbrothok—Ralph the Rover—Rennie’s grand Lighthouse—Perils
              of the Work—Thirty-two Men apparently doomed to Destruction—A
              New Form of outward Construction—Its successful Completion—The
              Skerryvore Lighthouse and Alan Stevenson—Novel Barracks on the
              Rock—Swept Away in a Storm—The unshapely Seal and unfortunate
              Cod—Half-starved Workmen—Out of Tobacco—Difficulties of Landing
              the Stones—Visit of M. de Quatrefages to Héhaux—Description of
              the Lighthouse Exterior—How it rocks—Practice <span class=
              "tei tei-hi"><span style=
              "font-style: italic">versus</span></span> Theory—The Interior—A
              Parisian Apartment at Sea</td>

              <td class="tei tei-cell" style="text-align: right">172</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap12" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap12" class="tei tei-ref" style="text-align: center">THE
              LIGHTHOUSE (<span class="tei tei-hi" style=
              "text-align: center"><span style=
              "font-style: italic">concluded</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Lighthouses on Sand—Literally screwed
              down—The Light on Maplin Sands—That of Port Fleetwood—Iron
              Lighthouses—The Lanterns themselves—Eddystone long illuminated
              with Tallow Candles—Coal Fires—Revolution caused by the
              invention of the Argand Burner—Improvements in Reflectors—The
              Electric Light at Sea—Flashing and Revolving Lights—Coloured
              Lights—Their Advantages and Disadvantages—Lanterns obscured by
              Moths, Bees, and Birds</td>

              <td class="tei tei-cell" style="text-align: right">182</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap13" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XIII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap13" class="tei tei-ref" style="text-align: center">THE
              BREAKWATER.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Breakwaters, Ancient and Modern—Origin
              and History of that at Cherbourg—Stones Sunk in Wooden
              Cones—Partial Failure of the Plan—Millions of Tons dropped to
              the Bottom—The Breakwater temporarily abandoned—Completed by
              Napoleon III.—A Port Bristling with Guns—Rennie’s Plymouth
              Breakwater—Ingenious Mode of Depositing the Stones—Lessons of
              the Sea—The Waves the best Workmen—Completion of the Work—Grand
              Double Breakwater at Portland—The English Cherbourg—A
              Magnificent Piece of Engineering—Utilisation of Otherwise
              worthless Stone—900 Convicts at Work—The Great
              Fortifications—The Verne—Gibraltar at Home—A Gigantic
              Fosse—Portland almost Impregnable—Breakwaters Elsewhere</td>

              <td class="tei tei-cell" style="text-align: right">188</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap14" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XIV.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap14" class="tei tei-ref" style="text-align: center">THE
              GREATEST STORM IN ENGLISH HISTORY.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Dangers of the Seas—England’s
              Interest in the Matter—The Shipping and Docks of London and
              Liverpool—The Goodwin Sands and their History—The <span class=
              "tei tei-q">“Hovellers”</span>—The Great Gale of 1703—Defoe’s
              Graphic Account—Thirteen Vessels of the Royal Navy
              Lost—Accounts of Eye-witnesses—The Storm Universal over
              England—Great Damage and Loss of Life at
              Bristol—Plymouth—Portsmouth—Vessels Driven to Holland—At the
              Spurn Light—Inhumanity of Deal Townsmen—A worthy Mayor saves
              200 Lives—The Damage in the Thames—Vessels Drifting in all
              Directions—800 Boats Lost—Loss of Life on the River—On
              Shore—Remarkable Escapes and Casualties—London in a Condition
              of Wreck—Great Damage to Churches—A Bishop and his Lady
              Killed—A Remarkable Water-Spout—Total Losses Fearful</td>

              <td class="tei tei-cell" style="text-align: right">197</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap15" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XV.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap15" class="tei tei-ref" style=
              "text-align: center"><span class="tei tei-q" style=
              "text-align: center">“MAN THE LIFE-BOAT!”</span></a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Englishman’s direct interest in
              the Sea—The History of the Life-boat and its Work—Its Origin—A
              Coach-builder the First Inventor—Lionel Lukin’s Boat—Royal
              Encouragement—Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Adventure</span></span>—The Poor Crew
              Drowned in sight of Thousands—Good out of Evil—The South
              Shields Committee and their Prize Boat—Wouldhave and
              Greathead—The latter rewarded by Government, &amp;c.—Slow
              Progress of the Life-boat Movement—The Old Boat at
              Redcar—Organisation of the National Life-boat Institution—Sir
              William Hillary’s Brave Deeds—Terrible Losses at the Isle of
              Man—Loss of Three Life-boats—Reorganisation of the
              Society—Immense Competition for a Prize—Beeching’s <span class=
              "tei tei-q">“Self-righting”</span> Boats—Buoyancy and
              Ballast—Dangers of the Service—A Year’s Wrecks</td>

              <td class="tei tei-cell" style="text-align: right">209</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap16" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XVI.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap16" class="tei tei-ref" style=
              "text-align: center"><span class="tei tei-q" style=
              "text-align: center">“MAN THE LIFE-BOAT!”</span> (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">A <span class=
              "tei tei-q">“Dirty”</span> Night on the Sands—Wreck of the
              <span class="tei tei-name"><span style=
              "font-style: italic">Samaritano</span></span>—The Vessel
              boarded by Margate and Whitstable Men—A Gale in its Fury—The
              Vessel breaking up—Nineteen Men in the Fore-rigging—Two Margate
              Life-boats Wrecked—Fate of a Lugger—The Scene at
              Ramsgate—<span class="tei tei-q">“Man the
              Life-boat!”</span>—The good Steamer <span class=
              "tei tei-name"><span style=
              "font-style: italic">Aid</span></span>—The Life-boat Towed
              out—A terrible Trip—A grand Struggle with the Elements—The Flag
              of Distress made out—How to reach it—The Life-boat cast off—On
              through the Breakers—The Wreck reached at last—Difficulties of
              Rescuing the Men—The poor little Cabin-boy—The Life-boat
              crowded—A moment of great Peril—The Steamer reached at
              last—Back to Ramsgate—The Reward of Merit—Loss of a Passenger
              Steamer—The Three Lost Corpses—The Emigrant Ship on the Sands—A
              Splendid Night’s Work</td>

              <td class="tei tei-cell" style="text-align: right">215</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap17" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XVII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap17" class="tei tei-ref" style=
              "text-align: center"><span class="tei tei-q" style=
              "text-align: center">“MAN THE LIFE-BOAT!”</span> (<span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">continued</span></span>).</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">A Portuguese Brig on the Sands—Futile
              Attempts to get her off—Sudden Break-up—Great Danger to the
              Life-boat—Great Probability of being Crushed—An Old Boatman’s
              Feelings—The Life-boat herself on the Goodwin—Safe at
              Last—Gratitude of the Portuguese Crew—A Blaze of Light seen
              from Deal—Fatal Delay—Twenty-eight Lives Lost—A dark December
              Night—The almost-deserted Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Providentia</span></span>—A Plucky
              Captain—An awful Episode—The Mate beaten to Death—Hardly
              saved—The poor little Cabin-boy’s Rescue—Another Wreck on the
              Sands—Many Attempts to rescue the Crew—Determination of the
              Boatmen—Victory or Death!—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Aid</span></span> Steamer nearly wrecked—A
              novel and successful Experiment—Anchoring on Board—The Crew
              Saved</td>

              <td class="tei tei-cell" style="text-align: right">225</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap18" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XVIII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap18" class="tei tei-ref" style=
              "text-align: center"><span class="tei tei-q" style=
              "text-align: center">“WRECKING”</span> AS A
              PROFESSION.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Probable Fate of a rich Vessel in the
              Middle Ages—Maritime Laws of the Period—The King’s
              Privileges—Cœur de Lion and his Enactments—The Rôles
              d’Oleron—False Pilots and Wicked Lords—Stringent Laws of George
              II.—The Homeward-bound Vessel—Plotting Wreckers—Lured
              Ashore—<span class="tei tei-q">“Dead Men Tell no
              Tales”</span>—A Series of Facts—Brutality to a Captain and his
              Wife—Fate of a Plunderer—Defence of a Ship against Hundreds of
              Wreckers—Another Example—Ship Boarded by Peasantry—Police
              Attacked by Thousands—Cavalry Charge the Wreckers—Hundreds of
              Drunken Plunderers—A Curious Tract of the Last Century—A
              Professional Wrecker’s Arguments—A Candid Bahama Pilot</td>

              <td class="tei tei-cell" style="text-align: right">235</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap19" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XIX.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap19" class="tei tei-ref" style=
              "text-align: center"><span class="tei tei-q" style=
              "text-align: center">“HOVELLING”</span> <span class=
              "tei tei-hi" style="text-align: center"><span style=
              "font-style: italic">v.</span></span> WRECKING.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Contrast—The <span class=
              "tei tei-q">“Hovellers”</span> defended—Their Services—The Case
              of the <span class="tei tei-name"><span style=
              "font-style: italic">Albion</span></span>—Anchors and Cables
              wanted by a disabled Vessel—Lugger wrecked on the Beach—Dangers
              of the Hoveller’s Life—Nearly swamped by the heavy Seas—Loss of
              a baling Bowl, and what it means—Saved on an American Ship—The
              Lost Found—A brilliant example of Life-saving at Bideford—The
              Small Rewards of the Hoveller’s Life—The case of <span class=
              "tei tei-name"><span style="font-style: italic">La
              Marguerite</span></span>—Nearly wrecked in Port—Hovellers
              <span class="tei tei-hi"><span style=
              "font-style: italic">v.</span></span> Wreckers—<span class=
              "tei tei-q">“Let’s all start fair!”</span>—Praying for
              Wrecks</td>

              <td class="tei tei-cell" style="text-align: right">245</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap20" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XX.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap20" class="tei tei-ref" style="text-align: center">SHIPS
              THAT <span class="tei tei-q" style="text-align: center">“PASS
              BY ON THE OTHER SIDE.”</span></a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">Captains and Owners—Reasons for
              apparent Inhumanity—A Case in Point—The Wreck of the
              <span class="tei tei-name"><span style=
              "font-style: italic">Northfleet</span></span>—Run down by the
              <span class="tei tei-name"><span style=
              "font-style: italic">Murillo</span></span>—A Noble Captain—The
              Vessel Lost, with a Hundred Ships near her—One within Three
              Hundred Yards—Official Inquiry—Loss of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Schiller</span></span>—Two Hundred Drowned
              in one heavy Sea—Life-saving Apparatus of little use—Lessons of
              the Disaster—Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Deutschland</span></span>—Harwich blamed
              unjustly—The good Tug-boat <span class=
              "tei tei-name"><span style=
              "font-style: italic">Liverpool</span></span> and her
              Work—Necessity of proper Communication with Light-houses and
              Light-ships—The new Signal Code and old Semaphores</td>

              <td class="tei tei-cell" style="text-align: right">261</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap21" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XXI.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap21" class="tei tei-ref" style="text-align: center">A
              CONTRAST—THE SHIP ON FIRE!—SWAMPED AT SEA.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The Loss of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Amazon</span></span>—A Noble
              Vessel—Description of her Engine-rooms—Her Boats—Heating of the
              Machinery—The Ship on Fire—Communication cut off—The Ominous
              Fire-bell—The Vessel put before the Wind—A Headlong
              Course—Impossibility of Launching the Boats—<span class=
              "tei tei-q">“Every Man for Himself!”</span>—The Boats on
              Fire—Horrible Cases of Roasting—Boats Stove in and Upset—The
              Remnant of Survivors—<span class="tei tei-q">“Passing by on the
              Other Side”</span>—Loss of a distinguished Author—A Clergyman’s
              Experiences—A Graphic Description—Without Food, Water, Oars,
              Helm, or Compass—Blowing-up of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Amazon</span></span>—<span class=
              "tei tei-q">“A Sail!”</span>—Saved on the Dutch Galliot—Back
              from the Dead—Review of the Catastrophe—A Contrast—Loss of the
              <span class="tei tei-name"><span style=
              "font-style: italic">London</span></span>—Anxiety to get Berths
              on her—The First Disaster—Terrible Weather—Swamped by the
              Seas—The Furnaces Drowned out—Efforts to replace a
              Hatchway—Fourteen Feet of Water in the Hold—<span class=
              "tei tei-q">“Boys, you may say your Prayers!”</span>—Scene in
              the Saloon—The Last Prayer Meeting—Worthy Draper—Incidents—Loss
              of an Eminent Tragedian—His Last Efforts—The Bottle Washed
              Ashore—Nineteen Saved out of Two Hundred and Sixty-three Souls
              on Board—Noble Captain Martin—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">London’s</span></span> Last Plunge—The
              Survivors picked up by an Italian Barque</td>

              <td class="tei tei-cell" style="text-align: right">278</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center">
              <span class="tei tei-hi" style="text-align: center"><a href=
              "#chap22" class="tei tei-ref" style=
              "text-align: center"><span style="font-size: 120%">CHAPTER
              XXII.</span></a></span></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell" style="text-align: center"><a href=
              "#chap22" class="tei tei-ref" style="text-align: center">EARLY
              STEAMSHIP WRECKS AND THEIR LESSONS.</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell">The <span class=
              "tei tei-name"><span style="font-style: italic">Rothsay
              Castle</span></span>—An Old Vessel, unfit for Sea Service—A Gay
              Starting—Drifting to the Fatal Sands—The Steamer Strikes—A
              Scene of Panic—Lost within easy reach of Assistance—An
              Imprudent Pilot—Statements of Survivors—A Father and Son parted
              and re-united—Heartrending Episodes—The Other Side: Saved by an
              Umbrella—Loss of the <span class="tei tei-name"><span style=
              "font-style: italic">Killarney</span></span>—Severe Weather—The
              Engine-fires Swamped—At the Mercy of the Waves—On the Rocks—The
              Crisis—Half the Passengers and Crew on an Isolated
              Rock—Spolasco and his Child—Holding on for Dear Life—Hundreds
              Ashore <span class="tei tei-q">“Wrecking”</span>—No Attempts to
              Save the Survivors—Several Washed Off—Deaths from
              Exhaustion—<span class="tei tei-q">“To the
              Rescue!”</span>—Noble Efforts—Failure of Several Plans—A Novel
              Expedient adopted—Its Perils—Another Dreary Night—Good
              Samaritans—A Noble Lady—Saved at Last—The Inventor’s
              Description of the Rope Bridge—The Wreck Register for One
              Year—Grand Work of the Lifeboat Institution</td>

              <td class="tei tei-cell" style="text-align: right">297</td>
            </tr>
          </tbody>
        </table>
      </div>
      <hr class="page" />

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="toc3" id="toc3"></a><a name="pdf4" id="pdf4"></a>
        <span class="tei tei-pb" id="pagevii">[pg vii]</span><a name="Pgvii"
        id="Pgvii" class="tei tei-anchor"></a>

        <h1 class="tei tei-head" style=
        "text-align: center; margin-bottom: 3.46em; margin-top: 3.46em">
        <span style="font-size: 173%">LIST OF
        ILLUSTRATIONS.</span></h1><a name="Pgviii" id="Pgviii" class=
        "tei tei-anchor"></a>

        <table summary="This is a table" cellspacing="0" class=
        "tei tei-table" style="margin-bottom: 1.00em">
          <colgroup span="2"></colgroup>

          <tbody>
            <tr class="tei tei-row">
              <td class="tei tei-cell"></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-size: 75%">PAGE</span></span></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#ill001" class=
              "tei tei-ref">The Naval Flags of the World</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">Coloured Frontispiece</span></span></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_014.jpg" class=
              "tei tei-ref">Raleigh at Trinidad</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 5</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_016.png" class=
              "tei tei-ref">Sir Walter Raleigh</a></td>

              <td class="tei tei-cell" style="text-align: right">5</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_020.png" class=
              "tei tei-ref">Raleigh on the River</a></td>

              <td class="tei tei-cell" style="text-align: right">9</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_023.jpg" class=
              "tei tei-ref">Monson and the Biscayan Ship</a></td>

              <td class="tei tei-cell" style="text-align: right">12</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_028.png" class=
              "tei tei-ref">Monson at Cadiz</a></td>

              <td class="tei tei-cell" style="text-align: right">17</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_032.jpg" class=
              "tei tei-ref">Action in Cerimbra Roads</a></td>

              <td class="tei tei-cell" style="text-align: right">21</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_036.jpg" class=
              "tei tei-ref">Monson at Broad Haven</a></td>

              <td class="tei tei-cell" style="text-align: right">25</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_043.png" class=
              "tei tei-ref">De Ruyter on the Medway</a></td>

              <td class="tei tei-cell" style="text-align: right">32</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_044.png" class=
              "tei tei-ref">Peter the Great</a></td>

              <td class="tei tei-cell" style="text-align: right">33</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_047.jpg" class=
              "tei tei-ref">The Imperial Workman receiving a
              Deputation</a></td>

              <td class="tei tei-cell" style="text-align: right">36</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_048.png" class=
              "tei tei-ref">Old Dockyard at Deptford</a></td>

              <td class="tei tei-cell" style="text-align: right">37</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_050.png" class=
              "tei tei-ref">Saye’s Court, Deptford</a></td>

              <td class="tei tei-cell" style="text-align: right">39</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_056.jpg" class=
              "tei tei-ref">Commodore Anson</a></td>

              <td class="tei tei-cell" style="text-align: right">45</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_060.jpg" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Centurion</span></span> off Cape
              Horn</a></td>

              <td class="tei tei-cell" style="text-align: right">49</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_067.png" class=
              "tei tei-ref">Surrender of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Carmelo</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">56</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_072.jpg" class=
              "tei tei-ref">Anson taking the Spanish Galleon</a></td>

              <td class="tei tei-cell" style="text-align: right">61</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_075.png" class=
              "tei tei-ref">Cape Cod</a></td>

              <td class="tei tei-cell" style="text-align: right">64</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_076.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Dartmouth</span></span> in Boston
              Harbour</a></td>

              <td class="tei tei-cell" style="text-align: right">65</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_083.jpg" class=
              "tei tei-ref">Destruction of the Tea Cargoes</a></td>

              <td class="tei tei-cell" style="text-align: right">72</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_084.png" class=
              "tei tei-ref">Nelson and the Bear</a></td>

              <td class="tei tei-cell" style="text-align: right">73</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_088.jpg" class=
              "tei tei-ref">Nelson at Copenhagen</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 76</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_087.jpg" class=
              "tei tei-ref">Lord Nelson</a></td>

              <td class="tei tei-cell" style="text-align: right">76</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_097.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Charlotte Dundas</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">84</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_098.jpg" class=
              "tei tei-ref">Symington</a></td>

              <td class="tei tei-cell" style="text-align: right">85</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_102a.png" class=
              "tei tei-ref">Outline of Fitch’s First Boat</a></td>

              <td class="tei tei-cell" style="text-align: right">89</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_102b.png" class=
              "tei tei-ref">Fitch’s Second Boat</a></td>

              <td class="tei tei-cell" style="text-align: right">89</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_106.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Clermont</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">93</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_109.png" class=
              "tei tei-ref">Bell’s <span class="tei tei-name"><span style=
              "font-style: italic">Comet</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">96</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_110.jpg" class=
              "tei tei-ref">Four Great Engineers</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 97</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_114.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">United Kingdom</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">99</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_115.jpg" class=
              "tei tei-ref">Arrival of the <span class=
              "tei tei-name"><span style="font-style: italic">Great
              Western</span></span> at New York</a></td>

              <td class="tei tei-cell" style="text-align: right">100</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_116.png" class=
              "tei tei-ref">Section and Plan of the Stern of a Screw
              Steamer</a></td>

              <td class="tei tei-cell" style="text-align: right">101</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_118.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Robert F. Stockton</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">103</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_120.png" class=
              "tei tei-ref">The First Cunard Steamer</a></td>

              <td class="tei tei-cell" style="text-align: right">105</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_124b.png" class=
              "tei tei-ref">Cunard Paddle Steam-ship <span class=
              "tei tei-name"><span style=
              "font-style: italic">Scotia</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">109</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_124a.png" class=
              "tei tei-ref">The Cunard Screw Steam-ship <span class=
              "tei tei-name"><span style=
              "font-style: italic">Bothnia</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">109</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_127.png" class=
              "tei tei-ref">Mr. Plimsoll</a></td>

              <td class="tei tei-cell" style="text-align: right">112</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_131.jpg" class=
              "tei tei-ref">Mr. Plimsoll Speaking in the House of
              Commons</a></td>

              <td class="tei tei-cell" style="text-align: right">116</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_139.jpg" class=
              "tei tei-ref">Exterior of Lloyd’s</a></td>

              <td class="tei tei-cell" style="text-align: right">124</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_140.jpg" class=
              "tei tei-ref">Interior of Lloyd’s</a></td>

              <td class="tei tei-cell" style="text-align: right">125</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_144.jpg" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Great Eastern</span></span> in a Gale off
              Cape Clear</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 129</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_146.png" class=
              "tei tei-ref">Mr. I. K. Brunel</a></td>

              <td class="tei tei-cell" style="text-align: right">129</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_146.png" class=
              "tei tei-ref">Mr. Scott Russell</a></td>

              <td class="tei tei-cell" style="text-align: right">129</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_150.jpg" class=
              "tei tei-ref">The Launch of the <span class=
              "tei tei-name"><span style="font-style: italic">Great
              Eastern</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">133</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_153.png" class=
              "tei tei-ref">Arrival of the <span class=
              "tei tei-name"><span style="font-style: italic">Great
              Eastern</span></span> at New York</a></td>

              <td class="tei tei-cell" style="text-align: right">136</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_155.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Monitor</span></span> passing the
              Vicksburg Batteries</a></td>

              <td class="tei tei-cell" style="text-align: right">138</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_156.jpg" class=
              "tei tei-ref">Peace and War</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_159.jpg" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Miantonoma</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">140</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_160.jpg" class=
              "tei tei-ref">Interior of a Turret Ship</a></td>

              <td class="tei tei-cell" style="text-align: right">141</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_166.jpg" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Inflexible</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">145</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_168.jpg" class=
              "tei tei-ref">Section of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Alexandra</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">147</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_162.jpg" class=
              "tei tei-ref">Preparing for Torpedo Experiments at
              Portsmouth</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_172.jpg" class=
              "tei tei-ref">The Old Style and the New (a Three-decker and a
              Torpedo Boat)</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_170.png" class=
              "tei tei-ref">Lieutenant Cushing’s Attack on the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Albemarle</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">149</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_178.png" class=
              "tei tei-ref">Different Forms of Torpedoes</a></td>

              <td class="tei tei-cell" style="text-align: right">153</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_176.jpg" class=
              "tei tei-ref">Torpedo Experiments at Portsmouth, with the
              Electric Light</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a name="corrvii" id="corrvii" class=
              "tei tei-anchor"></a><a href="#illo_179.png" class=
              "tei tei-ref"><span class="tei tei-corr">Paraguayan</span>
              Torpedo blowing up a Brazilian Ironclad</a></td>

              <td class="tei tei-cell" style="text-align: right">154</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_182.png" class=
              "tei tei-ref">The Tower of Cordouan</a></td>

              <td class="tei tei-cell" style="text-align: right">157</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_186.jpg" class=
              "tei tei-ref">Destruction of Rudyerd’s Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 161</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_188.png" class=
              "tei tei-ref">Winstanley’s Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right">161</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_188b.png" class=
              "tei tei-ref">Rudyerd’s Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right">161</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_195.jpg" class=
              "tei tei-ref">The Eddystone Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right">168</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_197.png" class=
              "tei tei-ref">Portrait of Smeaton</a></td>

              <td class="tei tei-cell" style="text-align: right">170</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_198.jpg" class=
              "tei tei-ref">Interior of the Light-chamber of the
              Eddystone</a></td>

              <td class="tei tei-cell" style="text-align: right">171</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_203.png" class=
              "tei tei-ref">Lighthouse on the Inchcape Rock</a></td>

              <td class="tei tei-cell" style="text-align: right">176</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_205.png" class=
              "tei tei-ref">The Skerryvore Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right">178</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_211.png" class=
              "tei tei-ref">Revolving Light Apparatus</a></td>

              <td class="tei tei-cell" style="text-align: right">184</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_215.png" class=
              "tei tei-ref">Breakwater at Venice</a></td>

              <td class="tei tei-cell" style="text-align: right">188</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_219.png" class=
              "tei tei-ref">Cherbourg from the Sea</a></td>

              <td class="tei tei-cell" style="text-align: right">192</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_220.png" class=
              "tei tei-ref">Portland</a></td>

              <td class="tei tei-cell" style="text-align: right">193</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_223.png" class=
              "tei tei-ref">Holyhead Breakwater</a></td>

              <td class="tei tei-cell" style="text-align: right">196</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_227.jpg" class=
              "tei tei-ref">Great Storm in the Downs</a></td>

              <td class="tei tei-cell" style="text-align: right">200</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_231.png" class=
              "tei tei-ref">The Storm in the Thames at Wapping</a></td>

              <td class="tei tei-cell" style="text-align: right">204</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_232.png" class=
              "tei tei-ref">West-Indiamen Driven Ashore at Tilbury
              Fort</a></td>

              <td class="tei tei-cell" style="text-align: right">205</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_236.jpg" class=
              "tei tei-ref">A Life-boat Going Out</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 209</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_238.png" class=
              "tei tei-ref">Greathead’s Life-boat</a></td>

              <td class="tei tei-cell" style="text-align: right">209</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_242.png" class=
              "tei tei-ref">Life-boat Saving the Crew of the <span class=
              "tei tei-name"><span style="font-style: italic">St.
              George</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">213</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_245.jpg" class=
              "tei tei-ref">Loss of a Life-boat at the Shipwreck of the
              <span class="tei tei-name"><span style=
              "font-style: italic">Ann</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">216</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_246.png" class=
              "tei tei-ref">A Life-boat and Carriage—Latest Form</a></td>

              <td class="tei tei-cell" style="text-align: right">217</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_249.png" class=
              "tei tei-ref">Ramsgate—The <span class=
              "tei tei-name"><span style=
              "font-style: italic">Aid</span></span> Going Out</a></td>

              <td class="tei tei-cell" style="text-align: right">220</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_250.jpg" class=
              "tei tei-ref"><span class="tei tei-q">“Curly”</span>
              weather</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_260.png" class=
              "tei tei-ref">A Group of Life-boat Men</a></td>

              <td class="tei tei-cell" style="text-align: right">229</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_263.png" class=
              "tei tei-ref">On the Coast at Deal</a></td>

              <td class="tei tei-cell" style="text-align: right">232</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_267.jpg" class=
              "tei tei-ref">Rescue of the Danish Vessel</a></td>

              <td class="tei tei-cell" style="text-align: right">236</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_268.jpg" class=
              "tei tei-ref">Survivors Rescued from the Rigging of a
              Wreck</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_274.jpg" class=
              "tei tei-ref">Wreckers Waiting for a Wreck</a></td>

              <td class="tei tei-cell" style="text-align: right">241</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_279.png" class=
              "tei tei-ref">Major Warburton at the Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Inverness</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">244</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_276.jpg" class=
              "tei tei-ref">A Wreck Ashore</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_283.jpg" class=
              "tei tei-ref">Loss of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Albion</span></span> Lugger</a></td>

              <td class="tei tei-cell" style="text-align: right">248</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_287.png" class=
              "tei tei-ref">Map showing Coast of Ramsgate and the Goodwin
              Sands</a></td>

              <td class="tei tei-cell" style="text-align: right">252</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_288.jpg" class=
              "tei tei-ref">Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Woolpacket</span></span> on Bideford
              Bar</a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 253</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_290.jpg" class=
              "tei tei-ref">The Lugger reaching Ramsgate Harbour</a></td>

              <td class="tei tei-cell" style="text-align: right">253</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_294.png" class=
              "tei tei-ref">Ronayne’s Bravery</a></td>

              <td class="tei tei-cell" style="text-align: right">257</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_297.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Northfleet</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">260</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_302.png" class=
              "tei tei-ref">Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Northfleet</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">265</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_305.png" class=
              "tei tei-ref">The Scilly Islands</a></td>

              <td class="tei tei-cell" style="text-align: right">268</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_306.png" class=
              "tei tei-ref">The Bishop Rock Lighthouse</a></td>

              <td class="tei tei-cell" style="text-align: right">269</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_309.jpg" class=
              "tei tei-ref">Wreck of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Deutschland</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">272</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_318.jpg" class=
              "tei tei-ref">Burning of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Amazon</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 281</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_320.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">Amazon</span></span> Steam-ship</a></td>

              <td class="tei tei-cell" style="text-align: right">281</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_323.jpg" class=
              "tei tei-ref">Rescue of the Survivors of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Amazon</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">284</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_328.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">London</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">289</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_331.png" class=
              "tei tei-ref">The <span class="tei tei-name"><span style=
              "font-style: italic">London</span></span> Going Down</a></td>

              <td class="tei tei-cell" style="text-align: right">292</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_335.png" class=
              "tei tei-ref">Getting out the <span class=
              "tei tei-name"><span style=
              "font-style: italic">London’s</span></span> Boats</a></td>

              <td class="tei tei-cell" style="text-align: right">296</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_336.jpg" class=
              "tei tei-ref">Wreck of the <span class=
              "tei tei-name"><span style="font-style: italic">Rothsay
              Castle</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right"><span class=
              "tei tei-hi" style="text-align: right"><span style=
              "font-style: italic">To face page</span></span> 297</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_341.jpg" class=
              "tei tei-ref">The Menai Straits</a></td>

              <td class="tei tei-cell" style="text-align: right">300</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_346.jpg" class=
              "tei tei-ref">Saved at Last</a></td>

              <td class="tei tei-cell" style="text-align: right"></td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_348.png" class=
              "tei tei-ref">Beaumaris</a></td>

              <td class="tei tei-cell" style="text-align: right">305</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_351.png" class=
              "tei tei-ref">Entrance to Cork Harbour</a></td>

              <td class="tei tei-cell" style="text-align: right">308</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_355.png" class=
              "tei tei-ref">The Survivors on the Rock</a></td>

              <td class="tei tei-cell" style="text-align: right">312</td>
            </tr>

            <tr class="tei tei-row">
              <td class="tei tei-cell"><a href="#illo_359.jpg" class=
              "tei tei-ref">Rescue of the Survivors of the <span class=
              "tei tei-name"><span style=
              "font-style: italic">Killarney</span></span></a></td>

              <td class="tei tei-cell" style="text-align: right">316</td>
            </tr>
          </tbody>
        </table><a name="ill009" id="ill009" class="tei tei-anchor"></a>

        <div class="tei tei-figure" style="text-align: center"><img src=
        "images/illo_009.png" alt="Illustration" /></div>
      </div>
    </div>
    <hr class="page" />

    <div class="tei tei-body" style=
    "margin-bottom: 6.00em; margin-top: 6.00em">
      <span class="tei tei-pb" id="page1">[pg 1]</span><a name="Pg001" id=
      "Pg001" class="tei tei-anchor"></a>

      <div class="tei tei-figure" style="text-align: center"><img src=
      "images/illo_010.png" alt="Illustration" /></div>

      <h1 class="tei tei-head" style=
      "text-align: center; margin-bottom: 3.46em; margin-top: 3.46em">
      <span style="font-size: 173%">THE SEA.</span></h1>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap01" id="chap01" class="tei tei-anchor"></a> <a name=
        "toc5" id="toc5"></a> <a name="pdf6" id="pdf6"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER I.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Extent of the Subject—The First American
        Colony—Hostilities with the Indians—117 Settlers Missing—Raleigh’s
        Search for El Dorado—Little or no Gold discovered—2,000 Spaniards
        engage in another Search—Disastrous results—Dutch Rivalry with the
        English—Establishment of two American Trading Companies—Of the East
        India Company—Their first Great Ship—Enormous Profits of the
        Venture—A Digression—Officers of the Company in Modern Times—Their
        Grand Perquisites—Another Naval Hero—Monson a Captain at Eighteen—His
        appreciation of Stratagem—An Eleven Hours’ hand-to-hand Contest—Out
        of Water at Sea—Monson two years a Galley Slave—Treachery of the Earl
        of Cumberland—The Cadiz Expedition—Cutting out a Treasure Ship—Prize
        worth £200,000—James I. and his Great Ship—Monson as Guardian of the
        Narrow Seas—After the British Pirates—One of their Haunts—A Novel
        Scheme—Monson as a Pirate himself—Meeting of the Sham and Real
        Pirates—Capture of a Number—Frightened into Penitence—Another caught
        by a</span> <span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">ruse</span></span><span style=
        "font-size: 90%">.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Many and vast are
        the subjects which naturally intertwine themselves with the history
        of the sea! Great voyages have not been organised for the mere
        discovery of so much salt water—except as a means to an end—and the
        <span class="tei tei-pb" id="page2">[pg 2]</span><a name="Pg002" id=
        "Pg002" class="tei tei-anchor"></a>good ship has almost always sailed
        with a definite and positive mission. The history of but a single
        vessel involves the history, more or less, of hundreds of people; it
        may mean that of thousands. So the history of the ocean is that also
        of lands and peoples, far off or near. Subjects the most diverse are
        still intimately connected with it. In the space of a few years’
        time, war and peace are strangely contrasted; brilliant discoveries
        are succeeded by disastrous failures, and heroic deeds stand side by
        side with shameless transactions. Take only a few of the succeeding
        pages, and we shall find recorded in them the stories of the early
        colonisation of America, and of the disastrous voyages in quest of
        the fabled El Dorado, followed by the brave and daring deeds of one
        of our greatest naval heroes; these again by the establishment of the
        great commercial company which once ruled India, succeeded by stories
        of pirates on the sea, and <span class="tei tei-q">“bubble”</span>
        promoters ashore. Sketches of maritime affairs must be <span class=
        "tei tei-q">“in black and white,”</span> so great are the contrasts.
        But let us turn to our first subject, the early voyages to, and
        colonisation of, the great New World.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About one hundred
        men formed the first little colony landed in Virginia from the
        expedition of Greenville in 1585. Raleigh, at his own expense, sent a
        shipload of supplies for them next year, but before it arrived the
        settlers, and the very Indians of whom such flattering accounts had
        been given, had quarrelled, and so many of the former had fallen as
        to imperil the existence of the colony; the survivors thought
        themselves fortunate when Drake unexpectedly arrived off the coast,
        and took them away. When Greenville reached the settlement, a couple
        of weeks after, they had left no tidings of themselves, and, wishing
        to hold possession of the country, he landed fifteen men, well
        furnished with all necessaries for two years’ use, on the island of
        Roanoake. This voyage paid its expenses by prizes taken from the
        Spaniards, and by the plunder of the Azores on the way home, where
        they spoiled <span class="tei tei-q">“some of the towns of all such
        things as were worth carriage.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Raleigh, next
        season, fitted out a third expedition of three vessels, with one
        hundred and fifty colonists, under the charge of John White, who was
        to be Governor, with twelve chosen persons as assistants: their town
        was to be named after himself. After narrowly escaping shipwreck,
        they arrived off Roanoake, and White, taking the pinnace, went in
        search of the fifteen men left in the preceding year, but
        <span class="tei tei-q">“found none of them, nor any sign that they
        had been there, saving only the bones of one of them, whom the
        savages had slain long before.”</span> Next day they proceeded to the
        western side of the island, where they found the houses which had
        been erected still standing, but the fort had been razed. They
        <span class="tei tei-q">“were overgrown with melons of divers
        sorts,”</span> and deer were feeding on the melons. While they were
        employed repairing these, and erecting others, one George Howe
        wandered some two miles away, when a party of half-naked Indians, who
        were engaged in catching crabs in the water, espied him. <span class=
        "tei tei-q">“They shot at him, gave him sixteen wounds with their
        arrows, and after they had slain him with their wooden swords, they
        beat his head in pieces, and fled over the water to the main.”</span>
        Captain Amadas had taken an Indian named Manteo to England with him,
        and this man, now with White, was sent to the island of Croatoan,
        where his tribe dwelt, to assure them of the friendship of the
        English, and an understanding was established. It was ascertained
        that the men left the preceding year had been treacherously attacked
        by hostile natives, and that two had been killed, and their
        storehouse burned; the remainder had <a name="corr002" id="corr002"
        class="tei tei-anchor"></a><span class=
        "tei tei-corr">successfully</span> fought through the Indians to
        <span class="tei tei-pb" id="page3">[pg 3]</span><a name="Pg003" id=
        "Pg003" class="tei tei-anchor"></a>the water’s edge, and had escaped
        in their boat, whither they knew not. Their fate was never learned.
        Manteo’s friends entreated that a badge should be given them, as some
        of them had been attacked and wounded the previous year by mistake.
        Something similar occurred shortly afterwards, when the English,
        burning to avenge Howe’s death, attacked a settlement in the night,
        shooting one of the men through the body before they discovered that
        the natives there were of the friendly tribe. According to Raleigh’s
        instructions, Manteo was christened, and called lord of Roanoake.
        About this time, the wife of Ananias Dare, one of the twelve
        assistants, was delivered of a daughter, who, as the first English
        child born in that country, was very naturally baptised by the name
        of Virginia. And now the ships had unladen the planter’s stores, and
        were preparing for departure. It was deemed advisable that two of the
        assistants should go back to England as factors and representatives
        of the company, but all appeared anxious to stop. At length the whole
        party, with one voice urged White to return, <span class=
        "tei tei-q">“for the better and sooner obtaining of supplies and
        other necessaries for them.”</span> This he very naturally refused,
        as it would look at home as though the Governor had deserted his
        band, and had led so many into a country in which he never meant to
        stay himself. But at last he yielded to them, and was furnished with
        a testimonial setting forth the reasons. White arrived in England at
        a period when the danger of a Spanish invasion was imminent, a most
        unfortunate time for the colonists. When Raleigh was preparing
        supplies for them, which Greenville was to have taken out, the order
        was countermanded. White represented the urgency of their wants, and
        two small pinnaces were despatched with supplies, and fifteen
        planters on board. Instead of proceeding to America, they commenced
        cruising for prizes, till, disabled and rifled by two men-of-war from
        Rochelle, they were obliged to retreat to England. And now Raleigh,
        who is said to have already expended £40,000 over these attempts at
        colonisation, appears to have sickened of them, and to have assigned
        his patent to a company of merchant adventurers. White did his utmost
        for the poor settlers he represented, and learning that some English
        ships were about to proceed to the West Indies, tried his best to
        arrange that they should take some provisions and stores to Virginia,
        the upshot of which was that he only obtained a passage for
        himself.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The colony had now
        been left to itself for two years. When the vessels anchored near the
        spot, they observed a great smoke on the island of Roanoake, and
        White, who had a married daughter among the colonists, hoped that it
        might proceed from one of their camps. Two boats put off from the
        ships, and the gunners were ordered to prepare three guns,
        <span class="tei tei-q">“well loaded, and to shoot them off with
        reasonable space between each shot, to the end that their reports
        might be heard at the place where they hoped to find some of their
        people.”</span> Their first search was vain, for though they reached
        the spot from which the smoke came, there were no signs of life
        there. The next day a second search was made, but one of the boats
        was swamped, and the captain and four others were drowned. The
        sailors averred that they would not seek further for the colonists;
        they were, however, over-ruled, and another attempt was made. Again
        they noted a great fire in the woods, and when the boat neared it,
        they let their grapnel fall, and sounded a trumpet, playing tunes
        familiar at the time; but there was no response. They landed at
        daybreak, and proceeded to the place where the colony had been left.
        <span class="tei tei-q">“All the way,”</span> says White,
        <span class="tei tei-q">“we <span class="tei tei-pb" id="page4">[pg
        4]</span><a name="Pg004" id="Pg004" class="tei tei-anchor"></a>saw in
        the sand the print of the savages’ feet trodden that night; and as we
        entered up the sandy bank, upon a tree at the very brow thereof were
        curiously carved these fair Roman letters, C R O, which letters
        presently we knew to signify the place where I should find the
        planters seated, according to a token agreed upon at my
        departure.”</span> He had told them in case of distress to carve over
        the letters or name a cross; but no such sign was found. At the spot
        itself where he expected the settlement, he found the houses taken
        down, and the place enclosed with logs or trees. Many heavy articles,
        bars of iron, pigs of lead, shot, and so forth, were lying about,
        almost overgrown with grass and weeds. Five chests, of which three
        were his own, were found at last, but they had been evidently broken
        into by the savages. <span class="tei tei-q">“About the
        place,”</span> says White, <span class="tei tei-q">“many of my
        things, spoiled and broken, and my books torn from the covers, the
        frames of some of my pictures and maps rotten and spoiled with rain,
        and my armour almost eaten through with rust.”</span> But on one of
        the trees or chief posts of the enclosure, the word CROATOAN was
        carved in large letters, and he now understood that they were with
        Manteo’s tribe. It was agreed that they should make for that place;
        but again fortune was against them.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One disaster
        followed another, and when at last they left Virginia, it was with
        the intention of wintering in the West Indies, and returning the
        following spring; but even this was not to be. Stress of weather
        drove them to the Azores, and once there it was naturally decided to
        return to England. No later attempt was made to succour them, and the
        fate of ninety-one men, seventeen women, and nine children, and of
        two infants born there, the names of which are preserved in Hakluyt,
        was never known. Raleigh has been greatly blamed for inhumanity in
        this connection. His excuse is that it was the busiest part of his
        eventful life. He had just borne his part in the defeat of the
        Armada; had been one of eleven hundred gentlemen who ventured on the
        unfortunate Portuguese expedition; had been sent, in what was
        regarded as an honourable banishment, but none the less an exile, to
        Ireland; on regaining his place in the queen’s favour had taken an
        active part in Parliamentary service; was concerned in a fresh naval
        expedition from which he was recalled by the queen, and had his first
        taste of that cell in the Tower, which later on he left only for the
        scaffold.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1595, we find
        Raleigh bent on a discovery which had long been a feverish dream with
        him—the conquest of the fabled El Dorado. It was but the result of
        the discoveries of the Spaniards in Mexico and Peru; and all over the
        Spanish main there was a fond belief extant in something greater and
        richer than anything yet found. One of the traditions of the day was
        that a relative of the last reigning Inca of Peru, escaping from the
        wreck of that empire, with a large part of its remaining forces and
        treasure, had established himself in a new country, which was found
        to be itself as rich in mines as that from which he had migrated.
        <span class="tei tei-q">“The Spaniards,”</span> says Southey,
        <span class="tei tei-q">“lost more men in seeking for this imaginary
        kingdom than in the conquest of Mexico and Peru.”</span></p><a name=
        "illo_014.jpg" id="illo_014.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_014.jpg" alt="RALEIGH AT TRINIDAD" title=
          "RALEIGH AT TRINIDAD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RALEIGH AT TRINIDAD.
          </div>
        </div><a name="illo_016.png" id="illo_016.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_016.png" alt="SIR WALTER RALEIGH" title=
          "SIR WALTER RALEIGH." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SIR WALTER RALEIGH.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Raleigh was
        encouraged in this enterprise by such men as Cecil, and the Lord High
        Admiral Howard, who contributed to its cost. His idea was to enter
        the land of gold by the Orinoco, and prior to his own voyage he
        despatched a ship, under Captain Whiddon, to reconnoitre on that part
        of the coast, and to seek information at the island of Trinidad. When
        Raleigh and his squadron had arrived at one of its ports he found a
        company of Spaniards <span class="tei tei-pb" id="page5">[pg
        5]</span><a name="Pg005" id="Pg005" class="tei tei-anchor"></a>from
        whom he cautiously extracted all they knew or believed concerning
        Guiana. <span class="tei tei-q">“For these poor soldiers,”</span>
        says he, <span class="tei tei-q">“having been many years without
        wine, a few draughts made them merry; in which mood they vaunted of
        Guiana, and of the riches thereof, and all what they knew of the bays
        and passages, myself seeming to purpose nothing less than the
        entrance or discovery thereof, but bred in them an opinion that I was
        bound only for the relief of those English whom I had planted in
        Virginia, whereof the bruit was come among them, which I had
        performed in my return if extremity of weather had not forced me from
        the said coast.”</span> Raleigh stopped some time here, not merely to
        extract all the information possible, but also to be revenged on the
        Governor, who the year before had behaved treacherously, entrapping
        eight of Captain Whiddon’s men. This he accomplished by taking and
        burning one of their new towns, and detaining the Governor, Berrio,
        at his pleasure on board. The same day two more of his ships arrived,
        and they prepared for the purposed discovery. <span class=
        "tei tei-q">“And first,”</span> says Raleigh, <span class=
        "tei tei-q">“I called all the captains (<span class=
        "tei tei-hi"><span style="font-style: italic">i.e.</span></span>,
        caciques or native chiefs) of the island together that were enemies
        to the Spaniards; * * * and by my Indian interpreter, which I carried
        out of England, I made them understand that I was the servant of the
        queen, who was the great cacique of the north, and a virgin, and had
        more caciqui under her than there were trees on that island; that she
        was an enemy to the Castellani (<span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, Spanish from Castille) in
        respect of their tyranny and oppression, <span class="tei tei-pb" id=
        "page6">[pg 6]</span><a name="Pg006" id="Pg006" class=
        "tei tei-anchor"></a>and that she delivered all such nations about
        her as were by them oppressed; and having freed all the coast of the
        northern world from their servitude, had sent me to free them also,
        and withal to defend the country of Guiana from their invasion and
        conquest. I showed them her Majesty’s picture, which they so admired
        and honoured as it had been easy to have brought them idolatrous
        thereof.”</span> Raleigh used the Governor with courtesy and
        hospitality, and sounded him well concerning Guiana; and Berrio
        conversed with him readily, having no suspicion of Raleigh’s
        intentions. But when Sir Walter told him that he had resolved to see
        that country, the Governor <span class="tei tei-q">“was stricken into
        a great melancholy,”</span> and tried all he could to dissuade him.
        He described the rivers as full of sandbanks, and so shallow that no
        bark or pinnace could ascend them, and scarcely a ship’s boat; that
        they could not carry provisions for half the journey, and that the
        <span class="tei tei-q">“kings and lords of all the borders of Guiana
        had decreed that none of them should trade with any Christians for
        gold, because the same would be their own overthrow, and that for the
        love of gold the Christians meant to conquer and dispossess them
        altogether.”</span> The golden country was 600 miles farther from the
        coast than he had been informed, which piece of news Raleigh
        carefully concealed from his company, for he was resolved
        <span class="tei tei-q">“to make trial of all, whatsoever
        happened.”</span> After many explorations, on the part of his
        captains, of the rivers, the mouths of which were found to be as
        shallow as he had been told, he, with 100 men divided in a galley,
        four boats and barges, and carrying provisions for a month, resolved
        to see for himself.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">From the spot
        where the ships lay, they had as much sea to cross as between Dover
        and Calais, the waves being high, and the current strong. They at
        length entered a stream, which Raleigh called the River of the Red
        Cross, and where they noted Indians in a canoe and on the banks.
        Their interpreters, Ferdinando and his brother, went ashore to fetch
        fruit, and drink with the natives, when they were seized by the chief
        with the intention of putting them to death, because <span class=
        "tei tei-q">“they had brought a strange nation into their territory
        to spoil and destroy them.”</span> Ferdinando and his brother managed
        to escape, the former running into the woods, and the latter reaching
        the mouth of the creek where the barge was staying, when he cried out
        that his brother was slain. On hearing this, <span class=
        "tei tei-q">“we set hands,”</span> says Raleigh, <span class=
        "tei tei-q">“on one of them that was next us, a very old man, and
        brought him into the barge, assuring him that if we had not our pilot
        again we would presently cut off his head.”</span> The old man called
        to his tribe to save Ferdinando, but they hunted him through the
        forest, with shouts that made the whole neighbourhood resound. At
        length he reached the water, and climbing out on an overhanging tree,
        dropped down and swam to the barge, half dead with fear. The old
        Indian was retained as pilot.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Ascending with the
        flood, and anchoring during ebb tide, they went on, till on the third
        day their galley grounded, and stuck so fast that it was a question
        whether their discoveries must not end there; but at last, by
        lightening her of all her ballast, and hauling and tugging, she was
        once more afloat. Next day they reached a fine river, where there was
        no flood tide from the sea, and they had to contend against a strong
        current; <span class="tei tei-q">“and had then,”</span> says Raleigh,
        <span class="tei tei-q">“no shift but to persuade the company that it
        was but two or three days’ work”</span> to reach their destination.
        <span class="tei tei-q">“When three days were overgone, our companies
        began to despair, the weather being extreme hot, the river bordered
        with very high trees that kept away the air, and the current against
        us every day stronger than the other; but we once <span class=
        "tei tei-pb" id="page7">[pg 7]</span><a name="Pg007" id="Pg007"
        class="tei tei-anchor"></a>more commanded our pilots to promise to
        end the next day, and used it so long as we were driven to assure
        them from four reaches of the river to three, and so to two, and so
        to the next reach; but so long we laboured that many days were spent,
        and we driven to draw ourselves to harder allowance, our bread even
        at the last and no drink at all; and ourselves so wearied and
        scorched, and doubtful withal whether we should ever perform it or
        no, the heat increasing as we drew towards the line, for we were now
        in five degrees. The farther we went on (our victuals decreasing and
        the air breeding great faintness) we grew weaker and weaker, when we
        had most need of strength and ability, for hourly the river ran more
        violently than other against us; and the barge, wherries, and ship’s
        boat had spent all their provisions, so as we were brought into
        despair and discomfort, had we not persuaded all the company that it
        was but one day’s work more to attain the land, where we should be
        relieved of all we wanted; and if we returned that we should be sure
        to starve by the way, and that the world would also laugh us to
        scorn.”</span> The old Indian now offered to take them to a town at a
        short distance, where they could get bread, hams, fish, and wine, but
        to reach it they must leave the galley, and proceed up a smaller
        stream with the barge and wherries. Raleigh, with two of his captains
        and sixteen musketeers started, but when, after hard rowing, it grew
        night, and there were no signs of the place, they feared treachery.
        The old native still assured them that it was but a little further,
        and they rowed on past reach after reach, and still no town or
        settlement could be discovered. At last they decided to hang the
        pilot, and Raleigh states distinctly that <span class="tei tei-q">“if
        we had well known the way back again by night, he had surely gone,
        but our own necessities pleaded sufficiently for his safety, for it
        was now as dark as pitch, and the river began so to narrow itself,
        and the trees to hang from side, so as we were driven with arming
        swords to cut a passage through those branches that covered the
        water.”</span> At last, an hour after midnight, a light was seen, and
        the welcome noise of the village dogs heard, as they rowed towards
        it. There were few natives there at the time, but some quantity of
        provisions was obtained, with which they returned to the galley next
        day. The natives called this stream the river of alligators, and a
        negro, who was one of the galley’s crew, venturing to swim in it, was
        devoured by one of those animals. Raleigh says of the country through
        which it passed, <span class="tei tei-q">“whereas all that we had
        seen before was nothing but woods, prickly bushes, and thorns, here
        we beheld plains of twenty miles in length, the grass short and
        green, and in divers parts groves of trees by themselves, as if they
        had with all the art and labour in the world been so made of purpose;
        and still as we rowed, the deer came down feeding by the water’s
        side, as if they had been used to a keeper’s call.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Still proceeding
        up the great river, their provisions almost exhausted, they observed
        four canoes coming down the stream, to which they gave chase. The
        people in two of the larger escaped into the woods, and left behind a
        large stock of bread, which was very welcome. Searching the woods,
        Raleigh came across an Indian basket, which proved to be that of a
        refiner, as it contained quicksilver, saltpetre, and other things for
        gathering and testing metals, and also the dust of such as he had
        discovered. Raleigh offered £500 to the soldier who should take one
        of three Spaniards known to have been with this party, but they
        escaped. He was more fortunate with the Indians who had accompanied
        them, and one of them was taken for pilot, from whom he learned that
        the richest mines were <span class="tei tei-pb" id="page8">[pg
        8]</span><a name="Pg008" id="Pg008" class=
        "tei tei-anchor"></a><span class="tei tei-q">“defended with rocks of
        hard stones, which we call white spar”</span> (presumably quartz). He
        states that in the canoes which escaped there was a good quantity of
        ore and gold.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Still proceeding,
        on the fifteenth day, to their great joy, the distant mountains of
        Guiana came into view, and the same day brought them in sight of the
        great Orinoco, about the branches of which river thousands of
        tortoise eggs were found, which proved to be <span class=
        "tei tei-q">“very wholesome meat, and greatly restoring.”</span> The
        natives, too, were friendly, and to Raleigh’s credit, be it said, he
        appears in all cases to have treated them fairly and well. With the
        cacique he made merry, treating the natives to a small quantity of
        Spanish wine, they in return bringing in fruits, bread, fish, and
        flesh. The chief conducted them to his own town, <span class=
        "tei tei-q">“where,”</span> says Raleigh, <span class=
        "tei tei-q">“some of our captains caroused of his wine till they were
        reasonably pleasant; for it is very strong with pepper, and the juice
        of divers herbs digested and purged; they keep it in great earthen
        pots of ten or twelve gallons, very clear and sweet; and are
        themselves at their meetings and feasts the greatest carousers and
        drunkards in the world.”</span> The settlement stood on a low hill,
        <span class="tei tei-q">“with goodly gardens a mile compass round
        about it.”</span> And so they proceeded, meeting friendliness
        everywhere among the natives, till the rivers commenced fast rising,
        and they could not row against the stream. Small parties were then
        detailed ashore to look for mineral stones. Raleigh describes the
        country as lovely; <span class="tei tei-q">“the deer crossing in
        every path; the birds towards the evening singing on every tree with
        a thousand several tunes; cranes and herons, of white, crimson, and
        carnation, perching on the river’s side; the air fresh with a gentle
        easterly wind; <span class="tei tei-hi"><span style=
        "font-style: italic">and every stone that we stooped to take up
        promised either gold or silver by its complexion</span></span>. * * *
        I hope some of them cannot be bettered under the sun; and yet we had
        no means but with our daggers and fingers to tear them out here and
        there, the rocks being most hard, of that mineral spar aforesaid,
        which is like a flint, and is altogether as hard, or harder; and
        besides, the veins lie a fathom or two deep in the rocks. But we
        wanted all things requisite, save only our desires and good will, to
        have performed more, if it had pleased God.”</span> Some of the
        others brought glistening stones, and among them, apparently pyrites,
        which very commonly accompanies gold, but of the precious metal
        itself Raleigh could hardly boast a speck in truth. His account of
        these discoveries is mixed up with the strangest fables, as for
        example of the Ewaipanoma, a people of that country whose eyes were
        in their shoulders, and their mouths in the middle of their
        breasts!</p><a name="illo_020.png" id="illo_020.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_020.png" alt="RALEIGH ON THE RIVER" title=
          "RALEIGH ON THE RIVER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RALEIGH ON THE RIVER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ships were
        regained, and the expedition sailed for England, where Raleigh, in
        spite of the work which he published under the boastful title of
        <span class="tei tei-q">“The Discovery of the Large, Rich, and
        Beautiful Empire of Guiana, with a Relation of the Great and Golden
        City of Manoa (which the Spaniards call El Dorado),”</span> &amp;c.,
        lost both popular and queenly favour, having brought home no booty.
        In fact the narrative given to the world rather did him harm than
        good, for it is full of excuses, admits that the voyage had been most
        unprofitable, and is undoubtedly not veracious in many particulars.
        His arguments for immediately attempting the conquest of Guiana were
        not regarded. Yet still he had means and friends. Two expeditions to
        Guiana were afterwards organised, neither of which resulted in any
        discovery or profit.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But others besides
        Raleigh and his followers had been inflamed with the accounts
        floating about concerning El Dorado. Berrio, the Spanish Governor
        before mentioned, <span class="tei tei-pb" id="page9">[pg
        9]</span><a name="Pg009" id="Pg009" class=
        "tei tei-anchor"></a>despatched his camp master to Spain to levy men,
        sending with him some golden carvings and <span class=
        "tei tei-q">“images, as well of men as beasts, birds, and
        fishes,”</span> in order to obtain further aid from the king and his
        subjects. This agent, Domingo de Vera, was a man of ability, and
        thoroughly unscrupulous; he courted notoriety by appearing always in
        a singular dress, adorned with golden trinkets and jewels, and being
        of great stature, and riding always a great horse, attracted much
        attention, being known popularly as the Indian El Dorado. He was
        successful in raising seventy thousand ducats at Madrid, and a large
        additional sum at Seville: obtained authority for raising a band of
        adventurers, and five good ships to carry them out. Men of good birth
        left their estates, respectable middle-class men gave up their
        incomes and employments, sold everything, and embarked with their
        wives and children; even a prebendary, and many priests, gave up sure
        prospects of advancement to join the expedition, which at last
        aggregated two thousand persons. Berrio had only asked for 300, and
        when the expedition reached Trinidad, they had to be apportioned to
        various other settlements; the women and children being serious
        encumbrances at the time, and enduring great misery. The savage
        Caribs attacked their canoes when proceeding to St. Thomas and
        elsewhere. One detachment of three hundred were reduced to thirty
        souls by the crafty Indians, who, after very partially supplying them
        with provisions, watched them sink with weakness and disease till
        they became an <span class="tei tei-pb" id="page10">[pg
        10]</span><a name="Pg010" id="Pg010" class="tei tei-anchor"></a>easy
        prey. In some places they set fire to the grass, and the wretched
        travellers, unable to fly before it, were burned to death. Those who
        reached the Orinoco, not merely found no gold, but little of that
        abundance so glowingly described by Raleigh. Vera himself soon died
        in <a name="corr010" id="corr010" class=
        "tei tei-anchor"></a><span class="tei tei-corr">Trinidad</span>, and
        Berrio did not long survive him. Of the original two thousand who
        left Spain, it is doubtful whether a tithe survived the first year.
        Had Raleigh been a favourite with the people, or had his character
        been above suspicion, it is more than likely that some similar
        disaster might have had to be recorded on the pages of English
        history.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Sir Walter Raleigh
        has enlightened us,<a id="noteref_1" name="noteref_1" href=
        "#note_1"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">1</span></span></a> as
        regards the condition of commerce and of the English mercantile
        marine shortly before the union of the crown of England and Scotland,
        in a remarkable paper, <span class="tei tei-q">“which
        contains,”</span> says a competent authority, <span class=
        "tei tei-q">“many remarkable commercial principles far in advance of
        the age in which the author lived.”</span> He states that the ships
        of England were not to be compared with those of the Dutch, and that
        while an English ship of one hundred tons required a crew of thirty
        men, the Dutch would sail such a vessel with one-third that number.
        Holland became the depôt of numerous articles, <span class=
        "tei tei-q">“not one hundredth part of which were consumed by the
        Dutch,”</span> while she gave <span class="tei tei-q">“free custom
        inwards and outwards for the better maintenance of navigation and
        encouragement of the people to that business.”</span> Sir Walter
        tells us that France offered to the vessels of all nations free
        customs twice and sometimes three times each year when she laid in
        her annual stock of provisions, and also in such raw materials as
        were not possessed by herself in equal abundance. Denmark granted
        free customs the year through, excepting only one month. The Dutch
        were the great carriers by sea, in consequence of the facilities
        granted them at home, <span class="tei tei-q">“and yet the situation
        of England lieth far better for a storehouse to serve the south-east
        and the north-east kingdoms than theirs do; and we have far the
        better means to do it if we apply ourselves to do it.”</span> He
        complained that although the greatest fishery in the world is on the
        coasts of England, Scotland, and Ireland, Holland despatched to the
        Baltic and up the Rhine more than a million pounds sterling worth of
        herrings, where we did not export one. He states that Holland
        trafficked in <span class="tei tei-q">“every city and port of Britain
        with five or six hundred ships yearly, and we chiefly to three towns
        in their country and with forty ships; the Dutch trade to every port
        and town in France, and we only to five or six,”</span> and that the
        Dutch were even ruining our Russian trade. In spite of probable
        exaggerations in Raleigh’s statements as laid before the King, it is
        evident that with the laws as they stood, the Dutch must have had, as
        regards their commercial marine, very much the best of it.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While there was
        much depression among the shipowners, they did not overlook the
        advantages to be derived from intercourse with the newly-discovered
        world of North America. Though the expeditions promoted by Raleigh
        and his associates had been unfortunate, profitable ventures were
        soon after made, beads, trinkets, and articles of little value being
        exchanged for skins and furs obtained by the Indians; and Captain
        Gosnold made in 1602 the first <span class="tei tei-hi"><span style=
        "font-style: italic">direct</span></span> voyage across the Atlantic
        to America—all other English sailors at least having sailed by way of
        the Canaries and West Indies. <span class="tei tei-q">“Steering in a
        small bark, directly across the Atlantic, in seven weeks he reached
        Cape Elizabeth on the coast of Maine. <span class="tei tei-pb" id=
        "page11">[pg 11]</span><a name="Pg011" id="Pg011" class=
        "tei tei-anchor"></a>Following the coast to the south-west, he
        skirted <span class="tei tei-q">‘an outpoint of wooded land;’</span>
        and about noon of the 14th of May he anchored <span class=
        "tei tei-q">‘near Savage Rock,’</span> to the east of York
        Harbour.... Not finding his <span class="tei tei-q">‘purposed
        place’</span> he stood to the south, and on the morning of the 15th
        discovered the promontory which he named Cape Cod. He and four of his
        men went on shore. Cape Cod was the first spot in New England ever
        trod by Englishman.”</span> He traded with the natives in peltries,
        sassafras, and cedar-wood, and was probably the first to sow English
        corn on the Island of Martha’s Vineyard. In 1606 two maritime
        companies, the <span class="tei tei-q">“Plymouth Adventurers,”</span>
        and the South Virginia Company, were authorised to colonise and form
        plantations; the first having right to the territory which now
        embraces Pennsylvania, New Jersey, and New York; and the second, to
        that which now includes Maryland, Virginia, and North and South
        Carolina. A single steamer of these days has often landed more
        emigrants at New York than did a dozen of these early expeditions at
        other points, for their progress at first was painfully slow.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The great East
        India Company was formed in England more than a century after the
        discovery, by Vasco de Gama, of the route to India <span class=
        "tei tei-hi"><span style="font-style: italic">viâ</span></span> the
        Cape. The first voyage of Thomas Cavendish is worthy of more note
        than it has received, inasmuch as it contributed more than anything
        else to awakening the merchants of London to the importance of the
        trade prospects there. Starting in July, 1586, he circumnavigated the
        globe, passing through the Straits of Magellan westward, in eight
        months less than Drake. He was the first English navigator to discern
        the value of the position of St. Helena, to describe with accuracy
        the Philippine Islands, and to bring home a map and description of
        China; and what is more remarkable is the fact that he was scarcely
        more than twenty-two years of age when he took command in this first
        most adventurous voyage. He was shipwrecked five or six years later
        on the coast of Brazil, and lost his life there. Through Mr. Thorne,
        an English merchant, often mentioned in connection with these early
        voyages, the London merchants gained a considerable amount of
        knowledge relating to the important trade with the Indies enjoyed by
        the Spanish and Portuguese; and at length, in the year 1600, more
        than 200 shipowners, traders, and citizens associated, and formed a
        body corporate, having received many special privileges from the
        Crown, <span class="tei tei-q">“including,”</span> says
        Lindsay,<a id="noteref_2" name="noteref_2" href=
        "#note_2"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">2</span></span></a>
        <span class="tei tei-q">“that of punishing offenders either in body
        or purse, provided the mode of punishment was not repugnant to the
        laws of England. Its exports were not subjected to any duties for the
        four first voyages, important indulgences were granted in paying the
        duties on imports, and liberty was given to export £30,000 each
        voyage in coin or bullion, provided £6,000 of this sum passed through
        the Mint. But not exceeding six ships, and an equal number of
        pinnaces, with 500 seamen, were allowed to be despatched annually to
        whatever station might be formed in India, with the additional
        provisoes that the seamen were not at the time required for the
        service of the Royal Navy, and that all gold and silver exported by
        the Company should be shipped at either London, Dartmouth, or
        Plymouth.”</span> The Company started with a capital of £72,000, and
        equipped five vessels for the first venture, the largest of which was
        the <span class="tei tei-name"><span style=
        "font-style: italic">Dragon</span></span> of 600 tons; her commander,
        according to the practice of the day, receiving the title of
        <span class="tei tei-q">“Admiral of the Squadron.”</span> The first
        voyage was very successful; important commercial <span class=
        "tei tei-pb" id="page13">[pg 13]</span><a name="Pg013" id="Pg013"
        class="tei tei-anchor"></a>relations were formed with the King of
        Achin, in Sumatra; and a factory established at Bantam, after which
        the ships returned to England richly laden.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A serious rival
        was, however, in the field. The separation of the Dutch provinces
        from the crown of Spain had caused their merchants to be sent abroad
        to seek new fields of commerce, and as they had gained an intimate
        knowledge of Spanish and Portuguese affairs, they were then the
        predominant naval power in the Indian Seas, and were quite ready to
        contend against any supremacy on the part of England’s traders.
        English merchants were, however, ready for them, the profits on the
        first expedition having incited them to grander efforts. They
        obtained a new Charter in 1609, and the Company constructed a vessel
        of larger size than any hitherto employed in the English merchant
        service, which they named the <span class="tei tei-name"><span style=
        "font-style: italic">Trades’ Increase</span></span>. She was 1,200
        tons, and even her pinnace was 250 tons. At her launch, the Company
        gave a great banquet, at which the dishes were of china ware, then a
        great novelty in England. With these and two other vessels Sir Henry
        Middleton set sail, touching at Mocha, on the Red Sea, where,
        entrapped ashore by the Mohammedans, eighty of his crew were
        massacred, sixteen others disabled, and he himself severely wounded.
        Proceeding to Bantam, the <span class="tei tei-hi"><span style=
        "font-style: italic">Trades’ Increase</span></span> was unfortunately
        shipwrecked, and poor Middleton died heartbroken at the failure of
        the expedition. But other voyages followed, which were enormously
        profitable to the Company. One expedition is mentioned which,
        <span class="tei tei-q">“though absent only twenty months, earned in
        that time a profit of no less than 340 per cent.”</span> <span class=
        "tei tei-q">“Factories”</span>—trading posts or forts—were
        established, and the Company obtained the favour of the Moghul
        Emperor, Jehangir, more especially after they had been fortunate
        enough to repel some of the Portuguese who were attacking his posts.
        They even contrived to obtain a footing in Japan, through the
        influence of William Adams, a Kentish man, who had been pilot on one
        of the earliest Dutch expeditions, and who stood high in the
        Emperor’s favour. The intercourse then opened was allowed to die out,
        and has only been re-established late in our own time. In seventeen
        years after the first establishment of the Company its affairs had
        become so prosperous that its stock reached a premium of 203 per
        cent., and the Dutch East India Company suggested an amalgamation of
        the two corporations with a view to exclude and crush their common
        enemy, the Portuguese. This was never carried into effect, but in
        1619 a treaty of trade and friendship was established. They were to
        <span class="tei tei-q">“cease from rivalry, and apportion the
        profits of the different branches of commerce between them.”</span>
        Alas! all this amicable billing and cooing were to speedily end; such
        self-abnegation was found hardly practicable between business rivals.
        A series of hostilities ensued in the following year; a number of
        Englishmen were massacred by the Dutch at Amboyna, and sea-fights
        occurred between the vessels; the result being that the Dutch had it
        all their own way in a few years afterwards. The directors of the
        English Company even meditated winding up its affairs. Something
        similar happened more than once afterwards before they became a grand
        company and the real governors of India. The rise of British power
        there is one of those surprising revolutions which never before
        occurred in history. The managers of a trading company in London
        first became the lords of a manor a dozen times the size of England,
        and controlled the destinies of kings and princes, engaging in war or
        peace as occasion seemed to demand. Think of the affairs of a great
        country settled in a counting-house! But at length the anomaly had to
        cease, and, as most readers will remember, the East India Company
        lost its powers and privileges in 1858, <span class="tei tei-pb" id=
        "page14">[pg 14]</span><a name="Pg014" id="Pg014" class=
        "tei tei-anchor"></a>and ceased to exist as a governing body.
        Retiring allowances were made to commanders and officers. It may be
        interesting to note that up to 1814 trade with India, so long a
        jealously-guarded monopoly with the Company, was thrown open to
        private competition, but that they retained the exclusive trade with
        China for a long period after that date.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A trifling
        digression may be allowed here, as it really bears on our subject.
        The East India Company was long a synonym for everything that was
        rich and powerful, and many of its civil servants visited or retired
        to England as opulent and independent men. The maritime branch of the
        service received a goodly slice of the pie; and some facts relating
        thereto recorded by Lindsay, the authority before quoted, himself
        long a great shipowner, will astonish and interest the reader. A
        commander’s position in the H. E. I. Co.’s service was most assuredly
        worth having, for his salary was a very small part indeed of his
        receipts. The Company granted a number of <span class=
        "tei tei-q">“indulgences”</span> to their naval officers, of which
        the following are only part. Ninety-seven tons of space were reserved
        for the commander and officers, of which the former of course took
        the lion’s share, 56½ tons. They were permitted to import on the
        homeward voyage tea to the following extent:—9,336 lbs. for the
        commander, 1,228 lbs. for first mate, and the lower grades were each
        privileged in the same way, but to a smaller extent. The officers
        might bring in China-ware as a flooring for the tea-chests, the
        quantity of which might range from 20 to 40 tons, according to the
        size of the vessel. They were even allowed surplus tonnage, when it
        could be safely and conveniently carried. The commander received as
        his perquisite the passage-money paid by <span class=
        "tei tei-hi"><span style="font-style: italic">all</span></span>
        private passengers, the cost of their provisions and wine being alone
        deducted. His table was luxuriously supplied, and he was allowed to
        import for his own use two butts of Madeira wine. The first mate had,
        among his extra allowances, and quite apart from the regular supply
        of provisions on board, 24 dozen of wine or beer, 2 firkins of
        butter, 1 cwt. of cheese, 1 <a name="corr014" id="corr014" class=
        "tei tei-anchor"></a><span class="tei tei-corr">cwt.</span> of
        groceries, and 4 quarter casks of pickles for the voyage. Lindsay
        says, <span class="tei tei-q">“So many were their privileges, and so
        numerous their perquisites, that during five India or China voyages a
        captain of one of the Company’s ships ought to have realised
        sufficient capital to be independent for the rest of his
        life.”</span> He was, in effect, a merchant, doing business for
        himself while in the employ of a large mercantile concern, and his
        officers were the same on a smaller scale. The above writer considers
        that the direct and inevitable remuneration to a commander was from
        £3,000 to £5,000 per round voyage, out and home, but that with his
        privileges and perquisites it might and often did reach £8,000 to
        £10,000, or more. He mentions one instance which came within his own
        knowledge, where <span class="tei tei-q">“the commander of one of the
        ships employed on the <span class="tei tei-q">‘double
        voyage’</span>—that is from London to India, thence to China, and
        thence back to London, where he had a large interest in the freight
        on cotton or other produce conveyed from India to China—realised no
        less than £30,000.”</span> And yet some of them were not satisfied,
        and the Company had to make laws and investigations concerning
        illicit trading and smuggling with the connivance of the Custom House
        officers. Some of the commanders had even put into ports for which
        they had no orders, to carry out their own purposes.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The internal
        economy of an East Indiaman was, as regards discipline and order,
        modelled for the most part upon that of a man-of-war, and carried
        more men, twice over, than does many a modern steamer double her
        tonnage. Thus, one of the finest vessels of <span class="tei tei-pb"
        id="page15">[pg 15]</span><a name="Pg015" id="Pg015" class=
        "tei tei-anchor"></a>the Company, mentioned by Lindsay, was for a
        considerable period the <span class="tei tei-name"><span style=
        "font-style: italic">Earl of Balcarras</span></span>. She was of
        1,417 tons, and had 130 souls on board. After the commander came six
        mates, a surgeon and assistant, six midshipmen, purser, boatswain,
        gunner, carpenter, master-at-arms, armourer, butcher, baker,
        poulterer, caulker, cooper, two stewards, two cooks, eight
        boatswain’s, gunner’s, carpenter’s, caulker’s, and cooper’s mates;
        six quartermasters, a sailmaker, seven servants for officers, and
        seventy-eight seamen. But we are wandering from our
        theme.</p><a name="illo_023.jpg" id="illo_023.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_023.jpg" alt="MONSON AND THE BISCAYAN SHIP"
          title="MONSON AND THE BISCAYAN SHIP." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MONSON AND THE BISCAYAN SHIP.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The reign of
        Elizabeth was a glorious epoch in the history of naval affairs, and
        great names crowd upon us. It is impossible to pass by that of Sir
        William Monson, who served his country for fifty years, through three
        reigns, and whose <span class="tei tei-q">“Naval Tracts”</span> are
        almost as valuable as were his services, illustrating as they do the
        condition of the navy and maritime affairs of the period, and
        abounding in the details of well-described exploits.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Monson was of a
        good Lincolnshire family, and at an early age entered Baliol College,
        Oxford, where he remained a couple of years, till the excitement of
        the war with Spain determined him to run away to sea, as he did not
        expect to get the consent of his parents. At this date, 1585, he was
        only sixteen years of age. <span class="tei tei-q">“I put
        myself,”</span> says he, <span class="tei tei-q">“into an action by
        sea, where there was in company of us two small ships, fitted for
        men-of-war, that authorised us by commission to seize upon the
        subjects of the King of Spain; then made I the sea my profession,
        being led to it by the wildness of my youth.”</span> He had not long
        to wait for adventure. <span class="tei tei-q">“A strong and
        obstinate ship of Holland”</span> was encountered, whose captain had
        the audacity not to strike his flag immediately, when required to do
        so. The Dutch vessel had an English pilot on board, through whom
        communication was held; and the master of the privateer, by a ruse of
        navigation, ordering his helmsman in a loud voice to port his helm,
        while in an undertone he instructed him to do just the reverse,
        nearly fouled the Dutchman, whose men got out oars and fenders to
        prevent the impending collision. <span class="tei tei-q">“When we saw
        their people thus employed,”</span> says Monson,<a id="noteref_3"
        name="noteref_3" href="#note_3"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">3</span></span></a>
        <span class="tei tei-q">“and not to have time to take arms, we
        suddenly boarded, entered, and took her by this stratagem.”</span>
        Monson, when an old man, used to chuckle over his boyish share in
        this exploit, and includes it among <span class=
        "tei tei-q">“stratagems to be used at sea”</span> in his <span class=
        "tei tei-q">“Tracts.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But he was to have
        speedily a better opportunity of distinguishing himself. The
        privateer on which he served—for she was nothing more—encountered a
        large Biscayan ship off the Spanish coast, whose captain refused to
        strike. A few of the English crew, including Monson, managed to board
        her, when the sea suddenly rose, and this mere handful were left on
        the Spaniard’s decks, while the privateer was compelled to ungrapple.
        The storm increased, and it was not possible to succour the little
        band, who fought for <span class="tei tei-hi"><span style=
        "font-style: italic">eleven</span></span> hours, from eight o’clock
        in the evening to seven the next morning. The Spaniards attempted to
        blow up the deck which they maintained, but <span class=
        "tei tei-q">“were prevented by fire-pikes,”</span> and at last
        surrendered after a desperate contest. The decks were covered with
        the dead and dying. <span class="tei tei-q">“I dare say,”</span> says
        the narrator of the event, <span class="tei tei-q">“that in the whole
        time of the war there was not so rare a manner of fight, or so great
        a slaughter of men.”</span> Monson, who had now received his
        <span class="tei tei-q">“baptism of fire”</span> with a vengeance,
        determined that nothing <span class="tei tei-pb" id="page16">[pg
        16]</span><a name="Pg016" id="Pg016" class=
        "tei tei-anchor"></a>should take him from his adopted profession, and
        it is presumable that his friends became reconciled to it, for we
        find him suddenly raised, at one step, from the grade of a volunteer
        to the rank of captain, although but eighteen years old! Family
        influence, doubtless, had something to do with it. Gentlemen
        captains, who were often brave men, but who knew little enough about
        naval affairs, were common in those days. Raleigh distinguishes them
        very distinctly from the <span class="tei tei-q">“tarpauling
        captain,”</span> or mariner who had learned his profession from a
        youth up. Monson, however, as his writings prove, soon became an
        adept in navigation and all the arts of seamanship.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Passing over a
        voyage in which Monson was nearly shipwrecked, we come to 1589, when
        he accompanied the Earl of Cumberland in his expedition to the
        Azores. The crews were reduced to great distress from want of water,
        and while cruising among the islands, a grand spout was seen issuing
        apparently from one of their cliffs. Cumberland asked Monson to go
        with four men and find out whether it was available for their use.
        While they were rowing towards the land, a great whale, lying asleep
        on the water, was noted from the ship, and was mistaken for a rock,
        whereupon the vessel tacked about and put to sea, leaving Monson to
        his fate. (The original narrative does not explain whether the
        waterspout, noticed from the ship, had proceeded from the whale,
        before it fell asleep.) <span class="tei tei-q">“I had no
        sooner,”</span> says Monson, <span class="tei tei-q">“set my foot
        ashore, than it began to be dark with night and fog, and to blow,
        rain, thunder, and lighten in the cruellest manner that I have seen.
        There was no way for me to escape death but to put myself to the
        mercy of the sea; neither could I have any great hope of help in
        life, for the ship was out of sight, and there only appeared a light
        upon the shrouds to direct me.”</span> The narrative says that a
        countryman of Monson’s on board prevailed upon his lordship (the Earl
        of Cumberland) to forbear sailing. This was, one would think, hardly
        necessary, as Monson was his second in command; but stress of weather
        will probably account for the vessel being driven some distance. They
        rowed and rowed, but lost all sight of the ship. At length, in
        despair, they fired their last charge of powder from a musket. The
        flash was seen through the fog, and they were saved. <span class=
        "tei tei-q">“We were preserved,”</span> says the narrative,
        <span class="tei tei-q">“rather by miracle than any human act; and to
        make it the more strange we were no sooner risen from our seats, and
        ropes in our hands to enter the ship, but the boat sunk
        immediately.”</span> The subsequent sufferings of the crew from the
        continued want of water have rarely been equalled. <span class=
        "tei tei-q">“For sixteen days together,”</span> says Monson,
        <span class="tei tei-q">“we never tasted a drop of drink, either of
        beer, wine, or water; and though we had plenty of beef and pork of a
        year’s salting, yet did we forbear eating it, for making us the
        drier. Many drank salt water, and those that did died suddenly; and
        the last words they usually spoke were <span class=
        "tei tei-q">‘Drink, drink, drink!’</span> ”</span> There were 500 men
        on board, and the mortality, though not expressly stated in numbers,
        is said to have been something fearful. At last they made the coast
        of Ireland, and obtained relief. So severely was Monson’s health
        affected by this voyage, that he retired from the active pursuit of
        his profession for a year afterwards.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Again he joined
        the Earl of Cumberland in 1591 on an expedition directed against
        Spain, off the coasts of which he successfully took two caravels by
        one of the stratagems for which he was famous. He had boarded one
        from the ship’s boat; he manned her with a part of his boat’s crew,
        and rowed back to his ship. The Spaniards on the other caravel far in
        the distance thought that the first, her consort, had been dismissed,
        and so shortened sail to meet <span class="tei tei-pb" id=
        "page17">[pg 17]</span><a name="Pg017" id="Pg017" class=
        "tei tei-anchor"></a>her; and was consequently taken unawares by a
        mere handful of men. But Monson only wanted to obtain information as
        to the enemy, and let them both off. This act turned out fortunately
        for him; for shortly afterwards, being left in charge of a prize
        taken from the Dutch, he was attacked by the Spaniards in six
        galleys, the consequence being that he was taken prisoner, when he
        found that his recent conduct towards the caravels had been reported
        favourably, and he was treated with more courtesy than had been usual
        before. But he was to suffer a long captivity for all that. At the
        Tagus he would probably have escaped had not an unforeseen chance
        prevented. While the galleys were in the harbour, a Brazilian, master
        of a Dutch ship, chanced to come on board that on which Monson was
        confined, and, pitying his hard fate, offered to take him off on his
        vessel, if he could devise any plan which should not implicate
        himself. Monson gave out to the rest of the prisoners that, tired of
        his life, he intended to drown himself. His intention really was to
        drop quietly into the water, and if possible swim to the friendly
        bark. But just before he had made his arrangements, the galleys were
        ordered to sea, and when they returned the ship had sailed. It is
        probably fortunate for him that he did not make the attempt, as, had
        it been frustrated, he would have probably suffered death, as did an
        Italian a short time afterwards, who had been trying to raise a
        general conspiracy on board. His execution was effected in the most
        horrible <span class="tei tei-pb" id="page18">[pg 18]</span><a name=
        "Pg018" id="Pg018" class="tei tei-anchor"></a>manner, his arms and
        legs being severally tied to the sterns of four galleys, which were
        rowed in four different directions, thus quartering him.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Monson was
        afterwards removed to the castle of Lisbon, from which an attempt on
        his part to escape was frustrated by the treachery of an English
        interpreter there, whom he had been forced to employ. Fortunately,
        the letter which he had entrusted to a page, who was to have conveyed
        it <span class="tei tei-hi"><span style="font-style: italic">in his
        boots</span></span> to Lord Burleigh, became so saturated and
        obliterated by rain, that nothing could be made of it, and the whole
        matter was allowed to pass. Not so, however, after he had helped a
        Portuguese to escape, who had been condemned to death. The latter,
        aided by Monson’s skill, managed to pass the sentinels disguised as a
        soldier, and then lowering himself by a rope, effected his plans. The
        flight having been discovered, Monson was accused of having assisted
        him, and was taken before the judge. <span class="tei tei-q">“But
        neither threats nor promises of liberty could induce him to confess.
        He pleaded that he was a prisoner of war, that he was subject to the
        law of honour and arms, and that it was lawful for him to seek his
        freedom: he urged the improbability of holding such intercourse as
        was imputed to him with one whose language he did not understand; and
        he concluded by cautioning them to be wary what violence they offered
        him, as he had friends in England, and was of a nation that could and
        would revenge his wrongs.”</span> The latter argument probably it was
        that carried the day; but until released—no doubt by exchange—he was
        closely guarded.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1593, Monson
        again joined Cumberland, and considering the fidelity which he had
        always shown to that admiral, the latter seems to have treated him
        very badly. In the course of their voyage, a dozen Spanish hulks
        laden with powder were taken, half of which were left to Monson to
        haul over, while his admiral put to sea with the rest. Monson had
        with him only about fifty men. What was his surprise towards night to
        find that Cumberland had released the hulks which he had taken, and
        that they were crowding on all sail to join their consorts in his
        charge, with hostile intent, which it would be madness on his part to
        attempt to frustrate. He barely escaped; when the enemy boarded him
        on one side of his vessel, he leaped into the long boat on the other
        side, receiving a wound which remained all his days. Southey
        certainly puts it mildly when he says, <span class="tei tei-q">“The
        conduct of the Earl of Cumberland in this affair admits of no
        reasonable or satisfactory explanations,”</span> for it looks far
        more like downright treachery. A couple of years afterwards, the Earl
        very plainly declared his colours by first inducing him to join him
        in his voyage, and then superseding him. Monson could not brook this,
        and returned, after some adventures, to England, where we soon find
        him with the Earl of Essex, in the expedition to Cadiz. At that most
        remarkable siege, he was in the thick of the fight ashore with Essex,
        where he received a shot through his scarf and breeches; another shot
        took away the handle and pommel of his sword, while he remained
        uninjured. But his principal services were in connection with the
        destruction of the fleet, which meant a loss of six or seven millions
        sterling to Spain. <span class="tei tei-q">“The King of
        Spain,”</span> says Monson, <span class="tei tei-q">“never received
        so great an overthrow, and so great an indignity at our hands as
        this; for our attempt was at his own home, in his own ports, that he
        thought as safe as his chamber, where we took and destroyed his ships
        of war, burnt and consumed the wealth of his merchants, sacked his
        city, ransomed his subjects, and entered his country without
        impeachment.”</span> Monson was knighted for his conduct at this
        siege.</p><a name="illo_028.png" id="illo_028.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_028.png" alt="MONSON AT CADIZ" title=
          "MONSON AT CADIZ." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MONSON AT CADIZ.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The abundant
        <span class="tei tei-q">“pluck”</span> possessed by Monson is
        illustrated in the following example. <span class="tei tei-pb" id=
        "page19">[pg 19]</span><a name="Pg019" id="Pg019" class=
        "tei tei-anchor"></a>In 1597, on the island expedition, Monson’s ship
        was separated some distance from the admiral’s squadron, when a fleet
        of twenty-five sail was noted approaching in the dead of the night.
        Not being able to distinguish their flag, he determined to
        reconnoitre for himself, before signalling to the English ships. He
        approached them in his boat, hailing them in Spanish, and they,
        replying that they were of that nationality, asked whence he came. He
        replied that he was of England, and told them that his ship, then in
        sight, was a royal galleon, and could be easily taken, his object
        being to make them pursue him, so that he might gradually lead them
        into the wake of the squadron. All he got for this impudently gallant
        attempt was a volley of bad language and another of shot.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But all Monson’s
        exploits pale before an action which occurred in Cerimbra roads, in
        which a great treasure-ship was cut out, in sight of a fortress and
        eleven galleys, and within hearing of the guns of Lisbon. He was then
        associated with Admiral Sir Richard Lewson, but the principal part of
        the service was performed by himself. When the carrack and galleys
        were discovered lying at anchor, a council was held on board the
        admiral’s vessel, which occupied the better part of a day, as many of
        the captains thought it folly to attempt to capture a great ship
        defended by a fortress and eleven galleys. Monson thought
        differently, and it was at length agreed that he and the admiral
        should anchor as near the carrack as they could, while the other and
        smaller vessels should ply up and down, holding themselves in
        readiness for any emergency. It is likely, as Southey remarks, that
        <span class="tei tei-q">“the sight of these galleys reminded Sir
        William of the slavery he had endured at Lisbon in similar vessels,
        if not indeed in some of these identical craft, and he longed to take
        revenge upon them.”</span> Monson says that in order to show contempt
        of them, he separated from the rest of the fleet, by way of
        challenging and defying them. <span class="tei tei-q">“The Marquis of
        St. Cruz, General of the Portuguese, and Frederick Spinola, General
        of the galleys, accepted the invitation, and put out with the
        intention of fighting him; but they were diverted from their purpose
        by a renegade Englishman, who knew the force of the vice-admiral’s
        ship, and that she was commanded by Monson.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The town of
        Cerimbra lies at the bottom of a roadstead, which usually affords
        protection for shipping. It had at that time a strong fortress close
        to the beach, and a fortified castle, while there was a troop of
        soldiers ashore, whose numerous tents lined the coast. The galleys
        were partly covered or flanked by a neck of rock, and the batteries
        could play over them, thus affording them great protection, while
        they could themselves keep up a continuous fire at any approaching
        vessel. Again, Monson tells us, <span class="tei tei-q">“there was no
        man but imagined that most of the carrack’s lading was ashore, and
        that they would hale her aground under the castle where no ship of
        ours would be able to come at her—all which objections, with many
        more, were alleged, yet they little prevailed. Procrastination was
        perilous, and therefore, with all expedition, they thought convenient
        to charge the town, the fort, the galleys, and carrack, all at one
        instant.”</span> This was done next morning, although a gale sprung
        up about the time of the attack. The admiral weighed, fired the
        signal gun, hoisted his flag, and was the first at the attack;
        <span class="tei tei-q">“after him followed the rest of the ships,
        showing great valour, and gaining great honour. The last of all was
        Monson himself, who, entering into the fight, still strove to get up
        as near the shore as he could, where he came to an anchor,
        continually fighting with the town, the fort, the galleys, and the
        carrack <span class="tei tei-pb" id="page20">[pg 20]</span><a name=
        "Pg020" id="Pg020" class="tei tei-anchor"></a>all together; for he
        brought them betwixt him, that he might play both his broadsides upon
        them. The galleys still kept their prows towards him. The slaves
        offered to forsake them ... and everything was in confusion amongst
        them; and thus they fought till five of the clock in the
        afternoon.”</span> Monson’s stratagems and rapidity of action
        paralysed the commanders of the galleys, and the men rowed about
        wildly to avoid him, not knowing what to do. The admiral came on
        board his ship, and, embracing him in the presence of the ship’s
        company, declared that <span class="tei tei-q">“he had won his heart
        for ever.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And so the battle
        raged till the enemy showed such evident signs of weakness, that it
        was proposed to board the carrack. Here, however, the admiral
        interposed, as he wished to preserve the treasure on board. The ships
        were ordered to cease firing, and one Captain Sewell, who had been
        four years a prisoner on the galleys, from one of which he had only
        just escaped by swimming, was selected to parley with them. He was to
        promise honourable conditions, but insist that as the English held
        the roadstead, as several of the galleys were <span class=
        "tei tei-hi"><span style="font-style: italic">hors de
        combat</span></span>, and the castle powerless, they must expect the
        worst in a case of refusal. The captain of the carrack would not
        treat with an officer who had so recently been a slave in their
        power, but sent a deputation of Portuguese gentlemen of quality,
        desiring that they should be met by those of similar rank in the
        English service. They were, of course, properly received, but having
        delivered their message, evinced a great desire to hasten back; they
        revealed the real state of affairs by admitting that it was a moot
        question on the carrack whether the parley ought to be entertained,
        or the vessel set on fire. Monson’s promptitude once more saved the
        situation. Not waiting to hear any more, or receiving any instruction
        from Admiral Lewson, he ordered his men to row him to the carrack.
        Several officers on board recognised him, and the commander, Don
        Diego Lobo, a young man of family, motioning his men apart, received
        him courteously. After some little palaver, Monson informing Don
        Diego of the rank he held in the expedition, and assuring him of his
        high regard for the Portuguese nation, the real business of their
        interview was approached. Diego asked that he, his officers and men,
        should be put on shore that night; that the ship and its ordnance
        should be respected, and its flags remain suspended; the treasure he
        would concede to the victors. Monson agreed to the first proposition,
        excepting only that he required a certain number of hostages whom he
        would detain three days, but laughed at the idea of separating the
        ship and its contents; and stated that <span class="tei tei-q">“he
        was resolved never to permit a Spanish flag to be worn in the
        presence of the Queen’s ships, unless it were disgracefully over the
        poop.”</span> A long discussion followed, and Monson, who was
        determined to have his way, made a show of descending to his boat.
        His firmness won the day, and all his demands were eventually
        conceded, after which he conducted Don Diego and eight gentlemen on
        board his ship, <span class="tei tei-q">“when they supped, had a
        variety of music, and spent the night in great jollity.”</span> This
        is Monson’s account; it is doubtful whether the Portuguese were
        thoroughly enjoying themselves under the circumstances! When next day
        Sir William accompanied them on shore, he found the Count de
        Vidigueira at the head of a force numbering 20,000 men, whose
        services were not of much account now. The disgust ashore at the
        comparatively easy victory attained by the English may be imagined.
        Besides the capture of the carrack, two of the galleys were burnt and
        sunk; the captain of another was taken prisoner, and the others fled
        during the engagement, although they were afterwards shamed into
        returning by <span class="tei tei-pb" id="page21">[pg
        21]</span><a name="Pg021" id="Pg021" class="tei tei-anchor"></a>the
        heroic behaviour of Spinola, who defended the carrack against
        desperate odds. The total loss of life in the town, castle, and
        vessels, although never accurately known, must have been immense,
        while the victory was purchased by the English with the loss of only
        six men, scarcely a larger number being wounded.</p><a name=
        "illo_032.jpg" id="illo_032.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_032.jpg" alt="ACTION IN CERIMBRA ROADS"
          title="ACTION IN CERIMBRA ROADS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ACTION IN CERIMBRA ROADS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The carrack, named
        the <span class="tei tei-name"><span style="font-style: italic">St.
        Valentine</span></span>, was a vessel of 1,700 tons burthen; she had
        wintered at Mozambique on her return from the Indies, where a fatal
        malady killed the bulk of her crew; indeed, it is stated that out of
        more than 600 men scarce twenty survived the whole voyage. The
        Viceroy of Portugal sent the galleys before named to protect her, and
        put on board 400 volunteers. The value of this prize was close on
        £200,000. It is just to Monson to state that he offered Diego
        <span class="tei tei-q">“permission to take out of her whatever
        portion of the freight he could conscientiously claim as his
        own.”</span> This proposal the proud young commander <span class=
        "tei tei-pb" id="page22">[pg 22]</span><a name="Pg022" id="Pg022"
        class="tei tei-anchor"></a>declined. His life afterwards was a series
        of misfortunes. He was thrown into prison for losing the carrack;
        escaped from captivity only to languish an exile in Italy; and at
        last died just as fortune once more seemed to smile upon him by
        offering him a chance in his own king’s service.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the accession
        of James I. a general peace ensued so far as England was concerned.
        All in all, the rest was beneficial to the navy, and many defects
        were remedied and reforms inaugurated. In one of the earliest reports
        presented to the king on the condition of the navy, after enumerating
        certain pressing needs, we find the estimate for its <span class=
        "tei tei-hi"><span style="font-style: italic">annual</span></span>
        expenditure placed at rather less than £21,000—an amount which a
        single ironclad would have swallowed up entirely, and got
        considerably into debt. James caused one fine vessel to be
        constructed, in 1610, in which every improvement known at the time
        was introduced. She was christened the <span class=
        "tei tei-name"><span style="font-style: italic">Prince
        Royal</span></span>. Stow describes her as follows:—<span class=
        "tei tei-q">“This year the king builded a most goodly ship for warre,
        the keel whereof was 114 feet in length, and the cross beam was
        forty-four feet in length; she will carry sixty-four pieces of
        ordnance, and is of the burthen of 1,400 tons. This royal ship is
        double built, and is most sumptuously adorned, within and without,
        with all manner of curious carving, painting, and rich gilding, being
        in all respects the greatest and goodliest ship that ever was builded
        in England; and this glorious ship the king gave to his son Henry,
        Prince of Wales; and the 24th September, the king, the queen, the
        Prince of Wales, the Duke of York, and the Lady Elizabeth, with many
        great lords, went unto Woolwich to see it launched; but because of
        the narrowness of the dock it could not then be launched; whereupon
        the prince came the next morning by three o’clock, and then at the
        launching thereof the prince named it after his own dignity, and
        called it the <span class="tei tei-name"><span style=
        "font-style: italic">Prince</span></span>.”</span> Phineas Pett, one
        of a family of leading naval constructors of those days, was its
        builder. A well-known authority<a id="noteref_4" name="noteref_4"
        href="#note_4"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">4</span></span></a> says,
        <span class="tei tei-q">“Were the absurd profusion of ornament with
        which the <span class="tei tei-name"><span style=
        "font-style: italic">Royal Prince</span></span> is decorated removed,
        its contour or general appearance would not so materially differ from
        the modern vessel of the same size as to render it an uncommon sight,
        or a ship in which mariners would hesitate at proceeding to sea in,
        on account of any glaring defects in its form, that in their opinion
        might render it unsafe to undertake a common voyage in.”</span> A
        very large number of superior vessels were added to the royal navy
        during this epoch, but the commercial marine was in a bad way until
        late in James’s reign. What its conviction was at this time may be
        gathered from the fact that in 1615, half way in the reign, there
        were not more than ten vessels of 200 tons burthen each in the port
        of London. Less than seven years afterwards, such was the
        improvement, that Newcastle alone could boast more than a hundred,
        each of which exceeded that tonnage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">During this
        peaceful epoch Monson had to fulfil an unthankful office as guardian
        of the narrow seas, <span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, the English and Irish
        Channels, and adjacent waters. He had to transport princes and
        ambassadors while war was going on, and as it would seem from a paper
        included in his <span class="tei tei-q">“Tracts,”</span> at his own
        expense. This document runs at a first glimpse very curiously. Take
        one entry, <span class="tei tei-q">“1604, August 4. The constable of
        Castile at his coming over, 200 (followers) 3 (meals).”</span> An
        unconscionable number of followers and very <span class="tei tei-pb"
        id="page23">[pg 23]</span><a name="Pg023" id="Pg023" class=
        "tei tei-anchor"></a>few meals, it would seem, for so many; but it
        doubtless means three meals apiece on the passage from Calais or
        Dunkirk to Dover. The retinue of <span class=
        "tei tei-q">“followers”</span> sometimes aggregated as many as 300.
        During this period, however, Monson made some careful notes on the
        Dutch fisheries, then a most important source of revenue to that
        nation, while ours were almost entirely overlooked. Nine thousand
        Dutch vessels were kept in constant employment by these fisheries, a
        considerable proportion of which were on our own coasts, and
        conducted under our very noses. He was employed at intervals for two
        years in combating similar encroachments on the part of French
        fishermen. <span class="tei tei-q">“The adventurous spirit of the
        age,”</span> says Southey, <span class="tei tei-q">“was averse to an
        employment so tranquil and so near home.”</span> Men would rather
        seek the uttermost parts of the earth in a vain search for wealth
        than settle down to a certain, safe, and profitable employment.
        Monson waxes eloquently indignant on the subject in one of his
        chapters. <span class="tei tei-q">“My meaning is,”</span> he says,
        <span class="tei tei-q">“not to leave our fruitful soil untilled, our
        seas unfrequented, our islands unpeopled, or to seek remote and
        strange countries disinhabited, and uncivil Indians untamed, where
        nothing appears to us but earth, wood, and water, at our first
        arrival; for all other hope must depend on our labour and costly
        expenses, on the adventures of the sea, on the honesty of
        undertakers; and all these at last produce nothing but tobacco<a id=
        "noteref_5" name="noteref_5" href="#note_5"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">5</span></span></a>—a
        new-invented useless weed, as too much use and custom make it
        apparent. * * * * You shall be made to know, that though you be born
        on an island seated in the ocean, frequented by invisible fish,
        swimming from one shore to the other, yet your experience has not
        taught you the benefits and blessings arising from that fish. I doubt
        not but to give you that light therein, that you shall confess
        yourselves blinded, and be willing to blow from you the foul mist
        that has been an impediment to your sight; you shall be awakened from
        your drowsy sleep, and rouse yourselves to follow this best business
        that ever was presented to England, or king thereof; nay, I will be
        bold to say, to any state in the world. I will not except the
        discoveries of the West Indies by Columbus; an act of greatest
        renown, of greatest profit, and that has been of greatest consequence
        to the Spanish nation.”</span> Exaggerated as all this may appear,
        Monson was right in his estimation of the profitable nature of the
        business. At that time the Dutch used to vend their fish in every
        European market, and obtain in exchange the productions of all
        countries. Monson also remarks on the carelessness of the English at
        that time in regard to lobsters, oysters, and lampreys, all of which
        the Dutch obtained from our coasts. In order to encourage the
        fisheries an Act had been passed prohibiting butchers from killing
        meat in Lent, and Monson wished it to be made compulsory on the rural
        population to consume fish. <span class="tei tei-q">“Neither,”</span>
        says he, <span class="tei tei-q">“will it seem a thing unreasonable
        to enjoin every yeoman and farmer within the kingdom to take a barrel
        of fish for their own spending, considering they save the value
        thereof in other victuals; and that it is no more than the fisherman
        will do to them to take off their wheat, malt, butter, and cheese for
        their food to sea.”</span> This agitation did good in calling
        attention to a neglected industry. The great enemies of the fishermen
        then were the pirates who infested the coasts, and who, if they ran
        short of provisions, looked upon them as their natural providers,
        rarely, <span class="tei tei-pb" id="page24">[pg 24]</span><a name=
        "Pg024" id="Pg024" class="tei tei-anchor"></a>if ever, paying for
        what they took. And before passing to other subjects, let us
        accompany Monson—on paper—on a little expedition he took against some
        of the said pirates.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">So considerable an
        amount of alarm had been caused by piratical adventurers on the
        coasts of Scotland, that King James was in 1614 urgently requested to
        send some royal ships there. Sir William Monson and Sir Francis
        Howard were despatched at once, and after calling at Leith to obtain
        information and also the service of pilots, proceeded to the Orkney
        Islands. Touching at Sinclair Castle, the residence of the Earl of
        Caithness, situate on <span class="tei tei-q">“the utmost
        promontory”</span> of Britain, they learned that the accounts had
        been much exaggerated. There were only two known to the Earl, and
        indeed one of them whom Monson took could hardly be deemed such at
        all; he was a common sailor, and when he had found out the nature of
        the service to which he had been engaged, he had abandoned it as soon
        as possible. Clarke, the other adventurer, to whom the title of
        pirate more fairly belonged, had been ashore to the castle a day
        previously, and had been entertained in a friendly way, the fact
        being that the Earl and his tenants were a little afraid of him as an
        ugly customer. Hearing that Sir William was on the coast, he had
        fled: Monson, therefore, finding it useless and needless to remain at
        Caithness, sailed for Orkney, where he left Sir Francis Howard while
        he proceeded to explore the coasts in detail, putting into every
        inlet where it was likely Clarke or other pirates might be hidden. He
        was unsuccessful in his search, and at length decided to make for
        Broad Haven—a noted rendezvous for pirates—partly on account of its
        remoteness and inaccessibility, and partly because one Cormat dwelt
        there, who, with his daughters, entertained these thieving
        adventurers with great cordiality. On the voyage he encountered a
        terrible gale, <span class="tei tei-q">“that it were fit only for a
        poet to describe.”</span> One of his vessels was engulfed in the
        seas, and no traces of it or of its crew remained, while the others
        were dispersed and did not see each other again till all met in
        England. Monson had now alone to beard the lion in his
        den.</p><a name="illo_036.jpg" id="illo_036.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_036.jpg" alt="MONSON AT BROAD HAVEN" title=
          "MONSON AT BROAD HAVEN." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MONSON AT BROAD HAVEN.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Arrived at Broad
        Haven, which he describes as <span class="tei tei-q">“the well-head
        of all pirates,”</span> he made good use of the half-pirate he had
        secured, the only person on board who knew anything of that den of
        sea-thieves. This man, with some others of the crew who had had some
        experience in piratical pursuits before, were sent to Cormat,
        <span class="tei tei-q">“the gentleman of the place,”</span> with a
        well concocted story. Monson was described, for the nonce, as one
        Captain Manwaring, a grand sea-rover, liberal to all he liked, and
        whose ship was full of wealth. <span class="tei tei-q">“To give a
        greater appearance of truth to all this, the crafty messenger used
        the names of several pirates of his acquaintance, and feigned
        messages to the women from their sweethearts, making them believe
        that he had tokens from them on board. The hope of wealth and reward
        set the hearts of the whole family on fire; and the women were so
        overjoyed by the love tales and presents, that no suspicion of deceit
        entered into their minds.”</span> Cormat proffered his services, and
        recounted how many pirates he had assisted, at great peril to
        himself; he further volunteered to send two <span class=
        "tei tei-q">“gentlemen of trust”</span> on board next day, as
        hostages for his sincerity. He recommended that some of them should
        come ashore next day, armed, and kill some of the neighbours’ cattle;
        this was intended doubtless to frighten the poor settlers round, so
        that he himself might derive all the benefit of Manwaring’s visit.
        Next morning the farce began, the first part of the programme being
        followed as Cormat had directed; Captain Chester, with fifty men, was
        despatched ashore by <span class="tei tei-pb" id="page26">[pg
        26]</span><a name="Pg026" id="Pg026" class=
        "tei tei-anchor"></a>Monson; some cattle were killed, and the
        pseudo-pirates, swaggering and rollicking, were invited to Cormat’s
        house, where they received a riotous welcome. Cormat’s two
        ambassadors went on board Monson’s vessel, and delivered a friendly
        message. When they had delivered it, Sir William desired them to
        observe everything around them carefully, and to tell him whether
        they thought that ship and company were pirates. It was idle to
        dissemble any longer, especially as these men could not, if they
        would, betray Sir William’s design. He accordingly reproached them
        for their transgressions, told them to prepare for death, and ordered
        them to be put in irons, taking care that neither boat nor man should
        be allowed to go on shore until he was ready to land. When he at
        length went ashore to visit Cormat, four or five hundred people had
        assembled on the beach to receive the famous <span class=
        "tei tei-q">“Captain Manwaring.”</span> He pretended to be doubtful
        of their intentions, when they redoubled their protestations of
        friendship, three of the principal men running into the water up to
        their arm-pits, striving who should have the honour of carrying him
        ashore. One of these was an Irish merchant, who did a thriving trade
        with the pirates; another was a schoolmaster; and the third was an
        Englishman, who had formerly been a tradesman in London. These gentry
        conducted Sir William to Cormat’s house amidst huzzas and shouts of
        welcome, everybody seeking to ingratiate himself with the supposed
        pirate. <span class="tei tei-q">“ <span class="tei tei-q">‘Happy was
        he,’</span> says Monson, <span class="tei tei-q">‘to whom he would
        lend his ear.’</span> Falling into discourse, one told him they knew
        his friends, and though his name had not discovered it, yet his face
        did show him to be a Manwaring.”</span> In short, they made him
        believe he might command them and their country, and that no man ever
        was so welcome as Captain Manwaring. At the house a scene of revelry
        ensued; the harper played merrily for the company, who danced on the
        floor, which had been newly strewed with rushes for the occasion. The
        women made endless inquiries for their distant lovers, and no
        suspicion seems to have crossed the minds of any in regard to the
        fate of the two ambassadors, who were supposed to be enjoying
        themselves with the sailors on board. In the height of the
        festivities, the Englishman was particularly communicative; showed
        Sir William a pass for the interior which he had obtained by false
        pretences from the sheriff, authorising him to travel from Clare to
        make inquisition for goods supposed to have been lost at sea, and
        which enabled him to journey and sell his plunder without suspicion.
        He even proffered the services of ten mariners who were hiding in the
        neighbourhood, and Monson, of course, pretended heartily to accept
        their services, promising a reward. He asked the man to write them a
        letter, which at once he did as follows:—<span class=
        "tei tei-q">“Honest brother Dick and the rest, we are all made men,
        for valiant Captain Manwaring and all his gallant crew are arrived in
        this place. Make haste, for he flourisheth in wealth, and is most
        kind to all men. Farewell, and once again make haste.”</span> Monson
        took charge of the letter, and would, doubtless, have used it, had
        not the approach of night obliged him to bring about the <span class=
        "tei tei-hi"><span style=
        "font-style: italic">denouement</span></span> of this play. The
        comedy was all at once to change into a tragedy.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In the midst of
        their riotous mirth, he suddenly desired the harper to cease, and in
        serious and solemn tones commanded silence. He told them that,
        hitherto, <span class="tei tei-q">“they had played their part, and he
        had no share in the comedy; but though his was last, and might be
        termed the epilogue, yet it would prove more tragical than
        theirs.”</span> He undeceived them as to his being a pirate, and
        declared his real business was to punish and suppress all such, whom
        his <span class="tei tei-pb" id="page27">[pg 27]</span><a name=
        "Pg027" id="Pg027" class="tei tei-anchor"></a>Majesty did not think
        worthy the name of subjects. <span class="tei tei-q">“There now
        remained nothing but to proceed to their executions, by virtue of his
        commission; for which purpose he had brought a gallows ready framed,
        which he caused to be set up, intending to begin the mournful dance
        with the two men they thought had been merry-making aboard the ship.
        As to the Englishman, he should come next, because being an
        Englishman his offence did surpass the rest. He told the schoolmaster
        he was a fit tutor for the children of the devil, and that as members
        are governed by the head, the way to make his members sound was to
        shorten him by the head, and therefore willed him to admonish his
        scholars from the top of the gallows, which should be a pulpit
        prepared for him. He condemned the merchant as a receiver of stolen
        goods, and worse than the thief himself; reminding him that his time
        was not long, and hoping that he might make his account with God, and
        that he might be found a good merchant and factor to Him, though he
        had been a malefactor to the law.”</span> One can imagine the change
        which came over the assembly; all their high spirits were quenched in
        a minute, while the principals abandoned themselves to despair,
        believing that their hour was at hand. When Sir William left them to
        go aboard, the carpenter was still hammering away at the gallows.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Next morning the
        prisoners were brought out to meet their doom, and were kept waiting
        in an agony of terror, while the people generally were sueing for
        their lives, and promising that they would never assist or connive at
        pirates again. Sir William had never really the intention to hang any
        of them, and <span class="tei tei-q">“after four-and-twenty hours’
        fright in irons he pardoned them;”</span> the Englishman being the
        only one who suffered any actual punishment. He was banished from the
        coast, and the sheriff was admonished to be more careful in granting
        passes for the future.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The very next day,
        while still at Broad Haven, Sir William nearly captured a pirate who
        was entering the harbour, when the latter took alarm at seeing a
        strange vessel, and stood off to sea, where he remained six days in
        foul weather. A day later the pirate anchored at an island near Broad
        Haven, and contrived to forward a letter to Cormat, who having just
        escaped one danger, did not desire to risk his neck again; he
        accordingly showed the letter to Monson. It ran as
        follows:—<span class="tei tei-q">“Dear Friend, I was bearing into
        Broad Haven to give you corn for ballast, but I was frightened by the
        king’s ship I supposed to be there. I pray you send me word what ship
        it is, for we stand in great fear. I pray you, provide me two kine,
        for we are in great want of victuals; whensoever you shall make a
        fire on shore, I will send my boat to you.”</span> This just suited
        Monson, who had a particular aptitude for stratagem. He directed
        Cormat to answer his request in the affirmative. <span class=
        "tei tei-q">“He bid him be confident this ship could not endanger
        him; for she was not the king’s, as he imagined, but one of London
        that came from the Indies with her men sick, and many dead. He
        promised him two oxen and a calf; to observe his directions by making
        a fire; and gave him hope to see him within two nights.”</span> A few
        of the ship’s company, disguised in Irish costumes of the period,
        were sent to accompany the messenger, with instructions to remain in
        ambush. The hungry pirates were keeping a sharp look out for the
        beacon fire, and it was no sooner lighted, than they hastily rowed
        ashore, and received the letter, which gave them great satisfaction.
        Sir William meanwhile was quietly laying plans for their capture.
        Guided by the Irish peasantry, he took a number of his company a
        roundabout trip by land <span class="tei tei-pb" id="page28">[pg
        28]</span><a name="Pg028" id="Pg028" class="tei tei-anchor"></a>and
        water till he brought them suddenly upon the place where the fire was
        made, and the pirates were taken so unawares that they yielded
        without an effort to escape. The whole gang was seized and taken to
        Broad Haven, where the captain was hanged as an example to the rest.
        Monson so completely cleared the coast of pirates, and frightened
        those who had aided them, that on his way home, <span class=
        "tei tei-q">“groping along the coast,”</span> he could not obtain a
        pilot. Monson’s active career, although it extended to the reign of
        Charles I., was now nearly over.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap02" id="chap02" class="tei tei-anchor"></a> <a name=
        "toc7" id="toc7"></a> <a name="pdf8" id="pdf8"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER II.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 144%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 144%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-style: italic">continued</span></span><span style="font-size: 144%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Charles I. and Ship Money—Improvements made by him
        in the Navy—His great Ship, the</span> <span class="tei tei-name"
        style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Royal
        Sovereign</span></span><span style="font-size: 90%">—The Navigation
        Laws of Cromwell—Consequent War with the Dutch—Capture of Grand
        Spanish Prizes—Charles II. seizes 130 Dutch Ships—Van Tromp and the
        Action at Harwich—De Ruyter in the Medway and Thames—Peace—War with
        France—La Hogue—Peter the Great and his Naval Studies—Visit to
        Sardam—Difficulty of remaining</span> <span class="tei tei-hi"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">incognito</span></span><span style="font-size: 90%">—Cooks
          his own Food—His Assiduity and Earnestness—A kind-hearted
          Barbarian—Gives a Grand Banquet and</span> <span class="tei tei-hi"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Fête</span></span><span style=
          "font-size: 90%">—Conveyed to England—His Stay at Evelyn’s
          Place—Studies at Deptford—Visits Palaces and Public Houses—His
          Intemperance—Presents the King a £10,000 Ruby—Engages numbers of
          English Mechanics—Return to Russia—Rapid increase in his
          Navy—Determines to Build St. Petersburg—Arrivals of the First
          Merchantmen—Splendid Treatment of their Captains—Law’s Mississippi
          Scheme and the South Sea Bubble—Two Nations gone Mad—The</span>
          <span class="tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Bubble</span><span style=
          "font-size: 90%">”</span></span> <span style="font-size: 90%">to
          Pay the National Debt—Its one Solitary Ship—Noble and Plebeian
          Stockbrokers—Rise and Fall of the Bubble—Directors made to
          Disgorge.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Charles I., as we
        all know, had a fatal amount of belief in the royal prerogative. One
        of his first acts, after ascending the throne, was to assume the
        direct government of Virginia, and not only to treat the charter of
        the company as annulled, <span class="tei tei-q">“but broadly
        declared that colonies founded by adventurers, or occupied by British
        subjects, were essentially part and parcel of the dominion of the
        mother country.”</span> The Virginia Company vainly complained that
        they had expended a fifth of a million sterling over the undertaking;
        their territory was appropriated to the Crown, as were shortly
        afterwards North and South Carolina, Georgia, Tennessee, and part of
        Louisiana. But these arbitrary acts were as nothing to the ship-money
        tax. There was some precedent for it. <span class="tei tei-q">“The
        ancient princes of England, as they called on the inhabitants of the
        counties near Scotland to arm and array themselves for the defence of
        the border, had sometimes called on the maritime counties to furnish
        ships for the defence of the coast. In the room of ships, money had
        sometimes been accepted. This old practice it was now determined,
        after a long interval, not only to revive but to extend. Former
        princes had raised ship-money only in time of war; it was now exacted
        in a time of profound peace. Former princes, even in the most
        perilous wars, had raised ship-money only along the coasts; it was
        now exacted from the inland shires. Former princes had raised
        ship-money only for the maritime defence of the country; it was now
        exacted, by the admission of the Royalists themselves, with the
        object, not of maintaining a navy, but of furnishing the king with
        supplies which might be increased at his discretion to any amount,
        and expended at his discretion for any purpose.”</span><a id=
        "noteref_6" name="noteref_6" href="#note_6"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">6</span></span></a> The
        resistance which followed, and which <span class="tei tei-pb" id=
        "page29">[pg 29]</span><a name="Pg029" id="Pg029" class=
        "tei tei-anchor"></a>assisted the unfortunate monarch to his
        downfall, is too well known to need recapitulation here. Worthy
        Monson, who, although bluff and hearty enough as a sailor, was
        something of a courtier, defended the levy of the obnoxious tax. But
        then he believed that Charles really wanted the money for the navy
        alone, and for retaliation upon the Dutch, while the nation at large
        had not much faith in their king, or in the alleged purposes for
        which the tax was to be levied. This is not the place for any
        defence, partial or otherwise, of Charles’s policy. He did, however,
        show a considerable amount of energy in his attempts to improve the
        navy, and constructed one vessel, the <span class=
        "tei tei-name"><span style="font-style: italic">Sovereign of the
        Seas</span></span>, or <span class="tei tei-name"><span style=
        "font-style: italic">Royal Sovereign</span></span>, which was in
        every respect an advance on anything built before it. One Thomas
        Heywood wrote a very learned and flowery tract concerning it.
        <span class="tei tei-q">“There is one thing”</span> says he,
        <span class="tei tei-q">“above all things for the world to take
        speciall notice of, that shee is beside tonnage so many tons in
        burden, as their have beene yeares since our blessed Saviour’s
        incarnation, namely, 1637, and not one under or over; a most happy
        omen, which, though it was not the first projected or intended, is
        now by true computation found so to happen.”</span> A description of
        her ornamentation would occupy several pages of this work; gold and
        black were the colours alone employed. She was 232 feet long, had
        three flush decks, besides quarter-deck and raised forecastle.
        <span class="tei tei-q">“Her lower tyre”</span> had thirty ports; her
        middle tier the same; and the third, twenty-six ports for guns. Her
        forecastle, half-deck, stern, and bows were all pierced for heavy
        guns—that is, heavy for those days. On the stern was painted a Latin
        inscription, thus <span class="tei tei-q">“Englisht,”</span> as
        Heywood puts it:—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“He who seas,
            windes, and navies doth protect,</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">Great Charles,
            thy great ship in her course direct!”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">She was built of
        the best oak, and no more seaworthy ship had ever been turned out
        from Woolwich previously. <span class="tei tei-name"><span style=
        "font-style: italic">The Royal Prince</span></span>, built only
        nineteen years before, seems to have been a mere holiday ship, and
        was at the above-mentioned date laid up; the <span class=
        "tei tei-name"><span style="font-style: italic">Royal
        Sovereign</span></span> was in active service for nearly sixty years,
        and would have been rebuilt but for an untoward accident. The history
        and fate of this fine ship are thus briefly described by a descendant
        of the architect, Phineas Pett, writing in January, 1696:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The <span class="tei tei-name"><span style=
        "font-style: italic">Royal Sovereign</span></span> was the first
        great ship that was ever built in England; she was then designed only
        for splendour and magnificence, and was in some measure the occasion
        of those loud complaints against ship-money in the reign of Charles
        I.; but being taken down a deck lower, she became one of the best
        men-of-war in the world, and so formidable to her enemies that none
        of the most daring among them would willingly lie by her side. She
        had been in almost all the great engagements that had been fought
        between France and Holland; and in the last fight between the English
        and the French, encountering the <span class=
        "tei tei-name"><span style="font-style: italic">Wonder of the
        World</span></span>, she so warmly plied the French Admiral, that she
        forced him out of his three-decked wooden castle, and chasing the
        <span class="tei tei-name"><span style="font-style: italic">Royal
        Sun</span></span> before her, forced her to fly for shelter among the
        rocks, where she became a prey to lesser vessels, that reduced her to
        ashes. At length, leaky and defective herself with age, she was laid
        up at Chatham to be rebuilt; but being set on fire by negligence, she
        was, on the 27th of this month, devoured by the element which so long
        and so often before she had imperiously made use of as the instrument
        of destruction to others.”</span></p><span class="tei tei-pb" id=
        "page30">[pg 30]</span><a name="Pg030" id="Pg030" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Charles, in spite
        of his troubles, either rebuilt or added eighteen vessels to the
        Royal Navy, leaving it not merely numerically stronger, but improved
        in all other particulars. The immense square sterns and full bows
        originally copied from the Dutch (who built their ships apparently on
        their own model) gave place to more shapely sterns and sharper bows.
        Extremely high poops and forecastles—copied, one would think, from
        the Chinese—were abandoned as increasing the dangers of seamanship.
        Tonnage and number of guns were largely increased. A <span class=
        "tei tei-q">“first rate”</span> advanced from fifty to sixty, and
        afterwards to a hundred guns.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Holland, during
        the reigns of James I. and Charles I., had been carrying off all the
        commercial honours from England, and it was becoming evident that
        prohibitory laws were needed to stop their triumphant progress on the
        sea. In 1646, and again in 1650, two Acts were passed, both having
        the same tendency, to prevent foreign ships trading with England’s
        new plantations in Virginia, Bermuda, Barbadoes, <span class=
        "tei tei-q">“and other places in America.”</span><a id="noteref_7"
        name="noteref_7" href="#note_7"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">7</span></span></a> On the
        9th of October, 1651, the celebrated Navigation Act of Cromwell came
        into operation. There were no half measures in that Act. It declared
        that no goods or commodities whatever of the growth, production, or
        manufacture of Asia, Africa, or America, should be imported either
        into Great Britain or Ireland, or any of the colonies, except in
        <span class="tei tei-hi"><span style=
        "font-style: italic">British-built ships, owned by British subjects,
        and of which the master and three-fourths of the crew belonged to
        that country</span></span>. This, literally translated, meant that
        England wanted the carrying trade of everything that concerned her
        own well being. The next enactment went further. It provided that no
        goods of the growth, production, or manufacture of any country in
        Europe should be imported into Great Britain except in British ships,
        owned and navigated by British subjects, <span class=
        "tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">or in such ships as were the real property of
        the people of the country or place in which the goods were produced,
        or from which they could only be, or most usually were,
        exported</span></span>.”</span> This provision was aimed at the
        Dutch; they had little to export. But unless one can understand the
        long-stifled animosity and jealousy felt in England regarding their
        commercial supremacy on the seas, and as regards the carrying trade,
        he can hardly understand why laws, which would nowadays be considered
        ridiculous and unjust, were so popular then. So strong had these
        feelings become, that when the Dutch despatched an embassy to England
        for the purpose of obtaining a revocation of the navigation laws, its
        members had to be guarded from the violence of the mob.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">England had now
        unmistakably asserted her right to carry on her own over-sea trade in
        her own ships, and to enter the lists with any other nation as
        regards foreign trade. This action was a defiance hurled at Holland,
        and after a little manœuvring ended inevitably in war. A few facts
        only regarding that war may be permitted here. The Dutch were at
        first, and indeed for the most part, the sufferers. Within a month of
        its declaration, Blake captured 100 of their herring boats, and
        twelve of their frigates, sinking a thirteenth. In 1652-3 there were
        five actions. In the first Blake was successful; in the second he was
        thoroughly beaten by Martin Tromp (father of the Tromp best known in
        history). The third, early in 1653, resulted in a victory for the
        English, the Dutch losing 300 merchantmen they had captured not long
        before; the fourth was a decided victory for England, and the
        <span class="tei tei-pb" id="page31">[pg 31]</span><a name="Pg031"
        id="Pg031" class="tei tei-anchor"></a>fifth was an indecisive action.
        The English, however, took possession of the Channel, and scarcely a
        day passed without Dutch prizes being brought into English ports.
        Many of the Dutch ships, returning from distant parts of the world,
        rounded Scotland, rather than pass up the Channel. On the fifth of
        April, 1654, a treaty of peace was concluded; Cromwell requiring,
        before it was signed, an admission of the English sovereignty of the
        seas, and the Dutch consenting to strike their flag to the ships of
        the Commonwealth.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the
        greatest maritime successes of the Protector’s time was the capture
        of Spanish galleons worth, with their freight, £600,000. The fleet
        had been lying idly off Cadiz endeavouring to provoke the Spanish
        squadron to an engagement, or trusting to intercept their returning
        treasure ships. Captain Stayner in the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Speaker</span></span>, accompanied by the
        <span class="tei tei-name"><span style=
        "font-style: italic">Bridgewater</span></span> and <span class=
        "tei tei-name"><span style=
        "font-style: italic">Plymouth</span></span>, left the English fleet
        temporarily with the intention of taking water on board in a
        neighbouring bay. On his course he luckily fell in with eight
        galleons from America. Such an opportunity warmed up the hitherto
        drooping spirits of the English sailors, and they fought with fury.
        In a few hours one of the galleons was sunk, a second burned, two
        ashore, and four taken prizes. They were loaded with plate, ore, and
        money. When the treasure reached London it was placed in open carts
        and ammunition wagons, and carried in triumph through the streets to
        the Tower, with a guard of only <span class="tei tei-hi"><span style=
        "font-style: italic">ten</span></span> soldiers. This rather
        ostentatious display of confidence in the people proved an excellent
        move for Cromwell; nothing added more to his popularity among the
        lower classes. The Earl of Montague, who convoyed it home, but who in
        reality had nothing to do with its capture, was the subject of
        universal panegyrics and parliamentary thanks.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">If Charles II.
        could have reversed any of Cromwell’s legislative measures, he and
        his court would most assuredly have done so. But they were simply
        modified, and not to the advantage of the Dutch, who were very much
        irritated, but attempted to gain time. Charles, however, without
        waiting for a formal declaration of hostilities, seized 130 of their
        ships laden with wine and brandy, homeward bound from Bordeaux, which
        were taken into English ports, and condemned as lawful prizes,
        although such an act could not be justified by any law of nations.
        War was again declared in 1665, and an action occurred off Harwich,
        in which the celebrated Van Tromp was engaged. The Dutch lost
        nineteen ships, burnt or sunk, with probably 6,000 men; the English
        lost only four vessels, and about 1,500 men. Then came a coalition
        between the French and Dutch, and the great battle of June 1st, 1666,
        in which England lost two admirals, and twenty-three great ships,
        besides smaller vessels, 6,000 men, and 2,600 prisoners; and the
        Dutch four admirals, six ships, and 2,800 soldiers. The Dutch could
        fairly claim the victory here, but less than eight weeks later, July
        24th, were thoroughly beaten, De Ruyter being driven into port, and a
        large number of merchant ships and two men-of-war being taken
        immediately afterwards. While negotiations were going on for peace
        next year, the Dutch, believing Charles to be trifling, despatched De
        Ruyter to the Thames. All London was in a panic. A strong chain had
        been thrown across the Medway, but the Dutch, with favourable wind
        and strong tide, broke through it, destroyed the fortifications of
        Sheerness, burnt royal and merchant ships, and pushed up the river as
        far as Upnor Castle, near Chatham. It was even feared that the fleet
        would sail up to London Bridge, and to prevent it, thirteen ships
        were sunk in the river at Woolwich, and four at Blackwall. Numerous
        platforms furnished with artillery were <span class="tei tei-pb" id=
        "page32">[pg 32]</span><a name="Pg032" id="Pg032" class=
        "tei tei-anchor"></a>hastily prepared at various points. After
        committing all the damage that he could in the Thames, De Ruyter
        sailed for Portsmouth, intending to cause similar havoc, but finding
        the fleet well prepared, he passed down the Channel and captured
        several vessels at Torbay. Thence turning back, he hovered about
        hither and thither, keeping the coast in continual alarm until the
        treaty of peace was signed in the following summer. By its provisions
        each nation retained the goods and prizes it had captured, while all
        ships of war and merchant vessels belonging to the United Provinces
        meeting our men-of-war in British waters, were required to
        <span class="tei tei-q">“strike the flag and lower the sail as had
        been formerly practised.”</span> From this date the merchant navy of
        England steadily increased, and London became that which Amsterdam
        had been, the mart of nations, the chief emporium of the commercial
        world. In spite of De Ruyter, England had therefore greatly gained by
        this war.</p><a name="illo_043.png" id="illo_043.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_043.png" alt="DE RUYTER ON THE MEDWAY" title=
          "DE RUYTER ON THE MEDWAY." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            DE RUYTER ON THE MEDWAY.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now France
        sought to pluck from England the laurels she had won from the Dutch.
        Her naval force had become formidable, and augmented by privateers,
        played havoc with our merchant vessels. By the destruction or capture
        of nearly the whole of our Smyrna fleet, with two English ships of
        war convoying them, and other captures, it was estimated that the
        loss to England was a million sterling. But May 12th, 1692, brought
        its revenge. On that day the memorable battle of La Hogue was fought,
        and the French lost nearly the whole of their navy to
        us.</p><span class="tei tei-pb" id="page33">[pg 33]</span><a name=
        "Pg033" id="Pg033" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">From 1688 to the
        death of Queen Anne, the trade of the American plantations had
        steadily and rapidly increased, till at the latter date it employed
        500 vessels, a large proportion of which were engaged in the slave
        trade from Africa. It started as a monopoly in the hands of the
        African Company, incorporated at first under Act of Parliament as
        traders in gold and ivory, but soon developing into traffickers in
        human flesh. In 1698 an Act of Parliament gave permission to all the
        king’s subjects, whether of England or America, to trade to Africa on
        payment of a certain percentage to the company on all goods exported
        or imported, negro slaves being, nevertheless, exempted from this
        tax. How great this inhuman and nefarious trade had developed may be
        gathered from the fact that the French, <span class=
        "tei tei-hi"><span style="font-style: italic">in one
        year</span></span>, and to supply <span class=
        "tei tei-hi"><span style="font-style: italic">one</span></span>
        island, that of St. Domingo, transported 20,000 slaves from
        Africa.</p><a name="illo_044.png" id="illo_044.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_044.png" alt="PETER THE GREAT" title=
          "PETER THE GREAT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            PETER THE GREAT.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Passing rapidly
        over the pages of history, we come to an important epoch in the
        progress of merchant shipping, when the trade to Russia was
        practically thrown open to our merchants by an Act <span class=
        "tei tei-q">“entitling any person to admission to the Russia Company
        upon payment of an entrance fee of five pounds.”</span> It was about
        this time that the Czar abdicated temporarily, and made a voyage to
        Holland and England, travelling <span class="tei tei-hi"><span style=
        "font-style: italic">incognito</span></span>, or as much so as he
        could. Many popular accounts of Peter the Great’s stay in these two
        countries are so full of errors that the present writer may be
        permitted to give, moderately in <span class="tei tei-pb" id=
        "page34">[pg 34]</span><a name="Pg034" id="Pg034" class=
        "tei tei-anchor"></a>detail, some account of them, derived from the
        best authorities.<a id="noteref_8" name="noteref_8" href=
        "#note_8"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">8</span></span></a> They have
        a distinct bearing on our subject, not merely because one of Peter’s
        leading objects was the study of ship-building and maritime affairs,
        but because his studies led to an immense increase in Russia’s naval
        power. Previously, in fact, she could hardly be said to have had any
        at all.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In many published
        accounts the Czar is represented as a mere youth at the period of his
        visit to the dockyards of Holland and England. The fact is that he
        was twenty-five years of age, and had already served in two
        campaigns. Indeed, it may be said that the latter campaign, in which
        he conquered Azoff, partly by the assistance of foreigners and ships
        built by foreigners, was the means of opening his eyes to the
        superiority of the Western Europeans over his own barbarous subjects.
        Resolute, ambitious, and intelligent, he determined that his people
        should not remain half savages. Influenced by such motives, he
        dispatched, in 1697, sixty young Russians, selected out of the army,
        to Venice and Leghorn, under orders to make themselves instructed in
        everything pertaining to the arts of ship-building and navigation;
        forty more were sent to Holland for the same purpose, and his own
        voyage had largely the same object. <span class="tei tei-q">“It was a
        thing,”</span> says Voltaire, <span class="tei tei-q">“<a name=
        "corr034" id="corr034" class="tei tei-anchor"></a><span class=
        "tei tei-corr">unparalleled</span> in history, either ancient or
        modern, for a sovereign of five-and-twenty years of age to withdraw
        from his kingdom for the sole purpose of learning the art of
        government.”</span> It happened that Peter was not as yet represented
        at any of the foreign courts, and he therefore appointed an embassy
        extraordinary to proceed, in the first instance, to the
        States-General of Holland, while he would accompany it simply in the
        character of an <span class="tei tei-hi"><span style=
        "font-style: italic">attaché</span></span>. The three ambassadors
        were General Le Fort, a native of Geneva, who had been of immense
        service to the Czar, and was now his confidential friend; Alexis
        Golowin, Governor of Siberia; and Voristzin, Secretary of State for
        Foreign Affairs. With secretaries, attachés, pages, and guards, the
        retinue numbered 200 persons. Their passage through Germany was a
        grand carouse, and the hard drinking for which the Russians are still
        noted, was very much observed. At one of these bacchanalian
        debauches, the Czar, who was a hot-headed man, took such violent
        offence at something said by Le Fort, that he drew his sword and
        ordered him to defend himself. <span class="tei tei-q">“Far be it
        from me,”</span> said Le Fort; <span class="tei tei-q">“rather let me
        perish by the hand of my master.”</span> Peter had raised his arm,
        but one of the retinue dared to interfere, and caught hold of it.
        Peter’s anger was of short duration; he displayed, says Voltaire,
        <span class="tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">autant de regret de cet emportement passager
        qu’Alexandre en eut du meurtre de Clitus</span></span>,”</span> and
        immediately asked Le Fort’s pardon, saying, <span class=
        "tei tei-q">“that his great desire was to reform his subjects, but he
        was ashamed to say he had not yet been able to reform
        himself.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Having reached
        Emmerich, the impetuous and youthful monarch left the embassy, and
        proceeded in a boat down the Rhine, not halting till he reached
        Amsterdam, <span class="tei tei-q">“through which,”</span> says one
        authority, <span class="tei tei-q">“he flew like lightning, and never
        once stopped till he arrived at Zardam,<a id="noteref_9" name=
        "noteref_9" href="#note_9"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">9</span></span></a> fifteen
        days before the embassy reached Amsterdam.”</span> One of his small
        party <span class="tei tei-pb" id="page35">[pg 35]</span><a name=
        "Pg035" id="Pg035" class="tei tei-anchor"></a>in the boat happened to
        recognize a man there who was fishing in a boat, as one Kist, who had
        worked for some time in Russia. He was called to them, and his
        astonishment may be conceived at seeing the Czar of all the Russias
        in a little boat, dressed like a Dutch skipper, in a red jacket and
        white trousers. Peter told Kist that he should like to lodge with
        him; the poor man did not know what to do, but finding the Czar in
        earnest procured him a cottage behind his own, consisting of two
        small rooms and a loft. Kist was instructed not to let any one know
        who the new lodger was. A crowd collected to stare at the strangers;
        and to the questions put to them, Peter used to answer in Dutch that
        they were all carpenters and labourers hard up for a job. But the
        crowd did not believe it, for the dresses of some of his companions
        belied the statement. The Czar, shortly after arriving at Zardam,
        paid visits to a number of the families of Dutch seamen and
        carpenters whom he was employing at Archangel and elsewhere,
        representing himself as a brother workman. Among others he called
        upon a poor widow, whose deceased husband had once been a skipper in
        his employ, and to whom he had some time before sent a present of 500
        guilders. The poor woman begged him to tell the Czar how <span class=
        "tei tei-q">“she never could be sufficiently thankful”</span> for his
        great kindness, little dreaming that the rough-looking young man
        before her was that monarch. He assured her that the Czar should most
        certainly be acquainted with her message. Peter proceeded to purchase
        a quantity of carpenter’s tools, and his companions were ordered to
        clothe themselves in the common garb worn in the dockyards.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Next day was
        Sunday, and it became evident that some one had let the cat more or
        less out of the bag, for crowds of sailors and dock-hands assembled
        before Peter’s lodgings, which annoyed him terribly. But the fact is
        that a Dutch resident of Archangel had written home to his friends,
        informing them of the projected voyage, and enclosing a portrait and
        description of the Czar. Among the crowd a garrulous barber, who
        believed he had recognised him, shouted out, <span class=
        "tei tei-q">“Dat is der Tzar!”</span> and all poor Peter’s little
        stratagems could not save him from the curiosity of the populace. A
        Hollander has left a description of him, which would indicate that he
        was too noticeable to be mistaken by any who had once seen him. He
        was very tall and robust, quick and nimble of foot, and dexterous and
        rapid in all his actions; his face was plump and round, fierce in his
        look, with brown eyebrows, and short curling hair of a brownish
        colour. His gait was quick, and he had a habit of swinging his arms
        violently, while he always carried a cane, which he occasionally used
        very freely over the shoulders of those who had offended him.
        <span class="tei tei-q">“His extraordinary rapidity of movement in
        landing or embarking used to astonish and amuse the Dutch, who had
        never before witnessed such <span class="tei tei-q">‘<span class=
        "tei tei-hi"><span style="font-style: italic">loopen, springen, en
        klauteren over der
        schepen</span></span>.’</span> ”</span></p><a name="illo_047.jpg" id=
        "illo_047.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_047.jpg" alt=
          "THE IMPERIAL WORKMAN RECEIVING A DEPUTATION" title=
          "THE IMPERIAL WORKMAN RECEIVING A DEPUTATION." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE IMPERIAL WORKMAN RECEIVING A DEPUTATION.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When the embassy
        entered Amsterdam formally, Peter took part in the procession, but
        only as a private gentleman in one of the last carriages, and he was
        not recognised. But little of his time was given to the ambassadors;
        it was almost entirely spent in the docks, among shipbuilders, and on
        the shipping, and in sailing about the Zuyder Zee and elsewhere,
        where he was accustomed to carry so much sail on his little boat as
        to alarm his companions for his safety. <span class="tei tei-q">“His
        first exploit in the dockyard of Mynheer Calf, a wealthy merchant and
        shipbuilder, with whom he was prevailed on to lodge, after quitting
        his first cabin, was to purchase a small yacht, and to fit her with a
        new bowsprit, made <span class="tei tei-pb" id="page37">[pg
        37]</span><a name="Pg037" id="Pg037" class=
        "tei tei-anchor"></a>entirely with his own hands, to the astonishment
        of all the shipwrights; they could not conceive how a person of his
        high rank could submit to work till the sweat ran down his face, or
        where he could have learned to handle the tools so
        dexterously.”</span> While in the dockyard he was entered in the
        books as a ship-carpenter, and conformed in every way to its
        regulations. He was known among the workman as Pieter Zimmerman,
        sometimes as Pieter Bass, or Master Peter. Dutch authorities speak of
        his simple habits; he was an early riser, lighted his own fire, and
        frequently cooked his own food while living in the cottage. When any
        one wished to speak to him, <span class="tei tei-q">“he would go with
        his adze in his hand, and sit down on a rough log of timber for a
        short time, but seemed always anxious to resume and finish the work
        on which he had been employed.”</span> An English nobleman visited
        the yard, and asked the superintendent to point out the Czar to him
        unnoticed. This was done, and the superintendent, seeing that the
        Czar was resting for a moment, called out to him, <span class=
        "tei tei-q">“Pieter Zimmerman, why don’t you assist those
        men?”</span> Peter immediately got up and helped to shoulder the
        heavy log they were carrying. He would lend a helping hand at
        everything connected with ships, even rope and sail making, and
        smith’s work. Once, at Müller’s manufactory, at Istia, he forged
        several bars of iron, and put his own mark on them, making his
        companions blow the bellows and fetch the coals. The Czar insisted
        upon receiving the same payment as the other workmen, and bought a
        pair of shoes with the money, remarking <span class="tei tei-q">“I
        have earned them well, by the sweat of my brow, with hammer and
        anvil.”</span> Peter finished his labours at ship-carpentering by
        assisting to put together a yacht, which, at the suggestion of one of
        the burgomasters, was to be presented to him as a <span class=
        "tei tei-hi"><span style="font-style: italic">souvenir</span></span>
        of his visit to Holland. He <span class="tei tei-pb" id="page38">[pg
        38]</span><a name="Pg038" id="Pg038" class=
        "tei tei-anchor"></a>worked at it every day till it was finished,
        when he christened it the <span class="tei tei-name"><span style=
        "font-style: italic">Amsterdam</span></span>. His numerous
        investigations into science included surgery, and he carried his
        instruments about with him, ever ready to pull a tooth, or bleed, or
        even tap a patient for the dropsy. In short, his desire for practical
        knowledge was insatiable. Ten times a day, while accompanying his
        friend Calf and others about the ships, and yards, and factories, and
        mills, he would ask, <span class="tei tei-q">“Wat is dat?”</span> and
        being told, would answer, <span class="tei tei-q">“Dat wil ik
        zien,”</span>—<span class="tei tei-q">“I shall see that.”</span> His
        companions were not half so earnest as their master, and after awhile
        they hired a large house, kept a professed cook, and enjoyed
        themselves in idleness.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While in Holland,
        the news arrived of a Russian victory over the Turks and Tartars, and
        the imperial workman received the congratulations of the Emperor of
        Germany, the Kings of Sweden, Denmark, and other countries. He
        celebrated the event by giving a grand entertainment to the principal
        officials and merchants of Amsterdam, their wives and daughters.
        <span class="tei tei-q">“The sumptuous dinner was accompanied and
        followed by a band of music, and in the evening were plays, dancing,
        masquerades, illuminations, and fireworks. His respectable friend,
        Witsen, told him that he had entertained his countrymen like an
        emperor.”</span> And now, after nine months’ hard work at Zardam, he
        had an interview with King William at the Hague, who arranged to
        transport him and his suite in one of the royal yachts, accompanied
        by two men-of-war.</p><a name="illo_048.png" id="illo_048.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_048.png" alt="OLD DOCKYARD AT DEPTFORD"
          title="OLD DOCKYARD AT DEPTFORD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            OLD DOCKYARD AT DEPTFORD.
          </div>
        </div><a name="illo_050.png" id="illo_050.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_050.png" alt="SAYE’S COURT, DEPTFORD" title=
          "SAYE’S COURT, DEPTFORD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SAYE’S COURT, DEPTFORD.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">No secret was made
        of the Czar’s rank in London, although he tried to live as privately
        as possible. He was placed under the special charge of the Marquis of
        Carmarthen, and a great intimacy sprang up between them. A large
        house was hired for him and his suite at the bottom of York
        Buildings, where the marquis and he used to spend their evenings
        together frequently in drinking <span class="tei tei-q">“hot pepper
        and brandy.”</span> But then a pint of brandy and a bottle of sherry
        was nothing uncommon as a morning draught for the Czar. After seeing
        all the sights of London, he paid visits to Chatham, Portsmouth, and
        elsewhere, but the larger part of his time was spent at Deptford,
        where he repaired to investigate and learn the higher branches of
        naval architecture and navigation. There is little or no evidence,
        popular tradition to the contrary notwithstanding, that he ever
        worked as a shipwright there,<a id="noteref_10" name="noteref_10"
        href="#note_10"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">10</span></span></a> or
        engaged in more laborious employment than rowing, or in sailing
        yachts and boats about the Thames. The writer has before him now one
        of the conventional pictures of <span class="tei tei-q">“Peter at
        Deptford.”</span> It represents a smooth-faced youth of feminine
        appearance, and about sixteen years old at most, vigorously engaged,
        apparently, in doing damage to a ship’s bulwarks with a gigantic
        hammer and formidable spike. The fact is that Peter was in his
        twenty-sixth year, had been the ruler of a great empire for several
        years, and was beyond his years in acquirements and earnestness; a
        man of strong passions, and sadly given to drink. Peter was glad to
        get out of town. Crowds gave him an amount of annoyance that was
        inexplicable to a Londoner; and he avoided, as much as he could,
        balls and assemblies and public gatherings for the same reason. Nor
        could he have desired a more pleasant and suitable place than that
        which was provided for him, the <span class="tei tei-pb" id=
        "page39">[pg 39]</span><a name="Pg039" id="Pg039" class=
        "tei tei-anchor"></a>celebrated Saye’s Court, Evelyn’s charming house
        and grounds<a id="noteref_11" name="noteref_11" href=
        "#note_11"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">11</span></span></a> close to
        Deptford Dockyard, which had just become vacant by the removal of
        Admiral Benbow, who had been its tenant. A special doorway was broken
        through the boundary wall of the dockyard to facilitate communication
        for the Czar. Benbow had given poor Evelyn much dissatisfaction, but
        the new occupant was rather worse. His servant wrote to him,
        <span class="tei tei-q">“There is a house full of people, right
        nasty. The Tzar lies next your study, and dines in the parlour next
        your study. He dines at ten o’clock, and six at night; is very seldom
        at home a whole night; very often in the king’s yard, or by water,
        dressed in several dresses. The king is expected there this day; the
        best parlour is pretty clean for him to be entertained in. The king
        pays for all he has.”</span> But, alas for poor Evelyn’s hedges! The
        Czar, by way of exercise, and to prove his strength, used to trundle
        a wheel-barrow, full tilt, through a favourite holly-hedge,
        <span class="tei tei-q">“which,”</span> says Evelyn, <span class=
        "tei tei-q">“I can still show in my ruined gardens at Saye’s Court
        (thanks to the Tzar of Muscovy).”</span> The Czar employed his days
        in acquiring information on all branches of naval architecture, and
        in sailing about the river with <span class="tei tei-pb" id=
        "page40">[pg 40]</span><a name="Pg040" id="Pg040" class=
        "tei tei-anchor"></a>Carmarthen and Sir Anthony Deane, commissioner
        of the navy. <span class="tei tei-q">“The Navy Board received
        directions from the Admiralty to hire two vessels to be at the
        command of the Tzar whenever he should think proper to sail on the
        Thames,”</span> and the king made him a present of a small vessel,
        the <span class="tei tei-name"><span style="font-style: italic">Royal
        Transport</span></span>, giving orders to have such alterations and
        accommodations made in her as the Czar might desire. <span class=
        "tei tei-q">“But his great delight was to get into a small-decked
        boat, belonging to the dockyard, and taking only Menzikoff, and three
        or four others of his suite, to work the vessel with them, he being
        the helmsman; by this practice he said he should be able to teach
        them how to command ships when they got home. Having finished their
        day’s work, they used to resort to a public house in Great Tower
        Street, close to Tower Hill, to smoke their pipes, and drink beer and
        brandy. The landlord had the Tzar of Muscovy’s head painted and put
        up for his sign.”</span> The original sign remained till 1808.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Greenwich Hospital
        surprised him, and King William, having one day asked him how he
        liked his hospital for decayed seamen, Peter answered simply,
        <span class="tei tei-q">“If I were the adviser of your Majesty, I
        should counsel you to remove your court to Greenwich, and convert St.
        James’s into a hospital.”</span> In the first week of March a sham
        naval fight was organised near Spithead, for his amusement, eleven
        ships being engaged. The <span class="tei tei-hi"><span style=
        "font-style: italic">Postman</span></span>, a journal of the period,
        says, <span class="tei tei-q">“The representation of a sea engagement
        was excellently performed before the Tzar of Muscovy, and continued a
        considerable time, each ship having twelve pounds of powder allowed;
        but all the bullets were locked up in the hold, for fear the soldiers
        should mistake.”</span> The enterprising journal did not, probably,
        send down a special representative, as would any leading paper of
        to-day, and the small quantity of powder allowed must be a mistake.
        The Czar was greatly pleased with the performance, and told Admiral
        Mitchell, who arranged the performance, that <span class=
        "tei tei-q">“he considered the condition of an English admiral
        happier than that of a Tzar of Russia.”</span> On their way home from
        Portsmouth, the Russian party, twenty-one in all, stopped a night at
        Godalming. The sea air had done so much good to their appetites that
        at dinner they managed to get through an entire sheep, three quarters
        of lamb, five ribs of beef, weighing three stone, a shoulder and loin
        of veal, eight fowls, eight rabbits, two dozen and a half of sack,
        and one dozen of claret. Their light breakfast consisted of half a
        sheep, a quarter of lamb, ten pullets, twelve chickens, seven dozen
        eggs, salad <span class="tei tei-q">“in proportion,”</span> three
        quarts of brandy, and six quarts of mulled wine.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When residing at
        Deptford, he made the acquaintance of the celebrated Dr. Halley,
        <span class="tei tei-q">“to whom he communicated his plan of building
        a fleet, and in general of introducing the arts and sciences into his
        country,”</span> and asked his opinions and advice on various
        subjects. The doctor spoke German fluently, and the Tzar was so much
        pleased with the philosopher’s conversation and remarks that he had
        him frequently to dine with him; and in his company he visited the
        Royal Observatory in Greenwich Park. An important concession was made
        by him to some leading merchants, through the influence of the
        Marquis of Carmarthen. Tobacco had been so highly taxed that none but
        the wealthy Russians could afford it. The Czar agreed that on paying
        him down £12,000 (some accounts say £15,000) it should go in duty
        free. He stipulated that his friend Carmarthen should receive five
        shillings for every hogshead so admitted. Peter stuck to his friends,
        and <span class="tei tei-pb" id="page41">[pg 41]</span><a name=
        "Pg041" id="Pg041" class="tei tei-anchor"></a>his kindheartedness in
        general does much to obliterate the memory of some traits of
        character which are not to his credit. On leaving England, he
        <span class="tei tei-q">“gave the king’s servants, at his departure,
        one hundred and twenty guineas, which was more than they deserved,
        they being very rude to him,”</span> says one plain-speaking
        historian. To the king he presented a rough ruby which the jewellers
        of Amsterdam had valued at £10,000 sterling. Peter carried this gem
        to King William in his waistcoat pocket, wrapped up in a piece of
        brown paper. The king had treated him in a royal fashion, so far as
        Peter would allow him, and before he departed induced him to sit to
        Sir Godfrey Kneller for his portrait, which is now at Windsor. Four
        yachts and two ships of the Royal Navy were placed at his disposal
        when he departed once more for Holland. Peter took with him to Russia
        three English captains who had served in the Royal Navy, twenty-five
        captains of the merchant service, thirty pilots, thirty surgeons, two
        hundred gunners, and a number of mechanics and smiths, making a total
        of little less than five hundred persons, all natives of Great
        Britain. A letter from one of them to a relative in England shows how
        much Peter did, almost immediately on his return to Russia, in the
        interests of his navy. He had already thirty-six ships of war:
        twenty, ranging from thirty to sixty guns each, were to be launched
        the following spring; eighteen galleys were being constructed by
        Italian workmen, and one hundred smaller vessels were on the stocks.
        The forests of masts he had seen at London and Amsterdam had fired
        his ambition, and we now find him not merely determined to have a
        navy, but a port of the first class. Hence St. Petersburg.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Passing over
        events in the history of Peter the Great not bearing on maritime
        subjects, we learn that <span class="tei tei-q">“Five months had
        scarcely elapsed from laying the first stone of St. Petersburg, when
        a report was brought to the Tzar that a large ship, under Dutch
        colours, was standing into the river. It may be supposed this was a
        joyful piece of intelligence for the founder. It was nothing short of
        realising the wish nearest his heart: to open the Baltic for the
        nations of Europe to trade with his dominions, it constituted them
        his neighbours; and he at once anticipated the day when his ships
        would beat the Swedish navy, and drive them from a sea on which they
        had long ridden triumphant with undivided sway. When Peter was
        employed in building his fleet at Voronitz, Patrick Gordon one day
        asked him, <span class="tei tei-q">‘Of what use do you expect all the
        vessels you are building to be, seeing you have no seaports?’</span>
        <span class="tei tei-q">‘My vessels shall make ports for
        themselves,’</span> replied Peter, in a determined tone; a
        declaration which was now on the eve of being
        accomplished.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“No sooner was the communication made, than the Tzar,
        with his usual rapidity, set off to meet this welcome stranger. The
        skipper was invited to the house of Menzikoff: he sat down at table,
        and to his great astonishment, found that he was placed next the
        Tzar, and had actually been served by him. But not less astonished
        and delighted was Peter on learning that the ship belonged to, and
        had been freighted by his old Zaardam friend, with whom he had
        resided, Cornelius Calf. Permission was immediately given to the
        skipper to land his cargo, consisting of salt, wine, and other
        articles of provisions, free of all duties. Nothing could be more
        acceptable to the inhabitants of the new city than this cargo, the
        whole of which was purchased by Peter, Menzikoff, and the
        <span class="tei tei-pb" id="page42">[pg 42]</span><a name="Pg042"
        id="Pg042" class="tei tei-anchor"></a>several officers, so that Auke
        Wybes, the skipper, made a most profitable adventure. On his
        departure he received a present of five hundred ducats, and each man
        of the crew, one hundred rix-dollars, as a premium for the first ship
        that had entered the port of St. Petersburg.”</span><a id=
        "noteref_12" name="noteref_12" href="#note_12"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">12</span></span></a> The
        second ship to arrive was also Dutch; the third was an English
        vessel; both received the same premium. The rapidity with which the
        swampy banks of the Neva were covered with wharfs and buildings has
        been almost unexampled in history. Peter had Amsterdam in his eye
        when he laid out St. Petersburg, and he had secured the services of a
        number of Dutch ship-builders and masons, architects, and surveyors
        well versed in making solid foundations on swampy land.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now, while
        England was distracted by the civil war of the first Pretender, and
        by the rupture with Charles XII. of Sweden, she had much trouble with
        the Barbary pirates, who, in the West Indies in particular,
        constantly harassed her shipping interests. So great a nuisance had
        these <span class="tei tei-q">“water-rats”</span> become that £100
        head-money was offered for every captain, £40 for any rank from a
        lieutenant to a gunner, and £20 for every pirate seaman. Any private
        who delivered up his commander was entitled to £200 on the conviction
        of the latter. But there were also at that period <span class=
        "tei tei-q">“land-rats”</span> at home, as bad as any pirate, preying
        on the public purse. This was the epoch when Hamlet’s words
        <span class="tei tei-q">“they’re all mad there,”</span> might almost
        have been said of England, and with even greater truth of our
        neighbours across the Channel. Two extraordinary schemes, one of
        which was to make France the richest of commercial nations, and the
        second of which was to pay the national debt of England, were
        propounded, great companies raised, and supported by half the people,
        from princes to petty tradesmen. As projects depending upon commerce
        with foreign countries, they, of course, are intimately connected
        with our subject. Need it be said that the writer refers to the two
        extraordinary delusions known as the Mississippi Scheme and the South
        Sea Bubble?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The first of these
        projects was designed to develop the resources of the great country
        lying round the Mississippi, especially Louisiana; to open up mineral
        deposits supposed to be wonderfully rich; and to carry on a general
        trade with that part of America. The second, which more intimately
        concerns us, included a monopoly of trade with the South Sea, a
        somewhat elastic title, but which meant at the time commerce with the
        countries of Spanish America. The South Sea Company was originated by
        Harley, Earl of Oxford, in 1711, with the distinct view of
        <span class="tei tei-q">“providing for the discharge of the army and
        navy debentures, and other parts of the floating debt, amounting to
        nearly ten million sterling.”</span> A company of merchants took this
        debt upon themselves, the Government agreeing to secure them, for a
        certain period, six per cent. interest, and grant them the monopoly
        of the trade to the South Seas. The most exaggerated ideas relating
        to the mineral wealth of South America were prevalent at the time,
        and when a report, most industriously spread, was circulated that
        Philip V. of Spain was ready to concede four ports of Chili and Peru
        for purposes of trade, South Sea stock rose in value with
        extraordinary rapidity. That monarch, however, never meant to grant
        anything like a free trade to the English. After sundry negotiations
        had been opened the royal assent was given to a contract, conceding
        <span class="tei tei-pb" id="page43">[pg 43]</span><a name="Pg043"
        id="Pg043" class="tei tei-anchor"></a>the privilege of supplying the
        colonies with negroes for thirty years, and of sending <span class=
        "tei tei-hi"><span style="font-style: italic">once a year one
        vessel</span></span> <span class="tei tei-q">“limited both as to
        tonnage and value of cargo”</span> to trade with Mexico, Peru, and
        Chili, the king to enjoy one-fourth of the profits. On these hard
        conditions and slender privileges was the great Bubble blown into
        popular esteem. Rumours of commercial treaties between England and
        Spain were circulated, whereby the latter was to grant free trade to
        all her colonies; the rich produce of the Potosi mines <span class=
        "tei tei-q">“was to be brought to England until silver should become
        almost as plentiful as iron. For cotton and woollen goods, with which
        we could supply them in abundance, the dwellers in Mexico were to
        empty their golden mines. The company of merchants trading to the
        South Seas would be the richest the world ever saw, and every hundred
        pounds invested would produce hundreds per annum to the
        stockholder.”</span><a id="noteref_13" name="noteref_13" href=
        "#note_13"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">13</span></span></a> These
        and still more lying statements were spread in every direction. The
        stock rose like a rocket. And, so far as the present writer can
        discover, the first voyage of the one annual ship, not made till
        1717, six years after the first establishment of the company, was
        also its last! The following year the trade was suppressed by the
        rupture with Spain.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It seemed at that time as if the whole nation had turned
        stock-jobbers. Exchange Alley was every day blocked up by crowds, and
        Cornhill was impassable for the number of carriages. Everybody came
        to purchase stock. <span class="tei tei-q">‘Every fool aspired to be
        a knave.’</span> In the words of a ballad published at the time, and
        sung about the streets—</span></p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“ <span class=
            "tei tei-q" style="text-align: left">‘Then stars and garters did
            appear</span></span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 4.00em">
            Among the meaner rabble;
          </div>

          <div class="tei tei-l" style="text-align: left">
            To buy and sell, to see and hear
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 4.00em">
            The Jews and Gentiles squabble.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            ‘The greatest ladies thither came,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 4.00em">
            And plied in chariots daily;
          </div>

          <div class="tei tei-l" style="text-align: left">
            Or pawned their jewels for a sum
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 4.00em">
            <span class="tei tei-q" style="text-align: left"><span class=
            "tei tei-q" style="text-align: left">To venture in the
            Alley.’</span> ”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Not merely South
        Sea stock, but schemes of even a wilder nature now deluged the
        market. It would seem incredible, but it is vouched for on good
        authority, that one adventurer started <span class=
        "tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">A company for carrying on an undertaking of
        great advantage, but nobody to know what it is</span></span>,”</span>
        and in one day sold a thousand shares, the deposit on which was £2
        per share. He thought it prudent to decamp with the £2,000, and was
        no more heard of. Mackay publishes a list of eighty-six bubble
        companies, which were eventually declared illegal and abolished. But
        the South Sea Bubble was a Triton among these minnows, and the
        directors, having once tasted the profits of their scheme by the
        rapid rise of its shares, kept their emissaries at work. Nor indeed
        were they much needed, for every person interested in the stock
        endeavoured to draw a knot of listeners round him in ’Change Alley,
        or its purlieus, to whom he expatiated on the treasures of the South
        American Seas. Then came the rumour that Gibraltar was to be
        exchanged for certain places on the coast of Peru. Instead of paying
        a tribute to the King of Spain, the company would be able to trade
        freely, and send as many ships as they liked.</p><span class=
        "tei tei-pb" id="page44">[pg 44]</span><a name="Pg044" id="Pg044"
        class="tei tei-anchor"></a>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Visions of
            ingots danced before their eyes,”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">and the directors
        opened their books for a subscription of a million, and then for a
        second million, and the frantic speculators took it all. Swift
        described ’Change Alley as a gulf in the South Seas:—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Subscribers
            here by thousands float,</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            And jostle one another down,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Each paddling in his leaky boat,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            And here they fish for gold and drown.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Now buried in
            the depths below,</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Now mounted up to heaven again,
          </div>

          <div class="tei tei-l" style="text-align: left">
            They reel and stagger to and fro,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            At their wits’ end, like drunken men.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Meantime,
            secure on Garraway cliffs,</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            A savage race, by shipwrecks fed,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Lie waiting for the foundering skiffs,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            <span class="tei tei-q" style="text-align: left">And strip the
            bodies of the dead.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The directors used
        every art to keep up the price of the stock. It rose finally to
        £1,000 per share. A few weeks afterwards it was down to £175, then to
        £135, and the Bubble had burst.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">To detail the
        various plans tried or suggested to bolster up the company, the
        Parliamentary inquiries, or the stringent measures adopted to punish
        the directors, would be out of place here. Suffice it to say that a
        bill was brought in for restraining the South Sea directors and
        officers from leaving the kingdom for a twelvemonth. They were
        forbidden to realise on their estates and effects, neither must they
        will or remove them. Eventually they were obliged to disgorge their
        gains. <span class="tei tei-q">“A sum amounting to two million and
        fourteen thousand pounds was confiscated from their estates towards
        repairing the mischief they had done, each man being allowed a
        certain residue in proportion to his conduct and circumstances, with
        which he might begin the world anew. Sir John Blunt was only allowed
        £5,000 out of his fortune of upwards of £183,000; Sir John Fellows
        was allowed £10,000 out of £243,000; Sir Theodore Janssen £50,000 out
        of £243,000; Mr. Edward Gibbon £10,000 out of £106,000; Sir John
        Lambert £5,000 out of £72,000.”</span> After every effort on the part
        of the Committee of Investigation, a dividend of about 33 per cent.
        was divided among the unfortunate proprietors and stock-holders. It
        took long before public credit was restored.</p><span class=
        "tei tei-pb" id="page45">[pg 45]</span><a name="Pg045" id="Pg045"
        class="tei tei-anchor"></a><a name="illo_056.jpg" id="illo_056.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_056.jpg" alt="COMMODORE ANSON" title=
          "COMMODORE ANSON." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            COMMODORE ANSON.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap03" id="chap03" class="tei tei-anchor"></a> <a name=
        "toc9" id="toc9"></a> <a name="pdf10" id="pdf10"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER III.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">A Grand Epoch of Discovery—Anson’s
        Voyage—Difficulties of manning the Fleet—Five Hundred Invalided
        Pensioners drafted—The Spanish Squadron under Pizarro—Its Disastrous
        Voyage—One Vessel run ashore—Rats at Four Dollars each—A Man-of-war
        held by eleven Indians—Anson at the Horn—Fearful Outbreak of
        Scurvy—Ashore at Robinson Crusoe’s Island—Death of two-thirds of the
        Crews—Beauty of Juan Fernandez—Loss of the</span> <span class=
        "tei tei-name" style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Wager</span></span><span style="font-size: 90%">—Drunken
          and Insubordinate Crew—Attempt to blow up the Captain—A Midshipman
          shot—Desertion of the Ship’s Company—Prizes taken by Anson—His
          Humanity to Prisoners—The</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Gloucester</span></span>
          <span style="font-size: 90%">abandoned at Sea—Delightful Stay at
          Tinian—The</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Centurion</span></span>
          <span style="font-size: 90%">blown out to Sea—Despair of those on
          Shore—Its Safe Return—Capture of the Manilla Galleon—A Hot
          Fight—Prize worth a Million and a half Dollars—Return to
          England.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The second of the
        greatest epochs of discovery—one, indeed, hardly inferior to that of
        Columbus and Da Gama, when Dampier, Byron, Wallis, and Carteret,
        Cook, and Clerke may be said to have substantially completed the map
        of the world in its most essential and leading features—would follow
        in proper sequence here, but for a pre-arranged plan, which will
        place <span class="tei tei-q">“The Decisive Voyages of the
        World”</span> by themselves. One voyage of this period, that of
        Commodore Anson, deserves mention, inasmuch as it was instigated for
        the purpose of making reprisals on the Spaniards for their behaviour
        in searching English ships found near any of their settlements in the
        West Indies or Spanish Main, and not for attempts at discovery. It
        also gives some little insight into the condition <span class=
        "tei tei-pb" id="page46">[pg 46]</span><a name="Pg046" id="Pg046"
        class="tei tei-anchor"></a>of the navy at the period. It was most
        wretchedly equipped and manned, and although the ships were placed
        under Anson’s command in November, 1739, they were not ready to sail
        till ten months later, so great was the difficulty in obtaining men.
        They had to be taken from all and any sources. Five hundred
        out-pensioners from Chelsea Hospital were sent on board, many of whom
        were sixty years of age, and some threescore and ten. Before the
        ships sailed, 240 of them, fortunately for themselves, deserted,
        their place being filled by a nearly equal number of raw marines,
        recruits who were so untrained that Anson would not permit them to
        fire off their muskets, for fear of accidents! Of the poor pensioners
        who sailed, not one returned to tell the story of their disasters,
        while of the whole squadron, consisting of six ships of war, mounting
        226 guns, one alone, the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, commanded by Anson
        himself, reached home, after a cruise of three years and nine months.
        The history of this voyage, as told by the chaplain of the
        vessel,<a id="noteref_14" name="noteref_14" href=
        "#note_14"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">14</span></span></a> is one
        round of miseries and disasters.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Mr. Anson,”</span> says the narrator of this eventful
        voyage, <span class="tei tei-q">“was greatly chagrined at having such
        a decrepit attachment allotted to him; for he was fully persuaded
        that the greatest part of them would perish long before they arrived
        at the scene of action, since the delays he had already encountered
        necessarily confined his passage round Cape Horn to the most rigorous
        season of the year. Sir Charles Wager (one of the Lords of the
        Admiralty) too, joined in opinion with the Commodore, that the
        invalids were no way proper for this service, and solicited
        strenuously to have them exchanged; but he was told that persons who
        were supposed to be better judges than he or Mr. Anson, thought them
        the properest men that could be employed on this occasion.”</span>
        All of the poor pensioners <span class="tei tei-q">“who had limbs and
        strength to walk out of Portsmouth deserted, leaving behind them only
        such as were literally invalids.... Indeed, it is difficult to
        conceive a more moving scene than the embarkation of these unhappy
        veterans. They were themselves extremely averse to the service they
        were engaged on, and fully apprised of all the disasters they were
        afterwards exposed to, the apprehensions of which were strongly
        marked by the concern that appeared in their countenances, which were
        mixed with no small degree of indignation.”</span> Nor can one read
        these facts without sharing the same feeling. Brave men who had spent
        the best of their youth and prime in the service of their country,
        were ruthlessly sent to certain death.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 18th of
        September, 1740, the squadron, consisting of five men-of-war, a
        sloop-of-war, and two tenders, or victualling ships, made sail. The
        vessels comprised the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, of sixty guns and 400
        men, commanded by George Anson; the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span> and <span class=
        "tei tei-name"><span style="font-style: italic">Severn</span></span>,
        each fifty guns and 300 men; the <span class=
        "tei tei-name"><span style="font-style: italic">Pearl</span></span>,
        of forty guns and 250 men; the <span class=
        "tei tei-name"><span style="font-style: italic">Wager</span></span>,
        of twenty-eight guns and 160 men; and the <span class=
        "tei tei-name"><span style="font-style: italic">Tryal</span></span>
        sloop, eight guns and 100 men. On their way down the Channel they
        were joined by other men-of-war convoying the Turkey, Straits, and
        American merchant fleets, so that for some distance out to sea the
        combined fleet amounted to no less than eleven vessels of the Royal
        Navy, and 150 sail of merchantmen. Anson called at Madeira, and
        refreshed his crews, from thence appointing the Island of St.
        Catherine’s, on the coast of Brazil, as the rendezvous for his fleet.
        Arrived there <span class="tei tei-pb" id="page47">[pg
        47]</span><a name="Pg047" id="Pg047" class="tei tei-anchor"></a>it
        was found that a large number of the men were sickly, as many as
        eighty being so reported on the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> alone, and the other
        ships in proportion. Tents were erected ashore for the invalids, and
        the vessels were thoroughly cleaned, smoked between decks, and
        finally washed well with vinegar. The vessels themselves required
        many repairs to fit them for the intended voyage round the Horn. The
        then governor of this Portuguese island, one Don Jose Sylva De Paz,
        behaved very badly, doing all in his power to prevent Anson from
        obtaining fresh provisions, and secretly dispatched an express to
        Buenos Ayres, where a Spanish squadron under Don Josef Pizarro then
        lay, with an account of the number and strength of the English ships.
        The history and disasters of this squadron would fill a long
        chapter.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Pizarro had with
        him six ships of war, and a very large force of men, two of the
        vessels having seven hundred each on board. But in spite of his
        superior strength, he avoided any engagement at this time, and seems
        to have been extremely desirous of rounding Cape Horn before Anson,
        for he left before his provision ships arrived. Notwithstanding this
        haste the two squadrons were once or twice very close together on the
        passage to Cape Horn, and the <span class="tei tei-name"><span style=
        "font-style: italic">Pearl</span></span>, being separated from the
        fleet, and mistaking the Spanish squadron for it, narrowly escaped
        falling into their hands. In a terrible gale off the Horn the Spanish
        vessels became separated, and Pizarro turned his own ship’s head, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Asia</span></span>, for the Plata once more. One
        of his squadron, the <span class="tei tei-name"><span style=
        "font-style: italic">Hermiona</span></span>, of fifty-four guns and
        500 men, is believed to have foundered at sea, for she was never
        heard of more. Another, the <span class="tei tei-name"><span style=
        "font-style: italic">Guipuscoa</span></span>, a still larger ship,
        with 700 souls on board, was run ashore and sunk on the coast of
        Brazil. Famine and mutiny were added to the horrors of these voyages.
        On the latter-named ship 250 died from hunger and fatigue, for those
        who were still strong enough to work at the pumps received only an
        ounce and a half of biscuit <span class="tei tei-hi"><span style=
        "font-style: italic">per diem</span></span>, while the incapable were
        allowed an ounce of wheat! Men fell down dead at the pumps, and out
        of an original crew of 700, not more than eighty or a hundred were
        capable of duty. The captain had conceived some hopes of saving his
        ship by taking her into St. Catherine’s. When the crew learned his
        intention, they left off pumping, and <span class="tei tei-q">“being
        enraged at the hardships they had suffered, and the numbers they had
        lost (there being at that time no less than thirty dead bodies lying
        on the deck) they all, with one voice, cried out, <span class=
        "tei tei-q">‘On shore! on shore!’</span> and obliged the captain to
        run the ship in directly for the land, where the fifth day after she
        sunk with her stores and all her furniture on board her.”</span> Four
        hundred of the crew got, however, safely to shore. On another of the
        Spanish ships they became so reduced <span class="tei tei-q">“that
        rats, when they could be caught, were sold for four dollars apiece;
        and a sailor who died on board had his death concealed for some days
        by his brother, who during that time lay in the same hammock with the
        corpse, only to receive the dead man’s allowance of
        provisions.”</span> The <span class="tei tei-name"><span style=
        "font-style: italic">Asia</span></span> arrived at Monte Video with
        only half her crew; the <span class="tei tei-name"><span style=
        "font-style: italic">Esperanza</span></span>, a fifty-gun ship, had
        only fifty-eight remaining out of 450 men, and the <span class=
        "tei tei-name"><span style="font-style: italic">St.
        Estevan</span></span> had lost about half her hands. The latter
        vessel was condemned, and broken up in the Plata.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When Pizarro
        determined, in 1745, to return to Spain, they managed to patch up the
        <span class="tei tei-name"><span style=
        "font-style: italic">Asia</span></span>, at Monte Video, but had only
        100 of the original hands left. They pressed a number of Portuguese,
        and put on board a number of English prisoners (not, however,
        <span class="tei tei-pb" id="page48">[pg 48]</span><a name="Pg048"
        id="Pg048" class="tei tei-anchor"></a>of Anson’s squadron) and some
        Indians of the country. Among the latter was a chief named Orellana,
        and ten of his tribe, whom the Spaniards treated with great
        inhumanity. The Indians determined to have their revenge. They
        managed to acquire a number of long knives, and employed their
        leisure in cutting thongs of raw hide, and in fixing to each end of
        the thongs the double-headed shot of the quarter-deck guns, which
        when swung round their heads, became powerful weapons. In two or
        three days all was ready for their scheme of vengeance.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It was about nine
        in the evening, when the decks were comparatively clear, that
        Orellana and his companions, having divested themselves of most of
        their clothes, came together to the quarter-deck, approaching the
        door of the great cabin. The boatswain ordered them away. Orellana,
        however, paid no attention to him, placed two of his men at either
        gangway, and raising a hideous war-cry, they commenced the massacre,
        slashing in all directions with the knives, and brandishing the
        double-headed shot. The six who remained with the chief on the
        quarter-deck laid nearly forty Spaniards low in a few minutes, of
        whom twenty were killed on the spot. Many of the officers fled into
        the great cabin, and hastily barricaded the door. A perfect panic
        ensued on board. Many attempting to escape to the forecastle were
        stabbed as they passed by the four Indian sentries, and others jumped
        into the waist, where they thought themselves fortunate to lie
        concealed among the cattle on board; a number fled up the main
        shrouds and kept on the tops or rigging. The fact is that those on
        board did not know whether it was not a general mutiny among the
        pressed hands and prisoners, and the yells of the Indians and groans
        of the dying, and the confused clamour of the crew, were all
        heightened in effect by the obscurity of the night. And now Orellana
        secured the arm-chest, which had been placed on the quarter-deck for
        security a few days before. It was of no use to him, as he only found
        a quantity of fire-arms, which he did not understand, or for which he
        had no ammunition; the cutlasses, for which he was in search, were
        fortunately hidden underneath. By this time Pizarro had established
        some communication with the gun-rooms and between decks, and
        discovered that the English prisoners had not intermeddled in the
        mutiny, which was confined to the Indians. They had only pistols in
        the cabin, and no ammunition for them; at last, however, they managed
        to obtain some by lowering a bucket out of the cabin window, into
        which the gunner, out of one of the gun-room ports, put a quantity of
        cartridges. After loading, they cautiously and partially opened the
        cabin door, firing several shots, at first without effect. At last,
        Mindinuetta, one of the captains of the original squadron, had the
        fortune to shoot Orellana dead on the spot, on which his faithful
        companions one and all leaped into the sea and perished. For full two
        hours these eleven Indians had held a ship of sixty-six guns, and
        manned by nearly 500 hands!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Pizarro, having
        escaped this peril, reached Spain in safety, <span class=
        "tei tei-q">“after having been absent between four and five years,
        and having,”</span> says the narrator, <span class="tei tei-q">“by
        his attendance on our expedition, diminished the naval power of Spain
        by above three thousand hands (the flower of their sailors), and by
        four considerable ships of war and a patache.”</span> He had not
        encountered Anson, nor done any of his ships damage. To the disasters
        and adventures encountered by that commander we must now
        return.</p><a name="illo_060.jpg" id="illo_060.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_060.jpg" alt="THE “CENTURION” OFF CAPE HORN"
          title="THE “CENTURION” OFF CAPE HORN" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“CENTURION”</span> OFF CAPE HORN
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Off Cape Horn the
        weather was so terrible that it obliged the oldest mariners on board
        <span class="tei tei-pb" id="page49">[pg 49]</span><a name="Pg049"
        id="Pg049" class="tei tei-anchor"></a><span class="tei tei-q">“to
        confess that what they had hitherto called storms were inconsiderable
        gales.”</span> Short, mountainous waves pitched and tossed the
        vessels so violently that the men were in perpetual danger of being
        dashed to pieces. One of the best seamen on the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> was canted overboard and
        drowned; his manly form was long seen struggling in the water, he
        being a good swimmer, while those on board were powerless to assist
        him. Another man was thrown violently into the hold and broke his
        thigh; a second dislocated his neck, and one of the boatswain’s mates
        broke his collar-bone twice. The squalls were so sudden that they
        were obliged to lie-to for days together, almost under bare poles,
        and when in a lull they ventured to set a little canvas, the blasts
        would return and carry away their sails. Squalls of rain and snow
        constantly occurred. The <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, labouring in the heavy
        seas, <span class="tei tei-q">“was now grown so loose in her upper
        works that she let in the water at every seam, so that every part
        within board was constantly exposed to the sea-water, and scarcely
        any of the officers ever lay in dry beds. Indeed, it was very rare
        that two nights ever passed without many of them being driven from
        their beds by the deluge of water that came in upon them.”</span>
        Shrouds snapped, and yards and masts were lost on several of the
        squadron. <span class="tei tei-pb" id="page50">[pg 50]</span><a name=
        "Pg050" id="Pg050" class="tei tei-anchor"></a>Two of the vessels, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Severn</span></span> and the <span class=
        "tei tei-name"><span style="font-style: italic">Pearl</span></span>,
        became separated from the fleet, and were no more seen by them on the
        voyage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But their worst
        trouble was a terrible outbreak of that insidious disease, the
        scurvy. In April, May, and part of June, the loss on the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> alone was two hundred
        men, and at length they could not muster more than six fore-mast
        hands in a watch capable of duty. The symptoms of this horrible
        complaint are various; but apart from the universal scorbutic
        manifestations on the body, diseased bones, swelled legs, and putrid
        gums, there is an extraordinary lassitude and weakness, which
        degenerate into a proneness to swoon, and even die, on the least
        exertion of strength, and a dejection of spirits which leads the
        invalid to take alarm at the most trifling accident. Let the reader
        imagine what all this meant on closely-packed ships, tempest-tossed
        off the dreaded Horn. When at length the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> reached the famed Crusoe
        Island, Juan Fernandez, the lieutenant <span class="tei tei-q">“could
        muster no more than two quartermasters, and six fore-mast hands
        capable of working.”</span> Without the assistance of the officers,
        servants, and boys, they might never have been able to reach the
        island after sighting it, and with such aid they were <span class=
        "tei tei-hi"><span style="font-style: italic">two hours</span></span>
        in trimming the sails. When their sloop, the <span class=
        "tei tei-name"><span style="font-style: italic">Tryal</span></span>,
        followed them to this haven of refuge, only the captain, lieutenant,
        and three men were able to stand by the sails. When, ten days later
        on, the <span class="tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span> was seen in the offing,
        and Anson had sent off a boat laden with fresh water, fish, and
        vegetables for the crew, it was found that they had already thrown
        overboard two-thirds of their complement. It took them, with some
        assistance sent by Anson, a month before they could fetch the bay,
        contrary winds and currents, but more their utterly exhausted
        condition, being the causes. They were now reduced to eighty out of
        an original crew of three hundred men. Severe as have been the
        sufferings from scurvy endured on many of the Arctic expeditions,
        there is no case on record as painful as this. The three ships which
        reached Juan Fernandez had on board when they left England 961 men;
        before the ravages of the disease were stopped the number was reduced
        to 335, scarcely sufficient to man the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> alone. And it must be
        remembered that all this time they were uncertain of the movements of
        Pizarro and his fleet, which might appear among them at any moment.
        The refreshment obtained at the island, fresh water, vegetables,
        fruit, fish in abundance, a little goat’s flesh, and seal-meat,
        proved of great value to those of the crew whose constitutions were
        not thoroughly undermined by the fell disease; but it was as much as
        they could do to effect the many repairs required on the vessels, to
        the extent even of removing and replacing masts.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Of the beauty of
        many parts of Juan Fernandez the chaplain speaks in enthusiastic
        terms. <span class="tei tei-q">“Some particular spots occurred in
        these valleys, where the shade and fragrance of the contiguous woods,
        the loftiness of the overhanging rocks, and the transparency and
        frequent falls of the neighbouring streams, presented scenes of such
        elegance and dignity, as would with difficulty be rivalled in any
        other part of the globe.... I shall finish this article with a short
        account of the spot where the commodore pitched his tent, and which
        he made choice of for his own residence, though I despair of
        conveying an adequate idea of its beauty. The piece of ground which
        he chose was a small lawn, that lay on a little ascent, at the
        distance of about half a mile from the sea. In the front of his tent
        there was a large avenue cut through the woods to the seaside, which,
        sloping to the water with a <span class="tei tei-pb" id="page51">[pg
        51]</span><a name="Pg051" id="Pg051" class=
        "tei tei-anchor"></a>gentle descent, opened a prospect of the bay and
        the ships at anchor. This lawn was screened behind by a tall wood of
        myrtle sweeping round it, in the form of a theatre; the slope on
        which the wood stood rising with a much sharper ascent than the lawn
        itself, though not so much but that the hills and precipices
        within-land towered up considerably above the tops of the trees, and
        added to the grandeur of the view. There were besides two streams of
        crystal water, which ran on the right and left of the tent within a
        hundred yards’ distance, and were shaded by the trees which skirted
        the lawn on either side, and completed the symmetry of the
        whole.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Meantime, the
        other vessels of the squadron did not put in an appearance. That two
        of them, the <span class="tei tei-name"><span style=
        "font-style: italic">Pearl</span></span> and <span class=
        "tei tei-name"><span style="font-style: italic">Severn</span></span>,
        were not to be expected, we have already learned; but what had become
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Wager</span></span>? It was learned afterwards
        that while making the passage to the island of Socoro, one of the
        rendezvous of the squadron, she had become entangled among the rocks
        and grounded, soon becoming an utter wreck. The Honourable John
        Byron, afterwards a commodore in his Majesty’s service, but then a
        youngster on board, has left an account of the disaster in his
        well-known work.<a id="noteref_15" name="noteref_15" href=
        "#note_15"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">15</span></span></a>
        <span class="tei tei-q">“In the morning, about four o’clock,”</span>
        says he, <span class="tei tei-q">“the ship struck. The shock we
        received upon this occasion, though very great, being not unlike a
        blow of a heavy sea, such as in the series of preceding storms we had
        often experienced, was taken for the same; but we were soon
        undeceived by her striking again more violently than before, which
        laid her upon her beam-ends, the sea making a fair breach over her.
        Every person that now could stir was presently upon the quarter-deck;
        and many of those were alert upon this occasion that had not showed
        their faces upon deck for above two months before; several poor
        wretches, who were in the last stage of the scurvy, and who could not
        get out of their hammocks, were immediately drowned.”</span> Some
        seemed bereaved of their senses; one man was seen stalking about the
        deck flourishing a cutlass over his head, calling himself king of the
        country, and striking everybody he came near, till he was knocked
        down by some of those he had assaulted. <span class=
        "tei tei-q">“Some, reduced before by long sickness and the scurvy,
        became on this occasion as it were petrified and bereaved of all
        sense, like inanimate logs, and were bandied to and fro by the jerks
        and rolls of the ship, without exerting any efforts to help
        themselves.... The man at the helm, though both rudder and tiller
        were gone, kept his station; and being asked by one of the officers
        if the ship would steer or not, first took his time to make trial by
        the wheel, and then answered with as much respect and coolness as if
        the ship had been in the greatest safety; and immediately after
        applied himself with his usual serenity to his duty, persuaded it did
        not become him to desert it as long as the ship kept
        together.”</span> The captain, who had dislocated his shoulder by a
        fall the day before, was coolness itself, and one of the mates did
        all in his power to inspire them with the belief that they would not
        be lost so near land. This wrought a change in many who but a few
        minutes before had been in despair, praying on their knees for mercy.
        It was another illustration of—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“When the devil
            was sick,”</span>
          </div>
        </div><span class="tei tei-pb" id="page52">[pg 52]</span><a name=
        "Pg052" id="Pg052" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">for they commenced
        breaking in the casks of brandy or wine as they came up the hatchway,
        and several got so intoxicated that they were drowned on board, and
        lay floating about the decks for several days. The boatswain and some
        of the men would not leave the ship so long as there was any liquor
        to be found on her; and Captain Cheap, having got off as many of the
        crew as would come, about a hundred and forty in number, suffered
        himself to be helped out of his bed, put into the boat, and carried
        ashore.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After passing a
        miserable night, almost without shelter, the calls of hunger—most of
        them having fasted forty-eight hours—obliged them to seek for
        sustenance. Two or three pounds of biscuit dust, one sea-gull, and
        some wild celery, were boiled up into a kind of soup, which made all
        very ill who partook of it. It was at first supposed that the wild
        herb was the cause, but it was soon discovered that the biscuit dust,
        the sweepings of the bread-room, had been gathered in a tobacco bag,
        and that the tobacco dust mingled with it had acted as an emetic.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Still a number of
        the wretched crew remained on board, pilfering all they could find,
        often whether it could be of use to them or not, and showing a
        particular desire to provide themselves with arms and ammunition.
        They averred that the authority of the officers must cease with the
        loss of the ship; but as they came ashore, the arms were taken from
        them. When the boatswain came ashore in laced clothes, Captain Cheap
        knocked him down. <span class="tei tei-q">“It was scarce possible to
        refrain from laughter at the whimsical appearance these fellows made,
        who, having rifled the chests of the officers’ best suits, had put
        them on over their greasy trousers and dirty checked shirts. They
        were soon stripped of their finery, as they had before been obliged
        to resign their arms.”</span> The cutter, turned keel upwards, was
        now placed on props and covered, so that it made a reasonably
        comfortable habitation. Shell-fish were found in tolerable abundance,
        <span class="tei tei-q">“but this rummaging of the shore,”</span>
        says Byron, <span class="tei tei-q">“was now become extremely irksome
        to those who had any feeling, by the bodies of our drowned people
        thrown among the rocks, some of which were hideous spectacles, from
        the mangled condition they were in by the violent surf that drove in
        upon the coast. These horrors were overcome by the distresses of our
        people, who were even glad of the occasion of killing the gallinazo
        (the carrion crow of that country) while preying on these carcases,
        in order to make a meal of them.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Such stores as
        could be landed were placed in a guarded tent, and doled out
        carefully. A few Indians arrived, and, after some parley, proved
        friendly, and were presented with sundry trifles. The looking-glasses
        astonished them; <span class="tei tei-q">“the beholder could not
        conceive it to be his own face that was represented, but that of some
        other behind it, which he therefore went round to the back of the
        glass to find out.”</span> They left, and in two days returned with
        three sheep, which astonished the officers, inasmuch as they were far
        from any of the Spanish settlements.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now mutiny and
        desertion ensued. One section of the men, <span class="tei tei-q">“a
        most desperate and abandoned crew,”</span> attempted, by placing a
        barrel of gunpowder close to the captain’s hut, with a train to be
        lighted at a distance, to destroy their commander and his authority
        by one fell blow, but were dissuaded by one of their number, who had
        some conscience left. They eventually built a punt, and converted the
        hull of one of the ship’s masts <span class="tei tei-pb" id=
        "page53">[pg 53]</span><a name="Pg053" id="Pg053" class=
        "tei tei-anchor"></a>into a canoe, escaping therewith to the
        mainland. They were never heard of more. These men were a good
        riddance, but a more unfortunate event was to follow. Mr. Cozens, a
        midshipman, had been placed under confinement for being drunk, and
        using abusive language to the captain, but was soon after released.
        Subsequently he had a dispute with the surgeon, and later with the
        purser. The latter told him that he had <span class="tei tei-q">“come
        to mutiny,”</span> and fired his pistol at him, narrowly missing him.
        The captain, hearing all this, rushed out, and, without asking any
        questions, shot Cozens through the head, and then declined to allow
        him to be removed to shelter. The wretched young man (whom Byron
        believes to have been purposely <span class="tei tei-q">“kept warm
        with liquor, and set on by some ill-designing persons,”</span> as he
        had always been a good-natured, inoffensive man when sober) was
        allowed by the captain to die like a dog, <span class=
        "tei tei-q">“with no other covering than a bit of canvas thrown over
        some bushes,”</span> fourteen days afterwards. This gave the men a
        good excuse for that which they were about to execute.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It had been
        arranged that the long-boat, rescued from the wreck, should be
        lengthened. The captain proposed that they should proceed northwards
        in the Pacific, hoping that they might encounter and master one of
        the enemy’s ships, and rejoin Commodore Anson; the men, very
        generally, were bent on making their voyage home through the Straits
        of Magellan. While the alterations were in progress, the matter
        rested temporarily, as they were occupied in saving portions of, or
        stores from, the wreck, or in obtaining shell-fish and sea-fowl,
        which seem not to have been too abundant. Byron had cherished in his
        little hut a poor Indian dog, which had become much attached to him.
        One day a hungry party of the men came to him, and, after a little
        ineffectual remonstrance, took the dog away and killed it;
        <span class="tei tei-q">“upon which,”</span> says Byron, <span class=
        "tei tei-q">“thinking that I had at least as good a right to a share
        as the rest, I sat down with them, and partook of their repast. Three
        weeks after that I was glad to make a meal of his paws and skin,
        which, upon recollecting the spot where they had killed him, I found
        thrown aside and rotten.”</span> One of the men constructed a novel
        craft from a large cask, to which he lashed two logs, one on either
        side. In this he ventured out to sea, and often managed to get wild
        fowl. One day he was upset by a heavy sea, but managed to scramble to
        a solitary rock, where he remained two days, till accidentally
        rescued by a boat party.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While the coast
        was being reconnoitred, the <span class="tei tei-q">“old
        cabal”</span> had been revived, the debates of which generally ended
        in riot and drunkenness. The meeting of the leading mutineers was
        held in a large tent, which had been made snug, by lining it with
        bales of broadcloth driven from the wreck. Eighteen of the ship’s
        company had possession of this tent, from whence committees were
        dispatched with their resolutions, and quite as often with demands
        for liquor. The captain seemingly acquiesced, so far as their
        projected voyage was concerned; but when they began to stipulate that
        his powers as commander must be restricted, he naturally insisted
        upon the full exercise of his rights. <span class="tei tei-q">“This
        broke all measures between them, and they were from this time
        determined he should go with them, whether he would or no.”</span>
        The unfortunate affair concerning Cozens was raked up, and they
        threatened to put him under confinement, and bring him to trial in
        England. When, however, they found that the long boat, cutter, and
        barge were <span class="tei tei-pb" id="page54">[pg
        54]</span><a name="Pg054" id="Pg054" class=
        "tei tei-anchor"></a>barely large enough to carry all, they agreed to
        leave him behind, with the surgeon, and one of the officers of
        marines. Byron was taken on board, but, as he says, <span class=
        "tei tei-q">“was determined, upon the first opportunity, to leave
        them.”</span> They were in all eighty-one when they left the island.
        Their intention was to put into some harbour, if possible, every
        evening, as they were in no condition for long sea-trips, neither
        would their scanty provisions have lasted many days. Their water was
        contained in a few small powder barrels; their flour was to be
        lengthened out by a mixture of sea-weed; and their other supplies
        must depend upon their success in hunting or fishing. Next day they
        considered it necessary to send back the barge for some spare canvas,
        and Byron took the opportunity of leaving them. When they were clear
        of the long-boat, he found that the men on board contemplated
        deserting the deserters also. They <span class="tei tei-q">“were
        extremely welcome to Captain Cheap.”</span> Some attempts were made
        to get a share of the provisions from the mutineers, but they
        absolutely refused. When they had left the captain and the two other
        officers, they had given them six pieces of beef, the same of pork,
        and ninety pounds of flour. For a day or two after Byron’s return
        with a few of the men, a small allowance was doled out to them;
        <span class="tei tei-q">“yet it was upon the foot of favour,”</span>
        and soon ceased, after which they had to subsist on <span class=
        "tei tei-q">“a weed called laugh,”</span> fried in the tallow of some
        candles they had saved, and wild celery. The account of their
        sufferings, and eventual escape to Chili, forms the bulk of the
        volume from which this narrative is taken. What became of the
        long-boat and its crew of mutineers? More than three months after
        they deserted the captain, thirty of them arrived at Rio Grande, on
        the coast of Brazil; twenty had been left at various points, and a
        larger number had died from starvation.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But to return once
        more to Anson. Just at the time they were straining all points to
        make ready for leaving Juan Fernandez, a sail was espied far in the
        offing. Whilst the vessel advanced, they fancied that she might be
        one of their own ships; but when she hauled off, it was determined to
        pursue her. The <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> being in the most
        forward state, immediately got under sail; but the wind being light,
        they soon lost sight of the stranger. Persuaded that she was an
        enemy, they steered in the direction of Valparaiso for a couple of
        days; then considering that she must have reached her port, were on
        the point of abandoning the chase, when a gale blew them out of their
        course, at the same time bringing them once more in sight of the
        unknown vessel, which at first bore down upon them, showing Spanish
        colours. She appeared to be a large ship which had mistaken the
        <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> for her consort, and was
        thought to be one of Pizarro’s squadron; this induced Anson to clear
        the guns of all casks of water or provisions which encumbered them,
        and prepare for action. When near enough, she was discovered to be
        only a merchantman, the <span class="tei tei-name"><span style=
        "font-style: italic">Carmelo</span></span>, without even as much as a
        tier of guns. A little later, four shot were fired among her rigging,
        on which not one of the crew would venture aloft. The ship yielded
        immediately. When the first lieutenant went on board, he was received
        with abject submission; and the passengers on board, twenty-five in
        number, were terrified at the prospect of the ill-treatment they
        should receive. But Anson was always humane and generous with a
        fallen foe, and they were soon re-assured. His kindness was not
        thrown away. When at length Captain Cheap and his brother-officers of
        the wrecked <span class="tei tei-name"><span style=
        "font-style: italic">Wager</span></span> arrived in Chili (then an
        appanage of the Spanish Crown) <span class="tei tei-pb" id=
        "page55">[pg 55]</span><a name="Pg055" id="Pg055" class=
        "tei tei-anchor"></a>they were particularly well treated at Santiago.
        <span class="tei tei-q">“We found,”</span> says Byron, <span class=
        "tei tei-q">“many Spaniards here that had been taken by Commodore
        Anson, and had been for some time prisoners on board the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>. They all spoke in the
        highest terms of the kind treatment they had received; and it is
        natural to imagine that it was chiefly owing to that laudable example
        of humanity our reception here was so good.”</span> They even said
        that they should not have been sorry had he taken them to
        England.<a id="noteref_16" name="noteref_16" href=
        "#note_16"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">16</span></span></a> Anson’s
        prize on this occasion had on board large quantities of sugar, cloth,
        and some little cotton and tobacco; and in addition, that which was
        more valuable, several trunks of wrought plate, and over <span class=
        "tei tei-hi"><span style="font-style: italic">two tons</span></span>
        of dollars (<span class="tei tei-q">“twenty-three serons of dollars,
        each weighing upwards of 200 lbs. avoirdupois”</span>).</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Shortly
        afterwards, Anson noted two sail, one of which appeared to be
        <span class="tei tei-q">“a very stout ship,”</span> and which made
        for them, whilst the other stood off. By evening they were within
        pistol-shot of the nearest, <span class="tei tei-q">“and had a
        broadside ready to pour into her, the gunners having their matches in
        their hands, and only waiting for orders to fire.”</span> The ship
        was hailed in Spanish, when the welcome voice of Mr. Hughes,
        lieutenant of the <span class="tei tei-name"><span style=
        "font-style: italic">Tryal</span></span>, answered in English that it
        was a prize taken by him a couple of days before. She had tried to
        escape in the night by showing no lights, but an opening or crevice
        in one of the ports had betrayed them. She was a merchantman of about
        600 tons, and had much the same cargo as that taken by Anson, but not
        so much money on board. Her capture at that moment was invaluable,
        for the <span class="tei tei-name"><span style=
        "font-style: italic">Tryal</span></span> had sprung her mainmast, and
        was altogether unseaworthy. She was condemned, and her crew, guns,
        and stores, with some additions, were put on board the prize, now
        appropriately christened <span class="tei tei-hi"><span style=
        "font-style: italic">The Tryal’s Prize</span></span>. The sloop
        herself was scuttled and sunk. Shortly afterwards a third prize was
        taken, on which several Spanish lady passengers were found, who hid
        themselves in corners, till assured of honourable and courteous
        treatment. Anson ordered that they should retain their own cabins,
        with all the other conveniences and privileges they had enjoyed
        before, and ordered the Spanish pilot, the second in command, to stay
        with them as their guardian and protector. A fourth prize, of little
        value to the captors, as they could not dispose of much of the cargo
        in any way, but a clear loss to the Spaniards of 400,000 dollars, was
        taken a few days afterwards.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Next followed the
        capture of Paita, Peru, an important place in those days, though it
        offered little or no resistance. When the sailors in search of
        private pillage found the clothes of the Spaniards who had fled, they
        were seized with an irresistible impulse to try them on; and soon
        their dirty unmentionables and jackets were covered by embroidered
        clothes and laced hats, not forgetting the bag-wig of the day. Those
        who could not find men’s clothes put on women’s, and half the
        <span class="tei tei-name"><span style=
        "font-style: italic">Centurion’s</span></span> crew were transformed
        into <span class="tei tei-pb" id="page56">[pg 56]</span><a name=
        "Pg056" id="Pg056" class="tei tei-anchor"></a>masqueraders. The town
        was burned to the ground, after treasure, in the shape of plate,
        dollars, and other coin, to the amount of upwards of £30,000, had
        been taken, besides a number of valuable jewels, and plunder
        generally, which became the property of the immediate captors. A
        vessel in the harbour was taken, and five others scuttled and sunk.
        The Spaniards, in their representations sent to the Court of Madrid,
        estimated their total loss at a million and a half of dollars. After
        Anson left Paita, there were dissensions on board regarding the
        miscellaneous plunder, between those who had been ordered ashore and
        those whose duty obliged them to remain on board. The Commodore ruled
        that it should be put into one common fund, to which he gave his
        entire share, and then divided impartially, in proportion to each
        man’s rank and commission. To all but a few greedy grumblers this was
        perfectly acceptable, and the discontent, which might easily have
        been fanned into mutiny, was quashed at once.</p><a name=
        "illo_067.png" id="illo_067.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_067.png" alt="SURRENDER OF THE “CARMELO.”"
          title="SURRENDER OF THE “CARMELO.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SURRENDER OF THE <span class="tei tei-q" style=
            "text-align: center">“CARMELO.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A day or two
        afterwards, they rejoined the <span class="tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span>, and found that its
        captain had taken a couple of small prizes, one of them with a cargo
        of wine, brandy, and olives in jars, and about £7,000 in specie. The
        people on the other, which was hardly more than a large boat or
        launch, pleaded poverty, and that their cargo was only cotton. The
        men on the barge had surprised them at dinner upon pigeon pie served
        on silver dishes, and suspicion was aroused, which subsided when some
        little examination had been instituted. <span class="tei tei-pb" id=
        "page57">[pg 57]</span><a name="Pg057" id="Pg057" class=
        "tei tei-anchor"></a>When the packages, however, were more carefully
        examined on board the <span class="tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span>, a considerable
        quantity of doubloons and dollars, to the amount of near £12,000, was
        discovered concealed among the cotton. Before leaving the South
        American coast, Anson sent fifty-nine prisoners, in two well-equipped
        launches taken from his prizes, to Acapulco, where they arrived
        safely, and spoke highly of the treatment they had received.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Anson was now on
        his way to the China Seas, to intercept, if possible, the Manilla
        galleon, of which he had received some tidings. On the voyage it
        became necessary to abandon the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span>. Besides the loss of
        masts, which were literally rotted out of her, she was tumbling to
        pieces from sheer rottenness; and when her captain reported on her
        condition, she had seven feet of water in the hold, although his
        officers and men had been kept constantly at the pumps for the past
        twenty-four hours. Her crew had become greatly reduced in numbers,
        and out of her total complement of ninety-seven, officers included,
        only sixteen men and eleven boys were capable of keeping the deck.
        The removal of the <span class="tei tei-name"><span style=
        "font-style: italic">Gloucester’s</span></span> people, and such
        stores as could most easily be taken, occupied two days. It was with
        difficulty that the prize-money taken in the South Seas was secured;
        the prize goods were necessarily abandoned. <span class=
        "tei tei-q">“Their sick men, amounting to nearly seventy, were
        conveyed into the boats with as much care as the circumstances of
        that time would permit; but three or four of them expired as they
        were hoisting them into the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>.”</span> The
        <span class="tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span> was set on fire in the
        evening, but did not blow up till six o’clock the following
        morning.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At Tinian, one of
        the Ladrone Islands, Anson stopped some time, refreshing his worn-out
        crew, and strengthening the ship. The island abounded in cattle,
        hogs, and poultry, running wild; in oranges, limes, lemons,
        cocoa-nuts, and bread-fruit. <span class="tei tei-q">“The country did
        by no means resemble that of an uninhabited and uncultivated place;
        but had much more the air of a magnificent plantation, where large
        lawns and stately woods had been laid out together with great skill,
        and where the whole had been so artfully combined, and so judiciously
        adapted to the slopes of the hills and the inequalities of the
        ground, as to produce a most striking effect, and to do honour to the
        invention of the contriver.”</span> These compliments to Nature may
        often be paralleled in writers of the last century. When they had
        dropped anchor, such was the weakness of the crew that it took them
        five hours to furl their sails. <span class="tei tei-q">“All the
        hands we could muster capable of standing at a gun,”</span> says the
        narrator, <span class="tei tei-q">“amounted to no more than
        seventy-one, most of whom, too, were incapable of duty, except on the
        greatest emergencies. This, inconsiderable as it may appear, was the
        whole force we could collect in our present enfeebled condition from
        the united crews of the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Gloucester</span></span>, and the <span class=
        "tei tei-name"><span style="font-style: italic">Tryal</span></span>,
        which, when we departed from England, consisted of near a thousand
        hands.”</span> Some Indians ashore fled when they landed, leaving
        their huts, one of which, used as a large storehouse, was converted
        into a hospital for the sick, one hundred and twenty-eight in number.
        Numbers of these were so helpless that they had to be carried from
        the boats, the commodore assisting, as he had before at Juan
        Fernandez, and the officers following suit. The poor invalids soon
        felt the benefit of the abundant fresh fruits and water; and although
        twenty-one were buried in the first and succeeding day, they did not
        lose above ten more during the two months of their stay at the
        island.</p><span class="tei tei-pb" id="page58">[pg
        58]</span><a name="Pg058" id="Pg058" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the
        drawbacks of a stay at Tinian was the roadstead, which, with its
        coral bottom, afforded a bad anchorage during the western monsoons.
        This was convincingly proved to the people of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>. In the third week of
        September the wind blew with such fury that all communication with
        the shore was cut off, as no boat could live in the sea raised by it.
        The small bower cable, and afterwards their best bower, parted. The
        waves broke over the devoted ship, and the long-boat, at that time
        moored astern, was on a sudden canted so high that it broke the
        transom of the commodore’s cabin on the quarter-deck, and was itself
        stove to pieces, the poor boat-keeper, though extremely bruised,
        being saved almost by a miracle. The end of all this was that the
        ship was driven to sea, leaving Anson, several officers, and a great
        part of the crew on shore, amounting in the whole to one hundred and
        thirteen persons. The poor wretches on the ship expected each moment
        to be their last, as they were altogether too few and weak to work a
        large vessel.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The storm which drove the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> to sea blew with too
        much turbulence to permit either the commodore or any of the people
        on shore to hear the guns which she fired as signals of distress; and
        the frequent glare of the lightning had prevented the explosions from
        being observed; so that when at daybreak it was perceived from the
        shore that the ship was missing, there was the utmost consternation
        amongst them, for much the greatest part of them immediately
        concluded that she was lost.”</span> Anson, whatever he thought
        himself, did all in his power to reason them out of the idea, and
        immediately proposed that if she did not return in a few days they
        should cut in half a small bark, a Spanish prize they had taken, and
        lengthen her about twelve feet, which would enable her to carry them
        all to China. After some days the men began to consider this their
        only chance, and worked zealously at their allotted employments.
        These were interrupted one day by <span class="tei tei-q">“A
        sail!”</span> being announced. Presently a second was descried, which
        quite destroyed the conjecture that it was the ship herself. The
        revulsion of feeling in Anson’s bosom was so strong, that for once he
        was quite unmanned, and retired to his tent, with the bitter feeling
        that now he could not hope to signalise the expedition by any great
        exploit. He was, however, soon relieved by finding that the boats
        were Indian proas, which, after cruising off the island for a time,
        suddenly departed, and were lost to sight. The recital of the details
        connected with the transformation of the bark would be tedious;
        suffice it to say, that they had to manufacture many of the necessary
        tools, cut down trees, and saw them into planks, and dig a dry dock,
        while others were employed in collecting provisions. They were much
        mortified to find that all the powder ashore did not amount to more
        than ninety charges. What if the Spaniards should appear at this
        juncture?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">However, in spite
        of all obstacles, they had proceeded so far with their work as to
        have fixed upon a date for their departure from the island.
        <span class="tei tei-q">“But their project and labours were now
        drawing to speedier and happier conclusion; for, on the 11th of
        October, in the afternoon, one of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Gloucester’s</span></span> men, being upon a
        hill in the middle of the island, perceived the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> at a distance, and,
        running down with his utmost speed towards the landing-place, he in
        the way saw some of his comrades, to whom he hallooed out with great
        ecstasy, <span class="tei tei-q">‘The ship! the
        ship!’</span> ”</span> It was indeed the ship; and when <span class=
        "tei tei-pb" id="page59">[pg 59]</span><a name="Pg059" id="Pg059"
        class="tei tei-anchor"></a>Anson heard of it, we can well believe
        that he broke through <span class="tei tei-q">“the equable and
        unvaried character”</span> he had hitherto preserved. The men were in
        a perfect state of frenzy. A boat with eighteen men, and fresh meats
        and fruits, was sent off to the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, which came to anchor
        next day. She had been nearly three weeks absent. The chaplain who
        has left us the narrative of Anson’s voyage was on board at the time.
        He describes their deplorable condition in a leaky ship, with three
        cables hanging loose, from one of which dragged their only remaining
        anchor; not a gun lashed or port closed; shrouds loose, and topmasts
        unrigged, and no sails which could be set except the mizen. The pumps
        alone gave employment for the whole of the available crew.
        <span class="tei tei-q">“In these exigencies,”</span> says he,
        <span class="tei tei-q">“no rank or office exempted any person from
        the manual application and bodily labour of a common sailor. They
        eventually raised their sheet anchor, which had been dragging at the
        bows, got up their mainyard, and generally got the ship in something
        like sailing trim. They were quite as rejoiced to see the island once
        more as were their companions to see <a name="corr059" id="corr059"
        class="tei tei-anchor"></a><span class=
        "tei tei-corr">them.</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After a long stay
        at Macao, where the Chinese officials put all kinds of obstacles in
        the way of refitting and provisioning his ship, Anson set sail for
        the express purpose of intercepting the Manilla galleon or galleons,
        which, indeed, had been the object of his long cruise off Mexico and
        South America. The annual ship plying between Acapulco and Manilla,
        and <span class="tei tei-hi"><span style="font-style: italic">vice
        versâ</span></span>, was always richly laden with the best the
        Spanish colonies afforded, and all on board the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> were now eager for the
        fray. Anson determined to lay off Cape Spiritu Santo, Samal (one of
        the Philippine group of islands), as the galleons always made that
        land first on the voyage to Manilla. It was a month after they had
        gained the station that the coveted prize hove in sight. <span class=
        "tei tei-q">“On this a general joy spread through the whole
        ship.”</span> The Spaniards had determined to risk the fight, and it
        is needless to say that Anson was ready for them. He picked out about
        thirty of his choicest marksmen, whom he distributed among the tops,
        and they eventually did great execution. <span class="tei tei-q">“As
        he had not hands enough remaining to quarter a sufficient number to
        each great gun in the customary manner, he therefore on his lower
        tier fixed only two men to each gun, who were to be solely employed
        in loading it, whilst the rest of his people were divided into
        different gangs of ten or twelve men each, who were continually
        moving about the decks, to run out and fire such guns as were loaded.
        By this management he was enabled to make use of all his guns; and
        instead of whole broadsides, with intervals between them, he kept up
        a constant fire without intermission; whence he doubted not to
        procure very signal advantages. For it is common with the Spaniards
        to fall down upon the decks when they see a broadside preparing, and
        to continue in that posture till it is given; after which they rise
        again, and presuming the danger to be for some time over, work their
        guns and fire with great briskness, till another broadside is ready;
        but the firing gun by gun, in the manner directed by the commodore,
        rendered this practice of theirs impossible.”</span> Several squalls
        of wind and rain about noon often obscured the galleon from their
        sight; but when the weather cleared up she was observed resolutely
        lying to, waiting her impending doom. Towards one o’clock the
        <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> hoisted her colours, the
        enemy being within gunshot. Anson noted that the Spaniards had
        neglected to clear the decks, as they were still engaged in throwing
        overboard cattle <span class="tei tei-pb" id="page60">[pg
        60]</span><a name="Pg060" id="Pg060" class="tei tei-anchor"></a>and
        lumber; and as all is supposed to be fair in war, he determined to
        worry them at once, and ordered the chase-guns to be fired into them.
        The galleon returned the fire with two of her stern chase-guns;
        <span class="tei tei-q">“and the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> getting her
        sprit-sail-yard fore and aft, that if necessary she might be ready
        for boarding, the Spaniards, in a bravado, rigged their
        sprit-sail-yard fore and aft likewise. Soon after, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> came abreast of the
        enemy, within pistol-shot, keeping to the leeward of them, with a
        view of preventing their putting before the wind, and gaining the
        port of Talapay, from which they were about seven leagues distant.
        And now the engagement began in earnest, and for the first half-hour
        Mr. Anson over-reached the galleon, and lay on her bow, where, by the
        great wideness of his ports, he could traverse almost all his guns
        upon the enemy, whilst the galleon could only bring a part of hers to
        bear. Immediately on the commencement of the action, the mats with
        which the galleon had stuffed her netting took fire, and burnt
        violently, blazing up half as high as the mizen-top. This accident,
        supposed to be caused by the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion’s</span></span> wads, threw the enemy
        into the utmost terror, and also alarmed the commodore, for he feared
        lest the galleon should be burnt, and lest he himself might suffer by
        her driving on board him. However, the Spaniards at last freed
        themselves from the fire by cutting away the netting, and tumbling
        the whole mass which was in flames into the sea. All this interval,
        the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> kept her first
        advantageous position, firing her cannon with great regularity and
        briskness; whilst at the same time the galleon’s decks lay open to
        her top-men, who, having at their first volley driven the Spaniards
        from their tops, made prodigious havoc with their small-arms, killing
        or wounding every officer but one that appeared on the quarter-deck,
        and wounding in particular the general of the galleon
        himself.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Then for a little
        the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> lost the superiority of
        her original position; but still her grape-shot raked the Spaniard’s
        decks with such cruel precision that they were covered with the dead
        and dying, encumbering the movements of those still fighting, who
        kept up as brisk a fire as they could. But the general himself was
        pretty nearly <span class="tei tei-hi"><span style=
        "font-style: italic">hors de combat</span></span>, while the Spanish
        officers were rushing hither and thither, endeavouring vainly to keep
        the now disheartened men at their posts. They made one last effort,
        pointed and fired five or six guns with more precision than usual,
        and then yielded the contest. The galleon’s colours had been singed
        off the ensign-staff in the beginning of the engagement, so she had
        to haul down the royal standard from her main-top-gallant-mast head,
        <span class="tei tei-q">“the person who was employed to perform this
        office having been in imminent peril of being killed, had not the
        commodore, who perceived what he was about, given express orders to
        his people to desist from firing.”</span> And so the great
        <span class="tei tei-hi"><span style="font-style: italic">Nostra
        Signora de Cabadonga</span></span> became Anson’s prize.</p><a name=
        "illo_072.jpg" id="illo_072.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_072.jpg" alt=
          "ANSON TAKING THE SPANISH GALLEON" title=
          "ANSON TAKING THE SPANISH GALLEON." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ANSON TAKING THE SPANISH GALLEON.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And she was indeed
        a prize. She had on board 35,682 ounces of virgin silver, 1,313,843
        pieces of eight, besides some cochineal and other trifles, which
        hardly counted in comparison with the specie. She was a much larger
        vessel than the <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, and had five hundred
        and fifty men, and thirty-six large guns, besides twenty-eight
        pedreroes each carrying four-pound balls. During the action she had
        sixty-seven men killed, and eighty-four wounded; whilst the
        <span class="tei tei-name"><span style=
        "font-style: italic">Centurion</span></span> had only two killed, and
        seventeen wounded. Shortly after the galleon had struck, an officer
        came quietly to Anson, and told him the <span class="tei tei-pb" id=
        "page62">[pg 62]</span><a name="Pg062" id="Pg062" class=
        "tei tei-anchor"></a>ship was on fire near the powder-room. The
        commodore showed no emotion, and gave orders to a few in regard to
        extinguishing it, which was happily done, without alarming the crew
        or informing the enemy. The galleon was constituted by Anson a
        post-ship in his Majesty’s navy, the command being given to his first
        lieutenant, Mr. Saumarez. All but the officers and wounded of the
        prisoners were kept in the hold of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Centurion</span></span>, two guarded hatchways
        being left open. As the Spaniards were two to one of the English,
        every precaution was necessary, but otherwise they were treated as
        well as possible. Unfortunately their allowance of water was
        necessarily small, one pint per day, the crew only receiving a pint
        and a half; and although not one died on the passage to the river of
        Canton, they were reduced to ghastly skeletons when they were
        discharged. Anson refitted and sold the galleon to the merchants of
        Macao, and, with about £400,000 worth of Spanish treasure, sailed for
        England, where he arrived in safety. The damage done by him to Spain
        was probably three or four times that represented by the above
        amount. The great galleon was alone, with her cargo, valued at a
        million and a half dollars; whilst the destruction of Paita, and the
        minor Spanish prizes, with large parts of their cargoes, were serious
        losses to Spain.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap04" id="chap04" class="tei tei-anchor"></a> <a name=
        "toc11" id="toc11"></a> <a name="pdf12" id="pdf12"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER IV.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Progress of the American Colonies—Great Prevalence
        of Piracy—Numerous Captures and Executions—A Proclamation of
        Pardon—John Theach, or</span> <span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Black
          Beard</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—A
          Desperate Pirate—Hand-and-glove with the Governor of North
          Carolina—Pretends to accept the King’s Pardon—A Blind—His Defeat
          and Death—Unwise Legislation and consequent Irritation—The Stamp
          Act—The Tea Tax—Enormous Excitement—Tea-chests thrown into Boston
          Harbour—Determined Attitude of the American Colonists—The Boston
          Port Bill—Its Effects—Sympathy of all America—The final
          Rupture—England’s Wars to the end of the Century—Nelson and the
          Nile—Battle of Copenhagen.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">During the early
        part of the eighteenth century, while Europe was distracted by war,
        the American colonies were, <span class="tei tei-q">“by peaceful and
        undisturbed pursuits, laying the foundation of that prosperity which
        enabled them, before the close of the century, to demand and obtain
        their severance from the mother country, and their social and
        political independence.”</span> So early as 1729, Philadelphia had
        6,000 tons of shipping, and received in that year 6,208 emigrants
        from Great Britain. New York was then carrying on a large trade in
        grain and provisions with Spain and Portugal, besides forwarding
        considerable quantities of furs to England. New England was
        furnishing the finest spars and masts in the world, while that part
        of it which is now the State of Massachusetts had already 120,000
        inhabitants, employing 40,000 tons of shipping, or about 600 vessels
        of all sizes. The fisheries were of great value, as much as a quarter
        of a million quintals of dried fish being annually exported to Spain,
        Portugal, and the Mediterranean. Carolina was doing a magnificent
        business in the export of rice, Indian corn, and provisions of all
        kinds; in pitch, turpentine, and lumber.</p><span class="tei tei-pb"
        id="page63">[pg 63]</span><a name="Pg063" id="Pg063" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But one serious
        evil caused the colonists great annoyance and loss—the prevalence of
        piracy. The State last named suffered far more than the rest.
        Commercial restrictions, unwisely imposed by Great Britain, gave rise
        to a large amount of smuggling, and from smuggling to piracy was an
        easy transition. <span class="tei tei-q">“These gangs of naval
        robbers were likewise frequently recruited by British sailors, who
        had been trained to ferocity and injustice by the legalised piracy of
        the slave-trade.”</span><a id="noteref_17" name="noteref_17" href=
        "#note_17"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">17</span></span></a> One
        Captain Quelch, the commander of a vessel which had committed
        numerous piracies, ventured to take shelter, with his crew, in
        Massachusetts in the year 1704. He was detected, tried, and hanged,
        with six of his accomplices, in Boston. In 1717 several vessels were
        captured on the coasts of New England by a noted pirate, Captain
        Bellamy, a man who carried matters with a high hand, having a vessel
        with twenty-three guns, and a crew of one hundred and thirty men. The
        vessel was wrecked shortly afterwards on Cape Cod, the captain and
        the whole of his crew, except six, perishing in the waves. The
        pitiful remainder gained the shore, their fate literally realising
        Defoe’s words—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“When what the
            sea would not, the gallows may;”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">for they were
        immediately conveyed to Boston, tried, and executed. A number of
        pirates were about the same time hanged in Virginia. In consequence
        of the repeated complaints of British merchants regarding these
        freebooters, George I. issued a proclamation offering a pardon to all
        pirates who should surrender to any of the colonial governors within
        twelve months; and in 1718 dispatched a few ships of war under
        Captain Rogers, who, repairing to New Providence, then a perfect den
        of sea-thieves, took possession of the place, and nearly all the
        pirates there took the benefit of the royal proclamation. Steed
        Bennet and Richard Worley, two pirate chiefs who had fled from New
        Providence at the approach of Rogers, took possession of the mouth of
        Cape Fear River. They were captured by Governor Johnson and Captain
        Rhett; and Bennet, who was a man of good education, and had held the
        rank of major in the British army, was executed at Charlestown, with
        forty-one of his accomplices. North Carolina had been for a long time
        the haunt of one of the most desperate villains of his time, John
        Theach, generally known as <span class="tei tei-q">“Black
        Beard,”</span> from an enormous beard he wore, and which was
        adjusted, Grahame records, <span class="tei tei-q">“with elaborate
        care in such an inhuman disposition as was calculated to excite both
        disgust and terror.... In battle, he has been represented with the
        look and demeanour of a fury; carrying three braces of pistols on
        holsters slung over his shoulders, and lighted matches under his hat,
        protruding over each of his ears. The authority and admiration which
        the pirate chiefs enjoyed among their fellows was proportioned to the
        audacity and extravagance of their outrages on humanity; and none in
        this respect ever challenged a rivalship with Theach.... Having
        frequently undertaken to personify a demon for the entertainment of
        his followers, he declared at length his purpose of gratifying them
        with an anticipated representation of hell; and in this attempt had
        nearly stifled the whole crew with the fumes of brimstone under the
        hatches of his vessel. In one of his ecstasies, whilst heated with
        liquor, and sitting in his cabin, he took a pistol in each hand, and,
        cocking them under the table, blew out the lights, and then with
        <span class="tei tei-pb" id="page64">[pg 64]</span><a name="Pg064"
        id="Pg064" class="tei tei-anchor"></a>crossed hands fired on each
        side at his companions, one of whom received a shot that maimed him
        for life.”</span> He was an early Mormon, for he had fourteen women
        whom he called his wives. His chief security had been the fact that
        Charles Eden, the governor, and Tobias Knight, the secretary of the
        province, shared in his plunder and protected him. As he was rich,
        and had been apprised of Rogers’ operations at New Providence, he
        judged it wise to accept the benefit of the king’s proclamation, and,
        with twenty of his men, pretended to surrender to Eden, who had been
        a receiver of goods or gold stolen by him.</p><a name="illo_075.png"
        id="illo_075.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_075.png" alt="CAPE COD" title="CAPE COD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            CAPE COD.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This was, however,
        only a blind. He fitted out almost immediately afterwards a sloop,
        which he entered at the Custom House as a regular trader. In a few
        weeks he returned to North Carolina, bringing with him a French ship
        in a state of perfect soundness, and with a valuable cargo on board,
        which he deposed on oath that he had found deserted at sea, a
        statement which quite satisfied Eden and Knight. Nobody else believed
        him, and some of the Carolinians who had suffered by his hands
        appealed to the Government of Virginia for aid in hunting down this
        pest of humanity. Maynard, the lieutenant of a ship of war, was
        dispatched after him, found him in Pamlico Sound, and, after a close
        encounter, prevailed. <span class="tei tei-q">“Foreboding defeat,
        Theach had posted one of his followers with a lighted match over his
        powder magazine, that in the last extremity he might defraud
        <span class="tei tei-pb" id="page65">[pg 65]</span><a name="Pg065"
        id="Pg065" class="tei tei-anchor"></a>human justice of a part of its
        retributive triumph. But some accident or mistake prevented the
        execution of this act of despair. Theach himself, surrounded by
        slaughtered foes and followers, and bleeding from numerous wounds, in
        the act of stepping back to cock a pistol, fainted from loss of
        blood, and expired on the spot.”</span> The few survivors threw down
        their swords, and were spared—to die on the gallows shortly
        afterwards. Piracy was checked, but not obliterated, by these means;
        and about five years after this period no less than twenty-six of
        these <span class="tei tei-q">“sea rats”</span> were executed in
        Rhode Island.</p><a name="illo_076.png" id="illo_076.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_076.png" alt=
          "THE “DARTMOUTH” IN BOSTON HARBOUR" title=
          "THE “DARTMOUTH” IN BOSTON HARBOUR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“DARTMOUTH”</span> IN BOSTON HARBOUR.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This not being a
        history of America, the writer is spared all allusion to events of
        the period except so far as they bear on the sea and maritime
        matters. One of the greatest among a long series of mistakes made at
        the time by Great Britain was an expedient, ascribed to George
        Grenville, intended to strike a death-blow at smuggling. All the
        commanders and other officers of British ships of war stationed off
        the American coasts, or cruising in the American seas, now received
        injunctions and authority from the Crown to act as officers of the
        customs; they were compelled to take the usual oaths of office
        administered to the civil functionaries ashore; and, to reconcile
        them to what they might think a service degrading to them, they were
        to receive an ample share of contraband and confiscated cargoes. It
        must be remembered that they were totally ignorant of the laws which
        they were now required not merely to guard, but to administer; and
        they had not <span class="tei tei-pb" id="page66">[pg
        66]</span><a name="Pg066" id="Pg066" class="tei tei-anchor"></a>the
        restraints of the ordinary Custom House officials, for whatever wrong
        they might commit, no nearer redress was open to the sufferer than an
        appeal to the Admiralty or Treasury of England. Many cargoes were
        unjustly confiscated, and a number of others unreasonably detained,
        to the great detriment of the owners; <span class="tei tei-q">“and in
        several instances these violations of justice were ascribed rather to
        eager cupidity and confidence of impunity than to involuntary
        error.”</span> In other words, the legitimate merchant was often put
        in the same box as though he had been a pirate or smuggler. A traffic
        had long sprung up between the British and Spanish colonies of North
        and South America, advantageous to both. The same existed, in a
        lesser degree, between America and the French West India Islands.
        These new auxiliaries of the Custom House now and again seized
        indiscriminately and confiscated the ships, American or foreign,
        engaged in this trade. Meantime, the Government at home, ill-informed
        as it was, learned that there was much discontent in America, and
        hastened to repair the damage by passing a special Act of Parliament,
        declaring the legitimacy of the commerce between the American
        colonies and those of France and Spain. Unfortunately, they at the
        same time loaded the more valuable articles with duties which were
        nearly prohibitive, and must encourage smuggling.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Then came the
        passage of the Stamp Act, which was to tax every paper of a
        commercial, legal, or social nature, and which was so unpopular that
        the merchants of New York directed their correspondents in England to
        ship no more goods to them till it should be repealed. The people
        very generally agreed to confine their purchases to native
        productions. <span class="tei tei-q">“I will wear nothing but
        homespun!”</span> exclaimed one angry citizen. <span class=
        "tei tei-q">“I will drink no wine,”</span> echoed another, angry that
        wine must pay a new duty. <span class="tei tei-q">“I propose,”</span>
        cried a third, <span class="tei tei-q">“that we dress in sheepskins,
        with the wool on.”</span><a id="noteref_18" name="noteref_18" href=
        "#note_18"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">18</span></span></a> To
        encourage a woollen manufacture in America, it was recommended to the
        colonists to abstain from eating the flesh of lambs, and not a
        butcher durst afterwards expose lamb for sale. Its operations were
        ushered in at Boston by the tolling of bells; effigies of the authors
        and abettors were carried about the streets, and afterwards torn in
        pieces by the populace. At Portsmouth, New Hampshire, a funeral
        procession was organised, and a coffin bearing the inscription,
        <span class="tei tei-q">“<span class="tei tei-hi"><span style=
        "font-variant: small-caps">Liberty, Aged CXLV.
        Years</span></span>,”</span> was paraded, amidst the booming of
        minute guns, and the roll of muffled drums. An oration was made over
        a grave prepared for its reception, at the conclusion of which some
        remains of life were, it was pretended, discovered in the body, which
        was thereupon snatched from the grave. The inscription was altered to
        <span class="tei tei-q">“<span class="tei tei-hi"><span style=
        "font-variant: small-caps">Liberty Revived</span></span>,”</span> and
        a cheerful and hilarious procession then marched off with it. In
        several instances the residences of the governors, officials, and
        tax-collectors of States were burned to the ground, or greatly
        damaged. So strong was the current of popular will that the Custom
        House officers did not, in a large number of cases, attempt to stamp
        the clearances of vessels sailing. The law courts remained open, and
        ignored the want of stamps on legal documents, and marriages were
        consummated simply after putting up the banns, and not by stamped
        certificate. The almost total suspension of business with English
        shippers and merchants alarmed them greatly, and they were among the
        first to petition for its repeal. In Parliament, among many others,
        Pitt was <span class="tei tei-pb" id="page67">[pg 67]</span><a name=
        "Pg067" id="Pg067" class="tei tei-anchor"></a>a warm friend to the
        American cause. In answer to a taunting speech from Grenville, he
        replied: <span class="tei tei-q">“We are told that America is
        obstinate—that America is almost in open rebellion. <span class=
        "tei tei-hi"><span style="font-style: italic">Sir, I rejoice that
        America has resisted.</span></span> Three millions of people so dead
        to all the feelings of liberty as voluntarily to submit to be slaves,
        would have been fit instruments to make slaves of all the
        rest.”</span> The Stamp Act was repealed March 19th, 1766, and in
        London itself was received with so much joy, that there was a general
        illumination, amid the ringing of church bells; and in America it was
        hailed with satisfaction, although subsequent action on the part of
        the English Government soon obliterated all memory of the
        concession.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Passing over
        political complications which led to the American Revolution, we must
        allude to the Tea Tax, the resistance to which was as strong as to
        any previous measure of our misguided Government. The Government
        decided to enforce it, although they were aware of its unpopularity,
        and the East India Company, which had the vast stock of 17,000,000
        lbs. on hand, freighted several of their ships to America. Mark the
        result.<a id="noteref_19" name="noteref_19" href=
        "#note_19"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">19</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 28th
        November, 1773, the ship <span class="tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span> appeared in Boston
        Harbour with one hundred and fourteen chests of the East India
        Company’s tea. To keep the Sabbath strictly was the New England
        usage. But hours were precious; let the tea be entered, and it would
        be beyond the power of the consignee to send it back. The Select men
        held one meeting by day, and another in the evening, but they sought
        in vain for the consignees, who had taken sanctuary in the
        castle.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Committee of
        Correspondence was more efficient. They met also on Sunday; and
        obtained from the Quaker, Potch, who owned the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span>, a promise not to enter
        his ship till Tuesday; and authorised Samuel Adams to invite the
        Committees of the five surrounding towns, Dorchester, Roxbury,
        Brookline, Cambridge, and Charlestown, with their own townsmen and
        those of Boston, to hold a mass meeting the next morning. Faneuil
        Hall could not contain the people that poured in on Monday. The
        concourse was the largest ever known. Adjourning to <span class=
        "tei tei-q">“The Old South”</span> Meeting House, on the motion of
        Samuel Adams, the assembly, composed of five thousand persons,
        resolved, unanimously, that <span class="tei tei-q">“the tea should
        be sent back to the place from whence it came at all events, and that
        no duty should be paid on it.”</span> <span class="tei tei-q">“The
        only way to get rid of it,”</span> said Mr. Young, <span class=
        "tei tei-q">“is to throw it overboard.”</span> The consignees asked
        for time to prepare their answer; and, <span class="tei tei-q">“out
        of great tenderness,”</span> the body postponed proceeding with it
        till the next morning. Meantime the owner and master of the ship were
        <span class="tei tei-hi"><span style=
        "font-style: italic">convented</span></span>, and forced to promise
        not to land the tea. A watch was also proposed. <span class=
        "tei tei-q">“I,”</span> said Hancock, <span class="tei tei-q">“will
        be one of it, rather than that there should be none;”</span> and a
        party of twenty-five persons, under the orders of Edward Proctor as
        its captain, was appointed to guard the tea-ship during the
        night.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The next morning
        the consignees jointly gave in their answer:—<span class=
        "tei tei-q">“It is utterly impossible to send back the teas; but we
        now declare to you our readiness to store them, until we shall
        receive further directions from our constituents!”</span>—that is,
        until they could <span class="tei tei-pb" id="page68">[pg
        68]</span><a name="Pg068" id="Pg068" class=
        "tei tei-anchor"></a>notify the British Government. The wrath of the
        meeting was kindling, when the Sheriff of Suffolk entered with a
        proclamation from the governor, warning the assembly to disperse. The
        notice was received with hisses, derision, and a unanimous vote not
        to disperse. In the afternoon Potch, the owner, and Hall, the master,
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span>, yielding to an
        irresistible impulse, engaged that the tea should return as it came,
        without touching land or paying duty. A similar promise was exacted
        of the owners of the other tea-ships, whose arrival was daily
        expected. In this way <span class="tei tei-q">“it was thought the
        matter would have ended.”</span> Every shipowner was forbidden, on
        pain of being deemed an enemy to the country, to import or bring as
        freight any tea from Great Britain, till the unrighteous Act taxing
        it should be repealed; and this vote was printed and sent to every
        seaport in the Province, and to England. Six persons were chosen as
        foot-riders, to give due notice to the country towns of any attempt
        to land the tea by force; and the Committee of Correspondence, as the
        executive organ of the meeting, took care that a military watch was
        regularly kept up by volunteers armed with muskets and bayonets, who
        at every half-hour in the night regularly passed the word
        <span class="tei tei-q">“All is well!”</span> like sentinels in a
        garrison. Had they been molested in the night, the tolling of the
        bells would have been the signal for a general uprising.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ships, after
        landing the rest of their cargo, could neither be cleared in Boston
        with the tea on board, nor be entered in England, and on the
        twentieth day from their arrival would be liable to seizure.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The spirit of the
        people rose with the emergency. Two more tea-ships which arrived were
        directed to anchor by the side of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span>, at Griffin’s Wharf,
        that one guard might serve for all. In the meantime the consignees
        conspired with the Revenue officers to throw on the owner and master
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span> the whole burden of
        landing the tea, and would neither agree to receive it, nor give up
        their bill of lading, nor pay the freight. Every movement was duly
        reported, and the town became as furious as in the time of the Stamp
        Act. On the 9th there was a vast gathering at Newburyport, of the
        inhabitants of that and the neighbouring towns, and they unanimously
        agreed to assist Boston, even at the hazard of their lives.
        <span class="tei tei-q">“This is not a piece of parade,”</span> they
        say, <span class="tei tei-q">“but if an occasion shall offer, a
        goodly number from among us will hasten to join you.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In this state of
        things it was easily seen by the people of Boston that, the ships
        lying so near, the teas would be landed by degrees, notwithstanding
        any guard they could keep or measures taken to prevent it; and it was
        as well known that if they were landed nothing could prevent their
        being sold, and thereby the purpose of establishing the monopoly and
        raising a revenue fulfilled.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The morning of
        Thursday, the 16th of December, 1773, dawned upon Boston, a day by
        far the most momentous in its annals. The town of Portsmouth held its
        meeting on that morning, and, with six only protesting, its people
        adopted the principles of Philadelphia, appointed their Committee of
        Correspondence, and resolved to make common cause with the Colonies.
        At ten o’clock the people of Boston, with at least two thousand men
        from the country, assembled in the Old South. A report was made that
        Potch (the owner of the <span class="tei tei-name"><span style=
        "font-style: italic">Dartmouth</span></span>) had been refused a
        clearance from the <span class="tei tei-pb" id="page69">[pg
        69]</span><a name="Pg069" id="Pg069" class=
        "tei tei-anchor"></a>collector. <span class=
        "tei tei-q">“Then,”</span> said they to him, <span class=
        "tei tei-q">“protest immediately against the Custom House, and apply
        to the governor for his pass, so that your vessel may this very day
        proceed on her voyage to London.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The governor had
        stolen away to his country house at Milton. Bidding Potch make all
        haste, the meeting adjourned to three in the afternoon. At that hour
        Potch had not returned. It was incidentally voted, as other towns had
        already done, to abstain totally from the use of tea. Then, since the
        governor might refuse his pass, the momentous question recurred,
        <span class="tei tei-q">“Whether it be the sense and determination of
        this body to abide by their former resolutions, with respect to the
        not suffering the tea to be landed?”</span> After hearing addresses
        from Adams, Young, the younger Quincy, and others, the whole assembly
        of seven thousand voted unanimously, that the tea should not be
        landed.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It had been dark
        for more than an hour. The church in which they met was dimly
        lighted; when, at a quarter before six, Potch appeared, and satisfied
        the people by relating that the governor had refused him a pass,
        because his ship was not properly cleared. As soon as he had finished
        his report, Samuel Adams rose and gave the word: <span class=
        "tei tei-q">“This meeting can do nothing more to save the
        country!”</span> On the instant a shout was heard at the porch; the
        war-whoop resounded; a body of men, forty or fifty in number,
        disguised as Indians, passed by the door, and, encouraged by Samuel
        Adams, Hancock, and others, repaired to Griffin’s Wharf, posted
        guards to prevent the intrusion of spies, took possession of the
        three tea-ships, and in about three hours three hundred and forty
        chests of tea, being the whole quantity that had been imported, were
        emptied into the bay, without the least injury to other property. All
        things were conducted with great order, decency, and perfect
        submission to Government. The people around, as they looked on, were
        so still that the noise of breaking open the tea-chests was plainly
        heard.</p><a name="illo_083.jpg" id="illo_083.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_083.jpg" alt="DESTRUCTION OF THE TEA CARGOES"
          title="DESTRUCTION OF THE TEA CARGOES." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            DESTRUCTION OF THE TEA CARGOES.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In Philadelphia,
        when a tea-ship arrived, the captain fearing the loss of his cargo,
        agreed to sail back again the following day.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">During the whole
        period of her controversy with Great Britain, America was deriving a
        constant increase of strength, not merely from domestic growth, but
        by the immense volume of emigration from Europe. No complete record
        remains of its amount, but sufficient facts are known to show how
        vast it had become. <span class="tei tei-q">“Within the first
        fortnight of August, 1773, there arrived at Philadelphia 3,500
        emigrants from Ireland; and from the same document which has recorded
        this circumstance, it appears that vessels were arriving every month
        freighted with emigrants from Holland, Germany, and especially from
        Ireland and the Highlands of Scotland. About 700 Irish settlers
        repaired to the Carolinas in the autumn of 1773; and in the course of
        the same season no fewer than ten vessels sailed from Britain with
        Scottish Highlanders emigrating to the American States.”</span>
        Connecticut in ten years gained 50,000 in population, and when the
        final rupture occurred with the mother country, the United States had
        already reached the important number of about three and a quarter
        millions, or say a good million over the united populations of the
        Australasian colonies of to-day, including New Zealand. And it must
        never be forgotten that of the new-comers a large proportion were
        flying from grievances at home to which <span class="tei tei-pb" id=
        "page70">[pg 70]</span><a name="Pg070" id="Pg070" class=
        "tei tei-anchor"></a>they could no longer submit, and that they
        therefore added to and fanned the discontent prevailing in America.
        In view of such facts the action of the home Government is nearly
        inexplicable.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When the
        intelligence of the destruction of the tea reached England, although
        it was obvious that the opposition which had been shown was common to
        all the colonies, it was determined to make an example of Boston.
        <span class="tei tei-q">“It was reckoned that a partial blow might be
        dealt to America with much greater severity than could be prudently
        exacted in more extensive punishment; and it was, doubtless, expected
        that the Americans in general, without being provoked by personal
        suffering, would be struck with terror by the rigour inflicted on a
        city so long renowned as the bulwark of their liberties. Without even
        the decent formality of requiring the inhabitants of Boston to
        exculpate themselves, but definitely assuming their guilt in
        conformity with the despatches of a governor who was notoriously at
        enmity with them, the Ministers introduced into Parliament a bill for
        suspending the trade and closing the harbour of Boston during the
        pleasure of the king. They declared that the duration of this
        severity would depend entirely upon the conduct of the objects of it;
        for it would doubtless be relaxed as soon as the people of Boston
        should make compensation for the tea that had been destroyed, and
        otherwise satisfy the king of their sincere purpose to render due
        submission to his Government.”</span> The bill encountered little or
        no opposition in Parliament, a few members only contending that
        milder measures should be tried. It is impossible to imagine such an
        occasion to-day. Think of the ports of Sydney or Melbourne, for
        example, being closed to all trade and commerce from outside, and
        hundreds of vessels prevented from unloading or loading there,
        because of irritation prevailing among the Australians, entirely
        produced by unwise legislation, and unjust taxation on the part of
        the mother country. Yet this is what was done with our American
        colonies little more than a hundred years ago.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mark what
        followed. On the arrival of the first copy of the Boston Port Bill a
        town meeting was convened in that city, and it was recommended,
        <span class="tei tei-q">“That all commercial intercourse whatever
        with Britain and the West Indies should be renounced by the American
        States till the repeal of the Act.”</span> At Philadelphia a liberal
        subscription was made for the relief of such of the poorer
        inhabitants of Boston whose livelihood had been ruined by this
        arbitrary proceeding. The Virginian House of Burgesses appointed the
        date on which the operation of the Act was to commence as a day of
        fasting, humiliation, and prayer.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 1st of
        June, 1774, the operation of the Boston Port Bill commenced. All the
        commercial business of the capital of Massachusetts was concluded at
        noon, and the harbour of this flourishing port was closed—till the
        gathering storm of the Revolution was to re-open it. <span class=
        "tei tei-q">“At Williamsburgh, in Virginia, the day was devoutly
        consecrated to the religious exercises which had been recommended by
        the Assembly. At Philadelphia it was solemnised by a great majority
        of the population with every testimonial of public grief; all the
        inhabitants, except the Quakers, shut up their houses; and after
        divine service a deep and ominous silence reigned through the city.
        In other parts of America it was also observed as a day of mourning;
        and the sentiments thus widely awakened were kept alive and
        exasperated by the distress to which the inhabitants of Boston were
        reduced from the <span class="tei tei-pb" id="page71">[pg
        71]</span><a name="Pg071" id="Pg071" class=
        "tei tei-anchor"></a>continued operation of the Port Bill, and by the
        fortitude with which they endured it. The rents of all the
        land-holders in and around Boston now ceased, or were greatly
        diminished; all the wealth which had been vested in warehouses and
        wharfs was rendered unproductive; from the merchants was wrested the
        commerce which they had reared, and the means alike of providing for
        their families and paying their debts; all the artificers employed in
        the numerous occupations created by an extensive trade shared the
        general hardships; and a great majority of that class of the
        community who earned daily bread by their daily labour were deprived
        of the means of support.”</span> The sympathy shown by the sister
        colonies was highly creditable, and often took the form of
        substantial relief. The inhabitants of Marblehead offered to the
        Boston merchants the use of their harbours, wharfs, and warehouses,
        together with their personal services in lading and unlading goods,
        free of all expense. The citizens of Salem (in the same State as
        Boston) concluded a remonstrance against the British measures as
        follows:—<span class="tei tei-q">“By shutting up the port of Boston,
        some imagine that the course of trade might be turned hither, and to
        our benefit.... We must be lost to every idea of justice, and dead to
        all the feelings of humanity, could we indulge one thought of raising
        our fortunes on the ruins of our suffering neighbours.”</span> A
        country so thoroughly bound together surely deserved the independence
        which a couple of years later it secured.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">No better excuse
        can be urged for England than that her hands were constantly full at
        this period. When there was not actual war there were always rumours
        of war. Fortunately for our country, in its greatest need its
        greatest hero’s star was in the ascendant. How often in these pages
        must we recur again and again to the name of Nelson? The year after
        America had declared her independence, he was, it is true, but simply
        a lieutenant, and scarcely over nineteen years of age. He had already
        seen some service. He had been to the West Indies and to the Arctic
        Ocean, where, on Captain Phipps’ expedition, occurred one of those
        little incidents which indicated a hero in embryo. Young Nelson was
        one day missing, and though every search was instantly made for him,
        it seemed entirely in vain, and all imagined he was lost. Somebody at
        length discovered him at a considerable distance off, on the ice,
        armed with a single musket, and fighting away with some object which,
        on nearer approach, proved to be an immense bear. Always slight in
        frame, and comparatively feeble in body, what was the youngster
        about? It was found that the lock of his musket proving useless, he
        had pursued the animal with the hope of tiring him, and then intended
        to knock him on the head. On his return he was reprimanded for
        leaving the ship without permission, and asked why he had been so
        rash. The young hero replied, <span class="tei tei-q">“I wished, sir,
        to get the skin for my father;”</span> and although there is no
        record of the fact, it may well be believed that his little escapade
        was not very severely punished. Almost immediately after his return
        from the frozen regions, we find him in the East Indies, where his
        health nearly gave way. For the second time in Nelson’s career we
        find him almost abandoning the sea. <span class="tei tei-q">“I felt
        impressed,”</span> wrote he long afterwards, <span class=
        "tei tei-q">“with an idea that I should never rise in my profession.
        My mind was staggered with a view of the difficulties which I had to
        surmount, and the little interest I possessed. I could discover no
        means of reaching the object of my ambition. After a long and gloomy
        reverie, in which I almost wished myself overboard, a sudden glow of
        <span class="tei tei-pb" id="page73">[pg 73]</span><a name="Pg073"
        id="Pg073" class="tei tei-anchor"></a>patriotism was kindled within
        me, and hope presented my king and country as my patrons.
        <span class="tei tei-q">‘Well then,’</span> I exclaimed, <span class=
        "tei tei-q">‘I will be a hero, and confiding in Providence, I will
        brave every danger.’</span> ”</span> From that moment his aspirations
        became inspirations, and he believed fully that</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“The light which
            led him on,</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">Was light from
            Heaven.”</span>
          </div>
        </div><a name="illo_084.png" id="illo_084.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_084.png" alt="NELSON AND THE BEAR" title=
          "NELSON AND THE BEAR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            NELSON AND THE BEAR.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The young sailor,
        or he who may become one, may learn very much from the earlier part
        of Nelson’s career. Again and again was he disappointed, and although
        momentarily irritable, he always ended by looking forward to the
        inevitable reward due to the man who places country and duty above
        all other considerations. After his services at Bastia and Calvi,
        where he lost that eye which afterwards served him so well from its
        blindness, his bravery was altogether overlooked in the despatches.
        <span class="tei tei-q">“One hundred and ten days,”</span> said he,
        <span class="tei tei-q">“I have been actually engaged at sea and on
        shore against the enemy; three actions against ships, two against
        Bastia in my own ship, four boat actions, two villages taken, and
        twelve sail of vessels burnt. I do not know that any one has done
        more; I have had the comfort to be always applauded by my
        commanders-in-chief, but never to be rewarded; and, what is more
        mortifying, for services in which I have been wounded, others have
        been praised who, at the time, were actually in bed, far from the
        <span class="tei tei-pb" id="page74">[pg 74]</span><a name="Pg074"
        id="Pg074" class="tei tei-anchor"></a>scene of action. They have not
        done me justice; but never mind—I’ll have a gazette of my
        own!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And what a gazette
        it was! When, in 1797, Nelson received a special grant for his
        services, a memorial had to be drawn up, when it was found that he
        had been engaged against the enemy upwards of <span class=
        "tei tei-hi"><span style="font-style: italic">one hundred and twenty
        times</span></span>! During the latest war up to the above date he
        had assisted at the capture of seven sail of the line, six frigates,
        four corvettes, and eleven privateers; he had taken or destroyed
        nearly fifty sail of merchant vessels.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Then followed the
        great battle of the Nile. The French fleet having been discovered by
        Captain Samuel Flood, the action commenced at sunset. The shores of
        the Bay of Aboukir were lined with spectators, who beheld the
        approach of the English and the terrible conflict which ensued, in
        silent and awe-stricken astonishment. A brisk fire was opened by the
        <span class="tei tei-name"><span style=
        "font-style: italic">Vanguard</span></span>, which ship covered the
        approach of those in the rear; in a few minutes every man stationed
        at the first six guns in her fore part were all down, killed or
        wounded. Admiral Nelson was so entirely resolved to conquer, or to
        perish in the attempt, that he led into action with six ensigns, red,
        white, and blue—he could not bear the idea of his colours being
        carried away by a random shot from the enemy.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Nelson—long minus
        one eye and one arm—in this battle received a severe wound in his
        head, the skin of the forehead hanging down over his face. Captain
        Berry, who was standing near, caught him in his arms. It was the
        opinion of everyone, including the sufferer, that he was shot through
        the head. On being carried down in the cockpit, where several of his
        gallant crew were stretched with shattered limbs and mangled wounds,
        the surgeon immediately came with great anxiety to the admiral.
        <span class="tei tei-q">“No,”</span> replied the hero, <span class=
        "tei tei-q">“I will take my turn with my brave fellows!”</span> The
        agony of his wound increasing, he became convinced that he was dying,
        and sent for the chaplain, begging him to remember him to Lady
        Nelson; he even went so far as to appoint Hardy post-captain for the
        <span class="tei tei-name"><span style=
        "font-style: italic">Vanguard</span></span>. When the surgeon came to
        examine and dress the wound, it clearly appeared that it was not
        mortal, and the joyful intelligence spread quickly through the ship.
        As soon as the operation was over, Nelson sat down, and that very
        night wrote the celebrated official letter which appeared in the
        <span class="tei tei-hi"><span style=
        "font-style: italic">Gazette</span></span>. He came on deck just in
        time to witness the conflagration of <span class=
        "tei tei-name"><span style=
        "font-style: italic">L’Orient</span></span>. So terrible was the
        carnage at the battle of the Nile that the Bay of Aboukir was covered
        for a week with the floating corpses, and though men were continually
        employed to sink them, many of the bodies, having slipped from the
        shot, would re-appear on the surface. Alas! the accounts of these
        horrible scenes, painful as they are, yet pale before the latest
        horror in our own Thames—the loss of the <span class=
        "tei tei-name"><span style="font-style: italic">Princess
        Alice</span></span>, where more perished than in many a recorded
        sea-fight of days gone by.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After the battle,
        the officers vied with each other in sending various presents to the
        admiral, to show their delight that he had, though severely wounded,
        escaped death. Captain Hallowell, who had long been on the most
        intimate terms with Nelson, hit on the extraordinary idea of having
        an elegantly-furnished coffin constructed by his carpenter from the
        wreck of <span class="tei tei-name"><span style=
        "font-style: italic">L’Orient</span></span>, a grim present, which he
        ordered to be made for the admiral. It was conveyed on board, and it
        is stated that Nelson highly appreciated the present of his brave
        officer. Nelson kept it for some months upright in his cabin, till at
        length an old servant tearfully entreating him, he allowed it to be
        carried below. Nelson was now at the height of glory; never had
        before, or has since, any admiral received honours from so many
        various nations and crowned <span class="tei tei-pb" id="page75">[pg
        75]</span><a name="Pg075" id="Pg075" class=
        "tei tei-anchor"></a>heads. The following is a list of presents
        bestowed on him for his services in the Mediterranean between
        October, 1798, and October, 1799:—</p>

        <table summary="This is a list." class="tei tei-list" style=
        "margin-bottom: 1.00em; margin-top: 1.00em">
          <tbody>
            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From his king and country, a peerage
              of Great Britain and gold medal.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From Parliament, for his own life and
              two next heirs, per annum, £2,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the Parliament of Ireland, per
              annum, £1,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the East India Company,
              £10,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the Turkey Company, a piece of
              plate of great value; from the City of London, a magnificent
              sword.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the Grand Signor, a diamond
              aigrette and rich pelisse, valued at £3,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the Grand Signor’s mother, a rose
              set with diamonds, valued at £1,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the Emperor of Russia, a box set
              with diamonds, valued at £2,500.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the King of the Two Sicilies, a
              sword richly ornamented with diamonds, valued at £5,000.</td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item">From the King of Sardinia, a box set
              with diamonds, valued at £1,200.</td>
            </tr>
          </tbody>
        </table>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In addition to
        these, all accompanied by complimentary addresses or letters, he
        received presents from the Island of Zante, the city of Palermo, and
        private individuals. Had he not attained a <span class=
        "tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">Gazette</span></span> of his
        own?”</span></p><a name="illo_087.jpg" id="illo_087.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_087.jpg" alt="LORD NELSON" title=
          "LORD NELSON." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LORD NELSON.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The battle of
        Copenhagen made Nelson’s talents, in some respects, even more
        conspicuous. The Danes were admirably prepared for defence. Upwards
        of a hundred pieces of cannon were mounted on the Crown Batteries at
        the entrance of the harbour, while a line of twenty-five two-deckers,
        frigates, and floating batteries were moored across its mouth. A Dane
        who came on board during the ineffectual negotiations which preceded
        hostilities, having occasion to express his proposals in writing,
        found the pen thick and blunt, and holding it up, sarcastically said,
        <span class="tei tei-q">“If your guns are not better pointed than
        your pens, you will make little impression on Copenhagen.”</span>
        Nelson himself said that of all the engagements in which he had borne
        a part, this was the most terrible. He had with him twelve ships of
        the line, besides frigates and smaller craft, the remainder of the
        fleet being with Sir Hyde Parker, the Commander-in-chief, four miles
        off. Three of his squadron grounded, and, owing to the fears of the
        masters and pilots, the anchors were let go nearly a cable’s length
        from the enemy, whereas, had they proceeded a little further, they
        would have reached deeper water, and the victory would have been
        effected in half the time. The fight, which commenced at ten o’clock
        in the morning, was by no means decided at one in the afternoon, when
        Sir Hyde Parker signalled for the action to cease. It was reported to
        Nelson, who took no notice of it. The signal-lieutenant meeting him
        at the next turn, asked him if he should repeat it. <span class=
        "tei tei-q">“No,”</span> answered Nelson, <span class=
        "tei tei-q">“acknowledge it.”</span> Shortly afterwards he called
        after him to know if the signal for close action was still hoisted,
        and being answered in the affirmative, said, <span class=
        "tei tei-q">“Mind you keep it so.”</span> He now rapidly paced the
        deck, moving the stump of his right arm in a manner which always
        denoted great agitation; for the Commander-in-chief still signalled
        <span class="tei tei-q">“leave off action.”</span> At last, turning
        to the captain, he said, <span class="tei tei-q">“You know, Foley,
        I’ve only one eye, and I have a right to be blind sometimes,”</span>
        and he ordered his signal for closer battle to be nailed to the mast.
        Admiral Graves disobeyed the Commander-in-chief in similar manner,
        but the squadron of frigates moved off. About two o’clock great part
        of the Danish line had ceased to fire, some of their lighter ships
        were adrift, and some had struck. It was, however, difficult to take
        possession of them, as they were protected by the batteries of an
        island, and they themselves fired on the English boats as they
        approached. This irritated Nelson: <span class="tei tei-q">“We must
        either,”</span> he said, <span class="tei tei-q">“send on shore and
        stop these irregular proceedings, or send in fire-ships <span class=
        "tei tei-pb" id="page76">[pg 76]</span><a name="Pg076" id="Pg076"
        class="tei tei-anchor"></a>and burn the prizes.”</span> In this part
        of the battle the victory was complete, but the three ships ahead
        were still engaged, and considerably exposed. Nelson, with his usual
        presence of mind, seized the occasion to open a negotiation, and
        wrote to the Crown Prince as follows: <span class=
        "tei tei-q">“Vice-Admiral Lord Nelson has directions to spare Denmark
        when she no longer resists. The line of defence which covered her
        shores has struck to the British flag; but if the firing is continued
        on the part of Denmark, he must be obliged to set on fire all the
        prizes that he has taken, without having the power of saving the
        brave Danes who have defended them.”</span> Captain Frederick
        Thesiger was sent in with it. During his absence the remainder of the
        enemy’s line eastward was silenced; the Crown Batteries continued to
        fire, till the Danish General Lindholm returned with a flag of truce,
        when <span class="tei tei-pb" id="page77">[pg 77]</span><a name=
        "Pg077" id="Pg077" class="tei tei-anchor"></a>the action closed. His
        message from the prince was to inquire what was the object of
        Nelson’s note? Nelson replied that <span class="tei tei-q">“it was
        humanity; he consented that the wounded Danes should be taken on
        shore, and that he on his part would take his prisoners out of the
        vessels and burn or carry off his prizes as he thought fit. He
        presented his humblest duty to the prince, saying that he should
        consider this the greatest victory he ever gained if it might be the
        cause of a happy reconciliation between the two countries.”</span>
        This proposal was accepted in the course of the evening, and a
        suspension of hostilities for twenty-four hours agreed upon, during
        which it was resolved that Nelson should land and negotiate in person
        with the prince.</p><a name="illo_088.jpg" id="illo_088.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_088.jpg" alt="NELSON AT COPENHAGEN" title=
          "NELSON AT COPENHAGEN." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            NELSON AT COPENHAGEN.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Accordingly next
        morning he landed, being protected by a strong guard from the
        possible vengeance of the Danish population. <span class=
        "tei tei-q">“The battle so dreadfully destructive to the Danes was in
        sight of the city; the whole of the succeeding day was employed in
        landing the wounded, and there was scarcely a house without its cause
        for mourning. It was no new thing for Nelson to show himself
        regardless of danger, and it is to the honour of Denmark that the
        populace suffered themselves to be restrained. Some difficulty
        occurred in adjusting the duration of the armistice. He required
        sixteen weeks, giving, like a seaman, the true reason, that he might
        have time to act against the Russian fleet and return. This not being
        acceded to, a hint was thrown out by one of the Danish commissioners
        of the renewal of hostilities. <span class="tei tei-q">‘Renew
        hostilities!’</span> said he to the interpreter, <span class=
        "tei tei-q">‘tell him we are ready at a moment; ready to bombard this
        very night!’</span> Fourteen weeks were at length agreed upon; the
        death of the Emperor Paul intervened, and the Northern Confederacy
        was destroyed. Nelson was raised to the rank of viscount, and,
        indeed, had not the Government dealt out honours to him slowly and by
        degrees, their stock would long ere that have been exhausted.”</span>
        The grand sea battle in which he saved his country and lost his life
        has been already described in these pages.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap05" id="chap05" class="tei tei-anchor"></a> <a name=
        "toc13" id="toc13"></a> <a name="pdf14" id="pdf14"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER V.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Early Paddle-boats—Worked by Animal Power—Blasco de
        Garay’s Experiment—Solomon de Caus—David Ramsey’s Engines—The Marquis
        of Worcester—A Horse-boat—Boats worked by Water—By Springs—By
        Gunpowder—Patrick Miller’s Triple Vessel—Double Vessels worked by
        Capstans—The First Practical Steam-boat—Symington’s Engines—The
        Second Steamer—The</span> <span class="tei tei-name" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">Charlotte
        Dundas</span></span><span style="font-size: 90%">—American
        Enterprise—James Rumsey’s Oar-boats worked by Steam—Poor Fitch—Before
        his Age—Robert Fulton—His Torpedo Experiments—Wonderful Submarine
        Boat—Experiments at Brest and Deal—His first Steam-boat—Breaks in
        Pieces—Trip of the</span> <span class="tei tei-name" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">Clermont</span></span><span style="font-size: 90%">,
          the first American Steamer—Opposition to his Vessels—A
          Pendulum-boat—The first Steam War-ship—Henry Bell’s</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Comet</span></span><span style="font-size: 90%">.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The employment of
        animal power in the propulsion of vessels is of very ancient date,
        and we shall see that steam-power was proposed for the same purpose
        as soon as the steam-engine had been utilised for pumping mines,
        although it was some time before it could be applied practically and
        profitably. We are told that <span class="tei tei-q">“in some very
        ancient manuscripts extant in the King of France’s library, it is
        said that the boats by which <span class="tei tei-pb" id="page78">[pg
        78]</span><a name="Pg078" id="Pg078" class="tei tei-anchor"></a>the
        Roman army under Claudius Caudex was transported into Sicily, were
        propelled by wheels moved by oxen. And in many old military treatises
        the substitution of wheels for oars is mentioned.”</span><a id=
        "noteref_20" name="noteref_20" href="#note_20"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">20</span></span></a>
        <span class="tei tei-q">“Although an old work on China,”</span> says
        another authority,<a id="noteref_21" name="noteref_21" href=
        "#note_21"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">21</span></span></a>
        <span class="tei tei-q">“contains a sketch of a vessel moved by four
        paddle-wheels, and used perhaps in the seventh century, the earliest
        distinct notice of this means of propulsion appears to be by Robertus
        Vulturius, in <span class="tei tei-hi"><span style=
        "font-size: 75%">A.D.</span></span> 1472, who gives several wood-cuts
        representing paddle-wheels.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The first use of
        steam in connection with the propulsion of vessels is perhaps that
        said to have been made by Blasco de Garay, in 1543. He had proposed
        to the Emperor Charles V. the construction of an engine capable of
        moving large vessels in a calm, and without the use of sails or oars.
        <span class="tei tei-q">“In spite of the opposition this project
        encountered, the emperor consented to witness the experiment, which
        was accordingly made in the <span class="tei tei-name"><span style=
        "font-style: italic">Trinity</span></span>, a vessel of 200 tons,
        laden with corn, in the port of Barcelona, on the 17th June, 1543.
        Garay, however, would not uncover his machinery, or exhibit it
        publicly, but it was evident that it consisted of a cauldron of
        boiling water (<span class="tei tei-hi"><span style=
        "font-style: italic">una gran caldera de aqua
        hirviendo</span></span>), and of two wheels set in motion by that
        means, and applied externally on each side (<span class=
        "tei tei-hi"><span style="font-style: italic">banda</span></span>) of
        the vessel.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The persons commissioned by the emperor to report on the
        invention seem to have approved it, commending especially the
        readiness with which the vessel tacked. The Treasurer Ravago,
        however, observed that a ship with the proposed machinery could not
        go faster than two leagues in three hours; that the apparatus was
        complex and expensive; and that there was danger of the boiler
        bursting. The other commissioners maintained that such a vessel might
        go at the rate of a league an hour, and would tack in half the time
        required by an ordinary ship. When the exhibition was over, Garay
        removed the apparatus from the <span class=
        "tei tei-name"><span style="font-style: italic">Trinity</span></span>,
        depositing the woodwork in the arsenal at Barcelona, but retaining
        himself the rest of the machinery. Notwithstanding, however, the
        objections urged by Ravago, the emperor was inclined to favour his
        project, but his attention at the time was engrossed by other
        matters. Garay was, however, promoted, and received a sum of money,
        besides the expenses of the experiment made at Barcelona.”</span> The
        above account is from Spanish sources, supposed to be authentic, till
        Mr. MacGregor, in 1857, made a journey into Spain for the express
        purpose of verifying them. The conclusions to which he came were that
        the paddle-wheels were turned by men.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About this epoch,
        however, frequent mention is made of means of propulsion other than
        by sails or oars, and it is evident that men of learning in various
        places were nearly simultaneously musing and thinking over the
        matter. J. C. Scaliger (who died 1558) published at Frankfort a short
        account of a vessel to be propelled without oars. Another
        inventor<a id="noteref_22" name="noteref_22" href=
        "#note_22"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">22</span></span></a> a few
        years later, says quaintly, <span class="tei tei-q">“And furthermore
        you may make a boat to goe without oares or sayle, by the placing of
        certain wheeles on the outside of the boate, in that sort, that the
        armes of the wheeles may goe into the water, and so <span class=
        "tei tei-pb" id="page79">[pg 79]</span><a name="Pg079" id="Pg079"
        class="tei tei-anchor"></a>turning the wheeles by some provision, and
        so the wheeles shall make the boate goe.”</span> Bessoni, in 1582,
        describes a vessel consisting of two hulls decked above,—like the
        <span class="tei tei-name"><span style=
        "font-style: italic">Castalia</span></span> or <span class=
        "tei tei-name"><span style=
        "font-style: italic">Calais-Douvres</span></span>—and a wheel worked
        by ropes and a windlass in the interval between them. Ramelli, in
        1588, designed a paddle-wheel flat-bottomed boat, worked by men
        turning a winch-handle. Indeed, Roger Bacon had, three centuries and
        a half before, spoken of a <span class="tei tei-q">“vessel which,
        being almost wholly submerged, would run through the water against
        waves and winds with a speed greater than that attained by the
        fastest London pinnaces.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The power of steam
        was rapidly becoming understood. In 1601, Baptista Porta (the
        inventor of the magic-lantern) made many experiments on steam and its
        condensation, and its relative bulk to water. Rivault shortly after
        describes the power of steam in bursting a strong bomb-shell, partly
        filled by water, tightly plugged, and then heated. In 1615, we find
        Solomon de Caus proving that <span class="tei tei-q">“water will
        mount by the help of fire higher than its level;”</span> and Branca,
        in 1629, applying steam to the vanes of a wheel to make it revolve,
        as in some toys to-day. In our own country we find David Ramsey, one
        of the Pages of the King’s Bedchamber, obtaining, with a partner, a
        patent in 1618, <span class="tei tei-q">“To exercise and put in use
        <span class="tei tei-hi"><span style="font-style: italic">divers newe
        apt formes or kinds of Engines</span></span>, and other pfitable
        Invenc’ons, as well to plough grounds without horse or oxen, and to
        make fertile as well as barren peats, salts and sea lands, as inland
        and upland grounds within the Realmes of England, &amp;c. As, also,
        to raise waters, <span class="tei tei-hi"><span style=
        "font-style: italic">and to make boats for carriages runnin upon the
        water as swift in calmes, and more safe in storms, than boats fall
        sayled in great windes</span></span>.”</span> Twelve years later we
        find Ramsey applying alone for a patent of most comprehensive
        character. It was designed <span class="tei tei-q">“<span class=
        "tei tei-hi"><span style="font-style: italic">To raise water from
        lowe pitts by fire</span></span> [the steam-engine]. To make any sort
        of Milles to go on standing Waters by continual moc’on without the
        helpe of Windes, Weight, or Horse. To make all sortes of Tapestry
        without any weaving loome or way even yet in use in this kingdom.
        <span class="tei tei-hi"><span style="font-style: italic">To make
        Boats, Ships, and Barges to goe against the Wind and Tyde,
        &amp;c.</span></span>”</span> And so on through the century.
        Woodcroft, in his standard work,<a id="noteref_23" name="noteref_23"
        href="#note_23"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">23</span></span></a>
        enumerates over a dozen more patents having for their object the
        propulsion of boats and vessels, which were granted before 1700,
        including one to the celebrated Marquis of Worcester, which, however,
        did not contemplate the use of steam. In the <span class=
        "tei tei-q">“Century of Invencions”</span> Lord Worcester says:
        <span class="tei tei-q">“By it, I can make a vessel, of as great
        burden as the river can bear, to go against stream, <span class=
        "tei tei-hi"><span style="font-style: italic">which the more rapid it
        is, the faster it shall advance</span></span>, and the moveable part
        that works it, may be by one man still guided to take advantage of
        the stream, and yet to steer the boat to any point; and this engine
        is applicable to any vessel or boat whatsoever, without being,
        therefore, made on purpose, and worketh these effects:—<span class=
        "tei tei-hi"><span style="font-style: italic">it roweth, it draweth,
        it driveth</span></span>, (if needs be) to pass London Bridge against
        the stream at low water; and a <span class="tei tei-hi"><span style=
        "font-style: italic">boat laying at anchor, the engine may be used
        for loading or unloading</span></span>.”</span> Woodcroft explains
        this as follows: <span class="tei tei-q">“It is obvious that the
        Marquis did not, by this, mean a steam-propelled paddle-wheel boat,
        the action of which would not have been such as he describes; but a
        rope fastened at one end up the stream, and at the other to the axis
        of water-wheels laying <span class="tei tei-pb" id="page80">[pg
        80]</span><a name="Pg080" id="Pg080" class=
        "tei tei-anchor"></a>across the boat, and dipping into the water, so
        as to be turned by the wheels, would fulfil the conditions proposed
        of advancing the boat faster, the more rapid the stream; and when at
        anchor such wheels might have been applied to the other
        purposes.”</span> Floating mills, worked by large water-wheels, may
        be seen on the Rhine to-day.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Papin, the French
        philosopher, while in England, witnessed an experiment on the Thames,
        in which a boat, fitted with revolving oars or paddles, was worked
        from a kind of treadmill turned round by horses. <span class=
        "tei tei-q">“The velocity with which this horse-boat was impelled was
        so great, that it left the king’s barge, manned with sixteen rowers,
        far astern in the race of trial.”</span> In 1682, a horse tow vessel
        was used at Chatham. It was <span class="tei tei-q">“constructed with
        a wheel on each side of the vessel, connected by an axle going across
        the boat, and the paddles were made to revolve by horses moving a
        wheel turned by a trundle fixed on the axle. It drew but four and a
        half feet of water, and towed the greatest ships by the help of four,
        six, or eight horses.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1729, Dr. John
        Allen obtained a patent for his new invention, one which has been
        revived with some success in later days. It was to propel a vessel by
        forcing water through the stern, at a convenient distance under the
        surface of the water, into the sea, by suitable engines on board.
        <span class="tei tei-q">“Amongst,”</span> says the doctor,
        <span class="tei tei-q">“the several and various engines I have
        invented for this purpose, is one of a very extraordinary nature,
        whose operation is owing to the explosion of <span class=
        "tei tei-hi"><span style=
        "font-style: italic">gunpowder</span></span>, I having found out a
        method of firing gunpowder in vacuo, or in a confined space, whereby
        I can apply the whole force of it, which is inconceivably great, so
        as to communicate motion to a great variety of engines, which may
        also be applied in working mines and other purposes.”</span> And
        again, in 1760, a Swiss clergyman published a pamphlet in London, in
        which oars worked with springs were to be used, and the expansive
        power of gunpowder was to be used to bend the springs. He states,
        candidly enough, that since he arrived in England he had learned that
        thirty years before a Scotchman had proposed to make a ship proceed
        by means of gunpowder, but that thirty barrels had scarcely forwarded
        it ten miles. We may smile at these attempted uses of gunpowder, but
        they were doubtless suggested by the scientific studies of the day,
        which were particularly directed to the expansive power of vaporised
        water. In our own day, steam has been substituted for powder in
        discharging a cannon. Perkins’ <span class=
        "tei tei-q">“steam-gun”</span> was long one of the curiosities of the
        Polytechnic Institution.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 5th of
        January, 1769, James Watt obtained a patent for a series of
        improvements in the steam-engine, one of which was most important in
        its bearing on naval engines. It was that which provided for steam
        acting <span class="tei tei-hi"><span style=
        "font-style: italic">above</span></span> the piston as well as below
        it, in, of course, the same cylinder. Here was a grand move at once.
        Previously every engine for pumping, the only practical purpose to
        which steam was yet put, was worked by a beam engine and pair of
        cylinders. In 1779, Matthew Wasborough, an engineer of Bristol,
        obtained a patent, as others, indeed, had before him, for converting
        a rectilinear into a continuous circular motion. It failed, as the
        others had done, because they required ratchet wheels, pulleys,
        &amp;c. The following year James Pickard invented the present
        connecting-rod and crank, with fly-wheel, and removed the great
        obstacle to propelling vessels by steam. The following year, again,
        Watt invented what is now known as the <span class="tei tei-q">“sun
        and planet motion,”</span> another step in the same
        direction.</p><span class="tei tei-pb" id="page81">[pg
        81]</span><a name="Pg081" id="Pg081" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">We now approach
        the name of one of those who are most intimately connected with the
        history of steam navigation, Patrick Miller of Dalswinton. In 1787 he
        published a pamphlet<a id="noteref_24" name="noteref_24" href=
        "#note_24"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">24</span></span></a>
        describing a <span class="tei tei-hi"><span style=
        "font-style: italic">triple vessel</span></span>, propelled by
        paddle-wheels, and worked by cranks. In it he very distinctly says:
        <span class="tei tei-q">“I have also reason to believe that the power
        of the <span class="tei tei-hi"><span style=
        "font-style: italic">steam-engine</span></span> may be applied to
        work the <span class="tei tei-hi"><span style=
        "font-style: italic">wheels</span></span>, so as to give them a
        quicker motion, and consequently to increase that of the ship. In the
        course of this summer I intend to make the experiment,”</span>
        &amp;c. A statement was presented to the Royal Society, Dec. 20th,
        1787, regarding experiments made by Mr. Miller in the Firth of Forth,
        the previous summer, in a <span class="tei tei-hi"><span style=
        "font-style: italic">double</span></span> vessel, sixty feet long and
        fourteen and a half feet broad, put in motion by a water-wheel,
        wrought by a capstan of five bars. On the lower part of the capstan a
        wheel was fixed, with teeth pointing upwards, to work in a trundle
        fixed on the axis of the water-wheel. She was worked at from three
        and a half to five miles an hour, with four or five men at the
        capstan. Two men propelled her at the rate of two and a half
        miles.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The vessel was
        three-masted, and sailed well with a smart breeze, when the wheel was
        invariably raised above the surface of the water. <span class=
        "tei tei-q">“After making sundry tacks in the Firth,”</span> says the
        narrator, <span class="tei tei-q">“with all the sails set, the wind
        fell to a gentle breeze, when all the sails were taken in, and the
        following experiments made:—</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The vessel being put in motion by the water-wheel,
        wrought by five men at the capstern (<span class=
        "tei tei-hi"><span style="font-style: italic">sic</span></span>) was
        steered so as to keep the wind right ahead, and her going was found
        by the log to be three and a half miles in the hour.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“After this the wind was brought on the beam (that
        situation being considered as the nearest to trying the effect of the
        wheel in a calm), when five men at the capstern made the vessel to go
        at the rate of four miles an hour.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“With the wind brought on the quarter, five men caused
        her to go at the rate of four and a half miles an hour,”</span>
        &amp;c.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And so it goes on.
        Miller made some very distinct statements as to the distance the
        different vessels should be placed from each other, and further
        states that the objection that the sea would separate the different
        bottoms is not well founded, <span class="tei tei-q">“top weight not
        being detrimental to these ships in point of stiffness, all the beams
        on the different decks may be of the same size; and the strength of
        these united must be very superior to any weight or force which can
        operate against it when the ship is afloat, however agitated or high
        the sea may be.”</span> These early experiments are particularly
        interesting now, when the <span class="tei tei-name"><span style=
        "font-style: italic">Calais-Douvres</span></span>, a vessel which
        must be described hereafter, has proved a success.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. James Taylor
        may also be considered as one of the authors or inventors of the
        present system of steam navigation. In a memorial laid before a
        Select Committee of the House of Commons in 1824, he says:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Before, however, entering upon the main object, permit
        me to introduce it by a short statement explanatory of my connection
        with Mr. Miller. In the autumn of 1785, I went to live in Mr.
        Miller’s house as preceptor to his two younger sons. I found him a
        gentleman of great patriotism, generosity, and philanthropy, and at
        the same time of a <span class="tei tei-pb" id="page82">[pg
        82]</span><a name="Pg082" id="Pg082" class="tei tei-anchor"></a>very
        speculative turn of mind. Before I knew him he had gone through a
        very long and expensive course of experiments upon artillery, of
        which the carronade was the result. When I came to know him he was
        engaged in experiments upon shipping, and had built several (ships or
        vessels) upon different constructions, and of various magnitudes. The
        double vessel seemed to fix his attention most. In the summer of 1786
        I attended him repeatedly in his experiments at Leith, which I then
        viewed as parties of pleasure and amusement. But in the spring of
        1787 a circumstance occurred which gave me a different opinion. Mr.
        Miller had engaged in a sailing match with some gentlemen at Leith,
        against a Custom House boat (a wherry), which was reckoned a
        first-rate sailer. A day was appointed, and I attended Mr. Miller.
        His was a double vessel, sixty feet deck, propelled by two wheels,
        turned by two men each. * * * Being then young and stout, I took my
        share of the labours of the wheels, which I found very severe
        exercise, but it satisfied me that a proper power only was wanting to
        produce much utility from the invention.”</span> This led to long and
        interesting discussions on the subject, and Miller explained that his
        principal object was to enable vessels to avoid or extricate
        themselves from dangerous situations, and also give them powers of
        motion during calms. He asked Mr. Taylor to give him the benefit of
        his brains. At last the latter told him that he could suggest no
        power equal to the steam-engine. The question then became how to
        apply it. Taylor made sketches according to his ideas, and Mr. Miller
        then said, <span class="tei tei-q">“Well, when we go to Edinburgh we
        will apply to an operative engineer, and take an estimate for a small
        engine, and if it is not a large sum, we will set about it; but as I
        am a stranger to the steam-engine, you shall take charge of that part
        of the business, and we will try what we can make of <a name=
        "corr082" id="corr082" class="tei tei-anchor"></a><span class=
        "tei tei-corr">it.</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“At this time William Symington, a young man employed at
        the lead mines at Wanlockhead, had invented a new construction of the
        steam-engine, by throwing off the air-pump. I had seen a model work,
        and was pleased with it, and thought it very answerable for Mr.
        Miller’s purpose. Symington had come into Edinburgh that winter for
        education. Being acquainted with him, I informed him of Mr. Miller’s
        intentions and mine, and asked if he could undertake to apply his
        engine to Mr. Miller’s vessels, and if he could I would recommend
        him. He answered in the affirmative, and from friendship I
        recommended both himself and engine, and afterwards introduced him to
        Mr. Miller. After some conversation, Symington engaged to perform the
        work, and Mr. Miller agreed to employ him. It was finally arranged
        that the experiment should be performed on the lake at Dalswinton, in
        the ensuing summer (1788). Accordingly in the spring, after the
        classes of the College broke up, I remained in town to superintend
        the castings, &amp;c., which were done in brass, by George Watt,
        founder, back of Shakspear Square. When they were finished I sent the
        articles to the country, and followed myself. After some interval I
        took Symington with me to Dalswinton to put the parts together. This
        was accomplished about the beginning of October, and the engine,
        mounted in a frame, was placed upon the deck of a very handsome
        double pleasure-boat, upon the lake. We then proceeded to action, and
        a more complete, successful, and beautiful experiment was never made
        by any man at any time, either in art or science. The vessel moved
        delightfully, and notwithstanding the smallness of the cylinders
        (four <span class="tei tei-pb" id="page83">[pg 83]</span><a name=
        "Pg083" id="Pg083" class="tei tei-anchor"></a>inches diameter), at
        the rate of five miles an hour. After amusing ourselves a few days,
        the engine was removed, and carried into the house, where it remained
        as a piece of ornamental furniture for a number of years.”</span> The
        vessel was 25 feet long and 7 broad. Thus was steam navigation
        inaugurated! How few of the readers of the <span class=
        "tei tei-hi"><span style="font-style: italic">Dumfries
        Newspaper</span></span>, the <span class="tei tei-hi"><span style=
        "font-style: italic">Edinburgh Advertiser</span></span>, or the
        <span class="tei tei-hi"><span style="font-style: italic">Scots’
        Magazine</span></span>, when reading the brief account printed in
        their columns, dreamt of the revolution which this interesting and
        successful little experiment involved. The latter could not see
        farther than its utility in canals, and other inland navigation. The
        <span class="tei tei-hi"><span style="font-style: italic">Annual
        Register</span></span> for the year does not even mention it.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It was now agreed
        to repeat the experiment. A double engine with eighteen-inch cylinder
        was constructed at Carron under Symington’s directions. In November,
        1789, she was tried on the Forth and Clyde Canal. <span class=
        "tei tei-q">“After passing Lock 16,”</span> says Taylor, <span class=
        "tei tei-q">“<a name="corr083" id="corr083" class=
        "tei tei-anchor"></a><span class="tei tei-corr">we</span> proceeded
        cautiously and pleasantly for some time, but after giving the engine
        full play the arms of the wheels, which had been constructed too
        slight, began to give way, and one float after another broke off,
        till we were satisfied no accuracy could be attained in the
        experiment until the wheels were replaced by new ones of a stronger
        construction. This was done with all possible speed, and upon the
        26th December, we again proceeded to action. This day we moved freely
        without accident, and were much gratified to find our motion nearly
        seven miles per hour. Next day we repeated the experiment with the
        same success and pleasure. Satisfied now that everything proposed was
        accomplished, it was unnecessary to dwell longer upon the business;
        for, indeed, both this and the experiment of last year were as
        complete as any performance made by steam-boats, even to the present
        day.”</span> Mr. Miller, who paid all the expenses of these steam
        experiments, did not pursue them further, and it is to be regretted,
        inasmuch as his name has not been so popularly associated with the
        infancy of steam navigation as could be wished. He was an enthusiast
        in many branches of practical science, and seems latterly to have
        given his mind more particularly to improvements in agriculture. Mr.
        Taylor’s connection with steam-boat experiments ceased with those of
        the second boat in 1789. <span class="tei tei-q">“And it is
        clear,”</span> says Woodcroft, <span class="tei tei-q">“from his own
        statement and those of his friends, that he was neither the inventor
        of the machinery by which either of those boats was driven, nor of
        the mode of connecting the engines to the boat and wheels.”</span>
        His widow received a small pension from Government, and in 1837 each
        of his four daughters received a gift of £50 for their father’s
        connection with the experiments. Miller sought no pecuniary aid or
        reward of any kind; and, although he devoted his time and talents,
        and expended nearly £30,000 of his own fortune in the improvement of
        artillery and naval architecture, his services were wholly overlooked
        by the powers that were. Mr. Woodcroft has very clearly shown that
        Miller, in spite of the apparent success of the experiments, had not
        great faith in Symington’s machinery, which he describes in a letter
        <span class="tei tei-q">“as the most improper of all steam-engines
        for giving motion to a vessel.”</span> We find him much later
        describing, in a patent specification, a new form of flat boat, with
        centre-boards and paddle-wheels, still worked by his favourite
        capstans.</p><a name="illo_097.png" id="illo_097.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_097.png" alt="THE “CHARLOTTE DUNDAS.”" title=
          "THE “CHARLOTTE DUNDAS.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style="text-align: center">“CHARLOTTE
            DUNDAS.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">More than ten
        years elapsed before Symington, the builder of Miller’s engines,
        found another patron. In 1801, Thomas, first Lord Dundas, employed
        him to fit up a <span class="tei tei-pb" id="page84">[pg
        84]</span><a name="Pg084" id="Pg084" class=
        "tei tei-anchor"></a>steam-boat for the Forth and Clyde Canal
        Company, in which he was a large shareholder. <span class=
        "tei tei-q">“Having,”</span> says Lindsay,<a id="noteref_25" name=
        "noteref_25" href="#note_25"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">25</span></span></a>
        <span class="tei tei-q">“availed himself of the many improvements
        made by Watt and others, Symington patented his new engine on the
        14th of March of that year, and fitting it on board the <span class=
        "tei tei-name"><span style="font-style: italic">Charlotte
        Dundas</span></span>, named after his lordship’s daughter, produced,
        in the opinion of most writers who have carefully and impartially
        inquired into this interesting subject, <span class="tei tei-q">‘the
        first <span class="tei tei-hi"><span style=
        "font-style: italic">practical
        steam-boat</span></span>.’</span> ”</span> In March, 1802, the
        <span class="tei tei-name"><span style="font-style: italic">Charlotte
        Dundas</span></span> made her trial trip on the canal. It was in one
        sense a fortunate day for the experiment, for a gale of wind blew,
        and no other vessel attempted to move to windward. The little
        steamer, towing two barges of seventy tons burden, accomplished the
        trip to Port Dundas, Glasgow, a distance of 19½ miles, in six hours,
        or at the rate of 3¼ miles per hour. Lord Dundas, who was on board,
        thought favourably of the experiment, and in a letter of introduction
        to the Duke of Bridgewater, recommended Symington’s new engine to his
        notice. His grace almost immediately gave him an order to construct
        eight vessels similar to the <span class="tei tei-name"><span style=
        "font-style: italic">Charlotte Dundas</span></span>, and the
        struggling engineer naturally thought that his fortune was made.
        Alas! before the arrangements could be consummated the duke died, and
        the committee who had charge of the canal after his decease, came to
        the conclusion that the wash from steam-boats would injure its banks.
        Woodcroft considers that <span class="tei tei-q">“this vessel might,
        from the simplicity of its machinery, have been at work to this day
        with such ordinary repairs as are now occasionally required for all
        steam-boats,”</span> and claims that to Symington belonged
        <span class="tei tei-q">“the undoubted merit of having combined for
        the first time those improvements which constitute the <span class=
        "tei tei-hi"><span style="font-style: italic">present system of steam
        navigation</span></span>.”</span> The success of the engine consisted
        in this: that, <span class="tei tei-q">“after placing in a boat a
        double-acting reciprocating engine, he <span class=
        "tei tei-hi"><span style="font-style: italic">attached his crank to
        the axis of the paddle-wheel</span></span>,”</span> a combination on
        which there has been no improvement to the present day, as rotatory
        motion is secured without the interposition of a lever or beam. So
        much for the engine, but how about the poor engineer? This boat was
        laid up in a creek of the canal, where she remained for many years
        exposed as a curiosity, and perhaps also as a warning to ambitious
        speculators. Symington’s means were nearly exhausted, and after
        having had to fight Taylor at law in regard to some of <span class=
        "tei tei-pb" id="page85">[pg 85]</span><a name="Pg085" id="Pg085"
        class="tei tei-anchor"></a>the minor inventions employed, we find him
        in 1825 receiving the miserable gift of £100 from the Privy Purse,
        and later, a further sum of £50. What a return for labours which so
        distinctly led to our present system of steam navigation!</p><a name=
        "illo_098.jpg" id="illo_098.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_098.jpg" alt="SYMINGTON" title=
          "SYMINGTON." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SYMINGTON.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1797, an
        experiment which took place in the neighbourhood of Liverpool is
        recorded in the <span class="tei tei-hi"><span style=
        "font-style: italic">Monthly Magazine</span></span>, on oars worked
        by steam; the engine made eighteen strokes per minute, and propelled
        a vessel, heavily laden with copper slag, through the Sankey Canal.
        The claims of other countries have also been put forth, but the first
        attempts at <span class="tei tei-hi"><span style=
        "font-style: italic">practical</span></span> steam navigation belong
        to Scotland, and, as we shall see, were improved to such an extent in
        America, that to that country belongs the credit of having first
        organised a steam-boat line for continuous and paying traffic.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Americans had
        at an early period turned their attention to new modes of propelling
        vessels. As early as 1784, James Rumsey proposed to General
        Washington a project of steam navigation, but having been refused a
        patent in Pennsylvania, came to England, and succeeded in inducing a
        wealthy countryman of his own, then in London, and others to disburse
        the expenses of an experiment, for which he afterwards obtained a
        patent. In this also oars were worked by steam. A couple of years
        later, Fitch obtained from the States of Pennsylvania and New York
        the exclusive right to run steamers on their waters, and is said to
        have attained with one of his vessels the rate of four or five miles
        an hour <span class="tei tei-pb" id="page86">[pg 86]</span><a name=
        "Pg086" id="Pg086" class="tei tei-anchor"></a>against the current of
        the Potomac. In 1787 he built another vessel, 12 feet beam and 45
        feet long, with a 12-inch cylinder, which progressed at the rate of
        seven miles an hour. In 1790 he completed another and larger boat,
        which was advertised and used for a time as a regular passenger boat
        on the Delaware. The oars or paddles were worked from the
        stern.</p><a name="illo_102a.png" id="illo_102a.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_102a.png" alt="OUTLINE OF FITCH’S FIRST BOAT"
          title="OUTLINE OF FITCH’S FIRST BOAT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            OUTLINE OF FITCH’S FIRST BOAT.
          </div>
        </div><a name="illo_102b.png" id="illo_102b.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_102b.png" alt="FITCH’S SECOND BOAT" title=
          "FITCH’S SECOND BOAT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            FITCH’S SECOND BOAT.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Poor Fitch! He, in
        common with many others of the day who did and did not give their
        ideas to the world, was on the right track, but could not put them
        into practical and practicable shape. He was really a man of
        remarkable genius. The son of a Connecticut farmer, he had been
        apprenticed to a watch and clock maker, where doubtless he increased
        his knowledge of the mechanical arts. During the early part of the
        Revolutionary War, he was armourer to the State of New Jersey, and
        later, became a land surveyor. While acting in that capacity, the
        idea first suggested itself to him, as it did almost simultaneously
        to Symington in Scotland, of propelling carriages by steam, but he
        soon abandoned it on account of the roughness of the American roads.
        After that he turned his attention almost exclusively to the
        propulsion of vessels by steam, visiting England and France, but
        obtaining no pecuniary advantage from the experiments he proposed or
        consummated. In a sketch of his life, which appeared a few years
        since,<a id="noteref_26" name="noteref_26" href=
        "#note_26"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">26</span></span></a> the
        writer describes Fitch’s difficulties in raising the money to finish
        his second steam-boat: <span class="tei tei-q">“In a letter to David
        Roltenhouse, when asking an advance of £50 to finish the boat, he
        says, <span class="tei tei-q">‘This, sir, whether I bring it to
        perfection or not, will be the mode of crossing the Atlantic for
        packets and armed vessels.’</span> But everything failed, and the
        poor projector loitered about the city for some months, a despised,
        unfortunate, heart-broken man. <span class="tei tei-q">‘Often have I
        seen him,’</span> said Thomas P. Cope, many years afterwards,
        <span class="tei tei-q">‘stalking about like a troubled spectre, with
        downcast eyes and lowering countenance, his coarse soiled linen
        peeping through the elbows of a tattered garment.’</span> Speaking of
        a visit he once paid to John Wilson, his boat-builder, and Peter
        Brown, his blacksmith, in which, as usual, he held forth upon his
        hobby, Mr. Cope says: <span class="tei tei-q">‘After indulging
        himself for some time in this never-failing topic of deep excitement,
        he concluded with these memorable words: <span class=
        "tei tei-q">“Well, gentlemen, although I shall not live to see the
        time, you will, when steam-boats will be preferred to all other means
        of conveyance, and especially for passengers; and they will be
        particularly useful in the navigation of the river
        Mississippi.”</span> He then retired, on which Brown, turning to
        Wilson, exclaimed, in a tone of deep sympathy, <span class=
        "tei tei-q">“Poor fellow! what a pity he is <a name="corr086" id=
        "corr086" class="tei tei-anchor"></a><span class=
        "tei tei-corr">crazy!</span>”</span> ’</span> ”</span> Fitch, reduced
        to utter poverty and despair, threw himself into the Alleghany in
        1798, and thus terminated his chequered life.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The experiments of
        John Cox Stevens, of New York, were not particularly successful,
        although made at an expense of some 20,000 dollars. His vessel was a
        <span class="tei tei-q">“stern-wheeler,”</span> similar to those
        common enough on many American rivers to-day. But he deserves the
        credit, apparently, of having been the first to practically apply a
        tubular boiler to marine engines. His boiler, only 2 feet long by 15
        inches wide and 12 inches high, consisted of no less than 41 copper
        tubes, each an inch in diameter. While Fitch and Stevens were
        experimenting, another American citizen, Oliver Evans, was
        endeavouring to mature a <span class="tei tei-pb" id="page87">[pg
        87]</span><a name="Pg087" id="Pg087" class="tei tei-anchor"></a>plan
        for using steam at a very high pressure, to be employed in propelling
        road wagons, and in an account of his plans, which he published in
        1786, he suggests a mode of propelling vessels by steam. <span class=
        "tei tei-q">“He states,”</span> says Lindsay, <span class=
        "tei tei-q">“that in 1785 he placed his engine, used to clean docks,
        in a boat upon wheels, the combined weight being equal to 200 barrels
        of flour, which he transported down to the water, and when it was
        launched he fixed a paddle-wheel to the stern, and drove it down the
        Schuylkill to Delaware, and up the Delaware to the city, <span class=
        "tei tei-q">‘leaving all the vessels going up behind, one at least
        half-way, the wind being ahead.’</span> ”</span> In 1794 and 1797 one
        Samuel Morey, of Connecticut, is said to have built two steamers,
        which were publicly exhibited and made passages, but which do not
        appear to have been afterwards employed. It is to Robert Fulton, who
        all this time was working at naval applications of many kinds, that
        not merely America, but the whole world owes the practical and
        continuous use of steam-vessels. He and his associates started the
        first paying line of steam-boats.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The life of this
        remarkable man is little known in England, and not generally even in
        his own country. Pursuing then the plan which has guided the writer
        throughout this work, he proposes to give it, for these very reasons,
        in fuller detail than has been usual with better known examples of
        patient and struggling inventors.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Robert Fulton was
        born in the year 1765, in the village of Little Britain,
        Pennsylvania, of respectable, but not wealthy, parents. From his
        earliest years he showed a great aptitude for the study of the
        mechanical arts, and, indeed, for the fine arts also. So marked was
        his progress in drawing and painting, that he was recommended to go
        to England and study art seriously. This at length he did, and for
        several years we find him an inmate of Benjamin West’s house. Most
        readers will remember that West, although he spent the larger part of
        his life in England, and made his great successes there, was by birth
        American. Fulton afterwards lived in Devonshire and other parts of
        England, and practised art for a time, while his brain was busy with
        schemes for improving inland navigation by the construction of
        canals, with new forms of bridges and aqueducts. Next we find him in
        France living with the family of one of his countrymen, Joel Barlow;
        during this period he painted a panorama, which was a great success.
        In 1797 he experimented with carcases of gunpowder—practically
        torpedoes—under water, and was engaged in perfecting a wonderful
        submarine boat. The French and Dutch Governments gave him some little
        encouragement, so far as fair words were concerned, and he wasted a
        considerable amount of time in hanging about public offices, to be
        eventually disappointed, for his plans were rejected.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But the French
        Government changed. Bonaparte placed himself at the head of it, with
        the title of First Consul. Mr. Fulton soon presented an address to
        him, soliciting him to patronise the project for submarine
        navigation, and praying him to appoint a commission with sufficient
        funds and powers to give the necessary assistance. This request was
        immediately granted, and the citizens Volney, La Place, and Monge
        were named the commissioners. In the spring of the year 1801, Mr.
        Fulton repaired to Brest, to make experiments with the plunging-boat
        he had constructed the previous winter. This, so he says, had many
        imperfections, natural to a first machine of such complicated
        combinations; added to this, it had suffered much injury from rust in
        consequence of his having been <span class="tei tei-pb" id=
        "page88">[pg 88]</span><a name="Pg088" id="Pg088" class=
        "tei tei-anchor"></a>obliged to use iron instead of brass or copper
        for bolts and arbours. Notwithstanding these disadvantages, he
        engaged in a course of experiments with the machine, which required
        no less courage than energy and perseverance. Of his proceedings he
        made a report to the committee appointed by the French executive,
        from which report we learn the following interesting facts:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On the 3rd July, 1801, he embarked with three companions
        on board his plunging-boat in the harbour of Brest, and descended in
        it to the depth of five, ten, fifteen, and so to twenty-five feet;
        but he did not attempt to go lower, because he found that his
        imperfect machine would not bear the pressure of a greater depth. He
        remained below the surface one hour. During this time they were in
        utter darkness. Afterwards, he descended with candles; but, finding a
        great disadvantage from their consumption of vital air, he caused,
        previously to his next experiment, a small window of thick glass to
        be made near the bow of his boat, and he again descended with her, on
        the 24th July, 1801. He found that he received from his window, or
        rather aperture covered with glass, for it was no more than an inch
        and a half in diameter, sufficient light to enable him to count the
        minutes on his watch. Having satisfied himself that he could have
        sufficient light when under water, that he could do without a supply
        of fresh air for a considerable time, that he could descend to any
        depth, and rise to the surface with facility, his next object was to
        try her movements as well on the surface as beneath it. On the 26th
        July he weighed his anchor and hoisted his sails; his boat had one
        mast, a mainsail, and a jib. There was only a light breeze, and,
        therefore, she did not move on the surface at more than the rate of
        two miles an hour, but it was found that she would tack and steer,
        and sail on a wind or before it, as well as any common sailing-boat.
        He then struck her mast and sails; to do which, and perfectly to
        prepare the boat for plunging, required about two minutes. Having
        plunged to a certain depth, he placed two men at the engine, which
        was intended to give her progressive motion, and one at the helm,
        while he, with a barometer before him, governed the machine which
        kept her balanced between the upper and lower waters. He found that
        with the exertion of one hand only, he could keep her at any depth he
        pleased. The propelling engine was then put in motion, and he found,
        upon coming to the surface, that he had made, in about seven minutes,
        a progress of four hundred meters, or about five hundred yards. He
        then again plunged, turned her round while under water, and returned
        to near the place he began to move from. He repeated his experiments
        several days successively, until he became familiar with the
        operations of the machinery and the movements of the boat. He found
        that she was as obedient to her helm under water as any boat could be
        on the surface; and that the magnetic needle traversed as well in the
        one situation as in the other. On the 7th August, Mr. Fulton again
        descended with a store of atmospheric air compressed into a copper
        globe of a cubic foot capacity, into which two hundred atmospheres
        were forced. Thus prepared, he descended with three companions to the
        depth of about five feet. At the expiration of an hour and forty
        minutes, he began to take small supplies of <span class=
        "tei tei-hi"><span style="font-style: italic">pure</span></span> air
        from his reservoir, and did so, as he found occasion, for four hours
        and twenty minutes. At the expiration of this time he came to the
        surface, without having experienced any inconvenience from having
        been so long under water.”</span></p><span class="tei tei-pb" id=
        "page89">[pg 89]</span><a name="Pg089" id="Pg089" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Fulton’s boat is
        pretty evidently the original from which Jules Verne took the idea of
        his wonderful submarine ship, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Nautilus</span></span>. It was utilised for an
        important torpedo experiment, and a shallop was successfully blown up
        at Brest in the presence of Admiral Villaret and other officials. The
        submarine boat approached within two hundred yards of the hull which
        was to be destroyed, and fired its torpedo under water. The French
        Government employed him for a time to cruise about and watch our
        vessels, but no opportunity seems to have occurred for any attack,
        and he was evidently looked upon as a failure. In 1803, a
        correspondence passed between the English Government and Fulton, and
        he was induced to come to London, where he had an interview with Mr.
        Pitt and Lord Melville. <span class="tei tei-q">“When Mr. Pitt first
        saw a drawing of a torpedo, with a sketch of the mode of applying it,
        and understood what would be the effects of its explosion, he said,
        that if introduced into practice, it could not fail to annihilate all
        military marines.”</span> Fulton accompanied an expedition sent
        against the French flotilla in the roads of Boulogne, where his
        torpedoes were launched, but did no damage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 15th
        October, 1805, he blew up a strongly built Danish brig, of the burden
        of 200 tons, which had been provided for the experiment, and which
        was anchored in Walmer roads, near Deal; within a mile of Walmer
        Castle, the then residence of Mr. Pitt. <span class="tei tei-pb" id=
        "page90">[pg 90]</span><a name="Pg090" id="Pg090" class=
        "tei tei-anchor"></a>He has given an interesting account of this
        experiment in a pamphlet which he published in this country, under
        the title of <span class="tei tei-q">“Torpedo War.”</span> In a
        letter to Lord Castlereagh, of the 16th October, 1805, he says,
        <span class="tei tei-q">“Yesterday, about four o’clock, I made the
        intended experiment on the brig, with a carcass of one hundred and
        seventy pounds of powder; and I have the pleasure to inform you that
        it succeeded beyond my most sanguine expectations. Exactly in fifteen
        minutes from the time of drawing the peg and throwing the carcass
        into the water, the explosion took place. It lifted the brig almost
        bodily, and broke her completely in two. The ends sunk immediately,
        and in one minute nothing was to be seen of her but floating
        fragments. Her mainmast and pumps were thrown in the sea; her
        foremast was broken in three pieces; her beams and knees were thrown
        from her deck and sides, and her deck planks were rent to fibres. In
        fact, her annihilation was complete, and the effect was most
        extraordinary. The power, as I had calculated, passed in a right line
        through her body, that being the line of least resistance, and
        carried all before it. At the time of her going up she did not appear
        to make more resistance than a bag of feathers, and went to pieces
        like a shattered egg-shell.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Notwithstanding
        the complete success of the experiment, the British ministry seem to
        have been but little disposed to have anything further to do with Mr.
        Fulton and his projects. Indeed, the evidence it afforded of their
        efficiency may have been a reason for this. However Mr. Pitt and Lord
        Melville may have thought on the subject, there had been a change in
        the administration, and the new ministers probably agreed with the
        Earl St. Vincent, that it was great folly in them to encourage a
        project which, if it succeeded, would revolutionise all maritime
        questions. Lord Grenville and his Cabinet were not only indisposed to
        encourage Mr. Fulton, but they were unwilling to fulfil the
        engagements which their predecessors had made, and that inventor,
        after some further experiments, of which we have no particular
        account, wearied with incessant applications, disappointments, and
        neglect, at length embarked for his native country.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But Fulton’s
        greatest fame rests on his steam-boats. In his first attempt made in
        France, where he was aided by Mr. Robert R. Livingston, a
        fellow-countryman, he was not successful. Their experimental boat was
        completed early in the spring of 1803; they were on the point of
        making an experiment with her, when one morning, as Mr. Fulton was
        rising from a bed in which anxiety had given him but little rest, a
        messenger from the boat, whose precipitation and apparent
        consternation announced that he was the bearer of bad tidings,
        presented himself to him, and exclaimed in accents of despair,
        <span class="tei tei-q">“Oh, sir, the boat has broken to pieces and
        gone to the bottom!”</span> Mr. Fulton, who himself related the
        anecdote, declared that the news created a despondency which he had
        never felt on any other occasion; but this was only a momentary
        sensation. Upon examination, he found the boat had been too weakly
        framed to bear the great weight of the machinery, and that, in
        consequence of an agitation of the river by wind the preceding night,
        what the messenger had represented had literally happened. The boat
        had broken in two, and the weight of her machinery had carried her
        fragments to the bottom. It appeared to him, as he said, that the
        fruits of so many months’ labour, and so much expense, were
        annihilated, and an opportunity of demonstrating the efficiency of
        his plan was denied him at the moment he had promised it should be
        displayed. His disappointment and feelings may easily be imagined,
        but they did not check his <span class="tei tei-pb" id="page91">[pg
        91]</span><a name="Pg091" id="Pg091" class=
        "tei tei-anchor"></a>perseverance. On the very day that this
        misfortune happened, he commenced repairing it. He did not sit down
        idly to repine at misfortunes which his manly exertions might remedy,
        or waste in fruitless lamentations a moment of that time in which the
        accident might be repaired. Without returning to his lodgings, he
        immediately began to labour with his own hands to raise the boat, and
        worked for four and twenty hours incessantly, without allowing
        himself rest or refreshment; an imprudence which, as he always
        supposed, had a permanently bad effect on his constitution, and to
        which he imputed much of his subsequent ill health.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The accident did
        the machinery very little injury; but they were obliged to build the
        boat almost entirely anew. She was completed in July; her length was
        sixty-six feet, and she was eight feet wide. Early in August, Mr.
        Fulton addressed a letter to the French National Institute, inviting
        them to witness a trial of his boat, which was made in their
        presence, and in the presence of a great multitude of the Parisians.
        The experiment was entirely satisfactory to Mr. Fulton, though the
        boat did not move altogether with as much speed as he expected. But
        he imputed her moving so slowly to the extremely defective
        fabrication of the machinery, and to imperfections which were to be
        expected in the first experiment with so complicated a machine, but
        which he saw might be easily remedied. Such entire confidence did he
        acquire from this experiment, that immediately afterwards he wrote to
        Messrs. Watt and Boulton, of Birmingham, ordering certain parts of a
        steam-engine to be made for him and sent to America. He did not
        disclose to them for what purpose the engine was intended, but his
        directions were such as would produce the parts of an engine that
        might be put together within a compass suited to a boat. Mr. Fulton
        then designed to return to America immediately; but, as we have seen,
        he first visited England, and it is probable that he then gave new
        orders on this subject, as we find that the engine which was employed
        in the first American Fulton boat was of the manufacture of Messrs.
        Watt and Boulton, but it did not arrive in America till long after
        the time of which we are speaking.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Livingston
        also wrote immediately after this experiment to his friends in
        America, and through their interference, an Act was passed by the
        Legislature of the State of New York, on the 5th of April, 1803, by
        which the rights and exclusive privileges of navigating all the
        waters of that State, by vessels propelled by fire or steam, granted
        to Mr. Livingston by the Act of 1798, were extended to Mr. Livingston
        and Mr. Fulton for the term of twenty years from the date of the new
        Act. By this law, the time for producing proof of the practicability
        of propelling by steam a boat of twenty tons’ capacity, at the rate
        of four miles an hour, with wind against the ordinary current of the
        Hudson River, was extended for a period of two years. And by a
        subsequent law the time was enlarged to April, 1807.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Very soon after
        Mr. Fulton’s arrival in New York he commenced building the first
        American boat. While she was constructing, he found that her expenses
        would greatly exceed his calculation. He endeavoured to lessen the
        pressure on his own finances by offering one-third of the exclusive
        right which was secured to him and Mr. Livingston by the laws of New
        York, and of his patent rights, for a proportionate contribution to
        the expense. He made this offer to several gentlemen, and it was very
        generally known that <span class="tei tei-pb" id="page92">[pg
        92]</span><a name="Pg092" id="Pg092" class="tei tei-anchor"></a>he
        had made such propositions; but no one was then willing to afford
        this aid to his enterprise.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the spring of 1807, the first Fulton boat built in
        America was launched from the ship-yards of Charles Brown, on the
        East River. The engine from England was put on board of her; in
        August she was completed, and was moved by her machinery from her
        birth-place to the Jersey shore. Mr. Livingston and Mr. Fulton had
        invited many of their friends to witness the first trial. Nothing
        could exceed the surprise and admiration of all who witnessed the
        experiment. The minds of the most incredulous were changed in a few
        minutes. Before the boat had made the progress of a quarter of a
        mile, the greatest unbeliever must have been converted. The man who,
        while he looked on the expensive machine, thanked his stars that he
        had more wisdom than to waste his money on such idle schemes, changed
        the expression of his features as the boat moved from the wharf and
        gained her speed; his complacent smile gradually stiffened into an
        expression of wonder. The jeers of the ignorant, who had neither
        sense nor feeling enough to suppress their contemptuous ridicule and
        rude jokes, were silenced for a moment by a vulgar astonishment,
        which deprived them of the power of utterance, till the triumph of
        genius extorted from the incredulous multitude which crowded the
        shores shouts and exclamations of congratulation and
        applause.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">There can be no
        doubt that Fulton derived his general plan from the experiments of
        Symington. While that engineer was conducting his experiments under
        the patronage of Lord Dundas, a stranger came to the banks of the
        Forth and Clyde Canal and requested an interview, announcing himself
        as Mr. Fulton, of the United States, whither he intended to return,
        and expressing a desire to see Mr. Symington’s boat and machinery,
        and to procure some information of the principles on which it was
        moved, before he left Europe. He remarked that, however beneficial
        the invention might be to Great Britain, it would be of more
        importance to North America, considering the numerous navigable
        rivers and lakes of that continent, and the facility for procuring
        timber for building vessels and supplying them with fuel; that the
        usefulness of steam-vessels in a mercantile point of view could not
        fail to attract the attention of every observer; and that, if he were
        allowed to carry the plan to the United States, it would be
        advantageous to Mr. Symington, as, if his engagements would permit,
        the constructing or superintending the construction of such vessels
        would naturally devolve upon him. Mr. Symington, in compliance with
        the stranger’s request, caused the engine-fire to be lighted, and the
        machinery put in motion. Several persons entered the boat, and along
        with Mr. Fulton were carried from where she then lay to Lock No. 16
        on the Forth and Clyde Canal, about four miles west, and returned to
        the starting-place in one hour and twenty minutes, being at the rate
        of six miles an hour, to the astonishment of Mr. Fulton and the other
        gentlemen. Mr. Fulton obtained leave to take notes and sketches
        regarding the boat and engine, <span class="tei tei-q">“but he never
        afterwards communicated with Mr. Symington.”</span><a id="noteref_27"
        name="noteref_27" href="#note_27"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">27</span></span></a> He, it
        has been shown, almost immediately afterwards ordered a marine engine
        from Messrs. Boulton and Watt, of Soho, near Birmingham. This engine
        reached America before the <span class="tei tei-name"><span style=
        "font-style: italic">Clermont</span></span>, which had <span class=
        "tei tei-pb" id="page93">[pg 93]</span><a name="Pg093" id="Pg093"
        class="tei tei-anchor"></a>been constructed at the instance of Fulton
        and Livingston, had been launched from the yard of Charles Brown, on
        the East (Hudson) River. She was decked for a short distance only, at
        stem and stern, her engines being open to view, while a house on
        deck, and over the boiler, accommodated passengers and crew.
        <span class="tei tei-hi"><span style="font-style: italic">The boiler
        was set in masonry.</span></span> Her engine was of almost identical
        size to that of the <span class="tei tei-name"><span style=
        "font-style: italic">Charlotte Dundas</span></span>. It is right to
        add that Fulton claimed no patent or privilege for this engine, which
        was so evidently founded on that of Symington. Her hull was quite as
        distinctly his own design, and was vastly superior in build to the
        Scotch vessel. The first trip of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Clermont</span></span> was from New York to
        Clermont, the seat of Mr. Livingston, returning to Albany, and the
        average speed was five miles per hour.</p><a name="illo_106.png" id=
        "illo_106.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_106.png" alt="THE “CLERMONT.”" title=
          "THE “CLERMONT.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“CLERMONT.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The <span class="tei tei-name"><span style=
        "font-style: italic">Clermont</span></span>, on her first voyage,
        arrived at her destination without any accident. She excited the
        astonishment of the inhabitants of the shores of the Hudson, many of
        whom had not heard even of an engine, much less of a steam-boat.
        There were many descriptions of the effects of her first appearance
        upon the people on the banks of the river; some of those were
        ridiculous, but some of them were of such a character as nothing but
        an object of real grandeur could have excited. She was described by
        some who had indistinctly seen her passing in the night, to those who
        had not had a view of her, as a monster moving on the waters, defying
        the winds and tide, and breathing flames and smoke. She had the most
        terrific appearance from other vessels which were navigating the
        river when she was making her passage. The first steam-boats, as
        others yet do, used dry pine-wood for fuel, which sends forth a
        column of ignited vapour many feet above the flue, and whenever the
        fire is stirred a galaxy of sparks fly off, and in the night have a
        very brilliant and beautiful appearance. This uncommon light first
        attracted the attention of the crews of other vessels.
        Notwithstanding the wind and tide were adverse to its approach, they
        saw with astonishment that it was rapidly coming towards them; and
        when it came so near as that the noise of the machinery and paddles
        was heard, the crews (if what was said in the newspapers of the time
        be true), in some instances, <span class="tei tei-pb" id="page94">[pg
        94]</span><a name="Pg094" id="Pg094" class=
        "tei tei-anchor"></a>shrunk beneath their decks from the terrific
        sight, and left their vessels to go on shore, while others prostrated
        themselves, and besought Providence to protect them from the
        approaches of the horrible monster which was marching on the tides
        and lighting its path by the fires which it vomited.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Clermont</span></span> was soon afterwards
        lengthened and considerably improved in appearance and usefulness.
        Her hull was covered from stem to stern with a flush deck, beneath
        which two cabins were formed, surrounded by double ranges of berths,
        and fitted up with great regard to comfort. Her dimensions now
        were—length, 130 feet; breadth, 16½ feet; diameter of paddle-wheels,
        15 feet, the paddles dipping into the water 2 feet. Fulton afterwards
        built a number of steam-boats, and, it will be well understood,
        encountered a vast deal of opposition from the owners of sailing
        craft and ferry-boats. Attempts were also made to put forward rival
        inventions, and a company was started who proposed to navigate boats
        on the Hudson by the following somewhat incomprehensible mode of
        propulsion. The quotation is from the biography of Fulton<a id=
        "noteref_28" name="noteref_28" href="#note_28"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">28</span></span></a> by his
        friend, C. D. Colden:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The opposition boats on the Hudson, which the owners had
        built to rival the steam-boats, were at first to have been propelled
        by a pendulum, which, according to the calculations of some ingenious
        gentlemen, would give a greater power than steam, but when their boat
        came to be put in the water they soon found that their wheels, which
        were turned with great facility and velocity while their vessel was
        on the stocks, could not be made to perform their functions without
        the application of a great power to the pendulum. The projectors were
        utterly at a loss to account for so extraordinary a phenomenon, and
        could not conceive why the wheels, which had moved so much to their
        satisfaction when they were resisted only by the air, should require
        so much force when they turned in the water, and were to drag the
        weight of the vessel. But having by actual experiment determined that
        a pendulum would not supply the place of steam, and knowing no other
        way of supplying steam than that which they saw practised in the
        Fulton boats, they adopted all their machinery with some very
        insignificant alterations, which were made with no other view than to
        give those persons who had set out by professing to make a
        pendulum-boat a pretence for claiming to be the inventors of
        improvements in steam-boats.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Fulton, without
        doubt, designed and superintended the construction of the first steam
        war-vessel. On the 20th June, 1814, the keel was laid, and in little
        more than four months, that is, on the 29th October, she was launched
        from the yard of Adam and Noah Brown, her able and active architects.
        The scene exhibited on that occasion was magnificent. It happened on
        one of the brightest autumnal days. <span class=
        "tei tei-q">“Spectators,”</span> says Colden, <span class=
        "tei tei-q">“crowded the surrounding shores, and were seen upon the
        hills which limited the beautiful prospect. The river and bay were
        filled with vessels of war, dressed in all their variety of colours,
        in compliment to the occasion. In the midst of these was the enormous
        floating mass whose bulk and unwieldy form seemed to render her as
        unfit for motion as the land batteries which were saluting her.
        Through the fleet of vessels which occupied this part of the harbour
        were seen gliding in every direction several of our large
        steam-boats, of the burden of three or four hundred tons. These, with
        bands of music, and crowds of gay and <span class="tei tei-pb" id=
        "page95">[pg 95]</span><a name="Pg095" id="Pg095" class=
        "tei tei-anchor"></a>joyous company, were winding through passages
        left by the anchored vessels as if they were moved by enchantment.
        The heart could not have been human that did not share in the general
        enthusiasm expressed by the loud shouts of the multitude. He could
        not have been a worthy citizen, who did not then say to himself, with
        pride and exultation, <span class="tei tei-q">‘This is my
        country!’</span> and when he looked on the man whose single genius
        had created the most interesting objects of the scene, <span class=
        "tei tei-q">‘This is my countryman!’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">By May, 1815, her
        engine was put on board, and she was so far completed as to afford an
        opportunity of trying her machinery. But, unhappily, before this
        period the mind that had conceived and combined it was gone. Fulton,
        almost to the last day of his life, worked incessantly at this, the
        first steam war-vessel.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 4th July,
        in the same year, the steam frigate made a passage from New York to
        the ocean and back, and went the distance—which, going and returning,
        is fifty-three miles—in eight hours and twenty minutes, by the mere
        force of her engine. These trials suggested the correction of some
        errors, and the supplying of some defects in the machinery. In
        September she made another passage to the sea, and having at this
        time the weight of her whole armament on board, she went at an
        average of five and a half miles an hour, with and against tide. When
        stemming the tide, which ran at the rate of three miles an hour, she
        advanced at the rate of two and a half miles an hour.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">We now reach the
        period which brings us to practical steam navigation in Europe. In
        January, 1812, Henry Bell, of Helensburgh, Scotland, completed the
        construction of a small passenger steam vessel, the <span class=
        "tei tei-name"><span style="font-style: italic">Comet</span></span>,
        of thirty tons burden. She was only forty feet in length, with an
        engine of three-horse power. The circular which announced its regular
        trips is worth reprinting, as it is the first advertisement of the
        kind made in all Europe. It reads as follows:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-text" style=
        "margin-bottom: 2.00em; margin-top: 2.00em">
          <div class="tei tei-body" style=
          "margin-bottom: 6.00em; margin-top: 6.00em">
            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“<span class="tei tei-hi"><span style=
            "font-variant: small-caps">Steam Passage Boat, the</span>
            <span class="tei tei-name"><span style=
            "font-style: italic; font-variant: small-caps">COMET</span></span><span style="font-variant: small-caps">,
            between Glasgow, Greenock, and Helensburgh for passengers
            only.</span></span></span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“The Subscriber having, at much expense, fitted up a
            handsome vessel to ply upon the river Clyde, between Glasgow and
            Greenock, to sail by the power of wind, air and steam, he intends
            that the vessel shall leave the Broomielaw on Tuesdays,
            Thursdays, and Saturdays about mid-day, or at such hour
            thereafter as may answer from the state of the tide; and to leave
            Greenock on Mondays, Wednesdays, and Fridays in the morning, to
            suit the tide.</span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“The elegance, comfort, safety, and speed of this
            vessel requires only to be proved to meet the approbation of the
            public; and the proprietor is determined to do everything in his
            power to merit public encouragement.</span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“The terms are for the present fixed at four
            shillings for the best cabin, and three shillings for the second,
            but beyond these rates nothing is to be allowed to servants or
            any other person employed about the vessel.</span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“The Subscriber continues his establishment at
            Helensburgh Baths, the same as for years past, and a vessel will
            be in readiness to convey passengers in the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Comet</span></span> from Greenock to
            Helensburgh.</span></p><span class="tei tei-pb" id="page96">[pg
            96]</span><a name="Pg096" id="Pg096" class="tei tei-anchor"></a>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“Passengers by the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Comet</span></span> will receive information
            of the hour of sailing by applying at Mr. Houslem’s office,
            Broomielaw, or Mr. Thomas Blackney’s, East Quay Head,
            Greenock.</span></p>

            <div class="tei tei-signed" style="text-align: right">
              “(Signed), <span class="tei tei-hi" style=
              "text-align: right"><span style=
              "font-variant: small-caps">Henry Bell</span></span>.
            </div>

            <div class="tei tei-dateline" style="text-align: left">
              “Helensburgh Baths, Aug. 5, 1812.”
            </div>
          </div>
        </div><a name="illo_109.png" id="illo_109.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_109.png" alt="BELL’S “COMET.”" title=
          "BELL’S “COMET.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            BELL’S <span class="tei tei-q" style=
            "text-align: center">“COMET.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Bell’s claims to
        recognition are very much the same as those of Fulton and Livingston
        in the United States. He was instrumental in bringing steam
        navigation to a practical issue, but was not its inventor or first
        introducer. In 1816, he addressed an interesting letter to the
        <span class="tei tei-hi"><span style="font-style: italic">Caledonian
        Mercury</span></span>, showing the intimacy which existed between
        himself and Fulton, and proving that the leaders of the new steam
        movement were in frequent communication. In this letter he commences
        by recapitulating Miller’s experiments in propelling vessels or rafts
        by paddles worked by capstans or by wind, like a windmill. These
        ideas were communicated to all the Courts of Europe, and the French,
        at one time, actually proposed something of the nature of rafts
        worked by Miller’s plan, for the conveyance of troops to England.
        Miller sent one of his capstan vessels as a present to the King of
        Sweden. Bell makes the following statement:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Fulton came to the knowledge of steam-boats by employing
        me (H. Bell) about some plans of machinery, and begged me to call on
        Miller and see how he had succeeded in his steam-boat plan; and if it
        answered, to send him full drawings and description along with my
        machinery. I had a conversation with Miller, who gave me every
        information. I (H. Bell) told him that his engineer was wrong, and
        that I intended giving Fulton my opinion on steam-boats. I left
        Fulton’s letter with Miller.</span></p><span class="tei tei-pb" id=
        "page97">[pg 97]</span><a name="Pg097" id="Pg097" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Two years after, a letter from Fulton arrived, stating
        that he had constructed a steam-boat from the drawings I had sent
        him, but improvements were required. This letter I also sent to
        Miller.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">He goes on to say
        that he set on foot his steam-boat after making various models, and
        when convinced they would answer, contracted with John Wood and Co.,
        ship-builders, Port Glasgow, to build the <span class=
        "tei tei-name"><span style="font-style: italic">Comet</span></span>,
        so called from a comet which appeared in Scotland at that period. He
        claims that the <span class="tei tei-name"><span style=
        "font-style: italic">Comet</span></span> was the first steam-vessel
        built in Europe <span class="tei tei-q">“that would work,”</span> but
        this is unfair to the memories of Miller and Symington.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Oddly enough,
        while Bell was experimenting on the Clyde, Mr. Dawson was doing the
        same in Ireland. He even claims that he built a fifty-ton steamer in
        1811, and which, by a coincidence simply, as it would seem, he had
        also named the <span class="tei tei-name"><span style=
        "font-style: italic">Comet</span></span>. He put the first steamer
        for public accommodation on the Thames in 1818, to run between London
        and Gravesend. Mr. Lawrence, of Bristol, introduced a steam-boat on
        the Severn shortly after Bell put the <span class=
        "tei tei-name"><span style="font-style: italic">Comet</span></span>
        on the Clyde, and brought her to London, but so great was the
        opposition from the watermen that he took her back to Bristol. She
        was afterwards taken to Spain, and long plied between Seville and St.
        Lucar. These were the precursors of those grand steam-ship lines
        which now run to every part of the habitable world. Bell’s steamer
        was made, in the second year of its career, a pleasure-boat to many
        parts of the coasts of England, Scotland, and Ireland, and may
        therefore count as one of the first ocean-going as well as river
        steamers.</p><a name="illo_110.jpg" id="illo_110.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_110.jpg" alt="FOUR GREAT ENGINEERS" title=
          "FOUR GREAT ENGINEERS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            FOUR GREAT ENGINEERS.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap06" id="chap06" class="tei tei-anchor"></a> <a name=
        "toc15" id="toc15"></a> <a name="pdf16" id="pdf16"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER VI.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 144%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 144%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-style: italic">continued</span></span><span style="font-size: 144%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Clyde and its Ship-building Interests—From Henry
        Bell to Modern Ship-builders—The First Royal Naval Steamer—The First
        Regular Sea-going Steamer—The Revolution in Ship-building—The Iron
        Age—</span><span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Will Iron
          Float?</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—The
          Invention of the Screw-propeller—Ericsson, Smith, and
          Woodcroft—American ’Cuteness—Captain Stockton and his Boat—The
          First Steamer to Cross the Atlantic—Voyages of the</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Sirius</span></span>
          <span style="font-size: 90%">and</span> <span class="tei tei-name"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Great
          Western</span></span><span style="font-size: 90%">—The
          International Struggle—The Collins and Cunard Lines—Fate of
          the</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Arctic</span></span><span style="font-size: 90%">—The</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Pacific</span></span>
          <span style="font-size: 90%">never heard of more—Why the Cunard
          Company has been Successful—Splendid Discipline on Board their
          Vessels—The Fleets that Leave the Mersey.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">What a contrast to
        the days of Henry Bell does the Clyde now present! From a mere salmon
        stream it has become, in little more than half a century, by far the
        largest and most important ship-building river in the wide world.
        <span class="tei tei-q">“Ancient historians have told us that when
        the first Punic war roused the citizens of Rome to extraordinary
        exertions in the equipment of a fleet for the destruction of the
        maritime supremacy of Carthage, the banks of the Tiber resounded with
        the axe and the hammer, and that the extent of the ship-building
        operations then carried on was a matter not merely of surprise, but
        of wonder. How insignificant, however, was that sound when compared
        with that of the steam-hammer and the anvil, and the din of the work
        now to be heard on the banks of the Clyde. For miles on both sides of
        the river stupendous ship-building yards line its banks, employing
        tens of thousands of hardy and skilled mechanics earning their daily
        <span class="tei tei-pb" id="page98">[pg 98]</span><a name="Pg098"
        id="Pg098" class="tei tei-anchor"></a>bread, as God has destined all
        men to do, by <span class="tei tei-q">‘the sweat of their
        brow.’</span>... Along those banks there is now annually constructed
        a much larger amount of steam tonnage than in all the other ports of
        Europe combined, those of England alone excepted.”</span> These great
        private yards have been and will be invaluable in war times. Take
        such a firm as that of John Elder and Co., Fairfield, Glasgow, whose
        works cover sixty acres of ground. They have built vessels in the
        course of a year aggregating 35,000 to 40,000 tons, and have
        contracted for as many as six 4,000-ton steam-ships at a time. One of
        these was delivered to her owners complete and ready for sea, with
        steam up, within thirteen months of the time she was contracted for.
        Bell’s <span class="tei tei-name"><span style=
        "font-style: italic">Comet</span></span> was only of thirty tons, and
        its engine but of four-horse power! Mr. James Deas, C.E., in a work
        on the Clyde and its commerce, &amp;c., says:—<span class=
        "tei tei-q">“It was no uncommon occurrence for the passengers, when
        the little steamer was getting exhausted, to take to turning the
        fly-wheel to assist her.”</span><a id="noteref_29" name="noteref_29"
        href="#note_29"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">29</span></span></a> Poor
        Bell, like so many of the pioneers of grand and important
        undertakings, did not profit much by his successful application of
        steam to navigation, and in his declining years was chiefly supported
        by an annuity of £50 granted by the Clyde trustees.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While the public,
        after the successful experiments already mentioned, and others which
        followed, were beginning to appreciate the value of steamers, the
        Admiralty would have nothing to do with them, and it took them about
        forty years before they reluctantly applied steam to war vessels. The
        absolutely first steam vessel built for the Royal Navy was a tug,
        also named the <span class="tei tei-name"><span style=
        "font-style: italic">Comet</span></span>. She was constructed in
        1819, after some experiments had convinced Lord Melville and Sir
        George Cockburn of the value of steam power in towing men-of-war.
        <span class="tei tei-q">“At this period, Mr. Ronnie, who planned the
        breakwater at Plymouth and new London Bridge, was <span class=
        "tei tei-q">‘advising engineer’</span> to the Admiralty, and on every
        occasion urged the application of steam power to vessels of war. More
        than this, he hired at his own cost the Margate steam-boat, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span>, and successfully towed
        the <span class="tei tei-name"><span style=
        "font-style: italic">Eastings</span></span>, 74, against the tide
        from Woolwich to Gravesend, June 14th, 1819. On this, the Admiralty,
        supported by Lord Melville, gave up their objections.”</span><a id=
        "noteref_30" name="noteref_30" href="#note_30"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">30</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Still,
        practically, it was not till after the Crimean war that steam became
        the leading motive power in our war navy. The merchants were more
        sensible. Mr. David Napier had, in 1818, launched a steamer of ninety
        tons burden—the <span class="tei tei-name"><span style=
        "font-style: italic">Rob Roy</span></span>—from the yard of Mr.
        William Denny, of Dumbarton. For two years she ran between Glasgow
        and Belfast, carrying the mails, and was the first regular
        <span class="tei tei-hi"><span style="font-style: italic">sea-going
        steamer</span></span> which had been built in either Europe or the
        United States. But she also calls for particular mention for another
        reason: she was subsequently transferred to the English Channel as a
        packet-boat between Dover and Calais. And there are still, no doubt,
        many travellers or residents of those towns who can remember the
        inauguration of what is now a most important service. The same
        Napier, whose name is very intimately connected with the history of
        the marine engine, which he was constantly striving to improve,
        inaugurated, with the assistance of capitalists, a line between
        Liverpool, Greenock, and Glasgow. Next followed a line from London to
        Leith, which commenced with two steamers, each fitted with engines of
        fifty horse-power. Now came an immense advance, for in 1826, the
        first of the then considered <span class=
        "tei tei-q">“leviathan”</span> class of steamers—the <span class=
        "tei tei-hi"><span style="font-style: italic">United
        Kingdom</span></span>—<span class="tei tei-pb" id="page99">[pg
        99]</span><a name="Pg099" id="Pg099" class="tei tei-anchor"></a>was
        built for the trade between London and Edinburgh. She was 160 feet
        long, with engines of 200 horse-power. <span class=
        "tei tei-q">“People flocked from all quarters to inspect and admire
        her.”</span></p><a name="illo_114.png" id="illo_114.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_114.png" alt="THE “UNITED KINGDOM”" title=
          "THE “UNITED KINGDOM”. (From a Drawing by E. W. Cooke, R.A.)" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style="text-align: center">“UNITED
            KINGDOM”</span>.<br />
            (<span class="tei tei-hi" style="text-align: center"><span style=
            "font-style: italic">From a Drawing by E. W. Cooke,
            R.A.</span></span>)
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Although these two
        lines of regular steam communication between Liverpool and the river
        Clyde, and between London and Edinburgh, were now successfully
        established and proved of considerable importance in the
        encouragement of steam navigation elsewhere, some years elapsed
        before those rapid strides were made in its adaptation as a
        propelling power which have rendered it one of the wonders of the
        present age. Indeed, this power would probably never have made such
        an extraordinary advance had iron not been adopted instead of wood
        for the construction of our ships.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Hitherto
        throughout all ages, timber alone had been used in ship-building. The
        forests of Lebanon had supplied the naval architects of Tyre with
        their materials; Italy cultivated her woods with unusual care so that
        sufficient trees might be grown for the timber-planking and masts of
        ships for its once powerful maritime republics; and in our own time
        how often have we heard fears expressed that Great Britain would not
        be able to continue the supply of sufficient oak for her royal
        dockyards, much less for her merchant fleets? Yet, when shrewd,
        far-seeing men, no farther back than the year 1830, talked about
        substituting iron for the <span class="tei tei-q">“ribs”</span> of a
        ship instead of <span class="tei tei-q">“timber,”</span> and iron
        plates for <span class="tei tei-q">“planking”</span> instead of oak,
        what, a howl of derision the public raised.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“ <span class="tei tei-q">‘Who ever heard of iron
        floating?’</span> they derisively inquired,”</span> says Lindsay.
        <span class="tei tei-q">“It is true they might have seen old tin
        kettles float on every pool of water before their doors almost any
        day of their lives—nay, floating even more buoyantly than their
        discarded wooden coal-boxes, but such common-place instructors were
        beneath their notice. Timber-built ships had from time immemorial
        been in use in every nation and on every sea, and <span class=
        "tei tei-pb" id="page101">[pg 101]</span><a name="Pg101" id="Pg101"
        class="tei tei-anchor"></a>had bravely battled with the storm from
        the days of Noah, and were these, they sneeringly asked, to be
        supplanted by a material which in itself would naturally sink? Such
        was the reasoning of the period; and, indeed, the best of the
        arguments against the use of iron rested on scarcely more solid
        foundation.”</span><a id="noteref_31" name="noteref_31" href=
        "#note_31"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">31</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It is true that so
        early as 1809, Richard Trevethick and Robert Dickenson had proposed
        to build <span class="tei tei-q">“large ships with decks, beams, and
        sides of plate iron,”</span> and had even suggested <span class=
        "tei tei-q">“masts, yards, and spars”</span> of iron, which latter
        are now by no means uncommon. <span class="tei tei-q">“But,”</span>
        says Lindsay, <span class="tei tei-q">“as these inventors or
        patentees did not put their ideas into practice, no other person (if,
        indeed, any other person gave even a passing thought to the subject)
        was convinced that any craft beyond a boat or a river-barge could be
        constructed of iron, much less that if made in the form of a ship,
        this material would oppose more effectual resistance to the storms of
        the ocean, or, if dashed upon the strand, to the angry fury of the
        waves, than timber, however scientifically put together. But though
        no available substance can withstand the raging elements with less
        chance of destruction than plates of iron <span class="tei tei-pb"
        id="page102">[pg 102]</span><a name="Pg102" id="Pg102" class=
        "tei tei-anchor"></a>riveted together in the form of a boiler (the
        principle on which iron ships are now constructed), the public could
        not then appreciate their superior value; and it was not until 1818
        that the first <span class="tei tei-hi"><span style=
        "font-style: italic">iron vessel</span></span> was built.”</span>
        This vessel is in use even now. Three years afterwards a steam-engine
        was, for the first time, fitted into a vessel built of iron—the
        <span class="tei tei-name"><span style="font-style: italic">Aaron
        Manby</span></span>—constructed for Mr. Manby and Captain Napier,
        afterwards Admiral Sir Charles Napier. Gradually the suitableness of
        these vessels was becoming apparent, and from this time dates the
        establishment of some of the greatest ship-building yards, like those
        of the Lairds and Fairbairns. In 1834 the first-named firm built the
        <span class="tei tei-name"><span style="font-style: italic">Garry
        Owen</span></span> for service between Limerick and Kilrush. Almost
        fortunately, she was driven on shore with a number of wooden vessels,
        all of which were wrecked or seriously damaged, while she got off
        with scarcely any damage, and the credit of iron vessels became
        improved. But another of the chief and more tenable objections to the
        extended use of iron vessels was the perturbation of the compass.
        This has been clearly shown to proceed almost entirely from the
        proximity of iron <span class="tei tei-hi"><span style=
        "font-style: italic">not</span></span> forming a part of the
        <span class="tei tei-hi"><span style=
        "font-style: italic">hull</span></span> of the ship, the magnetic
        influence of which is comparatively even all round. A funnel, tank,
        boilers, the machinery, the iron fastenings even of a deck-house,
        &amp;c., may all have their influences. Still these influences are
        now regulated and understood, and iron ships are more commonly
        employed than those of wood, showing that it is not an objection
        which can be urged to-day. After the early steamers came by degrees
        iron sailing vessels, till at length we find iron applied to a grand
        steamer, magnificent then and first-class still, the <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Britain</span></span>. <span class="tei tei-q">“Experience by degrees
        successfully met almost every objection; and science was again
        triumphant over prejudice and ignorance. Iron had been made not
        merely to float, but to ride buoyantly over the crest of the wave
        amid the raging elements.”</span></p><a name="illo_116.png" id=
        "illo_116.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_116.png" alt=
          "SECTION AND PLAN OF THE STERN OF A SCREW STEAMER" title=
          "SECTION AND PLAN OF THE STERN OF A SCREW STEAMER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SECTION AND PLAN OF THE STERN OF A SCREW STEAMER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Then came the
        introduction of the screw-propeller, which, if we are to believe some
        authorities, is an early invention of the Chinese. There have been
        many claims to its invention in modern times. In May, 1804, Mr. J.
        Stevens, of the United States, put to sea with a steam-boat propelled
        with some form of screw. Trevethick, the engineer, in 1815, patented
        <span class="tei tei-q">“a worm or screw revolving in a cylinder at
        the head, sides, or stern of a vessel;”</span> and the following
        year, Robert Kinder applied for a patent for a shaft and screw almost
        of exactly the form now in use. The French claim it, and only a few
        years since erected at Boulogne a monument to Frédéric Sauvage, as
        its inventor. On the front is a bronze bas-relief showing a vessel
        with a screw-propeller. Sauvage’s life was similar to those of many
        other inventors, in that he spent his days and fortune in perfecting
        inventions which brought him no profit. Having lost his own money,
        and got into great difficulties, he was thrown into a debtors’
        prison, and subsequently ended his days in a madhouse. Lindsay
        remarks properly that <span class="tei tei-q">“the number of
        claimants to every important invention is remarkable. An impartial
        student will, however, probably come to the conclusion that the
        invention of the screw and its application was, like that of the
        steam-engine itself, the sole property of no one man.”</span> The
        time for its development and proper use had come, and many scientific
        students were inquiring concerning its value.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">There can be
        little doubt that the first demonstration in our country of its value
        on a proper scale and in convincing form, was that made by Captain
        John Ericsson, a Swedish engineer resident in London. After a
        successful experiment with a model, he had a boat <span class=
        "tei tei-pb" id="page103">[pg 103]</span><a name="Pg103" id="Pg103"
        class="tei tei-anchor"></a>built forty-five feet in length, and
        fitted with engine and two propellers. She was named the <span class=
        "tei tei-name"><span style="font-style: italic">Francis B.
        Ogden</span></span>. <span class="tei tei-q">“The result of her first
        trial went far beyond his most sanguine expectations. No sooner were
        the engines put at full speed, than she shot ahead at the rate of
        more than ten miles an hour.”</span> Afterwards she towed a schooner
        of 140 tons burden at seven miles an hour. The next experiment was
        made in the presence of the Lords of the Admiralty, and they were
        minute in their inspection. Ericsson felt confident that they were
        convinced, and would soon order the construction of a war-vessel on
        the new principle. In this, however, he was disappointed, though he
        had given them a tolerably good proof of its value by towing their
        barge at the rate of ten miles an hour for a considerable distance.
        Scientific theorists reported against it, and said that a ship thus
        propelled would be unsteerable. Lindsay records how Admiral Beechey,
        one of the old school, in 1850, stated that <span class=
        "tei tei-q">“he did not believe that the navy of the future—the Royal
        Navy—ever could consist of steamers! Nor could he endure iron
        ships.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While Ericsson was
        thus employed, Mr. Thomas Pettit Smith, who, on the 31st May, 1836,
        had taken out a patent for a <span class="tei tei-q">“sort of screw
        or <span class="tei tei-q">‘worm,’</span> made to revolve rapidly
        under water in a recess or open space formed in that part of the
        after-part of the vessel commonly called the dead rising or dead wood
        of the stern,”</span> was experimenting, and the following year
        exhibited it in practical form in a small vessel. It appeared to
        several gentlemen so satisfactory that a company was formed in July,
        1839, to purchase the patent. It was now applied to a vessel called
        the <span class="tei tei-name"><span style=
        "font-style: italic">Archimedes</span></span>, the burden of which
        was 237 tons, and although her speed was somewhat less than
        Ericsson’s vessel, the trial was undeniably satisfactory, more
        especially as it was obvious that her engine was really not large
        enough for a propeller of the size. In her next trials against the
        <span class="tei tei-name"><span style=
        "font-style: italic">Widgeon</span></span>, the fastest paddle-wheel
        steamer then running between Dover and Calais, the success of the
        screw might be regarded as an established fact. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Archimedes</span></span> laboured under the
        disadvantage of having ten horse-power less steam, while her burden
        was seventy-five tons more; she had the advantage of carrying more
        sail. On the first three trials the <span class=
        "tei tei-name"><span style="font-style: italic">Widgeon</span></span>
        had a very slight advantage, in spite of her superior steam-power and
        smaller tonnage, while on the last two the <span class="tei tei-pb"
        id="page104">[pg 104]</span><a name="Pg104" id="Pg104" class=
        "tei tei-anchor"></a><span class="tei tei-name"><span style=
        "font-style: italic">Archimedes</span></span> made the trip in less
        time than it had ever previously been performed by any of the mail
        packets. Captain Chappell, R.N., afterwards took her clear round
        England and Scotland, calling at numerous ports. The Admiralty at
        length ordered the construction of a screw vessel, and the lines of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Rattler</span></span> were laid down on the same
        model as the <span class="tei tei-name"><span style=
        "font-style: italic">Alecto</span></span>, a paddle-wheel steamer
        then building.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Another claimant
        as an inventor, who should be mentioned most honourably, is Mr.
        Woodcroft, some of whose experiments were being patented in 1826.
        They were not tried on a suitable scale till after the successes of
        Ericsson and Smith. Woodcroft’s <span class="tei tei-q">“varying
        pitch screw-propeller,”</span> patented in 1844, the title of which
        describes itself, is to-day <span class="tei tei-q">“considered the
        best and most useful type.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In following the
        progress of the screw, as applicable to the propulsion of merchant
        vessels,<a id="noteref_32" name="noteref_32" href=
        "#note_32"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">32</span></span></a> and its
        use in other countries, we must now recur to the period when Ericsson
        was making his experiments on the Thames. At that time an intelligent
        gentleman, Captain Robert F. Stockton, of the United States’ Navy,
        was on a visit to London; being of an inquisitive turn of mind, like
        most of his countrymen, he watched with great interest the trials
        with the screw then in progress, and having obtained an introduction
        to Ericsson, he accompanied him on one of his experimental
        expeditions on the Thames. Unlike the Lords of the British Admiralty,
        who allowed eight years to elapse before they built their first
        screw-propeller, the <span class="tei tei-name"><span style=
        "font-style: italic">Rattler</span></span>, Captain Stockton was so
        impressed with the value and utility of the discovery, that, although
        he had only made a single trip in the <span class=
        "tei tei-name"><span style="font-style: italic">Francis B.
        Ogden</span></span>, and that merely from London Bridge to Greenwich,
        he there and then gave Ericsson a commission to build for him two
        boats for the United States, with steam machinery and propeller as
        proposed by him. Stockton, impressed with its practical utility for
        war purposes, was undismayed by the recorded opinions of scientific
        men, and formed his own judgment from what he himself witnessed. He,
        therefore, not only ordered the two iron boats on his own account,
        but at once brought the subject before the Government of the United
        States, and caused various plans and models to be made at his own
        expense, explaining the fitness of the new invention for ships of
        war. So sanguine was he, indeed, of the great importance of this new
        mode of propulsion, and so determined that his views should be
        carried out, that he encouraged Ericsson to believe that the
        Government of the United States would test his propeller on a large
        scale; Ericsson, relying upon these promises, abandoned his
        professional engagements in England, and took his departure for the
        United States. But it was not until a change in the Federal
        administration, two years afterwards, that Captain Stockton was able
        to obtain a favourable hearing. Orders were then given to make an
        experiment in the <span class="tei tei-name"><span style=
        "font-style: italic">Princeton</span></span>, which was successful.
        The propeller, as applied to this war vessel, was similar in
        construction to that of the <span class="tei tei-name"><span style=
        "font-style: italic">Francis B. Ogden</span></span>, as well in
        theory as in minute practical details. One of the boats, named after
        her owner, the <span class="tei tei-name"><span style=
        "font-style: italic">Robert F. Stockton</span></span>, was built by
        Messrs. Laird, of Birkenhead, and launched in 1838. She was 70 feet
        in length, 10 feet wide, and drew 6 feet 9 inches of water. Her
        cylinders were 16 inches diameter with 18 inches stroke, and her
        propellers 6 feet 4 inches <span class="tei tei-pb" id="page105">[pg
        105]</span><a name="Pg105" id="Pg105" class="tei tei-anchor"></a>in
        length. On her trial trip on the Thames, made in January of the
        following year, she accomplished a distance of nine miles in about
        half an hour with the tide, proving the speed through the water to be
        between eleven and twelve miles an hour. On her second trial, between
        Southwark and Waterloo Bridges, she took in tow four laden barges
        with upright sides and square ends, having a beam of fifteen feet
        each, and drawing four feet six inches of water. One of these was
        lashed on each side, the other two being towed astern, and though the
        weight of the whole must have been close upon 400 tons, and a
        considerable resistance was offered by their forms, the steamer towed
        them at the rate of 5½ miles an hour in slack water, or in eleven
        minutes between the two bridges, a distance of one mile.</p><a name=
        "illo_118.png" id="illo_118.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_118.png" alt="THE “ROBERT F. STOCKTON.”"
          title="THE “ROBERT F. STOCKTON.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style="text-align: center">“ROBERT F.
            STOCKTON.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">These experiments
        having been considered in every way satisfactory, the <span class=
        "tei tei-hi"><span style="font-style: italic">Robert F.
        Stockton</span></span> left England for the United States in the
        beginning of April, 1839, under the command of Captain Cram of the
        American merchant service. Her crew consisted of four men and a boy;
        and having accomplished the voyage <span class=
        "tei tei-hi"><span style="font-style: italic">under
        sail</span></span> in forty days, Captain Cram was presented with the
        freedom of the city of New York for his daring in crossing the
        Atlantic in so small a craft, constructed only for river
        navigation.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The first steamer
        to cross the Atlantic was the <span class="tei tei-name"><span style=
        "font-style: italic">Savannah</span></span>, of 300 tons, which
        arrived in Liverpool from Savannah, Georgia, in thirty-one days, her
        voyage having been made partly under sail. So to America belongs the
        credit of having shown the practicability <span class="tei tei-pb"
        id="page106">[pg 106]</span><a name="Pg106" id="Pg106" class=
        "tei tei-anchor"></a>of employing steam power for the most difficult
        and dangerous voyages. The <span class="tei tei-name"><span style=
        "font-style: italic">Savannah’s</span></span> horse-power was too
        small for her size, and although she arrived safely, the experiment
        was not regarded by men of science as particularly successful. Dr.
        Lardner in particular, and other scientists, expressed their belief
        that no vessel could carry coal enough to steam the whole distance,
        and their discussions greatly retarded the progress of Transatlantic
        steam navigation. The voyage of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Savannah</span></span> was made in 1819; ten
        years elapsed before the Atlantic traffic was renewed, so far as
        steam was concerned, by the dispatch of an English-built steam-ship,
        the <span class="tei tei-name"><span style=
        "font-style: italic">Curaçoa</span></span>, which made several trips
        from Holland to the West Indies. In 1833 a steam-ship, named the
        <span class="tei tei-name"><span style="font-style: italic">Royal
        William</span></span>, sailed from Quebec, and arrived safely at
        Gravesend. But it was not till 1838 that the practicability of
        profitably employing steam-ships on the Atlantic was demonstrated by
        the voyages of the <span class="tei tei-name"><span style=
        "font-style: italic">Sirius</span></span> and <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Western</span></span>, the latter one of the finest vessels of the
        day. Their arrival at New York is thus described by one of the
        journals of that city:—</p><a name="illo_115.jpg" id="illo_115.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_115.jpg" alt=
          "ARRIVAL OF THE “GREAT WESTERN” AT NEW YORK" title=
          "ARRIVAL OF THE “GREAT WESTERN” AT NEW YORK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ARRIVAL OF THE <span class="tei tei-q" style=
            "text-align: center">“GREAT WESTERN”</span> AT NEW YORK.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“At three o’clock p.m., on Sunday the 22nd of April, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Sirius</span></span> first descried the land,
        and early on Monday morning, the 23rd, anchored in the North River
        immediately off the battery. The moment the intelligence was made
        known, hundreds and thousands rushed, early in the morning, to the
        battery. Nothing could exceed the excitement. The river was covered
        during the whole day with row-boats, skiffs, and yawls, carrying the
        wondering people out to get a close view of this extraordinary
        vessel. While people were yet wondering how the <span class=
        "tei tei-name"><span style="font-style: italic">Sirius</span></span>
        made out to cross the rude Atlantic, it was announced, about eleven
        a.m. on Monday, from the telegraph, that a huge steam-ship was in the
        offing. <span class="tei tei-q">‘<span class=
        "tei tei-hi"><span style="font-style: italic">The Great Western! The
        Great Western!</span></span>’</span> was on everybody’s tongue. About
        two o’clock p.m., the first curl of her ascending smoke fell on the
        eyes of the thousands of anxious spectators. A shout of enthusiasm
        rose in the air.”</span> The movements of a great steam-ship in and
        out of port are always watched with interest—why, even the arrival of
        the <span class="tei tei-q">“husbands’ boat”</span> at Margate or
        Ramsgate is an event! One can, then, well imagine and understand the
        excitement caused in New York by the arrival of two fine vessels
        almost simultaneously from England. It meant, in some branches of
        commerce, a complete revolution. These first passages were made in
        seventeen and fifteen days respectively. Almost immediately after
        this, the great Cunard Company commenced operations, the Admiralty
        awarding them the mail contract. Then came the great contest for the
        maritime supremacy, commercially regarded, of the Atlantic Ocean,
        when American enterprise came into the field, and organised a
        formidable rival to the English company in the Collins Line. The
        history of this contest would fill a volume.</p><a name=
        "illo_120.png" id="illo_120.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_120.png" alt="THE FIRST CUNARD STEAMER"
          title="THE FIRST CUNARD STEAMER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE FIRST CUNARD STEAMER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The national pride
        of the Americans had been touched by the commercial success of
        British steam-ships frequenting their ports, and they determined,
        vulgarly speaking, <span class="tei tei-q">“to have a piece of the
        pie.”</span> American genius and enterprise had sent forth a fleet of
        steamers to trade on their coasts, lakes, and rivers, which a leading
        English authority considers <span class="tei tei-q">“were marvels of
        naval architecture, unsurpassed in speed, and in the splendour of
        their equipment.”</span> Their clipper-sailing ships <span class=
        "tei tei-q">“were the finest the world had then produced, while their
        perfection in the art of ship-building had even reached so high a
        point that they constructed steamers to ascend rivers where
        <span class="tei tei-pb" id="page107">[pg 107]</span><a name="Pg107"
        id="Pg107" class="tei tei-anchor"></a>there was hardly depth of water
        for an Indian canoe; indeed, it was proverbially said, in honour of
        their skill in the art, that their vessels would traverse valleys if
        only moistened by the morning <a name="corr107" id="corr107" class=
        "tei tei-anchor"></a><span class="tei tei-corr">dews.</span>”</span>
        Why should they not have a great ocean line? It was looked upon in
        Congress and by the country generally as almost a national question,
        and it resulted in a heavy mail subsidy to Mr. Collins and his
        colleagues. They immediately made arrangements for the construction
        of four large vessels. Later, the Government increased the subsidy by
        over one-third (from $19,250 per trip to $33,000) <span class=
        "tei tei-hi"><span style="font-style: italic">but increased speed was
        required in return</span></span>. How much this may have had to do
        with the two terrible disasters about to be related will no doubt
        strike the reader. The Collins Line commenced its voyages in
        1850.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“A voyage across the Atlantic,”</span> says Lindsay,
        <span class="tei tei-q">“must ever be attended with greater peril
        than almost any other ocean service of similar length and duration;
        arising, as this does, from the boisterous character and uncertainty
        of the weather, from the icebergs which float in huge masses during
        spring along the northern line of passage, and from the many vessels
        of every kind to be met with either employed in the Newfoundland
        fisheries, or in the vast and daily-increasing intercourse between
        Europe and America.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In such a navigation the utmost care requires to be
        constantly exercised, especially by steam-ships. Nevertheless,
        although the Collins Line of steamers performed this passage with a
        speed hitherto unequalled, they encountered no accidents worthy of
        notice during the first four years of their career; but terrible
        calamities befell them soon afterwards.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 21st of
        September, 1854, the <span class="tei tei-name"><span style=
        "font-style: italic">Arctic</span></span>, according to the usual
        course, left Liverpool for New York. She had on board 233 passengers,
        of whom 150 were first-class, together with a crew of 135 persons and
        a valuable cargo. At mid-day on the 27th of that month, when about
        sixty miles south-east of Cape Race, and during a dense fog, she came
        in contact with the French steamer <span class=
        "tei tei-name"><span style="font-style: italic">Vesta</span></span>.
        By this collision the <span class="tei tei-name"><span style=
        "font-style: italic">Vesta</span></span> seemed at first to be so
        seriously injured, that in their terror and confusion, her
        passengers, amounting to 147, and a crew of fifty men, conceived she
        was about to sink, and that their only chance of safety lay in their
        getting quickly into the <span class="tei tei-name"><span style=
        "font-style: italic">Arctic</span></span>. Impressed with this idea
        many of them rushed into the boats, of which, as too frequently
        happens, one sank immediately, and the other, containing thirteen
        persons, was swamped under the quarter of the ship, all on board of
        her perishing. When, however, the captain of the <span class=
        "tei tei-name"><span style="font-style: italic">Vesta</span></span>
        more carefully examined his injuries, he found that though the bows
        of his vessel were partially stove in, the foremost bulk-head had not
        started. He therefore at once lightened his ship by the head,
        strengthening the partition by every means in his power, and by great
        exertions, courage, forethought, and seamanship, brought his
        shattered vessel, without further loss, into the harbour of St.
        John’s.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In the meantime a
        frightful catastrophe befell the <span class=
        "tei tei-name"><span style="font-style: italic">Arctic</span></span>,
        and was so little anticipated that the persons on board of her
        supposing that she had only sustained a slight injury by the
        collision, had launched a boat for the rescue of the passengers and
        crew of the <span class="tei tei-name"><span style=
        "font-style: italic">Vesta</span></span>. It was soon, however,
        discovered that their own ship had sustained fatal injuries, and the
        sea was rushing in so fast through three holes which had been pierced
        in the hull <span class="tei tei-pb" id="page108">[pg
        108]</span><a name="Pg108" id="Pg108" class=
        "tei tei-anchor"></a>below the water-line, that the engine fires
        would soon be extinguished. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Arctic’s</span></span> head was therefore
        immediately laid for Cape Race, the nearest point of land; but within
        four hours of the collision the water reached the furnaces, and soon
        afterwards she foundered. As it was blowing a strong gale at the
        time, some of the boats into which the passengers and crew rushed
        were destroyed in launching; others which got clear of the sinking
        ship were never again heard of, and only two, with thirty-one of the
        crew and fourteen passengers, reached Newfoundland. Among those who
        perished were the wife of Mr. Collins, and their son and daughter;
        but the captain, who remained on board to the last, and the first as
        well as the second and fourth officers, were saved. Seventy-two men
        and four females sought refuge on a raft, which the seamen, when they
        found the ship sinking, had hastily constructed; but one by one they
        were swept away—every wave as it washed over the raft claiming one or
        more victims as its prey; and at eight o’clock on the following
        morning <span class="tei tei-hi"><span style=
        "font-style: italic">one</span></span> human being alone was left out
        of the seventy-six persons, who only twelve or fifteen hours before
        had hoped to save their lives on this temporary structure. The
        solitary occupant of this fragile raft must have had a brave heart
        and a strong nerve to have retained his place on it for a day and a
        half after all his companions had perished, for it was not until that
        time had elapsed that he was saved by a passing vessel. His tale of
        how he and they parted was of the most heart-rending
        description.<a id="noteref_33" name="noteref_33" href=
        "#note_33"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">33</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As a large portion
        of the first-class passengers of the <span class=
        "tei tei-name"><span style="font-style: italic">Arctic</span></span>
        consisted of persons of wealth and extensive commercial relations in
        the United States, as well as in England and the colonies, and
        besides more than one member of her aristocracy, the loss of the
        <span class="tei tei-name"><span style=
        "font-style: italic">Arctic</span></span>, and the terrible incidents
        in connection with her fate, caused an unusual amount of grief and
        consternation on both sides of the Atlantic.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Within little more
        than twelve months from this time another great calamity befell the
        Collins Company, and the sad loss of their steamer <span class=
        "tei tei-name"><span style=
        "font-style: italic">Pacific</span></span>—from the mystery in which
        it was shrouded, if not as lamentable as that of the <span class=
        "tei tei-name"><span style="font-style: italic">Arctic</span></span>
        (for the soul of man has never been harrowed with its details)—was
        equally deplorable. Although the ocean in this instance has left no
        record of its ravages, the stern fact announced in the brief words,
        <span class="tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">she was never heard of</span></span>,”</span>
        tells itself the sad, sad tale that a great ship, with all her living
        inmates, in infancy, in manhood and old age, and it may be full of
        hope and joy, had been engulfed in the blue waters of the
        Atlantic—summoned, perhaps in a moment, to an eternity more
        mysterious than that which surrounded their melancholy fate.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The splendid but
        unfortunate ship left Liverpool on the 23rd of January, 1856, having
        on board twenty-five first-class passengers, twenty second-class
        passengers, and a crew of 141 persons, almost all of whom were
        Americans. She carried the mails and a valuable cargo, the insurances
        effected on her being 2,000,000 dollars. But no living soul ever
        returned to tell where or how she was lost, nor were any articles
        belonging to her ever found to afford a clue to her melancholy fate;
        it can only be supposed that she sprang an overflowing leak, or more
        probably struck suddenly when at full speed on an iceberg, and
        instantly foundered.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Collins Line
        ceased to exist a few years after these serious disasters, but the
        <span class="tei tei-pb" id="page110">[pg 110]</span><a name="Pg110"
        id="Pg110" class="tei tei-anchor"></a>Cunard became more firmly
        established than ever, and entered on that career of prosperity which
        has been the most remarkable of any in the long list of steam-ship
        lines. Its fleet consisted of forty-nine vessels in 1875, running not
        merely on the Atlantic service, but to Mediterranean and other ports.
        A competent authority puts the money value of the ships at about
        seven millions sterling. In the ocean line the crews are engaged for
        a single voyage out and home. The company shipped and discharged
        during the year ending July 1st, 1872, 43,000 men, which means that
        they continuously employed about 8,600 persons on their ships. About
        1,500 men find regular employment in loading and unloading the
        steam-ships, and from 500 to 1,500 more are engaged at the docks of
        the company in Liverpool in fitting and refitting these vessels.
        <span class="tei tei-q">“Hence the company, although a private
        enterprise in the hands of only three families, is entitled to rank
        with the great railway and other public companies as an employer of
        labour.”</span><a id="noteref_34" name="noteref_34" href=
        "#note_34"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">34</span></span></a> The
        Cunard Company, in 1861, enrolled a regiment of Volunteer Artillery
        (the 11th Lancashire) 500 strong, composed entirely of their own
        <span class="tei tei-hi"><span style=
        "font-style: italic">employés</span></span>, and they have always
        shown much public spirit in Liverpool in the promotion of schools,
        asylums, and other provident and charitable institutions for the
        seamen’s benefit. During the Crimean war, and in 1861, when the
        friendly relations between Great Britain and America were put in
        jeopardy by the forcible arrest of Messrs. Mason and Slidell, when on
        board the Royal Mail steamer <span class="tei tei-name"><span style=
        "font-style: italic">Trent</span></span>, the resources of the
        company were put into requisition for the conveyance of troops and
        stores. Their two largest ships, the <span class=
        "tei tei-name"><span style="font-style: italic">Bothnia</span></span>
        and <span class="tei tei-name"><span style=
        "font-style: italic">Scythia</span></span>, each of 4,535 tons
        burden, have saloons where 300 persons can dine at one time, while
        their decks afford an unbroken promenade, for passengers, of 425
        feet.</p><a name="illo_124a.png" id="illo_124a.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_124a.png" alt=
          "THE CUNARD SCREW STEAM-SHIP “BOTHNIA.”" title=
          "THE CUNARD SCREW STEAM-SHIP “BOTHNIA.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE CUNARD SCREW STEAM-SHIP <span class="tei tei-q" style=
            "text-align: center">“BOTHNIA.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The wonderful
        exemption from shipwreck and casualties, which is the just pride of
        this company, is due to the admirable discipline and order enforced.
        Take the following description of life on the <span class=
        "tei tei-name"><span style="font-style: italic">Bothnia</span></span>
        as detailed in the columns of our leading journal:—<span class=
        "tei tei-q">“The <span class="tei tei-name"><span style=
        "font-style: italic">Bothnia</span></span> carries ten boats, which
        are capable of containing her full complement of people; and she has
        a crew of 150 officers and men, all told, divided into the three
        classes of seamen, engineers and firemen, and stewards. It has always
        been part of the Cunard Company’s system that every man, whatever his
        duties on board the ship, should be a member of some particular
        boat’s crew, and that the crew of each boat should be formed from all
        three of the classes which have been mentioned.... As soon as all are
        on board, each man is informed to which boat he is attached, and who
        is the commanding officer of that boat, and each boat’s officer is
        expected to know every member of his boat’s crew. In order to prevent
        mistakes, each man wears a metal badge, with a brooch-fastening,
        which bears the number of his boat,”</span> and so forth. Before the
        passengers are on board, there is an inspection, the crew being drawn
        up in two lines, each man being expected to answer to his name. The
        muster-roll having been called, orders are given to prepare for boat
        service; and the men break up into the necessary number of crews.
        After the order <span class="tei tei-q">“Boats out!”</span> is given,
        the men fall to work with a will, and the ten boats, each containing
        a keg of water, oars, spars, sails, an axe, &amp;c., are in three
        minutes properly launched into the water, the captain from his place
        of vantage on the bridge looking <span class="tei tei-pb" id=
        "page111">[pg 111]</span><a name="Pg111" id="Pg111" class=
        "tei tei-anchor"></a>sharply after laziness or awkwardness. The same
        organisation of crews is applied to fire duty. Some have charge of
        the buckets; others fetch and join the hose, or take care of the
        jets; others are ready with wet blankets to throw over the flames;
        but the essential matter is that each man has his place and his duty.
        So for manning the pumps and other essential matters. These drills
        over, the inspecting party proceeds to make a complete tour of the
        vessel. The store-rooms are visited, and the steward cautioned never
        to use any other light than a closed and locked lamp. The supply of
        rockets and other signals is examined, the steering and signalling
        apparatus tried, and only after everything has been found in order is
        the word given for the ship to embark her passengers and proceed on
        her course. <span class="tei tei-q">“If the smallest defect,”</span>
        says the <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span>, before quoted, <span class=
        "tei tei-q">“is discovered in any part of a ship, no question is
        raised whether it will bear one voyage or two voyages more, but the
        order, <span class="tei tei-q">‘Out with it!’</span> is given at
        once.”</span> The reign of order is as complete as on board a
        well-regulated man-of-war. On the many other great steam-ship lines
        more or less of the same inspection occurs, and on some, no doubt,
        the precautions taken are nearly as careful. The Cunard Line is
        generally admitted to be, however, pre-eminent in the care taken of
        life and property on board, the fact being that the company has never
        lost a ship on the Atlantic. The illustration on page 109 shows one
        of their finest ships, the <span class="tei tei-name"><span style=
        "font-style: italic">Scotia</span></span>.</p><a name="illo_124b.png"
        id="illo_124b.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_124b.png" alt=
          "CUNARD PADDLE STEAM-SHIP “SCOTIA.”" title=
          "CUNARD PADDLE STEAM-SHIP “SCOTIA.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            CUNARD PADDLE STEAM-SHIP <span class="tei tei-q" style=
            "text-align: center">“SCOTIA.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">From the Mersey
        alone there are ten distinct fleets sailing to America, including
        such magnificent steam-ships as those of the White Star and Inman
        Lines. In the former the luxurious saloons are placed amidships, the
        motion being less felt there. The Inman Line has made the quickest
        passages across the Atlantic on record, and has carried as many as
        50,000 steerage passengers in one year. In 1856 and 1857 this line
        carried 85,000 passengers, of both classes, to and from the United
        States, or about one-third of all those crossing <span class=
        "tei tei-q">“the Great Ferry”</span> for those years. The shortness
        of time to which the Inman steamers have reduced the passage across
        the Atlantic was conspicuously shown by the voyage of Prince Arthur
        in 1869, who attended service at Queenstown on the Sunday morning of
        his departure, and was landed at Halifax in time to attend morning
        service at that place on the Sunday following. Their ship, the
        <span class="tei tei-name"><span style="font-style: italic">City of
        Berlin</span></span>, of 5,500 tons, is the largest vessel afloat
        except the <span class="tei tei-name"><span style=
        "font-style: italic">Great Eastern</span></span>, and has
        accommodation for 1,700 passengers. The White Star Line has two
        vessels of 5,004 tons each, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Britannic</span></span> and <span class=
        "tei tei-name"><span style=
        "font-style: italic">Germanic</span></span>. These few facts will
        indicate—although we may not be able to grasp them in their
        entirety—the immense growth of the ocean steam navigation in a period
        so short as that which has elapsed from the first steam-voyage across
        the Atlantic.</p><a name="illo_127.png" id="illo_127.png" class=
        "tei tei-anchor"></a> <span class="tei tei-pb" id="page112">[pg
        112]</span><a name="Pg112" id="Pg112" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_127.png" alt="MR. PLIMSOLL" title=
          "MR. PLIMSOLL." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MR. PLIMSOLL.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap07" id="chap07" class="tei tei-anchor"></a> <a name=
        "toc17" id="toc17"></a> <a name="pdf18" id="pdf18"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER VII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 144%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 144%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-style: italic">continued</span></span><span style="font-size: 144%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">A Contrast—Floating Palaces and</span>
          <span class="tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Coffin-ships</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Mr.
          Plimsoll’s Appeal—His Philanthropic Efforts—Use of Old Charts—Badly
          Constructed Ships—A Doomed Ship—Owner’s Gains by her Loss—A
          Sensible Deserter—Overloading—The Widows and Fatherless—Other Risks
          of the Sailor’s Life—Scurvy—Improper Cargoes—</span><span class=
          "tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Unclassed
          Vessels</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—</span><span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Lloyd’s,</span><span style=
          "font-size: 90%">”</span></span> <span style="font-size: 90%">and
          its History.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Turning by way of
        that contrast which our subject so abundantly presents, let us pass
        from the consideration of well-regulated, well-found steam-ship
        lines, to a different class of vessels—those <span class=
        "tei tei-q">“coffin-ships”</span> of which we heard so much a few
        years since. As we all know, the term has been lately used to signify
        unseaworthy ships of all kinds—such as that mentioned by Mr.
        Plimsoll, which was loaded at Newcastle with nearly twice her proper
        tonnage, and dispatched to the Baltic in mid-winter, <span class=
        "tei tei-hi"><span style="font-style: italic">with her main-deck two
        feet two inches below the level of the water</span></span>. She
        foundered eighteen miles <span class="tei tei-pb" id="page113">[pg
        113]</span><a name="Pg113" id="Pg113" class="tei tei-anchor"></a>from
        the coast. We are told of one man who had in six years lost twelve
        rotten ships, and 105 men; and of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Elizabeth</span></span>, a vessel so weak and
        leaky, that <a name="corr113" id="corr113" class=
        "tei tei-anchor"></a><span class="tei tei-corr">it</span> was
        necessary to pump her every hour when floating empty in harbour, but
        which was sent to sea with 180 tons of coal to founder with three out
        of five hands. It was certainly time for legislation when the
        statement could be made truly that a ship which had been refused a
        class by Lloyd’s Committee, and had been declared utterly unfit to go
        to sea by Lloyd’s surveyor, was dispatched across the Atlantic, or
        rather to the bottom of the Atlantic, there to lie with one crew,
        while another was safe in an English prison for refusing to proceed
        in her.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1870, Mr.
        Samuel Plimsoll first commenced, so far as Parliament is concerned,
        those benevolent efforts for the amelioration of the sailor’s hard
        life, which must always place him among the highest ranks of
        philanthropists. Moved evidently by the purest motives, there are one
        or two mistakes to be recorded against him, but they were of the
        head, not of the heart. Government was at the time endeavouring, as
        far as can be seen, to accomplish nearly the same ends, but was
        hampered by the pressure of Parliamentary business. Lindsay, who was
        somewhat opposed to the views expressed by Plimsoll, and it is rather
        unfortunate that he was so, having been so long a ship-owner himself,
        yet endorses the remarks of a friend—a Vice-Admiral of Her Majesty’s
        service—who wrote to him: <span class="tei tei-q">“Should there not
        be some more stringent provisions with respect to the inspection of
        sailing vessels? It is an old proverb, <span class="tei tei-q">‘Who
        ever saw a dead donkey?’</span> But who ever saw an old sailing-ship
        broken up? I am inclined to think that it is more to the interest of
        small owners to let an old tub go on shore than to bring her safe
        into port. This works two evils:—1, the danger to human life; 2, the
        greater rate of insurance on honest owners to make up an average for
        the dishonest.”</span> The evil had become a most terrible one, and,
        in spite of some little reform, it is to be feared, goes on to-day
        with only partially-abated vigour.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Imperfect charts,”</span> says Lindsay, <span class=
        "tei tei-q">“were often made to cover, as I fear may be the case to
        some extent now, incompetency, drunkenness, or carelessness. Indeed,
        about that period, they frequently served as excuses when other
        objects were in view. I remember a ludicrous example of this. When a
        boy at school at Ayr, I used to accompany my uncle to <span class=
        "tei tei-q">‘the meeting of owners’</span> of the brig <span class=
        "tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span>, in which he held some
        eight or ten 64th shares. Every spring the owners met on board to
        discuss matters relating to her affairs, and to dispose of what I
        recollect best, a round of salt beef, sea-biscuits, and rum and
        water. The <span class="tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span> had hitherto been
        invariably employed during the summer season in the conveyance of
        timber from some one or other of the ports of New Brunswick for Ayr.
        On one occasion, a tempting freight had been offered for her to
        proceed to Quebec, and the owners in conclave assembled, had all but
        unanimously decided to send her to that port. While, however, the
        discussion was going on, her skipper, Garratt, or, <span class=
        "tei tei-q">‘old Garratty,’</span> as he was called, seemed very
        uneasy, and gulping down an extra tumbler of rum and water, he at
        last said, <span class="tei tei-q">‘Weel, gentlemen, should you send
        the <span class="tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span> to Quebec, I’ll not be
        answerable for her safety.’</span> <span class="tei tei-q">‘How
        so?’</span> asked one of the owners. <span class=
        "tei tei-q">‘Ah,’</span> said Garratty, drawing his breath,
        <span class="tei tei-q">‘<span class="tei tei-hi"><span style=
        "font-style: italic">the charts are a’wrang in the St.
        Lawrence</span></span>. Ye’ll ne’er see the <span class=
        "tei tei-name"><span style="font-style: italic">Eclipse</span></span>
        again gin ye send her to Quebec.’</span> The skipper carried the
        day.</span></p><span class="tei tei-pb" id="page114">[pg
        114]</span><a name="Pg114" id="Pg114" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It is much to be regretted that ship-owners, when they
        leave their captains to provide their own charts (instead of
        supplying them) do not stipulate that they are to be the best and the
        <span class="tei tei-hi"><span style=
        "font-style: italic">latest</span></span>. I remember a ship and
        cargo (numerous other instances could be produced), valued at
        £70,000, lost near Boulogne from the master mistaking the two lights
        at Etaples for the South Foreland lights; and this, as appeared from
        the Board of Trade inquiry, because his Channel chart, which was
        thirty years old, had not the Etaples lights marked on it.”</span>
        The terrible wreck of the <span class="tei tei-name"><span style=
        "font-style: italic">Deutschland</span></span> steam-ship, on the
        30th December, 1875, was caused, with hardly the shadow of a doubt,
        from the use of an old chart.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Plimsoll in a
        most remarkable and vigorous book,<a id="noteref_35" name=
        "noteref_35" href="#note_35"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">35</span></span></a>
        published in 1873, puts the matter of <span class=
        "tei tei-q">“coffin-ships”</span> forcibly before his readers. He
        says, <span class="tei tei-q">“No means are neglected by Parliament
        to provide for the safety of life ashore; and yet, as I said before,
        you may build a ship in any way you please, you may use timber
        utterly unfit, you may use it in quantity utterly inadequate, but no
        one has any authority to interfere with you.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“You may even buy an old ship 250 tons burden by auction
        for £50, sold to be broken up, because extremely old and rotten; she
        had had a narrow escape on her last voyage, and had suffered so
        severely that she was quite unfit to go to sea again without more
        being spent in repairs upon her than she would be worth when done.
        Instead of breaking up this old ship, bought for 4s. per ton (the
        cost of a new ship being from £10 to £14 per ton), as was expected,
        you may give her a coat of paint—she is too rotten for caulking—and
        to the dismay of her late owners, you may prepare to send her to sea.
        You may be remonstrated with, in the strongest terms, against doing
        so, even to being told that if you persist, and the men are lost, you
        deserve to be tried for manslaughter.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“You may engage men in another port, and they, having
        signed articles without seeing the ship, you may send them to the
        port where the ship lies in the custody of a mariner. You may then
        (after re-christening the ship, which ought not to be allowed), if
        you have managed to insure her heavily, load her until the main deck
        is within two feet of the water amidships, and send her to sea.
        Nobody can prevent you. Nay, more, if the men become riotous, you may
        arrest them without a magistrate’s warrant, and take them to prison,
        and the magistrates, who have no choice (they have not to make, but
        only to administer the law), will commit them to prison for twelve
        weeks with hard labour, or, better still for you, you may send for a
        policeman on board to overawe the mutineers, and induce them to do
        their duty! And then, if the ship is lost with all hands, you will
        gain a large sum of money and you will be asked no questions, as no
        inquiry will ever be held over those unfortunate men, unless (which
        has only happened once, I think) some member of the House asks for
        inquiry.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The river policeman who in one case threatened a
        refractory crew with imprisonment, and urged them to do their duty
        (!) told me afterwards (when they were all drowned) that he and his
        colleagues at the river-side station had spoken to each other about
        the ship being dreadfully overloaded as she passed their station on
        the river, before he went <span class="tei tei-pb" id="page115">[pg
        115]</span><a name="Pg115" id="Pg115" class="tei tei-anchor"></a>on
        board to urge duty (!) and that he then, when he saw me, <span class=
        "tei tei-q">‘rued badly that he had not locked ’em up without talk,
        as then they wouldn’t have been drowned.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Here Mr. Plimsoll
        indicates another risk for the poor sailor: <span class=
        "tei tei-q">“There is, I fear, great reason to think that ships are
        occasionally lost from the very imperfect manner in which some of
        them are built; in some cases, I think you will see that something
        worse ought to be said. I do not say the cases are many; still, they
        exist, and we have done nothing to prevent it. The first time I
        introduced a bill to prevent overloading, I alluded (mentioning no
        names) to the case of one ship-owner who, trading to the West Indies
        for sugar (a good voyage, deep water, and plenty of sea room all the
        way) had, out of a fleet of twenty-one vessels, lost no less than ten
        of them in less than three years.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“After I had concluded my speech in moving the second
        reading, a member accosted me in the lobby and said: <span class=
        "tei tei-q">‘Mr. Plimsoll, you were mistaken in that statement of
        yours.’</span> <span class="tei tei-q">‘What statement?’</span> I
        answered. <span class="tei tei-q">‘Oh, that when you said a
        ship-owner had lost ten ships in less than three years from
        overloading.’</span> <span class="tei tei-q">‘I mentioned no
        names,’</span> I said. <span class="tei tei-q">‘No, but I know who
        you meant. He is one of my constituents, and a very respectable man
        indeed. It is not his fault; it is the fault of the man who built his
        ships, for one of them was surveyed in London and was found to be put
        together with devils. He knew nothing about it, I assure you.’</span>
        <span class="tei tei-q">‘Devils?’</span> I said. <span class=
        "tei tei-q">‘Yes.’</span> <span class="tei tei-q">‘I don’t know what
        you mean.’</span> <span class="tei tei-q">‘Oh, devils are sham bolts,
        you know; that is, when they ought to be copper, the head and about
        an inch of the shaft are copper, and the rest is
        iron.’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I have since found there are other and different sham
        bolts used, where merely a bolthead (without any shaft at all) is
        driven in, and only as many real bolts used as will keep the timbers
        in their places. Now these bolts are used to go through the outside
        planking, the upright timber, not the inner planking (ceiling) of a
        ship, and through the vertical or drooping part of a piece of iron
        called a knee, on the upper part of which the deck-beams rest, and to
        which the deck-beams are also bolted from above. These bolts,
        therefore, are from thirteen to eighteen inches in
        length.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        examples will speak for themselves. Mr. Plimsoll says:—<span class=
        "tei tei-q">“On the occasion of one of my visits to a port in the
        north, I was met by a gentleman who knew what my errand there was
        likely to be, and he said, <span class="tei tei-q">‘Oh, Mr. Plimsoll,
        you should have been here yesterday: a vessel went down the river so
        deeply loaded, that everybody who saw her expects to hear of her
        being lost. She was loaded under the personal directions of her
        owner, and the captain himself said to me, <span class=
        "tei tei-q">“Isn’t it shameful to send men with families to sea in a
        vessel loaded like that?”</span> Poor fellow, it is much if ever he
        reaches port.’</span> Half a dozen others confirmed this statement.
        The captain <span class="tei tei-q">‘was greatly depressed in
        spirits,’</span> and a friend—not the owner, mark you!—gave him some
        rockets—<span class="tei tei-q">‘in case of the worst.’</span> Two
        men averred that they would not go if the owner gave them the
        ship.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“She was sent. The men were some of them threatened, and
        one at least had a promise of 10s. extra per month if he would go. As
        she went away, the police-boat left her; the police had been on board
        to overawe the men with going. As the police-boat left her side, two
        of the men, deciding that they would rather be taken to prison,
        <span class="tei tei-pb" id="page116">[pg 116]</span><a name="Pg116"
        id="Pg116" class="tei tei-anchor"></a>hailed the police, and begged
        to be taken by them. The police said, <span class="tei tei-q">‘they
        could not interfere,’</span> and the ship sailed. My friend was in
        great anxiety, and told me that if the wind came on to blow, the
        <span class="tei tei-hi"><span style="font-style: italic">ship could
        not live</span></span>.</span></p><a name="illo_131.jpg" id=
        "illo_131.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_131.jpg" alt=
          "MR. PLIMSOLL SPEAKING IN THE HOUSE OF COMMONS" title=
          "MR. PLIMSOLL SPEAKING IN THE HOUSE OF COMMONS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MR. PLIMSOLL SPEAKING IN THE HOUSE OF COMMONS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It did blow a good half-gale all the day after
        Sunday—the ship sailed on Friday. I was looking seaward from the
        promontory on which the ruins of T—— Castle stand, with a heavy
        heart; the wind was not above force 7—nothing to hurt a well-found
        and properly-loaded vessel: I had often been out in much worse
        weather; but then this vessel was not properly loaded (and her owner
        stood to gain over £2,000 clear if she went down, by over insurance),
        and I knew that there were many others almost as unfit as she was to
        encounter rough weather—ships so rotten that if they struck they
        would go to pieces at once; ships so overloaded that every sea would
        make a clean sweep over her, sending tons and tons of water into her
        hold every time, until the end came.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On Monday we heard of a ship in distress having been
        seen, rockets had been sent up by her; it was feared she was lost. On
        Tuesday the nameboard of a boat was picked up, and this was all that
        ever we heard of her.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Some cases seemed
        to be looked on as matters of course, and a gentleman as he saw his
        wife reading the newspaper, said to her, <span class=
        "tei tei-q">“Look out, for the —— in a day or two; <span class=
        "tei tei-pb" id="page117">[pg 117]</span><a name="Pg117" id="Pg117"
        class="tei tei-anchor"></a>I saw her go out of the river. She is sure
        to be lost.”</span> She was lost, and nearly twenty men returned home
        never more.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Plimsoll tells
        another story of two gentlemen, who told him one day that they saw a
        vessel leaving dock; she was so deep that, having a list upon her,
        the scuppers on the bow side were half in the water and half out. (A
        <span class="tei tei-q">“list”</span> means that she was so loaded as
        to have one side rather deeper down than the other; the <span class=
        "tei tei-q">“scuppers”</span> are the holes in the bulwarks that let
        the water out that comes on deck from the rain, the washing, or the
        seas breaking over her.) They heard a slight commotion on board, and
        a voice said to the captain: <span class="tei tei-q">“Larry’s not on
        board, sir.”</span> He had run for it. Nothing could be done, for
        lack of time, to seek him, so they sailed without him. And these
        gentlemen heard the crew say, as they slowly moved away from the
        dockyard: <span class="tei tei-q">“Then Larry’s the only man of us’ll
        be alive in a week.”</span> That vessel was lost.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Another large ship
        was sailing on a long voyage, from a port in Wales, with a cargo of
        coal. A gentleman called a friend’s attention to her state. She was a
        good ship, but terribly deep in the water. He said, <span class=
        "tei tei-q">“Now, is it possible that vessel <span class=
        "tei tei-hi"><span style="font-style: italic">can</span></span> reach
        her destination unless the sea is as smooth as a mill-pond the whole
        way?”</span> The sea evidently was not as smooth as a mill-pond, for
        that ship was never heard of again, and twenty-eight of our poor,
        hard-working, brave fellow-subjects never more returned to gladden
        their wives and play with their children.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Plimsoll saw a
        large ship put to sea one day. She was so deep that a friend who was
        standing by said to him as she went: <span class="tei tei-q">“She is
        nothing but a coffin for the poor fellows on board of her.”</span> He
        watched and watched, almost fascinated by the deadly peril of the
        crew, and he did not watch for nothing. Before he left his look-out
        to go home, he saw her go down.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Even more touching
        are the records of some visits made by him to the sufferers left
        behind to mourn the fate of their husbands, drowned in leaky ships
        which should never have left port.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In this house, No. 9, L——ll Street, lives Mrs. A——r
        R——e. Look at her—she is not more than two or three and twenty, and
        those little ones are hers. She has a mangle, you see. It was
        subscribed for her by her poor neighbours: the poor are very kind to
        each other. That poor little fellow has hurt his foot, and looks
        wonderingly at the face of his young mother. She had a loving husband
        but very lately, but the owner of the ship on which he served, the
        <span class="tei tei-name"><span style=
        "font-style: italic">S——n</span></span>, was a very needy man, who
        insured her for £3,000 more than she had cost him. So if she sank he
        would gain all this. Well, one voyage she was loaded <span class=
        "tei tei-hi"><span style="font-style: italic">under the owner’s
        personal superintendence</span></span>; she was loaded so deeply that
        the dockmaster pointed her out to a friend as she left the dock, and
        said emphatically, <span class="tei tei-q">‘That ship will never
        reach her destination.’</span> She never did, for she was lost with
        all hands—twenty men and boys. A—— R—— complained to him before he
        sailed that she was <span class="tei tei-q">‘so deep loaded.’</span>
        She tried to get to the sands to see the ship off with Mrs. J——r,
        whose husband was on board. They never saw their husbands
        again.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In this most evil-smelling room, E—— Q—— C—— Street, you
        may see in the corner two poor women in one bed, stricken with fever
        (one died two days after I saw them), mother and daughter. The
        husband of the daughter, who maintained them both, had been
        <span class="tei tei-pb" id="page118">[pg 118]</span><a name="Pg118"
        id="Pg118" class="tei tei-anchor"></a>lost at sea a little while
        before, in a ship so loaded that when Mr. B——l, a Custom House
        officer who had to go on board for some reason while she was lying in
        the river, was told, <span class="tei tei-q">‘She’s yonder; you can
        easily find her, she is nearly over t’head in the water,’</span> Mr.
        B——l told me, <span class="tei tei-q">‘I asked no questions, but
        stepped on board; this description was quite
        sufficient.’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Mrs. R——s, H——n Place, told me her young brother was an
        orphan with herself. She said her sister brought him up till she was
        married. Then her husband was kind to him, and apprenticed him to the
        sea. He had passed as second mate in a sailing ship, but (he was a
        fine young fellow—I have his portrait) he was ambitious to
        <span class="tei tei-q">‘pass in steam’</span> also, and engaged to
        serve in the <span class="tei tei-name"><span style=
        "font-style: italic">S——</span></span> ship, leaking badly, but was
        assured on signing that she was to be repaired before loading. The
        ship was not repaired, and was loaded, as he told his sister-mother,
        <span class="tei tei-q">‘like a sand-barge.’</span> Was urged by his
        sister and her husband not to go. His sister again urged him as he
        passed her door in the morning. He promised he would not, and went to
        the ship to get the wages due to him. Was refused payment unless he
        went, was over-persuaded and threatened, and called a coward, which
        greatly excited him. He went, and two days afterwards the ship went
        down. Her husband and Mrs. R——s also told me that he and his wife
        <span class="tei tei-q">‘had a bit crack,’</span> and decided to do
        all they could to <span class="tei tei-q">‘persuade Johnnie not to
        go.’</span> The young man was about twenty-two.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Mr. J—— H——l told me that the captain was his friend,
        and the captain was very down-hearted about the way in which she was
        loaded (mind, she was loaded under the owner’s personal supervision).
        The captain asked him (Mr. A——) to see his wife off by train after
        the ship had sailed. She, poor soul, had travelled to that port to
        see him off. The captain said to him, <span class="tei tei-q">‘I
        doubt I’ll never see her more!’</span> and burst out crying. Poor
        fellow, he never did see her more.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Now come with me to 36, C——, and see Mrs. J——e R——e. She
        is a young woman of superior intelligence, and has a trustable
        face—very. She may be about seven-and-twenty. She lost her husband in
        the same ship. He was thirty years of age, and, to use her own words,
        <span class="tei tei-q">‘such a happy creature; so full of
        jokes.’</span> He was engaged as second engineer, at £4 10s. and
        board. <span class="tei tei-q">‘After his ship was loaded he was a
        changed man; he got his tea without saying a word, and then sat
        looking into the fire in a deep study, like. I asked him what ailed
        him, and he said, more to himself than to me, <span class=
        "tei tei-q">“She’s such a beast!”</span> I thought he meant the men’s
        place was dirty, as he had complained before that there was no place
        to wash. He liked to be clean, my husband, and always had a good wash
        when he came home from the workshop, when he worked ashore. So I
        said, <span class="tei tei-q">“Will you let me come on board to clean
        it out for you?”</span> And he said, still looking at the fire,
        <span class="tei tei-q">“It ain’t that.”</span> Well, he hadn’t
        signed, only agreed, so I said, <span class="tei tei-q">“Don’t sign,
        Jim,”</span> and he said he wouldn’t, and went and told the engineer
        he shouldn’t go. The engineer <span class="tei tei-q">“spoke so
        kindly to him,”</span> and offered him 10s. a month more. He had had
        no work for a long time, and the money was tempting,’</span> she
        said, <span class="tei tei-q">‘and so he signed. When he told me I
        said, <span class="tei tei-q">“You won’t go, Jim, will you?”</span>
        He said, <span class="tei tei-q">“Why, Minnie, they will put me in
        gaol if I don’t go.”</span> I said, <span class="tei tei-q">“Never
        mind, you can come home after that.”</span> <span class=
        "tei tei-q">“But,”</span> said he, <span class="tei tei-q">“they
        called me a coward, and you would not like to hear me called
        that.”</span> ’</span></span></p><span class="tei tei-pb" id=
        "page119">[pg 119]</span><a name="Pg119" id="Pg119" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The poor woman was crying very bitterly, so I said
        gently, <span class="tei tei-q">‘I hope you won’t think I am asking
        all these questions from idle curiosity;’</span> and I shall never
        forget her quick disclaimer, for she saw that I was troubled with
        her: <span class="tei tei-q">‘Oh no, sir; I am glad to answer you,
        for so many homes might be kept from being desolate if it was only
        looked into.’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I ascertained that she is <span class=
        "tei tei-q">‘getting a bit winning for a livelihood,’</span> as my
        informant phrased it, by sewing for a ready-made clothes-shopkeeper.
        She was in a small garret with a sloping roof and the most modest
        fireplace I ever saw; just three bits of iron laid from side to side
        of an opening in the brickwork, and two more up the front; no
        chimney-piece, or jambs, or stone across the top, but just the bricks
        laid nearer and nearer until the courses united. So I don’t fancy she
        could be earning much. But with the very least money value in the
        place, it was as beautifully clean as I ever saw a room in my
        life.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I also saw a poor woman, who had lost her son aged
        twenty-two. She too cried bitterly, as she spoke with <span class=
        "tei tei-hi"><span style="font-style: italic">such</span></span> love
        and pride of her son, and of the grief of his father, who was sixty
        years of age. Her son was taken on as a stoker, and worked on the
        ship some days before she was ready for sea. He did not want to go
        when he saw how she was loaded. She looked like a floating wreck, but
        they refused to pay him the money he had earned unless he went, and
        he too was lost with the others.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Just one more specimen of the good, true, and brave men
        we sacrifice by our most cruel and manslaughtering neglect. This time
        I went and called upon an old man I knew, and, after apologising for
        intruding upon his grief, I asked him to tell me if he had any
        objection to tell me if his son had had any misgiving about the ship
        before he went. He said, <span class="tei tei-q">‘Yes, I went to see
        the ship myself, and was horrified to see the way in which she was
        loaded. I tried all I could to persuade him not to go, but he’d been
        doing nothing for a long time, and he didn’t like being a burden on
        me. He’d a fine sperret, he had, my son,’</span> said the poor old
        man.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Here a young woman I had not observed (she was in a
        corner with her face to the wall) broke out into loud sobs and said,
        <span class="tei tei-q">‘He was the best of us all, sir—the best of
        the whole family. He was as fair as a flower, and vah-y
        canny-looking.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But it is not
        merely rotten hulks which may become coffin-ships: many superior
        vessels are woefully deficient in accommodation for the sailor’s
        comfort. He may, and often does, wade to his bunk through water, and
        the forecastle is too often a miserable hole, full of dirt and filth,
        where the men are packed like herrings. The food provided is
        principally <span class="tei tei-q">“salt horse”</span> and
        <span class="tei tei-q">“hard bread,”</span> <span class=
        "tei tei-hi"><span style="font-style: italic">i.e.</span></span>,
        sailor’s biscuit of the most inferior description; and when scurvy
        ensues, as a natural consequence of exposure to damp and cold, with
        poor living superadded, the very lime-juice, which is nearly
        worthless if not pure, is found to be a miserable imitation or
        grossly adulterated with citric acid, which, strange as it may
        appear, has no anti-scorbutic properties. In the Russian and French
        mercantile marines there is little or no scurvy, in consequence of
        the pretty general use of common sour wine, which in some degree
        makes up for the lack of fresh vegetables. And in French mercantile
        ships the sailor may at any time demand the same rations as
        <span class="tei tei-pb" id="page120">[pg 120]</span><a name="Pg120"
        id="Pg120" class="tei tei-anchor"></a>those served out in the navy of
        the Republic. Owing to the carefully prepared dietary of our Royal
        Navy, scurvy has entirely disappeared, except in extreme cases of
        exposure and lack of precaution, as in the late Arctic
        Expedition.<a id="noteref_36" name="noteref_36" href=
        "#note_36"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">36</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the West India Docks, which contain vessels trading
        to the West Indies, I observed a very different class of ships. Some
        are large and well supplied with provisions, but the majority are
        small, with wretched accommodation, badly manned, provisions
        indifferent in quality and deficient in quantity. Even in the larger
        vessels there is not that care taken of the men, and that amount of
        attention paid to their quarters and to the nature of their
        provisions, as in the ships belonging to the owners engaged in the
        East Indian and China trade. Captain Henry Toynbee strongly advocates
        the better ventilation and comfort of the forecastles, which he
        thinks should be under the control of Government. He has himself seen
        forecastles and seamen’s chests in first-class ships black from the
        gas which rises from the cargo, and which smells like sewage, which
        is especially the case in sugar ships. Captain Toynbee informed me a
        day or two since that he had actually seen a place containing two
        packs of foxhounds and three horses, which received half its
        ventilation by a hatch which opened into the sailors’
        forecastle!...</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the Commercial Docks are to be seen both English and
        foreign ships, varying in size and class, most of which are in the
        timber trade, and have arrived from Norway, Sweden, or Memel, or the
        Baltic. The number of patients taken from ships in these docks to the
        <span class="tei tei-name"><span style=
        "font-style: italic">Dreadnought</span></span> hospital ship usually
        exceeds that from any other dock; but the cases are those not of
        scurvy, but consumption, bronchitis, and other chest diseases, which
        occur not so frequently in English sailors as in Norwegians, Swedes,
        and Russians—a fact due more, I think, to national predispositions
        than to hygienic conditions. In ships belonging to northern countries
        the provisions are abundant and good, the men’s quarters are roomy,
        and there is nearly always a house upon deck in which there is a fair
        amount of space and good ventilation. The hygienic condition of the
        men on board Swedish and Norwegian ships is far superior to that of
        the ships of our own country; the chief fault is the extremely dirty
        and lazy habit of the men themselves, who allow filth of all kinds to
        accumulate in the deck-house and galley, without taking the slightest
        trouble to remove it. In English ships belonging to owners in the
        timber trade the state of things is disgraceful; a house on deck is
        an exception, and the men live and sleep in a small, close,
        ill-ventilated hole called a forecastle. The quality of provisions
        varies in different ships, some owners being more liberal than
        others; most of the men, however, live upon salt meat and biscuit,
        and sometimes a little salt fish. Timber in itself is considered a
        healthy cargo, but the ship is in most cases so overladen that the
        forecastle is very much reduced in size—too much so, considering the
        number of men that form the crew; these have either to remain on deck
        exposed to wet and cold, or have to breathe the foul atmosphere of a
        small forecastle, in which are stowed rusty chains, wet ropes, and
        all kinds of animal decaying <a name="corr120" id="corr120" class=
        "tei tei-anchor"></a><span class=
        "tei tei-corr">matter....</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The vessels used
        for the coal trade are now principally screw steamers, though there
        are <span class="tei tei-pb" id="page121">[pg 121]</span><a name=
        "Pg121" id="Pg121" class="tei tei-anchor"></a>still many of the old
        class, generally found lying between Blackwall and Woolwich. Our
        authority describes them as follows:—They <span class=
        "tei tei-q">“are of small size (varying from 150 to 600 tons), and
        are built as sloops, schooners, or brigs. The majority are brigs; a
        visit to two or three presents a view of a state of things which is
        common to all. A collier brig is generally worked by a captain and a
        mate, who live in a small dirty cabin, and by four men and a boy, who
        live and sleep in the most miserable of forecastles. This forecastle
        is very small, and so low that no person of ordinary stature can
        stand upright in it. It is dark, and the only approach is by a very
        small hatchway. It generally contains a quantity of old ropes, some
        rusty chains, a large tub of grease, and some damp canvas. These
        things, together with three or four dirty hammocks, take up the whole
        space, and it is only from sickness and the most urgent necessity
        that the sailor remains there for any length of time. So old and
        ill-constructed are some of these colliers, that in rough weather the
        forecastle is deluged with water. This condition of things is made
        much worse by the negligence of the sailor himself, for it seems to
        be a rule that the cook, instead of throwing over the side of the
        ship the refuse of material used for food, as dirty water, potato
        parings, &amp;c., deposits these with great care in some corner of
        the forecastle. No attention is paid by the captain to the sanitary
        state of the ship; during the voyage, which is often a rough one, he
        is engaged in working the vessel, and while she is in harbour he is
        on shore waiting upon the owners of the vessel, or transacting their
        business in the Coal Exchange. I was informed the other day by a
        friend, who was engaged during the recent cholera epidemic as a
        sanitary inspector, that a patient afflicted with cholera was taken
        to the Belleisle in the month of September, who had been lying in his
        hammock for two days prostrate, and with much vomiting and purging,
        and during this time the captain, although on board, was not aware of
        the man’s absence from deck. The provisions supplied in this class of
        ships vary both in quality and quantity; the supply, though, is very
        deficient, and there is an almost universal complaint among the men
        and boys that they have not sufficient to eat. Although coasting
        voyages last not longer than three or four days, and the ship is very
        seldom far away from land, the men scarcely ever get fresh meat; the
        supply always consists of salt beef—the coarsest parts of the animal.
        To this I may add that the biscuits are of the worst description,
        very hard, and are masticated with the greatest difficulty. The
        quality of provisions depends entirely upon the liberality of the
        captain, who not unfrequently has a share in the ship, and whose
        interest is consequently concerned in keeping down all expenses; the
        comfort of the men seems to be made subservient to pecuniary
        advantages.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now—for a
        change—to good owners. There are many, and the present writer
        believes fully that the average ship-owner not merely wishes to
        preserve his ship, but all on board—crew, passengers, and cargo. The
        proprietor of a grand vessel feels, as he should, that her loss is a
        very great deal more than his loss. Dr. Stone, some years ago made an
        inspection of the docks, and his remarks, published in our leading
        journal,<a id="noteref_37" name="noteref_37" href=
        "#note_37"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">37</span></span></a> deserve
        to be recorded. He says:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“From conversations I had with many of the officers and
        crews engaged in Green’s, Wigram’s, Smith’s, the Black Ball, and
        other services, and from what I saw, I judged <span class=
        "tei tei-pb" id="page122">[pg 122]</span><a name="Pg122" id="Pg122"
        class="tei tei-anchor"></a>that the provisions are good and ample,
        and I was informed that scurvy is seldom met with in the vessels
        belonging to these owners, owing to the fact of the masters not being
        content with simply ordering the crew to take a certain quantity of
        lime-juice every day during the ship’s voyage, but satisfying
        themselves by personal inspection that the juice is actually drank.
        Outside the dock gates, and off Plaistow Wharf, may occasionally be
        seen American vessels which have arrived with petroleum. An
        inspection confirmed the opinion I have always entertained regarding
        the superior accommodation met with in the vessels of the United
        States; they are large, well manned, and supplied with good
        provisions. The berths and sleeping quarters are better even than
        those in large East Indiamen; every ship has a raised house on deck,
        spacious, well ventilated, and clean, which, being furnished with a
        stove, the men are thereby enabled in wet weather to dry their
        clothes, which is of course a great preservation of their health. The
        general condition of the men is far better than that of the sailor of
        any other nation. Although the cruel treatment exercised by the
        officers of American ships is proverbial, there is seldom any
        difficulty in obtaining a good crew. The masters in the commercial
        marine of America pride themselves upon the general appearance of
        their crews, and they say that it is the best economy to give them
        good and abundant food, and to pay rigid attention to their sleeping
        quarters.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Sometimes it is
        the cargo itself which is a fatal cause of disease or death. Ships
        carrying large quantities of minerals, sulphur, petroleum, &amp;c.,
        sometimes smell intolerably, but are not considered unhealthy places
        of residence. But how of guano and other manure ships? In one of Dr.
        Stone’s letters to the <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span>, published in 1867, he
        says:—<span class="tei tei-q">“The most objectionable and unhealthy
        cargoes brought into the Thames are those consisting of the different
        kinds of manure. A large bone trade is carried on in the port of
        London; barges are constantly passing up and down the Pool laden with
        bones collected from bone-dealers and the slaughter-houses of London.
        Many of the bones are not dry, but are covered with decomposing
        flesh. The smell is very bad, and is not limited to the immediate
        neighbourhood of the barge itself, but may be carried for a long
        distance. These bone barges discharge their cargoes into some small
        coasting ship.... The sailors and bargemen engaged in work of this
        kind suffer very much: they are nauseated by the offensive smell;
        their appetites fail entirely; they consume large quantities of
        spirit; and, as a consequence, are invariably attacked by diarrhœa,
        accompanied with vomiting. In the summer time it is a matter of
        surprise how anyone can remain, for a short time even, in the
        neighbourhood of the vessel; a thick offensive steam is constantly
        rising from the bones, and the decks and rigging are covered with
        large blue flies. When the vessel (generally a small, very old, and
        ill-manned schooner) puts to sea, the hatchways are kept open, so as
        to give free egress to the gaseous products of decomposition and to
        prevent the ship from taking fire.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Many have been the
        instances of ships’ decks being blown up by the gas from coal
        becoming ignited, and loss of life has been caused thereby. Gunpowder
        may, under certain conditions, become a most dangerous cargo. Take
        the case of the <span class="tei tei-name"><span style=
        "font-style: italic">Great Queensland</span></span>, which was blown
        up entirely, leaving no survivors to tell the tale. The cause is not
        far to seek when we learn that two tons of impure wood powder,
        sufficient of itself to burst the ship <span class="tei tei-pb" id=
        "page123">[pg 123]</span><a name="Pg123" id="Pg123" class=
        "tei tei-anchor"></a>to pieces, and from its condition likely to
        explode, were stored in the same compartment with thirty tons of
        ordinary black gunpowder.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Compulsory survey
        and no overloading were Mr. Plimsoll’s main remedies for the
        prevention of the terrible loss of life in the mercantile marine. He
        cites two cases of great firms—the first engaged in the coal
        carrying, and the second in the guano trade—who do not permit
        overloading, and the first, in fifteen years had not, out of a large
        fleet of steamers, lost a single vessel, although they made from
        fifty to seventy double trips per annum. And yet the voyage from the
        Thames to the Tyne is more dangerous than an over-sea voyage. There
        are a whole crowd of dangerous shoals off the Essex coast alone, to
        be avoided or steered between, as the case may be, as soon as the
        ship leaves the Thames, followed by equal dangers on the Suffolk and
        Norfolk coasts. The latter sands are all under water even when the
        tide is at ebb, but there is not water enough on them to float a
        ship; hence the losses when ill-found, overloaded, and undermanned
        vessels get on them. Further north there are others, and then come
        the dangerous rocky coasts of Yorkshire and Durham. The second case
        deserves particular mention. About the year 1860, the firm of Anthony
        Gibbs and Co., of London, took a contract from the Peruvian
        Government to charter and load ships from the Chincha Islands with
        guano, and as many as three or four hundred ships left those islands
        annually for different parts of the world. At first they were allowed
        to load and proceed to sea without inspection or surveying, and were
        permitted to load as deeply as the masters thought fit. What was the
        result? Accidents and losses were reported every few days, and many
        of their ships foundered at sea, some with all hands on board. When
        the head of the house at Lima, Peru, introduced proper surveying
        before loading, to discover what repairs were needed, &amp;c.,
        allowing no overloading, and not permitting the ships to go to sea
        without full inspection of her pumps and gear, a sudden and wonderful
        change took place, and for years after not one of these ships
        foundered at sea.</p><a name="illo_139.jpg" id="illo_139.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_139.jpg" alt="EXTERIOR OF LLOYD’S" title=
          "EXTERIOR OF LLOYD’S." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            EXTERIOR OF LLOYD’S.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">We often hear and
        read of <span class="tei tei-q">“unclassed”</span> ships; does the
        reader understand the term? Nearly all new ships are fit to take
        valuable merchandise—silks, tea, provisions, cloth, or what not; and
        if <span class="tei tei-q">“tight,”</span> <span class=
        "tei tei-hi"><span style="font-style: italic">i.e.</span></span>, not
        leaky, would be classed A&nbsp;1 by Lloyd’s Committee. The letter
        refers to the ship proper; the numeral to its equipment, rigging,
        boats, cables, anchors, &amp;c. The term or period for which she is
        classed varies with the quality and kind of timber employed, and the
        quality of the workmanship is also taken into account. A ship built
        mainly of hemlock, yellow pine, beech, or fir, will generally be
        classed A&nbsp;1 for four or five years; of elm or ash five to seven
        years; and so on through various grades, until, if built of English
        oak or teak, she may be rated nine to twelve years. All are subject
        to the <span class="tei tei-q">“half-time”</span> survey of a strict
        character; thus a ship classed A&nbsp;1 for eight years is examined
        by Lloyd’s surveyors at the end of four years. <span class=
        "tei tei-q">“She may again, at the request of the owner, be examined
        for continuation, <span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, to be continued A&nbsp;1 for
        a further term; usually two-thirds of that originally granted. She
        may again and again be re-examined for continuation, or, if she have
        meantime gone into a lower class, be examined for restoration to the
        character A, but each of these surveys is increased in thoroughness
        and stringency as the age of the ship increases. When from age she
        ceases to be entitled to the character A in the opinion of Lloyd’s
        surveyor, but is still tight enough and strong enough to carry
        valuable merchandise to any part of the world, she is classed
        <span class="tei tei-pb" id="page124">[pg 124]</span><a name="Pg124"
        id="Pg124" class="tei tei-anchor"></a>A red, usually for a term of
        half or two-thirds the original term granted her in the first
        character.... When from increasing age she is no longer fit to carry
        valuable goods for long voyages, she falls back into class black,
        diphthong Æ; while in this class she is deemed fit to carry the same
        class of goods, but only on short voyages (not beyond Europe). And
        when after survey and re-survey at intervals, as before, she is no
        longer fit to carry valuable goods at all, she falls into class E,
        and is deemed fit only to carry goods which sea-water won’t hurt, as
        metallic ores, coal, coke, &amp;c.”</span> And so it goes on till she
        is classed 1; and when she is run through her terms here she is said
        to have run out of her classes: to be, in fact, an <span class=
        "tei tei-q">“unclassed ship.”</span> The lettering is slightly varied
        for iron ships. But it must be remembered that all this submitting to
        survey is entirely optional, and that a newly-built ship may be
        <span class="tei tei-q">“unclassed”</span> also. <span class=
        "tei tei-pb" id="page125">[pg 125]</span><a name="Pg125" id="Pg125"
        class="tei tei-anchor"></a>In the former case—a ship which has run
        out of all its classes—the vessel is usually fit for nothing more
        than a river trip, and ought really to be broken up. It is then that
        the disreputable shipowner steps in and purchases her. Happy is it
        for its poor crew if she does not prove their coffin!</p><a name=
        "illo_140.jpg" id="illo_140.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_140.jpg" alt="INTERIOR OF LLOYD’S" title=
          "INTERIOR OF LLOYD’S." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            INTERIOR OF LLOYD’S.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It may be asked,
        as Lloyd’s will now have nothing to do with such a rotten tub, How
        does the owner get anyone to insure it? It is generally done by
        mutual insurance clubs formed among these very owners, though not
        exclusively. Plimsoll says: <span class="tei tei-q">“It almost seems
        as if there was a race who should lose his ships first on the
        formation of a new club, so great are the sums the members are called
        upon to pay as premium;”</span> and such clubs are constantly
        failing.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">To be classed
        A&nbsp;1 in anything is good, and, as applied to a ship at Lloyd’s,
        means, as we all know, that the vessel is first-class in every
        particular. But what is Lloyd’s? Many readers would find it difficult
        to give a clear answer to this query. The secretary of that
        institution told M. Esquiros, when that distinguished writer was
        visiting England, that he received many business letters addressed to
        <span class="tei tei-q">“Mr. Lloyd,”</span> and we all know there was
        long, in fact, a celebrated Lloyd’s Coffee-house in the City, where
        the merchants interested in maritime matters used to congregate. A
        poem, <span class="tei tei-q">“The Wealthy Shopkeeper, or Charitable
        Christian,”</span> published in 1700, alludes to the establishment,
        and the writer adds, as an addendum, that the London merchant at that
        time never missed <span class="tei tei-q">“resorting <span class=
        "tei tei-pb" id="page126">[pg 126]</span><a name="Pg126" id="Pg126"
        class="tei tei-anchor"></a>to Lloyd’s to read his letters and attend
        sales.”</span> Later, Steele and Addison both spoke of it in the same
        light. <span class="tei tei-q">“The veritable, personal
        Lloyd,”</span> says Esquiros, <span class="tei tei-q">“as we see, has
        made a great deal more noise in the world after his death than he
        ever did during his lifetime.”</span> The name of the coffee-house
        keeper has become inseparably connected with the greatest maritime
        institution of the world.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The original Lloyd
        was a wonderfully good example of a pushing London citizen. Little
        was, speaking in these later days, known of Edward of that ilk till
        Mr. Frederick Martin unearthed, in the vaults of the Royal Exchange,
        a long-forgotten series of its archives. Then he found <span class=
        "tei tei-q">“huge stores of manuscript papers and immense
        leather-cased folios, partly singed in the great fire which, in 1838,
        destroyed the Royal Exchange above them.”</span> Now we know that
        Lloyd, early in the reign of Charles II., kept a coffee-house in
        Tower Street, and contrived to make it the gathering point for the
        underwriters, who had been previously scattered all over the city.
        This house was near the Custom House, the Navy Office, and the
        Trinity House, as well as to the Thames <span class=
        "tei tei-q">“below bridge,”</span> and the position was obviously a
        good one for the purpose. Having surrounded himself with a growing
        connection in Tower Ward, Lloyd found himself in a position to
        approach the haunts of the leading merchants and bankers, and we find
        him in 1693 securely established at the corner of Lombard Street and
        Abchurch Lane, near the spot where the Lombard Street post-office now
        stands. Here he held periodical auction sales <span class=
        "tei tei-q">“by the candle,”</span> and started a weekly paper
        devoted to maritime affairs, the first of its kind: indeed it was,
        saving the <span class="tei tei-hi"><span style=
        "font-style: italic">London Gazette</span></span>, the only London
        newspaper yet in existence. But he now met a severe blow, for, as we
        learn from Macaulay, <span class="tei tei-q">“the judges were
        unanimously of opinion that this liberty (of printing) did not extend
        to gazettes,”</span> and that, by English law, no man not authorised
        by the Crown had the right to publish political news. The said
        political news in this case consisted of mere headings and brief
        paragraphs, as, <span class="tei tei-q">“Yesterday the Lords passed
        the Bill to restrain the wearing of all wrought silks from
        India,”</span> or that they had received a <span class=
        "tei tei-q">“petition from the Quakers.”</span> Lloyd had to succumb
        and stop the publication, but his sales of ships and cargoes
        increased, so that in fifteen or twenty years Lloyd’s had become the
        recognised London centre of maritime business, including marine
        insurance. From this comparatively small beginning has sprung the
        all-powerful organisation whose agents are to be found in every part
        of the habitable globe.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“When,”</span> says a writer already quoted, <span class=
        "tei tei-q">“I landed, about three years back, upon one of the group
        of rocks lost in the bosom of the waves, and which are called the
        Scilly Islands, there was only one thing which brought London to my
        mind, and that was the name <span class="tei tei-q">‘<a name=
        "corr126" id="corr126" class="tei tei-anchor"></a><span class=
        "tei tei-corr">Lloyd’s</span>’</span>, in letters of brass, on the
        door of one of the least poor-looking houses. I might have gone much
        further afield, into some of the still wilder islands of the Old or
        New World, and there, even at the very ends of the earth—provided
        only that there was a town or port of some sort—I should have found
        an agent of this English society. The definition of Lloyd’s which was
        given by a City merchant can now be better understood by us.
        <span class="tei tei-q">‘It is,’</span> said he, <span class=
        "tei tei-q">‘a spider planted in the centre of a web which covers the
        whole sea, and the shipwrecked vessels are the dead
        flies.’</span> ”</span><a id="noteref_38" name="noteref_38" href=
        "#note_38"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">38</span></span></a></p><span class="tei tei-pb"
        id="page127">[pg 127]</span><a name="Pg127" id="Pg127" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The loose connection existing between the underwriters
        of London,”</span> says the leading authority on the subject,<a id=
        "noteref_39" name="noteref_39" href="#note_39"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">39</span></span></a>
        <span class="tei tei-q">“as frequenters of the same coffee-house,
        where they carried on their business transactions, formed itself into
        a final <span class="tei tei-q">‘system of membership’</span> by
        transmigration to the Royal Exchange in 1774. The author and leading
        spirit in this all-important movement, which had far-reaching
        consequences for the commerce, not only of England, but for that of
        the whole world, was Mr. John Julius Angerstein, a native of St.
        Petersburg, but of German extraction, descended from an old and
        highly respected family of merchants.”</span> The writer goes on to
        show how young Angerstein, from junior clerk, had risen to be a
        successful merchant and underwriter. He became one of the most
        honoured of those who assembled at Lloyd’s Coffee-house, as he was a
        most sagacious and far-seeing man, of unimpeachable integrity, and
        when the movement for obtaining a suitable home for the underwriters
        was mooted he was its greatest supporter. He became virtually the
        leader in the whole matter, and seventy-nine underwriters agreed to
        pay one hundred pounds each to start it fairly. Thus was the
        <span class="tei tei-q">“New Lloyd’s,”</span> as it was then called,
        first organised. It is not, nor ever has been, an insurance
        <span class="tei tei-hi"><span style=
        "font-style: italic">company</span></span>, but rather a fraternity
        of merchants, shipowners, bankers, and capitalists subscribing for a
        place where they could meet and transact business. It is a maritime
        exchange. But each man is guided by his own intelligence, and must
        measure the extent of business which he undertakes by the standard of
        his personal capital.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The English merchant especially,”</span> says Esquiros,
        in his charming work, <span class="tei tei-q">“having so many bonds
        of union with the ocean, can hardly expect to always have tranquil
        sleep. Let the south-west squalls be ever so little let loose, the
        ruin of his house and family is hoarsely muttered through his dreams.
        Oh, if he could only see from afar the good ship in which he has
        risked the better part of his fortune! In the morning he rushes to
        Lloyd’s, the fountain-head of all marine news. Nothing, either in his
        face or conduct, shows the least emotion—he has the art of veiling
        his features with a mask of indifference; but what a tempest of
        anxiety rages under this outward calm! He asks himself a thousand
        questions: What does the telegraph say? What ships have touched at
        distant ports? What are the names of those which have reached
        England? To all these questions and many more he finds answers
        affixed to the walls of the vestibule. There the lists and advices
        give exactly the maritime bulletin of the day. But the critical
        moment has yet to come; this man, whose whole fortune perhaps is on
        the sea, has not at present consulted the <span class=
        "tei tei-q">‘Loss Book,’</span> or, as it is also called, the
        <span class="tei tei-q">‘Black Book.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This
        gloom-inspiring volume is placed by itself on a high desk, and each
        can refer to it in turn. It is, of course, written by hand, and
        contains every day the wreck record, briefly told. Laconic as is the
        formal record—the name of the ship, destination, nature of cargo,
        coast on which shipwrecked, and so forth—there have been as many as
        twelve pages blackened with the sad summary of the losses announced
        by telegraph during one day. <span class="tei tei-q">“In each of
        these announcements—frigid and taciturn as fate itself—the mind may
        conjure up many a sad drama. How many human lives are there
        <span class="tei tei-pb" id="page128">[pg 128]</span><a name="Pg128"
        id="Pg128" class="tei tei-anchor"></a>sacrificed? This is often the
        fact of which the <span class="tei tei-q">‘Black Book’</span> takes
        but little notice; the matter with which it has exclusively to deal
        is the property insured against the perfidy of the sea. Who was the
        insurer? and who has lost? These are the great questions. It is also
        remarkable, after a storm, to see with what anxious and fidgety hands
        some of the insurance speculators turn over the pages of this
        sibylline book.”</span> And no wonder: for the underwriter<a id=
        "noteref_40" name="noteref_40" href="#note_40"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">40</span></span></a> is a
        speculator who is taking long odds against a terrible gambler—the
        ocean.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Underwriters’
        Room at Lloyd’s to-day is a splendid hall, with Scagliola columns and
        richly decorated ceiling, and mahogany tables placed at intervals all
        round the room. <span class="tei tei-q">“What an animated, yet
        demure, hubbub is here!”</span> says the French writer before quoted.
        <span class="tei tei-q">“One might fancy that the sea, with the
        thoughts of which every brain is occupied here, had imparted some of
        its agitation and uproar to the business world. The current of news,
        transactions taking place, and chat going on, runs from one end of
        the hall to the other with a kind of deep murmuring roar.”</span>
        Those going to and fro are of two very distinct classes—the insurers
        of ships and the insurance brokers. The latter have become very
        necessary, the reason being as follows:—The merchant who wishes to
        insure a ship, or a certain kind of merchandise that he is about to
        export, may by no means always meet the underwriter who is prepared
        to take that particular risk. While he is trying to insure his ship
        she may have already started—may even be at the bottom of the sea. In
        the latter case a delay might be fatal, for the news once arrived
        that his ship had been wrecked, he could not, of course, effect any
        insurance. He therefore goes to a broker who knows the habits of the
        place, and probably the very underwriter whose means or known
        predilections for certain forms of investment will make him desirous
        of taking the risk.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The business of
        Lloyd’s is conducted by a committee of twelve influential members,
        while the working staff includes a secretary, clerks, and a staff of
        assistants technically known as <span class=
        "tei tei-q">“waiters,”</span> which would make it seem as though the
        odour of the original Lloyd’s Coffee-house still clung to the body.
        The funds of Lloyd’s Association, as it might be termed, are large,
        and are used to great advantage: partly in charity bestowed upon
        deserving, though unfortunate seamen, and partly in rewards, in
        various forms, to special cases of merit. It costs an underwriter £50
        entrance fee and £12 annual subscription to belong to it; the brokers
        are let off for about half the above rates; an ordinary subscriber
        pays £5 per annum for the privilege of entering the rooms of the
        Association. We have now traced the history of the greatest maritime
        company of the world, one that could only belong to a great nation.
        No other could devise, much less support it.</p><a name=
        "illo_144.jpg" id="illo_144.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_144.jpg" alt=
          "THE “GREAT EASTERN” IN A GALE OFF CAPE CLEAR." title=
          "THE “GREAT EASTERN” IN A GALE OFF CAPE CLEAR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style="text-align: center">“GREAT
            EASTERN”</span> IN A GALE OFF CAPE CLEAR.
          </div>
        </div><span class="tei tei-pb" id="page129">[pg 129]</span><a name=
        "Pg129" id="Pg129" class="tei tei-anchor"></a><a name="illo_146.png"
        id="illo_146.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_146.png" alt=
          "MR. I. K. BRUNEL. MR. SCOTT RUSSELL." title=
          "MR. I. K. BRUNEL.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;MR. SCOTT RUSSELL. (From a Photograph by Mayall, 1858.)" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MR. I. K. BRUNEL.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;MR. SCOTT RUSSELL.
            (<span class="tei tei-hi" style="text-align: center"><span style=
            "font-style: italic">From a Photograph by Mayall,
            1858.</span></span>)
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap08" id="chap08" class="tei tei-anchor"></a> <a name=
        "toc19" id="toc19"></a> <a name="pdf20" id="pdf20"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER VIII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Largest Ship in the World—History of the</span>
        <span class="tei tei-name" style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Great
        Eastern</span></span><span style="font-size: 90%">—Why she was
        Built—Brunel and Scott Russell—Story of the Launch—Powerful Machinery
        Employed—Christened by Miss Hope—Failure to move her more than a few
        feet—A Sad Accident—Launching by inches—Afloat at
        last—Dimensions—Accommodations—The Grand Saloon—The Paddle-wheel and
        Screw Engines—First Sea Trip—Speed—In her first Gale—Serious
        Explosion on Board</span> <a name="corr129" id="corr129" class=
        "tei tei-anchor" style="text-align: center"></a><span class=
        "tei tei-corr" style="text-align: center"><span style=
        "font-size: 90%">off</span></span><span style=
        "font-size: 90%">&nbsp;Hastings—Proves a fine Sea-boat—Drowning of
        her Captain and others—First Transatlantic Voyage—Defects in Boilers
        and Machinery—Behaves splendidly in Mid-ocean—Grand Reception in New
        York—Subsequent Trips—Used as a Troop-ship to Canada—Carried out
        2,600 Soldiers—An eventful Passenger Trip—Caught in a Cyclone
        Hurricane—Her Paddles almost wrenched away—Rudder Disabled—Boats
        Carried Away—Shifting of Heavy Cargo—The Leviathan a Gigantic Waif on
        the Ocean—Return to Cork.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Many competent
        authorities doubt whether the ships of the future will be so very
        much larger than the largest now in use, but it is one of those
        questions on which it is idle to theorise, and absurd to dogmatise.
        The greatest ship of this or any other age has not proved a success,
        except for some very special purposes for which no other vessel would
        have proved available. The history of the <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> is one of interest to all, and especially to
        too sanguine and over-ambitious individuals and companies.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In reply to an
        advertisement from the Admiralty in 1851 for the conveyance of the
        East Indian and Australian mails, was an application from a new
        organisation, the Eastern Steam Navigation Company. This offer was
        declined, and then some of the directors, on the suggestion of Mr. I.
        K. Brunel, the great engineer, recommended the construction of a
        <span class="tei tei-pb" id="page130">[pg 130]</span><a name="Pg130"
        id="Pg130" class="tei tei-anchor"></a>steam-ship of extraordinary
        dimensions to trade with India. Having made calculations that the big
        ship intended could maintain a speed of fifteen knots an hour, there
        was, in their judgment, no doubt that they would attract a proportion
        of the traffic so handsome as to afford full cargoes both outward and
        homeward. Many of the original shareholders withdrew, but a large
        number held firm. Brunel argued that there need be no limit to the
        size of a ship, except what quality of material imposed. He further
        urged from scientific theory and actual experience, that upon the
        <span class="tei tei-q">“tubular principle,”</span> which provided
        the greatest amount of strength of construction with any given
        material, it was possible to construct a ship of six times the
        capacity of the largest vessel then afloat,<a id="noteref_41" name=
        "noteref_41" href="#note_41"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">41</span></span></a> and one,
        too, that would steam at a speed hitherto unattainable by smaller
        vessels. Mr. Scott Russell, the eminent ship-builder, shared these
        views. The idea of having two sets of engines and two
        propellers—paddle-wheels and screw—was solely due to Mr. Brunel, as
        was also the adoption of the cellular construction, like that at the
        top and bottom of the Britannia Bridge. Her model in general
        construction was like that of the ships built by Scott Russell, on
        the principle of the <span class="tei tei-q">“wave line,”</span>
        which he had carried out during the previous twenty years. In spite
        of much virulent criticism, the construction of a 25,000 ton vessel
        was commenced on May 1st, 1854, in Scott Russell’s yard, at Millwall,
        on the north side of the Thames.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Novel as was the
        construction of the ship, the mode devised for her launch was no less
        novel. As her immense length would render it impossible to launch her
        in the usual manner and by the force of her own gravity, she was
        built lengthwise to the river on cradles, which carried her upright
        and dispensed with <span class="tei tei-q">“shores.”</span> These
        cradles were made to travel on a double series of <span class=
        "tei tei-q">“ways,”</span> each 120 feet in breadth, which were
        carried to low-water mark. The ways were 300 feet in length, with an
        incline of one in twelve. At the stem and stern were placed a
        powerful hydraulic ram to give the first start, and when she was once
        in motion her progress was to be kept up in the following manner. On
        the river-side four large lighters were moored in the tideway, and
        were to work with crabs and sheaves or pulleys upon chains, fastened
        to the vessel amidships. Two lighters were also moored at the stem
        and two at the stern of the vessel. The chains passing from the ship
        to these latter were returned again on shore, so as to be worked with
        a double purchase. Small stationary engines on land were to be used
        to haul on these, making a force available to pull the vessel off the
        shore. The calculations, as the event proved, were made on a false
        notion of the amount of friction to be overcome, and the attention of
        the engineer had been chiefly directed to prevent her dashing into
        the water with too great a speed. For this purpose two powerful drums
        had been constructed, to which the cradles were attached by enormous
        sheaves of cast iron, expressly cast for this purpose, and weighing
        five tons each. One sheave was fastened to each cradle, and
        wrought-iron chain cables of the largest size connected these with
        two other sheaves, each of which was screwed to the drum which was to
        pay out the chain and, in fact, regulate the whole operation. The
        axle of the drum was set in a frame of iron, while <span class=
        "tei tei-pb" id="page131">[pg 131]</span><a name="Pg131" id="Pg131"
        class="tei tei-anchor"></a>around its outer edge passed a band of
        iron, to work in the manner of a friction-clutch, or break. This,
        with the aid of strong iron levers twenty feet long, brought such a
        pressure to bear upon the discs of the drum as to entirely stop them
        in case of the chain being paid out too fast. Everything being thus
        prepared that human ingenuity could devise (as was supposed), the
        launch was fixed for the 3rd of November, 1857. On that day, although
        the sight-seeing public did not congregate in large numbers, and the
        scaffolding erected on many points was untenanted, yet there was a
        swarm of well-laden craft of all kinds on the river, and crowds on
        both its banks and around the yard. The engineers and men of science
        mustered strongly, not only from all parts of England, but from
        Germany, France, America, and Russia. The Comte de Paris, the Duke
        d’Aumale, the Siamese Ambassadors, and some of the Lords of the
        Admiralty, were the most conspicuous persons present.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At half-past one
        Miss Hope, the daughter of the chairman of the company, appeared, and
        dashing a bottle of wine on the bows, bade the Leviathan, as she was
        originally called, <span class="tei tei-q">“God speed!”</span> amid
        the cheers of those assembled. In a few moments afterwards the word
        was passed to commence the launch. At the signals the lighters slowly
        but steadily commenced to haul taut their tackle from the river. This
        strain appeared to have no effect on the vessel. It remained
        stationary for about ten minutes, when the peculiar hissing noise of
        the hydraulic rams at work to push her off was heard. It should have
        been mentioned that each of the drums was constructed so as to be
        turned by ordinary windlasses, in order to wind up the slack chain
        between the drums and the cradles; otherwise, if any slack were left
        when the hydraulic rams started the vessel, it would run it rapidly
        out, and dreadful consequences might ensue. When the <span class=
        "tei tei-q">“rams”</span> began to work, the order was distinctly
        given to <span class="tei tei-q">“wind up”</span> the slack between
        the drum and the cradle. This was done at the forward drum; but,
        unfortunately, at the stern of the vessel the men did precisely the
        reverse, and uncoiled more slack chain. Suddenly there was a cry
        <span class="tei tei-q">“She moves! She moves!”</span> The fore part
        of the vessel slipped, and the stern rushed down some three or four
        feet in the space of a couple of seconds, in consequence of the slack
        chain from the after drum offering not the least check. In an instant
        the strain came upon the drum, which was dragged round, and, of
        course, as that was connected with the windlass by multiplying
        wheels, the latter turned round some ten or fifteen times for every
        foot the drum moved. The men at the windlass madly tried to hold it,
        but the heavy iron handle flew round like lightning, striking them,
        and hurling five or six high into the air as if they had been blown
        up by some powerful explosion. A panic seemed to spread as this
        disastrous accident took place, and the men stationed at the tackle
        and fall of the lever next the windlass rushed away. Fortunately for
        the lives of hundreds of the spectators, the men at the lever at the
        other side of the drum stood firm, and, hauling on their tackle, drew
        their lever up, and applied the break on the drum with such terrific
        force that the ship instantly stopped, though she seemed to quiver
        under the sudden shock as if she had received a violent blow. The
        injured men were then carried off to a neighbouring house, where one
        of them shortly died. When the wreck of the accident had been cleared
        away, it was determined to make another effort to launch the vessel,
        but without effect; for all pressure that the <span class=
        "tei tei-q">“rams”</span> could apply was found insufficient to move
        her. After straining for <span class="tei tei-pb" id="page132">[pg
        132]</span><a name="Pg132" id="Pg132" class="tei tei-anchor"></a>some
        time, the piston-rod of one of the hydraulic rams gave way, and this
        accident put an end to the attempt to launch the great ship for this
        day.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Numerous hydraulic
        machines were now borrowed and fixed, fresh tackle applied, and many
        novel and ingenious expedients adopted. It was thought necessary to
        await the next spring tides, in order that the monster when she
        should be launched might find a sufficient depth of water. The
        precaution was needless; many weary weeks were to pass before she was
        afloat. On some days, when every exertion seemed vain, she would
        capriciously slip a few inches at the stem or stern. After a long
        interval, another small distance would be accomplished; sometimes a
        day’s journey would be three or four feet, sometimes twenty or
        thirty. Finally, by continued perseverance, she was brought down the
        ways until she was immersed some eight or ten feet at high water, and
        then, as the final launch was certain of accomplishment, it was
        thought desirable to leave her till the high tides of January should
        rise so far as to aid materially in her final flotation, and make it
        practicable to tow her to a secure berth, where her last fittings
        could be put in, and she could be made ready for a voyage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">With the spring
        tides the water rose under the great ship nearly eighteen feet; and
        on the 31st January she gave such signs of buoyancy that it was
        resolved to float her on that day. The tide ran up with unusual
        swiftness, and as the flood relieved the weight upon the launching
        ways some of the hydraulic machines were set to work, for the last
        time, to push the monster as far as possible towards the centre of
        the river. She moved easily; and at half-past one the men in the
        rowing boats stationed alongside observed that she no longer rested
        on the cradles—that she was, in fact, afloat. The tugs fastened to
        her began steaming ahead, and showed that at last she was fairly
        under way. Then the cheers which arose from the yard and from the
        decks, from the boats in the river, and the crews of the ships at
        anchor up and down the stream, spread the great news far and wide;
        and thus, under the most favourable circumstances, the huge vessel
        commenced her first voyage on the Thames.</p><a name="illo_150.jpg"
        id="illo_150.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_150.jpg" alt=
          "THE LAUNCH OF THE “GREAT EASTERN.”" title=
          "THE LAUNCH OF THE “GREAT EASTERN.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE LAUNCH OF THE <span class="tei tei-q" style=
            "text-align: center">“GREAT EASTERN.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now we must
        give some description of her internal arrangements and
        accommodations. The hull is divided transversely into ten separate
        compartments of 60 feet each, and rendered perfectly watertight by
        bulkheads, through which there is no opening whatever below the
        second deck. Two longitudinal walls of iron, 36 feet apart, traverse
        350 feet of the ship. This mighty vessel was destined to afford
        accommodation for 4,000 passengers, viz., 800 first class, 2,000
        second class, and 1,200 third class, and a crew of 400. The series of
        saloons, which were elegantly fitted and furnished, together with the
        sleeping apartments, are situated in the middle of the ship, and
        extend over 350 feet of her length. The lofty saloons and cabins are
        very imposing, more resembling the drawing-rooms of Belgravia than
        ordinary cabins. The <span class="tei tei-q">“Grand Saloon”</span> is
        62 feet long, 36 feet wide, and 12 feet high, with a ladies’ cabin,
        or rather boudoir, 20 feet in length. Massive looking-glasses in
        highly ornamented gilt frames decorate its sides. The strong iron
        beams overhead are encased in wood, the mouldings being delicately
        painted and enriched with gilt beading. Around two of the funnels
        which pass through this gorgeous apartment are large mirrors, with
        alternate highly ornamented panels, and at their base are groupings
        of velvet couches. The walls <span class="tei tei-pb" id=
        "page134">[pg 134]</span><a name="Pg134" id="Pg134" class=
        "tei tei-anchor"></a>are hung with rich patterns in raised gold and
        white, and at the angles are arabesque panels, while sofas covered
        with Utrecht velvet, buffets of richly carved walnut-wood, carpets of
        surpassing softness, and <span class="tei tei-hi"><span style=
        "font-style: italic">portières</span></span> of rich crimson silk to
        all the doorways, give an elegance to the whole far surpassing the
        gigantic toy ships of ancient monarchs. The paddle-wheel engines can
        be made to give 5,000 horse-power, and the screw-engines 6,000
        horse-power; making 11,000 in all.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 9th
        September, 1859, the vessel, which had now been re-christened the
        <span class="tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span>, took her first trip from the Thames under the
        most favourable circumstances, the weather being very fine, with a
        light breeze of wind, and blue sky overhead. Starting with four tugs,
        two on the bow and two at the quarter, to guide her through the
        narrow parts of the river, after some delay and a few slight mishaps,
        she reached Purfleet, where she anchored for the night. At daylight
        on the following morning, she started for the Nore, where she arrived
        about noon, having attained a speed of thirteen knots an hour, though
        going only at half-speed, her engines making not more than eight
        revolutions a minute. From the Nore the <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> proceeded successfully to Whitstable, where she
        anchored, getting under weigh there at a quarter past nine on the
        following morning, with a fresh breeze. After passing Margate she
        encountered a stiff gale, in which she appeared quite at ease when
        large ships were under double-reefed topsails, and small vessels were
        obliged to lie to. But an unfortunate accident occurred to her when
        off Hastings, through the explosion of one of her funnel-casings,
        causing the death of six men employed in the engineering department,
        injuring various others, and, destroying nearly all the mirrors and
        other ornamental furniture in the grand saloon. No injury was,
        however, done to the hull or machinery of the vessel sufficient to
        prevent her proceeding on her voyage to Weymouth, which she reached
        without any further misfortune, on the afternoon of Friday, within
        the time anticipated for her arrival. On her arrival, the pilot who
        had been in charge of her from Deptford to Portland (Weymouth Bay)
        made an official report of her performances to the Company,
        confirming, in some measure, the glowing accounts in many of the
        public journals, and realising the sanguine expectations of the
        directors, though their hopes of profit had been somewhat damped by
        the accident which, apart from the loss of life, entailed an outlay
        of £5,000. The necessary repairs having been completed, the
        <span class="tei tei-hi"><span style="font-style: italic">Great
        Eastern</span></span> proceeded from Portland to Holyhead, but
        without passengers as originally contemplated. Starting at noon of
        the 8th of October she made the run to Holyhead in forty hours, at an
        average speed of close upon thirteen knots, or more than fifteen
        statute miles in the hour, having on some occasions attained a speed
        of fifteen knots an hour. But upon the whole the expectations that
        had been formed of her were disappointed. The paddles proved
        defective either in power or mode of fitting; and the utmost speed
        attained fell far short of calculation. It began to be suspected that
        the power of her engines was not proportioned to her tonnage, and the
        ship was found to roll considerably. It should have been mentioned
        that, whilst lying outside Holyhead harbour for the purpose of
        further trials, she became exposed to the full fury of the hurricane
        of the 26th October. In this terrific storm the ship behaved nobly,
        but was at one time in considerable danger of being driven ashore.
        She returned to Southampton, and was berthed for the winter in
        Southampton Water.</p><span class="tei tei-pb" id="page135">[pg
        135]</span><a name="Pg135" id="Pg135" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 21st
        January, the captain of the <span class="tei tei-name"><span style=
        "font-style: italic">Great Eastern</span></span>, Captain Harrison,
        was drowned in Southampton Water by the capsizing of a small boat
        carrying him from the ship to the town. The boat, which was fully
        manned by six picked seamen and the captain’s coxswain, was seized in
        a sudden squall near the dock-gates, and upset before the trysail
        could be lowered. Boats were at once put off from the <span class=
        "tei tei-name"><span style="font-style: italic">Indus</span></span>
        to the rescue, but when Captain Harrison was reached, the body was
        floating a little under water, and life was quite extinct—death being
        apparently the result of apoplexy caused by the intense cold. The
        coxswain was found insensible close by, and survived only till the
        evening. A fine youth, son of the chief purser, was also drowned; the
        chief purser himself (Mr. Lay), and Dr. Watson were amongst those
        saved with the crew.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> made her first Transatlantic voyage to New York
        after a very successful but by no means rapid passage of ten days and
        a half. In many respects the vessel fully answered the expectations
        of her builders. Her vast bulk aided the fineness of her lines in
        cutting through the opposing waves without any apparent shock. To
        those which rolled upon her sides she rose with a easy swing, and
        they passed to leeward, seemingly deprived of their fury; others
        struck her with full force, but no vibration or shock was
        communicated to the vast mass. It was speedily discovered that there
        were two prime defects in her appointments—it was impossible to raise
        the steam in the boilers which animate the paddle-wheel engines to
        the full power; and the wheels themselves were not so placed as to
        act on the water with effect.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 21st, the
        power of the ship was put to a most trying test. A strong
        northwesterly gale had raised a rough sea. <span class=
        "tei tei-q">“It has always been said that she never could or would
        pitch, but the truth is this ship does just the same on a small scale
        that ordinary vessels in a sea may do on a very large one. The
        <span class="tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> against a head sea makes a majestic rise and
        fall, where a steamer of 2,000, or even 3,000, tons would be
        labouring heavily, and perhaps taking in great seas over her bows. On
        this Thursday she dipped down below her hawse pipes. It was a fine
        sight to watch her motion from the bows, splitting the great waves
        before her into two streams of water, like double fountains, and to
        look along her immense expanse of deck as she rose and fell with a
        motion so easy and regular that the duration of each movement could
        be timed to the very second.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 23rd, the
        ship being off the banks of Newfoundland, the temperature decreased
        so rapidly that it was feared that floating icebergs were near, and
        the speed was slackened, and precautions taken against accident; and,
        on the 26th, when not more than 450 miles from New York, the ship ran
        into a dense fog, through which she had to feel her way. These
        circumstances materially affected the duration of the voyage. The
        most anxious part of the whole navigation was now at hand—the passage
        over the shoals and bars which impede the passage to New York
        harbour, and the ship was repeatedly stopped to take soundings. All
        dangers were boldly passed, and the dawn of the 27th showed the coast
        in a dim blue line, with the spit of Sandy Hook lying like a haze
        across the sea. The lighthouse was passed at 7·20 a.m., and the
        <span class="tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> had completed her first Transatlantic voyage.
        From Sandy Hook the vessel passed into the harbour, stirring up the
        sand on the bar, but escaping all danger by the admirable readiness
        with which she <span class="tei tei-pb" id="page136">[pg
        136]</span><a name="Pg136" id="Pg136" class=
        "tei tei-anchor"></a>answered her helm. The advent of the great ship
        had been expected in America with an eagerness which cast into the
        shade even the interest taken in her at home. She was a great and
        startling <span class="tei tei-q">“fact.”</span> Therefore, no sooner
        was her arrival telegraphed, than the bay was studded with yachts,
        schooners, and steam-ships, whose passengers marked every portion of
        her progress with vociferous cheers; all the ships were covered with
        flags, the bells rang out, the cannon roared, the wharfs and houses
        were crowded with enthusiastic welcomers. Even the Government Fort
        Hamilton fired a salute of fourteen guns. The return voyage was
        uneventful. In May, 1861, she again started from Milford Haven for
        New York, on an ordinary passenger voyage, and made a very
        successful, but not very rapid, passage of nine days thirteen and a
        half hours, the greatest distance run in one day being 410 statute
        miles. She commenced the return voyage on the 25th May, and arrived
        off Liverpool in nine and a half days, running in one day 416 statute
        miles.</p><a name="illo_153.png" id="illo_153.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_153.png" alt=
          "ARRIVAL OF THE “GREAT EASTERN” AT NEW YORK" title=
          "ARRIVAL OF THE “GREAT EASTERN” AT NEW YORK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ARRIVAL OF THE <span class="tei tei-q" style=
            "text-align: center">“GREAT EASTERN”</span> AT NEW YORK.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When civil war in
        the United States forced on the English Government the fact of the
        defenceless state of Canada, it was resolved to send out
        reinforcements with the greatest speed, and the <span class=
        "tei tei-name"><span style="font-style: italic">Great
        Eastern</span></span> was taken up as a troop-ship to convey 2,500
        men, 100 officers, and 122 horses. In addition to these, were about
        350 wives and children of the soldiers. She sailed from the Mersey on
        the 27th of June, and made her voyage with <span class="tei tei-pb"
        id="page137">[pg 137]</span><a name="Pg137" id="Pg137" class=
        "tei tei-anchor"></a>such speed and safety that her real use appeared
        to have been discovered at last. This success inspired confidence,
        and when she was next announced to sail with passengers, nearly 400
        persons engaged first and second-class berths. Among them were
        several parties, and an unusual proportion of ladies. A very
        considerable cargo was also sent on freight. She left the Mersey on
        the 10th September, and commenced her voyage with every prospect of
        success. But, when about 250 miles westward of Cape Clear, she was
        caught in a tremendous gale. She appears to have been in the very
        centre of a cyclone hurricane. In the midst of this whirlwind one of
        the forward boats broke loose. The captain ordered the helm to be put
        down, in order to bring the ship up into the wind, that the boat
        might clear the wheel. The ship refused to answer her helm. Some
        hand-sails were then set with the same object, but they were
        instantly blown to shreds. Soon a terrific noise was heard, and it
        was clear that something had gone wrong with her machinery. The waves
        had struck her paddles with such force that they were bent, and
        scraped the ship’s side at every revolution, threatening to shear
        away her iron planking. Under these circumstances it was necessary to
        stop the paddle engines and trust to the propeller for progress.
        This, of course, did not add to the power of steering; for, if the
        helm was insufficient when the power was amidships, it was, of
        course, still less effectual when the power was all astern. The ship,
        therefore, lay exposed to the tremendous lashing of the sea, which
        ran mountains high. One by one the floats were struck away, and at
        daybreak the next morning nothing of the paddle-wheels was left
        except twisted iron rods attached to the shaft. Nor was this the
        extent of the misfortune. The stress upon the rudder, now that it had
        to control the entire length of the ship, was tremendous, and about
        5.45 a.m., during a terrific sea, the top of the rudder-post, a bar
        of iron ten inches square, was wrenched away. The ship had now
        entirely lost steerage power, and lay utterly at the mercy of the
        waves. She rolled tremendously. The hapless passengers were dashed
        from side to side; the cabin furniture broke loose, as well as the
        cargo, crushing everything they touched. In the hold, tallow-casks,
        weighing many hundredweight, and a chain cable of many tons, got
        loose in one of the compartments, and threatened to burst out the
        ship’s side at every roll. Many of the passengers were severely
        injured. The decks were swept, six boats were carried away, and two
        were broken to pieces. In this precarious condition the ship lay from
        Thursday to Sunday evening, a waif upon the ocean. At length, on
        Sunday afternoon, the violence of the wind abated, the sea went down,
        and chains were got out and connected with the rudder, so that some,
        though a very imperfect, purchase was obtained. Some apparatus was
        constructed and got overboard, by which the ship was steadied and the
        steering power increased. By these means her head was got round and a
        course was made for Cork Harbour. On Tuesday she was off the Old Head
        of Kinsale, and in the afternoon at the entrance of Cork Harbour, but
        she was unable to enter. She therefore remained outside in great
        peril, for she was blown out to sea again, and drifted to some
        distance before she was enabled to enter. Her subsequent history, in
        connection with the laying of the Atlantic cable, belongs to another
        section of this work.</p><span class="tei tei-pb" id="page138">[pg
        138]</span><a name="Pg138" id="Pg138" class=
        "tei tei-anchor"></a><a name="illo_155.png" id="illo_155.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_155.png" alt=
          "THE “MONITOR” PASSING THE VICKSBURG BATTERIES" title=
          "THE “MONITOR” PASSING THE VICKSBURG BATTERIES." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“MONITOR”</span> PASSING THE VICKSBURG
            BATTERIES.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap09" id="chap09" class="tei tei-anchor"></a> <a name=
        "toc21" id="toc21"></a> <a name="pdf22" id="pdf22"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER IX.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The History of Ships and
        Shipping Interests</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Ironclad Question—One of the Topics of the
        Day—What is to be their Value in Warfare?—Story of the Dummy
        Ironclad—Two Real Ironclads vanquished by it—Experience on board an
        American Monitor—Visit of the</span> <span class="tei tei-name"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Miantonoma</span></span><span style="font-size: 90%">&nbsp;to
          St. John’s—Her Tour round the World—Her Turrets and Interior
          Arrangements—Firing off the Big Guns—Inside the
          Turret—</span><span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Prepare!</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—Effects of the Firing—A Boatswain’s-mate’s
          Opinion—The</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Monitor</span></span>
          <span style="font-size: 90%">goes round the World safely—Few of the
          Original American Ironclads left—English Ironclads—The</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Warrior</span></span><span style="font-size: 90%">—Various
          Types—Iron-built—Wood-built—Wood-covered—The Greatest Result yet
          attained, the</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Inflexible</span></span><span style="font-size: 90%">—Circular
          Ironclads—The</span> <span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span class="tei tei-hi" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Garde
          Côtes</span></span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Cost
          of Ironclads—The Torpedo Question—The Marquis of Worcester’s
          Inventions—Bishop Wilkins’ Subaqueous Ark—Fulton’s Experiments—A
          Frightened Audience—A Hulk Blown Up—Government Aid to
          Fulton—The</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Argus</span></span>
          <span style="font-size: 90%">and her</span> <span class="tei tei-q"
          style="text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Crinoline</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—Torpedoes successfully foiled—Their use during
          the American War—Brave Lieut. Cushing—The</span> <span class=
          "tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Albemarle</span></span>
          <span style="font-size: 90%">Destroyed—Modern Torpedoes: the</span>
          <span class="tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Lay;</span><span style=
          "font-size: 90%">”</span></span> <span style=
          "font-size: 90%">the</span> <span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Whitehead</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—Probable Manner of using in an Engagement—The Ram
          and its Power.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Early in these
        chapters, allusion was made to one of the most important of all vital
        topics connected with shipping interests—the ironclad question—and as
        it concerns the well-being of the Royal Navy, it concerns that of the
        nation itself, and no excuse can be needed for its discussion here.
        Day by day we hear of new types of armoured vessels, single specimens
        costing the price of a small fleet of former days. That, under
        certain conditions, they must prove very formidable, there can be no
        doubt. But, it must be asked, are the bulk of them seaworthy ships?
        How far is torpedo warfare to interfere with their employment? Are
        they worth their price to the nation?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Their history so
        far has been one as much, and indeed far more, of failure than
        success. <span class="tei tei-q">“Our submarine fleet”</span> has
        become a byword, while none of their exploits have excelled those of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Merrimac</span></span> and <span class=
        "tei tei-name"><span style=
        "font-style: italic">Monitor</span></span>, two of the very earliest
        examples constructed. Indeed, the writer knows no more successful
        results attained than by an improvised <span class=
        "tei tei-q">“dummy”</span> ironclad during the American war. The
        ridiculous often merges into or mingles with <span class="tei tei-pb"
        id="page139">[pg 139]</span><a name="Pg139" id="Pg139" class=
        "tei tei-anchor"></a>the important and the sublime, and the story,
        little known in England, is inserted here to show how much may
        sometimes be done in warfare with insignificant means.</p><a name=
        "illo_156.jpg" id="illo_156.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_156.jpg" alt="PEACE AND WAR" title=
          "PEACE&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;and&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;WAR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            <span class="tei tei-hi" style="text-align: center"><span style=
            "font-variant: small-caps">PEACE&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;and&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;WAR.</span></span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The incident
        occurred in February, 1863. An old coal barge<a id="noteref_42" name=
        "noteref_42" href="#note_42"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">42</span></span></a> adrift
        had been picked up in the James River, and the brilliant idea seized
        some of Admiral Porter’s men to convert her into a <span class=
        "tei tei-q">“monitor.”</span> The whole scheme was carried out in
        twelve hours. In fact, her construction was hardly more solid than
        the <span class="tei tei-q">“paper forts”</span> built of canvas and
        boards by the Chinese during our war with them, and which collapsed
        after a shot or two as readily as would the <span class=
        "tei tei-q">“Rock of Gibraltar”</span> or <span class=
        "tei tei-q">“Mount Vesuvius”</span> at a firework display. The barge
        was built up high with boards, while funnels and turrets constructed
        of pork-barrels reared above, and two old canoes did duty for
        quarter-boats. A small house, taken from the back yard of a planter’s
        dwelling, stood for the pilot-house. Her furnaces were built of mud
        or clay; they were only intended to make smoke, not steam. Then a
        good coat of black paint or pitch; her furnaces were filled with
        pitch and other inflammable materials, and she was ready. As soon as
        the <span class="tei tei-q">“dummy”</span> turned adrift on the
        Mississippi came in range of the Vicksburg batteries, the alarmed
        garrison opened fire upon it. The black monitor glided down the
        stream, belching out fire and smoke, but gave not a shot in return.
        With amazement the Vicksburg soldiers found that they could not make
        the slightest impression on the turreted monster. They did not know
        that it was full of water, and had not a man on board! In ominous and
        silent disdain she seemed to be making for the Confederate ironclads;
        one of them, the <span class="tei tei-name"><span style=
        "font-style: italic">Queen of the West</span></span>, leaving part of
        her crew ashore, incontinently fled, with all her steam power, making
        the best of her way to the Red River. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Indianola</span></span>, a vessel previously
        captured from the Northerners, was lying aground, and not to be taken
        by this ruthless monster of a monitor, was ordered to be blown up,
        which was accordingly done. Thus was this bloodless victory gained by
        the dummy ironclad. It is not impossible that we may hear of similar
        tricks in future warfare, as all is fair therein.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        experiences on board an American monitor are kindly sent to the
        writer by a friend, formerly in the Royal Navy.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Great, indeed, was the excitement caused by the deeds of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Monitor</span></span> and <span class=
        "tei tei-name"><span style=
        "font-style: italic">Merrimac</span></span> amongst the officers and
        men of Her Majesty’s North Atlantic Squadron. Whether dancing in
        Halifax, chasing French fishermen on the Newfoundland coast, or
        <span class="tei tei-q">‘sunning’</span><a id="noteref_43" name=
        "noteref_43" href="#note_43"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">43</span></span></a> in St.
        George, there was always to be found some one, from captain to
        loblolly boy, with a new story of the prowess of these formidable
        monsters of the <span class="tei tei-hi"><span style=
        "font-style: italic">shallows</span></span>! I write <span class=
        "tei tei-q">‘shallows’</span> advisedly, for if the experience which
        I am about to narrate proves anything, it will be that as a
        <span class="tei tei-q">‘deep water’</span> or sea-going craft the
        <span class="tei tei-name"><span style=
        "font-style: italic">Monitor</span></span> is practically
        useless.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Notwithstanding a certain eagerness to behold a specimen
        of their floating batteries, curiosity was not destined to be
        gratified until nearly two years after the close of the American War,
        when the United States Government determined on sending a
        representative—the <span class="tei tei-name"><span style=
        "font-style: italic">Miantonoma</span></span>—to make a tour of the
        world. The object of this resolution was to prove that the American
        invention was not a mere floating battery, but was destined to
        revolutionise the system of armour-plated ships. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Miantonoma</span></span> was accompanied when
        <span class="tei tei-pb" id="page140">[pg 140]</span><a name="Pg140"
        id="Pg140" class="tei tei-anchor"></a>she made her appearance in the
        harbour of St. John’s, Newfoundland, by two tenders, one a
        second-class corvette, the other a captured blockade-runner, which
        had been mounted with a single <span class=
        "tei tei-q">‘Parrot’</span> pivot gun, throwing a spherical shot of
        180 lbs. This projectile was dubbed <span class="tei tei-q">‘the
        Devil’</span> by those on board, who were by no means anxious to hear
        its voice, for the lightly-built blockade-runner trembled in every
        knee at each discharge. Nevertheless, such a vessel properly built is
        destined to play an important part in the navy of the future, when
        our present unwieldy ironclads shall have been relegated to that
        bourne where torpedoes cannot terrify.</span></p><a name=
        "illo_159.jpg" id="illo_159.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_159.jpg" alt="THE “MIANTONOMA.”" title=
          "THE “MIANTONOMA.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“MIANTONOMA.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The <span class="tei tei-name"><span style=
        "font-style: italic">Miantonoma</span></span> was a twin-turreted
        monitor, carrying two of Parrot’s 480 pounder smooth-bore. Her
        spar-deck, which was flush fore and aft, was about two and a half to
        three feet above the surface of the water in harbour. What we would
        call the gun-deck was below the water-line some eight feet, and here
        at sea during any sort of rough weather, the men were compelled to
        live. Air was supplied (faugh! what an <span class="tei tei-pb" id=
        "page141">[pg 141]</span><a name="Pg141" id="Pg141" class=
        "tei tei-anchor"></a>atmosphere it was, even in harbour!) by means of
        pipes which ran up to a scaffolding—I can find no better name for the
        structure—elevated above the spar-deck fifteen feet. Here were the
        wheel-house and a place for the look-out. But as it was apprehended
        that the first respectable gale would take charge of the flimsy
        structure and sweep it all away, a <span class=
        "tei tei-q">‘preventer’</span> steering apparatus worked below, and
        knowledge was gained of what was going on in the upper world by means
        of reflectors. Two things struck the eye of an observant stranger on
        gaining the side. The first was the formidable appearance of the
        turrets—the latter, <span class="tei tei-hi"><span style=
        "font-style: italic">mirabile dictu</span></span>, the number of
        spittoons! At once it became evident that such a craft as that which,
        if you please, we are now aboard of, could never be taken by
        boarding. Given the flush deck filled with an armed host; one of
        these terrible turrets would slowly turn round, the shield protecting
        the embrasure would fly back, a gaping volcano would belch forth, a
        whirlwind of flame and smoke only—no need, indeed, would there be for
        iron orbs at such quarters—and, ere its shield had once more covered
        grinning death, the armed host would have been swept
        away.</span></p><a name="illo_160.jpg" id="illo_160.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_160.jpg" alt="INTERIOR OF A TURRET SHIP"
          title="INTERIOR OF A TURRET SHIP." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            INTERIOR OF A TURRET SHIP.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It is Her Majesty’s birthday, and the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Miantonoma</span></span> steams away with those
        who have been invited on board to witness the firing of the big guns.
        The salute cannot be fired in the little harbour, else surely every
        pane of glass from the block-house to Riverhead <span class=
        "tei tei-pb" id="page142">[pg 142]</span><a name="Pg142" id="Pg142"
        class="tei tei-anchor"></a>will pay the penalty. So Freshwater Bay is
        to have the honour of hearing man’s thunder reverberating along its
        hill-girded shores.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Bang, bang—pop, pop, bang. You hear the Armstrongs and
        old field-pieces go off from Her Majesty’s men-of-war in harbour, and
        Her Majesty’s Fort William and water batteries. Then you descend to
        utter silence. You ascend again through a trapdoor, and find yourself
        in a circular room, some twelve feet in diameter, padded from top to
        bottom like the interior of a carriage. By your side is a huge mass
        of iron. You are inside the turret. A glimmering lamp sheds its
        feeble light on the moving forms around you, and from below comes the
        faint whispering of the men, until the trap is shut and you are again
        in utter silence.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“ <span class="tei tei-q">‘<span class=
        "tei tei-hi"><span style=
        "font-style: italic">Prepare!</span></span>’</span> The gunner’s
        mates stand you on your toes, and tell you to lean forward and thrust
        your tongue out of your mouth. You hear the creaking of machinery. It
        is a moment of intense suspense. Gradually a glimmer of light—an
        inch—a flood. The shield passes from the opening—the gun runs out. A
        flash, a roar—a mad reeling of the senses, and crimson clouds
        flitting before your eyes—a horrible pain in your ears, a sense of
        oppression on your chest, and the knowledge that you are not on your
        feet—a whispering of voices blending with the concert in your ears—a
        darkness before your eyes—and you find yourself plump up in a heap
        against the padding, whither you have been thrown by the violence of
        the concussion. Before you have recovered sufficiently to note the
        effects I have endeavoured to describe, the shield is again in its
        place and the gun ready for re-loading. They tell you that the best
        part of the sound has escaped through the port-hole, otherwise there
        would be no standing it, and our gunner’s mate whispers in your ear:
        <span class="tei tei-q">‘It’s all werry well, but they busts out
        bleeding from the chest and ears after the fourth discharge, and has
        to be taken below.’</span> You have had enough of it too, and are
        glad that they don’t ask you to witness another shot
        fired.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Since the <span class="tei tei-name"><span style=
        "font-style: italic">Miantonoma’s</span></span> time vast
        improvements have been made in the matter of turret firing. The guns
        are now discharged by means of an electric spark, which obviates the
        necessity for having anyone in the turret, and is certainly a great
        blessing.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“ <span class="tei tei-q">‘And what do you think of
        her?’</span> I asked a boatswain’s-mate. <span class=
        "tei tei-q">‘Think of her, sir!’</span> he replied. <span class=
        "tei tei-q">‘I think, sir, that she’s a floating coffin, and I would
        as soon live in ——. Every time we’re out of harbour she goes under
        water, and don’t come up till we get in again, as the saying is. We
        are just cooped up here waiting for a big wave to come and swallow
        us, for she don’t rise to the waves, she goes through ’em.’</span>
        Then, becoming more confidential, <span class="tei tei-q">‘Tower of
        the world be hanged, sir! None of us believe we’ll ever see
        Queenstown, and if we only had a chance to get ashore, there ain’t a
        man but what would desert, I guess.’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I must draw the reader’s attention to the fact that I
        give this sailor’s statement for what it is worth. The officers, one
        and all, as far as my memory serves me, stated that she was a very
        good sea boat; better, indeed, than they expected, though somewhat
        sluggish in the water. I may add that the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Miantonoma</span></span> not only reached
        Queenstown, but <span class="tei tei-hi"><span style=
        "font-style: italic">did</span></span> succeed in making a tour of
        the world. Yet it was alleged that her crew, with the exception of
        some twenty men, were put into the tenders, and that she was towed
        across the <span class="tei tei-q">‘herring pond’</span> and round
        the Horn by them. From these facts and rumours the <span class=
        "tei tei-pb" id="page143">[pg 143]</span><a name="Pg143" id="Pg143"
        class="tei tei-anchor"></a>reader may form his own opinion as to the
        seaworthiness of the American monitor. My belief is, that for a
        sea-fight, especially should one occur in a gale of wind, they are
        practically as useless as a hay-barge, while for harbour defences
        they have proved themselves invaluable. Of all the splendid fleet of
        monitors possessed by America at the close of the Federal and
        Confederate war, there are scarce any left to keep up the reputation
        of the United States as a naval power. They were contract built, of
        green oak. The Philadelphia and San Francisco navy yards afford ample
        proof that a decade has sufficed to destroy what shot and shell found
        almost invulnerable. Such splendid specimens of naval architecture as
        the <span class="tei tei-name"><span style=
        "font-style: italic">Brooklyn</span></span> and <span class=
        "tei tei-name"><span style="font-style: italic">Ohio</span></span>
        alone are left to keep up the appearance of America’s naval strength
        on foreign stations. But let us hope that her <span class=
        "tei tei-q">‘shoddy’</span> monitors, like her shoddy blankets or
        wooden nutmegs, have passed away with her convalescence from
        intestine wounds, and that the next decade may witness the Stars and
        Stripes floating powerfully and peacefully side by side with the
        Union Jack, omnipotent for good.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Any such
        expression of feeling in regard to the safety of English ironclads,
        in spite of the terrible loss of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Captain</span></span>, and that of the
        <span class="tei tei-name"><span style=
        "font-style: italic">Vanguard</span></span> (only less serious
        inasmuch as no lives were sacrificed), would not be echoed by any
        British sailor on board them. The accommodations, barring the general
        darkness and sense of gloom inside, only partially illumined by the
        fitful light of lamps, are generally good, and it is by no means
        certain that when the electric light has attained that perfection at
        which its promoters are aiming, there can be any complaint on that
        score at all. Still, until some grand success has been attained by
        ironclads, it is very questionable whether they can be thoroughly
        popular, except to courageous, scientific, and ambitious officers, of
        whom the service, the writer is certain, does not stand in need. We
        have had a <span class="tei tei-q">“Man of iron”</span> ashore, and
        we shall have him afloat when the occasion requires.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The first types of
        ironclads introduced into the Royal Navy, as for example, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Warrior</span></span> and <span class=
        "tei tei-name"><span style="font-style: italic">Black
        Prince</span></span>, were nearly identical in general appearance to
        the war-ships of the day. Now <span class="tei tei-hi"><span style=
        "font-style: italic">all</span></span> British ironclads are built
        with sides approaching the upright or vertical above water. At first
        they only attempted broadside fire; now bow and stern guns are
        common. The <span class="tei tei-name"><span style=
        "font-style: italic">Warrior</span></span>, as the earliest example
        of an ironclad in the Royal Navy, deserves special mention. She is
        doing duty to-day, and is by no means an effete example, but an
        excellent and useful vessel. She is armoured at the middle only, in
        the most exposed parts. In other words, her engines and leading guns
        are protected, while the rest of her hull, though strong, is not
        armour-covered. <span class="tei tei-hi"><span style=
        "font-style: italic">Now</span></span>, whatever weight of armour
        this central, or <span class="tei tei-q">“box-battery,”</span> as it
        has been termed, may have, there is always a continuous belt of iron
        extending from stem to stern, and protecting the region of the
        water-line and steering gear, the counter of the ship being carried
        below the water in order to screen the rudder-head. This improvement
        is due to Sir Spencer Robinson. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Warrior’s</span></span> armour was uniform in
        thickness; now it is strongest in the vital parts. The <span class=
        "tei tei-name"><span style="font-style: italic">Warrior</span></span>
        had only a main-deck battery armour plated; recent ships have had a
        protected upper-deck battery given them. The <span class=
        "tei tei-name"><span style="font-style: italic">Warrior</span></span>
        carried a large number of guns in an outspread battery; all later
        ships, of whatever type, have had a <span class=
        "tei tei-hi"><span style=
        "font-style: italic">concentrated</span></span> battery of much
        heavier guns. This early armoured ship is long; nearly all later
        examples are much shorter in proportion to their
        breadth.</p><span class="tei tei-pb" id="page144">[pg
        144]</span><a name="Pg144" id="Pg144" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now to the
        armour itself, which is sometimes affixed to an iron and sometimes to
        a wooden hull, and in a few cases has wood <span class=
        "tei tei-hi"><span style="font-style: italic">outside</span></span>
        it. These facts, by no means generally known, must be studied, for it
        can hardly yet be said to be determined which is the better form. It
        may be said, in general terms, that the <span class=
        "tei tei-q">“adoption of armour-plating was accompanied in this
        country by the introduction of iron for the construction of the hulls
        of ships of war, and our ironclad fleet is for the most part
        <span class="tei tei-hi"><span style=
        "font-style: italic">iron-built</span></span>. We have, it is true, a
        number of wood-built ironclads, but most of these are converted
        vessels.”</span><a id="noteref_44" name="noteref_44" href=
        "#note_44"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">44</span></span></a> Several
        were built of wood (and then armoured) for the purpose of utilising
        the large stocks of timber accumulated in the dockyards. In the
        future it is probable that nearly all will be of iron, with wood
        backing. The armour of the <span class="tei tei-name"><span style=
        "font-style: italic">Warrior</span></span> is only 4½ inches thick,
        with, however, a <span class="tei tei-q">“backing”</span> of 18
        inches of timber. This type includes the <span class=
        "tei tei-name"><span style="font-style: italic">Black
        Prince</span></span>, <span class="tei tei-name"><span style=
        "font-style: italic">Achilles</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Defence</span></span>, <span class=
        "tei tei-name"><span style="font-style: italic">Hector</span></span>,
        <span class="tei tei-name"><span style=
        "font-style: italic">Valiant</span></span>, and <span class=
        "tei tei-name"><span style="font-style: italic">Prince
        Albert</span></span>. Then we come to another series, of which the
        <span class="tei tei-name"><span style=
        "font-style: italic">Bellerophon</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Penelope</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Invincible</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Audacious</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Swiftsure</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Triumph</span></span>, <span class=
        "tei tei-name"><span style="font-style: italic">Iron
        Duke</span></span>, and unfortunate <span class=
        "tei tei-name"><span style=
        "font-style: italic">Vanguard</span></span> furnish examples. They
        average 6 inches of iron-plating to 10 inches of wood backing. The
        lost <span class="tei tei-name"><span style=
        "font-style: italic">Captain</span></span> was somewhat heavier in
        both plating and backing. Then again we advance to a still heavier
        type—12 inches of iron to 18 inches of wood: the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Glatton</span></span>, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Thunderer</span></span>, and <span class=
        "tei tei-name"><span style=
        "font-style: italic">Devastation</span></span> furnish examples. Then
        there is the <span class="tei tei-hi"><span style=
        "font-style: italic">wood-built</span></span> class, the thickness of
        their (wooden) sides ranging from 19½ to as high as 36 inches, with
        4½ to 6 inches of armour. The <span class="tei tei-name"><span style=
        "font-style: italic">Royal Sovereign</span></span> (a turret ship) is
        a leading example of this class; she has 5½ inches of armour,
        covering 36 inches of wood.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">To speak of all
        the types of armour-clad ships would most undoubtedly weary the
        reader. Let us examine a leading example. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Inflexible</span></span> (double turret ship) is
        probably the greatest result yet attained. She is an ironclad of
        11,400 tons, with 8,000 horse-power, her estimated first cost being
        considerably over half a million sterling. She is 320 feet long, and
        has armour of 16 to 24 inches thick, with a backing of 17 to 25
        inches of wood. She has no less than 135 compartments, while her
        engines are so completely isolated that if one breaks down the other
        would be working. <span class="tei tei-q">“But already, as if to show
        the impossibility of attaining the stage of finality as regards the
        construction of our men-of-war, there is every reason to believe that
        she has been excelled.... Designed,”</span> says our leading
        journal,<a id="noteref_45" name="noteref_45" href=
        "#note_45"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">45</span></span></a>
        <span class="tei tei-q">“as an improvement upon the Russian
        <span class="tei tei-name"><span style="font-style: italic">Peter the
        Great</span></span>, she will herself be surpassed by the two Italian
        frigates which are building at La Spezzia and Castellamare.... While
        the <span class="tei tei-name"><span style=
        "font-style: italic">Inflexible’s</span></span> turrets are formed of
        a single thickness of 18-inch armour, and her armament consists of
        four 81-ton guns, the turrets of the <span class=
        "tei tei-name"><span style="font-style: italic">Dandolo</span></span>
        and the <span class="tei tei-name"><span style=
        "font-style: italic">Duilio</span></span> are built of plates 22
        inches thick, and are armed with four 100-ton guns.”</span> The
        writer then enlarges on recent gunnery experiments, showing that even
        the enormous thickness of the <span class="tei tei-name"><span style=
        "font-style: italic">Inflexible’s</span></span> iron sides have been
        pierced, and concludes by saying that, <span class="tei tei-q">“so
        far as the exigencies of the navy are concerned, the limit of weight
        seems to have already been reached, for the simple reason that the
        buoyancy of our ironclads cannot with safety be further diminished by
        the burden of heavier armour and armaments.”</span> The <span class=
        "tei tei-pb" id="page145">[pg 145]</span><a name="Pg145" id="Pg145"
        class="tei tei-anchor"></a>leading feature in this vessel is the
        situation of the turrets. In most turret ships afloat these batteries
        are placed on the middle line, and in consequence only one-half the
        guns can be brought to bear on an enemy either right ahead or
        directly astern. In the <span class="tei tei-name"><span style=
        "font-style: italic">Inflexible</span></span> the turrets rise up on
        either side of the ship <span class="tei tei-hi"><span style=
        "font-style: italic">en échelon</span></span> within the citadel
        walls, the fore turret being on the port side and the after turret on
        the starboard side. By these means the whole of the four guns can be
        discharged <span class="tei tei-hi"><span style=
        "font-style: italic">simultaneously</span></span> at a ship right
        ahead or right astern, or, in pairs, towards any point. What vessel
        could withstand such a fire rightly directed?</p><a name=
        "illo_166.jpg" id="illo_166.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_166.jpg" alt="THE “INFLEXIBLE.”" title=
          "THE “INFLEXIBLE.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“INFLEXIBLE.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As we have seen,
        the forms and proportions of ironclads have undergone enormous
        changes from the days when the success of the plated floating
        batteries at Kinburn called the special attention of Europe to the
        possibility of successfully protecting vessels in the same way. The
        shot of the enemy had no effect on these batteries. A special
        correspondent of the <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span> said: <span class=
        "tei tei-q">“The balls hopped back off their sides without leaving an
        impression, save such as a pistol-ball makes on the target of a
        shooting gallery. The shot could be heard distinctly striking the
        sides of the battery with a <span class="tei tei-q">‘sharp
        smack,’</span> and then <span class="tei tei-pb" id="page146">[pg
        146]</span><a name="Pg146" id="Pg146" class=
        "tei tei-anchor"></a>could be seen flying back, splashing the water
        at various angles according to the direction in which they came, till
        they dropped exhausted.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the
        greatest novelties is the <span class="tei tei-hi"><span style=
        "font-style: italic">circular</span></span> ironclad, proposed long
        ago by Mr. John Elder, in a paper read before the United Service
        Institution, and carried out by Admiral Popoff, of the Russian navy,
        who designed one which was afterwards constructed and was christened
        the <span class="tei tei-name"><span style=
        "font-style: italic">Novgorod</span></span>. She was 100 feet in
        diameter, with curved deck, the highest point of which was only five
        or six feet above the water. She carried two 28-ton guns. Its model
        might be described as a floating saucer with a comparatively flat
        covering. It is even asserted that a good speed is attainable with
        such vessels, and that they are steerable, if hydraulic machinery is
        employed. Mr. Elder’s plan was as follows:—When a revolving
        pilot-house on the vessel turned, a jet of water was ejected in a
        backward line to the very course proposed to steer. The pilot or
        steersman—having a complete control of the movements of the
        pilot-house, and a clear look out a-head—only arranged to steer in a
        particular direction, and the water jet propelled the vessel to its
        destination. Such vessels are fit for nothing better than river or
        harbour protection.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Alexandra</span></span>, whose batteries we show
        on the opposite page, is one of the most efficient of our English
        armour-plated ships. She was built at Chatham, and launched in 1875.
        She was specially built for speed, and carries the maximum weight of
        armour consistent with sea-going qualities. She is armed with three
        guns of twenty-five tons each and nine of eighteen tons.</p><a name=
        "illo_168.jpg" id="illo_168.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_168.jpg" alt="SECTION OF THE “ALEXANDRA”"
          title="SECTION OF THE “ALEXANDRA.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SECTION OF THE <span class="tei tei-q" style=
            "text-align: center">“<a name="corr146" id="corr146" class=
            "tei tei-anchor" style="text-align: center"></a><span class=
            "tei tei-corr" style=
            "text-align: center">ALEXANDRA.</span>”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A new form of
        ironclad, destined for coast duty, has also been introduced in
        Holland and France. These Governments consider that for the defence
        of a coast-line, fixed land batteries are not sufficient. They have,
        therefore, adopted a ponderous form of turreted ironclad, which the
        French term <span class="tei tei-hi"><span style=
        "font-style: italic">garde-côtes</span></span>. They are not supposed
        to be adapted for long sea voyages, as they are veritable floating
        iron castles, carrying not merely heavy guns, but whole batteries of
        smaller guns. They have good engine power, and can, therefore, be
        moved to any part of the coast with ease.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The cost of
        ironclads to this country has been very serious. Mr. Reed puts it
        down at a million sterling a year since their inauguration.<a id=
        "noteref_46" name="noteref_46" href="#note_46"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">46</span></span></a> For the
        eighteen years preceding 1876, they cost £16,738,935, and with the
        cost of wear and tear, repair, and maintenance, not less than
        £18,000,000. £300,000 was required for repairs and maintenance alone
        in one year, perhaps an exceptional case. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Warrior</span></span>, built in the year 1860,
        cost, to 1876, for maintenance and repair, no less than £124,245, or
        about a third of her original cost. She is the earliest type of
        ironclad, and of small tonnage compared with several of her
        successors. What <span class="tei tei-hi"><span style=
        "font-style: italic">they</span></span> may cost to maintain is a
        still more serious problem. Single ironclads have cost the country
        half a million sterling; the <span class="tei tei-name"><span style=
        "font-style: italic">Inflexible</span></span>, £600,000.</p><a name=
        "illo_162.jpg" id="illo_162.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_162.jpg" alt=
          "PREPARING FOR TORPEDO EXPERIMENTS AT PORTSMOUTH" title=
          "PREPARING FOR TORPEDO EXPERIMENTS AT PORTSMOUTH." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            PREPARING FOR TORPEDO EXPERIMENTS AT PORTSMOUTH.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Connected
        intimately with the ironclad question is the torpedo movement. From
        an early date schemes have been devised for injuring an enemy’s
        vessel by submarine apparatus and otherwise than by guns. In the
        seventeenth century, we find the celebrated Marquis of Worcester
        describing such apparatus. The ninth of his <span class=
        "tei tei-q">“Century of Inventions”</span> describes a small engine,
        portable in one’s pocket, which might be carried and fastened on the
        inside of the ship, and at any appointed time, days or weeks after,
        at the will of the operator, it should explode and sink that
        vessel.</p><span class="tei tei-pb" id="page148">[pg
        148]</span><a name="Pg148" id="Pg148" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In his tenth
        invention, the Marquis of Worcester describes <span class=
        "tei tei-q">“a way from a mile off to dive and fasten a like engine
        to any ship, so as it may punctually work the same effect, either for
        time or execution.”</span> The details of construction and working
        are left to the reader’s imagination.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Bishop Wilkins, in
        a curious work on <span class="tei tei-q">“Mathematical
        Magick,”</span> published in 1648, describes a possible submarine
        vessel, or <span class="tei tei-q">“ark,”</span> as he terms it. He
        says that it <span class="tei tei-q">“may be effected beyond all
        question, because one Cornelius Dreble hath already experimented on
        it here in England.”</span> Of Dreble very little is known; but it is
        on record that he constructed a subaqueous boat, which he exhibited
        before James I., which carried twelve rowers and some passengers, and
        further, that that monarch was so pleased with it that he sent a
        duplicate as a present to the grand Duke of Muscovy (Russia). The
        bishop discusses the matter very fully. The boat is, of course, to be
        watertight, all openings being sealed for the nonce by leather bags,
        with two sets of fastenings. The oars were to project also through
        leather bags, giving freedom of motion and yet excluding the water. A
        serious difficulty—the lack of fresh air on board—is partially
        slurred over; but he considers that the sailors, <span class=
        "tei tei-q">“by long use and custome,”</span> will practically get
        used to it. The raising or lowering of the vessel is to be
        accomplished by the lifting or depression of an enormous stone hung
        to its keel. He considered that the steering would be easier than on
        the surface, there being no contrary winds or atmospheric
        disturbances to interfere. The vessel is to be well manned by
        artisans, and children are to be born in the <span class=
        "tei tei-q">“ark:”</span> one of the points specially mentioned being
        their inevitable astonishment when they for the first time behold the
        light of day at the surface, and are landed on <span class=
        "tei tei-hi"><span style="font-style: italic">terra
        firma</span></span>! The log is not merely to be written but is to be
        printed on board. <span class="tei tei-q">“Among the many
        conveniences of such a contrivance, it may be of very great advantage
        against a navy of enemies, who, by this means, may be undermined in
        the water and blown up.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Another old
        writer, Schott, in a rare and curious work, entitled <span class=
        "tei tei-q">“Mirabilia Mechanica,”</span> offers several schemes for
        submarine vessels, and gives a drawing of one with a paddle-wheel as
        the propelling power. The wheel, worked by men, was to work in a
        watertight box in the centre of the vessel, the paddles projecting
        below the keel. A Frenchman built a vessel of this description at
        Rotterdam in 1653, and publicly exhibited it. Pepys, in his
        <span class="tei tei-q">“Diary,”</span> writes, on the 14th of March,
        1662: <span class="tei tei-q">“This afternoon came the German Dr.
        Knuffler, to discourse with us about his engine to blow up ships. We
        doubted not the matter of fact—it being tried in Cromwell’s time—but
        the safety of carrying them in ships; but he do tell us that when he
        comes to tell the King his secret (for none but kings successively,
        and their heirs, must know it) it will appear of no danger at
        all.”</span> We have before described Fulton’s submarine boat, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Nautilus</span></span>, and his torpedo
        experiments in France and England; let us now follow him to the New
        World.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Fulton arrived in
        America in December, 1806, and so far from being discouraged by the
        apathy displayed towards his inventions in Europe, inaugurated fresh
        experiments, under Government sanction, a certain expenditure being
        authorised. An amusing account of one of his semi-public exhibitions
        is given by his biographer:<a id="noteref_47" name="noteref_47" href=
        "#note_47"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">47</span></span></a>—<span class="tei tei-q">“In
        the meantime, anxious to prepossess his countrymen with a good
        opinion of his project, he invited the <span class="tei tei-pb" id=
        "page149">[pg 149]</span><a name="Pg149" id="Pg149" class=
        "tei tei-anchor"></a>magistracy of New York and a number of citizens
        to Governor’s Island, where were the torpedoes and the machinery with
        which his experiments were to be made; these, with the manner in
        which they were to be used and were expected to operate, he explained
        very fully. While he was lecturing on his blank torpedoes, which were
        large empty copper cylinders, his numerous auditors crowded round
        him. At length he turned to a copper case of the same description,
        which was placed under the gateway of the fort, and to which was
        attached a clockwork lock. This, by drawing out a peg, he set in
        motion, and then said to his attentive audience, <span class=
        "tei tei-q">‘Gentlemen, this is a charged torpedo, with which,
        precisely in its present state, I mean to blow up a vessel; it
        contains one hundred and seventy pounds of gunpowder, and if I were
        to suffer the clockwork to run fifteen minutes, I have no doubt but
        that it would blow this fortification to atoms!’</span> The circle
        round Mr. Fulton was very soon much enlarged, and before five of the
        fifteen minutes were out there were but two or three persons
        remaining under the gateway; some, indeed, lost no time in getting at
        the greatest possible distance from the torpedo with their best
        speed, and did not again appear on the ground till they were assured
        it was lodged in the magazine.”</span> Fulton, of course, displayed
        the utmost coolness, knowing that his torpedo could not explode till
        the clockwork had run its allotted time, and of course taking care
        that it should be stopped long before the expiration of the fifteen
        minutes.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 20th of
        July, 1807, he attempted to blow up with torpedoes, in the harbour of
        New York, a large hulk brig which had been provided for the purpose.
        Several unsuccessful <span class="tei tei-pb" id="page150">[pg
        150]</span><a name="Pg150" id="Pg150" class=
        "tei tei-anchor"></a>attempts were made at first, owing to some
        derangements connected with the locks of the exploding apparatus. At
        length, however, the explosion took place, and was a thorough
        success. He has left a full account of it in his own work.<a id=
        "noteref_48" name="noteref_48" href="#note_48"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">48</span></span></a> Nothing
        was left of the brig; all that was seen in her place was a high
        column of water, smoke, and fragments. It showed, as Fulton always
        believed, that the torpedo should, if possible, be exploded
        <span class="tei tei-hi"><span style=
        "font-style: italic">under</span></span> the vessel to be blown up.
        In his cool but yet enthusiastic way he says: <span class=
        "tei tei-q">“Should a ship of the line containing five hundred men
        contend with ten good row-boats, each with a torpedo and ten men, she
        would risk total annihilation, while the boats, under the cover of
        the night and quick movements, would risk only a few men out of one
        hundred.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Fulton, after
        this, lectured frequently before the members of Congress, and so
        favourably impressed them that a sum of 5,000 dollars was voted in
        aid of his experiments. One of the plans he proposed was to couple by
        a line two torpedoes, then letting them drift on the bow of the
        vessel to be destroyed, the line would catch on the cable or bows,
        and the torpedoes would drift towards the vessel on either side. He
        also proposed <span class="tei tei-q">“block ships”</span> of 50 or
        100 tons, with cannon-proof sides and musket-proof decks
        (<span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, virtually ironclads), to be
        propelled by machinery, <span class="tei tei-hi"><span style=
        "font-style: italic">which was to be worked by the
        crew</span></span>. <span class="tei tei-q">“On each quarter and bow
        she was to be armed with a torpedo fastened to a long spar, the
        interior end of which was to be supported and braced by ropes from
        the yards.... By means of these spars the torpedoes were to be thrust
        under the bottom of the vessel to be destroyed.”</span> Half the many
        plans proposed for torpedo warfare may be traced back to Robert
        Fulton at the end of the last and beginning of the present century.
        Among his inventions was a <span class="tei tei-q">“cable-cutting
        machine,”</span> a description of which would occupy an undue amount
        of space in a popular work. Suffice it to say that by its means he
        succeeded in cutting, several feet below the surface of the water,
        the cable—a 14-inch one—of a vessel lying at anchor.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the most
        important experiments made at this time was his attempt, under
        sanction of Government, to blow up the sloop-of-war <span class=
        "tei tei-name"><span style="font-style: italic">Argus</span></span>,
        and the case demonstrates very clearly the ingenuity of the
        <span class="tei tei-hi"><span style=
        "font-style: italic">defence</span></span>, and the means taken to
        foil the assailing torpedo. We have heard quite recently of
        propositions to defend a vessel by means of a kind of <span class=
        "tei tei-q">“crinoline,”</span> as it has been termed, a strong
        network, &amp;c., surrounding the whole or a part of the vessel at
        some distance from it, which should prevent the torpedo from
        exploding near the hull. Such was actually the means devised by
        Commodore Rodgers, of the United States Navy, in the year 1809, and
        which proved entirely successful in foiling Fulton’s torpedo. Colden
        says:—<span class="tei tei-q">“She had a strong netting suspended
        from her spritsail-yard, which was anchored at the bottom; she was
        surrounded by spars lashed together, which floated on the surface of
        the water, so as to place her completely in a pen; she had
        grappling-irons and heavy pieces of the same metal suspended from her
        yards and rigging, ready to be plunged in any boat that came beneath
        them; she had great swords, or scythes, fastened to the ends of long
        spars, moving like sweeps, which unquestionably would have mowed off
        as many heads as came within their reach.”</span></p><a name=
        "illo_172.jpg" id="illo_172.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_172.jpg" alt=
          "THE OLD STYLE AND THE NEW (A THREE-DECKER AND A TORPEDO BOAT)"
          title=
          "THE OLD STYLE AND THE NEW (A THREE-DECKER AND A TORPEDO BOAT)." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE OLD STYLE AND THE NEW (A THREE-DECKER AND A TORPEDO BOAT).
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">By these devices
        the torpedo-boat was unable to get near the <span class=
        "tei tei-name"><span style="font-style: italic">Argus</span></span>,
        while the netting, <span class="tei tei-pb" id="page151">[pg
        151]</span><a name="Pg151" id="Pg151" class=
        "tei tei-anchor"></a>anchored to the bottom of the harbour, prevented
        any probability of the torpedo being fired under the vessel. The
        Government had practically said to Fulton, <span class=
        "tei tei-q">“Do your best, and we’ll do our best to defeat
        you.”</span> The experiment was not one-sided, as are so many.
        Fulton, far from complaining, thus wrote: <span class="tei tei-q">“I
        will do justice to the talents of Commodore Rodgers. The nets, booms,
        kentledge, and grapnels which he arranged around the <span class=
        "tei tei-name"><span style="font-style: italic">Argus</span></span>
        made a formidable appearance against one torpedo-boat and eight bad
        oarsmen. I was taken unawares. I had explained to the officers of the
        navy my means of attack; they did not inform me of their means of
        defence. The nets were put down to the ground, otherwise I should
        have sent the torpedoes under them. In this situation, the means with
        which I was provided being imperfect, insignificant, and inadequate
        to the effect to be produced, I might be compared to what the
        inventor of gunpowder would have appeared had he lived in the time of
        Julius Cæsar, and presented himself before the gates of Rome with a
        four-pounder, and had endeavoured to convince the Roman people that
        by means of such machines he could batter down their walls. They
        would have told him that a few catapultas casting arrows and stones
        upon his men would cause them to retreat; that a shower of rain would
        destroy his ill-guarded powder; and the Roman centurions, who would
        have been unable to conceive the various modes in which gunpowder has
        since been used to destroy the then art of war, would very naturally
        conclude that it was a useless invention; while the manufacturers of
        catapultas, bows, arrows, and shields would be the most vehement
        against further experiments.”</span></p><a name="illo_170.png" id=
        "illo_170.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_170.png" alt=
          "LIEUT. CUSHING’S ATTACK ON THE “ALBEMARLE.”" title=
          "LIEUT. CUSHING’S ATTACK ON THE “ALBEMARLE.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LIEUT. CUSHING’S ATTACK ON THE <span class="tei tei-q" style=
            "text-align: center">“ALBEMARLE.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Torpedoes were
        used extensively during the civil war in America, but almost entirely
        for rivers or harbour defence. One of the most prominent examples was
        the following:—The ironclad ram <span class=
        "tei tei-name"><span style=
        "font-style: italic">Albemarle</span></span><a id="noteref_49" name=
        "noteref_49" href="#note_49"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">49</span></span></a> had been
        carrying all before it, till Lieutenant Cushing, a brave young
        officer, scarcely twenty-one years of age, took a steam-launch,
        equipped as a torpedo-boat, on the night of October, 1864, up the
        Roanoake River. He had with him thirteen men. The launch was steered
        directly for the ironclad, which lay at one of the wharfs of
        Plymouth, protected by a raft of logs extending thirty feet. The
        enemy’s fire was at once very severe, but the torpedo-boat went
        bravely on, and succeeded in pressing in the logs a few feet.
        Cushing, in his despatch, says—<span class="tei tei-q">“The torpedo
        was exploded at the same time that the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Albemarle’s</span></span> gun was fired. A shot
        seemed to go crashing through my boat, and a dense mass of water
        rushed in from the torpedo, filling and completely disabling her. The
        enemy then continued to fire at fifteen feet range, and demanded our
        surrender, which I twice refused.”</span> Cushing leaped into the
        water and, with one of his party, made good his escape. The rest of
        the little crew were either captured, killed, or wounded. The object
        of the attack was, however, successful, and the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Albemarle</span></span> was found to be a
        complete wreck. Torpedoes were also employed with great effect by the
        Paraguayans in their war against the Brazilians in 1866.</p><a name=
        "illo_179.png" id="illo_179.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_179.png" alt=
          "PARAGUAYAN TORPEDO BLOWING UP A BRAZILIAN IRONCLAD" title=
          "PARAGUAYAN TORPEDO BLOWING UP A BRAZILIAN IRONCLAD." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            PARAGUAYAN TORPEDO BLOWING UP A BRAZILIAN IRONCLAD.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Great are the
        varieties of torpedoes invented at various times in late years, and a
        technical description of them, which would be wearying to the reader,
        would fill a large volume. An ingenious kind, known as the
        <span class="tei tei-q">“Lay”</span> torpedo, after the name of its
        inventor, <span class="tei tei-pb" id="page152">[pg
        152]</span><a name="Pg152" id="Pg152" class=
        "tei tei-anchor"></a>comes from the New World. It is of cylindrical
        form, with conical ends, the forward cone calculated to hold a
        hundred pounds of some explosive substance—dynamite,<a id=
        "noteref_50" name="noteref_50" href="#note_50"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">50</span></span></a>
        probably, being used. A forward section of the main cylinder holds a
        powerful gas, condensed into <span class="tei tei-hi"><span style=
        "font-style: italic">liquid</span></span> form, and used as the
        motive power, and connected with the machinery by a valve operated by
        electricity. The torpedo has a cable coiled as harpoon-ropes are
        arranged in whaling-vessels, which may be of any length, the wires
        connected with the battery following its course. This instrument of
        destruction is entirely under the control of the operator, who may be
        stationed with his small portable battery on the shore or on a
        vessel. It is said that they have been sent out half a mile and
        brought back to the starting-point at a rate of twelve miles an hour,
        and that the rapidity and precision with which the machine obeyed the
        operator demonstrated them to be among the most formidable weapons
        ever invented for naval warfare.</p><a name="illo_178.png" id=
        "illo_178.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_178.png" alt="DIFFERENT FORMS OF TORPEDOES"
          title="DIFFERENT FORMS OF TORPEDOES." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            DIFFERENT FORMS OF TORPEDOES.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">These subaqueous
        weapons have never been used in an engagement between fleets. In an
        interesting essay<a id="noteref_51" name="noteref_51" href=
        "#note_51"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">51</span></span></a> on the
        subject by Commander Noel, R.N., he recommends or proposes that four
        torpedo vessels should accompany a fleet, and describes their
        probable operations as follows:—</p><a name="illo_176.jpg" id=
        "illo_176.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_176.jpg" alt=
          "TORPEDO EXPERIMENTS AT PORTSMOUTH, WITH THE ELECTRIC LIGHT" title=
          "TORPEDO EXPERIMENTS AT PORTSMOUTH, WITH THE ELECTRIC LIGHT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            TORPEDO EXPERIMENTS AT PORTSMOUTH, WITH THE ELECTRIC LIGHT.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Let us imagine ourselves, then, on board a rakish little
        craft, fitted for Harvey torpedo work; we can steam sixteen knots; we
        tow a torpedo on each quarter; and we are so admirably fitted with
        steel-protecting mantelets that neither officer nor man is exposed
        either to view or to rifle fire. Our instructions are that on the
        approach of a hostile force we and our three consorts are to hold
        ourselves in readiness to charge the enemy’s line, passing through at
        full speed, and doing all the damage that lies in our power: these
        orders to be carried into effect in obedience to a preconcerted
        signal. The enemy is observed approaching, and apparently moving at
        about ten knots’ speed. The torpedo vessels are let loose, and,
        choosing the centre of the enemy’s fleet, rush on, steering for a
        flag-ship leading a column in line ahead. Heavy guns are fired at us
        as we near, but we are so small and rapid in our movements that no
        shot takes effect; we are reducing our distance at the rate of a mile
        in two and a half minutes; soon comes the time of suspense; in a
        second or two we are passing the flag-ship; the port torpedo is
        dipped—will it strike her? Suddenly a tug on the wire towing-rope,
        and it parts. Her bow has been protected, and our torpedo is torn
        away harmless. However, another mine tows on the opposite quarter,
        still in working order; we are in the midst of the enemy’s fleet,
        rushing past one after another at half-minute intervals; our only
        chance of using our other torpedo is in breaking through the line;
        our commander is eminent for his skill, courage, and confidence.
        Little choice is given us, but he <span class="tei tei-pb" id=
        "page153">[pg 153]</span><a name="Pg153" id="Pg153" class=
        "tei tei-anchor"></a>observes a rather great interval astern of the
        fourth ship. <span class="tei tei-q">‘Starboard’</span> is the order,
        and we break through under her stern; our starboard torpedo is at the
        same time dipped, and passes under the fifth ship. Owing to a
        combination of luck and good management, the torpedo takes effect and
        the enemy is blown up. The other torpedo vessels have thrown the
        enemy into considerable disorder, but none have succeeded in using
        their torpedoes with effect. One of them has been struck by a heavy
        shell and totally disabled, but the whole fleet has passed on without
        finding it possible to capture or sink her without losing their
        position in station and being left behind; the thought foremost in
        every captain’s mind also being that the enemy’s fleet is almost in
        contact with them, and that the moment to act has arrived.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“This is an example of an attack with <span class=
        "tei tei-q">‘Harvey’</span> torpedoes from ahead and across the
        bow.... In my opinion, it would invariably be rendered fruitless if
        the bows of the ships attacked were protected by an iron framework of
        the simplest description.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“But let us return to our little craft, in which we have
        already run the gauntlet of the hostile fleet. Having cleared the
        enemy with little or no damage, we look back and see our fleet of
        ironclads breaking through their lines, which have been so shaken by
        our assault. When through, our fleet re-forms and wheels for the next
        charge. We must be at work again; our torpedoes are replaced, and
        everything is in working order. This time we follow our ironclads to
        the charge. We are, if anything, more hopeful of success. The enemy
        will not see us till we are at them; our blood is warming to the
        work, and we feel that we have gained experience and confidence by
        the first charge. Pressing on, we observe the second charge of the
        fleet, amidst smoke, confusion, and thundering of cannon.
        <span class="tei tei-pb" id="page154">[pg 154]</span><a name="Pg154"
        id="Pg154" class="tei tei-anchor"></a>The enemy is prepared, and it
        is a case of <span class="tei tei-q">‘Greek meeting Greek.’</span>
        Our vessel is put at full speed, and, with our consorts (now reduced
        to two), we go at the enemy. However, in the charge that is made only
        one of us succeeds in exploding a torpedo, and that without much
        damage to the enemy; one of our consorts is run down and sunk, and we
        pass through, only dipping one torpedo, and that too late to take
        effect. The enemy are not in the steady line they were in before, and
        consequently we have not such an opportunity of creating disorder,
        and have more difficulty in manœuvring to use our weapon. Passing on,
        fortune still favours us. We come across an enemy disabled, stern on
        to us with her ensign flying. <span class="tei tei-q">‘At
        her!’</span> is the order. Another moment and we are close to her,
        our torpedo in beautiful position, and the enemy helpless. Down comes
        her ensign, just in time; we are able to let go the torpedo so as to
        clear her—now a lawful prize.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“So it is that I believe a torpedo vessel will be handled
        in an action. It will be ticklish work; and all I can say is that the
        men who undertake it should be gifted with coolness and courage above
        their fellows, as well as with the utmost proficiency in handling
        their vessels.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Perhaps the most
        formidable <span class="tei tei-hi"><span style=
        "font-style: italic">ocean-going</span></span> torpedo vessel yet
        constructed is the American despatch-vessel <span class=
        "tei tei-name"><span style="font-style: italic">Alarm</span></span>,
        designed by Admiral David Porter, of the United States Navy. It is
        172 feet long, including a ram of twenty-seven feet in length. One of
        her special qualities is the power of launching torpedoes from almost
        any point, from cylinders <span class="tei tei-pb" id="page155">[pg
        155]</span><a name="Pg155" id="Pg155" class=
        "tei tei-anchor"></a>specially constructed for the purpose, that at
        the bow being thirty-two feet in length. A torpedo-boat, built by the
        Messrs. Yarrow, of Poplar, for the Russian Government during the late
        war, appears to have special merits. It is built of light steel, with
        what is called a <span class="tei tei-q">“whale-back”</span>—a
        semi-circular covering, which resists any ordinary shot and throws
        off any sea whatever. The funnel is not in the centre, but towards
        the side, in order not to interfere with the steersman’s view nor
        with the torpedo boom. It has a boom which can be lowered in the
        water, the torpedo being submerged ten feet before it is started off
        on its deadly errand. And, finally, it can be projected from the
        stern, which gives it a splendid chance of leaving before the final
        explosion.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In the late
        Turko-Russian war torpedoes were often attached to logs of wood or
        clumps of brushwood, and floated into the stream of the Danube. These
        often attracted little attention; and when they came into contact
        with any obstacle the mine exploded by means of percussion, the blow
        being delivered by a projecting arm or other contrivance driven back
        upon some detonating substance within. The Harvey torpedo, one of the
        leading types, consists of a stout wooden casing, strengthened on the
        outside with iron straps, and containing a metal shell, which holds
        the powder charge. The largest size of this weapon measures 4 feet 6
        inches in length by 2 feet in depth, and 2 feet 6 inches in width,
        and carries 100 lbs. of dynamite. The torpedo is fired by being
        brought into hugging contact with an enemy’s ship, when one or other
        of two projecting levers acts upon an exploding bolt causing the
        ignition of the charge. The exploding apparatus consists of a tube
        containing a chemical agent and a bulb holding another. The nature of
        these chemicals is such that when they combine violent combustion
        ensues, which explodes the charge. These torpedoes are towed at the
        end of a long hawser, connected to a spar, so arranged that the
        torpedo itself, instead of following immediately in the wake or trail
        of the vessel towing it, diverges in the same manner that an otter
        float does: from which device Captain Harvey took his idea. Attached
        to the torpedo are two large buoys, for the purpose of supporting it
        when the vessel is not moving through the water, or when the
        towing-line is slackened. Another variety is fired by
        electricity.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Whitehead, or
        <span class="tei tei-q">“fish”</span> torpedo, is a cigar-shaped
        steel cylinder 14 to 19 feet in length, and from 14 to 16 inches in
        diameter. It is sent off, requiring no crew, against the ship to be
        destroyed; and if one torpedo fails to deal the death-blow it can be
        followed up by another, or yet a third. It consists of three
        compartments. The head contains the explosive—say 360 lbs. of
        gun-cotton; the centre holds the machinery; and the tail the
        highly-condensed air which works the engine. The engine is about
        thirty-five pounds weight, and can be worked to forty horse power!
        The explanation of this is simply that the working pressure of the
        condensed air is 1,000 lbs. per square inch. The tail holds
        compressed air sufficient to propel the torpedo 200 yards, at a rate
        of twenty-five miles an hour, or 1,000 yards at the rate of seventeen
        miles.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-q">“battle of the guns”</span> has not yet been fought; but
        how about the rams? They have been proved the deadliest weapons of
        destruction in modern times. The lessons of Lissa have been already
        cited in these pages; so have the lessons taught by the loss of the
        <span class="tei tei-name"><span style=
        "font-style: italic">Vanguard</span></span> and the <span class=
        "tei tei-name"><span style="font-style: italic">Grosser
        Kurfurst</span></span>. In the latter cases it was friends that
        struck the blow. Some of our greatest authorities consider that
        nothing can exceed the power of the ram of <span class="tei tei-pb"
        id="page156">[pg 156]</span><a name="Pg156" id="Pg156" class=
        "tei tei-anchor"></a>a modern ironclad, properly applied. Admiral
        Touchard, of the French Navy, says: <span class="tei tei-q">“The
        <span class="tei tei-q">‘beak’</span> (<span class=
        "tei tei-hi"><span style="font-style: italic">i.e.</span></span>
        <span class="tei tei-q">‘ram’</span>) is now the principal weapon in
        naval combats—the <span class="tei tei-hi"><span style=
        "font-style: italic">ultima ratio</span></span> of maritime
        war.”</span> Captain Colomb, a distinguished English authority, says:
        <span class="tei tei-q">“Let us just recall the fact that the serious
        part of a future naval attack does not appear to be the guns, but the
        rams.”</span> Yet again another authority, Captain Pellew, says:
        <span class="tei tei-q">“Rams are the arm of naval warfare to which I
        attach the chief importance. In my opinion, the aim of all manœuvring
        and preliminary practice with the guns should be to get a fair
        opportunity for ramming.”</span></p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap10" id="chap10" class="tei tei-anchor"></a> <a name=
        "toc23" id="toc23"></a> <a name="pdf24" id="pdf24"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER X.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The Lighthouse and its
        History.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Lighthouse—Our most noted one in Danger—The
        Eddystone Undermined—The Ancient History of Lighthouses—The Pharos of
        Alexandria—Roman Light Towers at Boulogne and Dover—Fire-beacons and
        Pitch-pots—The Tower of Cordouan—The First Eddystone
        Lighthouse—Winstanley and his Eccentricities—Difficulties of Building
        his Wooden Structure—Resembles a Pagoda—The Structure Swept Away with
        its Inventor—Another Silk Mercer in the Field—Rudyerd’s
        Lighthouse—Built of Wood—Stood for Fifty Years—Creditable Action of
        Louis XIV.—Lighthouse Keeper alone with a Corpse—The Horrors of a
        Month—Rudyerd’s Tower destroyed by Fire—Smeaton’s Early
        History—Employed to Build the Present Eddystone—Resolves on a Stone
        Tower—Employment of</span> <span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Dove-tailing</span><span style="font-size: 90%">”</span></span>
          <span style="font-size: 90%">in Masonry—Difficulties of Landing on
          the Rock—Peril incurred by the Workmen—The First Season’s
          Work—Smeaton always in the Post of Danger—Watching the Rock from
          Plymouth Hoe—The Last Season—Vibrations of the Tower in a Storm—Has
          Stood for 120 Years—Joy of the Mariner when</span> <span class=
          "tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">The
          Eddystone’s in Sight!</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—Lights in the English Channel.</span></p>
        </div>

        <div class="tei tei-figure" style="text-align: center"><img src=
        "images/illo_181.png" alt="Illustration" /></div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Round the history
        of ships and shipping interests innumerable subjects intertwine. But
        for the good ship, we should not need coast fortifications, grand
        breakwaters, and artificial harbours, lighthouses, lifeboats, and
        coast-guard organisations. Just as England stands pre-eminent on the
        sea, so in all subsidiary points connected therewith she is fully
        represented. To the lighthouse and its history attention is now
        invited.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Not long since
        many an anxious eye was turned Channelwards from Plymouth Hoe towards
        that group of rocks, on one of which the famous Eddystone Light
        stood—and happily, still stands—for the light that should have
        illumined the stormy waters was apparently quenched. Not till morning
        dawn had nearly come was a re-assuring glimmer noted in the lantern
        of that famed Pharos of our coasts. And there was good reason for
        anxiety, although the immediate occasion was a mere temporary
        derangement of the lighting apparatus: for the report had spread that
        Smeaton’s greatest architectural triumph had collapsed before the
        power of the sea. One trembles to think what that might have meant,
        not merely to its few inhabitants, but to scores of sailors and
        owners. <span class="tei tei-q">“Happily,”</span> said one of our
        leading journals, <span class="tei tei-q">“the Eddystone is still
        safe, despite the terrible effects <span class="tei tei-pb" id=
        "page157">[pg 157]</span><a name="Pg157" id="Pg157" class=
        "tei tei-anchor"></a>of winds and waves, and the serious weakness of
        its own foundations, which was discovered a few years ago. For the
        tower which lights the way of the sailor into Plymouth Sound is,
        after all, not so secure a structure as could be desired. Built of
        solid masonry and with immense skill, by the clever architect from
        Hull who designed and carried out the work, it had yet to trust for
        its foundation to the rock upon which it stood. Should that give way
        the stone-work of the edifice might be strong enough, and yet some
        day fall into hopeless ruin. Strange to say, this very weakness has
        been self-revealed. The rock upon which the lighthouse stands, and
        which, of the twenty-three that comprise the group, is most exposed
        to the action of the sea, has been so violently attacked by what Ovid
        calls the <span class="tei tei-q">‘insane waters’</span> as to have
        become very seriously undermined. Gradually the waves have cut away
        the foundations of the stone, rising now and then against the
        lighthouse, and pressing against the structure with such force as to
        make the building itself serve the turn of a crowbar, and so, little
        by little, creating fissures in the foundations, and gradually
        preparing the way to <span class="tei tei-pb" id="page158">[pg
        158]</span><a name="Pg158" id="Pg158" class="tei tei-anchor"></a>the
        end.”</span> Many attempts have been made to obviate these evils by
        the removal of rock which it was supposed acted as a lever to the
        water, and by other means: but in vain. At length the Board of
        Trinity House finding their efforts futile, determined to erect
        another lighthouse. Meantime, a light-ship has been provided, which,
        in case of accident to Smeaton’s tower, will be moored in the
        neighbourhood. A larger building is now in course of erection on an
        adjacent rock, which affords a more durable foundation and is less
        exposed to the merciless waves. It will be nearly double the height
        of the older structure, which was seventy-two feet high, and is being
        built on a principle of dovetailing, which, it is hoped and believed,
        will secure it against the worst fury of the sea. Think what that
        fury is sometimes, gentle reader! At the Skerryvore Rock they have an
        apparatus for registering the power of the waves per square foot
        surface; once recently it registered <span class=
        "tei tei-hi"><span style="font-style: italic">three
        tons</span></span> to the foot!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The most noted
        lighthouse in the world was undoubtedly the Pharos of Alexandria,
        named from the island on which it stood. The French, Italians, and
        Spaniards to-day use the term almost in its original purity: thus,
        French for lighthouse, <span class="tei tei-hi"><span style=
        "font-style: italic">phare</span></span>; Italian and Spanish,
        <span class="tei tei-hi"><span style=
        "font-style: italic">faro</span></span>. It was commenced by the
        first Ptolemy, and finished about 280 <span class=
        "tei tei-hi"><span style="font-size: 75%">B.C.</span></span>, the
        workmanship, according to all accounts, being superb. This tower of
        white stone was 400 feet high. It is stated by Josephus that the
        light, which was always kept burning on its top at night, was visible
        over forty miles. It is believed to have been destroyed by an
        earthquake, though the date of its destruction is unknown.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Romans were
        the first to erect anything approaching a Pharos, or lighthouse, on
        our coasts. Beacon fires may have been occasionally used before; the
        conquerors made the matter an organised affair. On either side the
        Channel, at Boulogne and Dover, structures of no mean altitude were
        raised for this purpose. That at Boulogne is supposed to have been
        erected by Caligula; all vestiges of it have passed away. It was
        originally called <span class="tei tei-hi"><span style=
        "font-style: italic">Turris Ardens</span></span>, afterwards
        corrupted to the <span class="tei tei-hi"><span style=
        "font-style: italic">Tour d’Ordre</span></span>. From a description
        left by Claude Châtillon, engineer to Henry IV., it appears that it
        was built about a stone’s throw from the edge of the cliff, above and
        overlooking the high tower and the castle. Its form was octagonal,
        with a base 192 feet in circumference. It was built of grey stone
        with thin red bricks between. That at Dover still exists. It occupies
        the highest point of the lofty rock on which the famous castle is
        built. This Pharos was also octagonal in outward form, being square
        within. It is 33 feet in diameter, and formerly about 72 feet high.
        On the summit three holes on the three exterior sides indicate their
        purposes, both for look-out and for exhibiting a light seawards.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Long after, and
        indeed almost down to our days, fire-beacons were far more common on
        exposed parts of our coasts than lighthouses. <span class=
        "tei tei-q">“The first idea of a lighthouse,”</span> said Faraday,
        <span class="tei tei-q">“is the candle in the cottage window, guiding
        the husband across the water or the pathless moor.”</span> Lambarde
        says of the lights shown along the coast that, <span class=
        "tei tei-q">“Before the time of Edward III., they were made of great
        stacks of wood; but about the eleventh yeere of his raigne it was
        ordained that in our shyre (Kent) they should be high standards with
        their pitchpots.”</span> Such were long used.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Lighthouses in
        these days differ greatly in material and mode of construction.
        Stone, brick, cast and wrought iron, and even wood, are used,
        according to the necessities of the case, or the lacks of the special
        locality where they are placed. In the case of some iron <span class=
        "tei tei-pb" id="page159">[pg 159]</span><a name="Pg159" id="Pg159"
        class="tei tei-anchor"></a>lighthouses they are literally screwed
        into the rock or hard ground. Seventy of this class of structures now
        exist in the United States.</p><a name="illo_182.png" id=
        "illo_182.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_182.png" alt="THE TOWER OF CORDOUAN" title=
          "THE TOWER OF CORDOUAN." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE TOWER OF CORDOUAN.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the most
        remarkable early lighthouses is the Tower of Cordouan, situated on a
        ledge of rocks at the mouth of the Garonne, which empties into the
        Bay of Biscay. It was commenced in 1584, and completed in 1610, by
        Louis de Foix.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ledge is about
        3,000 feet long and 1,500 feet broad, and is bare at low water. It is
        surrounded by detached rocks, upon which the sea breaks with terrific
        violence. There is but one place of access, which is a passage 300
        feet wide, where there are no rocks, and which leads to within 600
        feet of the tower. The tower was a circular cone, rising from its
        rocky base to a height of 162 feet. It is now shorter. The apartments
        of the tower are highly ornamented, consisting of four storeys, all
        of different orders of architecture, and adorned with busts and
        statues of Kings of France and heathen gods. The basement, or lower
        storey, appears to have been intended as a store-room; the second
        storey is called the <span class="tei tei-q">“King’s
        apartments;”</span> the third is a chapel; and the fourth consists of
        a dome supported by columns, a kind of lower lantern; above this was
        originally a lantern formed of a stone dome and eight columns. In the
        upper lantern a fire of oak wood was kept burning for about a hundred
        years, when, in 1717, the fire having weakened the stone supports by
        calcining them, the upper lantern was taken down, and the light was
        kept up in the lower lantern. As it did not show well there, an iron
        lantern was erected in 1727 above this, in the place of the old stone
        lantern, and coal was then used for fuel instead of wood.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        history of the Eddystone is largely derived from one of Mr. Samuel
        Smiles’ graphic and learned works.<a id="noteref_52" name=
        "noteref_52" href="#note_52"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">52</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1696, Mr. Henry
        Winstanley (a mercer and country gentleman), of Littlebury, in the
        county of Essex, obtained the necessary powers to erect a lighthouse
        on the Eddystone. That gentleman seems to have possessed a curious
        mechanical genius, which first displayed itself in devising sundry
        practical jokes for the entertainment of his guests. Smeaton tells us
        that in one room there lay an old slipper, which, if a kick was given
        it, immediately raised a ghost from the floor; in another the visitor
        sat down upon a chair, which suddenly threw out two arms and held him
        a fast prisoner; whilst, in the garden, if he sought the shelter of
        an arbour, and sat down upon a particular seat, he was straightway
        set afloat in the middle of the adjoining canal. These tricks must
        have rendered the house at Littlebury a somewhat exciting residence
        for the uninitiated guest. The amateur inventor exercised the same
        genius, to a certain extent, for the entertainment of the inhabitants
        of the metropolis, and at Hyde Park Corner he erected a variety of
        <span class="tei tei-hi"><span style="font-style: italic">jets
        d’eau</span></span>, known by the name of Winstanley’s Waterworks,
        which he exhibited at stated times at a shilling a head.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This whimsicality
        of the man in some measure accounts for the oddity of the wooden
        building erected by him on the Eddystone Rock; and it is matter of
        surprise that it should have stood the severe weather of the English
        Channel for several seasons. The building was begun in the year 1696,
        and finished in four years. It must necessarily have been a work
        attended with great difficulty as well as danger, as operations could
        <span class="tei tei-pb" id="page160">[pg 160]</span><a name="Pg160"
        id="Pg160" class="tei tei-anchor"></a>only be carried on during fine
        weather, when the sea was comparatively smooth. The first summer was
        wholly spent in making twelve holes in the rock, and fastening twelve
        irons in them, by which to hold fast the superstructure. <span class=
        "tei tei-q">“Even in summer,”</span> Winstanley says, <span class=
        "tei tei-q">“the weather would at times prove so bad that for ten or
        fourteen days together the sea would be so raging about these rocks,
        caused by out-winds and the running of the ground seas coming from
        the main ocean, that although the weather should seem and be most
        calm in other places, yet here it would mount and fly more than two
        hundred feet, as has been so found since there was lodgment on the
        place, and therefore all our works were constantly buried at those
        times, and exposed to the mercy of the seas.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The second summer
        was spent in making a solid pillar, twelve feet high and fourteen
        feet in diameter, on which to build the lighthouse. In the third year
        all the upper work was erected to the vane, which was eighty feet
        above the foundation. In the midsummer of that year Winstanley
        ventured to take up his lodging with the workmen in the lighthouse;
        but a storm arose, and eleven days passed before any boats could come
        near them. During that period the sea washed in upon Winstanley and
        his companions, wetting all their clothing and provisions, and
        carrying off many of their materials. By the time the boats could
        land, the party were reduced almost to their last crust; but,
        happily, the building stood, apparently firm. Finally, the light was
        exhibited on the summit of the building, on the 14th of November,
        1698.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The fourth year
        was occupied in strengthening the building round the foundations,
        making all solid nearly to a height of twenty feet, and also in
        raising the upper part of the lighthouse forty feet, to keep it well
        out of the wash of the sea. This timber erection, when finished,
        somewhat resembled a Chinese pagoda, with open galleries and numerous
        fantastic projections. The main gallery, under the light, was so wide
        and open that an old gentleman who remembered both Winstanley and his
        lighthouse, afterwards told Smeaton that it was possible for a
        six-oared boat to be lifted up on a wave and driven clear through the
        open gallery into the sea on the other side. In the perspective print
        of the lighthouse, published by the architect after its erection, he
        complacently represented himself as fishing out of the kitchen
        window!</p><a name="illo_188.png" id="illo_188.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_188.png" alt="WINSTANLEY’S LIGHTHOUSE" title=
          "WINSTANLEY’S LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WINSTANLEY’S LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When Winstanley
        had brought his work to completion, he is said to have expressed
        himself so satisfied as to its strength that he only wished he might
        be there in the fiercest storm that ever blew. In this wish he was
        not disappointed, though the result was the reverse entirely of the
        builder’s anticipations. In November, 1703, Winstanley went off to
        the lighthouse to superintend some repairs which had become
        necessary, and he was still in the place with the light-keepers,
        when, on the night of the 26th, a storm of unparalleled fury burst
        along the coast. As day broke on the morning of the 27th, people on
        shore anxiously looked in the direction of the rock to see if
        Winstanley’s structure had withstood the fury of the gale, but not a
        vestige of it remained. The lighthouse and its builder had been swept
        completely away.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The building had,
        in fact, been deficient in every element of stability, and its form
        was such as to render it peculiarly liable to damage from the
        violence both of wind and water. <span class=
        "tei tei-q">“Nevertheless,”</span> as Smeaton generously observes,
        <span class="tei tei-q">“it was no small degree of heroic merit in
        Winstanley to undertake a piece of work which had before <span class=
        "tei tei-pb" id="page161">[pg 161]</span><a name="Pg161" id="Pg161"
        class="tei tei-anchor"></a>been deemed impracticable, and, by the
        success which attended his endeavours, to show mankind that the
        erection of such a work was not in itself a thing of that
        kind.”</span> He may, indeed, be said to have paved the way for the
        more successful enterprise of Smeaton himself; and its failure was
        not without its influence in inducing that great mechanic to exercise
        the care which he did, in devising a structure that should withstand
        the most violent sea on the south coast. Shortly after Winstanley’s
        lighthouse had been swept away, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Winchelsea</span></span>, a richly laden
        homeward-bound Virginian, was wrecked on the Eddystone Rock, and
        almost every soul on board perished; so that the erection of a
        lighthouse upon the dangerous reef remained as much a necessity as
        ever.</p><a name="illo_188b.png" id="illo_188b.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_188b.png" alt="RUDYERD’S LIGHTHOUSE" title=
          "RUDYERD’S LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RUDYERD’S LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Smiles
        graphically describes the coming architect of the period. He did not,
        however, come from the class of architects or builders, or even of
        mechanics; and as for the class of engineers, it had not even yet
        sprung into existence. The projector of the next lighthouse for the
        Eddystone was again a London mercer, who kept a silk shop on Ludgate
        Hill. John Rudyerd—for such was his name—was, however, a man of
        unquestionable genius, and possessed of much force of character. He
        was the son of a Cornish labourer, whom nobody would employ—his
        character was so bad; and the rest of the family were no better,
        being looked upon in their neighbourhood as <span class=
        "tei tei-q">“a worthless set of ragged <span class="tei tei-pb" id=
        "page162">[pg 162]</span><a name="Pg162" id="Pg162" class=
        "tei tei-anchor"></a>beggars.”</span> John seems to have been the one
        sound chick in the whole brood. He had a naturally clear head and
        honest heart, and succeeded in withstanding the bad example of his
        family. When his brothers went out pilfering, he refused to accompany
        them, and hence they regarded him as sullen and obstinate. They
        ill-used him, and he ran away. Fortunately he succeeded in getting
        into the service of a gentleman at Plymouth, who saw something
        promising in his appearance. The boy conducted himself so well in the
        capacity of a servant, that he was allowed to learn reading, writing,
        and accounts; and he proved so quick and intelligent, that his kind
        master eventually placed him in a situation where his talents could
        have better scope for exercise than in his service, and he succeeded
        in thus laying the foundation of the young man’s success in life.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">We are not
        informed of the steps by which Rudyerd marked his way upward, until
        we find him called from his silk-mercer’s shop to undertake the
        rebuilding of the Eddystone Lighthouse. But it is probable that by
        this time he had become well known for his mechanical skill in
        design, if not in construction, as well as for his thoroughly
        practical and reliable character as a man of business; and that for
        these reasons, amongst others, he was selected to conduct this
        difficult and responsible undertaking.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After the lapse of
        about three years from the destruction of Winstanley’s fabric, the
        Brothers of the Trinity, in 1706, obtained an Act of Parliament
        enabling them to rebuild the lighthouse, with power to grant a lease
        to the undertaker. It was taken by one Captain Lovet for a period of
        ninety-nine years, and he it was that found out and employed Rudyerd.
        His design of the new structure was simple but masterly. He selected
        the form that offered the least possible resistance to the force of
        the winds and the waves, avoiding the open galleries and projections
        of his predecessor. Instead of a polygon he chose a cone for the
        outline of his building, and he carried up the elevation in that
        form. In the practical execution of the work he was assisted by two
        shipwrights from the king’s yard at Woolwich, who worked with him
        during the whole time he was occupied in the erection.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The main defect of
        the lighthouse consisted of the faultiness of the material of which
        it was built; for, like Winstanley’s, it was of wood. The means
        employed to fix the work to its foundation proved quite efficient;
        dove-tailed holes were cut out of the rock, into which strong iron
        bolts or branches were keyed, and the interstices were afterwards
        filled with molten pewter. To these branches were firmly fixed a
        crown of squared oak balks, across these a set of shorter balks, and
        so on till a basement of solid wood was raised, the whole being
        firmly fitted and tied together with tre-nails and screw-bolts. At
        the same time, to increase the weight and vertical pressure of the
        building, and thereby present a greater resistance to any disturbing
        forces, Rudyerd introduced numerous courses of Cornish moorstone, as
        well jointed as possible, and cramped with iron. It is not necessary
        to follow the details of the construction further than to state that
        outside the solid timber and stone courses strong upright timbers
        were fixed, and carried up as the work proceeded, binding the whole
        firmly together. Within these upright timbers the rooms of the
        lighthouse were formed, the floor of the lowest—the store-room—being
        situated twenty-seven feet above the highest side of the rock. The
        upper part of the building comprehended four rooms, one above
        another, chiefly formed by the upright outside timbers, scarfed—that
        is, the ends overlapping, and firmly fastened together. The whole
        building was, indeed, an <span class="tei tei-pb" id="page163">[pg
        163]</span><a name="Pg163" id="Pg163" class=
        "tei tei-anchor"></a>admirable piece of ship-carpentry, excepting
        only the moorstone, which was merely introduced, as it were, by way
        of ballast. The outer timbers were tightly caulked with oakum, like a
        ship, and the whole was payed over with pitch. Upon the roof of the
        main column Rudyerd fixed his lantern, which was lit by candles,
        seventy feet above the highest side of the foundation, which was of a
        sloping form. From its lowest side to the summit of the ball fixed on
        the top of the building was ninety-two feet, the timber column
        resting on a base of twenty-three feet four inches. <span class=
        "tei tei-q">“The whole building,”</span> says Smeaton, <span class=
        "tei tei-q">“consisted of a simple figure, being an elegant frustum
        of a cone, unbroken by any projecting ornaments, or anything whereon
        the violence of the storm could lay hold.”</span> The structure was
        completely finished in 1709, though the light was exhibited in the
        lantern as early as the 28th of July, 1706.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">That the building
        erected by Rudyerd was, on the whole, well adapted for the purpose
        for which it was intended, was proved by the fact that it served as a
        lighthouse for ships navigating the English Channel for nearly fifty
        years. The lighthouse was at first attended by only two men. It
        happened, however, that one of the keepers was taken ill and died,
        and only one man remained to do the work. He signalled for
        assistance, but the weather prevented any boat from reaching the rock
        for nearly a month. What, then, was the surviving man to do with the
        dead body of his comrade? The thought struck him that if he threw it
        into the sea, he might be charged with murder. He determined,
        therefore, to keep the corpse in the lighthouse until a boat should
        come off from the shore. At last a boat came off, but the weather was
        still so rough that a landing was only effected with the greatest
        difficulty. By this time the effluvia from the corpse was
        overpowering; it filled the apartments of the lighthouse, and the men
        were compelled to dispose of the body by throwing it into the sea. In
        future three men were always employed.</p><a name="illo_186.jpg" id=
        "illo_186.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_186.jpg" alt=
          "DESTRUCTION OF RUDYERD’S LIGHTHOUSE" title=
          "DESTRUCTION OF RUDYERD’S LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            DESTRUCTION OF RUDYERD’S LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The chief defect
        of Rudyerd’s building consisted of the material of which it was
        constructed; the necessary lights and heat proceeding from them made
        it a very dangerous structure. <span class="tei tei-q">“The immediate
        cause of the accident by which the lighthouse was destroyed was never
        ascertained. All that became known was, that about two o’clock in the
        morning of the 2nd December, 1755, the light-keeper on duty, going
        into the lantern to snuff the candles, found it full of smoke. The
        lighthouse was on fire! In a few minutes the wooden fabric was in a
        blaze. Water could not be brought up the tower by the men in
        sufficient quantities to be thrown with any effect upon the flames
        raging above their heads; the molten lead fell down upon the
        light-keepers, into their very mouths,<a id="noteref_53" name=
        "noteref_53" href="#note_53"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">53</span></span></a> and they
        fled from room to room, the fire following them down towards the sea.
        From Cawsand and Rame Head the unusual glare of light proceeding from
        the Eddystone was seen in the early morning, and fishing-boats, with
        men, went off to the rock, though a fresh east wind was blowing. By
        the time they reached it, the light-keepers had not only been driven
        from all the rooms, but, to protect themselves from the molten lead
        and red-hot bolts and falling timbers, they had been compelled to
        take shelter under a ledge of the rock on its eastern side, and after
        considerable delay the poor fellows were <span class="tei tei-pb" id=
        "page164">[pg 164]</span><a name="Pg164" id="Pg164" class=
        "tei tei-anchor"></a>taken off, more dead than alive. And thus was
        Rudyerd’s lighthouse also completely destroyed.”</span> The Eddystone
        rocks being in such an exposed place, right in the way of so much
        shipping, it was resolved at once to rebuild the lighthouse.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Previous to the
        date of the destruction of Rudyerd’s timber building, Captain Lovet,
        the former lessee of the lighthouse, had died, and his interest in it
        had been acquired by Mr. Robert Weston and two others. Weston
        immediately applied to the Earl of Macclesfield, President of the
        Royal Society, who strongly recommended John Smeaton, then away in
        the north. Weston immediately wrote to him, but Smeaton, thinking
        apparently that it only referred to some repairs required in the
        building, declined to come up, unless there was to be some degree of
        permanency in his engagement. The answer he received was to the
        effect that the building was no more; that it must be rebuilt; and
        concluded with the words, <span class="tei tei-q">“thou art the man
        to do it.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The life of
        Smeaton is one of the most interesting to be found among <span class=
        "tei tei-q">“The Lives of the Engineers.”</span> He was born near
        Leeds, on the 8th of June, 1724, his father being a respectable
        attorney, and he received an excellent education. <span class=
        "tei tei-q">“Young Smeaton,”</span> says Mr. Smiles, <span class=
        "tei tei-q">“was not much given to boyish sports, early displaying a
        thoughtfulness beyond his years. Most children are naturally fond of
        building up miniature fabrics, and perhaps still more so of pulling
        them down. But the little Smeaton seemed to have a more than ordinary
        love of contrivance, and that mainly for its own sake. He was never
        so happy as when put in possession of any cutting tool, by which he
        could make his little imitations of houses, pumps, and windmills.
        Even whilst a boy in petticoats, he was continually drawing circles
        and squares, and the only playthings in which he seemed to take any
        real pleasure were his models of things that would <span class=
        "tei tei-q">‘work.’</span> When any carpenters or masons were
        employed in the neighbourhood of his father’s house, the inquisitive
        boy was sure to be among them, watching the men, observing how they
        handled their tools, and frequently asking them questions. His
        life-long friend, Mr. Holmes, who knew him in his youth, has related,
        that having one day observed some millwrights at work, shortly after,
        to the great alarm of his family, he was seen fixing something like a
        windmill on the top of his father’s barn. On another occasion, when
        watching some workmen fixing a pump in the village, he was so lucky
        as to procure from them a piece of bored pipe, which he succeeded in
        fashioning into a working pump that actually raised water. His odd
        cleverness, however, does not seem to have been appreciated; and it
        is told of him that amongst other boys he was known as <span class=
        "tei tei-q">‘Fooly Smeaton,’</span> for though forward enough in
        putting questions to the workpeople, amongst boys of his own age he
        was remarkably shy, and, as they thought, stupid.”</span> He made
        great progress at the Leeds Grammar School in geometry and
        arithmetic, still carrying on his mechanical studies at home. It
        happened one day that some mechanics came into the neighbourhood to
        erect a <span class="tei tei-q">“fire-engine,”</span> as the
        steam-engine was then called, for pumping water from the Garforth
        coal mines. Smeaton watched their operations, and thereupon commenced
        the erection of a miniature engine at home, provided with pumps and
        other apparatus, which he succeeded in getting to work before the
        colliery engine was ready. He immediately set it to work on one of
        his father’s fish-ponds, which he succeeded in pumping completely
        dry, killing all the fish, much to his father’s annoyance. By the
        time he had arrived at his fifteenth year, he had contrived to make a
        turning-lathe, on <span class="tei tei-pb" id="page165">[pg
        165]</span><a name="Pg165" id="Pg165" class=
        "tei tei-anchor"></a>which he turned wood and ivory, making little
        presents of boxes and other articles for his friends. His father had
        destined young Smeaton for the law, but at last consented to his
        son’s wish to become a mathematical instrument maker. The son came to
        London, and was soon enabled to earn enough for his own maintenance.
        He did not, however, live a mere workman’s life, but frequented the
        society of educated men, and was a regular attendant at the meetings
        of the Royal Society. We find him at the age of twenty-six reading
        papers before that most learned society. He had already attempted
        improvements in the mariner’s compass; had invented a machine for
        measuring the amount of <span class="tei tei-q">“way”</span> on a
        ship at sea; and designed improvements in the air-pump, in ships’
        tackle, and in water and wind-mills. He had already acquired an
        honourable reputation as a scientific engineer when the question of
        rebuilding the Eddystone Lighthouse arose.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This afforded
        Smeaton a grand opening for advancement, and as soon as some
        preliminaries were arranged, he came to town, where he studied the
        subject in its entirety. He soon came to the conclusion that stone
        was the only material to employ in the construction of a lighthouse,
        contrary to the opinion of the Brethren of the Trinity House, who had
        faith in wood, and that only. He also devised a system of
        dovetailing, then scarcely known in masonry, though common enough in
        carpentry. All these investigations were made before Smeaton had even
        paid a visit to the exposed site on which the lighthouse was to be
        built. It was not till March, 1756, that he set out from London to
        Plymouth, a journey which occupied him six days, on account of the
        badness of the roads. At Plymouth he met Josias Jessop, to whom he
        had been referred for information as to the previous lighthouse.
        Jessop was then a foreman of shipwrights in the dockyard, and a
        first-class draughtsman, full of ingenuity and mechanical knowledge.
        Smeaton was very anxious to go out to the rocks at once; but the sea
        was so heavy that no opportunity occurred till the 2nd of April, when
        they were able to reach them. The sea was breaking over the
        landing-place with such violence that there was no possibility of
        landing. All that the enthusiastic engineer could do was to view the
        cone of bare rock—the mere crest of the mountain whose base was laid
        so far in the sea-deeps beneath. Three days later another voyage was
        made, and he was enabled to land on the site of his future triumph.
        He stayed there more than two hours, when he was compelled by the
        roughness of the sea to leave the rock. Several subsequent trials
        were unsuccessful. On the 22nd of the same month, after a lapse of
        seventeen days, Smeaton was able to effect his second landing at low
        water. After a further inspection, the party retreated to their
        sloop, which lay off until the tide had fallen, when Smeaton again
        landed, and the night being perfectly still, he says, <span class=
        "tei tei-q">“I went on with my business till nine in the evening,
        having worked an hour by candlelight.”</span> The following day he
        again landed, and pursued his operations until interrupted by the
        ground-swell, which sent the surf and waves high upon the reef, and
        the wind rising, the sloop was forced to put for Plymouth. This is,
        as we shall see, but a sample of the difficulties attending the
        actual construction of the tower. Lord Ellesmere said of him that
        <span class="tei tei-q">“bloody battles had been won, and campaigns
        conducted to a successful issue, with less of personal exposure to
        physical danger on the part of the commander-in-chief, than was
        constantly encountered by Smeaton during the greater part of those
        years in which the lighthouse was in course of erection. In all works
        of <span class="tei tei-pb" id="page166">[pg 166]</span><a name=
        "Pg166" id="Pg166" class="tei tei-anchor"></a>danger he himself led
        the way—was the first to spring upon the rock and the last to leave
        it; and by his own example he inspired with courage the humble
        workmen engaged in carrying out his plans; who, like himself, were
        unaccustomed to the special terrors of the scene.”</span><a id=
        "noteref_54" name="noteref_54" href="#note_54"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">54</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On his return to
        town, after several other visits, when he arranged for the formation
        of a better landing-place, he made his report to the proprietors, and
        was fully authorised to proceed with the design. He accordingly
        proceeded to make a careful model of the lighthouse as he intended it
        to be built. This having been approved by the proprietors and by the
        Lords of the Admiralty, the engineer set out for Plymouth, arranging
        at Dorchester, on his way, for a supply of Portland stone, of which
        it was finally determined that the lighthouse should be mainly
        constructed. Artificers and foremen were engaged; vessels provided
        for the transport of men and material, and Mr. Jessop was appointed
        general assistant, or as it is now termed, Resident Engineer. Mr.
        Smeaton fixed the centre, and laid down the lines on the afternoon of
        the 3rd of August, 1756, and from that time the work proceeded,
        though with many interruptions from bad weather and heavy seas. At
        best, six hours’ work was all that could be performed at one time,
        and when it was possible the men worked by torchlight. One principal
        object of the first season was to get the dovetail recesses cut out
        of the rock for the reception of the foundation-stones. The
        <span class="tei tei-name"><span style=
        "font-style: italic">Neptune</span></span> buss was employed as a
        store-ship, and rode at anchor a convenient distance from the rock in
        about twenty fathoms of water. For many days the men could not land
        from her, and even had they been able to do so, must have been washed
        off the rock, unless lashed to it. At such times the provisions ran
        short, no boat being able to come off from Plymouth. Towards the end
        of October, the yawl riding at the stern of the buss broke loose by
        stress of weather and was lost. Smeaton was very anxious to finish
        the boring of the foundation-holes during that season, and the men
        still persevered when the weather gave the slightest chance, although
        sometimes only able to labour two hours out of the twenty-four.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the completion
        of the work at the end of November, the party prepared to return to
        the yard on shore. The voyage proved most dangerous. Not being able,
        in consequence of the gale that was blowing, to make Plymouth
        Harbour, the <span class="tei tei-name"><span style=
        "font-style: italic">Neptune</span></span> was steered for Fowey, on
        the coast of Cornwall. The wind rose higher and higher, until it blew
        quite a storm; and in the night, Mr. Smeaton, hearing a sudden alarm
        and clamour amongst the crew overhead, ran upon deck in his shirt to
        ascertain the cause. It was raining hard, and quite a hurricane was
        raging. <span class="tei tei-q">“It being dark,”</span> he says,
        <span class="tei tei-q">“the first thing I saw was the horrible
        appearance of breakers almost surrounding us; John Bowden, one of the
        seamen, crying out, <span class="tei tei-q">‘For God’s sake, heave
        hard at that rope if you mean to save your lives!’</span> I
        immediately laid hold of the rope at which he himself was hauling as
        well as the other seamen, though he was also managing the helm. I not
        only hauled with all my strength, but called to and encouraged the
        workmen to do the same thing.”</span> Their sails were carried away
        or torn to ribbons, while the sea could be heard beating on the
        rocks, though nothing of the coast could be seen. Fortunately the
        vessel obeyed her helm, and they put to sea again. At daybreak they
        found themselves out of sight of land, and <span class="tei tei-pb"
        id="page167">[pg 167]</span><a name="Pg167" id="Pg167" class=
        "tei tei-anchor"></a>driving for the Bay of Biscay. Wearing ship,
        they stood once more for the coast, and before night sighted the
        Land’s End. Finally, after having been blown to sea for four days,
        they came to anchor in Plymouth Sound, much to their own joy and that
        of their friends.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Winter was very
        fully occupied in dressing stones at the yards ashore for next
        season’s work. Mr. Smeaton himself laid all the lines on the workshop
        floor in chalk, in order to insure the greatest possible accuracy in
        fitting. Nearly 450 tons of stone were thus dressed by the time the
        weather was sufficiently favourable to continue operations on the
        rock. During one of his visits to the quarries, a severe storm of
        thunder and lightning occurred, by which the spire of Lostwithiel
        Church was shattered, and this turned his attention to the necessity
        of protecting his lighthouse in some way from the similar danger to
        which it would be exposed. Franklin had just before published his
        mode of protecting tall buildings by conductors, and Smeaton decided
        to adopt his plan. The work of building fairly commenced in the
        summer of 1757, the first stone, of two and a quarter tons weight,
        being in its place on the morning of Sunday, the 12th of June. By the
        evening of the following day the first course of four stones was
        laid, these being all required from the sloping nature of the
        Eddystone Rock. The actual diameter of the tower itself kept
        increasing until it reached the upper level of the rock. Thus the
        second course consisted of thirteen pieces, the third of twenty-five,
        and so on. The workmen were sometimes interrupted by ground-swells
        and heavy seas, which kept them off the rock for days together, but,
        at length, on the sixth course being laid, it was found that the
        building had been raised above the average wash of the sea, and
        thenceforward the progress of the work was much more rapid. The
        stones, when brought off from the vessels, were all landed in their
        proper order, and everything was done to facilitate the rapid
        progress of the work. Smeaton superintended the construction of
        nearly the whole building, and was ever foremost in the post of
        danger. Whilst working at the rock on one occasion, an accident
        occurred which might well have proved more serious in its results.
        <span class="tei tei-q">“The men were about to lay the centre stone
        of the seventh course, on the evening of the 11th of August, when Mr.
        Smeaton was enjoying the limited promenade afforded by the level
        platform of stone which had, with so much difficulty, been raised;
        but, making a false step into one of the cavities made for the
        joggles, and being unable to recover his balance, he fell from the
        brink of the work down among the rocks on the west side. The tide
        being low at the time, he speedily got upon his feet, and at first
        supposed himself little hurt, but shortly after he found that one of
        his thumbs had been put out of joint. He reflected that he was
        fourteen miles from land, far from a surgeon, and that uncertain
        winds and waves lay between. He therefore determined to reduce the
        dislocation at once; and, laying fast hold of the thumb with his
        other hand, and giving it a violent pull, it snapped into its place
        again, after which he proceeded to fix the centre stone of the
        building.”</span> The work now proceeded steadily, occasional damage
        being done by the heavy seas washing over the stones, tools, and
        materials.</p><a name="illo_195.jpg" id="illo_195.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_195.jpg" alt="THE EDDYSTONE LIGHTHOUSE"
          title="THE EDDYSTONE LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE EDDYSTONE LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        winter was very tempestuous, and the floating light-ship, stationed
        about two miles from the rock, was driven from its moorings, though
        it eventually reached harbour in safety. It was the 12th of May
        before Smeaton, anxious to see how his tower <span class="tei tei-pb"
        id="page169">[pg 169]</span><a name="Pg169" id="Pg169" class=
        "tei tei-anchor"></a>had stood the winter storms, could land on the
        rock. He was delighted to find that the entire work remained intact,
        as he had left it. At the end of this season, the twenty-ninth course
        of stones had been laid, and the apartments of the lighthouse-keepers
        commenced. While living at Plymouth, Smeaton used to come out upon
        the Hoe<a id="noteref_55" name="noteref_55" href=
        "#note_55"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">55</span></span></a> with his
        telescope and, from the spot where the Spanish Armada was first
        descried making for the English coast, peer out towards the rocks on
        one of which his lighthouse stood. <span class="tei tei-q">“There
        were still many who persisted in asserting that no building erected
        of stone could possibly stand upon the Eddystone; and again and again
        the engineer, in the dim grey of the morning, would come out and peer
        through his telescope at his deep-sea lamp-post. Sometimes he had to
        wait long, until he could see a tall white pillar of spray shoot up
        into the air. Thank God! it was still safe. Then, as the light grew,
        he could discern his building, temporary house and all, standing firm
        amidst the waters; and, thus far satisfied, he could proceed to his
        workshops, his mind relieved for the day.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The winter
        following the third season was spent by Smeaton in London, where he
        made the designs for the cast and wrought iron and copper works of
        the lantern, the glass, and rails of the balcony, which were carried
        out under his own eye. The ensuing season proved so stormy that it
        was the 5th of July before a landing could again be made on the rock,
        but from this point the work proceeded with such rapidity that in
        thirteen days two entire rooms were erected, and by the 17th of
        August the last pieces of the corona were set, and the forty-sixth
        and last course of masonry laid, bringing the tower to its specified
        height of seventy feet. <span class="tei tei-q">“The last mason’s
        work done was the cutting out of the words <span class=
        "tei tei-q">‘<span class="tei tei-hi"><span style=
        "font-style: italic">Laus Deo</span></span>’</span> upon the last
        stone set over the door of the lantern. Round the upper store-room
        upon the course under the ceiling, had been cut, at an earlier
        period, <span class="tei tei-q">‘Except the Lord build the house,
        they labour in vain that build it.’</span> The iron-work of the
        balcony and the lantern were next erected, and, over all, the gilt
        ball, the screws of which Smeaton fixed with his own hands,
        <span class="tei tei-q">‘that in case,’</span> he says, <span class=
        "tei tei-q">‘any of them had not held quite tight and firm, the
        circumstance might not have been slipped over without my
        knowledge.’</span> Moreover, this piece of work was dangerous as well
        as delicate, being performed at a height of some hundred and twenty
        feet above the sea. Smeaton fixed the screws while standing on four
        boards nailed together, resting on the cupola; his assistant, Roger
        Cornthwaite, placing himself on the opposite side, so as to balance
        his weight whilst he proceeded with the operation. Smeaton worked
        with the men in fitting the lantern and interior arrangements. The
        light was first exhibited on the night of the 16th of October, 1759.
        About three years after its completion, one of the most terrible
        storms ever known raged for days along the south-west coast; and
        though incalculable ruin was inflicted upon harbours and shipping by
        the hurricane, all the damage done to the lighthouse was repaired by
        a little gallipot of putty.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Whatever may be
        the truth regarding the foundations of the Eddystone, the old
        lighthouse has done good work for considerably over a century.
        Sometimes when the sea rolls in with more than usual fury the
        lighthouse is enveloped in spray, and when struck by a strong wave,
        the central portion shoots up the perpendicular shaft and leaps quite
        over <span class="tei tei-pb" id="page170">[pg 170]</span><a name=
        "Pg170" id="Pg170" class="tei tei-anchor"></a>the lantern, but soon
        its brilliant light shines forth again, a warning and a guide to the
        mariner. When a wave hurls itself upon the lighthouse, the report of
        the shock is like a cannon, and a tremor passes through the building.
        At first the lighthouse-keepers were afraid for their lives. The year
        after the completion of the tower, a terrible storm raged, the sea
        dashing over the lighthouse so that those inside dare not open the
        lantern door, nor any other, for even an instant. A man who visited
        the rock after some similar storm wrote to Mr. Jessop, <span class=
        "tei tei-q">“The house did shake as if a man had been up in a great
        tree. The old men were almost frightened out of their lives, wishing
        they had never seen the place, and cursing those that first persuaded
        them to go there. The fear seized them in the back, but rubbing them
        with oil of turpentine gave them relief.”</span> The men, however,
        soon became used to the life; and Smeaton mentions the case of one of
        them who was even accustomed to give up to his companions his turn
        for going on shore.</p><a name="illo_197.png" id="illo_197.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_197.png" alt="PORTRAIT OF SMEATON" title=
          "PORTRAIT OF SMEATON." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            PORTRAIT OF SMEATON.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Many a heart,”</span> says Mr. Smiles, <span class=
        "tei tei-q">“has leapt with gladness at the cry of <span class=
        "tei tei-q">‘The Eddystone in sight!’</span> sung out from the
        maintop. Homeward-bound ships, from far-off ports, no longer avoid
        the dreaded rock, but eagerly run for its light as the harbinger of
        safety. It might even seem as if Providence had placed the reef so
        far out at sea as the foundation for a beacon such as this, leaving
        it to man’s skill and labour to finish His work. On entering the
        English Channel from the west and the south, the cautious navigator
        feels <span class="tei tei-pb" id="page171">[pg 171]</span><a name=
        "Pg171" id="Pg171" class="tei tei-anchor"></a>his way by early
        soundings on the great bank which extends from the Channel into the
        Atlantic, and these are repeated at fixed intervals until land is in
        sight. Every fathom nearer shore increases a ship’s risks, especially
        on dark nights. The men are on the look-out, peering anxiously into
        the dark, straining the eye to catch the glimmer of a light, and when
        it is known that <span class="tei tei-q">‘the Eddystone is in
        sight!’</span> a thrill runs through the ship, which can only be
        appreciated by those who have felt or witnessed it after long months
        of weary voyaging.</span></p><a name="illo_198.jpg" id="illo_198.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_198.jpg" alt=
          "INTERIOR OF THE LIGHT-CHAMBER OF THE EDDYSTONE" title=
          "INTERIOR OF THE LIGHT-CHAMBER OF THE EDDYSTONE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            INTERIOR OF THE LIGHT-CHAMBER OF THE EDDYSTONE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“By means of similar lights, of different arrangements
        and of various colours, fixed and revolving, erected upon rocks,
        islands, and headlands, the British Channel is now lit up along its
        whole extent, and is as safe to navigate in the darkest night as in
        the brightest <span class="tei tei-pb" id="page172">[pg
        172]</span><a name="Pg172" id="Pg172" class=
        "tei tei-anchor"></a>sunshine. The chief danger is from fogs which
        alike hide the lights by night and the land by day. Some of the
        homeward-bound ships entering the Channel from North American ports
        first make the St. Agnes Light, on the Scilly Isles, revolving once a
        minute, at a height of 138 feet above high water. But most Atlantic
        ships keep further south in consequence of the nature of the
        soundings about the Scilly Isles; and hence they oftener make the
        Lizard Lights first, which are visible about twenty miles
        off.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“From this point the coast retires, and in the bend lie
        Falmouth (with a revolving light on St. Anthony’s Point), Fowey, the
        Looes, and Plymouth Sound and Harbour; the coast line again trending
        southward until it juts out into the sea, in the bold craggy bluffs
        of Bolt Head and Start Point, on the last of which is another house
        with two lights—one, revolving, for the Channel, and another, fixed,
        to direct vessels inshore clear of the Skerries Shoal. But between
        the Lizard and Start Point, which form the two extremities of this
        bend in the land of Cornwall and Devonshire, there lies the Eddystone
        Rock and Lighthouse, standing fourteen miles out from the shore,
        almost directly in front of Plymouth Sound and in the line of
        coasting vessels steaming or beating up Channel.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On the south are seen the three Croquet Lights on the
        Jersey side; and on the north the two fixed lights on Portland Bill.
        The west is St. Catherine’s, a brilliant fixed light on the extreme
        south point of the Isle of Wight. Next are the lights exhibited on
        the Nab, and then the single fixed light exhibited on the Ower
        vessel. Beachy Head, on the same line, exhibits a powerful revolving
        light 285 feet above high water, its interval of greatest brilliancy
        occurring every two minutes. Then comes Dungeness, exhibiting a fixed
        red light of great power, situated at the extremity of the low point
        of Dungeness beach. Next are seen Folkestone, and then Dover Harbour
        Lights, whilst on the south are the flash light, recently stationed
        on the Verne Bank; and further up Channel, on the French coast, is
        seen the brilliant revolving light on Cape Grisnez. The Channel is
        passed with the two South Foreland Lights, one higher than the other,
        on the left; and the Downs are entered with the South Sandhead
        floating light on the right; and when the Gull and the North Sandhead
        floating lights have been passed on the one hand, and North Foreland
        on the other, then the Tongue, the Prince’s Channel, and the Girdler
        are passed.”</span> The Nore Light passed, the navigation of the
        Thames commences.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap11" id="chap11" class="tei tei-anchor"></a> <a name=
        "toc25" id="toc25"></a> <a name="pdf26" id="pdf26"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XI.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The
        Lighthouse</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Bell Rock—The good Abbot of Arberbrothok—Ralph
        the Rover—Rennie’s grand Lighthouse—Perils of the Work—Thirty-two Men
        apparently doomed to Destruction—A New Form of Outward
        Construction—Its successful Completion—The Skerryvore Lighthouse and
        Alan Stevenson—Novel Barracks on the Rock—Swept Away in a Storm—The
        Unshapely Seal and Unfortunate Cod—Half-starved Workmen—Out of
        Tobacco—Difficulties of Landing the Stones—Visit of M. de Quatrefages
        to Héhaux—Description of the Lighthouse Exterior—How it
        Rocks—Practice</span> <span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">versus</span></span>
          <span style="font-size: 90%">Theory—The Interior—A Parisian
          Apartment at Sea.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Some eleven miles
        eastward from the mainland of Scotland, near the entrances to the
        Firths of Forth and Tay, lies an extensive ledge of very dangerous
        rocks, nearly two miles in length. This sunken reef was a source of
        much peril to the unfortunate sailors <span class="tei tei-pb" id=
        "page173">[pg 173]</span><a name="Pg173" id="Pg173" class=
        "tei tei-anchor"></a>driven too near its nearly hidden dangers, and
        early in the fourteenth century the Abbot of Arbroath, or
        Arberbrothok, caused a bell to be placed upon the principal rock, so
        that—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“When the Rock
            was hid by the surge’s swell,</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            The mariners heard the warning bell;
          </div>

          <div class="tei tei-l" style="text-align: left">
            And then they knew the perilous Rock,
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">And blessed the
            Abbot of Arberbrothok.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Southey has, in
        his ballad of <span class="tei tei-q">“The Inchcape Rock,”</span>
        immortalised the tradition<a id="noteref_56" name="noteref_56" href=
        "#note_56"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">56</span></span></a> that a
        notorious pirate cut the bell from the rock—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Down sank the
            bell with a gurgling sound,</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            The bubbles arose and burst around;
          </div>

          <div class="tei tei-l" style="text-align: left">
            Quoth Sir Ralph, ‘The next who comes to the Rock,
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">Won’t bless the
            Abbot of <a name="corr173" id="corr173" class="tei tei-anchor"
            style="text-align: left"></a><span class="tei tei-corr" style=
            "text-align: left">Arberbrothok.</span>’”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And so the rover
        sailed away, and grew rich with plundered store, till at length he
        thought of Scotland once again, and turned his vessel’s head for
        home. He approached her coasts in haze and fog, and knew he could not
        be far from the rocky shore.</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“They hear no
            sound, the swell is strong;</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            Though the wind hath fallen they drift along,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Till the vessel strikes with a shivering shock,—
          </div>

          <div class="tei tei-l" style="text-align: left">
            ‘Oh, Christ! it is the Inchcape Rock!’
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Sir Ralph the
            Rover tore his hair;</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            He curst himself in his despair;
          </div>

          <div class="tei tei-l" style="text-align: left">
            The waves rush in on every side,
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">The ship is
            sinking beneath the tide.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Nothing was done
        to replace the bell or set a beacon on the reef until the beginning
        of the present century, when, after many plans had been discussed,
        John Rennie was ordered by the Board of Commissioners to examine the
        site and report on the subject generally. He recommended a
        substantial stone lighthouse, similar to that on the Eddystone.
        Although the Inchcape Rock was not so long uncovered by the tide as
        the former, after a few courses had been laid, there would be no
        greater delay in completing the building. The Commissioners obtained
        from Parliament the requisite powers in 1806; Rennie was appointed
        engineer, with Robert Stevenson as assistant engineer.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The whole of the
        year 1807 was occupied in constructing the necessary vessels for
        conveying the stones, and in erecting suitable machinery and building
        shops at Arbroath, which was fixed upon as the most convenient point
        on the coast for carrying on the land operations. Some progress was
        made on the rock itself, where a smith’s forge was erected and a
        temporary beacon raised, while a floating light, fitted up on an old
        fishing-boat, was anchored near the reef until the lighthouse could
        be completed. During the short <span class="tei tei-pb" id=
        "page174">[pg 174]</span><a name="Pg174" id="Pg174" class=
        "tei tei-anchor"></a>period in which the rocks were uncovered or
        unexposed to the fury of the waves, some progress was made with the
        excavations for the foundations. The dangerous nature of the
        employment may be illustrated by the following brief account of an
        accident which happened to the workmen on the 2nd of September,
        before the excavation for the first course of stones had been
        completed. An additional number of masons had that morning come off
        from Arbroath in the tender named the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Smeaton</span></span>, in honour of the engineer
        of the Eddystone, and had landed them safely on the rock. The vessel
        rode off at some distance. The wind rising, the men began to be
        uneasy as to the security of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Smeaton’s</span></span> cables, and a party went
        off in a boat to examine whether she was secure, but before they
        could reach the vessel’s side they found she had already gone adrift,
        leaving the greater part of the men upon the reef in the face of a
        rising tide.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">By the time the
        <span class="tei tei-name"><span style=
        "font-style: italic">Smeaton’s</span></span> crew had got her
        mainsail set, and made a tack towards their companions, she had
        drifted about three miles to leeward, with both wind and tide against
        her, and it was clear that she could not possibly make the rock until
        long after it had been completely covered. There were thirty-two men
        in all on the rock, provided with but two boats, capable of carrying
        only twenty-four persons in fine weather. Mr. Stevenson seems to have
        behaved with great coolness and presence of mind; though he
        afterwards confessed that of the two feelings of hope and despair the
        latter largely predominated. Fully persuaded of the perils of the
        situation, he kept his fears to himself, and allowed the men to
        continue their occupations of boring and excavating.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“After working for about three hours, the water began to
        rise along the lower parts of the foundations, and the men were
        compelled to desist. The forge-fire became extinguished; the smith
        ceased from hammering at the anvil, and the masons from hewing and
        boring; and when they took up their tools to depart, and looked
        around, their vessel was not to be seen, and the third of their boats
        had gone after the <span class="tei tei-name"><span style=
        "font-style: italic">Smeaton</span></span>, which was drifting away
        in the distance! Not a word was uttered, but the danger of their
        position was comprehended by all. They looked towards their master in
        silence; but the anxiety which had been growing in his mind for some
        time had now become so intense that he was speechless. When he
        attempted to speak, he was so parched that his tongue refused
        utterance. Turning to one of the pools on the rock, he lapped a
        little water, which gave him relief, though it was salt; but what was
        his happiness when, on raising his head, some one called out,
        <span class="tei tei-q">‘A boat! a boat!’</span> and sure enough a
        large boat was seen through the surge making for them. She proved to
        be the Bell Rock pilot-boat, which had come off from Arbroath with
        letters, and her timely arrival doubtless saved the lives of the
        greater part of the workmen. They were all taken off and landed in
        safety, though completely drenched and exhausted.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Rennie,
        accompanied by one of his sons, visited the rock on the 5th of
        October, 1807, the day before the works were suspended for the
        winter. They came off from Arbroath, and stayed on board the
        lighthouse-yacht all night, where Stevenson met him, and has recorded
        the delightful conversations held on general and professional
        matters. On the following morning Rennie landed, amidst great
        <span class="tei tei-hi"><span style=
        "font-style: italic">éclat</span></span> and a display of all the
        available colours, to inspect the progress made. The whole party,
        workmen and all, returned to shore for the season that
        day.</p><span class="tei tei-pb" id="page175">[pg 175]</span><a name=
        "Pg175" id="Pg175" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The preparation of
        the stone blocks occupied next winter, and by the spring large
        numbers were ready and were floated off. In May, 1808, the
        excavations on the rock were continued, and on the 10th of July the
        first stone was laid with considerable ceremony. By the last week of
        November three courses of masonry had been laid. By the end of 1809
        the tower had been built to a height of thirty feet, and was almost
        secure from the fury of the waves. <span class="tei tei-q">“In his
        report to the commissioners he stated that he found that the form of
        slope which he had adopted for the base of the tower, as well as the
        curve of the building, fully answered his expectations—that they
        presented comparatively small obstructions to the roll of the waves,
        which played round the column with ease.”</span> The curve of this
        tower at the base is much greater than that of the Eddystone. The
        Bell Rock Lighthouse was completed by the end of 1810, and the light
        was regularly exhibited after the 1st of February, 1811. Counting to
        the top of the lantern, it is 127 feet high. It may here be remarked
        that in many works the credit of designing and building this
        lighthouse has been given to Robert Stevenson, the resident engineer.
        Rennie, however, has the only rightful claim to be so considered; he
        acted throughout as chief engineer, furnished the design down to the
        pettiest details, settled the kind of stone and other materials to be
        used, down even to the mortar and mode of mixing it.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Another work of
        great labour and difficulty was the erection of a lighthouse on the
        Skerryvore Rocks, which lie twelve miles W.S.W. of the Isle of Tyree
        in Argyllshire, and were formerly the scene of numerous wrecks. The
        operations were commenced in 1838, the architect being Alan
        Stevenson, son of the Robert Stevenson who was employed on the Bell
        Rock Lighthouse. The engineer gave the world a succinct account<a id=
        "noteref_57" name="noteref_57" href="#note_57"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">57</span></span></a> of the
        difficulties, dangers, and successful issue of the
        undertaking.</p><a name="illo_203.png" id="illo_203.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_203.png" alt=
          "LIGHTHOUSE ON THE INCHCAPE ROCK" title=
          "LIGHTHOUSE ON THE INCHCAPE ROCK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LIGHTHOUSE ON THE INCHCAPE ROCK.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The actual
        construction of the lighthouse had no very remarkable points of
        difference with the works of Smeaton or Rennie. Stevenson built a
        rather novel structure on the rock as a temporary barrack for the
        workmen. It consisted of a wooden tower perched upon a triangular
        framework, under which was an open gallery, the floor of which was
        removed at the end of each season, so as to allow free space for the
        passage of the sea during the storms of winter, but on which, during
        summer, they kept the stock of coals, the tool-chest, the beef and
        beer casks, and other smaller material, which they could not, even at
        that season of the year, leave on the rock itself. Next came the
        kitchen and provision-store, a six-sided apartment about twelve feet
        in diameter, and somewhat more than seven feet high, in which small
        space—curtailed as it was by the seven beams which passed through
        it—stood a caboose, capable of cooking for forty men, and various
        cupboards and lockers lined with tin, for holding biscuits, meal and
        flour, &amp;c. The next storey held two apartments: one for Mr.
        Stevenson, in which he had his hammock, desk, chair and table, books
        and instruments. The top storey was surmounted by a pyramidal roof,
        and was lined with four tiers of berths, capable of accommodating
        thirty people. The framework was erected on a part of the rock as far
        removed as possible from the proposed foundation of the lighthouse
        tower; but in a great gale which occurred on the 3rd of November it
        was entirely destroyed and swept from the rock, nothing remaining to
        point out its site but a <span class="tei tei-pb" id="page176">[pg
        176]</span><a name="Pg176" id="Pg176" class="tei tei-anchor"></a>few
        broken and twisted iron stanchions, and attached to one of them a
        piece of a beam, so shaken and rent by dashing against the rock as
        literally to resemble a bunch of laths. Thus did one night obliterate
        the traces of a season’s toil, and blast the hopes which the workmen
        fondly cherished of a stable dwelling on the rock, and of refuge from
        the miseries of sea-sickness, which the experience of the season had
        taught many of them to dread more than death itself. A more
        successful attempt was subsequently made, and the second erection
        braved the storm for several years after the works were finished.
        <span class="tei tei-q">“Perched forty feet above the wave-beaten
        rock,”</span> says Stevenson, <span class="tei tei-q">“in this
        singular abode, the writer of this little volume<a id="noteref_58"
        name="noteref_58" href="#note_58"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">58</span></span></a> has
        spent many a weary day and night at those times when the sea
        prevented any one going down to the rock, anxiously looking for
        supplies from the shore, and earnestly longing for a change of
        weather favourable to the re-commencement of the works. For miles
        around nothing could be seen but white foaming breakers, and nothing
        heard but howling winds and lashing seas. At such seasons most of our
        time was spent in bed; for there alone we had effectual shelter from
        the winds and the spray, which searched every cranny in the walls of
        the barrack. Our slumbers, too, were at times fearfully interrupted
        by the sudden pouring of the sea over the roof, the rocking of the
        house on its pillars, and the spirting of water through the seams of
        the doors and windows: symptoms which, to one suddenly aroused from
        sound sleep, recalled the appalling fate of the former barrack, which
        had been engulfed in the foam not twenty yards from our dwelling, and
        for a moment seemed to summon us to a similar fate. On two occasions,
        in particular, <span class="tei tei-pb" id="page177">[pg
        177]</span><a name="Pg177" id="Pg177" class=
        "tei tei-anchor"></a>those sensations were so vivid as to cause
        almost every one to spring out of bed; and some of the men flew from
        the barrack by a temporary gangway to the more stable but less
        comfortable shelter afforded by the bare wall of the lighthouse
        tower, then unfinished, where they spent the remainder of the night
        in the darkness and the cold.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Yet life on the
        Skerryvore was by no means destitute of its peculiar pleasures. The
        grandeur of the ocean’s rage, the deep murmur of the waves, the
        hoarse cry of the sea-birds, were varied by peaceful hours, when the
        sea was glassy and the deep blue vault of heaven was studded with a
        thousand stars. <span class="tei tei-q">“Among the many wonders of
        the <span class="tei tei-q">‘great deep,’</span> ”</span> says
        Stevenson, <span class="tei tei-q">“which we witnessed at the
        Skerryvore, not the least is the agility and power displayed by the
        unshapely seal. I have often seen half a dozen of these animals round
        the rock, playing on the surface or riding on the crests of curling
        waves, come so close as to permit us to see their eyes and head, and
        lead us to expect that they would be thrown <span class=
        "tei tei-hi"><span style="font-style: italic">high and
        dry</span></span> at the foot of the tower; when suddenly they
        performed a somersault within a few feet of the rock, and diving into
        the flaky and wreathing foam, disappeared, and as suddenly
        re-appeared a hundred yards off, uttering a strange low <a name=
        "corr177" id="corr177" class="tei tei-anchor"></a><span class=
        "tei tei-corr">cry.</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On one occasion
        the tender could not come off to the poor people on the rock for
        seven weeks. The seamen passed a most dreary time. Their provisions
        and fuel were short; their clothes were worn to rags; and, what was
        to them of more importance still, they <span class=
        "tei tei-hi"><span style="font-style: italic">were out of
        tobacco</span></span>!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the great
        difficulties experienced was landing the stones on the rock from the
        lighters, which, towed out by a steamer, were cast off as near the
        landing-place as possible and then towed in by boats. The landing
        service throughout the whole progress of the works was one of danger
        and anxiety, and many narrow escapes were made. On many occasions the
        men who steered the lighters ran great risks, and it was often found
        necessary to lash them to the rails, to prevent them being thrown
        overboard by the sudden bounds of the vessels, or being carried away
        by the weight of water which swept their decks as they were towed
        through a heavy sea. Sometimes they were forced, owing to the heavy
        seas which threatened to throw the vessels on the top of the rock, to
        draw out the lighters from the wharf without landing a single stone,
        after they had been towed through a stormy passage of thirteen miles.
        One day, during the very best part of the season, so sudden were the
        jerks of the vessel before the sea, that eight large warps, or
        cables, were snapped like threads, and the lighter was carried
        violently before a crested wave which rolled unexpectedly upon her.
        Those who stood on deck were thrown flat on their faces, and imagined
        that the vessel had been laid high and dry on the top of the rock.
        Yet, in spite of the short season and great difficulties of the work,
        no less than 120 lighters were towed out and discharged in the summer
        and autumn of 1841. During the progress of building the lighthouse,
        cranes and other materials were swept away by the waves, and daily
        risks were run in blasting the splintery gneiss, or by the falling of
        heavy bodies from the tower on the narrow space below, to which so
        many persons were necessarily confined. Yet no loss of life or limb
        occurred; and <span class="tei tei-q">“our remarkable preservation
        was viewed,”</span> says Stevenson, <span class="tei tei-q">“as in a
        peculiar manner the gracious work of Him by whom <span class=
        "tei tei-q">‘the very hairs of our head are all
        numbered.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The light was
        first exhibited on the 1st of February, 1844. It is a revolving
        apparatus, <span class="tei tei-pb" id="page178">[pg
        178]</span><a name="Pg178" id="Pg178" class="tei tei-anchor"></a>and
        the light appears at its brightest state once in every minute. The
        lantern is no less than 150 feet above the sea, and its flashes may
        be seen from the deck of a vessel eighteen miles off. It is
        frequently seen from the high land of Barra, distant thirty-eight
        miles. The mass of stonework is double that of the Bell Rock
        Lighthouse, and five times that of the Eddystone; it measures 58,580
        cubic feet. The Skerryvore Light-tower was erected at a cost of
        £86,977 17s. 7d.</p><a name="illo_205.png" id="illo_205.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_205.png" alt="THE SKERRYVORE LIGHTHOUSE"
          title="THE SKERRYVORE LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE SKERRYVORE LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The eminent French
        naturalist, M. de Quatrefages, has given us an admirable
        description<a id="noteref_59" name="noteref_59" href=
        "#note_59"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">59</span></span></a> of a
        visit paid by him to the lighthouse of Héhaux, on a rock near the
        Isles of Bréhat, <span class="tei tei-pb" id="page179">[pg
        179]</span><a name="Pg179" id="Pg179" class="tei tei-anchor"></a>off
        the coast of Brittany. He says, after some very beautiful remarks on
        the contemplation of nature, and its alleviation of the worst
        heart-sorrows: <span class="tei tei-q">“Twilight often surprised me
        in the midst of my reveries, and often, too, the shades of night fell
        around me while I lay stretched beneath the star-bespangled deep
        azure canopy of heaven. I could then see another star shining in the
        far distance, which had been lighted by the hand of man. From the
        position I had chosen I could recognise the beacon-towers of Héhaux,
        of which the seamen of the islands had spoken to me with the
        liveliest expressions of enthusiasm, and which I had frequently
        watched by day as it stood out like a black line drawn along the
        whitish background of the sky. I would not leave Bréhat without
        visiting it. A few slight services had secured me the good-will of
        the officers of customs, who willingly consented to take me to
        Héhaux. Accordingly, one splendid day in October we left the harbour
        of La Corderie in a pinnace, manned by six sturdy seamen. The weather
        was splendid; not a cloud obscured the sky, which was reflected on
        the mirror-like surface of the ocean, whose depths it seemed to
        double. Impelled by the combined action of a light wind, which
        swelled out two small square sails, and of the rapid current imparted
        to the waters of Kerpont by the force of the tide, our pinnace shot
        across the waves as a sledge glides over the snow. Sometimes, indeed,
        we passed through a whirling eddy, which shook every part of our
        frail craft, and betrayed the vicinity of some submarine rock; but we
        soon regained the unruffled sea, and without having taken cognisance
        of the rapid rate at which we were moving, we saw Bréhat sink below
        the distant horizon behind us, whilst rock after rock and islet after
        islet seemed at every moment to emerge from the waves towards which
        we were advancing.... The nearer we drew to Héhaux the taller seemed
        the beacon-tower, which stood forth from the tower, with its lofty
        granite column and glass lantern, protected by that magical rod which
        is able to attract and safely conduct to earth the destructive force
        of the thunderbolt. We landed, and at once began our inspection of
        this colossal block, which has been upreared by the hand of man on
        the Epées de Tréguier, which, once the dread of the seaman, have
        become his protecting guides through the storms and darkness of
        night.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The Héhaux Lighthouse would be regarded as a most
        remarkable monument even in our principal towns, but standing, as it
        does, alone in the midst of the ocean, it acquires by its very
        isolation a character of severe grandeur, which impresses the mind
        most powerfully. Figure to yourself a wall of granite, where the
        current and the storm do not even permit the hardiest ferns to take
        root, with here and there a twisted and deeply wave-worn mass
        projecting beyond the rest of the rocky ledge. It is here that the
        architect has laid the foundation of the tower. The base, which is of
        a conical form, is surmounted by a circular gallery. The lower
        portion curves gracefully outwards, spreading over the ground like
        the root of some colossal marine plant springing up from the
        foundation stones, which have been inserted far within the rock. On
        this base, which measures about twenty yards across, rises a column
        twenty-six feet in diameter, surmounted by a second gallery, whose
        supports and stone balustrades call to mind the portcullis and
        battlements of some feudal donjon. From the summit to the base this
        part of the edifice is composed of large blocks of whitish granite,
        arranged in regular strata, and carefully dove-tailed into one
        another. As far as a third of the height of the building the rows of
        stones <span class="tei tei-pb" id="page180">[pg 180]</span><a name=
        "Pg180" id="Pg180" class="tei tei-anchor"></a>are bound together by
        granite joggles, which at the same time penetrate into the two
        superposed stones. The stones have been cut and arranged with such
        precision that there has been hardly any reason for using cement,
        which has only been employed in filling up a few imperceptible voids:
        and hence the lighthouse, from the base to the summit, seems to form
        one solid block, which is more homogeneous and probably more compact
        than the rocks which support it. The platform which crowns this
        magnificent column, at an elevation of more than 140 feet above high
        tide watermark, is surmounted by a stone cupola, at once solid and
        graceful, supported by pillars which are separated by large panes of
        glass. It is within this frame of glass that the beacon is lighted,
        which may be distinctly seen from every direction at a distance of
        twenty-seven miles.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“At low tide the sea leaves a space of several hundred
        square yards uncovered round the base of the edifice; at high tide it
        entirely surrounds it. It is then that the tower of Héhaux rises in
        its solemn isolation from the midst of the waves, as if it were a
        standard of defiance upraised by the genius of man against the demon
        of the tempest. At times one might almost fancy that the heavens and
        the sea, conscious of the outrage offered to them, were leagued
        together against the enemy, which seems to brave them by its
        imperturbability. The north-west wind roars round the tower,
        darkening its thick glass windows with torrents of rain and drifts of
        snow and hail. These impetuous blasts bear along with them from the
        far-spread ocean colossal waves, whose crests not unfrequently reach
        the first gallery, but these fluid masses slide away from the round
        and polished surfaces of the granite, which leave them no points of
        adhesion, and darting their long lines of foam above the cupola, they
        break with thundering roar against the rocks of Stallio-Bras or the
        boulders of Sillon. The tower supports these terrific assaults
        without injury, although it bends, as if in homage, before the might
        of its foes. I was assured by the keepers that during a violent storm
        the oil in the lamps of the highest rooms presents a variation of
        level exceeding an inch, which would lead us to assume that the
        summit of the tower describes an arc of about a yard in extent. This
        very flexibility seems, however, in itself a proof of durability. At
        all events, we meet with similar conditions in several monuments,
        which for ages have braved the inclemency of recurring seasons. The
        spire of Strasburg Cathedral, in particular, bends its long ogives
        and slender pinnacles beneath the force of the winds, while the cross
        on its summit oscillates at an elevation of more than 450 feet above
        the ground.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“To construct a monument on these rocks, which seemed the
        very focus of all the storms which raged on that part of our coasts,
        was like building an edifice in the open sea. Such a project must,
        indeed, have appeared at first sight almost impracticable. After
        their third season of labour, the workmen completed the foundations
        of the tower and fixed the key-stone of the cupola. In vain did
        difficulties of every kind combine with the winds and waves to oppose
        the work; human industry has come forth victorious from the struggle,
        and although a thousand difficulties and dangers beset the labourers,
        no serious accident to them or their work troubled the joy of their
        triumph. Only on one occasion was science at fault. In order to
        facilitate the arrival of the stones, which had to be brought from a
        distance of several leagues, and cut at Bréhat, the skilful engineer
        who had furnished all the plans and superintended their execution
        wished to construct <span class="tei tei-pb" id="page181">[pg
        181]</span><a name="Pg181" id="Pg181" class="tei tei-anchor"></a>a
        wooden pier for the disembarkation of the stones at the spot where
        they were required. Several of the older seamen objected to the plan
        as impracticable, but M. Reynaud, who was not familiar with the sea,
        and who, moreover, was proud of having stemmed the current of rapid
        rivers, trusted to the stability of his massive piles, clamped
        together with iron and bronze. But he was soon compelled to admit his
        mistake. The first storm sufficed to scatter over the waters the
        whole of these ponderous and solid materials like so many pieces of
        straw. So a crane was attached to the summit of a rock, to which
        boats could be moored, and the materials for building were then drawn
        up to a railway which had been thrown over the precipice that
        separated this natural landing-place from the site of the
        tower.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Now that we have admired the exterior of the lighthouse,
        follow me into the interior by the help of these steps, which have
        been formed by the insertion of bars of copper into the stone. Let us
        pause for a moment to admire the ponderous bronze doors which
        hermetically seal the entrance, before we plunge into those vaults
        which look as if they had been cut out of the solid rock. We are in
        the first storey, surrounded by stores of wood and ropes and
        workmen’s tools. Above, we perceive cases of zinc, which, we are
        told, contain oil to feed the lamps and water for the use of the men
        employed in the building. In the third storey is the kitchen, with
        its pantry and larder, on a level with the first gallery. We need not
        enter the three apartments appropriated to the use of the men, for,
        beyond being very simple and clean, there is nothing to record
        concerning them. But we have now reached the seventh storey, and we
        must rest for a few moments in the little octagonal saloon, set apart
        for the engineers, when they come to inspect the condition of the
        lighthouse. Here, in the midst of the ocean, more than a hundred feet
        above the level of the sea, you will find the comfort and almost the
        elegance of a Parisian apartment.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Let us now return to the spiral staircase which has
        brought us thus far, and which will carry us at once to the portion
        of the edifice which is more particularly destined to fulfil the
        special purpose for which the tower is designed. The eighth storey
        contains vessels of oil, glasses, revolving lamps, some admirable
        instruments intended for meteorological observations, a thermometer,
        barometer, and chronometer. Here the spiral staircase terminates in a
        flattened arch, which supports a slender pillar, cut into steps,
        which are the only means of communication with the watch-tower above,
        in which the men take it by turns to keep guard every night. You will
        be surprised on looking round to perceive that this apartment is
        coated with different coloured marbles, which line the walls and
        vaulted roof, and even cover the floor. But this luxury, which may
        appear to you so much out of place, has been introduced from
        necessity. The apparatus for lighting the building enters the room
        through a circular aperture in the ceiling, and hence the most
        extreme cleanliness becomes necessary, which could alone be obtained
        by the aid of perfectly polished surfaces.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The tenth and last
        flight of steps brings one beneath the cupola, and to the machinery
        by which a light of the first order is maintained.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap12" id="chap12" class="tei tei-anchor"></a> <span class=
        "tei tei-pb" id="page182">[pg 182]</span><a name="Pg182" id="Pg182"
        class="tei tei-anchor"></a> <a name="toc27" id="toc27"></a> <a name=
        "pdf28" id="pdf28"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The
        Lighthouse</span></span> <span style=
        "font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">concluded</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Lighthouses on Sand—Literally screwed down—The Light
        on Maplin Sands—That of Port Fleetwood—Iron Lighthouses—The Lanterns
        themselves—Eddystone long Illuminated with Tallow Candles—Coal
        Fires—Revolution caused by the invention of the Argand
        Burner—Improvements in Reflectors—The Electric Light at Sea—Flashing
        and Revolving Lights—Coloured Lights—Their Advantages and
        Disadvantages—Lanterns obscured by Moths, Bees, and Birds.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The difficulties
        involved in constructing a lighthouse on solid rock have been shown,
        and it was at one time thought absolutely impossible to erect—with
        any prospect of permanent duration—one upon storm-exposed sands.
        <span class="tei tei-hi"><span style="font-style: italic">Nous avons
        changé tout cela.</span></span> It is no longer necessary to place
        floating lights in places of great danger, although for other reasons
        they are constantly used. One of the greatest modern triumphs of
        engineering is Mitchell’s screw-mooring apparatus. To describe it
        fully would necessitate several pages of technical matter. Suffice it
        to say that enormous cast-iron screws, having hollow cylindrical
        centres, through which wrought-iron spindles pass, are literally
        screwed down into the sand, or its substratum of other soil. One of
        the earliest experiments was made on the verge of the Maplin Sand, at
        the mouth of the Thames. Nine of the mooring-screws were inserted
        into the sand 21½ feet, one in the centre, the rest forming an
        octagon 42 feet in circumference, having standards or posts which
        stood 5 feet above the surface of the sand. A raft of timber was
        floated over the spot, and a capstan in its centre drove the screws
        to the required depth. This raft was afterwards sunk, by covering it
        with 200 tons of rough stone. Two years were allowed to elapse, at
        the termination of which time the whole mass was found firmly
        embedded, and then a lighthouse, raised on a strong open framework,
        was erected over this sub-structure. During these long preparations a
        very similar structure was commenced and finished at Port Fleetwood,
        on the River Wyre, near Lancaster.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The preparatory
        steps were similar to those already described. The foundation of the
        lighthouse was formed of seven screw-piles, six of them <a name=
        "corr182" id="corr182" class="tei tei-anchor"></a><span class=
        "tei tei-corr">occupying</span> the angles of a hexagon 46 feet in
        diameter, the seventh being in the centre. From each screw proceeds a
        pile 15 feet in length, having at the upper end another screw for
        securing a wooden column. These columns are of Baltic timber, the one
        in the centre being 56 feet, the others 46 feet in length, firmly
        secured with iron hoops and coated with pitch. The platform, upon
        which the house stands, is 27 feet in diameter, the house itself
        being 20 feet in diameter and 9 feet high. From the summit of the
        house rises a twelve-sided lantern, 10 feet in diameter and 8 feet
        high. Altogether the light is elevated about 46 feet above low-water
        level, and ranges over an horizon of eight miles. The light is of the
        dioptric kind—bright, steady, and uniform, and when the weather is
        too foggy to allow it to be seen, a bell is tolled by machinery, to
        give the needful warning.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At the period when
        screw-pile lighthouses were being thus successfully erected, other
        and most valuable suggestions were being made for the building of
        bronze and cast-iron lighthouses. The great advantage of iron over
        stone and other materials in those portions of the building not
        actually in contact with sea-water soon became apparent. Upon a
        <span class="tei tei-pb" id="page183">[pg 183]</span><a name="Pg183"
        id="Pg183" class="tei tei-anchor"></a>given base a much larger
        internal capacity could be obtained; plates could be cast in large
        surfaces and with few joints, and a system of binding adopted which
        should ensure the perfect combination of every part. The
        comparatively small bulk and weight also of the component parts gave
        great facilities for the transport and rapid construction of such
        structures. The initial cast-iron lighthouse was designed by Mr.
        Gordon in 1840, and was cast and put together within three months
        from the date of the contract. It was then taken to pieces and
        shipped for Jamaica, on which island it now lights up Morant Point, a
        point of great danger. The Commissioners of the House of Assembly had
        applied to Mr. Gordon to supply a suitable lighthouse at the smallest
        possible cost, and in furnishing them with the structure of cast-iron
        he fulfilled their wishes admirably, the expense not exceeding
        one-third of the cost of a similar building in stone. This elegant
        lighthouse, the outline of which resembles that of the Celtic towers
        of Ireland, was exhibited to visitors while it stood complete in the
        contractor’s premises. The diameter of the tower is 18 feet 6 inches
        at the base, diminishing to 11 feet under the cap. The tower is
        formed of nine tiers of iron plates, each tier being 10 feet high and
        about three-quarters of an inch thick. At the base of the structure
        eleven plates are required to form the circumference, at the top nine
        plates; they are cast with a flange around their inner edges, and
        when put together these flanges form the joints, which are fastened
        together with nut-and-screw bolts and caulked with iron cement. The
        interior of the tower, to the height of 27 feet, was to be filled up
        with masonry and concrete of the weight of 300 tons; the remainder is
        divided into store-rooms and berths for the attendants. The tower is
        finished by an iron railing, within which rises the light-room, also
        of cast-iron, with windows of plate-glass. A copper roof and a short
        lightning-rod complete the whole. The Admiralty notice announced the
        exhibition of this light on Morant Point November 1st, 1842, and
        stated that the elevation of the light is 97 feet above the level of
        the sea, and that in clear weather it is visible at a distance of
        twenty-one miles. The light is of the revolving kind, consisting of
        fifteen Argand lamps and reflectors, five in each side of an
        equilateral triangle, and so placed as to produce a continuous light,
        but with periodical flashes. The tower is painted white, and the
        lower portion is coated with coal-tar to preserve it from rust. It
        rests on a granite base, and is also cased with granite near the
        foundation, the more certainly to prevent the action of the sea-water
        on the metal.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">While the engineer
        had attained some of his greatest triumphs in the construction of
        lighthouses, the optician had not once directed his attention to the
        invention of a brilliant light, worthy to be placed upon the
        structure which proudly rose high above the fierce waves with the
        strength and solidity of a rock. During a period of forty years after
        the completion of the Eddystone tower by Smeaton, the lantern was
        illuminated by tallow candles stuck in hoops, just as a stand or
        booth is lighted at a country fair, and so lately as the year 1811 it
        was lighted with twenty-four wax candles. In 1812 the Lizard Light
        was maintained with coal fires; and in 1816, when the Isle of May
        Light, in the <a name="corr183" id="corr183" class=
        "tei tei-anchor"></a><span class="tei tei-corr">Firth</span> of
        Forth, was taken possession of by the Commissioners of the Northern
        Lighthouses, a coal fire was exhibited in a <span class=
        "tei tei-hi"><span style=
        "font-style: italic">chauffer</span></span>—a description of light
        which had been exhibited for 181 years. In 1801 the light at Harwich,
        in addition to the coal fire, had a <span class=
        "tei tei-hi"><span style="font-style: italic">flat</span></span>
        plate of <span class="tei tei-pb" id="page184">[pg
        184]</span><a name="Pg184" id="Pg184" class=
        "tei tei-anchor"></a>rough brass on the landward side, to serve as a
        reflector. Such methods of lighting were of course very deficient in
        power, and did not enable the mariner to distinguish one light from
        another—a point which is often of as much importance as the
        brilliancy of the light itself. Prior to the invention of the Argand
        lamp (about 1784) the production of a strong and brilliant light from
        a single source was scarcely possible, and even such a lamp, by its
        unassisted powers, would not be of very great value in giving early
        notice to the mariner of his approach to the coast, which ought to be
        the primary object of a lighthouse. As the rays of a luminous body
        proceed in all directions in straight lines, it is obvious that in
        the case of a single lamp the mariner would derive benefit only from
        that small portion of light which proceeded from the centre of the
        flame to his eye. The other rays would proceed to other parts of the
        horizon, or escape upwards to the sky, or downwards to the earth, and
        thus be of no value to him. By increasing the number of burners a
        small portion of light from each burner would slightly increase the
        effective action, but by far the greater portion of the light
        produced would escape uselessly above and below the horizon and also
        at the back of each flame. Next, these defects were remedied, and the
        efficiency of the light greatly increased, by placing behind each
        lamp a reflector of such a form as to collect the rays that would
        otherwise be lost, and throw them forward to the horizon. The
        adoption of such a method has led to what is called the catoptric
        system of lights.</p><a name="illo_211.png" id="illo_211.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_211.png" alt="REVOLVING LIGHT APPARATUS"
          title=
          "REVOLVING LIGHT APPARATUS. (From Drawings supplied by Messrs. W. Wilkins &amp; Co.)" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            REVOLVING LIGHT APPARATUS.<br />
            (<span class="tei tei-hi" style="text-align: center"><span style=
            "font-style: italic">From Drawings supplied by Messrs. W. Wilkins
            &amp; Co.</span></span>)
          </div>
        </div><span class="tei tei-pb" id="page185">[pg 185]</span><a name=
        "Pg185" id="Pg185" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Alan Stevenson
        states that the earliest notice he has been able to find of the
        application of paraboloidal mirrors to lighthouses is in a work on
        <span class="tei tei-q">“Practical Seamanship”</span> (Liverpool,
        1791), by Mr. William Hutchinson, who notices the erection of the
        four lights at Bidstone and Hoylake for the entrance of the Mersey,
        in 1763, and describes large paraboloidal moulds of wood lined with
        mirror glass and smaller ones of polished tin-plate, as in use in
        those lighthouses. In France M. Téulère, a Member of the Royal Corps
        of Engineers of Bridges and Roads, is regarded as the inventor of the
        catoptric system of lights. In a memoir dated 26th June, 1783, he is
        said to have proposed for the Cordouan Lighthouse a combination of
        paraboloidal reflectors with Argand lamps, arranged on a revolving
        frame, a plan which was actually carried into execution, under the
        direction of the Chevalier Borda.<a id="noteref_60" name="noteref_60"
        href="#note_60"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">60</span></span></a> The plan
        was so successful that it was soon adopted in England by the Trinity
        House of London; and in Scotland the first work of the Northern
        Lights Board, in 1787, was to light a lantern on the Old Castle of
        Kinnaird Head, in Aberdeenshire, by means of parabolic reflectors and
        lamps. These reflectors were formed of facets of mirror-glass placed
        in hollow paraboloidal moulds of plaster. The more complicated
        arrangement of lenses placed round a centre in concentric circles is
        due to the great Fresnel, a practical man of science, whose abilities
        are acknowledged as fully in England as in France.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The oil used in
        the lighthouses of the United Kingdom has generally been sperm.
        Colza, the expressed oil of the wild cabbage (<span class=
        "tei tei-hi"><span style="font-style: italic">Brassica
        oleracea</span></span>), was very generally used in France, and
        occasionally in Great Britain. Gas is used in a few places, where its
        application is easy. There can hardly be any doubt now, however, that
        the coming light will be the electric, since its steady production is
        becoming a matter of scientific certainty. As early as 1857 Professor
        Holmes submitted to the Trinity House a method of employing this
        light, which was submitted to Faraday, and approved. The Board then
        allowed a trial at the South Foreland Lighthouse. The light was first
        displayed on the 8th of December, 1858. In June, 1862, it was
        permanently fixed at Dungeness. In Faraday’s Report to the Trinity
        House, published in 1862, he says: <span class=
        "tei tei-q">“Arrangements were made on shore by which observations
        could be made at sea, about five miles off, on the relative light of
        the electric lamp and the metallic reflectors with their Argand
        oil-lamps, for either could be shown alone, or both together. At the
        given distance the eye could not separate the two lights, but by the
        telescope they were distinguishable. The combined effect was a
        glorious light up to five miles; then, if the electric light was
        extinguished, there was a great falling off in the effect, though,
        after a few moments’ rest to the eye, it was seen that the oil-lamps
        and reflectors were in their good and proper state. On the other
        hand, when the electric light was restored, the glory rose to its
        first high condition.... During the day-time I compared the intensity
        of the light with that of the sun, and both looked at through dark
        glasses. Its light was as bright as that of the sun, but the sun was
        not at its brightest.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The number of
        lights on a well-frequented coast being considerable, it is of the
        utmost importance to arrange them so as to enable the mariner easily
        to distinguish <span class="tei tei-pb" id="page186">[pg
        186]</span><a name="Pg186" id="Pg186" class="tei tei-anchor"></a>them
        from each other. Catoptric lights admit of nine separate
        distinctions:—1, fixed; 2, revolving white; 3, revolving red and
        white; 4, revolving red with two whites; 5, revolving white with two
        reds; 6, flashing; 7, intermittent; 8, double fixed lights; 9, double
        revolving white lights. Mr. Stevenson thus defines their distinctive
        features:—<span class="tei tei-q">“The first exhibits a steady and
        uniform appearance which is not subject to any change, and the
        reflectors used for it are of smaller dimensions than those employed
        in revolving lights. This is necessary in order to permit them to be
        ranged round the circular frame, with their axes inclined at such an
        angle as shall enable them to illuminate every point of the horizon.
        The <span class="tei tei-hi"><span style=
        "font-style: italic">revolving</span></span> light is produced by the
        revolution of a frame with three or four sides, having reflectors of
        a larger size grouped on each side with their axes parallel, and as
        the revolution exhibits once in two minutes or once in a minute, as
        may be required, a light gradually increasing to full strength and in
        the same gradual manner decreasing to total darkness, its appearance
        is extremely well marked. The succession of red and white lights is
        produced by the revolution of a frame whose different sides present
        red and white lights, and these afford three separate distinctions,
        namely, alternate red and white, the succession of two white lights
        after one red, and the succession of two red lights after one white
        light. The flashing light is produced in the same manner as the
        revolving light; but, owing to a different construction of the frame,
        the reflectors on each of eight sides are arranged with their rims or
        faces in one vertical plane, and their axes in a line inclined to the
        perpendicular. A disposition of the mirrors, which, together with the
        greater quickness of the revolutions, which shows a flash once in
        five seconds of time, produces a very striking effect, totally
        different from that of a revolving light, and presenting the
        appearance of the flash alternately rising and sinking, the brightest
        and darkest periods being but momentary; this light is further
        characterised by a rapid succession of bright flashes, from which it
        gets its name. The intermittent light is distinguished by bursting
        suddenly into view and continuing steady for a short time, after
        which it is suddenly eclipsed for half a minute. Its striking
        appearance is produced by the perpendicular motion of circular shades
        in front of the reflectors, by which the light is alternately hid and
        displayed. This distinction, as well as that called the flashing
        light, is peculiar to the Scotch coast. The double lights (which are
        seldom used except where there is a necessity for a <span class=
        "tei tei-hi"><span style="font-style: italic">leading</span></span>
        line, as a guide for taking some channel or avoiding some danger) are
        generally exhibited from two towers, one of which is higher than the
        other. At the Gulf of Man a striking variety has been introduced into
        the character of leading lights, by substituting for two fixed lights
        two lights which revolve in the same periods and exhibit their
        flashes at the same instant; and these lights are of course
        susceptible of the other variety enumerated above, that of two
        revolving red and white lights, or flashing lights, coming into view
        at equal intervals of time. The utility of all these distinctions is
        to be valued with reference to their property of at once striking the
        eye of an observer and being instantaneously obvious to strangers.
        The introduction of colour as a source of distinction is necessary in
        order to obtain a sufficient number of distinctions; but it is in
        itself an evil of no small magnitude, as the effect is produced by
        interposing coloured media between the burner and the observer’s eye,
        and much light is thus lost by the absorption of those rays which are
        held back in order to cause <span class="tei tei-pb" id="page187">[pg
        187]</span><a name="Pg187" id="Pg187" class="tei tei-anchor"></a>the
        appearance which is desired. Trial has been made of various colours,
        but red, blue, and green alone have been found useful, and the two
        latter only at distances so short as to render them altogether unfit
        for sea-lights. Owing to the depth of tint which is required to
        produce a marked effect, the red shades generally used absorb from
        four-sevenths to five-sixths of the whole light—an enormous loss, and
        sufficient to discourage the adoption of that mode of distinction in
        every situation where it can possibly be avoided. The red glass used
        in France absorbs only four-sevenths of the light, but its colour
        produces, as might be expected, a much less marked distinction to the
        seaman’s eye. In the lighthouses of Scotland a simple and convenient
        arrangement exists for colouring the lights, which consists in using
        chimneys of red glass, instead of placing large discs in front of the
        reflectors.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The construction
        of the lantern is a point of importance; and one of the first order
        will cost about £1,260. On the level of the top of the lower glass a
        narrow gangway is usually built for the keeper to stand upon in order
        to clean the panes, an operation which in snowy weather may have to
        be frequently repeated during the night. At some of the lighthouses
        on the Mediterranean the lantern is at certain seasons so completely
        covered with moths as to obscure the light and to require the
        attendance of men with brooms. Mr. Tomlinson was informed by the
        keepers at the Eddystone that bees and other insects were much
        attracted by the light, and collected round the lantern in great
        numbers. Larks and other birds flew against it, and, becoming stunned
        with the blow, were picked up on the balcony and were cooked by the
        men for breakfast. The lantern is very liable to injury in high
        winds, or the glass may be broken by large sea-birds coming against
        it on a stormy night, or by small stones violently driven against it
        by the wind. Extra plates of glass are always kept to take the place
        of broken panes. The number of light-keepers employed varies, ranging
        from two to four, and in the latter case one is usually allowed to
        remain on shore, the men taking the privilege in turns. When the
        situation admits, it is usual to have the keeper’s rooms in a
        building outside the lighthouse to avoid dust, which is most
        injurious to the delicate apparatus of the light-room. Great
        cleanliness is enforced in all that belongs to a lighthouse, the
        reflectors and lenses being constantly burnished, polished, and
        cleansed.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And so we have
        traced the history and progress of lighthouses, and it is hard to
        believe that any great change can be advantageously made in their
        construction, though their mode of illumination will doubtless be
        greatly improved. As we have seen, the electric light was used
        practically in a lighthouse long before it was in the streets of the
        great metropolis, and not in a merely experimental way, but with the
        most successful results.</p><a name="illo_215.png" id="illo_215.png"
        class="tei tei-anchor"></a> <span class="tei tei-pb" id="page188">[pg
        188]</span><a name="Pg188" id="Pg188" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_215.png" alt="BREAKWATER AT VENICE" title=
          "BREAKWATER AT VENICE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            BREAKWATER AT VENICE.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap13" id="chap13" class="tei tei-anchor"></a> <a name=
        "toc29" id="toc29"></a> <a name="pdf30" id="pdf30"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XIII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The
        Breakwater.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Breakwaters, Ancient and Modern—Origin and History
        of that at Cherbourg—Stones Sunk in Wooden Cones—Partial Failure of
        the Plan—Millions of Tons dropped to the Bottom—The Breakwater
        Temporarily Abandoned—Completed by Napoleon III.—A Port Bristling
        with Guns—Rennie’s Plymouth Breakwater—Ingenious Mode of Depositing
        the Stones—Lessons of the Sea—The Waves the Best Workmen—Completion
        of the Work—Grand Double Breakwater at Portland—The English
        Cherbourg—A Magnificent Piece of Engineering—Utilisation of Otherwise
        Worthless Stone—900 Convicts at Work—The Great Fortifications—The
        Verne—Gibraltar at Home—A Gigantic Fosse—Portland almost
        Impregnable—Breakwaters Elsewhere.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A breakwater, we
        are told on the highest authority, is an obstruction of wood, stone,
        or other material, as a boom or raft of wood, sunken vessels,
        &amp;c., placed before the entrance of a port or harbour, or any
        projection from the land into the sea, as a mole, pier, or jetty, so
        situated as to break the force of the waves and prevent damage to
        shipping lying at anchor within them. Thus the piers of the ancient
        Piræus and of Rhodes; the moles of Venice, Naples, Genoa, and
        Castellamare; the piers of Ramsgate, Margate, Folkestone, Howth, and
        the famous wooden dike thrown across the port of Rochelle. The term,
        of late years, has been almost exclusively applied to insulated dikes
        of stone. Of this description of dike for creating an artificial
        harbour on a grand scale, Cherbourg, Plymouth, and Portland present
        leading examples. The former, already mentioned in this work, claims
        our attention.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The French,
        happily our good friends to-day, were not always so, and there was a
        period when the splendid natural harbours, bays, and roadsteads of
        this country were a source of annoyance to them. While nature had
        been more than kind to us, their coast presented a series of sandy
        shores, intermingled with iron-bound coasts, bristling with rocks. De
        Vauban, the great engineer, was employed by Louis, the <span class=
        "tei tei-hi"><span style="font-style: italic">Grand
        Monarque</span></span>, to inspect the Channel shores of France, and
        his natural sagacity and great knowledge <span class="tei tei-pb" id=
        "page189">[pg 189]</span><a name="Pg189" id="Pg189" class=
        "tei tei-anchor"></a>caused him at once to select Cherbourg as one of
        the best points for forming an artificial harbour, protected by
        suitable fortifications. Other engineers recommended the same port,
        and one, M. de la Bretonnière, proposed that a number of old ships
        should be loaded with stones and sunk, while a large quantity of
        stone should be also thrown around them to form a grand breakwater,
        which should rise fifty feet from the bottom. This idea was
        abandoned, as it appears, partly from the fact that France had not
        old vessels enough to spare for the purpose, and that it would cost
        too much to purchase them from foreign nations.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1781 an eminent
        French engineer proposed that, instead of one continuous breakwater,
        a number of large masses or congregations of stones, separated from
        each other on the surfaces but touching at the bases, should be built
        on the sea bottom, believing that they would break the force of the
        waves almost equally well. As a part of his plan he suggested that
        they should be sunk in large conical <span class=
        "tei tei-hi"><span style="font-style: italic">caissons</span></span>
        of wood, 150 feet in diameter at the base and sixty feet broad at the
        top. These wooden cones were practically to bind and keep the stones
        together. They were to be floated to the site with a number of empty
        casks attached as floats, then detached, filled with stones, and
        sunk. An experiment at Havre having been considered satisfactory, the
        Government accepted the idea, and ordered that operations should be
        immediately commenced at Cherbourg. A permanent council was
        appointed, as were officers and engineers. In 1783 barracks and a
        navy-yard were built, and at Becquet, a short distance from
        Cherbourg, an artificial harbour, capable of holding eighty small
        vessels for the transport of the stone, was literally dug out.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On June 6th, 1784,
        the first cone was floated to its destination, and a month later a
        second was similarly conveyed, in the presence of 10,000 spectators.
        Before the latter could be filled with stones a storm, which lasted
        five days, half demolished it. In the course of the summer and autumn
        not less than 65,000 tons of stone were deposited in and around the
        cones. In 1785 several more cones were completed and sunk; at the end
        of the year the quantity of stone deposited amounted to a quarter of
        a million tons, and at the end of 1787 a million tons. At the end of
        1790, when the works had been seven years in progress and the
        Government was getting very tired of the whole matter, between five
        and six million tons of stone had been dropped into the sea. M. de
        Cessart, the engineer, found that, in order to sink five cones per
        annum, he had to employ 250 carpenters, 30 blacksmiths, 200
        stone-hewers, and 200 masons.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One could hardly
        expect much permanency from a wooden covering sunk into the sea, and
        it is not surprising that, one by one, they burst, few lasting more
        than a year. The outbreak of the Revolution put an end, for some
        time, to the operations at Cherbourg.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When the
        construction of the Cherbourg breakwater was resumed, the wooden cone
        system was abandoned, and the stone was simply sunk from vessels of
        peculiar construction. The breakwater was completed under Napoleon
        III., at a cost exceeding two and a half million pounds sterling. The
        actual breakwater itself was finished in 1853,<a id="noteref_61"
        name="noteref_61" href="#note_61"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">61</span></span></a> but
        since <span class="tei tei-pb" id="page190">[pg 190]</span><a name=
        "Pg190" id="Pg190" class="tei tei-anchor"></a>that time most
        important fortifications have been constructed on the upper works.
        This is the greatest breakwater in the world, its length being nearly
        two and a half miles; it is 300 feet wide at the base and 31 at the
        top. The water-space shut in and protected is about 2,000 acres, much
        of this great area being, however, too shallow for very large
        vessels.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Taken in
        connection with the fortifications, this breakwater has a value
        greater than any other in the world. At the apex of the angle formed
        by the junction of the two branches of the breakwater there is a
        grand fort, and it bristles generally with batteries and forts, as
        indeed does Cherbourg generally. Dr. W. H. Russell wrote of it, in
        our leading journal in 1860 that, <span class="tei tei-q">“Wherever
        you look you fancy that on the spot you occupy are specially pointed
        dozens of the dull black eyes from their rigid lids of stone.”</span>
        With its twenty-four regular forts and redoubts, not including those
        on the mole, floating harbours, building slips, navy-yards, arsenals,
        and barracks, Cherbourg is a most formidable place.</p><a name=
        "illo_219.png" id="illo_219.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_219.png" alt="CHERBOURG, FROM THE SEA" title=
          "CHERBOURG, FROM THE SEA." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            CHERBOURG, FROM THE SEA.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In England
        Rennie’s great Plymouth breakwater is the most remarkable specimen,
        among many others. Its dimensions are not as great as that of
        Cherbourg, but it was, nevertheless, a vast undertaking. It consists
        of an immense number of blocks of stone thrown into the Sound, and
        forms a barrier nearly a mile in length above the surface of the
        water. This grand work was commenced in 1812, and by the end of the
        second year about 800 yards of the breakwater began to appear at low
        water, and the swell was so much broken that ships of all sizes began
        to take shelter behind it; while the fishermen within its shelter
        could not judge accurately of the weather outside the Sound, so great
        was the change. Several limestone quarries near the Catwater were
        purchased of the Duke of Bedford for £10,000, and some fifteen
        vessels were constantly employed in removing the blocks, which ranged
        in weight from one to ten tons. These vessels were of ingenious
        construction; they had two railways laid along them parallel to each
        other, with openings in the stern to admit the cars or trucks laden
        with stones. These were wheeled from the quarry to the quay, and so
        on to the vessels, till the lines of rails were filled with trucks.
        The vessels then proceeded to the works, each bearing its load of
        stone-laden trucks. On reaching the breakwater each truck was wheeled
        to the opening, and the stones tipped into the sea. During the first
        five years the amount of stone deposited gradually rose from 16,000
        to 300,000 tons per annum. The large masses were first lowered, and
        then smaller stones, quarry rubbish, &amp;c., to fill up the
        interstices. The structure was completed in 1841, with the use of
        3,670,444 tons of stone<a id="noteref_62" name="noteref_62" href=
        "#note_62"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">62</span></span></a> and at a
        cost of something like a million and a half of money. A distinguished
        French engineer, M. Dupin, who visited the works during their
        progress, describes in glowing terms the admirable arrangements, the
        order and regularity visible in all the proceedings. <span class=
        "tei tei-q">“Those enormous masses of stone,”</span> he remarks,
        <span class="tei tei-q">“which the quarrymen strike with heavy
        strokes of their hammers; and those aerial roads of flying bridges,
        which serve for the removal of the superstratum of earth; those lines
        of cranes, all at work at the same moment; the trucks, all in motion;
        the arrival, the loading, and the departure of the vessels, all this
        forms one of the most imposing <span class="tei tei-pb" id=
        "page191">[pg 191]</span><a name="Pg191" id="Pg191" class=
        "tei tei-anchor"></a>sights that can strike a friend to the great
        works of art. At fixed hours the sound of a bell is heard, in order
        to announce the blasting of the quarry. The operations instantly
        cease on all sides; all becomes silence and solitude. This universal
        silence renders still more imposing the noise of the explosion, the
        splitting of the rocks, their ponderous fall, and the prolonged sound
        of the echoes.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The waves,”</span> said Rennie, <span class=
        "tei tei-q">“were the best workmen”</span> in the construction of a
        breakwater of rough stones, and on the whole his belief was
        confirmed, for the storms by which his great work was assailed rather
        helped than hindered it, by showing the most desirable slope on the
        sea-side, while comparatively little damage was done. The slope of
        the stone barrier was, however, by their force changed very greatly.
        An inclination of three to one was altered to about five to one, and
        Rennie had recommended that the authorities should take a lesson from
        nature and finish the breakwater according to her teachings.
        <span class="tei tei-q">“It would appear,”</span> says Mr.
        Smiles,<a id="noteref_63" name="noteref_63" href=
        "#note_63"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">63</span></span></a>
        <span class="tei tei-q">“that Mr. Whidbey, the resident engineer,
        contrived to finish most of the exterior face at a slope of only
        three to one, as before; and that it stood without any material
        interruption until several years after Mr. Rennie’s death. By that
        time nearly the whole of the intended rubble, amounting to 2,381,321
        tons, had been deposited, and the main arm, with 200 yards of the
        west arm, making 1,241 yards in length, had been raised to the
        required level. The work had arrived at that stage when it had to
        experience the full force of another terrific storm, which took place
        on the 23rd of November, 1824. It blew at first from the
        south-south-east and then veered round to the south-west, and the
        effect of this concurrence of winds was to heap together the waters
        of the Channel between Bolt Head and Lizard Point, and drive them,
        with terrific force, into the narrow inlet of Plymouth Sound. This
        storm was not only greatly more violent, but of much longer duration
        than that of 1817. When the breakwater could be examined it was found
        that out of the 1,241 yards of the upper part, which had been
        completed with a slope of three to one, 796 yards had been altered as
        in the previous storm, and the immense blocks of stone which formed
        the seaface of the work had, by the force of the waves, been rolled
        over to the landward sides thus reducing the sea-slope, as before, to
        about five to one. The accuracy of Mr. Rennie’s view as to the proper
        slope—which was indicated by the action of the sea itself—was thus a
        second time confirmed;”</span> and a board of eminent engineers
        reporting in accordance, the work was so finished. When the action of
        the sea had formed its own slope and had wedged together and settled
        the great mass of materials which form the breakwater, and when no
        further movement was apparent, but the whole appeared consolidated
        together, then the slope towards the sea was cased with regular
        courses of masonry, dove-tailed and cramped together, the diving-bell
        being brought into requisition for placing the lower courses. A
        lighthouse has been erected on its western extremity, and the work
        may be regarded as a magnificent success, worthy of a great maritime
        nation.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A third leading
        illustration of a magnificent breakwater is afforded at Portland, and
        it is deserving of particular mention inasmuch as all authorities
        agree that it was constructed with little or no waste of the public
        money. <span class="tei tei-q">“In the mind of the inquiring
        tax-payer,”</span> <span class="tei tei-pb" id="page192">[pg
        192]</span><a name="Pg192" id="Pg192" class="tei tei-anchor"></a>said
        our leading journal,<a id="noteref_64" name="noteref_64" href=
        "#note_64"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">64</span></span></a>
        <span class="tei tei-q">“breakwaters are always associated with
        millions of money thrown broadcast into the sea, in out-of-the-way
        bays and inlets, which even without these obstacles to make them more
        dangerous, the most distressed mariner would be particularly careful
        to avoid;”</span> and the writer goes on to mention several which
        either ought not to have been attempted, or where extravagant
        expenditure has been incurred. <span class="tei tei-q">“In such a
        woeful list of hideous failure and costly mismanagement, it is a
        comfort to perceive that the long lane begins to turn at last, and
        that from our now having one good standard to go by, we may hope for
        better things for the future. Portland breakwater is a really grand
        and magnificent work, and one of which the nation may well be proud
        if it is inclined to let bygones be bygones, and forget the many
        successive failures before it was able to attain so much.”</span>
        Portland breakwater is the right construction in the right place, and
        before its erection the Roads afforded doubtful shelter to vessels in
        distress. One advantage it enjoys, that of possessing a splendid
        anchorage of stiff blue clay, and being free from rock or shoal from
        the island of Portland itself up to the very esplanade of Weymouth.
        There, too, was the stone on the very spot; steep and rugged heights
        for fortifications, a noble harbour for shipping, and rail
        communication with all parts. But all these advantages might have
        been ignored but for the formidable nature of the works constructed
        at Cherbourg. The port itself is about five hours’ steaming from the
        French Cronstadt it was designed, <span class=
        "tei tei-hi"><span style="font-style: italic">sub rosâ</span></span>,
        to keep an eye upon. So, in 1844, the commissioners recommended that
        it should <span class="tei tei-pb" id="page193">[pg
        193]</span><a name="Pg193" id="Pg193" class="tei tei-anchor"></a>be
        made a grand fortified naval station. In 1847 an Act was passed
        authorising the construction of a breakwater, and in 1849 the
        foundation-stone was laid by the Prince Consort.</p><a name=
        "illo_220.png" id="illo_220.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_220.png" alt="PORTLAND" title="PORTLAND." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            PORTLAND.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Nature has
        provided, in the mighty bank known as the Chesil Beach, practically a
        great shingle embankment, protection to Portland Harbour on the west
        and south-west, and the object of the breakwater was to secure, by
        engineering art, a similar protection to the bay on the south-east
        side. The Chesil Bank, though now and for long perfectly impregnable
        to the tremendous rollers of the south-westerly gales, was not always
        so, and as late as the reign of Henry VIII, great breaches had been
        temporarily effected by the power of the sea. Still it affords a
        splendid protection, as does now the mighty double breakwater
        designed by Rendel, and brought to completion by Coode. The
        breakwater leaves the shore at the north-eastern extremity of the
        island, and runs out due east to a distance of 600 yards.
        <span class="tei tei-q">“This inner limb alone,”</span> wrote an
        authority in engineering,<a id="noteref_65" name="noteref_65" href=
        "#note_65"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">65</span></span></a>
        <span class="tei tei-q">“is a splendid achievement of human labour
        and skill. It has been top-finished by a grand superstructure of hewn
        granite, and ends in a circular head, which has been completed as a
        fort and mounts eight guns. The foundations of this massive bastion
        have been most carefully planned, with especial reference to the safe
        passage of the largest vessels through the 400 feet gap which the
        fort flanks on one side. The masonry is continued in a perpendicular
        line to a point 25 feet <span class="tei tei-pb" id="page194">[pg
        194]</span><a name="Pg194" id="Pg194" class=
        "tei tei-anchor"></a>below the lowest water-line of spring-tides. A
        ship of the line, as is well-known, draws at the utmost 24 feet. An
        extra foot of perpendicular masonry, therefore, having been allowed,
        the lower masses of the fort begin to slant outwards, and continue to
        do so till they reach the firm clay bottom. This lower portion
        consists of a well-consolidated mass of unhewn stone. The outer, and
        by far the longer limb, of the breakwater begins to bend away to a
        point very near due north shortly after leaving the gap, the further
        side of which is also flanked by a circular head.... The whole of
        this vast outer limb, with the exception of the circular head at its
        inner extremity and a fort at the other end, consists of nothing more
        than a stupendous bank of rough unhewn stones of all shapes and
        sizes, tumbled out of the wagons on the timber staging above. Divers,
        constantly employed, have effectually prevented the chance of any
        holes being left in the rising mass, and have been able to indicate
        the precise spot over which a given number of loads were required to
        be <span class="tei tei-q">‘tipped.’</span> The security of the bank
        is further guaranteed by its enormous width at the base; and although
        the waves have already rounded many a giant block below the
        water-line and made it look as if its present place had been its
        abode ever since the Creation, yet this polishing and grinding is the
        extent of the effect which they will be able to produce upon a work
        probably destined to hold its own as long as Portland
        itself.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The rapidity with
        which the breakwater was constructed reflected great credit on Mr.
        Coode. The actual routine of the construction followed, when the line
        for the structure had been sounded and carefully marked out, was to
        commence piling for the railway that was to carry the long trains of
        wagons filled with the stone; and when a short piece of this was
        completed, to go on <span class="tei tei-q">“tipping in”</span> the
        rubble and rough stone till they made their appearance above water at
        last; then the piling was carried forward a few yards more, and the
        process repeated, and so on by successive stages to the completion of
        the work. All appears very simple on paper until we learn that it had
        to be accomplished through eleven fathoms of rough tumbling waves.
        One night’s rough weather often swept away the timber-work that cost
        many thousands of pounds, and many months of labour to construct and
        fix in its position in the sea. The piling that had to resist the
        action of a deep and heavy sea, and to carry also, at a height of 90
        feet, a railway for the heaviest traffic, required to be something
        more than a common framework of timber. Every log used had to be
        first of all saturated to its very centre with creosote, and this was
        done in a most ingenious manner. A great boiler, 100 feet long and 7
        feet in diameter, was filled with the largest and finest logs
        procurable; the mouth being closed with a solid air-tight cover, the
        air was pumped out, not only from the tube, but from the very pores
        of the wood itself. When the vacuum was as complete as possible, the
        creosote was admitted from tanks at the bottom and forced into the
        timber by hydraulic power of about 300 lbs. to the square inch. In
        this the logs remained for two or three days, by which time the
        creosote was forced into the fibre of the wood. Several of the logs
        thus prepared were bolted and bound together, till one huge spar 90
        feet long, and eight or nine tons in weight, was formed. Then an iron
        <span class="tei tei-q">“Mitchell”</span> screw—as used in the
        lighthouses built on sands, already described—was affixed at the
        lower end, and the whole sunk till it rested on the bottom, when it
        was worked round by a capstan till it was firmly screwed into the
        clay. Thus secured, they were tolerably safe, though single heavy
        waves would uproot piles and moorings together, to obviate which
        <span class="tei tei-pb" id="page195">[pg 195]</span><a name="Pg195"
        id="Pg195" class="tei tei-anchor"></a>two or three piles were
        generally set at the same time, and well bound together by powerful
        cross timbers.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The stone quarried
        for the breakwater from the very top of Portland Island was largely
        excavated and brought to the spot by convict labour. The stone itself
        used was unfit for architectural purposes, but quite suitable for the
        breakwater. The convict prison, also on the top of the island, was
        virtually the barracks for 900 labourers, who were more profitably
        employed than in walking a treadmill or picking oakum. The quarries
        were some 400 or 500 feet above the level of the breakwater, and the
        stone was conveyed to it by three inclines of broad double gauge
        rails. The trains of trucks or wagons were worked up and down with a
        wire rope over a drum, the weight of the loaded descending wagons
        winding the empty ones up again to the quarries. A powerful
        locomotive pushed the loaded trains to the end of the work, where the
        stone was tipped into the sea, as much as 3,000 tons a day having
        been sunk at Portland. The total amount so committed to the deep was
        about 5,360,000 tons, and the area protected by the breakwater would
        accommodate sixty of the very largest men-of-war, and almost any
        number of smaller vessels.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“During the progress of the works,”</span> wrote Mr.
        Moule, <span class="tei tei-q">“the engineer has from time to time
        instituted some highly interesting investigations into the structure
        of the Chesil Bank.... During a single night’s gale, between three
        and four <span class="tei tei-hi"><span style=
        "font-style: italic">millions of tons</span></span> weight of pebbles
        have been found to be swept away into the gulfs of the Atlantic,
        being gradually thrown back again in the three or four following
        days. The size of the pebbles had long been observed to vary greatly
        at the two opposite ends of the beach. At the western, or Abbotsbury
        end, they are exceedingly small, more resembling gravel than shingle.
        At the Portland end it is not uncommon to meet with them several
        inches in diameter, and several pounds in weight. This phenomenon has
        been explained by the very probable assumption that the pebbles are
        driven eastward by the wind-waves, and not moved by the slow and (for
        purposes like this) powerless tidal current. The larger pebbles,
        presenting a broad surface to the waves, are easily rolled forward,
        while the smaller ones are passed by, offering a less surface, and
        becoming more easily imbedded in the sand.”</span> It is said that a
        practised smuggler on that coast could tell his whereabouts on the
        bank in the darkest night or thickest fog, by feeling the size of the
        pebbles on which he stood. And smugglers and <span class=
        "tei tei-q">“wreckers”</span> were once very numerous among the
        Portlanders. In these better days their courage and great personal
        strength has saved many a life and ship endangered off the bank.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">An old and popular
        song says that—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Britannia needs
            no bulwarks,</span>
          </div>

          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">No towers along
            the steep,”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">but recent
        legislators have evidently not been so thoroughly satisfied of the
        fact, or they would not have authorised the construction of the great
        fortifications at Portland, which make it almost the Gibraltar of the
        Channel. The splendid breakwater there did not need protection. All
        the battering it is ever likely to get could not injure it seriously,
        and whatever ruins Macaulay’s New Zealander may stand upon, they are
        not likely to be those of a great breakwater, each year of the
        existence of which renders it generally more compact. But it was for
        good reasons that the extensive works of Portland were undertaken.
        <span class="tei tei-q">“We,”</span> said the <span class=
        "tei tei-hi"><span style="font-style: italic">Times</span></span>,
        <span class="tei tei-q">“of <span class="tei tei-pb" id="page196">[pg
        196]</span><a name="Pg196" id="Pg196" class="tei tei-anchor"></a>all
        people in the world, who so toiled and suffered, lavishing blood and
        treasure under the walls of Sebastopol, should be the last to
        underrate the importance of a good fortification as a check to an
        invading army.”</span> The reader will hardly require any defence of
        such policy, for naval arsenals contain the very germ of our power,
        as the iron safe of the prudent man contains his valuables.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Bill of
        Portland greatly resembles the situation of Gibraltar. There are the
        same bold, steep, rocky headlands; the breakwater stands in place of
        the Mole, and Chesil Bank connects it with the mainland, as the
        neutral ground does our great Mediterranean citadel with Spanish
        soil. <span class="tei tei-q">“Its height, its isolation, and the
        harbour it commands, all pointed it out as a place for an
        impregnable—we had almost said an inaccessible—fortress. To the late
        Prince Consort is due the credit of having seen its vast importance
        in this respect, as it was also owing to his enlightened judgment
        that the breakwater was begun at last, and he himself laid the
        foundation-stone. Portland is rising, as we have said, into a
        first-class fortress, of which the Verne is the great key or
        citadel.”</span> So spoke the <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span>, in 1863; and now Portland
        is the best fortified port and naval station in the kingdom.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Verne is a
        height which, like La Roche at Cherbourg, dominates over all around
        it for miles, especially on the side which overlooks the breakwater
        and the sea. On the north side it is protected by nearly
        perpendicular cliffs; elsewhere it is fully protected by art. One of
        its greatest defences is the dry ditch which completely encircles the
        whole work, except on the north side just mentioned, where it is both
        unnecessary and impossible. This ditch is one of the greatest ever
        undertaken in ancient or modern days. Its depth is 80 feet, and its
        width 100, and in some places 200 feet; its length is nearly a mile,
        and its floor is 368 feet up the hill-side. Nearly two million tons
        of stone had to be blasted to form it; and it would never have been
        excavated on the colossal scale indicated, but that all the said
        stone was utilised in building the breakwater. With this tremendous
        artificial ravine to <span class="tei tei-pb" id="page197">[pg
        197]</span><a name="Pg197" id="Pg197" class=
        "tei tei-anchor"></a>cross, with fortifications and bastions fully
        prepared with heavy Armstrong ordnance towering above, what enemy is
        ever likely to attack the citadel of the Verne? Our leading journal
        spoke of it as more compact than Cherbourg, Cronstadt, or Sebastopol,
        while it is more than three times their elevation above the sea.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Jutting out from
        the main fortress are two bastionettes, one of which has eight faces,
        mounting guns on each so as to sweep with a murderous fire two-thirds
        of the whole length of the fosse or ditch. The other is nearly as
        formidable, and both are pierced with loop-holes in all directions
        for the fire of riflemen. The great barracks in the enclosure of the
        Verne can, at a pinch, accommodate 10,000 men, the peace garrison
        being about a third of that number. The arrangements for water supply
        are perfect, great reserve tanks having been cut from the solid rock,
        and covered with shot-proof roofs. These are kept full, and,
        protected from air and light; the water is always sweet. Portland
        bristles with batteries; but the Verne commands everything in range
        of cannon, inside or outside the breakwater, including all parts of
        the island, and can cross fire with other important forts. It is
        probably the strongest fortified harbour in the world.</p><a name=
        "illo_223.png" id="illo_223.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_223.png" alt="HOLYHEAD BREAKWATER" title=
          "HOLYHEAD BREAKWATER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            HOLYHEAD BREAKWATER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Other and
        important breakwaters, like that of Holyhead, which cost a couple of
        million sterling, and which is generally cited as an example of much
        money thrown into the sea; Alderney, which has swallowed up close on
        three-fourths of the above sum; and Dover, which has a fine
        <span class="tei tei-hi"><span style=
        "font-style: italic">vertical</span></span> sea-wall, might be
        mentioned. Enough has been said to show the general importance of the
        subject to a maritime people, and that, on the whole, England has
        been fully alive to the fact. Indeed, counting large and small
        breakwaters and sea-walls, more has been expended in this country for
        these works than in any two or three foreign countries possessing
        sea-boards.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap14" id="chap14" class="tei tei-anchor"></a> <a name=
        "toc31" id="toc31"></a> <a name="pdf32" id="pdf32"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XIV.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">The Greatest Storm in
        English History.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Dangers of the Seas—England’s Interest in the
        Matter—The Shipping and Docks of London and Liverpool—The Goodwin
        Sands and their History—The</span> <span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Hovellers</span><span style="font-size: 90%">”</span></span><span style="font-size: 90%">—The
          Great Gale of 1703—Defoe’s Graphic Account—Thirteen Vessels of the
          Royal Navy Lost—Accounts of Eye-witnesses—The Storm Universal over
          England—Great Damage and Loss of Life at
          Bristol—Plymouth—Portsmouth—Vessels Driven to Holland—At the Spurn
          Light—Inhumanity of Deal Townsmen—A worthy Mayor Saves 200
          Lives—The Damage in the Thames—Vessels Drifting in all
          Directions—800 Boats Lost—Loss of Life on the River—On
          Shore—Remarkable Escapes and Casualties—London in a Condition of
          Wreck—Great Damage to Churches—A Bishop and his Lady Killed—A
          Remarkable Water-Spout—Total Losses Fearful.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The dangers of the seas”</span> are little enough to
        some countries, but to England they mean much indeed. Think of the
        maritime interests of the port of London, the docks of which cover
        considerably over 300 acres of water-space, and to which 7,000 or
        more vessels enter annually. Over 100 vessels, exclusive of small
        craft, enter the port daily; its exports form nearly one-fourth of
        the total exports of the United Kingdom. Liverpool in some maritime
        interests excels it. This, the second largest city in Great Britain,
        had, as late <span class="tei tei-pb" id="page198">[pg
        198]</span><a name="Pg198" id="Pg198" class="tei tei-anchor"></a>as
        1697, a population of only 5,000; 80 small vessels then belonged to
        the port. In this year of grace, Liverpool, with her virtual suburbs,
        Birkenhead and West Derby, has a population considerably over
        700,000. In 1872, Liverpool exported, in British and Irish
        productions, a total value of £100,066,410, which meant little short
        of forty per cent. of the total exports, of the same kind, from the
        United Kingdom, while its imports of many staples exceeded those of
        London. Liverpool has nearly sixty docks and basins, extending along
        the Mersey for five miles. She possesses nineteen miles of quays,
        nearly the whole of which have been built since 1812, and warehouses
        on a scale of magnificence unknown elsewhere.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But such a
        commerce means much more. Hundreds of thousands of hardy men risk
        their lives that we may have bread and butter, sugar with our tea,
        and all the necessaries and luxuries of modern civilised life.
        England has not forgotten them, and for their use has built the
        lighthouse, the breakwater, and the harbour of refuge. But there are
        sources of danger which nearly defy human power. Take, among all
        dangerous shoals and sands, the Goodwin Sands as a prominent example;
        they are replete with danger to all sailing vessels at least,
        resorting to the Thames or to the North Sea, while even steamships
        have been lost on their treacherous banks.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">These Sands, so
        well known to, and feared by, the mariner, are ten miles in length,
        running in a north-east and south-west direction off the east coast
        of Kent. They are divided into two portions by a narrow channel, and
        parts are uncovered at low water. When the tide recedes, the sand is
        firm and safe, but when the sea permeates it, the mass becomes pulpy,
        treacherous, and constantly shifting. Three light-vessels (one seven
        miles from Ramsgate) mark the most dangerous points, and these are
        themselves exposed to a considerable amount of danger. The only
        advantage derived from the existence of the Sands is that they form a
        kind of breakwater, securing a safe anchorage in the roadsteads of
        the Downs. But if the wind blows strongly off shore, let the mariner
        beware!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ancients
        thought that Britain was distinguished from all the world by
        unpassable seas and northern winds. The shores of Albion were
        dreadful to sailors, and our island was for a time regarded as the
        utmost bounds of the northern known land, beyond which none had ever
        sailed.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">These dangerous
        Goodwin Sands, if we may believe the chronicles, and there seems no
        reason why we should not, consisted at one time of about 4,000 acres
        of low coast land, fenced from the sea by a wall. One tradition, not
        usually credited, ascribes their present state to the erection of the
        Tenterden Steeple, by which the funds which should have maintained
        the sea-wall were diverted. An old authority, Lambard, says,
        <span class="tei tei-q">“Whatsoever old wives tell of Goodwyne, Earle
        of Kent, in tyme of Edward the Confessour, and his sandes, it
        appeareth by Hector Boëtius, the Brittish chronicler, that theise
        sandes weare mayne land, and some tyme of the possession of Earl
        Goodwyne, and by a great inundation of the sea, they weare taken
        therefroe, at which tyme also much harme was done in Scotland and
        Flanders, by the same rage of the water.”</span> At the period of the
        Conquest, these lands were taken from Earl Goodwin and bestowed on
        the abbey of St. Augustine, Canterbury, and some accounts say that
        the Abbot allowed the sea-wall to become dilapidated, and that in the
        year 1100 the waves rushed in and overwhelmed the whole. The inroads
        of the sea in many parts of the world would account for anything of
        the kind.</p><span class="tei tei-pb" id="page199">[pg
        199]</span><a name="Pg199" id="Pg199" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In dangerous or
        foggy weather, bells are constantly sounded from the light-ships. A
        considerable amount of difficulty is experienced in finding proper
        anchorage for these vessels; and all efforts to establish a fixed
        beacon have been hitherto unsuccessful. In 1846 a lighthouse on piles
        <span class="tei tei-hi"><span style=
        "font-style: italic">screwed</span></span> into the sands<a id=
        "noteref_66" name="noteref_66" href="#note_66"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">66</span></span></a> was
        erected, but it was carried away the following year by the force of
        the waves. As soon as a vessel is known to have been driven on the
        Goodwins, rockets are thrown up from the light-ships, and as soon as
        recognised on shore a number of boatmen, known as <span class=
        "tei tei-q">“hovellers,”</span> all over that portion of the coast,
        immediately launch their boats, and make for the Sands, whatever may
        be the weather. The <span class="tei tei-q">“hovellers”</span> look
        upon the wreck itself as in part their property, and make a good deal
        of money at times, leading, as a rule, a thoroughly reckless sailor’s
        life ashore. But how many poor seamen have had cause to bless their
        bravery and intrepidity!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The great gale of
        1703, one of the most terrible, if not absolutely <span class=
        "tei tei-hi"><span style="font-style: italic">the</span></span> most
        terrible which has ever visited our coasts, occasioned the loss of
        thirteen vessels of the Royal Navy, four on the Goodwin Sands, one in
        the Yarmouth Roads, one at the Nore, and the rest at various points
        on the coasts of England and Holland. The record, as preserved by the
        immortal author of <span class="tei tei-q">“Robinson Crusoe,”</span>
        is terribly concise in its details. Take a part only of it. The
        italics are our own.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-name"><span style=
        "font-style: italic">Reserve</span></span>, fourth-rate; 54 guns; 258
        men. John Anderson, com. Lost in Yarmouth Roads. The captain, purser,
        master, chyrurgeon, clerk, and 16 men were ashore; <span class=
        "tei tei-hi"><span style="font-style: italic">the rest
        drowned</span></span>.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-name"><span style=
        "font-style: italic">Northumberland</span></span>, third-rate; 70
        guns; 253 men. James Greenway, com. Lost on Goodwin Sands.
        <span class="tei tei-hi"><span style="font-style: italic">All their
        men lost.</span></span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-name"><span style=
        "font-style: italic">Restoration</span></span>, third-rate; 70 guns;
        386 men. Fleetwood Emes, com. Lost on Goodwin Sands. <span class=
        "tei tei-hi"><span style="font-style: italic">All their men
        lost.</span></span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-name"><span style=
        "font-style: italic">Sterling Castle</span></span>, third-rate; 70
        guns; 349 men. John Johnson, com. Lost on Goodwin Sands. Third
        lieutenant, chaplain, cook, chyrurgeon’s mate, four marine captains,
        and 62 men saved.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-name"><span style=
        "font-style: italic">Mary</span></span>, fourth-rate; 64 guns; 273
        men. Rear-Admiral Beaumont, Edward Hopson, com. Lost on Goodwin
        Sands. <span class="tei tei-hi"><span style="font-style: italic">Only
        one man saved</span></span>, by swimming from wreck to wreck, and
        getting to the <span class="tei tei-name"><span style=
        "font-style: italic">Sterling Castle</span></span>; the captain
        ashore, as also the purser.”</span> And so the sad story proceeds,
        Defoe adding that the loss of small vessels hired into the service,
        and tending the fleet, is not included, several such vessels, with
        soldiers on board, being driven to sea, and never heard of
        more.<a id="noteref_67" name="noteref_67" href=
        "#note_67"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">67</span></span></a></p><a name="illo_227.jpg"
        id="illo_227.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_227.jpg" alt="GREAT STORM IN THE DOWNS, 1703"
          title="GREAT STORM IN THE DOWNS, 1703." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            GREAT STORM IN THE DOWNS, 1703.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A master on board
        a vessel which was blown <span class="tei tei-q">“out of the Downs to
        Norway,”</span> describes the sights he saw on those fatal days, the
        25th and 26th of November, in homely but graphic language. He says:
        <span class="tei tei-q">“By four o’clock we miss’d the <span class=
        "tei tei-name"><span style="font-style: italic">Mary</span></span>
        and the <span class="tei tei-name"><span style=
        "font-style: italic">Northumberland</span></span>, who rid not far
        from us, and found they were driven from their anchors; but what
        became of them, God knows. And soon after, a large man-of-war came
        driving down upon us, all her masts gone, and in a dreadful
        condition. We were in the utmost despair at this <span class=
        "tei tei-pb" id="page201">[pg 201]</span><a name="Pg201" id="Pg201"
        class="tei tei-anchor"></a>sight, for we saw no avoiding her coming
        thwart our haiser; she drove at last so near us, that I was just
        gowing to order the mate to cut away, when it pleas’d God the ship
        sheer’d contrary to our expectation to windward, and the man-of-war,
        which we found to be the <span class="tei tei-name"><span style=
        "font-style: italic">Sterling Castle</span></span>, drove clear of
        us, not two ships’ lengths, to leeward.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It was a sight full of terrible particulars to see a
        ship of eighty guns (<span class="tei tei-hi"><span style=
        "font-style: italic">sic</span></span>) and about six hundred
        men<a id="noteref_68" name="noteref_68" href="#note_68"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">68</span></span></a> in that
        dismal case. She had cut away all her masts; the men were all in the
        confusion of death and despair; she had neither anchor, nor cable,
        nor boat to help her, the sea breaking over her in a terrible manner,
        that sometimes she seem’d all under water. And they knew, as well as
        we that saw her, that they drove by the tempest directly for the
        Goodwin, where they could expect nothing but destruction. The cries
        of the men, and the firing their guns, one by one, every half minute
        for help, terrified us in such a manner, that I think we were half
        dead with the horror of it.”</span> The same writer describes the
        collision of two vessels, which he saw sink together, and several
        great ships fast aground and beating to pieces. <span class=
        "tei tei-q">“One,”</span> says he, <span class="tei tei-q">“we saw
        founder before our eyes, and all the people perish’d.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“We have,”</span> says Defoe, <span class="tei tei-q">“an
        abundance of strange accounts from other parts, and particularly the
        following letter from the Downs, and though every circumstance in
        this letter is not literally true, as to the number of ships or lives
        lost, and the style coarse and sailor-like, yet I have inserted this
        letter, because it seems to describe the horror and consternation the
        poor sailors were in at that time; and because this is written from
        one who was as near an eye-witness as any could possibly be, and be
        safe.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-text" style=
        "margin-bottom: 2.00em; margin-top: 2.00em">
          <div class="tei tei-body" style=
          "margin-bottom: 6.00em; margin-top: 6.00em">
            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“ <span class="tei tei-q">‘<span class=
            "tei tei-hi"><span style=
            "font-variant: small-caps">Sir</span></span>,—These lines I hope
            in God will find you in good health. We are all left here in a
            dismal condition, expecting every moment to be all drowned; for
            here is a great storm, and is very likely to continue. We have
            here the Rear-Admiral of the Blue in the ship called the
            <span class="tei tei-name"><span style=
            "font-style: italic">Mary</span></span>, a third-rate, the very
            next ship to ours, sunk, with Admiral Beaumont, and above 500 men
            drowned; the ship called the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Northumberland</span></span>, a third-rate,
            about 500 men, all sunk and drowned; the ship called the
            <span class="tei tei-name"><span style=
            "font-style: italic">Sterling Castle</span></span>, a third-rate,
            all sunk and drowned, above 500 souls; and the ship called the
            <span class="tei tei-name"><span style=
            "font-style: italic">Restoration</span></span>, a third-rate, all
            sunk and drowned. These ships were all close by us, which I saw.
            These ships fired their guns all night and day long, poor souls,
            for help, but the storm being so fierce and raging, could have
            none to save them. The ship called the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Shrewsbury</span></span>, that we are in,
            broke two anchors, and did run mighty fierce backwards, within
            sixty or eighty yards of the Sands, and as God Almighty would
            have it, we flung our sheet-anchor down, which is the biggest,
            and so stopt; here we all prayed God to forgive us our sins, and
            to save us, or else to receive us into his heavenly Kingdom. If
            our sheet-anchor had given way, we had been all drowned; but I
            humbly thank God, it was his gracious mercy that saved us.
            There’s one, Captain Fanel’s ship, three hospital ships, all
            split, some sunk, and most of the men drowned.</span></span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“ <span class="tei tei-q">‘There are above forty
            merchant ships cast away and sunk; to see Admiral Beaumont, that
            was next us, and all the rest of his men, how they climbed up the
            main-mast, hundreds <span class="tei tei-pb" id="page202">[pg
            202]</span><a name="Pg202" id="Pg202" class=
            "tei tei-anchor"></a>at a time crying out for help, and thinking
            to save their lives, and in the twinkling of an eye were drowned;
            I can give you no account, but of these four men-of-war
            aforesaid, which I saw with my own eyes, and those hospital
            ships, at present, by reason the storm hath drove us far distant
            from one another; Captain Crow, of our ship, believes we have
            lost several more ships of war, by reason we see so few; we lie
            here in great danger, and waiting for a north-easterly wind to
            bring us to Portsmouth, and it is our prayer to God for it; for
            we know not how soon this storm may arise, and cut us all off,
            for it is a dismal place to anchor in. I have not had my clothes
            off, nor a wink of sleep these four nights, and have got my death
            with cold almost.—Yours to command,</span></span></p>

            <div class="tei tei-signed" style="text-align: right">
              “‘<span class="tei tei-hi" style=
              "text-align: right"><span style=
              "font-variant: small-caps">Miles Norcliffe.’”</span><a id=
              "noteref_69" name="noteref_69" href="#note_69"><span class=
              "tei tei-noteref" style="text-align: right"><span style=
              "font-size: 60%; font-variant: small-caps; vertical-align: super">69</span></span></a></span>
            </div>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following is
        also a characteristic letter from Captain Soanes of H.M.S.
        <span class="tei tei-name"><span style=
        "font-style: italic">Dolphin</span></span>, then at Milford Haven,
        showing also how far the storm extended on our coasts:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-text" style=
        "margin-bottom: 2.00em; margin-top: 2.00em">
          <div class="tei tei-body" style=
          "margin-bottom: 6.00em; margin-top: 6.00em">
            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“<span class="tei tei-hi"><span style=
            "font-style: italic">Sir</span></span>,—Reading the advertisement
            in the <span class="tei tei-hi"><span style=
            "font-style: italic">Gazette</span></span> of your intending to
            print the many sad accidents in the late dreadful storm, induced
            me to let you know what this place felt, though a very good
            harbour. Her Majesty’s ships the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Cumberland</span></span>, <span class=
            "tei tei-name"><span style=
            "font-style: italic">Coventry</span></span>, <span class=
            "tei tei-name"><span style=
            "font-style: italic">Loo</span></span>, <span class=
            "tei tei-name"><span style=
            "font-style: italic">Hastings</span></span>, and <span class=
            "tei tei-name"><span style=
            "font-style: italic">Hector</span></span>, being under my
            command, with the <span class="tei tei-name"><span style=
            "font-style: italic">Rye</span></span>, a cruiser on this
            station, and under our convoy, about 130 merchant ships bound
            about land; the 26th of November, at one in the afternoon, the
            wind came at S. by E. a hard gale, between which and N.W. by W.
            it came to a dreadful storm; at three the next morning was the
            violentest of the weather, when the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Cumberland</span></span> broke her
            sheet-anchor, the ship driving near this, and the <span class=
            "tei tei-name"><span style="font-style: italic">Rye</span></span>
            both narrowly escap’d carrying away; she drove very near the
            rocks, having but one anchor left, but in a little time they
            slung a gun, with the broken anchor fast to it, which they let
            go, and wonderfully preserved the ship from the shore. Guns
            firing from one ship or other all the night for help, though
            ’twas impossible to assist each other, the sea was so high, and
            the darkness of the night such, that we could not see where any
            one was, but by the flashes of the guns; when daylight appeared,
            it was a dismal sight to behold the ships driving up and down,
            one foul of another, without masts, some sunk, and others upon
            the rocks, the wind blowing so hard, with thunder, lightning, and
            rain, that on the deck a man could not stand without holding.
            Some drove from Dale, where they were sheltered under the land,
            and split in pieces, the men all drowned; two others drove out of
            a creek, one on the shore so high up was saved; the other on the
            rocks in another creek, and bulged; an Irish ship that lay with a
            rock through her, was lifted by the sea clear away to the other
            side of the creek on a safe place; one ship forced ten miles up
            the river before she could be stopped, and several strangely
            blown into holes, and on banks; a ketch, of Pembroke, was drove
            on the rocks, the two men and a boy in her had no boat to save
            their lives, but in this great distress a boat which broke from
            another ship drove by them, without any in her, the two men
            leaped into her and were saved, but the boy was drowned. A prize
            at Pembroke was lifted on the bridge, whereon is a mill, which
            the water blew up, but the vessel got off again; another vessel
            carried almost into the gateway which leads to the <span class=
            "tei tei-pb" id="page203">[pg 203]</span><a name="Pg203" id=
            "Pg203" class="tei tei-anchor"></a>bridge, and is a road, the
            tide flowing several feet above the common course. The storm
            continued till the 27th, about three in the afternoon; that by
            computation nigh thirty merchant ships and vessels without masts
            are lost, and what men are lost is not known; three ships are
            missing, that we suppose men and all lost. None of her Majesty’s
            ships came to any harm; but the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Cumberland</span></span> breaking her anchor
            in a storm which happen’d the 18th at night, lost another, which
            renders her incapable of proceeding with us till supplied. I saw
            several trees and houses which are blown down.—Your humble
            servant,</span></p>

            <div class="tei tei-signed" style="text-align: right">
              “<span class="tei tei-hi" style=
              "text-align: right"><span style="font-variant: small-caps">Jos.
              Soanes</span></span>.“
            </div>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The disasters
        caused by this terrible gale extended over the English coasts. At
        Bristol the tide filled the merchants’ cellars, spoiling 1,000
        hogsheads of sugar, 1,500 hogsheads of tobacco, and any quantity of
        other produce, the damage being estimated at £100,000. Eighty people
        were drowned in the marshes and river. Among the shipping casualties,
        the <span class="tei tei-name"><span style=
        "font-style: italic">Canterbury</span></span> store-ship went ashore,
        and twenty-five men were drowned from her. The Severn overflowed the
        country, doing great damage at Gloucester; and 15,000 sheep were
        drowned on the levels and marshes. Four merchant ships were lost in
        Plymouth Roads, and most of the men were drowned. At Portsmouth a
        number of vessels were blown to sea, and some of them never heard of
        more. About a dozen ships were driven from our coasts to Holland, the
        crews, for the most part, being saved. At Dunkirk, twenty-three or
        more vessels were dashed to pieces against the pier-head.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. Peter Walls,
        master or chief lighthouse-keeper of the Spurn Light at the mouth of
        the Humber, was present on the 26th of November, the fatal night of
        the storm. He thought that his lighthouse must have been blown down,
        and the tempest made the fire in it burn so fiercely that
        <span class="tei tei-q">“it melted down the iron bars, on which it
        laid, like lead,”</span> so that they were obliged when the fire was
        nearly extinguished to put in fresh bars, and re-kindle the fire,
        keeping it up till the morning dawn, when they found that some six or
        seven-and-twenty sail of ships were driving helplessly about the
        Spurn Head, some having cut, and others broken their cables. These
        were a part of two fleets then lying in the Humber, having put in
        there by stress of weather a day or two before. Three ships were
        driven on an island called the Don. The first no sooner touched
        bottom than she completely capsized, turning keel up; strange to say,
        out of six men on board, only one was drowned, the other five being
        rescued by the boat of the second ship. They landed at the Spurn
        Lighthouse, where Mr. Walls got them good fires and all the comforts
        they needed. The second ship, having nobody on board, was driven to
        sea and never seen or heard of more. The third broke up, and next
        morning some coals that had been in her were all that was to be seen.
        Of the whole number of vessels in the Humber, few, if any, were
        saved.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Defoe estimates
        that 150 sea-going vessels of all sorts were lost in this terrific
        gale; but this is, in all probability, a very low estimate. And it is
        as nothing to the fearful loss of life, which amounted to 8,000
        souls.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The townspeople of
        Deal, in particular, were blamed for their inhumanity in leaving many
        to their fate who could have been rescued. Boatmen went off to the
        sands for booty, some of whom would not listen to poor wretches who
        might have been saved. Many unfortunate shipwrecked persons could be
        seen, by the aid of glasses, walking on the Goodwin <span class=
        "tei tei-pb" id="page204">[pg 204]</span><a name="Pg204" id="Pg204"
        class="tei tei-anchor"></a>Sands in despairing postures, knowing that
        they would, as Defoe puts it, <span class="tei tei-q">“be washed into
        another world”</span> at the reflux of the tide. The Mayor of Deal,
        Mr. Thomas Powell, asked the Custom House officers to take out their
        boats and endeavour to save the lives of some of these unfortunates,
        but they utterly refused. The mayor then offered, from his own
        pocket, five shillings a head for all saved, and a number of
        fishermen and others volunteered, and succeeded in bringing 200
        persons on shore, who would have been lost in half an hour
        afterwards. The Queen’s agent for sick and wounded seamen would not
        furnish a penny for their lodging or food, and the good mayor
        supplied all of them with what they required. Several died, and he
        was compelled to bury them at his own expense; he furnished a large
        number with money to pay their way to London. He received no thanks
        from the Government of the day, but some long time after was
        re-imbursed the large sums he had expended.</p><a name="illo_231.png"
        id="illo_231.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_231.png" alt=
          "THE STORM IN THE THAMES AT WAPPING" title=
          "THE STORM IN THE THAMES AT WAPPING." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE STORM IN THE THAMES AT WAPPING.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Nor,”</span> says Defoe, <span class="tei tei-q">“can
        the damage suffered in the river of Thames be forgot. It was a
        strange sight to see all the ships in the river blown away, the Pool
        was so clear, that, as I remember, not above four ships were left
        between the upper part of Wapping and Ratcliffe Cross, for the tide
        being up at the time when the storm blew with the greatest violence,
        no anchors or landfast, no cables or moorings, would hold them, the
        chains which lay across the river for the mooring of ships, all gave
        way.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The ships breaking loose thus, it must be a strange
        sight to see the hurry and confusion of it; and, as some ships had
        nobody at all on board, and a great many had none but a man or boy
        just to look after the vessel, there was nothing to be done but to
        let every vessel drive whither and how she would.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Those who know the reaches of the river, and how they
        lie, know well enough that the wind being at south-west-westerly, the
        vessels would naturally drive into the bite <span class="tei tei-pb"
        id="page205">[pg 205]</span><a name="Pg205" id="Pg205" class=
        "tei tei-anchor"></a>or bay from Ratcliffe Cross to Limehouse Hole,
        for that the river winding about again from thence towards the new
        dock at Deptford runs almost due south-west, so that the wind blew
        down one reach and up another, and the ships must of necessity drive
        into the bottom of the angle between both.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“This was the case, and as the place is not large, and
        the number of ships very great, the force of the wind had driven them
        so into one another, and laid them so upon one another, as it were in
        heaps, that I think a man may safely defy all the world to do the
        like.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The author of this collection had the curiosity the next
        day to view the place, and to observe the posture they lay in, which
        nevertheless it is impossible to describe; there lay, by the best
        account he could take, few less than seven hundred sail of ships,
        some very great ones, between Shadwell and Limehouse inclusive; the
        posture is not to be imagined but by them that saw it; some vessels
        lay heeling off with the bow of another ship over her waist, and the
        stern of another upon her forecastle; the boltsprits of some drove
        into the cabin-windows of others; some lay with their sterns tossed
        up so high that the tide flowed into their forecastles before they
        could come to rights; some lay so leaning upon others that the
        undermost vessels would sink before the other could float; the
        numbers of masts, boltsprits and yards split and broke, the staving
        the heads and sterns, <span class="tei tei-pb" id="page206">[pg
        206]</span><a name="Pg206" id="Pg206" class="tei tei-anchor"></a>and
        carved work, the tearing and destruction of rigging, and the
        squeezing of boats to pieces between the ships, is not to be
        reckoned; but there was hardly a vessel to be seen that had not
        suffered some damage or other in one or all of these
        articles.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“There were several vessels sunk in this hurricane, but
        as they were generally light ships the damage was chiefly to the
        vessels; but there were two ships sunk with great quantity of goods
        on board: the <span class="tei tei-name"><span style=
        "font-style: italic">Russell</span></span> galley was sunk at
        Limehouse, being a great part laden with bale goods for the Straits;
        and the <span class="tei tei-name"><span style=
        "font-style: italic">Sarah</span></span> galley, laden for Leghorn,
        sunk at an anchor at Blackwall, and though she was afterwards weighed
        and brought on shore, yet her back was broken, or so otherwise
        disabled that she was never fit for the sea. There were several men
        drowned in these last two vessels, but we could never come to have
        the particular number.</span></p><a name="illo_232.png" id=
        "illo_232.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_232.png" alt=
          "THE WEST-INDIAMEN DRIVEN ASHORE AT TILBURY FORT" title=
          "THE WEST-INDIAMEN DRIVEN ASHORE AT TILBURY FORT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE WEST-INDIAMEN DRIVEN ASHORE AT TILBURY FORT.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Near Gravesend several ships drove on shore below
        Tilbury Fort, and among them five bound for the West Indies; but as
        the shore is oozy and soft, the vessels sat upright and easy.”</span>
        The loss of small craft in the river was enormous; not less than 300
        ships’ boats and 500 wherries were sunk or dashed to pieces. Barges
        and lighters were sunk and broke loose by the score, and twenty-two
        watermen and others working on the river were drowned.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The effect of this
        tempest was felt very severely on shore, not less than 123 persons
        being killed by falling buildings, &amp;c. It is said that not less
        than 800 dwellings were blown down, while barns, stacks of chimneys,
        pinnacles, steeples, and trees, were strewed all over the
        country.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Dozens of
        remarkable cases might be given of wonderful preservations at sea
        during this storm, and one or two have been cited. A small vessel ran
        on the rocks in Milford Haven and was fast breaking up, when an empty
        boat, which had got loose, drifted past so near the wreck that two
        men jumped into it and saved their lives. A poor boy on board could
        not jump so far, and was drowned. A poor sailor of Brighthelmston was
        taken off a wreck after he had hung by his hands and feet on the top
        of a mast for eight-and-forty hours, the sea raging so high that no
        boat durst approach him. A waterman in the river Thames, lying asleep
        in the cabin of a barge near Blackfriars, was driven below London
        Bridge, <span class="tei tei-q">“and the barge went of herself into
        the Tower Dock, and lay safe on shore. The man never waked nor heard
        the storm till it was day; and, to his great astonishment, he found
        himself safe, as above.”</span> Two boys, lodging in the Poultry, and
        living in a top garret, were, by the fall of chimneys, which broke
        through the floors, carried quite to the bottom of the cellar, and
        received no hurt at all.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It has been shown
        how universal was the storm on the English coasts, and it extended to
        all parts of the interior.<a id="noteref_70" name="noteref_70" href=
        "#note_70"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">70</span></span></a> In
        Norfolk, a small town experienced the horrors <span class=
        "tei tei-pb" id="page207">[pg 207]</span><a name="Pg207" id="Pg207"
        class="tei tei-anchor"></a>of fire simultaneously with the gale. The
        inhabitants were powerless to extinguish it; and the wind blew the
        ruins, almost as much as the fire, in all directions. If the people
        came to windward they were in danger of being blown into the flames,
        and to leeward they dared not approach the fire, which would have
        scorched them up. Those who escaped the conflagration ran the
        imminent risk of being knocked on the head by bricks and tiles, which
        flew about as though they were tinder. The storm, although most
        severe on the Friday before-mentioned, lasted almost continuously for
        a week.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The city of London
        was a strange spectacle at this time. <span class="tei tei-q">“The
        houses looked like skeletons,”</span> says Defoe, <span class=
        "tei tei-q">“and an universal air of horror seemed to sit on the
        countenances of the people. All business seemed to be laid aside for
        the time, and people were generally intent upon getting help to
        repair their habitations.”</span> The streets lay covered with tiles
        and slates, bricks and chimney-pots. Common tiles rose from 21s. per
        thousand to £6. Above 2,000 great stacks of chimneys were blown down
        in and about London, besides gable-ends and roofs by the score, and
        about twenty whole houses in the suburbs. In addition to those killed
        by the fall of various parts of buildings, above 200 were reported as
        wounded and maimed. And it must be remembered that these were not the
        days of morning and evening and special editions, and copious and
        generally correct reports. Had telegraphs and railways and steamships
        brought in the news collected by innumerable correspondents, as they
        would to-day, Defoe’s book would never have been compiled. And it may
        be here observed, in honour of the memory of that immortal author,
        that he never cites a case, or speaks of it as a positive fact,
        without giving his authority or authorities. He says in one place,
        <span class="tei tei-q">“Some of our printed accounts give us larger
        and plainer accounts of the loss of lives than I will venture to
        affirm for truth: as of several houses near Moorfields levelled with
        the ground; fourteen people drowned in a wherry going to Gravesend
        and five in a wherry from Chelsea. Not that it is not very probable
        to be true, but, as I resolve not to hand anything to posterity but
        what comes very well attested, I omit such relations as I have not
        extraordinary assurance as to the fact.”</span> This is hardly the
        way with all book-makers!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Most of those
        killed were buried or crushed by the broken fragments and rubbish of
        falling stacks of chimneys or walls. The fall of brick walls made a
        serious item in the losses. At Greenwich Park several pieces of the
        wall were down for a hundred rods at a place; the palace of St.
        James’s was greatly damaged; the roof of the guard-house at Whitehall
        blown off, seriously hurting nine soldiers; the lead stripped off and
        rolled up like parchment from scores of churches and public
        buildings, including Westminster Abbey and Christ Church Hospital.
        <span class="tei tei-q">“It was very remarkable,”</span> Defoe notes,
        <span class="tei tei-q">“that the bridge over the Thames
        [<span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, Old London Bridge] received
        so little damage, the buildings standing high and not sheltered by
        other erections, as they would be in the streets. Above a hundred
        elms, some of them said to have been planted by Wolsey, were blown
        down in St. James’s Park. Very fortunately the storm was succeeded by
        fine weather: for had rain or snow followed, the misery and damage to
        hundreds and hundreds of tenants would have been fearfully <a name=
        "corr207" id="corr207" class="tei tei-anchor"></a><span class=
        "tei tei-corr">increased.</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At Stowmarket, in
        Suffolk, one of the largest spires—100 feet high above the
        steeple—was completely carried away, with all its heavy timbers and
        an immense quantity <span class="tei tei-pb" id="page208">[pg
        208]</span><a name="Pg208" id="Pg208" class="tei tei-anchor"></a>of
        lead. So in Brenchly and Great Peckham, Kent, the former doing damage
        to the church and porch as it fell, and entailing a total loss of
        £800 to £1,000, which would represent much more in these days.
        <span class="tei tei-q">“The cathedral church of Ely,”</span> said
        one of Defoe’s correspondents, <span class="tei tei-q">“by the
        providence of God, did, contrary to all men’s expectations, stand out
        the shock, but suffered very much in every part of it, especially
        that which is called the body of it, the lead being torn and rent up
        a considerable way together; about 40 lights of glass blown down and
        shattered to pieces; one ornamental pinnacle, belonging to the north
        aisle, demolished; and the lead in divers other parts of it blown up
        into great heaps. Five chimneys falling down in a place called the
        Colledge, the place where the prebendaries’ lodgings are, did no
        other damage (prais’d be God!) than beat down some part of the houses
        along with them. The loss which the church and college of Ely
        sustained being, by computation, near £2,000.”</span> Accounts of
        nearly irretrievable damage done to valuable painted church windows,
        for one of which—at Fairford, Gloucester—£1,500 had been offered,
        came from many points. In some cases the lead blown from roofs,
        amounting to tons in weight, was so tightly rolled up that it took a
        number of men to unroll it without cutting or other damage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Bishop of Bath
        and Wells was killed under rather remarkable circumstances. The
        palace was the relic of a very old castle, only one corner of it
        being modernised for his lordship’s use. Had the bishop slept in the
        new portion his life would have been spared; but he remained in one
        of the older apartments. Two chimney-stacks fell and crushed in the
        roof, driving it upon the bishop’s bed, forcing it quite through the
        next floor into the hall, and burying both himself and lady in the
        rubbish. The former appears to have risen, perhaps perceiving the
        approaching danger, and was found, with his brains dashed out, near a
        doorway.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the most
        remarkable cases of the power of the wind ashore was the removal of a
        stone of four hundredweight, which lay sheltered under a bank, to a
        distance of seven yards. On the Kingscote estate, in Gloucester, 600
        trees, all about eighty feet in height, were thrown down within a
        compass of five acres. The storm was accompanied by thunder and
        lightning and waterspouts. A clergyman, writing from Besselsleigh,
        says:—<span class="tei tei-q">“On Friday, the 26th of November, in
        the afternoon, about four of the clock, a country fellow came running
        to me, in a great fright, and very earnestly entreated me to go and
        see a pillar, as he called it, in the air in a field hard by. I went
        with the fellow, and when I came found it to be a spout marching
        directly with the wind; and I can think of nothing I can compare it
        to better than the trunk of an elephant, which it resembled—only much
        bigger. It was extended to a great length, and swept the ground as it
        went, leaving a mark behind. It crossed a field, and, which was very
        strange (and which I should scarce have been induced to believe had I
        not myself seen it, besides several countrymen, who were astonished
        at it, meeting with an oak that stood towards the middle of the
        field, snapped the body of it asunder. Afterwards, crossing a road,
        it sucked up the water that was in the cart-ruts. Then, coming to an
        old barn, it tumbled it down, and the thatch that was on the top was
        carried about by the wind, which was then very high and in great
        confusion. After this I followed it no farther, and therefore saw no
        more of it, but a parishioner of mine, going from hence to Hincksey,
        in a field <span class="tei tei-pb" id="page209">[pg
        209]</span><a name="Pg209" id="Pg209" class=
        "tei tei-anchor"></a>about a quarter of a mile off of this place, was
        on the sudden knocked down and lay upon the place till some people
        came by and brought him home; and he is not yet quite
        recovered.”</span> An earthquake is also said to have followed the
        great storm.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Enough has now
        been written to show how universal were the effects of this terrible
        gale. The details, as recorded by Defoe and others, would fill
        several chapters like the present. The author of <span class=
        "tei tei-q">“Robinson Crusoe”</span> puts, as we have seen, the loss
        of life partly on land but principally by sea, at 8,000, but a French
        authority places it at the enormous number of 30,000! It can well be
        believed that a large proportion of the casualties were never
        reported or recorded.</p><a name="illo_236.jpg" id="illo_236.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_236.jpg" alt="A LIFE-BOAT GOING OUT" title=
          "A LIFE-BOAT GOING OUT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            A LIFE-BOAT GOING OUT.
          </div>
        </div><a name="illo_238.png" id="illo_238.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_238.png" alt="GREATHEAD’S LIFE-BOAT" title=
          "GREATHEAD’S LIFE-BOAT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            GREATHEAD’S LIFE-BOAT.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap15" id="chap15" class="tei tei-anchor"></a> <a name=
        "toc33" id="toc33"></a> <a name="pdf34" id="pdf34"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XV.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-q" style="text-align: center"><span style=
        "font-size: 120%">“</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Man the
        Life-boat!</span></span><span style=
        "font-size: 120%">”</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Englishman’s direct interest in the Sea—The
        History of the Life-boat and its Work—Its Origin—A Coach-builder the
        First Inventor—Lionel Lukin’s Boat—Royal Encouragement—Wreck of
        the</span> <span class="tei tei-name" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">Adventure</span></span><span style="font-size: 90%">—The
          Poor Crew Drowned in Sight of Thousands—Good out of Evil—The South
          Shields Committee and their Prize Boat—Wouldhave and Greathead—The
          latter Rewarded by Government, &amp;c.—Slow Progress of the
          Life-boat Movement—The Old Boat at Redcar—Organisation of the
          National Life-boat Institution—Sir William Hillary’s Brave
          Deeds—Terrible Losses at the Isle of Man—Loss of Three
          Life-boats—Reorganisation of the Society—Immense Competition for a
          Prize—Beeching’s</span> <span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Self-righting</span><span style=
          "font-size: 90%">”</span></span> <span style=
          "font-size: 90%">Boats—Buoyancy and Ballast—Dangers of the
          Service—A Year’s Wrecks.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The history of the
        life-boat is one that concerns every Englishman. In this isle of the
        sea, our own beloved Britain, our sympathies are constantly excited
        on behalf of those who suffer from shipwreck. It would not be too
        much to say that one-half the population of the United Kingdom have
        some direct interest in this matter. Let us not be misunderstood.
        Pecuniary interests in shipping are held here more largely than in
        any other country, but <span class="tei tei-pb" id="page210">[pg
        210]</span><a name="Pg210" id="Pg210" class="tei tei-anchor"></a>we
        are not all shipowners or merchants. But how many of us have some
        brother or friend a seafarer! Of the writer’s own direct relatives
        six have travelled and voyaged to very far distant lands, and the
        friends of whom the same might be said would aggregate several score.
        This is no uncommon case.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The origin of the
        life-boat, as now understood, is of very modern date. Those who would
        study the matter in its entirety cannot do better than consult the
        work<a id="noteref_71" name="noteref_71" href="#note_71"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">71</span></span></a> from
        which the larger part of the material incorporated in the present
        chapter is derived. One of the very earliest inventors of a life-boat
        was Mr. Lionel Lukin, a coach-builder of Long Acre, who turned his
        attention to the subject in 1784, from purely benevolent motives. The
        then Prince of Wales (afterwards George IV.), who knew Lukin
        personally, not only encouraged him to test his inventions, but
        offered to pay the expenses. Lukin purchased a Norway yawl, to the
        outer frame of which he added a projecting gunwale of cork, tapering
        from nine inches amidships to very little at the bows and stern.
        Hollow water-tight enclosures gave it great buoyancy, while ballast
        sufficient for stability was afforded by a heavy false keel of iron.
        On this principle several boats were constructed, and found to be, as
        the inventor describes them, <span class=
        "tei tei-q">“unimmergible.”</span> The Rev. Dr. Shairp, of
        Bamborough, hearing of the invention, and having charge of a charity
        for saving life at sea, sent a boat to Lukin to be made <span class=
        "tei tei-q">“unimmergible.”</span> This was done, and satisfactory
        accounts were afterwards received of the altered boat, which was
        reported to have saved several lives in the first year of its use.
        The Admiralty and Trinity House would have nothing to do with it, in
        spite of the Prince of Wales’ interest in the matter. It has been
        said that a committee is a body without a conscience; it was true in
        those good old days. Lukin retired from business in 1824, and went to
        live at Hythe in Kent, where, ten years after, he died; the
        inscription on his tomb in Hythe churchyard says that he was the
        first to build a life-boat.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Notwithstanding
        Lukin’s increasing efforts to bring his life-boats into general use,
        hardly any progress had been <a name="corr210" id="corr210" class=
        "tei tei-anchor"></a><span class="tei tei-corr">made</span> in their
        general adoption till 1789, when the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Adventure</span></span>, of Newcastle, was
        wrecked at the mouth of the Tyne. While this vessel lay stranded on a
        dangerous sand at the entrance of the river, in the midst of
        tremendous breakers, her crew <span class="tei tei-q">“dropped off
        one by one from the rigging,”</span> only three hundred yards from
        the shore, and in the presence of thousands of spectators. This
        horrible disaster led to good results, for a committee was
        immediately appointed at a meeting of the inhabitants of South
        Shields, and premiums offered for the best model of a life-boat
        <span class="tei tei-q">“calculated to brave the dangers of the sea,
        particularly of broken water.”</span> From many plans submitted two
        were selected, those of Mr. William Wouldhave and Mr. Henry
        Greathead. The idea of the first is said to have been suggested by
        the following circumstance. Wouldhave had been asked to assist a
        woman in putting a <span class="tei tei-q">“<a name="corr210a" id=
        "corr210a" class="tei tei-anchor"></a><span class=
        "tei tei-corr">skeel</span>”</span> of water on her head, when he
        noticed that she had a piece of a broken wooden dish lying in the
        water, which floated with the points upwards, and turning it over
        several times, he found that it always righted itself. Greathead’s
        model had a curved instead of a straight keel, and he, as the only
        practical boatbuilder who had competed, was awarded the premium, some
        of Wouldhave’s ideas in regard to the use of cork being incorporated.
        This first boat, thirty feet in length, had a cork lining twelve
        inches thick, reaching <span class="tei tei-pb" id="page211">[pg
        211]</span><a name="Pg211" id="Pg211" class="tei tei-anchor"></a>from
        the deck to the thwarts, and a cork fender outside sixteen inches
        deep, four inches wide, and twenty-one feet long, nearly 7 cwts. of
        cork being fitted to the boat altogether. Greathead’s curved keel
        was, however, the main point, and he is regarded as the inventor of
        the first practicable life-boat. From 1791 to 1797 his first boat was
        the means of saving the whole or larger part of the crews of five
        ships. Notwithstanding all this, no other life-boat was built till
        1798, when the then Duke of Northumberland ordered one to be built at
        his own expense, which in two years saved the crews of three vessels.
        Others were soon after constructed, and before the end of 1803
        Greathead built no less than thirty-one, eight of which were for
        foreign countries. In the beginning of 1802, when two hundred lives
        had been saved at the entrance of the Tyne alone, Greathead applied
        to Parliament for a national reward. Possibly it is more remarkable
        that he obtained it. £1,200 was voted to him, to which the Trinity
        House, Lloyd’s, and the Society of Arts added substantial presents.
        The Emperor of Russia sent a diamond ring to the inventor.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After this, one
        might have reasonably thought that life-boats had become a recognised
        institution and a national necessity. Not so. For years afterwards
        there was hardly an advance made, and there was no organised society
        to work them. The Government was apathetic. In 1810, one of
        Greathead’s life-boats, carried overland to Hartley on the coast of
        Northumberland, rescued the crews of several fishing-boats. On
        returning toward the shore, the boat got too near a fatal rock-reef,
        and was split in halves; thirty-four poor fellows—a moment before the
        savers and the saved—were drowned. The authority before cited says
        that even now several of Greathead’s boats—exclusively rowing
        boats—are to be found on the coast; the oldest one is that in the
        possession of the boatmen at Redcar, it having been built in 1802. On
        seeing this fine old life-boat, which had saved some scores of lives,
        Viscount Stratford de Redcliffe composed some years ago the following
        verses, which were set to music:—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“The Life-boat!
            Oh, the Life-boat!</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            We all have known so long,
          </div>

          <div class="tei tei-l" style="text-align: left">
            A refuge for the feeble,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The glory of the strong.
          </div>

          <div class="tei tei-l" style="text-align: left">
            Twice thirty years have vanished,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Since first upon the wave
          </div>

          <div class="tei tei-l" style="text-align: left">
            She housed the drowning mariner,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            And snatched him from the grave.
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 4.00em">
            *&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*
          </div>

          <div class="tei tei-l" style="text-align: left">
            The voices of the rescued,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Their numbers may be read,
          </div>

          <div class="tei tei-l" style="text-align: left">
            The tears of speechless feeling
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Our wives and children shed;
          </div>

          <div class="tei tei-l" style="text-align: left">
            The memories of mercy
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            In man’s extremest need,
          </div>

          <div class="tei tei-l" style="text-align: left">
            All for the dear old Life-boat
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            <span class="tei tei-q" style="text-align: left">Uniting seem to
            plead.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As already stated,
        the important movement for saving life from shipwreck languished for
        some time. To Sir William Hillary and Thomas Wilson, then one of the
        Members of Parliament for London, is due the organisation of that
        most excellent society which has done more in the cause of humanity
        than, perhaps, any other whatever, and has done it on means which
        even <span class="tei tei-pb" id="page212">[pg 212]</span><a name=
        "Pg212" id="Pg212" class="tei tei-anchor"></a>to-day are too limited.
        Sir William Hillary was not a talker or subscriber merely, but had
        been personally active in saving life. When a Government cutter, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Vigilant</span></span>, was wrecked in Douglas
        Bay, Isle of Man, where he was then residing, he was one of the
        foremost in rescuing a part of the crew. Listen to our authority:
        <span class="tei tei-q">“Between the years 1821 and 1846, no fewer
        than 144 wrecks had taken place on the island, and 172 lives were
        lost; while the destruction of property was estimated at a quarter of
        a million. In 1825, when the <span class="tei tei-hi"><span style=
        "font-style: italic">City of Glasgow</span></span> steamer was
        stranded in Douglas Bay, Sir William Hillary assisted in saving the
        lives of sixty-two persons; and in the same year eleven men from the
        brig Leopard, and nine from the sloop <span class=
        "tei tei-name"><span style="font-style: italic">Fancy</span></span>,
        which became a total wreck. In 1827-32, Sir William, accompanied by
        his son, saved many other lives; but his greatest success was on the
        20th of November, 1830, when he saved in the life-boat twenty-two
        men, the whole of the crew of the mail steamer <span class=
        "tei tei-name"><span style="font-style: italic">St.
        George</span></span>, which became a total wreck on St. Mary’s Rock.
        On this occasion he was washed overboard among the wreck, with other
        three persons, and was saved with great difficulty, having had six of
        his ribs fractured.”</span> No wonder that a genuine hero of this
        character should have succeeded in obtaining the assistance and
        encouragement of His Majesty King George IV., and any number of royal
        highnesses, archbishops, bishops, noblemen, and other distinguished
        people,<a id="noteref_72" name="noteref_72" href=
        "#note_72"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">72</span></span></a> when the
        formation of a <span class="tei tei-q">“Royal National Institution
        for the Preservation of Life from Shipwreck”</span> was mooted. The
        Society was immediately organised, and the receipts for the first
        year of its existence were £9,800 odd. The Committee, in their first
        report, were able to state that they had built and stationed twelve
        life-boats, while, doubtless, from their good example, thirty-nine
        life-boats had been stationed on our shores by benevolent individuals
        and associations not connected with the Institution. In its early
        days, the Society assisted local bodies to place life-boats on the
        coast, such being independent of its control. The good work done by
        the Association in its early days is indicated in the following
        statement. In the second annual report the Committee showed that up
        to that period the Society had contributed to the saving of 342 lives
        from shipwreck, either by its own life-saving apparatus or by other
        means, for which it had granted rewards. And its total revenue for
        the second year was only £3,392 7s. 5d.!<a id="noteref_73" name=
        "noteref_73" href="#note_73"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">73</span></span></a> For
        fifteen years afterwards the annual receipts were still
        smaller.</p><a name="illo_242.png" id="illo_242.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_242.png" alt=
          "LIFE-BOAT SAVING THE CREW OF THE “ST. GEORGE.”" title=
          "LIFE-BOAT SAVING THE CREW OF THE “ST. GEORGE.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LIFE-BOAT SAVING THE CREW OF THE <span class="tei tei-q" style=
            "text-align: center">“ST. GEORGE.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Between 1841 and
        1850 the Institution lost three life-boats, and this was the smallest
        part of the loss. In October, 1841, one of the boats at Blyth,
        Northumberland, while being pulled against a strong wind, was struck
        by a heavy sea, causing her to run stern under, and to half fill with
        water. A second sea struck her, and she capsized. Ten men were
        drowned. The second case occurred at Robin Hood’s Bay, on the coast
        of Yorkshire, in February, 1843. The life-boat went off to the
        assistance of a stranded vessel, the <span class=
        "tei tei-name"><span style="font-style: italic">Ann</span></span>, of
        London, during a fresh northerly gale. The life-boat had got
        alongside the wreck, and was taking the crew off, when, as far as can
        be understood, several men jumped into her at the moment when a great
        wave struck her, and she capsized. Many of the crew got on her
        bottom, while three remained underneath her, and in this state she
        drifted towards the shore on the opposite side of the bay. On seeing
        the accident from the shore, five gallant fellows launched a boat and
        tried to pull off to the rescue, but had hardly encountered two seas,
        when she was turned <span class="tei tei-hi"><span style=
        "font-style: italic">end over end</span></span>, two of <span class=
        "tei tei-pb" id="page213">[pg 213]</span><a name="Pg213" id="Pg213"
        class="tei tei-anchor"></a>her crew being drowned. An officer of the
        Coastguard service and eleven men lost their lives on this occasion;
        a few were saved, coming to shore safely on the bottom of the
        life-boat, and even under it, in its reversed condition.</p><a name=
        "illo_245.jpg" id="illo_245.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_245.jpg" alt=
          "LOSS OF A LIFE-BOAT AT THE SHIPWRECK OF THE “ANN.”" title=
          "LOSS OF A LIFE-BOAT AT THE SHIPWRECK OF THE “ANN.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LOSS OF A LIFE-BOAT AT THE SHIPWRECK OF THE <span class=
            "tei tei-q" style="text-align: center">“ANN.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A still worse
        accident occurred, in December, 1849, to the South Shields life-boat,
        which had gone out with twenty-four experienced pilots to the aid of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Betsy</span></span> of Littlehampton, stranded
        on the Herd Sand. She had reached the wreck, and was lying alongside,
        though badly secured. The shipwrecked men were about to descend into
        the boat, when a heavy sea, recoiling from the bows of the vessel,
        lifted her on end, and a second sea completed the work of destruction
        by throwing her completely over. She ultimately drifted ashore.
        Twenty out of twenty-four on board were drowned. On seeing the
        accident, two other life-boats immediately dashed off, and saved four
        of the pilots and the crew of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Betsy</span></span>.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The year 1850
        marked an epoch in the history of life-boats, for then the
        Institution was thoroughly re-organised. It was arranged that the
        boats should be periodically inspected by qualified officers, and
        that a fixed scale of payment, both for actual service or quarterly
        exercise, should be made to the coxswains and crews.<a id=
        "noteref_74" name="noteref_74" href="#note_74"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">74</span></span></a> His
        Grace the late Duke of Northumberland offered a prize of one hundred
        guineas for the best model of a life-boat, and a like sum towards
        constructing a boat on that model. No less than 280 plans and models
        were sent in, not merely from all parts of the United Kingdom, but
        from France, Holland, Germany, and the United States. After some six
        months’ detailed examination on the part of the committee, Mr. James
        Beeching, of Great Yarmouth, was awarded the prize. That gentleman
        constructed several boats shortly afterwards, embodying most or
        <span class="tei tei-pb" id="page214">[pg 214]</span><a name="Pg214"
        id="Pg214" class="tei tei-anchor"></a>all of the leading
        improvements, and was the first to build a <span class=
        "tei tei-q">“self-righting”</span> life-boat. All of the
        Institution’s modern boats are on this principle.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The chief peculiarity of a life-boat,”</span> says our
        authority, <span class="tei tei-q">“which distinguishes it from all
        ordinary boats, is its being rendered unsubmergible, by attaching to
        it, chiefly within boards, water-tight air-cases, or fixed
        water-tight compartments under a deck.... Especially it is essential
        that the spare space along the sides of a life-boat, within boards,
        should be entirely occupied by buoyant cases or compartments; as when
        such is the case, on her shipping a sea, the water, until got rid
        off, is confined to the midships part of the boat, where, to a great
        extent, it serves as ballast, instead of falling over to the
        lee-side, and destroying her equilibrium, as is the case in an
        ordinary open boat.”</span> The Institution’s self-righting boats are
        ballasted with <span class="tei tei-hi"><span style=
        "font-style: italic">heavy</span></span> iron keels (up to 21 cwts.),
        and <span class="tei tei-hi"><span style=
        "font-style: italic">light</span></span> air-tight cases, cork,
        &amp;c. The advantage of employing a ballast of less specific gravity
        than water is, that in the event of the boat being stove in, the
        buoyancy of the material itself then comes into play.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Self-righting”</span> is, of course, a most important
        principle in life-boats, and out of some 250 boats of the Institution
        there are scarcely more than twenty which do not possess it. Up to
        twenty years or so ago it was derided by many otherwise practical
        men. Yet as early as 1792 we find the Rev. James Bremner, of Walls,
        Orkney, proposing to make all ordinary boats capable of righting
        themselves in the water by placing two water-tight casks, parallel to
        each other, in the head and stern sheets, and by affixing a heavy
        iron keel. The self-righting power of to-day is obtained by the
        following means. The boat is built with considerably higher gunwales
        at the bows and stern than in the centre, while four to six feet of
        the space at either end are water-tight air-chambers. A heavy iron
        keel is attached, and a nearly equal weight of light air-cases, and
        cork ballast cases are stowed betwixt the boat’s floor and the deck.
        <span class="tei tei-q">“No other measures are necessary to be taken
        in order to effect the self-righting power. When the boat is forcibly
        placed in the water with her keel upwards, she is floated unsteadily
        on the two air chambers at bow and stern, while the heavy iron keel
        and other ballast then being carried above the centre of gravity, an
        unstable equilibrium is at once effected, in which dilemma the boat
        cannot remain, the raised weight falls on one side or the other of
        the centre of gravity, and drags the boat round to her ordinary
        position, when the water shipped during the evolution quickly escapes
        through the relieving tubes, and she is again ready for any service
        that may be required of her.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Nearly all
        life-boat stations are provided with a transporting carriage, built
        especially for the particular boat. The use of this, in many cases,
        is to convey the boat by land to the point nearest the wreck. On some
        coasts the distance may be several miles. In addition to this, a
        boat-carriage is of immense service in launching a boat from a beach
        without her keel touching the ground; so much so, indeed, that one
        can be readily launched from a carriage through a high surf, when
        without one she could not be got off the beach. The carriage is often
        backed sufficiently far into the water to enable the boat to float
        when she is run off.</p><a name="illo_246.png" id="illo_246.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_246.png" alt=
          "A LIFE-BOAT AND CARRIAGE—LATEST FORM" title=
          "A LIFE-BOAT AND CARRIAGE—LATEST FORM." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            A LIFE-BOAT AND CARRIAGE—LATEST FORM.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The foregoing will
        give a sufficient idea of the boat itself, and now to its work.
        Courage and ability are required to put it into action, and the
        dangers to which the crew of a life-boat are exposed entitle those
        who encounter them to the greatest honour. <span class=
        "tei tei-q">“It is impossible <span class="tei tei-pb" id=
        "page215">[pg 215]</span><a name="Pg215" id="Pg215" class=
        "tei tei-anchor"></a>to exaggerate the awful circumstances attending
        a shipwreck. Let us picture the time, when, after a peaceful sunset
        and the toils of the day are over, the hero of the life-boat has
        retired to rest, and the silence of the night is unbroken except by
        the murmur of the winds and the noise of the sea breaking on the
        shore. With the approach of the storm, however, the winds and waves
        rise in fury upon the deep, and with their mingled vengeance lash the
        cliffs and the beach. A signal of distress arouses the coxswain and
        his men; crowds rush in curiosity to the cliffs, or line the shore,
        heedless of the driving rain or the blinding sleet. Barrels of tar
        are lighted on the coast, and the signal gun and the fiery rocket
        make a fresh appeal to the brave. The boat-house is unlocked, and the
        life-boat with her crew is dragged hurriedly to the shore. The storm
        rages wildly, and the mountains of surf and sea appal the stoutest
        heart. The gallant men look dubiously at the work before them, and
        fathers and mothers and wives and children implore them to desist
        from a hopeless enterprise. The voice of the coxswain, however,
        prevails. The life-boat is launched among the breakers, cutting
        bravely through the foaming mass—now buried under the swelling
        billows, or rising on their summit—now dashed against the hapless
        wreck still instinct with life—now driven from it by a mountain
        wave—now embarking its living freight, and carrying them, through
        storm and danger and darkness, to a blessed shore. Would that this
        was the invariable issue of a life-boat service! The boat that
        adventures to a wreck meets with disaster itself occasionally; and in
        the war of the elements some of its gallant crew have sometimes been
        the first of its victims.”</span> And when we consider that the
        number of wrecks on the coasts of the United Kingdom alone, averaged
        1,446 per annum for the twenty years between 1852 and 1871, we can
        form an idea of the importance of life-boat work on these shores. In
        the succeeding chapter some special instances of perilous and
        successful rescues will be presented.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap16" id="chap16" class="tei tei-anchor"></a> <a name=
        "toc35" id="toc35"></a> <a name="pdf36" id="pdf36"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XVI.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-q" style="text-align: center"><span style=
        "font-size: 120%">“</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Man the
        Life-boat!</span></span><span style="font-size: 120%">”</span></span>
        <span style="font-size: 120%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-style: italic">continued</span></span><span style="font-size: 120%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">A</span> <span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Dirty</span><span style="font-size: 90%">”</span></span>
          <span style="font-size: 90%">Night on the Sands—Wreck of the</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Samaritano</span></span><span style="font-size: 90%">—The
          Vessel boarded by Margate and Whitstable Men—A Gale in its Fury—The
          Vessel breaking up—Nineteen Men in the Fore-rigging—Two Margate
          Life-boats Wrecked—Fate of a Lugger—The Scene at
          Ramsgate—</span><span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Man the
          Life-boat!</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—The
          good Steamer</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Aid</span></span><span style=
          "font-size: 90%">—The Life-boat Towed out—A Terrible Trip—A Grand
          Struggle with the Elements—The Flag of Distress made out—How to
          reach it—The Life-boat cast off—On through the Breakers—The Wreck
          reached at last—Difficulties of Rescuing the Men—The poor little
          Cabin Boy—The Life-boat Crowded—A Moment of great Peril—The Steamer
          reached at last—Back to Ramsgate—The Reward of Merit—Loss of a
          Passenger Steamer—The Three Lost Corpses—The Emigrant Ship on the
          Sands—A Splendid Night’s Work.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The waves are
        tearing over the fatal Goodwin Sands, but the life-boats of Ramsgate,
        Margate, Deal, and Kingsdown are ready for their work. At Ramsgate,
        in particular, the life-boat is ready at her moorings in the harbour,
        while a powerful steam-tug—the <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span>,
        whose interesting history would form many a chapter—is lying with
        steam partially up, prepared to tow out the boat as near the Goodwin
        Sands as may be with <span class="tei tei-pb" id="page217">[pg
        217]</span><a name="Pg217" id="Pg217" class=
        "tei tei-anchor"></a>safety. The <span class="tei tei-q">“storm
        warriors,”</span> as the Rev. Mr. Gilmore calls them with so much
        appropriateness, in his fascinating and powerfully-written
        work,<a id="noteref_75" name="noteref_75" href=
        "#note_75"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">75</span></span></a>
        <span class="tei tei-q">“are on the watch, hour after hour, through
        the stormy night walking the pier, and giving keen glances to where
        the Goodwin Sands are white with the churning, seething waves that
        leap high, and plunge and foam amid the treacherous shoals and banks.
        Look! a flash is seen; listen, in a few seconds, yes, there is the
        throb and boom of a distant gun, a rocket cleaves the darkness; and
        now the cry—<span class="tei tei-q">‘Man the life-boat! Man the
        life-boat! Seaward ho! Seaward ho!’</span> Storm warriors to the
        <a name="corr217" id="corr217" class=
        "tei tei-anchor"></a><span class="tei tei-corr">rescue!</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One Sunday night
        in the month of February, a few years ago, the weather was what
        sailors call <span class="tei tei-q">“dirty,”</span> and accompanied
        by sudden gusts of wind and snow-squalls. Before the light broke on
        Monday morning, the Margate lugger, <span class=
        "tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span>, put out to sea to cruise
        round the shoals and sands in the neighbourhood of Margate, on the
        look-out for the victims of any disasters that might have occurred
        during the night, and the crew soon discovered that a vessel was
        ashore on the Margate sands. She proved to be the Spanish brig
        <span class="tei tei-name"><span style=
        "font-style: italic">Samaritano</span></span>, bound from Antwerp to
        Santander, and laden with a valuable <span class="tei tei-pb" id=
        "page218">[pg 218]</span><a name="Pg218" id="Pg218" class=
        "tei tei-anchor"></a>cargo; she had a crew of eleven men under the
        command of the captain, Modesto Crispo. Hoping to save the vessel,
        the lugger, as she was running for the brig, spoke a Whitstable
        fishing-smack, and borrowed two of her men and her boat. They boarded
        the brig as the tide went down, and hoped to be able to get her off
        the sands at the next high water. For this purpose, six Margate
        boatmen and the two Whitstable men were left on board.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">With the rising
        tide the gale came on again with renewed fury, and it soon became a
        question not of saving the vessel, but of saving their own lives. The
        sea dashed furiously over the wreck, lifting her, and then letting
        her fall with terrific violence on the sands. Her timbers quivered
        and shook, and a hole was quickly knocked in her side. She filled
        with water, and settled on one side. <span class="tei tei-q">“The
        waves began now to break with great force over the deck; the lugger’s
        boat was speedily knocked to pieces and swept overboard; the hatches
        were forced up; and some of the cargo which floated on the deck was
        at once washed away. The brig began to roll and labour fearfully, as
        wave after wave broke against her, with a force that shook her from
        stem to stern, and threatened to throw her bodily upon her broadside;
        the men, fearing this, cut the weather rigging of the mainmast, and
        the mast soon broke off short with a great crash, and went over the
        side.”</span> All hands now had to take to the fore-rigging; nineteen
        souls with nothing between them and death but the few shrouds of a
        shaking mast! The waves threw up columns of foam, and the spray froze
        upon them as it fell. The Margate and Whitstable men were caught in a
        trap, for neither lugger nor smack would have lived five minutes in
        the sea that surrounded the vessel. Would the life-boat come?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As soon as the
        news of the wreck reached Margate, the smaller of the two life-boats
        was manned and launched. By an oversight in the hurry of preparation,
        the valves of the air-tight boxes had been left open, and she was
        fast filling. Although she succeeded in getting within a quarter of a
        mile of the brig, she had to be speedily turned towards shore, or she
        would have been wrecked herself. After battling for four hours with
        the sea and gale, she was run ashore in Westgate Bay. There the
        coastguardmen did their best for them. Meantime, when it was learned
        in Margate that the first boat was disabled, the larger one was
        launched. Away they started, the brave crew doing all they could to
        battle with the gale, but all in vain; their tiller gave way, and
        they had to give up the attempt. They were driven ashore about one
        mile from the town. Next, two luggers attempted to get out to the
        wreck. The fate of the first was soon settled: a fearful squall of
        wind struck her before she had got many hundred yards clear of the
        pier, and swept her foremast clean out of her. The second lugger was
        a little more fortunate; she beat out to the Sands, but only to find
        the surf so heavy, that it was impossible to cross them, or to get
        near the wreck. <span class="tei tei-q">“The Margate people became
        full of despair; and many a bitter tear was shed for sympathy and for
        personal loss as they watched the wreck, and thought of the poor
        fellows perishing slowly before their eyes, apparently without any
        possibility of being saved.”</span> And now let us change the scene
        to Ramsgate.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About nine o’clock
        the news came to Ramsgate that there was a brig ashore on the
        Woolpack Sands, off Margate, but it was naturally concluded that the
        life-boats of the <span class="tei tei-pb" id="page219">[pg
        219]</span><a name="Pg219" id="Pg219" class=
        "tei tei-anchor"></a>latter place would go to the rescue, and no one
        supposed that the services of the Ramsgate boat would be required.
        <span class="tei tei-q">“But shortly after twelve, a coastguard-man
        from Margate hastened breathless to the pier and to the
        harbour-master’s office, saying, in answer to eager inquiries, as he
        hurried on, that the two Margate life-boats had been wrecked. The
        order was, of course, at once given, <span class="tei tei-q">‘Man the
        life-boat!’</span> and the boatmen rushed for it. First come, first
        in; not a moment’s hesitation, not a thought of further clothing:
        they will go in as they are, rather than not go at all. The news
        rapidly spreads; each boatman as he heard it, hastily snatched up his
        bag of waterproof overalls and south-wester cap, and rushed down to
        the boat; and for some time, boatman after boatman was to be seen
        racing down the pier, hoping to find a place still vacant; if the
        race had been to save their lives, rather than to risk them, it would
        hardly have been more hotly contested.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Some of those who had won the race and were in the boat
        were ill-prepared with clothing for the hardships they would have to
        endure, for if they had not their waterproofs at hand, they did not
        delay to get them, fearing that the crew might be made up before they
        got to the boat. But these men were supplied by the generosity of
        their disappointed friends, who had come down better prepared, but
        too late for the enterprise; the famous cork jackets were thrown into
        the boat and at once put on by the men.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The powerful steam-tug, well-named the <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span>,
        that belongs to the harbour, and has her steam up night and day ready
        for any emergency that may arise, speedily got her steam to full
        power, and with her brave and skilful master, Daniel Reading, in
        command, took the boat in tow, and together they made their way out
        of the harbour. James Hogben, who with Reading has been in many a
        wild scene of danger, was coxswain, and steered and commanded the
        life-boat.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It was nearly low water at the time, but the force of
        the gale was such as to send a good deal of spray dashing over the
        pier; the snow fell in blinding squalls, and drifted and eddied in
        every protected nook and corner. It was hard work for the excited
        crowd of people who had assembled to see the life-boat start, to
        battle their way through the drifts and against the wind, snow, and
        foam, to the head of the pier; but there at last they gathered, and
        many a one felt his heart fail as the steamer and boat cleared the
        protection of the pier, and encountered the first rush of the wind
        and sea outside. <span class="tei tei-q">‘She seemed to go out under
        water,’</span> said one old fellow; <span class="tei tei-q">‘I would
        not have gone out in her for the universe.’</span> And those who did
        not know the heroism and determination that such scenes call forth in
        the breasts of the boatmen, could not help wondering much at the
        eagerness which had been displayed to get a place in the boat—and
        this although the hardy fellows knew that the two Margate life-boats
        had been wrecked in the attempt to get the short distance which
        separated the wreck from Margate, while they would have to battle
        their way through the gale for ten or twelve miles before they could
        get even in sight of the vessel.”</span> And so the steamer with its
        engines working full power plunged heavily along, the life-boat towed
        astern with fifty fathoms (300 feet) of five-inch hawser out, an
        enormously strong rope about the thickness of a man’s wrist. The
        water flowed into and over the boat, and still, like any other good
        life-boat, she floated, and rose in its buoyancy, almost defying the
        great waves, while her crew were knee-deep in water.</p><span class=
        "tei tei-pb" id="page220">[pg 220]</span><a name="Pg220" id="Pg220"
        class="tei tei-anchor"></a><a name="illo_249.png" id="illo_249.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_249.png" alt="RAMSGATE—THE “AID” GOING OUT"
          title="RAMSGATE—THE “AID” GOING OUT." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RAMSGATE—THE <span class="tei tei-q" style=
            "text-align: center">“AID”</span> GOING OUT.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">They, making their
        way through the Cud channel, had passed between the black and white
        buoys, so well-known to Ramsgate visitors, when a fearful sea came
        heading towards them. It met and broke over the steamer, buried her
        in foam and then passed on. The life-boat rose to it, and for a
        moment hung with her bows high in air, then plunged bodily almost
        under water. The men were nearly washed out of her, for at that
        moment the tow rope broke, and the boat fell across the sea, which
        swept in rapid succession over her. <span class="tei tei-q">“Oars
        out! oars out!”</span> was the cry, but they could do nothing with
        them. The steamer was, however, cleverly brought within a few yards
        to windward of the boat, and a hauling line, to which was attached a
        new hawser, was successfully passed to the boat, and they again
        proceeded in the teeth of the blinding snow and sleet and spray which
        swept over the boat, till the men looked, as one said at the time,
        <span class="tei tei-q">“like a body of ice.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Still they
        struggled on, till they reached the North Foreland, where the sea was
        running mountains high, and although early in the afternoon, the air
        was so darkened by the storm that the captain of the boat could not
        see the steamer only a hundred yards ahead, and still less able were
        the men on board the steamer to see the life-boat. Now they sighted
        Margate, and could plainly see the two disabled life-boats ashore.
        But where was the wreck? A providential break in the drift of snow
        suddenly gave them a glimpse of it, and the master of the steamer
        made out the flag of distress flying in the rigging of the fated
        vessel. But she was on the other side of the sand, and to tow the
        boat round would take a long time in the face of such a gale; while
        for the boat to make across the sand seemed almost impossible. But
        although it seemed a forlorn hope, it was resolved to force her
        through the surf and sea under sail, and the hawser was cast off. Now
        a new complication arose. The tide was found to be running so
        furiously that they must be towed at least three miles to the
        eastward <span class="tei tei-pb" id="page221">[pg
        221]</span><a name="Pg221" id="Pg221" class=
        "tei tei-anchor"></a>before they would be sufficiently far to
        windward to make certain of fetching the wreck. The tow rope had to
        be got on board again, and it was a bitter disappointment to all,
        that an hour or more of their precious time must be consumed before
        they could possibly get to the rescue of their endangered brother
        seamen. The snow-squalls increased, and they lost sight of the wreck
        again and again. <span class="tei tei-q">“The gale, which had been
        increasing since the morning, came on heavier than ever, and roared
        like thunder overhead, the sea was running so furiously and meeting
        the life-boat with such tremendous force that the men had to cling on
        their hardest not to be washed out of her, and at last the new tow
        rope could no longer resist the increasing strain, and suddenly
        parted with a tremendous jerk; there was no thought of picking up the
        cable again—they could stand no further delay, and one and all of her
        crew rejoiced to hear the captain of the life-boat give orders to set
        sail.”</span></p><a name="illo_250.jpg" id="illo_250.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_250.jpg" alt="“CURLY” WEATHER" title=
          "“CURLY” WEATHER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            <span class="tei tei-q" style="text-align: center">“CURLY”</span>
            WEATHER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Straight for the
        breakers they made in the increasing gloom; no faltering or
        hesitation, brows knit, teeth clenched, hands ready, and hearts firm.
        The boat, carrying the smallest amount of sail possible, was driven
        on by the hurricane force of the wind, till she plunged through the
        outer range of the breakers into the battling, seething, boiling sea,
        that marked the treacherous shallows. <span class="tei tei-q">“When
        they saw some huge breaker heading towards them like an advancing
        wall, then the men threw themselves breast down on the thwart, curled
        their legs under it, clasped it with all their force with both arms,
        held their breath hard, and clung on for very life against the tear
        and wrestle of the waves, while the rush of water poured over their
        backs and heads, and buried them in its flood. Down, down, beneath
        the weight of the water, the men and boat sank; but only for a
        moment; the splendid boat rose in her buoyancy, and freed herself of
        the seas, which for a moment had overcome her and buried her, and her
        crew breathed again; and a struggling cry of triumph rises from them,
        <span class="tei tei-q">‘Well done, old boat! well
        done.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A sudden break in
        the storm, and the wreck is revealed to them half a mile to leeward.
        Her appearance made even these hardy men shudder. She had settled
        down by the stern, her uplifted bow being the only part of the hull
        that was to be seen, and the sea was making a clean breach over her.
        <span class="tei tei-q">“The mainmast was gone, her foresail and
        foretopsail were blown adrift, and great columns of foam were
        mounting up, flying over her foremast and bow. They saw a Margate
        lugger lying at anchor just clear of the Sands, and made close to
        her. As they shot by they could just make out, amid the roar of the
        storm, a loud hail, <span class="tei tei-q">‘Eight of our men on
        board!’</span> and on they flew, and in a few minutes were in a sea
        that would instantly have swamped the lugger, noble and powerful boat
        though she was.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Approaching the wreck, it was with terrible anxiety they
        strained their sight, trying to discover if there were still any men
        left in the tangled mass of rigging, over which the sea was breaking
        so furiously. By degrees they made them out. <span class=
        "tei tei-q">‘I see a man’s head. Look! one is waving his
        arm.’</span>—<span class="tei tei-q">‘I make out two! three! why, the
        rigging is full of the poor fellows;’</span> and with a cheer of
        triumph, as being yet in time, the life-boat crew settled to their
        work.”</span> Four hours they had been battling the elements, while
        the shipwrecked crew had waited eight hours despairingly, within a
        few miles of shore, shivering in the rigging. The sails were lowered,
        and anchor cast overboard. <span class="tei tei-q">“No cheering! no
        shouting in the boat now, no whisper beyond the necessary orders; the
        risk and suspense are too terrible! Yard by yard the cable is
        cautiously paid out, and the great rolling seas are allowed to carry
        the <span class="tei tei-pb" id="page222">[pg 222]</span><a name=
        "Pg222" id="Pg222" class="tei tei-anchor"></a>boat, little by little,
        nearer to the vessel. The waves break over the boat, for the moment
        bury it, and then as the sea rushes on, and breaks upon the wreck,
        the spray, flying up, hides the men lashed to the rigging from the
        boatmen’s sight. They hoist up a corner of the sail to let the boat
        sheer in; all are ready; a huge wave lifts them. <span class=
        "tei tei-q">‘Pay out the cable! sharp, men! sharp!’</span> the
        coxswain shouts; <span class="tei tei-q">‘belay all!’</span> The
        cable was let go a few yards by the run, and the boat is alongside
        the wreck. With a cry, three men jump into the boat and are saved!
        <span class="tei tei-q">‘All hands to the cable! haul in hand over
        hand, for your lives, men, quick!’</span> the coxswain cries; for he
        sees a tremendous wave rushing in swiftly upon them. They haul in the
        cable, draw the boat a little from the wreck, the wave passes and
        breaks over the vessel; if the life-boat had been alongside she would
        have been dashed against the wreck, and perhaps capsized, or washed
        over, and utterly destroyed. Again the men watch the waves, and as
        they see a few smaller ones approaching, let the cable run again, and
        get alongside; this time they are able to remain a little longer by
        the vessel; and, one after another, thirteen of the shipwrecked men
        unlash themselves from the rigging and jump into the boat, when again
        they draw away from the vessel in all haste, and avoid threatened
        destruction.”</span> At last three Spaniards are left in the rigging;
        they seem nearly dead, and scarcely able to unlash themselves, and
        crawl down the shrouds. The boat must be placed dangerously near the
        vessel, and two of the life-boatmen must get on to the wreck and lift
        the men on board. They do it quietly, coolly, determinedly. The last
        one left is a poor little cabin-boy; he seems entangled in the
        rigging, and yet he holds fast to a canvas bag of trinkets and things
        he was taking as presents to the loved ones at home. <span class=
        "tei tei-q">“God only knows,”</span> says Gilmore, <span class=
        "tei tei-q">“whether the loved ones at home were thinking of and
        praying for him, and whether it was in answer to their prayers and
        those of many others that the life-boat then rode alongside that
        wreck, an ark of safety amid the raging seas.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“They shout, the boy lingers still, his half-dead hands
        cannot free the bag from the entangled rigging. A moment and all are
        lost; a boatman makes a spring, seizes the lad with a strong grasp,
        and tears him down the rigging into the boat—too late, too late; they
        cannot get away from the vessel; a tremendous wave rushes on: hold
        hard all, hold anchor! hold cable! give but a yard and all are lost.
        The boat lifts, is washed into the fore-rigging, the sea passes, and
        she settles down again upon an even keel. Thank God! If one stray
        rope of all the torn and tangled rigging of the vessel had caught the
        boat’s rigging, or one of her spars—if the boat’s keel or cork
        fenders had caught in the shattered gunwale, she would have turned
        over, and every man in her been shaken into the sea to speedy and
        certain death. Thank God! it is not so, and once more they are
        safe.”</span> Look at the boat now; thirteen of its own crew, eight
        of the Margate and Whitstable men, the captain, mate, eight <a name=
        "corr222" id="corr222" class="tei tei-anchor"></a><span class=
        "tei tei-corr">seamen</span>, and the boy, thirty-two souls in all.
        Will she be able to bring all this human freight safely to land?
        Their dangers are not yet over; in fact, to the poor Spaniards, the
        terrors of death have not yet passed away; for they know little of
        the grand properties of a first-class English life-boat.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Now come the
        difficulties of clearing the wreck. The anchor holds, and there is no
        thought of getting her up in such a gale and sea. The hatchet is
        passed forward; there is a moment’s delay, a delay by which indeed
        all their lives are saved. Already one strand out of <span class=
        "tei tei-pb" id="page223">[pg 223]</span><a name="Pg223" id="Pg223"
        class="tei tei-anchor"></a>the three of which the strong rope is
        composed is severed, when a fearful gust of wind sweeps by, the boat
        heels over almost on her side—a crash is heard, and the mast and sail
        are blown clean out of the boat! she is carried straight for the
        wreck; the cable is slack, they haul it in as fast as they can, but
        on they are carried swiftly, as it would seem to certain destruction.
        <span class="tei tei-q">“Let them hit the wreck full, and the next
        wave must throw the boat bodily upon it, and all her crew will be
        swept at once into the sea; let them but touch the wreck, and the
        risk is fearful; on they are carried, the stem of the boat just
        grazes the bow of the vessel, they must be capsized by the bowsprit
        and entangled in the wreckage; some of the crew are ready for a
        spring into the bowsprit to prolong their lives a few minutes, the
        others are all steadily, eagerly, quietly, hauling in upon the cable
        might and main, as the only chance of safety to the boat and crew;
        one moment more and all are gone, one more haul upon the cable, a
        fathom or so comes in by the run, and at that moment mercifully
        taughtens and holds, all may yet be safe! another yard or two and the
        boat would have been dashed to pieces.”</span> This danger over, they
        have to think of the mast and sail dragging over the side of the
        boat; it is with great difficulty that they get them on board, and
        rig them up once more. At last they sail away from the Sands, the
        breakers and the wreck.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now for the
        steamer, which at length they reach, passing on the way the lugger
        <span class="tei tei-name"><span style=
        "font-style: italic">Eclipse</span></span> and the Whitstable smack,
        to the crews of which they were able to impart the good tidings. When
        they reached the steamer the sea was raging, and the gale blowing as
        much as ever, and it was no easy task to get the poor shipwrecked
        fellows on board, as they were too exhausted to spring up her sides
        as the opportunity occurred; and one poor fellow was literally hauled
        on board with a rope. The return voyage was little less dangerous
        than the voyage out, but at last the Ramsgate pier-head light shone
        out with its bright welcome, and cheers broke out from the anxious
        crowd, as it was known that nineteen men had been saved from a
        terrible and certain death. The Spanish sailors were well cared for,
        and their captain, in speaking of the rescue, was almost overcome by
        his feelings of gratitude and wonder, for he had made up his mind for
        death. He had a picture made of the rescue to take home with him to
        show the Spanish authorities. It is gratifying to know that so much
        bravery did not go unrewarded. The English Board of Control presented
        each of the men with £2 and a medal, while the Spanish Government
        gratefully acknowledged the heroic exertions put forth, by granting
        each a medal and £3. And all the above is but one example of the work
        of our <span class="tei tei-q">“Storm Warriors,”</span> whose
        glorious mission is to save.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One stormy night
        some years ago the <span class="tei tei-name"><span style=
        "font-style: italic">Aid</span></span> and the life-boat started from
        Ramsgate in answer to rockets fired from one of the Goodwin
        light-vessels. They knew well what it meant, but on reaching the edge
        of the Sands could not, after cruising about some distance, find any
        traces of a vessel in distress. They waited till daylight, and then
        were just able to distinguish the lower mast of a steamer standing
        out of the water. They made towards it, but found no trace of life,
        no signs of any floating wreck to which a human being could cling.
        They were forced to the conclusion that almost immediately upon
        striking, the vessel must have broken up and sunk in the quicksand.
        Poor crew! poor passengers, maybe! a sharp, sudden death! Would that
        the vessel could have held together a little longer!</p><span class=
        "tei tei-pb" id="page224">[pg 224]</span><a name="Pg224" id="Pg224"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">They had not
        proceeded much farther ahead in the hopes of assisting another vessel
        ashore not far from Kingsgate, when the captain of the <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span> saw
        a large life-buoy floating by. <span class="tei tei-q">“Ease
        her!”</span> he cries, and the way of the steamer slackens;
        <span class="tei tei-q">“God knows but what that life-buoy may be of
        some use to us.”</span> The helmsman steers for it; a sailor makes a
        hasty dart at it with a boat-hook, misses it, and starts back
        appalled from a vision of staring eyes, and pale and agonised faces,
        matted hair, and arms outstretched for help. The life-boat crew steer
        for the buoy; the bowman grasps at it, but cannot lift it; his cry of
        horror startles the whole crew. Some of them hasten to help him. To
        that buoy three dead bodies were found lashed with ropes round their
        waists. Slowly and reverently, one by one, the crew lifted them on
        board, and laid them out under the sail. Those three pale corpses
        were all that were ever found of the crew and passengers—to what
        number is not known precisely to-day—of the steamer <span class=
        "tei tei-name"><span style="font-style: italic">Violet</span></span>,
        which had left Ostend late the previous evening. At two o’clock she
        struck the Sands; a little after three there was no one left on board
        to answer the signals of a steamboat that had come to their rescue,
        and show their position; a little later and the <span class=
        "tei tei-name"><span style="font-style: italic">Violet</span></span>
        was lying a worthless wreck below the breakers and quicksands.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Happily the
        efforts of the life-boat and steamer’s men are almost invariably
        crowned with success, where such is anything like possible. A grand
        success was scored some years ago when the passengers and crew of a
        large emigrant ship, and the crew of another vessel, one hundred and
        twenty in all, were rescued and brought into Ramsgate as the result
        of one long night’s work. The first ship, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Fusilier</span></span>, was found hard and fast
        on the Sands, in a perfect boil of waters, and the life-boat alone
        dare approach her, the <span class="tei tei-name"><span style=
        "font-style: italic">Aid</span></span> being obliged to lay off at
        some distance. The terrified passengers looked down upon the
        life-boat from the high ship’s deck, which quivered with every thump
        on the sands, wondering how many she could possibly save, and
        despairingly crowding round the two life-boat’s men who had sprung to
        the man-ropes when the boat had been lifted by a sea close to the
        wreck. The lights from the ship’s lamps and the faint moonlight
        revealed a trembling, pale, and horror-stricken crowd, nine-tenths of
        whom had known nothing before of the terrors of the sea, and who
        still despaired of ever seeing land again. But every one of them, and
        the list included more than sixty women and children, were saved. The
        women and children were taken off first, helped down by sailors slung
        in bowlines over the vessel’s side, to the plunging, restless boat,
        the dangers being greatly enhanced by the helplessness and frantic
        terror of the poor creatures. Yet not even a baby was lost, although
        many were thrown from the vessel to the outstretched arms of the
        life-boat men. About thirty persons were conveyed at a time to the
        steamer, where the difficulties of transference were nearly as great
        as from the wreck, but at last all were safe on board. Then, as the
        heavily-freighted steamer turned her head for Ramsgate, the emigrants
        mentioned how, during the previous night, they had seen a large ship
        drifting fast for the Sands, and how in the darkness they had lost
        sight of her. A sharp look-out was therefore kept, and as they
        proceeded down Prince’s Channel, and neared the lightship, their
        search was rewarded. They noted the remnants of a wreck well over on
        the north-east side of the Girdler Sands, and immediately put back
        for the lifeboat, which had been left alongside the emigrant ship,
        where the captain remained in the <span class="tei tei-pb" id=
        "page225">[pg 225]</span><a name="Pg225" id="Pg225" class=
        "tei tei-anchor"></a>faint hope of saving her eventually. Both put
        back to the second wreck, the hull of which was almost torn to
        pieces, the timbers started, rent, and twisted—a mere skeleton of a
        ship. To the foremast—hardly held in position by a remnant of
        shattered deck—clung sixteen of an exhausted crew, including a pilot
        and a boy of eleven. But a rope was successfully thrown round the
        fore-rigging, and slowly, one by one, the poor fellows dropped from
        the mast to the boat. Then <span class="tei tei-q">“oars out,”</span>
        lest a hole should be knocked through the boat’s bottom by some part
        of the wreckage, and every rower strained his utmost to get clear of
        her. This done, and the sail hoisted, the steamer was soon reached,
        and a grand night’s work consummated. One can imagine the keen
        interest of the emigrants watching from the steamer the rescue of men
        from dangers similar to, but even greater than, those through which
        they had themselves just passed, and the enthusiasm ashore, at an
        almost unparalleled example of successful life-boat work.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap17" id="chap17" class="tei tei-anchor"></a> <a name=
        "toc37" id="toc37"></a> <a name="pdf38" id="pdf38"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XVII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span class="tei tei-q" style="text-align: center"><span style=
        "font-size: 144%">“</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-variant: small-caps">Man the
        Life-boat!</span></span><span style="font-size: 144%">”</span></span>
        <span style="font-size: 144%">(</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 144%; font-style: italic">continued</span></span><span style="font-size: 144%">).</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">A Portuguese Brig on the Sands—Futile Attempts to
        get her off—Sudden Break-up—Great Danger to the Life-boat—Great
        Probability of being Crushed—An Old Boatman’s Feelings—The Life-boat
        herself on the Goodwin—Safe at Last—Gratitude of the Portuguese
        Crew—A Blaze of Light seen from Deal—Fatal Delay—Twenty-eight Lives
        Lost—A Dark December Night—The almost-deserted Wreck of the</span>
        <span class="tei tei-name" style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Providentia</span></span><span style="font-size: 90%">—A
          Plucky Captain—An Awful Episode—The Mate beaten to Death—Hardly
          saved—The poor little Cabin-boy’s Rescue—Another Wreck on the
          Sands—Many Attempts to rescue the Crew—Determination of the
          Boatmen—Victory or Death!—The</span> <span class="tei tei-name"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Aid</span></span> <span style=
          "font-size: 90%">Steamer nearly wrecked—A novel and successful
          Experiment—Anchoring on Board—The Crew Saved.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The emigrant ship
        mentioned in the preceding chapter was eventually got off the Sands;
        but although similar efforts are often made, they are by no means
        usually attended by similar results. The danger of waiting by the
        ship is very considerable. Gilmore gives us a good example of this in
        his account of a Portuguese brig on the Sands, of which there were,
        at first, strong hopes of saving. Her masts and rigging, as at first
        seen by the Ramsgate men, were all right, and her clean new copper
        was intact. <span class="tei tei-q">“A grand thing for all hands—for
        owners, underwriters, crew, and boatmen—the men think, if they can
        only get her safely off when the tide rises, and bring her into
        harbour; a fine vessel and perhaps valuable cargo saved, and a pretty
        piece of salvage, which will be well earned, and nobody should
        grudge, for the boatmen have to live, as well as to save
        life.”</span> The captain had at first refused to employ the services
        offered by the crews of two Broadstairs luggers, but at last was glad
        to avail himself of their assistance, coupled with that of the
        life-boat men and the steam-tug <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span>.
        The boatmen got an anchor out astern as quickly as possible, the
        vessel being head on to the Sands, and used other means to assist the
        steamer’s work. They hoped that the <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span>
        would be able to back close enough to them, to get a rope on board
        fastened to the flukes of the brig’s anchor, and to drag the anchor
        out, and drop it about one hundred fathoms astern of the vessel. All
        hands would then have gone to the windlass, keeping a strain upon
        <span class="tei tei-pb" id="page226">[pg 226]</span><a name="Pg226"
        id="Pg226" class="tei tei-anchor"></a>the cable, and, each time the
        vessel lifted, heaved with a will—the steamer, with a hundred and
        twenty fathoms of nine-inch cable out, towing hard all the time. By
        these means they expected to be able gradually to work the vessel off
        the Sands. But they soon lost hope of doing this. The gale freshened
        about one o’clock in the morning; the heavy waves rolled in over the
        sands, and she lifted and fell with shocks that made the masts
        tremble and the decks gape open. The life-boat remained alongside,
        afloat in the basin that the brig had worked in the sands, and it
        took all the efforts of the men on board to prevent her getting under
        the side of the vessel, and being crushed. The Portuguese captain
        still refused to desert his vessel, while the boatmen, who knew the
        danger, were almost ready to force the crew to leave the ship.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Suddenly a loud
        sharp crack, like a crash of thunder, pealed through the ship. One of
        her large timbers had snapped like a pipe-stem, and now the
        Portuguese sailors were only too anxious to leave. Even then,
        however, they made a rush to get their things, and soon eight
        sea-chests hampered the life-boat. The captain did not like to refuse
        the poor fellows, although every moment was of consequence. The surf
        flew over the brig, and boiled up all around her; the life-boat,
        deluged with spray, had all her lights washed out. The snapping and
        rending of the brig’s timbers was heard over the fury of the storm;
        she was breaking up fast. The boy was handed to the boat, the sailors
        following, and the brig was abandoned. But the danger was far from
        over.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The steamer and
        the luggers, exposed to the full fury of the increasing gale, were
        outside, the former head to wind, steaming half-power. The steamer
        endeavoured to keep in the neighbourhood of the wreck and of the
        life-boat. One of the luggers had to cut her cable, without
        attempting to save her anchor, and make with all speed for Ramsgate;
        the second sprung her mast, which was fished with great difficulty,
        and she too made the best of her way for the harbour. The crew of the
        steamer could see nothing of the boat—Was she swamped or stove, and
        all lost? They made signals, but to no purpose; and the <span class=
        "tei tei-name"><span style="font-style: italic">Aid</span></span>
        cruised up and down the edge of the dangerous sands as near as might
        be, hoping against hope. The night was pitchy dark, and the storm
        remained at its worst. Through the thick darkness the bright light of
        the Goodwin light-vessel shone out like a star. With a faint hope,
        the crew of the steamer wrestled their way through the storm, and
        spoke the light-ship. Nothing had been seen of the life-boat. They
        hastened to their old cruising-ground. How they longed for the light!
        All hands were still on watch, and as the faint grey light of dawning
        came, they sought with straining eyeballs to penetrate the twilight,
        and find some sign of their lost comrades. It was almost broad
        daylight before they could find the place where the wreck was lying,
        and when they discovered it, lost all hope, for the brig was found
        completely broken up, actually torn to pieces. They could see great
        masses of splintered timber and tangled rigging, but not a sign of
        life. Sadly they turned from the fatal Goodwin, and made for the
        harbour.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">To return to the
        life-boat, afloat within the circle of the bed worked by the brig in
        her wild careering. She could not by any possibility leave, though
        the wreck threatened to roll over her every moment, for outside were
        the shallow sands, and she was grounding every few moments.
        <span class="tei tei-q">“Crash! the brig heaves, and crushes down
        upon her bilge; again and <span class="tei tei-pb" id="page227">[pg
        227]</span><a name="Pg227" id="Pg227" class=
        "tei tei-anchor"></a>again,”</span> says the narrator, <span class=
        "tei tei-q">“she half lifts upon an even keel, and rolls and lurches
        from side to side; each time that she falls to leeward she comes more
        and more over, and nearer to the boat.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“This is the danger that may well make the stoutest heart
        quail. The boat is aground—helplessly aground; her crew can see
        through the darkness of the night the yards and masts of the brig
        swaying over their heads, now tossing high in the air as the brig
        rights, and now falling nearer and nearer to them, sweeping down over
        their heads, swaying and rending in the air, the blocks, and ropes,
        and torn fragments of sails flying wildly in all directions. Let but
        one of the swaying yards hit the boat, she must be crushed, and all
        lost. The men crouch down closer and closer, clinging to the thwarts
        as the brig falls to them, casting dread glances at the approaching
        yards; all right once more; another pull at the cable—hard, men,
        hard; over again comes the brig; stick to it, stick to it, my men;
        crushed or drowned, it will be soon over if we cannot move the boat;
        another pull, all together; again and again they make desperate
        efforts to stir the boat, but she will not move one inch; they must
        wait, and, if needs be, wait their doom.”</span> And so through hours
        of fearful suspense, half dead with cold and the ceaseless rush of
        surf over them, watching in the shadowy darkness the swaying masts
        and flying blocks, expecting each moment to be their last.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But at length a
        dawn of hope arrived; the boat lifted on the swell of the tide that
        was beginning to reach her, and though she immediately grounded
        again, the men knew that all was not lost. After desperate hauling on
        the cable they at last were able to ride to their anchor a few yards
        clear of the brig. But to get away from the sand in the face of the
        fierce gale and tide was impossible, and so there was no alternative,
        they must beat right across the sands, and this in the wild fearful
        gale, and terrible sea, and pitch-dark night. Breaker after breaker
        rushed furiously towards and over them; the men were nearly washed
        out of the boat; and, worse, the anchor began to drag, and every
        moment they drifted nearer to the wreck again. There might now be
        water enough to take them clear; at all events, they must risk it.
        The foresail was hoisted and the cable cut, and she leaped forward,
        but only for a few yards, when she grounded upon the sands again with
        a terrible shock, and again within reach of the brig. Huge breakers
        came tearing along, and, at last, after many such experiences, they
        were once more clear of the wreck. Then another danger arose. A small
        life-boat belonging to the Broadstairs men had been in tow all this
        time, and when the Ramsgate boat grounded she came crashing along
        into her. The Ramsgate men had, in the midst of the boiling sea, to
        fend her off with their feet, and at last cut her adrift. The
        sea-chests of the Portuguese sailors—or at least those not already
        washed away—were thrown overboard. Again and again she grounded on
        the sand ridges washed up by the surf—ridges giant editions of the
        little sand-ripples on the sea-shore so well remembered by all
        visitors to our coasts, but two and three feet high, instead of as
        many inches.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“One old boatman,”</span> says Gilmore, <span class=
        "tei tei-q">“afterwards thus described his feelings:—<span class=
        "tei tei-q">‘Well, sir, perhaps my friends were right when they said
        I hadn’t ought to have gone out—that I was too old for that sort of
        work’</span> (he was then about sixty years of age), <span class=
        "tei tei-q">‘but, you see, when there is life to be saved, it makes
        one feel young again; and I’ve <span class="tei tei-pb" id=
        "page228">[pg 228]</span><a name="Pg228" id="Pg228" class=
        "tei tei-anchor"></a>always felt I had a call to save life when I
        could, and I wasn’t going to hang back then. And I stood it better
        than some of them, after all. I did my work on board the brig, and
        when she was so near falling over us, and when the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Dreadnought</span></span> life-boat seemed
        knocking our bottom out, I got on as well as any of them; but when we
        got to beating and grubbing over the sands, swinging round and round,
        and grounding every few yards with a jerk that bruised us sadly, and
        almost tore our arms out from the sockets; no sooner washed off one
        ridge, and beginning to hope that the boat was clear, than she
        thumped upon another harder than ever, and all the time the wash of
        the surf nearly carrying us out of the boat—it was truly almost too
        much for any man to stand. There was a young fellow holding on next
        to me; I saw his head begin to drop, and that he was getting faint,
        and going to give over; and when the boat filled with water, and the
        waves went over his head, he scarcely cared to struggle free. I tried
        to cheer him a bit, and keep his spirits up. He just clung to the
        thwart like a drowning man. Poor fellow! he never did a day’s work
        after that night, and died in a few months.’</span> And then the old
        man described how he took his life-belt off, that he might have it
        over all the quicker; how the captain cheered them up by crying out,
        <span class="tei tei-q">‘We’ll see Ramsgate yet again, my men, if we
        steer clear of old wrecks;’</span> and how he was going off into a
        kind of stupor when the clouds broke a little, and one bright star
        shone out, a star of life and hope to him. For seven whole days after
        the poor old man reached shore he lost his speech, and lay like a log
        on his bed, while all the men were considerably shaken. <span class=
        "tei tei-q">‘I cannot describe it,’</span> said he, <span class=
        "tei tei-q">‘and you cannot, neither can any one else; but when you
        say you’ve beat and thumped over those sands, almost yard by yard, in
        a fearful storm on a winter’s night, and live to tell the tale, why
        it seems to me about the next thing to saying that you’ve been dead,
        and brought to life again.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But suddenly the
        swinging and beating of the boat ceased: she was in a heavy sea, but
        in deep water, and she answered her helm. The crew soon got more sail
        on her, and she made good way before the gale. Even the Portuguese
        sailors lifted their heads. They had been clinging together and to
        the boat, crouching down under the lee of the foresail, utterly
        despairing of life; now their joy knew no bounds. They were noticed
        earnestly consulting together. They had lost their kits, and only
        possessed the clothes they stood in and a few pounds in money (about
        £17) between them, but the latter they determined to present to the
        crew. <span class="tei tei-q">“I, for one, won’t touch any of
        it,”</span> said the coxswain of the boat. <span class=
        "tei tei-q">“Nor I!”</span> <span class="tei tei-q">“Nor I!”</span>
        all added; <span class="tei tei-q">“put your money up.”</span> And so
        to the harbour, where their consul took care of them. When the
        steamer arrived later on, what was not the surprise and delight of
        the captain and all hands to find the life-boat at her old moorings,
        and their comrades in so many dangers all safe in port!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">For by far the
        larger proportion if not indeed nearly the whole of these life-savers
        work <span class="tei tei-hi"><span style="font-style: italic">con
        amore</span></span>, and a mishap or positive disaster is often to
        them an agonising disappointment. One stormy New Year’s Eve some
        years ago <span class="tei tei-q">“a ship was seen off Deal beach in
        almost a blaze of light, burning tar-barrels and firing rockets, to
        tell of her distress; an intervening fog seemed to prevent the
        look-out on board the light-vessel seeing her, and some boatmen on
        Deal beach, who could not possibly get their boats off the sands in
        the face of the strong gale blowing straight on shore, put their
        halfpence together to pay for a telegraph message—the <span class=
        "tei tei-pb" id="page229">[pg 229]</span><a name="Pg229" id="Pg229"
        class="tei tei-anchor"></a>messages were dearer then than they are
        now—and sent their swiftest runner to telegraph to Ramsgate; and,
        after all, there was some unfortunate mistake, and fatal delay, and a
        telegram at last sent for further particulars, which was answered
        with a demand for urgent speed, and away then flew steamer and
        life-boat, and they neared the wreck, and rounded to, to send the
        life-boat in, when some of the boatmen thought they heard an
        agonising shriek, and others thought it was only the wail of the
        storm; but they looked, and the great green seas swept over the
        wreck, turned her right over, and she was seen no more, and
        twenty-eight lives went to their account. A piteous New Year’s tale
        it was that was told next morning. A boat’s crew got away from the
        ship soon after she struck, and, battling through the broken seas,
        made way before the wind to Dover, and they told the story that the
        lost vessel had picked up a shipwrecked crew, who were thus a second
        time wrecked, and at the second time lost; and that more of the crew
        would have come away in the boat, and in other boats, but it was a
        great risk; and there was a Deal pilot on board, who pointed out the
        danger, and said that the Ramsgate life-boat was sure to be out to
        their rescue, they might be sure of her; and so they stayed and
        lighted tar-barrel after tar-barrel, and fired rocket after rocket;
        and when the sea washed their signal-fires out and swept the decks,
        they took to the rigging, and waited for the life-boat; and as they
        waited, the poor Deal pilot could watch the light on the <span class=
        "tei tei-pb" id="page230">[pg 230]</span><a name="Pg230" id="Pg230"
        class="tei tei-anchor"></a>beach, by the house where slept his wife
        and eight children, who were to call him husband—father—no
        more.”</span> The life-boat men hardly like to speak of such a cruel
        disaster—blameless though they be in the matter. In this particular
        case a Board of Trade inquiry acquitted them and all else concerned
        of any blame whatever.</p><a name="illo_260.png" id="illo_260.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_260.png" alt="A GROUP OF LIFE-BOAT MEN"
          title="A GROUP OF LIFE-BOAT MEN." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            A GROUP OF LIFE-BOAT MEN.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A dark December
        night, and a large ship reported ashore on the Goodwins. The
        harbour-master hurries to Ramsgate pier-head; he and all with him can
        see nothing; they cross-question the man who asserts that he observed
        during a lift in the fog a vessel on the sands. Although there is no
        signal from the light-vessels, the harbour-master decides to send out
        steamer and life-boat. The crews of both soon discover the vessel
        looming through the mist, a complete wreck, her bow to the sea, her
        mizen-mast down to the deck, and the wild seas running over her.
        There are no sailors to be seen lashed in her rigging. Have all on
        board perished?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Thank God! not so.
        After infinite difficulty, and after nearly getting entangled with
        some of the wreckage, the life-boat crew get near the vessel, and
        find that three men and a boy are crouching under the shelter of the
        deck-house; they must be a small proportion of the original crew, for
        she is a large ship, and must have had some fifteen or sixteen hands
        aboard. The men have been crouching there for hours, and their
        confidence in the advent of the life-boat had been so strong that
        they had prepared for her coming by preparing a life-buoy, with a
        long line fastened to it, ready to throw overboard.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As the long hours
        passed, fervent hope had been dashed by wild despair. Suddenly the
        life-boat appears, coming up to her cable just astern of the vessel;
        it is to them as a reprieve from death, and they wake to life and
        action. They throw the life-buoy and line to the life-boat men, and
        after much trouble the latter get it on board. All hands lay hold on
        the rope, and do their utmost to haul the life-boat nearer to the
        wreck, but the heavy gale, terrific sea, and strong tide, render it
        impossible. A tremendous sea comes rushing over the vessel, and for
        the moment swamps the boat, knocking down five or six of the men,
        hurting some of them severely, but she lifts again, and no one is
        lost. But what of the poor crew? The life-boat men feel that it is
        impossible to haul their boat nearer the ship.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“To their great surprise, they see the captain spring up
        from the lee of the deck-house, hurriedly take off his oilskin coat,
        throw it into the water, and then, jumping on the gunwale, grasp the
        hawser that holds the boat, and slide down into the boiling sea. A
        huge wave breaks over him and washes him away from the rope; he now
        tries to swim to the boat, but the life-boat is not directly
        astern—the sheer she has to her cable that is fastened to the anchor,
        which was thrown over some distance to the side of the vessel,
        prevents her dropping right astern; and although the captain has but
        to swim a few yards out of the direction of the sweep of sea and
        tide, it is impossible for him to manage it. He is perfectly
        overwhelmed by the boil of sea, tossed wildly up and down, wave after
        wave beating over him: it is all that he can do to keep his head
        above water, and cannot guide his course in the least; the boatmen
        try all they can to make the boat sheer towards him, so as to reach
        him or throw him a rope, but it is impossible: they cannot get
        sufficiently near, and in a few seconds they see him swept
        <span class="tei tei-pb" id="page231">[pg 231]</span><a name="Pg231"
        id="Pg231" class="tei tei-anchor"></a>rapidly by in the swift tide.
        Jarman, the coxswain of the boat, seizes a life-buoy, and throws it
        with all his force towards him; the wind catches it, and helps the
        throw; it falls near him; he makes a spring forward and reaches it;
        the men gladly see that he has got it; they see him put his two hands
        upon one side, as if to get upon it; as he leans forward it falls
        over his head like a hoop; he gets his arms through it, and shouting
        to the boatmen, <span class="tei tei-q">‘All right!’</span> he waves
        his hand as if to beckon them to follow him, and goes floating down
        in the strong tide and among the raging, leaping seas, in a strange
        wild dance, that threatens indeed to be a dance of death.”</span>
        With terror and dismay they watch him in his fearful struggle, till
        he is lost to their view, quite out of sight among the waves; they
        could not follow him, however much they might have wished it, for it
        might be hours before they could get back to the ship, and the two
        men and boy still aboard.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And had they
        thought of so doing the next episode would have obliged them to
        desist. A tremendous crash startles them all; the mainmast has fallen
        over the port side of the vessel. The men on board give a loud cry;
        the chief mate springs wildly to the starboard quarter, and, making
        the end of the mainbrace hanging there fast round his waist, drops
        into the sea. He is a powerful swimmer; but what can he do in a tide
        and sea so tremendous that twelve strong men cannot haul the boat one
        foot against them? And so a fearful tragedy is worked out before
        their very eyes. Now he is buried in a sea; now he is thrown high in
        the air on the crest of a wave, but he never nears the boat, nor can
        it near him. He strikes out wildly, as if to make a last effort, and
        cries aloud in his agony and despair. They try again and again to
        throw the lead-line over the rope which holds the poor fellow, but
        the boat is pitching and tossing so much that their efforts are all
        in vain. <span class="tei tei-q">“ <span class="tei tei-q">‘Now he
        rises on a wave; now try; heave with a will, well clear of his head.
        Ah! missed again; look out; hold on all!’</span> A wave rushes over
        them, boat and all; another half minute, and they make another
        attempt. No! all in vain, each time it falls short. The struggle
        cannot last long; strong and young as the man is, his strength cannot
        possibly endure long in such a conflict; his cries grow more feeble,
        and soon cease; they see him try and get back to the ship, climbing
        up the rope, but his strength fails, and he falls back; his arms and
        legs are still tossed wildly about, but it is by the action of the
        waves; his head drops and sinks; yes! it is all over!—all over with
        him!”</span> Think of the second mate and cabin-boy on the wreck,
        watching in helpless horror the death they could not avert, and which
        may be theirs in a few moments!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The deck-house
        under which they have been crouching is beginning to break up, and
        the remaining man, throwing himself on the rope by which the
        life-boat is made fast to the ship, attempts to reach the boat. The
        breakers rush over him as he painfully struggles on, and he is again
        and again buried in the waves. At last he reaches the high bow of the
        life-boat, which is leaping and falling and jerking, tearing the
        hawser up and down in the seas, as if trying to throw him from his
        hold. His hands convulsively clutch the rope; pale, and with jaw
        dropping, he seems about to swoon, and in another moment he will be
        gone. <span class="tei tei-q">“The man in the bow of the boat has
        been watching his every movement, has shuddered with dismay as he saw
        the seas wash over <span class="tei tei-pb" id="page232">[pg
        232]</span><a name="Pg232" id="Pg232" class="tei tei-anchor"></a>him,
        expecting him to be carried away in the strong tide. No; he still
        grasps the rope, and at last is within reach! In one spring, and with
        a cry to his mates, <span class="tei tei-q">‘Hold me! hold
        me!’</span> the boatman throws himself upon the raised fore-deck of
        the life-boat, and, with his body half-stretched over the stern, he
        grasps the collar of the sailor. The drowning man throws his arm
        around the boatman’s neck, and clings to him convulsively, by his
        weight dragging the man’s head down and burying it in the water; but
        the brave fellow clings as hard to the half-dead sailor as the sailor
        does to him; the seas wash bodily over them and over the bow of the
        boat; up and down the boat plunges them both, but he still holds on;
        three or four of the boatmen have hold of his legs, and are doing
        their utmost to pull him back into the boat, but they cannot do so;
        and so the struggle goes on: it is only as the boat rises on a wave
        and throws her bow up in the air that the men can breathe.”</span>
        And now a new horror, for right down upon them comes the wreck of one
        of the ship’s largest boats, which has just got free of the wreckage.
        Thank God! it just passes clear of them. The boatmen cannot get the
        men in over the high bow of the boat, and the two poor fellows are
        drowning fast, and so they drag them along the side of the boat,
        still clinging together, to the waist of the boat, where the gunwale
        is very low, and with more assistance succeed in getting them
        aboard.</p><a name="illo_263.png" id="illo_263.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_263.png" alt="ON THE COAST AT DEAL" title=
          "ON THE COAST AT DEAL." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ON THE COAST AT DEAL.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now for the
        poor boy, still clinging to the gunwale, and crying out in piteous
        <span class="tei tei-pb" id="page233">[pg 233]</span><a name="Pg233"
        id="Pg233" class="tei tei-anchor"></a>tones. Each moment, as the
        waves dash over the vessel, the boatmen expect to see him washed
        overboard like a cork. What can be done? No one can mount the rope in
        the face of the seas and tide which had really helped the poor fellow
        now safely on the boat. There seems no hope of taking him off by any
        means whatever, but the coxswain determines to haul the boat up to
        the ship sharply, and attempt it. Scarcely are the orders given, when
        some of the men give a cry, <span class="tei tei-q">“ <span class=
        "tei tei-q">‘What’s that? look out!’</span> Yes, he is overboard,
        washed over by that big sea. <span class="tei tei-q">‘Where is he?
        where is he? There he is! No; only his cap! there he lifts on that
        sea—he is coming straight for the boat!’</span> From the change and
        eddy of the tide, the rush of the sea past the boat is not nearly so
        rapid as it was, and the poor boy comes floating slowly from the
        ship; once or twice he has been rolled under by the waves, now he is
        on the surface again, and near the boat. <span class=
        "tei tei-q">‘Here he comes! look! on that wave! Lost! No, he floats
        again! Slacken hawsers! Now he is within reach! Carefully, quick! Now
        you have got him! He is making no effort, and floating with his head
        under water!’</span> A boatman manages to hook his jacket with a long
        boat-hook, and pulls him towards the boat; gently the men lift him
        in, sorrowfully, and tears are in the eyes of more than one as they
        look upon the small face. <span class="tei tei-q">‘Poor little chap!
        Too late! too late! he’s gone!’</span> ”</span> Their efforts are now
        all needed to get clear of the wreck, cut the cable, and raise the
        sail, all which being done successfully, they go off smartly before
        the wind, and have time to look to the poor boy again. Kind hands
        chafe his hands and rub his back and limbs, and put a little rum to
        his lips, and after about half an hour they have the joy of seeing
        him show signs of life, and their efforts are redoubled. Some of the
        men take the dryest of their jackets and wrap him up tenderly, lying
        him under the mizen-sail. He eventually recovers.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But, strangest
        part of all this eventful story, the captain, who had been two hours
        in the seething waters, is picked up alive, although, it may well be
        believed, in a terrible state of exhaustion. At first he seems to be
        dying, but at length, after the men have done their best in chafing
        and rubbing, he gets a little better, and is able to tell them that
        his vessel, the <span class="tei tei-name"><span style=
        "font-style: italic">Providentia</span></span>, was a full-rigged
        ship from Finland, and that he himself is a Russian Fin, which
        accounts for his miraculous preservation in the water, as the Fins
        are the hardiest of sailors. Eleven of his men had left the ship in
        their best boat, and were, it was eventually found, blown over to
        Boulogne.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The waves are
        rolling along in all their fury, and beat down upon the sands with
        tremendous force, and among them, and settled down somewhat, is a
        large barque. The life-boat men look at the awful rage of sea, and
        say to each other, <span class="tei tei-q">“We have indeed our work
        cut out for us.”</span> There are no signs of life on board the
        wreck, but the flag of distress is still flying, and the steamer tows
        the boat nearer to her. Then the crew is discovered crouching in the
        shelter of the deck-house, while the huge waves make a complete
        breach over the vessel, threatening to wash away both house and crew.
        The steamer takes the boat to windward and lets her go. The boat’s
        sail is hoisted, and she makes for the wreck. A minute more and they
        are in the broken water, the seas falling in tangled volumes over the
        boat, and she is tossed in all directions by the wild broken waves.
        She fills again and again, and the men have to cling with all their
        strength to the thwarts; but still the wind drives the boat on, and
        they get within about sixty yards <span class="tei tei-pb" id=
        "page234">[pg 234]</span><a name="Pg234" id="Pg234" class=
        "tei tei-anchor"></a>of the wreck, when the anchor is thrown out and
        the cable paid out swiftly. The men shout out, to encourage the poor
        trembling wretches on board, and, just as they expect to make a first
        successful rescue of a part of them, are nearly swamped by a fearful
        wave, which carries them a hundred yards away. They prepare for
        another attempt, hoist the sail, and try to sheer her to the vessel,
        but all their efforts are in vain. Wave after wave breaks over them,
        and the boat is tossed in all directions by the broken seas.
        Sometimes the coxswain feels as if he would be thrown bodily forward
        on the men, as the waves almost lift the boat end on end. They must
        give it up for this time; the very oars are blown from the row-locks
        and out of the men’s hands. Again and again they are baulked in their
        efforts to reach the ill-starred vessel. Yet again and again they
        cheer, to keep up the spirits of its half-drowned and frozen
        crew.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ship’s hull
        has now been under water for some time, and is breaking up fast. On
        board the <span class="tei tei-name"><span style=
        "font-style: italic">Aid</span></span> the mortar apparatus is got
        ready, in the hope of getting near enough to the vessel to fire a
        line into her rigging. <span class="tei tei-q">“Cautiously the
        steamer approaches; the tide has been for some time rising fast; the
        steamer does not draw much water; they are almost within firing
        distance; the waves come rushing along and nearly overrun the
        steamer; at last a breaker, larger than the rest, catches her, lifts
        her high upon its crest, and letting her fall down into its trough as
        down the side of a well, she strikes the sands heavily; the engines
        are instantly reversed; she lifts with the next wave, and being a
        very quick and handy boat, at once moves astern before she can thump
        again, and they are saved from shipwreck; and thus the fifth effort
        to save the shipwrecked crew fails.”</span> No time is lost; at once
        the steamer heads for the life-boat, and makes ready to again tow her
        into position for a fresh attempt. The masts of the wreck are
        quivering, and it is evident that she is breaking up fast.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The life-boat men
        consult together as to the plan of their next effort. At last one of
        the men proposes a mode, most assuredly novel, and which must,
        indeed, either prove rescue to the shipwrecked or death to all.
        <span class="tei tei-q">“I’ll tell you what, my men, if we are going
        to save those poor fellows, there is only one way of doing it: it
        must be a case of save all or lose all, that is just it! We must go
        in upon the vessel straight, hit her between the masts, and throw our
        anchor over right upon her decks.”</span> This is, almost naturally,
        derided by some as a hair-brained trick. Let us see the result.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Once more the boat heads for the wreck—this time to do
        or to die; each man knows it, each man feels it. They are crossing
        the stern of the vessel. <span class="tei tei-q">‘Look at that
        breaker! Look at that breaker! Hold on! hold on! It will be all over
        with us if it catches us; we shall be thrown high into the masts of
        the vessel, and shaken out into the sea in a moment! Hold on all,
        hold on! Now it comes! No, thank God! it breaks ahead of us, and we
        have escaped. Now, men, be ready, be ready!’</span> Thus shouts the
        coxswain. Every man is at his station; some with the ropes in hand
        ready to lower the sails, others by the anchor, prepared to throw it
        overboard at the right moment; round, past the stern of the vessel,
        the boat flies, round in the blast of the gale and the swell of the
        sea; down helm; round she comes; down foresail; the ship’s lee
        gunwale is under water; the boat shoots forward straight for the
        wreck, and hits the lee rail with a shock that almost throws all the
        men from their posts, and then, still forward, she literally leaps on
        <span class="tei tei-pb" id="page235">[pg 235]</span><a name="Pg235"
        id="Pg235" class="tei tei-anchor"></a>board the wreck. Over! over
        with the anchor. It falls on the vessel’s deck. All the crew of the
        vessel are in the mizen shrouds, but they cannot get to the boat: a
        fearful rush of sea is chasing over the vessel, and between them and
        it. Again and again the boat thumps on the wreck as on a rock, with a
        shock that almost shakes the men from their hold.”</span> The waves
        carry her off, but the anchor holds, and they manage to haul on board
        another line. Again and again the boat washes away, but comes up to
        the vessel again; and, one by one, ten poor Danes are got on board.
        One sailor jumps from the rigging; the boat sinks in the trough of
        the sea, and he falls between her and the wreck; a second, and he
        would be crushed; two boatmen seize him, and are themselves seized by
        their companions, or they would go overboard.</p><a name=
        "illo_267.jpg" id="illo_267.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_267.jpg" alt="RESCUE OF THE DANISH VESSEL"
          title="RESCUE OF THE DANISH VESSEL." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RESCUE OF THE DANISH VESSEL.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The long battle
        was over; was it not one worth fighting? So thought the King of
        Denmark, who sent two hundred rix-dollars to be divided among the
        men, who were also rewarded by the Board of Trade. The boatmen are
        poor men, and such presents come in very acceptably; but their
        greatest satisfaction must ever come from the memory of their own
        brave deeds.</p><a name="illo_268.jpg" id="illo_268.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_268.jpg" alt=
          "SURVIVORS RESCUED FROM THE RIGGING OF A WRECK" title=
          "SURVIVORS RESCUED FROM THE RIGGING OF A WRECK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SURVIVORS RESCUED FROM THE RIGGING OF A WRECK.
          </div>
        </div>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap18" id="chap18" class="tei tei-anchor"></a> <a name=
        "toc39" id="toc39"></a> <a name="pdf40" id="pdf40"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XVIII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span class=
        "tei tei-q" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">“</span><span style=
        "font-size: 120%; font-variant: small-caps">Wrecking</span><span style="font-size: 120%; font-variant: small-caps">”</span></span>
        <span style="font-size: 120%; font-variant: small-caps">as a
        Profession.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Probable Fate of a rich Vessel in the Middle
        Ages—Maritime Laws of the Period—The King’s Privileges—Cœur de Lion
        and his Enactments—The Rôles d’Oleron—False Pilots and Wicked
        Lords—Stringent Laws of George II.—The Homeward-bound Vessel—Plotting
        Wreckers—Lured Ashore—</span><span class="tei tei-q" style=
        "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Dead Men Tell
          no Tales</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—A
          Series of Facts—Brutality to a Captain and his Wife—Fate of a
          Plunderer—Defence of a Ship against Hundreds of Wreckers—Another
          Example—Ship Boarded by Peasantry—Police Attacked by
          Thousands—Cavalry Charge the Wreckers—Hundreds of Drunken
          Plunderers—A Curious Tract of the Last Century—A Professional
          Wrecker’s Arguments—A Candid Bahama Pilot.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The great
        historian, Hallam, says: <span class="tei tei-q">“In the thirteenth
        and fourteenth centuries a rich vessel was never secure from attack,
        and neither restitution nor punishment of the criminals was to be
        obtained from Government, who sometimes feared the plunderer, and
        sometimes connived at the offence.”</span> As we have seen before,
        some of the greatest names of the Elizabethan and later days were
        often not much better than legalised pirates. But the poor sailors
        and owners were not merely the prey of these sea wolves; there were
        then and for centuries afterwards, nearly to our own days,
        <span class="tei tei-q">“land-rats”</span> ashore, who were to the
        pirates what sneak-thieves were to the highwaymen of romance. Those
        <span class="tei tei-q">“good old days,”</span> when <span class=
        "tei tei-q">“wrecking”</span> was considered a legitimate
        pursuit!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In preceding
        chapters the maritime laws and customs of successive ages have been
        briefly traced. Piracy was almost openly recognised in the thirteenth
        and fourteenth centuries, and a foreign ship with a rich cargo was
        too often regarded as rightful prey. There was a constant petty
        warfare between maritime nations, and frequently even between towns
        of the same nation. Thus, in the year 1254 some Winchelsea mariners
        attacked a Yarmouth vessel, and killed some of her
        crew.</p><span class="tei tei-pb" id="page237">[pg
        237]</span><a name="Pg237" id="Pg237" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Prior to the reign
        of Henry I. <span class="tei tei-hi"><span style=
        "font-style: italic">all</span></span> wrecked property belonged to
        the king. Whether it was found necessary to make the king the owner
        of wreckage, in order to lessen the temptation to wreck vessels and
        murder the crews—no unfrequent occurrence, even in the last
        century—or <span class="tei tei-q">“however it was,”</span> says
        Gilmore, <span class="tei tei-q">“the law existed, and the
        shipwrecked merchant might come struggling ashore upon a broken spar,
        and find the coast strewn with scattered but still valuable goods so
        lately his, but now by law his no longer any more than they belonged
        to the half-dozen rude fishermen who stood watching the torn wreck
        and dispersed cargo being wave-lifted high upon the beach.”</span>
        Henry I. decreed that neither wreck nor cargo should become the
        property of the Crown if any man of the crew escaped with life to
        shore. It is to be feared that this well-meant law led to many a
        heartless murder. His successor expanded the law to the extent that
        if even a beast came ashore alive, the wreck and goods should belong
        to the original owners. Even the proverbial cat with nine lives might
        thus save a vessel.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Richard Cœur de
        Lion, always truly chivalrous, would have nought to do with
        plundering the plundered, and he decreed <span class=
        "tei tei-q">“that all persons escaping alive from a wreck should
        retain their goods; that wreck or wreckage should only be considered
        the property of the king when neither an owner nor the heir of a late
        owner could be found for it.”</span> Some authorities will not couple
        the name of Richard with the <span class="tei tei-q">“Rôles
        d’Oleron,”</span> but it is certain that they were first promulgated
        in or about his time. They afford us some idea of the terrible system
        of wrecking then prevalent; such laws would not have been promulgated
        without good reason. Note their stringency.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“An accursed custom prevailing in some parts; inasmuch as
        a third or fourth part of the wrecks that come ashore belong to the
        lord of the manor where the wrecks take place, and that pilots, for
        profit from these lords and from the wrecks, like faithless and
        treacherous villains, do purposely run the ships under their care
        upon the rocks,”</span> the law declares <span class=
        "tei tei-q">“that all false pilots shall suffer a most rigorous and
        merciless death, and be hung on high gibbets;”</span> while
        <span class="tei tei-q">“the wicked lords are to be tied to a post in
        the middle of their own houses, which shall be set on fire at all
        four corners, and burnt, with all that shall be therein, the goods
        being first confiscated for the benefit of the persons injured, and
        the site of the houses shall be converted into places for the sale of
        hogs and swine.”</span> And again, <span class="tei tei-q">“If
        people, more barbarous, cruel, and inhuman than mad dogs, murdered
        shipwrecked folk, they were to be plunged into the sea until half
        dead, and then drawn out and stoned to death.”</span> The pilot who
        negligently caused shipwreck was to make good the losses or lose his
        head; but the master and sailors were, as a saving clause
        (principally for the owners!), to be persuaded that he had not the
        means to make good the loss <span class="tei tei-hi"><span style=
        "font-style: italic">before they cut off his head</span></span>.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And so, without
        much change, the laws stood till the reign of George II.; and, alas!
        it does not seem that human nature, on our coasts at least, had
        greatly improved, for otherwise there would hardly have been
        necessity for a new Act, bristling with threats. The preamble
        states:—<span class="tei tei-q">“That notwithstanding the good and
        salutary laws now in being against plundering and destroying vessels
        in distress, and against taking away shipwrecked, lost, and stranded
        goods, that still many wicked enormities had been committed, to the
        disgrace of the nation;”</span> and it was therefore enacted that
        death should be the <span class="tei tei-pb" id="page238">[pg
        238]</span><a name="Pg238" id="Pg238" class=
        "tei tei-anchor"></a>punishment for hanging out false lights to lure
        vessels to their destruction; death for those who killed shipwrecked
        persons; and death for stealing cargo or wreckage, whether any one on
        board remained alive or not.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Every now and
        again some fearful tragedy, reported in our ever-vigilant press,
        opens our eyes to the possibilities of human degradation and
        depravity; but, in spite of all, thank God! these examples are few
        and far between. Does this not tend, at least, to show that the world
        now-a-days <span class="tei tei-hi"><span style=
        "font-style: italic">is</span></span> better and kinder, and, in a
        word, more Christian-like, than in former days? Let the reader
        think—aye, and ponder, and think again—over the preceding paragraph.
        Could men—aye, and women too—assist not merely in robbery and
        plunder, but in first causing the wreck, and then, to cover up all,
        in murdering the few poor survivors? A writer from whom we have
        already quoted says:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Imagine a homeward-bound vessel, some two hundred and
        fifty years ago, clumsy in build, awkward in rig, little fitted for
        battling with the gales of our stormy coast, but yet manned with
        strong, stout-hearted men, who made their sturdy courage compensate
        for deficiency of other means; think of many perils overcome, a long
        weary voyage nearly ended, the crew rejoicing in thoughts of home, of
        home-love and home-rest, the headlands of dear Old England—loved by
        her sons no less then than now—lying a dark line upon the horizon,
        the night growing apace, the breeze freshening, ever freshening,
        adding each moment a hoarser swell to the deep murmurs of its
        swift-following blasts, the ship scudding on, breasting the seas with
        her bluff bows, rising and pitching with the running waves, which
        cover her with foam!</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Look on land! Keen eyes have watched the signs of the
        coming storm; men, more greedy than the foulest vulture, <span class=
        "tei tei-q">‘more inhuman than mad dogs,’</span> have cast most cruel
        and wistful glances seaward! Yes, their eyes light up with the very
        light of hell as they see in the dim distance the white sail of a
        struggling ship making towards the land!</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“And now try to imagine the scene as the night falls and
        the storm gathers. Two or three ill-looking fellows drop in, say, to
        a low tavern standing in a bye-lane that leads from the cliff to the
        beach in some village on our south-western coast. Soon muttered hints
        take form, and in low whispers the men talk over the chances of a
        wreck this wild night. They remember former gains; they talk over
        disappointments, when, on similar nights of darkness, wildness, and
        storm, vessels discovered their danger too soon for them, and managed
        to weather the headlands of the bay.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The plot takes form; with many a deep and muttered curse
        the murderous decision is taken that if a vessel can be trapped to
        destruction it shall be.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“There is an old man of the party whose brow is furrowed
        with dread lines; he does not say much, but every now and then his
        eyes glare, and his features work as if convulsed. His comrades look
        at him—twice—and, as a terrific squall shakes the house, a third
        time. Silently he rises, and leaves the inn.... Now in the pitch
        darkness of the night, with bowed head, and faltering steps battling
        against the storm, the old man leads a white horse along the edge of
        the cliff. To the top of the horse’s tail a lantern is tied, and the
        light sways with the movement of the horse, and in its movements
        seems not unlike the masthead light of a vessel rocked by the motion
        of the sea. A whisper has gone through the village of a chance of
        something happening during the night, and <span class="tei tei-pb"
        id="page239">[pg 239]</span><a name="Pg239" id="Pg239" class=
        "tei tei-anchor"></a>most of the men and many of the women are on the
        alert, lurking in the caves beneath the cliff, or sheltered behind
        jutting pieces of rock.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The vessel makes in steadily for the land; the captain
        grows uneasy, and fears running into danger; he will put the vessel
        round, and try and battle his way out to sea.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The look-out man reports a dim light ahead. What kind?
        and Whither away? He can make out that it is a ship’s light, for it
        is in motion. Yes, she must be a vessel standing on in the same
        course as that which they are on. It is all safe, then; the captain
        will stand in a little longer; when suddenly, in the lull of the
        storm, a hoarse murmur is heard—surely the sound of the sea beating
        upon rocks! Yes! look! a white gleam upon the water! Breakers ahead!
        breakers ahead! Oh, a very knell of doom! The cry rings through the
        ship, <span class="tei tei-q">‘Down, down with helm—round her
        to!’</span> Too late, too late! A crash, a shudder from stem to stern
        of the stout ship, the shriek of many voices in their agony, green
        seas sweeping over the vessel, and soon broken timbers, bales of
        cargo, and lifeless bodies scattered along the beach, while the
        shattered remnant of the hull is torn still further to pieces with
        each insweep of the mighty seas as they roll it to and fro among the
        rocks. Fearful and crafty the smile that darkened the dark face of
        the willing murderer who was leading the horse with the false light
        as he heard the crash of the vessel and the shrieks of the drowning
        crew! Fearful the smile that darkened the faces of the men and women
        waiting on the beach as they came out from their places, ready to
        struggle and fight among themselves for any spoil that might come
        ashore! A homeward-bound ship from the Indies! Great good
        fortune—rich spoil! Bale after bale is seized upon by the wreckers,
        and dragged high upon the beach out of the way of the surf. But, see!
        a sailor clinging to a bit of broken mast! With his last conscious
        effort he gains a footing on the shore, staggers forward, and falls.
        Is he alive? Not now! Why did that fearful old woman kneel upon his
        chest and cover his mouth with her cloak? Dead men tell no
        tales—claim no property!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Alas! the above is
        no imaginary or exaggerated statement of facts.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A few examples,
        which have occurred for the most part within the last hundred years
        or so, are appended. They have been culled from that most rigidly
        correct chronicler, the <span class="tei tei-hi"><span style=
        "font-style: italic">Annual Register</span></span>:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-hi"><span style="font-style: italic">Lent Circuit,
        1774.</span></span>—At Shrewsbury Assizes, bills of indictment were
        preferred by Captain Chilcot, late of the <span class=
        "tei tei-name"><span style="font-style: italic">Charming
        Jenny</span></span>, against three opulent inhabitants of the Isle of
        Anglesea, one of whom is said to be possessed of a considerable
        estate, and to have offered five thousand pounds bail in order to
        their being tried at the next assizes on a charge of piracy, when the
        bills were found. It appeared that on the 11th September, 1773, in
        very bad weather, in consequence of false lights being discovered,
        the captain bore for shore, when his vessel, whose cargo was valued
        at £19,000, went to pieces, and all the crew, except the captain and
        his wife, perished, the latter being brought on shore on a portion of
        the wreck. Nearly exhausted, they lay for some time, till the savages
        of the adjacent places rushed down upon them. The lady was just able
        to lift a handkerchief up to her head when her husband was torn from
        her side. They cut the buckles from his shoes, and deprived him of
        every covering. Happy to escape with his life, he hasted to the beach
        in search of his wife, when, horrible to relate, her half-naked
        <span class="tei tei-pb" id="page240">[pg 240]</span><a name="Pg240"
        id="Pg240" class="tei tei-anchor"></a>and plundered corpse presented
        itself to his view. What to do Captain Chilcot was at a loss.
        Providence, however, conducted him to the roof of a venerable pair,
        who bestowed upon him every assistance. The captain’s wife, it seems,
        at the time the ship went to pieces, had two bank bills of a
        considerable value and seventy guineas in her pocket. At the Summer
        Assizes at Salop, Roberts and Parry, two of the above-named, were
        found guilty of plundering the <span class=
        "tei tei-name"><span style="font-style: italic">Charming
        Jenny</span></span>, but their counsel pleading an arrest of
        judgment, sentence was suspended. Eventually one was executed, and
        one had his sentence commuted.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 7th
        September, 1782, one John Webb was executed at Hereford for having
        plundered a Venetian vessel drawn on shore on the coast of
        Glamorganshire by stress of weather. No mention is made of hurting or
        molesting the crew, and it is evident that the laws were, about this
        time, stringently carried out. <span class="tei tei-q">“This,”</span>
        said the <span class="tei tei-hi"><span style=
        "font-style: italic">Annual Register</span></span>, <span class=
        "tei tei-q">“it is hoped, will put a final stop to that inhuman
        practice of plundering ships wrecked upon the coast.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Next follows an
        example in the present century:—<span class="tei tei-q">“<span class=
        "tei tei-hi"><span style="font-style: italic">Jany. 8,
        1811.</span></span>—Another daring attempt (says the <span class=
        "tei tei-hi"><span style="font-style: italic">Register</span></span>)
        was made by a party of country-people at Clonderalaw Bay to take
        possession of the American ship <span class=
        "tei tei-name"><span style="font-style: italic">Romulus</span></span>
        on this day. They assembled at about ten in the evening, to the
        amount of about two or three hundred, and commenced a firing of
        musketry, which they kept up at intervals for three hours; when,
        finding a steady resistance from the crew, and guard of yeomanry
        which had been put on the vessel on her first going on shore, they
        retired. The shot they fired appeared to be cut from square bars of
        lead, about half an inch in diameter. One of these miscreants
        dropped, and was carried away by his companions.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following is
        an extract from a letter:—<span class="tei tei-q">“On Friday, the
        27th of October, 1811, the galliot <span class=
        "tei tei-name"><span style="font-style: italic">Anna Hulk Klas
        Boyr</span></span>, Meinerty master, from Christian Sound, laden with
        deals, for Killalu, was driven on shore at a place called Porturlin,
        between Killalu and Broadhaven. The captain and crew providentially
        saved their lives by jumping on shore on a small island or rock. At
        this time the stern and quarter were stove in. The crew remained two
        hours on the rock, when they were taken off by a boat and brought to
        the mainland. Shortly after, the captain’s trunk, with all the
        sailors’ clothes in general, came on shore, when the country-people
        immediately began to plunder, leaving the unfortunate sufferers
        nothing but what they had on their backs. The plunderers repaired to
        the wreck, and cut away everything they could come at of the sails,
        rigging, &amp;c., while hundreds were taking away the deals to all
        parts of the country. Though the captain spoke good English, and most
        pitifully inquired to whom he might apply for assistance, yet he
        could not hear of any for fourteen hours, when he was told that Major
        Denis Bingham was the nearest and only person he could apply to. With
        much difficulty he procured a guide, and proceeded to Mr. Bingham’s,
        a distance of twenty miles through the mountains. In the meantime,
        after thirty-six hours’ concealment of this very melancholy
        circumstance, Captain Morris, of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Townshend</span></span> cruiser, who lay at
        Broadhaven, a distance of about ten miles from the wreck, heard of
        it, and, approaching it, landed with twenty men, well armed. In
        coming near the wreck he first fired in the air, in order to disperse
        the peasantry, which had no effect; he therefore ordered his men to
        fire close, <span class="tei tei-pb" id="page241">[pg
        241]</span><a name="Pg241" id="Pg241" class=
        "tei tei-anchor"></a>which had the desired effect, when he
        immediately pursued them into the interior, from three to five miles
        distance, dividing his party in different directions, when, by great
        exertion and fatigue, they saved about 1,800 deals and a remnant of
        the wreck. Captain Morris had some of the robbers taken, but his
        party being so scattered, they were rescued by a large mob of the
        country. The unfortunate captain and crew were taken by Captain
        Morris on board his cutter, where they got a change of clothing, and
        were taken every possible care of.”</span></p><a name="illo_274.jpg"
        id="illo_274.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_274.jpg" alt="WRECKERS WAITING FOR A WRECK"
          title="WRECKERS WAITING FOR A WRECK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WRECKERS WAITING FOR A WRECK.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        particulars of the wreck and plunder of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Inverness</span></span>, in the river Shannon,
        loaded at Limerick with a cargo of provisions, under contract for the
        Victualling Board, and bound to London, will be found
        interesting:—</p><span class="tei tei-pb" id="page242">[pg
        242]</span><a name="Pg242" id="Pg242" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-text" style=
        "margin-bottom: 2.00em; margin-top: 2.00em">
          <div class="tei tei-body" style=
          "margin-bottom: 6.00em; margin-top: 6.00em">
            <div class="tei tei-salute" style="text-align: center">
              “From Captain Miller to Mr. Spaight, Merchant, Limerick.
            </div>

            <div class="tei tei-dateline" style="text-align: right">
              “Kilrush, Feb. 24, 1817.
            </div>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“<span class="tei tei-hi"><span style=
            "font-variant: small-caps">Dear Spaight</span></span>,—As I am
            now in possession of most of the particulars of the wreck of the
            <span class="tei tei-name"><span style=
            "font-style: italic">Inverness</span></span>, I shall detail them
            to you as follows:—</span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“She went on shore on Wednesday night, the 19th
            instant, mistaking Rinevaha for Carrigaholt, and would have got
            off by the next spring-tide had the peasantry not boarded her,
            and rendered her not seaworthy by scuttling her and tearing away
            all her rigging; they then robbed the crew of all their clothes,
            tore their shirts, which they made bags of to carry away the
            plunder, and then broached the tierces of pork, and distributed
            the contents to people on shore, who assisted to convey them up
            the country. The alarm having reached this on Thursday, a
            sergeant and twelve of the police were sent down, with the chief
            constable at their head, and they succeeded in re-taking some of
            the provisions and securing them, driving the mob from the wreck.
            The police kept possession of what they had got during the night;
            but very early on Friday morning the people collected in some
            thousands, and went down to the beach, where they formed into
            three bodies, and cheered each other with hats off, advancing
            with threats, declaring that they defied the police, and would
            possess themselves again of what had been taken from them, and of
            the arms of the police. The police formed into one body, and,
            showing three fronts, endeavoured to keep them at bay, but in
            vain; they assailed them with stones, sticks, scythes, and axes,
            and gave some of our men some severe blows, which exasperated
            them so much that they were under the necessity of firing in
            self-defence, and four of the assailants fell victims, two of
            whom were buried yesterday. During their skirmishing, which began
            about seven o’clock, one of the men, mounted, was despatched to
            this town for a reinforcement, when Major Warburton, in half an
            hour, with twenty cavalry, and a few infantry mounted behind
            them, left this, and in one hour and a half were on board the
            wreck, and took twelve men in the act of cutting up the wreck.
            One of them made a blow of a hatchet at Major Warburton, which he
            warded off, and snapped a pistol at him; the fellow immediately
            threw himself overboard, when —— Troy charged him on horseback,
            up to the horse’s knees in water, and cut him down. The fellows
            then flew in every direction, pursued by our men, who took many
            of them, and wounded several. Nine tierces of pork had been
            saved. Her bowsprit, gaff, and spars are all gone, with every
            stitch of canvas and all the running rigging. The shrouds are
            still left; two anchors and their cables are gone, and even the
            ship’s pump. A more complete plunder has seldom been witnessed.
            Yesterday the revenue wherry went down to Rinevaha, and returned
            in the evening with the Major and a small party, with thirty-five
            prisoners, who now are all lodged in Bridewell. The women in
            multitudes assembled to supply the men with whisky to encourage
            them. Nothing could exceed the coolness of —— Balfice and his
            party, who certainly made a masterly retreat to the slated store
            at Carrigaholt, where I found them. He and Fitzgerald were
            wounded, but not severely. Fitzgerald had a miraculous escape,
            and would have been murdered, but was preserved by a man he knew
            from Kerry, who put him under his bed.</span></p>

            <div class="tei tei-signed" style="text-align: right">
              “<span class="tei tei-hi" style=
              "text-align: right"><span style="font-variant: small-caps">J.
              Miller.</span></span>“
            </div>
          </div>
        </div><a name="illo_279.png" id="illo_279.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_279.png" alt=
          "MAJOR WARBURTON AT THE WRECK OF THE “INVERNESS.”" title=
          "MAJOR WARBURTON AT THE WRECK OF THE “INVERNESS.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MAJOR WARBURTON AT THE WRECK OF THE <span class="tei tei-q"
            style="text-align: center">“INVERNESS.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A late case of
        plundering on a large scale occurred the 26th September, 1817. The
        <span class="tei tei-pb" id="page243">[pg 243]</span><a name="Pg243"
        id="Pg243" class="tei tei-anchor"></a>Norwegian brig <span class=
        "tei tei-name"><span style=
        "font-style: italic">Bergetta</span></span>, Captain Peterson, was
        wrecked on the Cefu-Sidau sands, in Carmarthen Bay. She was bound
        from Barcelona for Stettin, with a cargo of wine, spirits, &amp;c.,
        when the master, losing his reckoning, owing to a thick fog, fell
        into the fatal error of taking the coast of Devon for that of France,
        and acted under that persuasion. So circumstanced, a violent gale,
        together with the tide, drove the vessel into the Bristol Channel,
        and she struck upon the above sands, and in the space of two or three
        hours went to pieces. The master and crew, with great difficulty, got
        into the boat, and were all happily saved. Notwithstanding the
        greatest exertions on the part of the officers of the Customs,
        supported by several gentlemen and others, acts of plunder were
        committed to a considerable extent. Of 266 pipes and casks of wine,
        &amp;c., not above 100 were saved. Hundreds of men and women were
        reduced to nearly a state of insensibility through
        intoxication.</p><a name="illo_276.jpg" id="illo_276.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_276.jpg" alt="A WRECK ASHORE" title=
          "A WRECK ASHORE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            A WRECK ASHORE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A scarce and
        curious tract, published in 1796, exists in the library of the
        British Museum, and a few extracts from it will show the arguments by
        which the wreckers of the last century salved their consciences. It
        is supposed to be a dialogue between one Richard Sparkes, a chandler
        by trade, but a professional wrecker also, and John Trueman,
        <span class="tei tei-q">“an honest taylor.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“ <span class="tei tei-q">‘Good news! good news,
        neighbour!’</span> said Richard Sparkes, the chandler, as he entered
        a shop where John Trueman, an honest taylor, was at work.
        <span class="tei tei-q">‘The vessel which has been these three hours
        fighting with the surge and winds for the harbour has at last bulged.
        It is a trader from Amsterdam, they say, and faith! two thumping
        casks were floating before I left the beach. Rare sport, Master
        Trueman, rare sport, let me tell you! A good blustering wind and a
        high surf is no bad thing for a seaport.’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Honest Trueman, who had not been long an inhabitant of
        the place, and was quite unacquainted with this language—which, to
        the disgrace of humanity, is too often used by the unfeeling on such
        occasions in seaport towns—suspended his work, and listened to this
        harangue with too much surprise to interrupt it. At length, said he,
        <span class="tei tei-q">‘Do you call this rare sport? Do you call
        this good news?’</span></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“<span class="tei tei-hi"><span style=
        "font-variant: small-caps">Sparkes.</span></span> <span class=
        "tei tei-q">‘To be sure I do. I mean to be out all night; the tide
        will return in about three hours, and I warrant it will bring us
        something worth looking after. But mayhap, as you are a new-comer,
        Master Trueman, you do not know the go at these seasons, so I will
        tell you. You must know that when a vessel strikes it is catch as
        catch can for her lading: one has as good a right as another, and he
        is the luckiest who can get most. We call it <span class=
        "tei tei-hi"><span style="font-style: italic">going a
        wrecking</span></span>; and let me tell you it is no bad business.
        There is my neighbour Perkins, the pilot, got the Lord knows what by
        the smuggling cutter that was wrecked about three leagues from hence
        two months ago. Ay, cask upon cask of the best French brandy, and
        tea, and I cannot tell you what he got; but he has held his head
        pretty high ever since, for, as good luck would have it, she struck
        upon a shoal of rock where the Custom-house officers would not
        venture, so Perkins and a few more knowing ones had it all to
        themselves. As I told you before, Master Trueman, this <span class=
        "tei tei-hi"><span style="font-style: italic">going a
        wrecking</span></span> is no bad business, so look about
        you.’</span> ”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Trueman upbraids
        the first speaker with dishonesty and want of humanity.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“ <span class="tei tei-q">‘Humanity,’</span> says
        Sparkes, <span class="tei tei-q">‘odds my life! neighbour, there’s
        not a more tenderhearted fellow alive. Many is the life my boat, when
        I was in the fishing trade, has saved from pure good-will; but as to
        the matter of the <span class="tei tei-hi"><span style=
        "font-style: italic">wrecking</span></span>, every man must take care
        of <span class="tei tei-pb" id="page244">[pg 244]</span><a name=
        "Pg244" id="Pg244" class="tei tei-anchor"></a>his own interest.
        Charity, you know, Master Trueman, should begin at
        home.’</span> ”</span> And he goes on to say that it was no fault of
        his that the vessel bulged, or that the master or cabin-boy were
        drowned; that it is all the chance of war, and that one vessel was
        the same to him as another, provided it were well laden. He added
        that he did not pretend to be better than his grandfather, and that
        wrecking was in fashion in his days and in those of his good old
        father before him.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Mr. D. Mackinnen,
        who made a tour through the West Indies early in the present century,
        particularly mentions the Bahamas as the home of wreckers. He says
        that the immense variety of banks, shallows, and unknown passages
        between the hundreds of islands which form the group render the
        chances of shipwreck frequent. In order to save the crews and
        property so constantly exposed to danger, the Governor of the
        Bahamas, about the commencement of this century, licensed a number of
        daring adventurers to ply up and down and assist ships in peril, and
        there could not have been collected a more skilful and hardy set of
        men. But, unfortunately, the governor’s good intentions were baulked
        by the larger part of them becoming wreckers. Mr. Mackinnen asking
        one of these men what success he had lately had, was told that there
        had been about forty sail of pilots along the Florida coast for four
        months. He remarked that they must have rendered great service to the
        crews wrecked in that dangerous passage. The pilot said, <span class=
        "tei tei-q">“No; they generally <span class="tei tei-hi"><span style=
        "font-style: italic">went on</span></span> in the night.”</span>
        <span class="tei tei-q">“But could not you light up beacons on
        shore?”</span> <span class="tei tei-q">“No, no,”</span> said the man,
        laughing, <span class="tei tei-q">“we always put them out for a
        better chance by night.”</span> <span class="tei tei-q">“But it would
        have been more humane——”</span> <span class="tei tei-q">“I did not go
        there for humanity; I went <span class="tei tei-hi"><span style=
        "font-style: italic">racking</span></span>!”</span></p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap19" id="chap19" class="tei tei-anchor"></a> <span class=
        "tei tei-pb" id="page245">[pg 245]</span><a name="Pg245" id="Pg245"
        class="tei tei-anchor"></a> <a name="toc41" id="toc41"></a> <a name=
        "pdf42" id="pdf42"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XIX.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-q" style="text-align: center"><span style=
        "font-size: 120%">“</span><span class="tei tei-hi" style=
        "text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Hovelling</span></span><span style="font-size: 120%">”</span></span>
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-style: italic">v.</span></span> <span class=
        "tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Wrecking</span></span><span style="font-size: 120%">.</span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Contrast—The</span> <span class="tei tei-q"
        style="text-align: center"><span style=
        "font-size: 90%">“</span><span style=
        "font-size: 90%">Hovellers</span><span style=
        "font-size: 90%">”</span></span> <span style=
        "font-size: 90%">defended—Their Services—The Case of the</span>
        <span class="tei tei-name" style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Albion</span></span><span style="font-size: 90%">—Anchors
          and Cables wanted by a disabled Vessel—Lugger wrecked on the
          Beach—Dangers of the Hoveller’s Life—Nearly swamped by the heavy
          Seas—Loss of a baling Bowl, and what it means—Saved on an American
          Ship—The Lost Found—A brilliant example of Life-saving at
          Bideford—The Small Rewards of the Hoveller’s Life—The case
          of</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">La
          Marguerite</span></span><span style="font-size: 90%">—Nearly
          wrecked in Port—Hovellers</span> <span class="tei tei-hi" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">v.</span></span> <span style=
          "font-size: 90%">Wreckers—</span><span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Let’s all
          start fair!</span><span style=
          "font-size: 90%">”</span></span><span style=
          "font-size: 90%">—Praying for Wrecks.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The wrecker was a
        land-ghoul, a monster in human form, who preyed on human life and
        property. The <span class="tei tei-q">“hovellers,”</span> a
        distinctive term on many parts of the coasts of this sea-girt isle,
        is applied to the hardy men who, in all weathers and at all risks, go
        to the assistance of ships in distress, and occasionally benefit by a
        wreck, but they are not wreckers. The Rev. Mr. Gilmore, who has so
        well described the dangers, perils, and triumphs of the life-boat
        service, very properly includes among the storm warriors the honest
        men who perform these practical deeds of naval daring. Visitors to
        Ramsgate and other seaside resorts of the southern coast will
        remember the luggers in which holiday excursions are made; many of
        these same boats are, in winter more especially, engaged in very
        serious work. <span class="tei tei-q">“The more threatening and heavy
        the weather,”</span> says our authority, <span class="tei tei-q">“the
        greater the probability of disaster occurring or having occurred,
        then the more ready are the crew to work their way out to the Goodwin
        Sands, and to cruise round them on the look-out for vessels in
        distress; they dare not take the lugger into the broken water—there a
        life-boat alone can live: but still, she is a grand sea-boat, one
        that will stagger on, with a ship’s heavy anchor and chain on board,
        through weather bad enough for anything—a boat that is well suited
        for the hard and dangerous service which employs her during the
        winter months.”</span> The hovelling lugger has generally a crew of
        ten men, and these receive no regular pay. Any salvage or reward the
        vessel earns is commonly divided into fourteen shares; the boat takes
        three and a half for the owners, half a share goes for the
        provisions, and each man of the crew receives one share. Mr. Gilmore
        says that <span class="tei tei-q">“complaints are sometimes made of
        the amounts charged by these men for services rendered; but the cases
        of a good hovel are few and far between; and often the luggers put
        out to sea night after night throughout a stormy winter, hanging
        about the sands, in wind and rain, and snow and mists, the men
        half-frozen with the cold and half-smothered with the flying surf and
        spray, and often week after week they thus suffer and endure, and do
        not make a penny-piece each man; then at last, perhaps, comes a
        chance: a big ship is on the tail of a sandbank; they render
        assistance and get her off; they have saved thousands of pounds worth
        of property; and the captain, and the owners, and the underwriters
        all look aghast, and cry out with indignation when they ask perhaps a
        sum that will give them ten or fifteen pounds a man.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Not uncommonly the
        lugger speaks a vessel, and finds that an anchor or anchors, cables,
        &amp;c., have been lost, and must be replaced. They must make in all
        haste for shore, and obtain what is needed, and put out again to the
        distressed vessel. What all this may mean on occasions to the owners
        and men of the hovelling vessels is shown in the following
        example—the case of the <span class="tei tei-name"><span style=
        "font-style: italic">Albion</span></span> lugger.</p><span class=
        "tei tei-pb" id="page246">[pg 246]</span><a name="Pg246" id="Pg246"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">Albion</span></span>
        meets a vessel driving before the gale, having lost both her anchors
        and cables; receives orders to supply her from shore; and the hardy
        crew, putting the vessel round, beat through the heavy seas, and make
        for Deal. <span class="tei tei-q">“They have to force the boat
        against wind and tide, and much skill is required to prevent her
        being filled by the rising seas which sweep around her; now she
        rushes upon the beach, the surf breaks over her and half fills her
        with water; with a tremendous thump and shake she strikes the shore
        with her iron keel.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“As the wave which bore the lugger in upon the beach
        recedes, a man springs overboard from the bow with a rope in his
        hand; many catch hold of the rope, and haul their hardest to keep the
        boat straight, head on to the beach; there is a stem strap—a chain
        running through a hole in the front part of the keel; a boatman
        watches his opportunity, and, as a wave sweeps back, rushes down and
        passes a rope through the loop of the strap; the other end of this
        rope is fastened to a powerful capstan, which is placed high up on
        the beach. <span class="tei tei-q">‘Man the capstan! Heave with a
        will!’</span> and the strong men strain at the capstan bars until the
        capstan creaks again. There is no starting the lugger: she is so full
        of water from the surf breaking on the beach that she is too heavy
        for the men at one capstan to move her; ropes are led down from two
        other capstans, and rove through a snatch-block fastened to a boat on
        the beach; all put out their strength, round they tramp, with a
        <span class="tei tei-q">‘Ho! heave ho!’</span> and slowly the lugger
        travels up the beach, and is safe from the roll of the breakers. The
        men get the water out of her, haul her higher up on to a swivel
        platform, turn her round head to the sea, and the leading hands hurry
        away to inquire about an anchor and cable. The agent supplies them
        with such as seem suitable for the size of the vessel, and which will
        perhaps weigh together about seven tons.”</span> Then follows the
        labour of getting them on board, but in a short time all are ready
        for sea.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The gale has rapidly increased in force, and a frightful
        surf is running on the beach; the roar of the breakers on the
        shingle, the howling of the storm, the gleam of white foam shining
        out of the mist and gloom, all picture the wildness of the storm; but
        the undaunted boatmen do not hesitate. All is ready; the signal
        given; the boat rushes down the steep ways, and is launched into the
        sea. A breaking wave rolls in swiftly, it meets the bow of the lugger
        in its rush, fills her; for a moment the big boat runs under water,
        and then is lifted and twisted like a toy in the grasp of the sea,
        and is thrown, in the heave of the wave, broadside on to the beach; a
        cry of horror from all on shore, and a rush down to aid the crew, who
        are all—there are fifteen of them—struggling in the surf: now the men
        are washed up by the wave, and feel the ground and stagger forward;
        now they are caught again by a breaker and rolled over; it is for
        each of them a terrible battle with the fierce seas; here one gets on
        his feet and stumbles forward, he is caught by the men on shore and
        dragged up the beach; there a man is lying struggling on the shingle,
        trying in vain to rise, exhausted and confused, two men seize his
        collar, and pull him forward a yard or two, then get him to his feet,
        and he escapes the next wave, which would have washed him out to sea
        again. Now all the men seem to be saved; names are shouted—do all
        answer? No; there is one missing! All rush to the water’s edge and
        gaze into the darkness, eagerly watching each shadow mid the surf.
        <span class="tei tei-q">‘There he is! No! <span class="tei tei-pb"
        id="page247">[pg 247]</span><a name="Pg247" id="Pg247" class=
        "tei tei-anchor"></a>Yes it is! there—lifting on the surf! there,
        rolling-over!’</span> <span class="tei tei-q">‘Quick! quick! form a
        line!’</span> And the brave boatmen grasp each other’s hands with
        iron strength, and form a chain, the lowest of the four or five men
        at the sea end of the chain being in the water. The waves battle with
        them, but sturdily they persevere. At last the body is within reach
        of the seaward man; he grasps it; the men are dragged up the beach,
        and the poor insensible man is carried ashore. Alive or dead? They
        cannot say; and with a great fear in their hearts they carry him
        hurriedly up the beach, and soon, to the great joy of all, he gives
        signs of life, and gradually recovers.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the meanwhile, the poor boatmen on the beach have
        nothing that they can do but watch their fine boat, which was worth
        five hundred pounds, being torn and hammered to pieces in the surf.
        Plank after plank is wrenched from her. Now, with a loud crash, she
        is broken in half; the two halves part; the anchor and cable fall
        through her. They can see part of the forepeak, with one side torn
        away, floating in the breakers; soon that also is rent to pieces, and
        nothing but fragments of the boat float in the surf or are strewn
        about the beach; and the boatmen, heavy-hearted, but thankful that
        they have escaped with their lives, go slowly to their homes to rest
        for a few hours and recruit their strength, and then be ready to form
        part of the crew of any other boat, and at the first summons to rush
        out again to the encounter with the stormiest seas.”</span> And that
        what the men of Deal are <span class="tei tei-hi"><span style=
        "font-style: italic">par excellence</span></span>—hardy, brave, and
        skilful—the men of our coasts are very generally.</p><a name=
        "illo_283.jpg" id="illo_283.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_283.jpg" alt="LOSS OF THE “ALBION” LUGGER"
          title="LOSS OF THE “ALBION” LUGGER." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            LOSS OF THE <span class="tei tei-q" style=
            "text-align: center">“ALBION”</span> LUGGER.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Sometimes the
        hovellers are distinctly associated with the life-boat men in their
        efforts to save life. Gilmore cites a case where a lugger’s boat had
        succeeded in taking a number of men off a wreck, when they themselves
        were caught in a squall, and were only too glad to make for the
        life-boat, to which the larger part were transferred. Then came a
        chapter of difficulties, for neither steamer nor lugger could be
        discovered through the fog, which obscured everything within a few
        yards of them. When they at length reached the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Champion</span></span> lugger, the shipwrecked
        crew refused to leave the life-boat. They had been as nearly as
        possible wrecked a second time in the lugger’s boat. What a story had
        these poor men to relate!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Their vessel, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Effort</span></span>, had been beaten about for
        days in the North Sea previous to grounding on the fatal Goodwins.
        They hoisted lamps, and were preparing to set a tar-barrel on fire,
        when their ship, which was very light, rolled from side to side,
        almost yard-arms under, and then suddenly capsized altogether.
        <span class="tei tei-q">“At once,”</span> said one of the narrators,
        <span class="tei tei-q">“and with difficulty, we made for the weather
        rigging, and were glad to find that not any of the crew were lost as
        she fell over. We lashed ourselves to the rigging. We knew, to our
        great joy, that the tide was falling; had it been rising, we must
        have very soon been overrun by it, the vessel broken up, and every
        man of us lost. We were in danger enough as it was, for the brig,
        soon after she capsized, was caught by the tide, and worked round,
        with her deck towards the seas; and as the heavy seas broke over and
        came rushing up the deck, they fell on us with terrible weight, and
        beat us and crushed us against the ship’s rail, so that we were
        forced to unlash ourselves from the rigging; and what to do we did
        not know, till one of us said, <span class="tei tei-q">‘Our only
        chance is to lash the end of the ropes round our waists, and let go
        the rigging as the waves <span class="tei tei-pb" id="page249">[pg
        249]</span><a name="Pg249" id="Pg249" class=
        "tei tei-anchor"></a>come.’</span> And so we did; and terrible work
        it was. As the waves came we slackened the ropes and went away a
        little with them; and as they passed, half smothered as we were,
        hauled ourselves back to the rigging and held on a bit; and then,
        when the next wave came, we let go, and were all adrift in the wash
        again; our hands were almost torn to pieces with the strain on the
        ropes and grasping at the side of the vessel.... You see, too, how
        our clothes were nearly dragged off us: it was indeed an awful
        time!”</span> One man grew terribly excited as they told the dismal
        story. His limbs and features worked, and as the waves dashed over
        the life-boat he fancied himself being washed off the wreck, and his
        reason quite gave way for the time. He shouted out, <span class=
        "tei tei-q">“Let me drown myself! Let me drown myself! I can stand it
        no longer!”</span> and was with the greatest difficulty held back by
        three men, who would not relinquish their hold till they got safe
        into harbour.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The hoveller’s
        life is necessarily full of danger, for his services are usually only
        required in the very worst weather; and if he can save anything from
        a wreck, it will generally be done under circumstances of great
        difficulty. Gilmore cites an example where some of these men were
        endeavouring to save the rigging of a wrecked vessel, when a squall
        came on, with driving snow and hail. The men in the rigging were
        somewhat interested in their work, and were at first inclined to risk
        the weather, but the gale increased so rapidly that it became evident
        that they must leave in their boat at once. Away for their lives the
        men pull, the little boat seethes through the troubled waters, and
        they soon near the edge of the sand, and are making for deep water,
        when they suddenly hear the noise of the surf beating on the shallows
        immediately ahead of them. They pull ahead a little, and can see the
        huge waves rolling in out of the deep water, mounting up, curling
        over, and breaking, meeting other breakers, foaming up against
        them—in fact, a sea of raging waters surrounding the sands in which
        their little boat would be swamped at once. As they mount on a wave
        they can see the lugger riding safely just outside the surf, only a
        quarter of a mile off, but that quarter of a mile it is impossible
        for them to pass, and equally impossible for the lugger to get any
        nearer to them. The seas break over them constantly, and for a while
        they return to the dangerous shelter of the wreck.</p><a name=
        "illo_287.png" id="illo_287.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_287.png" alt=
          "MAP SHOWING COAST OF RAMSGATE AND THE GOODWIN SANDS" title=
          "MAP SHOWING COAST OF RAMSGATE AND THE GOODWIN SANDS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            MAP SHOWING COAST OF RAMSGATE AND THE GOODWIN SANDS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The Goodwin Sands are about nine miles long; in the
        middle of them there is, at low water, a large lake, which is called
        on the chart <span class="tei tei-q">‘Trinity Bay,’</span> but which
        is known to the boatmen as the <span class=
        "tei tei-q">‘In-Sand.’</span> The men row in the direction of the
        lake, and row over the sandbanks which surround it, as soon as the
        tide has flowed sufficiently to enable them to do so. Now they find
        themselves in completely smooth water, and are safe; but for how
        long? a short hour or so, for the hungry waves are following them up
        fast. Still higher and higher comes the tide, and a furious surf
        begins to rage over the banks that for a time protect the
        lake.”</span> Well do the men know how short must be their period of
        rest.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Soon the heavy
        rollers come in and threaten to swamp them; the boat is nearly full
        of water. At this juncture the steersman, who has been steering and
        baling the boat for about four hours, suddenly lets the bowl with
        which he is baling fly from his hand; he gives a cry of horror, and
        the men cannot help repeating it, for may not this apparently small
        accident be fatal to them? To keep the boat afloat without baling is
        impossible; the surf breaks into her continually, and that bowl is
        indispensable to their safety, <span class="tei tei-pb" id=
        "page250">[pg 250]</span><a name="Pg250" id="Pg250" class=
        "tei tei-anchor"></a>for the men cannot use their sou’westers for the
        purpose when both hands are so busily employed in freeing their oars
        from the seas and keeping the blades from being blown up into the air
        by the force of the gale. Most happily, the bowl is a wooden one, and
        it floats a few yards from them. The men watch it anxiously as they
        are tossed up and down by the quick waves. Back the boat down upon
        the bowl they cannot, and it is drifting away faster than they are
        floating. It would seem a simple matter to pick up a bowl floating
        within a distance so small, but the waves long render it impossible.
        Suddenly the coxswain cries, <span class="tei tei-q">“Here is a lull;
        round with her sharp!”</span> The men on the starboard side give a
        mighty pull, and the others back their hardest; then a pull
        altogether; the bowl is within reach; the coxswain grasps it with a
        hasty snatch. <span class="tei tei-q">“Round! round with her
        quick!”</span> and the boat is got head straight to the seas again
        before the waves can catch her broadside and roll her over. All
        breathe again: they have another chance of life.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">They get clear of
        the Sands, but a fierce gale is still raging. <span class=
        "tei tei-q">“As they get into the Gull stream, they see vessel after
        vessel running with close-reefed topsails before the gale; the
        boatmen hail them, but they get no answer. One little sloop affords
        them slight hope, for she is evidently altering her course, but after
        a moment’s apparent hesitation, away she goes again before the gale,
        and abandons them to their fate. The captain of the little vessel
        related afterwards how, in the height of the storm, he saw some poor
        fellows in a small boat, and had a great wish to try and save them,
        but the sea was running so high that he felt it was impossible to
        heave his vessel to, and so had to leave them, and that they must
        have been driven on the Sands and lost. This sloop was about a
        quarter of a mile from the boat, and the men do not again get as near
        to any other ship; and as vessel after vessel passes, and the night
        begins to grow dark, the position of the men becomes more and more
        hopeless, and they all feel that if no vessel picks them up they must
        soon be blown in again upon the sands, and there perish.”</span> The
        men work on, but solemnly, very solemnly.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">But one vessel, a
        large American ship, remains at anchor in the Downs; vessel after
        vessel had slipped their cables and run before the gale. It is their
        last hope. <span class="tei tei-q">“As they drop slowly towards her,
        they shout time after time, but cannot make themselves heard, and it
        is getting too dusk for them to be seen at any distance; the seas are
        running alongside the ship almost gunwale high, and it is impossible
        to get nearer to her than within fifty yards. Hail after hail the men
        give; still they get no answer. They can see a man on the poop, but
        he evidently neither sees nor hears them, and their last chance seems
        slipping away, for they are fast drifting past the vessel.
        <span class="tei tei-q">‘Get on the thwart, Dick, and shout with all
        your might!’</span> the coxswain says to the man pulling stroke oar.
        <span class="tei tei-q">‘I’ll hold you!’</span> hauling in his oar
        and catching it under the seat. The man springs upon the thwart, and
        balancing himself for a second, hails with all his force.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The man is moving; he hears us, hurrah!”</span> is the
        glad cry in the boat; and they can soon see several astonished faces
        peering over them. The boat drifts by the ship; they give a pull or
        two, to get her under the stern of the vessel; a coil of rope with a
        life-buoy is thrown to them, and they manage to get it on board. The
        captain is now on deck; he orders other ropes to be sent down, and
        soon another life-buoy, with cord attached, comes floating by. Still
        the boat is in great danger; their safety hitherto has been in
        floating <span class="tei tei-pb" id="page251">[pg
        251]</span><a name="Pg251" id="Pg251" class="tei tei-anchor"></a>with
        the waves, yielding to them as they rolled on, but now the little
        boat has to breast the waves, and is tossed high in the air, and
        again plunged far down, running great risk of being overturned.
        <span class="tei tei-q">“The difficulty now is how to get the men out
        of the boat, for they dare not haul her up closer to the vessel, as
        she will not ride with a shorter scope of rope. They send another
        rope down to the boat, with a bowline knot made in it, for the men to
        sit in, and then shout to the men, <span class="tei tei-q">‘We will
        haul you on board one at a time!’</span> ”</span> A moment’s question
        as to the order in which the men shall go is quickly decided, for
        each feels that at any moment the boat may sink or upset. They leave
        in the order in which they sit, and one after another they plunge
        into the waves, and are hauled on board, dripping, but saved! Very
        soon the boat fills and turns over, and hangs by the ropes till
        morning.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The captain will
        hardly credit their story at first. <span class=
        "tei tei-q">“Impossible! impossible!”</span> says he. <span class=
        "tei tei-q">“No boat could live in such a sea, and over the Sands.
        Impossible!”</span> But he becomes convinced at last, and all on
        board show every attention and kindness. A little brandy and some dry
        clothes at once, a beefsteak supper and a glass of grog later on,
        followed by warm beds made up on the captain’s cabin floor, and their
        adventures in an open boat were but the memory of a horrid dream. The
        coxswain, however, fell very ill soon after, and was nigh death’s
        door; he did not recover his strength for a twelvemonth, so greatly
        had the anxiety of that night’s work told upon him.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Meantime, the
        lugger, after cruising backwards and forwards, the crew keeping an
        anxious and fruitless look-out for their comrades in the boat, is
        obliged to put in for Dover, from whence they telegraph the sad news
        that six of their men are to all appearance lost. Next morning they
        make one more effort to find some traces of their lost companions,
        and then steer, sad and disheartened, for Ramsgate. There the arrival
        of the lugger is most anxiously awaited. Alas! it is as they feared,
        and many a household is plunged in grief. While this is going on, the
        boatmen leave the American ship and row steadily for Ramsgate, near
        which they fall in with another lugger, on which they are taken. The
        lugger’s flag is hoisted, in token that they are the bearers of good
        news, and great is the curiosity of the men about the harbour. A
        crowd hurries down the pier to watch her arrival, and as soon as the
        men missing from the <span class="tei tei-name"><span style=
        "font-style: italic">Princess Alice</span></span> are recognised, the
        cheers and excitement are wild in the extreme. Men rush off to bear
        the good news. <span class="tei tei-q">“One poor woman, in the midst
        of her agony and mourning for her husband, and surrounded by her
        weeping friends, is surprised by her door being burst violently open,
        and at seeing a boatman, almost dropping with breathlessness, gasping
        and gesticulating and nodding, but trying in vain to speak; and it is
        some seconds before he can stammer out, <span class="tei tei-q">‘All
        right! all right! Your husband is safe—coming
        now!’</span> ”</span></p><a name="illo_290.jpg" id="illo_290.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_290.jpg" alt=
          "THE LUGGER REACHING RAMSGATE HARBOUR" title=
          "THE LUGGER REACHING RAMSGATE HARBOUR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE LUGGER REACHING RAMSGATE HARBOUR.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The danger
        incurred by the hovellers is well illustrated by the following
        example, recorded by our leading journal<a id="noteref_76" name=
        "noteref_76" href="#note_76"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">76</span></span></a> some
        years since. Nine of these men endeavoured to save a sloop, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Wool-packet</span></span>, of Dartmouth,
        stranded on Bideford Bar, and the crew must have lost their lives but
        for the noble service performed, under great risks, by Captain Thomas
        Jones, master of the steam-tug <span class=
        "tei tei-name"><span style="font-style: italic">Ely</span></span>, of
        Cardiff. A shipowner of Bideford, who was an eye-witness of the brave
        deed, stated that the crew of the vessel had aban<span class=
        "tei tei-pb" id="page252">[pg 252]</span><a name="Pg252" id="Pg252"
        class="tei tei-anchor"></a>doned her, and the two boats’ crews,
        consisting of nine men, afterwards boarded the wreck, with the view
        of trying to get her off the bar; but when the tide rose the sea
        broke heavily over the vessel, and the men hoisted a flag of
        distress. The steam-tug <span class="tei tei-name"><span style=
        "font-style: italic">Ely</span></span> now hastened to the rescue,
        against a strong tide and wind. Before, however, she could get near
        the wreck, the nine men were driven to seek refuge in the rigging.
        The sea was breaking fearfully in all directions and the vessel
        rolling from side to side, but Captain Jones and his crew bravely
        proceeded through the broken water, at the risk of their lives and
        vessel, and succeeded, at the first attempt, in saving three of the
        men. This was all that they could then accomplish, for the sea was
        now breaking so furiously over the wreck that the steamer was driven
        away; and the same want of success attended a second and third
        attempt to approach the wreck. The captain then backed astern, and,
        with consummate skill and boldness, actually placed the steamer
        alongside the vessel’s rigging, with her bow over the deck of the
        wreck, thus saving the six men in the rigging; and within the short
        space of two minutes the wreck had actually disappeared, and was not
        seen afterwards. But for this bold and successful service, nine
        widows (for the nine rescued men were all married) and forty
        fatherless children would to-day be lamenting the loss of husbands
        and fathers. The <span class="tei tei-pb" id="page253">[pg
        253]</span><a name="Pg253" id="Pg253" class=
        "tei tei-anchor"></a>National Life-boat Institution presented a
        medal, &amp;c., to the captain, and £1 each to the eight men forming
        the crew.</p><a name="illo_288.jpg" id="illo_288.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_288.jpg" alt=
          "WRECK OF THE “WOOL-PACKET” ON BIDEFORD BAR" title=
          "WRECK OF THE “WOOL-PACKET” ON BIDEFORD BAR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WRECK OF THE <span class="tei tei-q" style=
            "text-align: center">“WOOL-PACKET”</span> ON BIDEFORD BAR.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The greatness of
        the risk to the hoveller, and the comparative smallness of his
        reward, are illustrated in the case of <span class=
        "tei tei-name"><span style="font-style: italic">La
        Marguerite</span></span>, a small French brig, rescued from the
        Goodwin Sands and brought safely into Ramsgate Harbour. She was owned
        by her captain, and represented to him the labours of a hardworking
        life. She was bound from Christiania to Dieppe, with a cargo of
        deals, and was considerably hampered on deck, the timber being piled
        up almost to her gunwale. She lost her course in the night, and
        grounded on the Sands. <span class="tei tei-q">“Where are they? Where
        can they be? What horrible mistake have they made?”</span> writes Mr.
        Gilmore in his forcible manner. <span class="tei tei-q">“They think
        they must have run somewhere on the mainland on the Kent coast; one
        man proposes to swim ashore with a rope, but the seas come sweeping
        over them with a degree of violence that quite does away with any
        thought of making such an attempt. They hurry to the long-boat, to
        try and get it out, but it and the only other boat <span class=
        "tei tei-pb" id="page254">[pg 254]</span><a name="Pg254" id="Pg254"
        class="tei tei-anchor"></a>which is in the brig are speedily swept
        overboard by the seas. The vessel is on the edge of the Sands, and
        feels all the force of the waves as they roll in and leap and break
        upon the bark. With every inrush of the seas she lifts high, and
        pitches, crushing her bow down upon the Sands, each time with a thump
        that makes her timbers groan, and almost sends the men flying from
        the deck.”</span> For some twenty minutes she keeps thrashing on the
        Sands, when they glide off into deep water, and after much delay get
        their anchor overboard. The gale continues, and, after much
        entreaty—for the captain is a poor man—the crew succeed in inducing
        him to cut the foremast away, and the brig rides more easily when
        this is accomplished. They wait for daylight. They are then seen from
        Margate, and two fine luggers have a race to see which can get first
        to the vessel. The life-boat also puts off. One of the luggers gets
        alongside in fine shape, and the men at once recommend the captain to
        cut away the remaining mast, but he will not be persuaded. They raise
        the anchor, and passing a hawser on board, attempt to tow the brig
        from the Sands, but make little progress. To their satisfaction, they
        see the Ramsgate steam-boat and life-boat making their way round the
        North Foreland.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The coastguard officer at Margate, when he saw that the
        Margate life-boat could not reach the brig, and knowing that if any
        sea got up where the vessel was that the luggers could be of no use,
        telegraphed to Ramsgate that the vessel was on the Knock Sands. The
        steamer and life-boat get under weigh at once, and proceed as fast as
        possible to the rescue. There is a nasty sea running off Ramsgate,
        but it is not until they get to the North Foreland that they feel the
        full force of the gale. Here the sea is tremendous, and as the
        steamer pitches to it the waves that break upon her bows fly right
        over her funnel—indeed, she buries herself so much in the seas that
        they have to ease her speed considerably to prevent her being
        completely overrun with them.”</span> The boatmen at last get on
        board the brig; a glance shows that no time must be lost, and as
        rapidly as possible the steamer is enabled to take the water-logged
        vessel in tow. The French crew are utterly exhausted with fatigue and
        excitement, and are quite ready to leave their vessel in English
        hands. Away the brig goes, plunging and rolling, with the seas
        washing over her decks, which are scarcely out of the water, while
        the two boats are tossing astern, all being towed by the gallant
        little steamer. They have nearly reached the harbour.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In spite of the
        rough cold night, the interest in life-boat work is too great for all
        sympathisers to be driven away from the pier-head; and there is a
        crowd there ready to watch the boats return and to welcome the men
        with a cheer. The steamer approaches cautiously, and the brig seems
        well under command. A couple of minutes more and all will be safe,
        when suddenly the rush of tide catches the wreck on the bow; she
        overpowers the lugger, which is towing astern; round her head flies;
        she lurches heavily forward, and strikes the east pier-head. Crash
        goes her jib-boom first, and the steamer, towing with all its might,
        cannot prevent her again and again crushing against the pier. Her
        bowsprit and figure-head are broken and torn off, her stern smashed
        in. Ropes and buoys are thrown from the pier. <span class=
        "tei tei-q">“The poor Frenchmen are almost paralysed by the scene and
        by excitement—they cannot make it out; the harbour-master, Captain
        Braine, has enough to do: he sees the danger of the men on
        <span class="tei tei-pb" id="page255">[pg 255]</span><a name="Pg255"
        id="Pg255" class="tei tei-anchor"></a>board the brig, but he sees
        more than this—he sees the danger of the crowd at the pier-head, for
        the brig’s mainmast is swaying backwards and forwards, coming right
        over the pier as the vessel rolls, and threatens to break and come
        down upon the people as the brig strikes the pier; and if it does it
        will certainly kill some, perhaps many.”</span> Women shriek and men
        shout, and it looks as though the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Marguerite</span></span> would be wrecked in
        sight of all. Meantime the crew of the hovelling lugger are in equal,
        if not greater, danger.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“As soon as the men on board the lugger saw the brig
        sweep and crash against the pier, they cast off their tow-rope, but
        before they could hoist any sail, the way they had on the boat and
        the rush of the tide carried the lugger almost between the vessel, as
        she swung round, and the pier. The men, however, escaped that danger,
        and indeed death, but the boat was swept to the back of the pier, and
        in the eddy of the tide was carried into the broken waters; then she
        rolls in the trough of the sea; wave after wave catches and sweeps
        her up towards the pier, as if to crush her against it, but each time
        the rebound of the water from the pier acts as a fender and saves her
        from destruction; but she is an open boat, and if one big wave leaps
        on board it will fill her, and she must sink at once; and the seas
        around her are very wild, the surf from their crests breaks into her
        continually. The people on the pier see her extreme peril; some run
        to the life-boat men, who are preparing to moor the boat, and shout
        to them to hasten out—that the brig is breaking up, and that the
        lugger will be swamped; before, however, the life-boat can get out
        the brig is towed clear of the pier, and, the lugger having drifted
        to the end of the pier, the men are able to get up a corner of the
        foresail; it cants the lugger’s head round; the men get the foresail
        well up: it fills; she draws away from the pier and away from the
        broken water, and is clear.”</span> But now the brig, the rudder of
        which had been wrenched out of her on the Sands, has no boat to help
        her steer, and lurches about in all directions. A heavy sea strikes
        her bow; the steamer’s hawser tightens, strains, and breaks! Excited
        people on the pier crowd round the harbour-master, and beg him to
        order the life-boat men to take the crew and the boatmen off the
        wreck at once. That official knows, however, the boatmen too well:
        <span class="tei tei-hi"><span style=
        "font-style: italic">they</span></span> will not leave her while a
        stitch holds together.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The captain of the
        steamer knows their peril, and backs his vessel down to the wreck,
        now not over a hundred yards from the Dyke Sand. She is rolling
        heavily, and the seas sweep over her; her crew can hardly keep the
        deck. The steamer gets close to the brig, and soon another cable is
        out. Each time the brig sheers heavily to one side or the other she
        is brought up with a jerk that makes the steamer tremble from stem to
        stern, but that plucky little boat is not to be beaten. Five brave
        fellows come off from the pier in a small boat, bringing a line with
        them: with this they haul a second hawser to the wreck; a crowd of
        people on the pier pull their hardest, and succeed in moving the
        wreck. This cable breaks shortly afterwards, but the steamer has by
        this time again got hold of the vessel, and tows her safely into the
        harbour, a miserable wreck, with masts and rudder gone, her bow and
        stern crushed, but with everybody safe on board. The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Marguerite</span></span> was ultimately repaired
        and sent to sea again, though she could never be the vessel she once
        was. And the Margate and Ramsgate men got a few pounds each for work
        that required each one to be a hero, and a very practical and
        sea<span class="tei tei-pb" id="page256">[pg 256]</span><a name=
        "Pg256" id="Pg256" class="tei tei-anchor"></a>manlike hero too. The
        old wreckers made ten times the money, with an infinitesimal
        proportion of the trouble.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Yes, times
        <span class="tei tei-hi"><span style=
        "font-style: italic">have</span></span> changed for the better.
        Individuals may, of course, be found capable of any amount of
        brutality for the sake of gain, but the shipwrecked mariner of to-day
        is morally certain that his life and remaining property are safe when
        he reaches the shore of any part of the United Kingdom, and that for
        every ruffian there will be twenty kindly and hospitable people ready
        to pity and to aid him. The same could not be said of the early part
        of this very century. It seems almost incredible, too horrible, to be
        possible, that in 1811 the remnant of a poor crew of a frigate
        wrecked on the Scotch coast were, after buffeting the breakers and
        struggling ashore for dear life, absolutely murdered on the beach for
        the sake of their wretched clothes, or, at all events, stripped and
        left to die. When morning dawned the beach was found strewn with
        naked corpses. The inhabitants of many fishing villages and seaside
        hamlets were open to similar imputations late in the last, and indeed
        early in the present, century. Whole communities have in bygone
        times—let us trust gone for ever—turned out at the tidings of a
        vessel in danger; solely with a view to plunder. A tolerably
        well-known yarn, in which, probably, implicit confidence should not
        be placed, tells us of a wreck which occurred near the village of St.
        Anthony, Cornwall, one Sunday morning. This being the case, and the
        parishioners assembling at the church, the clerk announced that
        <span class="tei tei-q">“Measter would gee them a holladay,”</span>
        for purposes on which that excellent clergyman well knew they were
        intent. This is only one part of the story, for it is stated that as
        the members of the congregation were hurrying pell-mell from the
        church, they were stopped by the stentorian voice of the parson, who
        cried out, <span class="tei tei-q">“Here! here! let’s all start
        fair!”</span> The fact is that the contents or material of a wreck
        scattered around a coast were, and, no doubt, are still in many
        places, looked upon as legitimate prey by fishermen and others who
        would scorn anything in the form of treachery, in luring the good
        ship ashore, or in brutal treatment to the survivors of her crew.
        <span class="tei tei-q">“Within the past five-and-twenty
        years,”</span> said a leader-writer a short time since, <span class=
        "tei tei-q">“it is said that a candidate for Parliamentary honours,
        while canvassing in a district near the coast, found that his opinion
        on the subject of wrecking was made a crucial point. Wrecking,
        indeed—so far as the appropriation of shipwrecked property is implied
        in the word—seems to have held very much the same position in popular
        ethics as smuggling has done. <span class="tei tei-q">‘Such was the
        feeling of the wreckers,’</span> writes one who was at one time
        Commissioner of the Liverpool Police, <span class="tei tei-q">‘that
        if a man saw a bale of goods or a barrel floating in the water, he
        would run almost any risk of his life to touch that article, as a
        sort of warrant for calling it his own. It is considered such fair
        game, that if he could touch it he called out to those about him,
        <span class="tei tei-q">“That is mine!”</span> and it would be marked
        as his, and the others would consider he had a claim to it, and would
        render him assistance.’</span> ”</span> We are told that the natives
        of Sleswig-Holstein considered wrecking so legitimate that prayers
        were offered up in their churches at one time that <span class=
        "tei tei-q">“their coasts might be blessed.”</span> Pastor and flock
        looked upon wrecks as much of blessings as they did a good fishing
        season. The parson, however, it was explained, did not really pray
        for wrecks. Certainly not! What he meant was that if there
        <span class="tei tei-hi"><span style=
        "font-style: italic">must</span></span> be wrecks, those wrecks might
        happen on their coasts!</p><span class="tei tei-pb" id="page257">[pg
        257]</span><a name="Pg257" id="Pg257" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The question of
        <span class="tei tei-q">“salvage”</span> is of a nature too technical
        for these columns. In some minor matters it would seem that the
        authorities do not offer proper encouragement to fishermen and others
        to be decently honest or humane. At the period of the wreck of the
        <span class="tei tei-name"><span style=
        "font-style: italic">Schiller</span></span>, on the Scilly Islands, a
        correspondent of our leading journal<a id="noteref_77" name=
        "noteref_77" href="#note_77"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">77</span></span></a> tells us
        <span class="tei tei-q">“that many floating bodies of drowned
        passengers and seamen were picked up by the fishing boats which
        abound in that part of Cornwall. Upon some of them money or valuables
        were found, and these were given up to the Customs when the body was
        sent ashore. In such cases the valuables were retained for the
        friends of the drowned persons, and a uniform reward of five
        shillings was paid to the finders. Now, for the sake of taking ashore
        such a body as I have described, the fishermen—seven or eight in
        number—would have lost their night’s fishing, for it would not have
        been safe, even if the crew were willing, to have done otherwise. The
        smallness of the reward given in return for the services rendered
        would therefore operate as a strong inducement to the more selfish
        among them to prefer their fishing to the dictates of humanity. My
        informants even told a story of a fishing boat which picked up a
        floating body, and, having collected all the papers and valuables
        from it, restored the body itself to the deep, and went on its way.
        The papers and valuables were given up in due course, and no charge
        of dishonesty was preferred against the crew; but the want of
        humanity caused (and not unnaturally) a strong feeling of indignation
        against the perpetrators of this act. The fishermen, however, argued
        that if they brought the bodies into port (as they were <span class=
        "tei tei-pb" id="page258">[pg 258]</span><a name="Pg258" id="Pg258"
        class="tei tei-anchor"></a>instructed to do), they would get, at
        most, a sum of sevenpence per man for their night’s work; and if they
        brought merely the property to the proper authorities, they were
        abused for their inhumanity; and that, therefore, their only
        alternative was to pass the bodies by, and attend to their own work.
        Should the view that I have here stated be found to be a general one,
        I think that it will be allowed that it is an argument for either
        paying more highly for the finding of bodies at sea, or allowing the
        finders the same salvage upon the property found upon the bodies that
        they would have received had the property been picked up in a
        chest.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Pleasant it is to
        turn from what we may well believe is only an occasional example of
        want of feeling to such a case as the following—one out of thousands
        that might be cited. It is slightly abridged from a little
        publication<a id="noteref_78" name="noteref_78" href=
        "#note_78"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">78</span></span></a> which
        should be in the hands of all readers of <span class="tei tei-q">“The
        Sea”</span> interested in benevolent efforts for the seaman’s
        welfare.</p><a name="illo_294.png" id="illo_294.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_294.png" alt="RONAYNE’S BRAVERY" title=
          "RONAYNE’S BRAVERY." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RONAYNE’S BRAVERY.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Some twelve miles
        westward from Tramore—a favourite watering-place and summer resort
        for the citizens of Waterford, and nearly half a mile from the
        coast—a farm is situated which has been long occupied by John
        Ronayne, a hardy and typical Irish farmer. The farm-house has few of
        the necessaries and none of the luxuries of civilised life, it is a
        true type of the poor class of farm-houses in many parts of Ireland,
        consisting of but two rooms—one the sleeping apartment, where
        Ronayne’s family of twelve children have been born, and the other the
        living-room, where it is to be suspected sundry four-footed friends
        occasionally find their way, and bask or grunt before the fire.
        Rather less than half a mile from the farm is the rugged shore,
        approached by a rough <span class="tei tei-q">“boreen,”</span> or
        narrow lane, emerging on the cliff near the course of a stream, which
        is a roaring foaming torrent in winter and spring-time. On winter
        days and nights, brown and turbulent, this stream rushes foaming into
        the ocean over crags and rocks and pebbly shore; but before it joins
        its fresh water with the salt sea foam, it plunges into a crevice,
        narrow and deep and deadly. Every coastman along the rock-bound shore
        knows this deep, treacherous hole, and warns the traveller to beware
        of it—for, once in it, there is no return. But this source of peril
        is little enough to that which is beyond.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A hundred yards or
        so from the cove into which this impetuous torrent pours frown two
        massive ridges of rock, offering to any venturesome ships attempting
        to run between their threatening sides destruction on either hand,
        while only some dozen yards of foaming breakers separate the one from
        the other. Skilful must be the steersman, and bold the skipper, who
        would dare the narrow channel, even though the only one by which they
        might hope to beach their sinking ship. And yet, on one fearful night
        in January, 1875, a large vessel, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Gwenissa</span></span>, bound from Falmouth to
        Glasgow, and new but a few weeks before, successfully accomplished
        the dangerous passage. Not that any skill was shown, for none on the
        doomed ship knew of their proximity to rocks or shore, but, driving
        blindly on before the full fury of the gale, by chance were brought
        safely through. But in another instant the ship struck the rocky
        shore, and in a moment was shattered to pieces, timbers and tackle,
        cargo and living freight, being thrown, scattered and helpless, into
        the angry surf. Escaping, as by a miracle, the rocky dangers of
        Charybdis, the good ship <span class="tei tei-name"><span style=
        "font-style: italic">Gwenissa</span></span> had been hurled upon
        Scylla, and her doom sealed.</p><span class="tei tei-pb" id=
        "page259">[pg 259]</span><a name="Pg259" id="Pg259" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The family at
        Killeton Farm little suspected, as they went to their humble beds,
        the tragedy which was being enacted on the shore; and even when some
        of the boys thought they heard cries of distress, little wonder—when
        the wind was blowing in great fitful gusts, sweeping round the homely
        cottage, shaking windows and doors, and moaning down the
        chimneys—that, after listening a while and hearing nothing further,
        they thought no more of the cries, and went to bed. Ronayne had,
        however, not been long in bed when a loud knocking awoke him, and he
        jumped up, and on opening the door was accosted by three men in
        sailor’s garb.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The first surprise
        over, the instincts of hospitality asserted themselves, and he heaped
        up the turf fire, and, as they warmed themselves, learned that they
        alone of the crew of the <span class="tei tei-name"><span style=
        "font-style: italic">Gwenissa</span></span>, nine in number, were
        certainly saved. But there was a possibility that one or two might
        yet survive; and though the wintry blast roared loud without, Ronayne
        lingered not a moment. Hurrying on his clothes, and taking a large
        sod of flaming turf by way of lantern, he rushed down the
        <span class="tei tei-q">“boreen,”</span> and soon reached the cove.
        Cautiously he made his way, and approached the edge of the stream,
        whence he now heard the shouts of several men. He followed up the
        cries of distress, and soon came upon a man in a most dangerous
        position.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Ronayne blew the
        turf until it glowed brightly, and, holding it down, saw a man
        waist-deep in the water, but so jammed between the crags that it was
        impossible for him to move, far less climb the overhanging rocks. He
        was bruised, stunned, and nearly insensible. Ronayne saw at a glance
        that the only way to help him was himself to go down, extricate his
        bruised legs from the rocks and wreck that held him like a vice, and
        then assist him to climb from his perilous position. This, by means
        of much pulling and hauling, he at length accomplished, and
        ultimately had the satisfaction of leading the poor fellow to a place
        of safety, where, for a time, he left him, sorely bruised, faint, and
        well-nigh frozen, for the others, who had never ceased calling for
        assistance from the moment of his arrival. They were four in number,
        and, as far as could be judged through the increasing darkness, lay
        in the very gorge down which rushed the swollen stream; and so it
        proved, for one was hanging to a spar which had become fixed in the
        rocks, while another was grasping a projecting crag, by which he
        contrived to keep afloat. The others, more fortunate, had been thrown
        on a ledge, which left them in comparative safety, though they were
        waist-deep in water. But though secure upon this ledge, they were
        quite as helpless as their companions, for the beetling face of the
        rocks defied their utmost efforts to scale them unaided. Here
        Ronayne’s knowledge stood him in good stead, and after much active
        assistance in the shape of climbing, swimming, pulling, and
        scrambling, he succeeded in rescuing one after the other, each
        assisting afterwards to make the task easier. Five men stood beside
        him, cold and hurt, but saved by his perseverance and bravery from a
        watery grave.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“But,”</span> says the narrator—and here especially he
        should tell his own tale—<span class="tei tei-q">“not without great
        labour had this been effected, for one of the men had his leg broken,
        and all were more or less bruised, and perishing of cold and
        exposure. Three men were at his house and five here; but where was
        the other? for nine men were on board the luckless vessel, and here
        were but eight. Leaving the rescued men in the <span class=
        "tei tei-pb" id="page260">[pg 260]</span><a name="Pg260" id="Pg260"
        class="tei tei-anchor"></a>lane, Ronayne ran again to the cove, and
        the dim spark expiring in the turf showed him where he had left it.
        He scraped off the ash, and, the wind fanning it, again it burned up
        brightly—too brightly, for now it burned down to his frozen fingers;
        but he only grasped it the tighter, for did it not light him on his
        errand of mercy? and if another life might be saved at the expense of
        a few burns, would it not be great gain? So on sped he along the
        shore, searching into every cranny and cleft and crevice lighted by
        the turf, and, burning and shouting between his labours, at length
        was rewarded by a faint cry as of a man in distress—more a moan than
        a cry, and at a distance. Rapidly but carefully he had scanned the
        beach, and partially searched every gully and cleft, and now and
        again receiving to his cries a faint response, but always from far
        away. No doubt the man was out on the rocks, to which he had been
        carried by a receding wave after the ship struck, and Ronayne knew
        that some further help must be procured before he could be reached.
        So he hastened back to the five men he had left in the lane. They
        then all proceeded to the farm-house—a melancholy <span class=
        "tei tei-hi"><span style=
        "font-style: italic">cortége</span></span>—carrying as best they
        could the helpless between them. He then started off, wet and weary
        as he was, to the coastguard station at Bonmahon, where he gave
        information of the wreck, and demanded assistance for the poor fellow
        out on the rocks.”</span> The coastguard men lost no time in turning
        out with the rocket apparatus; but just as they were fixing it in
        position, Ronayne, who had been <span class="tei tei-pb" id=
        "page261">[pg 261]</span><a name="Pg261" id="Pg261" class=
        "tei tei-anchor"></a>hunting about, came upon the very last and ninth
        man of the crew, lying, half in the water and half out, upon the
        beach among a quantity of wreck. His supposition had been correct in
        regard to his position on the rocks, but while assistance was being
        procured he had been washed ashore, with shattered limbs—bruised,
        helpless, unconscious, but <span class="tei tei-hi"><span style=
        "font-style: italic">alive</span></span>! The poor fellow, who
        remained unconscious, was carried to the farm, where some old
        whisky-jars were filled with hot water and placed to his feet. The
        little whisky in the house was divided among the benumbed men, and
        more solid provision set before them.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">And now Ronayne’s
        house contained over twenty inmates, most of them standing round the
        turf fire wringing the water from their clothes and warming their
        frozen limbs; the few beds, too, had their occupants. For Ronayne the
        work had but barely commenced. Saddling his young mare, he started to
        lay information of the wreck before Lloyd’s Deputy Receiver at
        Tramore, some <span class="tei tei-hi"><span style=
        "font-style: italic">twelve miles</span></span> distant, for eight
        shillings were to be earned, and for this trifling reward he was
        prepared to ride some twenty-four miles on a cold winter night.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On his road he
        passed the doctor’s house, and sent him to attend the injured men,
        arriving at Tramore a few minutes before the telegram from the
        coastguard station. Two of the sailors were afterwards removed to the
        hospital, and recovered, and they and the remainder cared for by the
        Shipwrecked Mariners’ Society’s agents. Ronayne was indemnified for
        any expense he had incurred by the same Society, and the Life-boat
        Institution shortly after rewarded him.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap20" id="chap20" class="tei tei-anchor"></a> <a name=
        "toc43" id="toc43"></a> <a name="pdf44" id="pdf44"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XX.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Ships that</span>
        <span class="tei tei-q" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">“</span><span style=
        "font-size: 120%; font-variant: small-caps">Pass by on the other
        Side.</span><span style=
        "font-size: 120%; font-variant: small-caps">”</span></span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">Captains and Owners—Reasons for apparent
        Inhumanity—A Case in Point—The Wreck of the</span> <span class=
        "tei tei-name" style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Northfleet</span></span><span style="font-size: 90%">—Run
          down by the</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Murillo</span></span><span style="font-size: 90%">—A
          Noble Captain—The Vessel Lost, with a Hundred Ships near her—One
          within Three Hundred Yards—Official Inquiry—Loss of the</span>
          <span class="tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Schiller</span></span><span style="font-size: 90%">—Two
          Hundred Drowned in one heavy Sea—Life-saving Apparatus of little
          use—Lessons of the Disaster—Wreck of the</span> <span class=
          "tei tei-name" style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Deutschland</span></span><span style="font-size: 90%">—Harwich
          blamed unjustly—The good Tug-boat</span> <span class="tei tei-name"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">Liverpool</span></span><span style="font-size: 90%">&nbsp;and
          her Work—Necessity of proper Communication with Light-houses and
          Light-ships—The new Signal Code and old Semaphores.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">From time to time
        there appear in the public journals accounts given by sailors who
        have been saved from imminent peril from drowning by passing ships.
        Many and many an honourable case could be cited; but there are, alas!
        ships that <span class="tei tei-q">“pass by on the other
        side.”</span> An article in the journal<a id="noteref_79" name=
        "noteref_79" href="#note_79"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">79</span></span></a> issued
        quarterly by that grand society the National Life-boat Institution
        explains some of the reasons for this sad state of affairs. The
        writer generally denies that the majority of the masters of ships who
        would pass another vessel in distress are brutal or callous, and
        thinks that were many of them brought face to face with an isolated
        case of probable drowning, they would not hesitate to expose their
        own lives to preserve the one endangered. There must be some strong
        causes operating on the minds of the men who act in the inhuman
        manner indicated. Among them are the following:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“1st. That the loss of time which the most trifling
        service of this kind causes would <span class="tei tei-pb" id=
        "page262">[pg 262]</span><a name="Pg262" id="Pg262" class=
        "tei tei-anchor"></a>possibly represent a very considerable money
        loss to the owners, by the delay in the arrival in port of the ship
        and cargo.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“2nd. That the cost of maintenance of the persons saved
        is insufficiently repaid by the Government.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“3rd. That in all but the largest kind of ships the
        amount of food and water habitually kept on board is rarely
        sufficient to meet the strain of, say double, or, it may be
        quadruple, the number of men they were intended for; and if a ship of
        the smaller class, towards the end of her voyage, has to take on
        board the crew of a vessel greater in number than her own, she is,
        from shortness of provisions and water, in nine cases out of ten,
        compelled to make for the nearest port, which may be a cause of
        incalculable loss, unless it chances to be the one she is bound
        for.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“4th. Every captain knows that all owners are more or
        less inimical to their ships rendering either salvage service or
        life-saving service. Not, as we suppose, that any owner deliberately
        sets to himself the axiom that no ship of his shall save life, but
        that they, not unnaturally, view with suspicion salvage service,
        because they can receive nothing from it but loss in time and money;
        and cases are not infrequent in which pretence of saving life is made
        a source of real loss to the owners.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One case among the
        many which could be presented is here given. It appeared before the
        magistrates of Falmouth in 1873, in consequence of the refusal of a
        crew to proceed to sea. The ship had come from a Chinese port to
        <span class="tei tei-hi"><span style="font-style: italic">a port in
        Europe</span></span>: it being uncertain, from the fluctuating state
        of the market, which it would be. The vessel fell in with a
        distressed ship, from which she took seventeen persons. When in the
        entrance to the English Channel, the captain found himself short of
        provisions and water, and put into Falmouth, to land the shipwrecked
        crew and replenish his provisions. His own crew thereupon claimed
        their discharge, as having arrived <span class=
        "tei tei-q">“<span class="tei tei-hi"><span style=
        "font-style: italic">at a port in Europe</span></span>.”</span> The
        Bench ruled the men’s claim to be just, and it took the captain a
        fortnight to obtain a fresh crew, to whom higher wages had to be
        paid. <span class="tei tei-q">“The actual and immediate loss to the
        owners, by this act of humanity of their captain, was stated at £270.
        The only reimbursement was the usual State grant for feeding so many
        men so many days, amounting altogether to £16 and a few
        shillings.”</span> The delay in delivering cargo entailed a heavy
        loss, and having put into a port not named, she had, it was said,
        vitiated her policy. How might the owners feel towards that captain
        in future? And again, how might he feel next time, when duty called
        him one way and interest the other? In an indirect way, this and
        foreign Governments recognise humane services of the kind indicated
        by presents of telescopes or binocular glasses. Such recognition is
        undoubtedly valued by the sort of men who would do their duty under
        any adverse circumstances, and whether they were to be thanked or no;
        but it is to be feared that captains who were as unfortunate as the
        one at Falmouth might think twice before they performed that which
        their consciences could only approve as right.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The owner of the
        relieving vessel should have the right of being recouped to the full
        extent of the loss incurred by delay and service—though many would
        never accept it; and a ship’s insurance should never be vitiated by
        its calling at a port on a matter of any such necessity as landing a
        shipwrecked crew or obtaining provisions. It is certain <span class=
        "tei tei-pb" id="page263">[pg 263]</span><a name="Pg263" id="Pg263"
        class="tei tei-anchor"></a>that we should do all that is possible to
        reduce that annual list of ships whose only record is <span class=
        "tei tei-q">“Not since heard of.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A successful
        mail-steamer passage or quick run, the first clipper from China with
        the season’s tea, make not only a certain stir in a pretty wide
        circle, but represent a considerable increase of actual wealth. The
        despairing cry of those few poor seamen—who, in their sinking craft,
        or who, perishing from hunger or thirst, see fading away on the
        distant horizon the white royals of some lofty ship which they had
        watched with such agonising alternation of hope and despair—is heard
        by God alone.</p><a name="illo_297.png" id="illo_297.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_297.png" alt="THE “NORTHFLEET.”" title=
          "THE “NORTHFLEET.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“NORTHFLEET.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The wreck of the
        <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span>, and loss of life to
        over 300 souls, on January 22nd, 1873, will illustrate some of the
        above remarks.<a id="noteref_80" name="noteref_80" href=
        "#note_80"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">80</span></span></a> The
        <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> was a fine old ship of
        940 tons, built at Northfleet, near Gravesend, and so named. After
        various vicissitudes in the service of Dent’s China and other lines,
        she had become the property of Messrs. John Patton and Co., of
        Liverpool and London, and was at the time of which we are about to
        speak chartered by the contractors of the Tasmanian Line Railway to
        convey 350 labourers and a few women and children to Hobart Town. The
        vessel left the East India Docks on Friday, the 17th December, 1872,
        with a living freight of about 400 persons. The cargo consisted
        principally of railway material. At the very last moment of leaving
        the docks, her commander for the previous five years, Captain Oates,
        was subpoenaed by a Treasury warrant to attend the Tichborne trial,
        and the command was given to his chief officer, Mr. Knowles. He was
        allowed to take on board the lady to whom he had been married about a
        month.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After leaving
        Gravesend the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> encountered very stormy
        weather, and Captain Knowles felt it prudent to anchor under the
        North Foreland, where the vessel remained until the following
        Tuesday, when, the weather having moderated, she sailed down Channel,
        and was reported at Lloyd’s as having passed Deal, <span class=
        "tei tei-q">“All well”</span> being the signal. On the Wednesday, at
        sunset, she came to an anchor off Dungeness, about two miles from
        shore, in eleven fathoms of water. She was then almost opposite the
        coastguard station. About ten o’clock the ship was taut and
        comfortable for the night; almost all the passengers had turned in,
        and none but the usual officers and men of the watch were on deck.
        Just as the bells were striking the half-hour past ten the watch
        observed a large steamer, outward-bound, coming directly towards
        them. She appeared to be going at full speed, and the shouts of the
        men on watch who called upon her to alter her course roused Captain
        Knowles, who was on the after deck. But in another moment the steamer
        came on to the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span>, striking her broadside
        almost amidships, making a breach in her timbers beneath the
        water-line, and crushing the massive timbers traversing the main
        deck.</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“’Midst the
            thick darkness, Death,</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The dread, inexorable monarch, stalked;
          </div>

          <div class="tei tei-l" style="text-align: left">
            And, lo! his icy breath
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Encircled the devoted barque, where talked,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Or laughed, or watched, or slept,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The doomed three hundred of her living freight,
          </div><span class="tei tei-pb" id="page264">[pg 264]</span><a name=
          "Pg264" id="Pg264" class="tei tei-anchor"></a>

          <div class="tei tei-l" style="text-align: left">
            Unconscious that there crept
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Through the still air the stealthy steps of Fate.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-lg" style=
          "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
            <div class="tei tei-l" style="text-align: left">
              *&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;*
            </div>
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Oh God, that
            fearful crash!</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The stout ship reels, her planks disrupted wide;
          </div>

          <div class="tei tei-l" style="text-align: left">
            Fast through the yawning gash
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The green sea pours its dark, resistless tide.
          </div>

          <div class="tei tei-l" style="text-align: left">
            What followed then, O heart,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Thou scarce may’st realise! ’Tis well for thee:
          </div>

          <div class="tei tei-l" style="text-align: left">
            Ne’er would that sight depart
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            From gentle mind that had been there to see.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“For maddening
            terror reigned;</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Honour, and manhood, and calm reason fled,
          </div>

          <div class="tei tei-l" style="text-align: left">
            And brutal instincts gained
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The mastery; and even shame was dead.
          </div>

          <div class="tei tei-l" style="text-align: left">
            Each one, to save his life
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Would give to death the lives of all beside;
          </div>

          <div class="tei tei-l" style="text-align: left">
            Nor cared in that fell strife
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            What awful end his fellows might betide.<a id="noteref_81" name=
            "noteref_81" href="#note_81"><span class="tei tei-noteref" style=
            "text-align: left"><span style=
            "font-size: 60%; vertical-align: super">81</span></span></a>
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Yet ’mid that
            wild despair</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Nobility of soul found room to stand,
          </div>

          <div class="tei tei-l" style="text-align: left">
            And lustre bright and rare
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Enfolds the memory of Knowles and Brand;
          </div>

          <div class="tei tei-l" style="text-align: left">
            Who, face to face with death,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Save of dishonour, showed no coward dread,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Brave hearts to the last breath,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            <span class="tei tei-q" style="text-align: left">They joined the
            galaxy of Britain’s dead.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The shock was
        described by the survivors as like the concussion of a very powerful
        cannon. The reader will here make his own reflections. Immediately
        after the collision the steamer cleared the ship, and before many of
        the terrified people below could reach the deck she was out of sight.
        Most of the passengers were awakened by the shock, and a fearful
        panic ensued. Captain Knowles acted with singular calmness,
        promptitude, and decision. He caused rockets to be sent up, bells to
        be rung, and other signals of distress; but the gun to be fired would
        not go off, the touch-hole being clogged. Meantime he directed the
        boats to be launched, giving orders that the safety of the women and
        children should be first secured. There was a disposition to set
        these orders at defiance, and, on some of the crew crowding to the
        davits, with a view of effecting their own safety, Captain Knowles
        drew a revolver, and declared he would shoot the first man who
        attempted to save himself in the boats before the women were cared
        for. Most of the crew seemed to understand that the captain was not
        to be trifled with; but one man, Thomas Biddle, refused to obey the
        <span class="tei tei-pb" id="page265">[pg 265]</span><a name="Pg265"
        id="Pg265" class="tei tei-anchor"></a>order, and the captain fired at
        him in a boat alongside the ship. The bullet entered the man’s leg
        just above the knee.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Meantime the pumps
        were set to work, but with little or no effect, the water pouring in
        through the opening in the ship’s side. The scene on deck was
        frightful. Many of the passengers were in their night-dresses; others
        had only such scanty clothing as they could secure on quitting their
        berths. Children were screaming for their parents, and parents
        searching in vain for their children; husbands and wives were
        hopelessly separated. The horror was increased by the darkness of
        night. The captain’s wife was placed with other women in the
        long-boat, under the charge of the boatswain; but the tackle being
        too suddenly set adrift, the boat was stove in.</p><a name=
        "illo_302.png" id="illo_302.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_302.png" alt="WRECK OF THE “NORTHFLEET.”"
          title="WRECK OF THE “NORTHFLEET.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WRECK OF THE <span class="tei tei-q" style=
            "text-align: center">“NORTHFLEET.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">By this time the
        <span class="tei tei-name"><span style="font-style: italic">City of
        London</span></span> steam-tug, having perceived the signals of
        distress, reached the spot, and succeeded in rescuing nearly the
        whole of the occupants of the boat, as well as several others of the
        passengers and crew, to the number of thirty-four. She remained
        cruising about the spot till early next morning, picking up such of
        the passengers as could get clear of the wreck, and in the last hope,
        which proved vain, of rendering assistance to those who might have
        floated on fragments of the ship after she settled down. The
        Kingsdown lugger <span class="tei tei-name"><span style=
        "font-style: italic">Mary</span></span> was likewise attracted by the
        signals of distress, and succeeded in rescuing thirty passengers. The
        London pilot-cutter No. 3, and the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Princess</span></span>, stationed at
        <span class="tei tei-pb" id="page266">[pg 266]</span><a name="Pg266"
        id="Pg266" class="tei tei-anchor"></a>Dover, also got to the spot,
        and succeeded in rescuing twenty-one, ten of them from the rigging.
        The total number thus rescued was eighty-five persons.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The ship went down
        about three-quarters of an hour after she was struck, the captain
        remaining at his post till she sank. One of the survivors states that
        he was standing close to the captain when she went down. The former
        managed to lay hold of some floating plank, and was borne to the
        surface. The captain, however, was not again seen. The pilot and ten
        others had taken to the mizen-mast, from which they were rescued. The
        whole of the officers perished.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It must seem
        remarkable that while the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> showed lights and other
        signals of distress within two miles of shore during twenty minutes
        or half an hour no notice was taken of them. When a ship is in
        difficulties in the night, it is usual for her either to fire guns or
        to exhibit a flare of light. But here, even the vessels close at hand
        thought that the ship was only signalling for a pilot; and at the
        time there were nearly a hundred vessels at anchor in the roadstead,
        with their lights burning brilliantly. Those on board the three ships
        nearest the wreck would have instantly sent help had they imagined
        there was a vessel in distress, and they could have got to the ship
        in a few minutes, for, though the night was dark and squally, it was
        clear at intervals, and any boat could live, the sea not being rough.
        It appears that the <span class="tei tei-name"><span style=
        "font-style: italic">Corona</span></span>, an Australian clipper, was
        lying at anchor within 300 yards of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> when the disaster
        occurred, but neither the terrible shock of the collision, the
        subsequent cries for aid, nor the rockets continuously fired from the
        deck of the sinking ship, could arouse the man who was the only watch
        on deck to call up either his comrades or the officers of his ship.
        Various reports were at first current as to the name of the vessel
        which ran the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> down, and which passed
        straight on her way, without taking any heed of the disaster she had
        caused, though it must have been clearly known on board of her, if
        not—it is to be hoped—to the full extent of the calamity. Suspicion
        attached to the <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span>, a Spanish steamer, bound
        for Lisbon from Antwerp. The <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span> arrived at Cadiz on the
        evening of Thursday, the 30th, having stopped at Belem, the entrance
        to the port of Lisbon, on the day before, and having then been warned
        by a telegram to go on to Cadiz without landing her Lisbon cargo.
        Upon her arrival at Cadiz an official inquiry was commenced, at the
        instance of the British Consul. From the report of Mr. Macpherson,
        Lloyd’s agent at Cadiz, it appeared that her starboard bow had been
        newly painted black and red to the water line, and her port bow
        showed marks of a slight indentation near the anchor davit. It was
        stated, however, on behalf of her owners, that the painting was done
        in London or Antwerp, before she started on her present journey, and
        that the indentation had been made on entering the port of Havre two
        years before. An inquiry was instituted in the Spanish Courts, and
        the committee appointed for that purpose declared that the
        <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span> was not the vessel which
        ran down the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span>. The <span class=
        "tei tei-name"><span style="font-style: italic">Murillo</span></span>
        was therefore released. But some time afterwards justice was
        avenged.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The official
        report of the inquiry made—at the instigation of the English
        Government—by Mr. Daniel Maude, stipendiary magistrate, assisted by
        Captains Harris and Hight acting as assessors, stated that there was
        no doubt that the ship which came into collision with the
        <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> was the Spanish iron
        screw-steamer <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span>, trading between London
        <span class="tei tei-pb" id="page267">[pg 267]</span><a name="Pg267"
        id="Pg267" class="tei tei-anchor"></a>and Cadiz, which left London on
        the 12th of January, proceeded to Antwerp, and, after leaving that
        port, arrived off Dungeness on the night of January 22nd. The
        <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> was anchored in an
        apparently most safe position, a mile and a half or more inside the
        usual fair course for vessels outward-bound. The <span class=
        "tei tei-name"><span style="font-style: italic">Murillo</span></span>
        came down inside the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span>, and struck her nearly
        amidships. It would appear, both from observation on board the
        <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> and also from the
        evidence given by the chief engineer of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Murillo</span></span>, that the latter had
        slackened her speed some little time before the collision, or
        probably both ships would have sunk. There is no doubt the shock was
        a slight one; but the sharp stem of the iron steamer having struck
        the weakest part of the wooden ship will account for the mischief
        done. The master of the <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span>, in his log, stated that
        the reason for not laying by to inquire as to the injury sustained by
        the shock was that a boat had immediately left the ship and examined
        the damage, and that the boat and crew having returned again, he
        concluded nothing of moment had happened. The Court was satisfied
        that no such incident had occurred, nor was it mentioned by the
        witnesses who had previously been examined by the Court. The
        survivors of the collision were unanimously of opinion that if the
        <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span> had lain by, the whole of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> people could have been
        saved. They thoroughly believed that the <span class=
        "tei tei-name"><span style="font-style: italic">Murillo</span></span>
        steamed away, and left them to perish, in defiance of their signals,
        rockets, blue lights, and the shouts and screams of the whole ship’s
        company, which must have been noticed. On the other hand, it appears
        that Captain Knowles did not apprehend immediately the damage his
        ship had suffered, and that no rockets were fired for a quarter of an
        hour after the collision. During this time the <span class=
        "tei tei-name"><span style="font-style: italic">Murillo</span></span>
        was steaming away at half-speed, and was probably two miles off. Upon
        this evidence the Court felt they ought not to impute to the captain
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Murillo</span></span> the full apparent
        brutality of his offence in not staying by the injured ship. The
        Court added a strong expression of opinion that no master of a ship
        should be allowed to take his wife to sea with him.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On Friday, the 7th
        of May, 1875, one of those sad events occurred which show the
        imperfection of many of the most carefully-devised schemes for
        life-saving at sea. Although it occurred in British waters, neither
        the ship nor the larger part of the passengers were British subjects.
        The <span class="tei tei-name"><span style=
        "font-style: italic">Schiller</span></span> was a fine iron steamship
        of 3,600 tons, belonging to the Eagle line of Hamburg; she was nearly
        a new vessel, having been built at Glasgow in 1873. She left New York
        on the 27th of April, having on board at the time 264 passengers,
        while the officers and crew numbered 120 souls. All went well till
        the 7th of May, on which day she was due at Plymouth, when, in the
        afternoon, a fog set in; nevertheless, the vessel was kept at full
        speed until 8.30 p.m., when the density of the fog having greatly
        increased, she was put at half-speed, and an hour after she struck on
        the Retarrier Rocks, off the Scilly Islands, and within two-thirds of
        a mile of the lighthouse on the Bishop’s Rock. Although going at slow
        speed at the time, and although the engines were immediately
        reversed, the unyielding rocks had done their work: the ship was
        immovable, and immediately filled. All was at once confusion, and a
        panic ensued, cries of terror rising from every lip. Orders were
        given by the captain to lower the boats, and until he was himself
        washed off the bridge, at about 4 a.m., and drowned, he did his best
        to preserve some order, even threatening the frantic crowd with his
        pistol. <span class="tei tei-pb" id="page268">[pg 268]</span><a name=
        "Pg268" id="Pg268" class="tei tei-anchor"></a>All the boats, however,
        except two, were swept away by the sea before they could be lowered,
        many perishing with them, and one was crushed by the funnel falling
        on it. The ship held together for several hours, and had there been
        any means of making their hopeless condition known at St. Mary’s, the
        chief of the Scilly Islands, a steamer, and a first-class
        lifeboat<a id="noteref_82" name="noteref_82" href=
        "#note_82"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">82</span></span></a>
        belonging to the National Lifeboat Institution, might have arrived in
        time to save a large number of lives. Such, however, was not to be,
        and when the morning dawned all that remained of the crew and
        passengers who, a few hours before, had been looking forward to happy
        meetings in the Fatherland with fathers, <a name="corr268" id=
        "corr268" class="tei tei-anchor"></a><span class=
        "tei tei-corr">mothers</span>, sisters, brothers, and friends at
        home, were those who had succeeded in mounting the rigging of the
        fore and main masts, and a few others in the half-swamped boat, the
        only one which had been safely lowered. The women and children who
        had crowded the deck-houses and saloon, and the male passengers and
        those of the crew who were on the upper deck or the bridge, had
        perished. Alarm-guns were fired and signal lights thrown up
        continually, until the seas breaking over the ship prevented such
        efforts attracting attention; and some of the former were heard on
        the islands, but as steamers from America had been in the habit of
        firing guns to mark their arrival off the islands, they were not
        supposed to be danger signals. It is said, however, that at St.
        Agnes, the nearest island to the wreck, the guns were believed to be
        from a vessel in distress, but the fog was so thick that boats were
        afraid to venture out.</p><a name="illo_305.png" id="illo_305.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_305.png" alt="THE SCILLY ISLANDS" title=
          "THE SCILLY ISLANDS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE SCILLY ISLANDS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The mainmast fell
        at about seven o’clock in the morning, and the foremast an hour
        <span class="tei tei-pb" id="page269">[pg 269]</span><a name="Pg269"
        id="Pg269" class="tei tei-anchor"></a>later, when most of those who
        remained in their rigging were lost. Just before the foremast had
        fallen, four boats from the shore arrived, and picked up several
        persons from the water, but finding the sea too heavy to allow them
        to go alongside the ship, one of them went to St. Mary’s, to convey
        intelligence of the disaster and to procure the aid of the steam-tug
        and lifeboat. As soon as possible the latter arrived in tow of the
        steamer, but all, alas! was then over, and they only picked up
        twenty-three bags of mail matter and a few bodies. Out of 384 souls
        only 53 were saved.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It was about ten
        o’clock in the evening when the ship struck. A little festive party
        had been given in honour of the birthday of one of the officers, but
        there is no evidence to show that the working of the ship was thereby
        neglected. The majority of the passengers were on deck, on the
        look-out for land, which they knew was near. Nearly all the women and
        children and a few men were in their berths; others were sitting
        about, talking, smoking, playing cards or dominoes, and thinking
        little of the fate which was so soon to befall them. There was not
        the slightest premonition of the disaster, and the shock appears to
        have been so slight that few were at first aware that the ship had
        struck on a rock. But in a few minutes the sea which ran over her
        forced her on her broadside, where she lay constantly <span class=
        "tei tei-pb" id="page270">[pg 270]</span><a name="Pg270" id="Pg270"
        class="tei tei-anchor"></a>washed over by the breakers. Let the
        reader imagine, if he can, the sudden change from the gaiety and
        hopefulness on board, the anticipations of soon reaching shore and
        home, to that scene of wild terror and dismay!</p><a name=
        "illo_306.png" id="illo_306.png" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_306.png" alt="THE BISHOP ROCK LIGHTHOUSE"
          title="THE BISHOP ROCK LIGHTHOUSE." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE BISHOP ROCK LIGHTHOUSE.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About midnight the
        funnel fell overboard and smashed two of the starboard boats. Soon
        after the fog cleared away, and a gleam of hope arose when the bright
        clear light of the Bishop Rock Lighthouse shone out. But it was only
        momentary, and dense darkness soon surrounded them. When the
        deck-house was swept away by a sea so heavy that it ran up to the top
        of the mainmast, a heartrending cry, mingled with shrieks and groans,
        rent the air. Nearly two hundred perished by this one catastrophe.
        Then the captain gathered for safety some people on the bridgeway,
        the highest place, in the vain hope of saving them. Every one,
        including the captain, engineers, and doctor, were swept off. The
        riggings of both masts were now crowded with people. With every lurch
        the steamer careened over to the starboard side until the yards
        touched the water, and the cargo began to float about on all sides.
        Bales of wool and cotton, feathers, trunks, boxes, and woodwork of
        all kinds, strewed the waves.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A survivor—one of
        seven who left the ship in a boat and was afterwards instrumental in
        picking up others—said that they cruised about the greater part of
        the night near the vessel, and that the screaming all the time was
        heartrending, and lasted almost from the commencement of the disaster
        to four o’clock in the morning, when it ceased. Alas! by that time
        nearly all had gone to their long account. The last screams he heard,
        and which he could never forget, were from a little child. Mingled
        with all was the cracking of the ship’s timbers as wave after wave
        broke over her. One by one the lights disappeared, till, at three
        o’clock, not one was left but the masthead light.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A proportion of
        the bodies only were recovered, among them those of several ladies
        wearing valuable jewellery; one had £200 in money upon her, which she
        had endeavoured to save. That with 1,200 life-belts on board so few
        should have escaped seems nearly incredible; but the panic and other
        circumstances help to account for the sad fact. The second mate
        stated that he had much trouble in getting the passengers to
        understand the importance of wearing them well under the armpits, and
        that if the belt got below the waist it would at once force the head
        under water. From the position of some of the corpses recovered, it
        is evident that many must have perished in this manner. In a number
        of cases the lower strings of the life-belts had broken. The larger
        part of the dead were buried on the various islands of the Scilly
        group.<a id="noteref_83" name="noteref_83" href=
        "#note_83"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">83</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The main features
        of this disaster teach some important lessons. <span class=
        "tei tei-q">“We find,”</span> says a writer in <span class=
        "tei tei-hi"><span style="font-style: italic">The
        Lifeboat</span></span>, <span class="tei tei-q">“in this instance, a
        noble ship, under full control of steam and sail; the captain<a id=
        "noteref_84" name="noteref_84" href="#note_84"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">84</span></span></a> an able,
        experienced, and careful officer, whose devotion to his duty
        <span class="tei tei-pb" id="page271">[pg 271]</span><a name="Pg271"
        id="Pg271" class="tei tei-anchor"></a>and sense of the responsibility
        thrown on him were shown by the fact of his not having had his
        clothes off for five nights previous to the loss of his ship; and the
        weather fine, with the exception of the prevalence of a dense
        fog.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“If we further inquire whether the owners of the ship had
        done their duty in providing their passengers with all available
        means of safety, we find that she had an ample and competent crew,
        had eight boats, six of them being life-boats, and that life-belts
        more than sufficient for every one on board were provided, and were
        to a large extent used, since all, or nearly all, the bodies that
        were picked up had life-belts on them. The latter may, however, have
        been of inferior quality—indeed, are said to have been so. With so
        many elements of safety, what then caused them to be of no
        avail?</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The immediate causes of the loss of the ship were
        apparently the dense fog and an insufficient allowance for the set of
        the well-known current which sets out of the Bay of Biscay to the
        northward, across the entrance of the British Channel, which has
        sometimes considerable strength.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“A secondary cause was the old offence, so general in the
        merchant service, despite all the warnings of experience—neglect of
        sounding, the lead not having been used during the day or night, nor
        on the two previous days.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Lastly, the chief cause of so few lives being saved,
        there can be little doubt, was the same as that which led to such
        fearful results in the case of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span>, viz., the custom of
        making use of night signals of distress for other objects, such as to
        call for pilots, to signify arrival, &amp;c., a folly admonished in
        advance in the old fable of the boy raising the alarm of <span class=
        "tei tei-q">‘Wolf, wolf!’</span> when there was no wolf, and then
        receiving no succour from his neighbours when the wolf
        came.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It appears to be customary for the German steamers to
        make the Scilly Islands to enable their agents there to telegraph to
        Plymouth the approach of their steamers, in order that the necessary
        preparations should be made for a prompt disembarkation of their
        passengers for England on their arrival at that port.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The saving of time, which, looking to the great daily
        expense of such vessels, with their hundreds of mouths to be fed, and
        their immense consumption of coal, is the saving of money to the
        shareholders, and is, of course, the motive for communicating by
        signal with Scilly, just as the maintenance of high speed in all
        weathers, and by night as by day at all hazards, is so, and which
        leads to so many disasters.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“All that we would suggest, in the interest of humanity,
        is that such communication should be left discretionary with the
        captain of every ship in the case of fogs, when it should be optional
        for him to proceed directly for Plymouth, or to heave to, or to feel
        his way at greatly diminished speed by frequent sounding, which would
        be a certain guide to him for a distance of many miles round the
        islands.”</span> The writer suggests that, in view of the too common
        neglect of sounding, such neglect, when discovered, should be
        punishable by heavy penalties. It was proved in evidence that the
        Eagle line of steamers were expressly prohibited from firing guns, or
        exhibiting other distress signals, to make themselves known, but that
        other German steamers had done so, of which those on board this
        unfortunate ship now reaped the evil consequences.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the morning of
        the 6th December, 1875, one of those sad disasters occurred which
        <span class="tei tei-pb" id="page273">[pg 273]</span><a name="Pg273"
        id="Pg273" class="tei tei-anchor"></a>ever and again remind us of the
        dangerous nature of our shores. But a few months before the
        <span class="tei tei-name"><span style=
        "font-style: italic">Schiller</span></span> had been wrecked, with
        the loss of 331 lives, and now an emigrant steamship, of the same
        nationality, was to share the same terrible fate off the Essex coast.
        Happily, the loss was not so serious, and led to the establishment of
        a life-boat station where one had not existed before.</p><a name=
        "illo_309.jpg" id="illo_309.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_309.jpg" alt="WRECK OF THE “DEUTSCHLAND.”"
          title="WRECK OF THE “DEUTSCHLAND.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WRECK OF THE <span class="tei tei-q" style=
            "text-align: center">“DEUTSCHLAND.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Few maritime
        disasters of modern times have excited more general interest than the
        wreck of the <span class="tei tei-name"><span style=
        "font-style: italic">Deutschland</span></span>: partly from the fact
        that it occurred so near the mouth of the Thames, and partly because
        a part of the German press, in a strange and reckless manner,
        advanced serious charges against the town of Harwich and the boatmen
        of that port, accusing them of allowing the unfortunate emigrants to
        perish before their eyes, and refusing them succour. The
        circumstances are as follows:—In the first place, the spot where the
        <span class="tei tei-name"><span style=
        "font-style: italic">Deutschland</span></span> was wrecked—on the
        Kentish Knock—is twenty-four miles from Harwich, and, therefore, at
        too great a distance for the vessel herself, and far less for any
        signals of distress or national flag to be seen from that place, even
        in clear weather. <span class="tei tei-q">“Accordingly, the only
        modes by which intelligence of the disaster could be conveyed to
        Harwich would have been by the different light-vessels repeating the
        signals from one to another, and finally to that town, or by some
        vessel or boat proceeding there. Now it so happened that all the
        hovelling smacks belonging to that and adjacent places had themselves
        been driven into port by the violence of the gale and the heavy sea,
        and that the only available means of communication was, therefore, by
        signals from the light-ships. It appears from the evidence of the
        officers in charge of those vessels at the Board of Trade inquiry,
        although the <span class="tei tei-name"><span style=
        "font-style: italic">Deutschland</span></span> had been on shore
        since five and six o’clock in the morning on Monday, the 6th of
        December, and had immediately commenced to throw up rockets, and
        continued to do so until daylight, none of them were seen even from
        the nearest light-ship—the Kentish Knock—no doubt, owing to the
        thickness of the weather and almost continuous snow-storms, the
        master of that vessel first perceiving the unfortunate steamer at
        9.30 a.m. He then fired guns, sounded the fog-horn, and continued to
        do so at half-hour intervals during the day, and at 4.30 p.m.
        commenced to throw up rockets, which were answered by the
        steamer.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“At 5.20 the mate of the Sunk light-ship first saw two
        rockets, which he supposed to be from a vessel on the Long Sand,
        whereupon he fired guns and sent up rockets throughout the night, but
        did not see the wrecked ship until 7.30 on the morning of Tuesday,
        the 7th. His first rockets had, however, been seen by the look-out on
        board the Cork light-ship, from which vessel rockets were then
        immediately discharged; and at 7.30 these were replied to from
        Harwich, they having given the first intimation to the good people of
        that town that anything was amiss at sea; and even then not that a
        German emigrant steamer was ashore on the Kentish Knock, but merely
        that some vessel was in danger somewhere on one of the numerous
        sandbanks which lie in all directions off that port. We have thus
        accounted for the circumstance of these unfortunate shipwrecked
        persons being allowed to remain for fourteen hours in their perilous
        position without succour from the shore, from the simple cause that
        no one knew of their danger; and we have arrived at another stage of
        our inquiry: viz., Were the means then adopted all that could be
        reasonably expected from humane people, who would gladly afford
        succour, if in their power, to any one in distress, to whatever
        country they might belong?”</span></p><span class="tei tei-pb" id=
        "page274">[pg 274]</span><a name="Pg274" id="Pg274" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The writer of the
        critical article from which the above quotations are taken<a id=
        "noteref_85" name="noteref_85" href="#note_85"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">85</span></span></a> shows,
        firstly, that there was not at that time a life-boat station at
        Harwich. It had always been considered that the sands were too
        distant from that port for the successful employment of such a boat,
        and that, in the event of wrecks upon them, the numerous hovelling
        smacks would have anticipated its services. There was, however, a
        small but serviceable steam-tug—not, be it remembered, Government or
        town property, but that of a private individual. It is right that
        this should be fully understood. The circumstance of this tug, the
        <span class="tei tei-name"><span style=
        "font-style: italic">Liverpool</span></span>, not going off instantly
        on perceiving the rockets thrown up by the Cork light-ship was much
        criticised by some ignorant persons at the time. <span class=
        "tei tei-q">“Fortunately, she was commanded by an able and
        experienced seaman, Captain Carrington, who knew what he was about;
        who knew the difficulties of navigating in the intricate passages
        between the numerous shoals off the port on a dark night and gale of
        wind, and he could only do so at great risk of losing his owner’s
        vessel and the lives of those intrusted to him; that he might spend
        the whole night in vainly searching for the vessel in distress, and,
        even if he should find her, that, with the small tug’s boats, it
        would be quite impossible for him to render any assistance to a
        vessel surrounded by broken water, in a dark night and heavy sea;
        and, moreover, that if any mishap should disable his own vessel, the
        only chance of saving the wrecked persons might be destroyed.”</span>
        He judiciously waited till shortly before daylight, and then
        proceeded, first, to the Cork light-ship, where he ascertained that
        the Sunk light-ship had been firing all night. He then steamed to the
        latter, and was misinformed (unintentionally) regarding the locality
        of the wreck. He, after searching in vain for some little time,
        steamed for the Kentish Knock, and when half-way to it saw the
        <span class="tei tei-name"><span style=
        "font-style: italic">Deutschland</span></span> on that sandbank. He
        then went to the Knock light-ship, and hailed her, inquiring whether
        those on board knew anything about the wreck, or whether there were
        any people remaining on board her, but could get no information. He
        soon proceeded to the spot, and, finding there were a large number of
        persons on board her, anchored his vessel under her lee, at about
        sixty fathoms’ distance, and sent his boats to her. After taking off
        three boat-loads, he weighed his anchor, placed his vessel alongside
        the ship, and took off the remainder of the survivors—173 in all. In
        spite of the time which had elapsed and the great dangers to which
        the vessel had been exposed, the loss of life had not been so serious
        as might well have been anticipated. Fifty-seven poor men and women
        had, however, perished in the raging waves. The tug<a id="noteref_86"
        name="noteref_86" href="#note_86"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">86</span></span></a> had done
        her work of saving nobly and well, and had performed it at a time
        when the hovelling smacks could have done nothing at all. On the same
        occasion the Broadstairs life-boat proceeded as soon as possible to
        the scene of the wreck, twenty miles distant, but too late to be of
        service. In these days of nearly universal telegraphy, <span class=
        "tei tei-pb" id="page275">[pg 275]</span><a name="Pg275" id="Pg275"
        class="tei tei-anchor"></a>it would seem strange that our light-ships
        on dangerous sands, and our lighthouses on dangerous rocks, are
        almost entirely without the means of proper communication with the
        nearest shores. From the light-ship, indeed, rockets and guns are
        constantly fired, as we have seen in many preceding examples, but
        fogs and heavy weather often prevent either from being of service.
        The expense of connecting <span class="tei tei-hi"><span style=
        "font-style: italic">all</span></span> of them with the coasts by
        means of submarine cables might be sufficient to frighten any
        Government; but some such communication, however costly, should be
        made with many of those exposed and dangerous spots where shipwrecks
        are of constant occurrence.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Excellent
        authorities on maritime matters have strongly advocated the necessity
        for the establishment of a sound system of day and night signals from
        all outlying lighthouses, light-ships, and coastguard stations, and
        the laying of submarine cables to many of the more prominent
        stations. A formula of <span class="tei tei-q">“signals of
        distress”</span> was included in the new <span class=
        "tei tei-q">“Merchant Shipping Act of 1873,”</span> which came into
        operation on the 1st of November of that year. Prior to that time
        such signals were too vague and too indiscriminately used to have
        much value, and sometimes were calculated to mislead. Thus, in the
        case of the <span class="tei tei-name"><span style=
        "font-style: italic">Northfleet</span></span> already cited, 400 of
        those on board were drowned, <span class="tei tei-q">“although she
        was surrounded by other ships, and the rockets which she discharged
        as signals of distress were seen by the coastguard and life-boat men
        ashore, but were unheeded, it being a common custom for
        homeward-bound ships to discharge rockets for pilots, or as
        <span class="tei tei-hi"><span style="font-style: italic">feux de
        joie</span></span> on their safe return from distant lands.”</span>
        The following signals of distress are now required. In <span class=
        "tei tei-hi"><span style="font-style: italic">the
        daytime</span></span> the following signals, when used together or
        separately, shall be deemed sufficient and proper. 1. A gun fired at
        intervals of about a minute. 2. The International Code signal of
        distress. This is a square flag with chess-board pattern, blue and
        white, having beneath it a long triangular white pennant, with a red
        ball in the centre. 3. The distant signal, consisting of a square
        flag, having above or below it a ball or anything resembling a ball.
        <span class="tei tei-hi"><span style="font-style: italic">At
        night</span></span> the following signals:—1. A gun fired at
        intervals of about a minute. 2. Flames on the ship, as from a burning
        tar-barrel or oil-barrel, &amp;c. 3. Rockets or shells, of any colour
        or description, fired, one at a time, at short intervals. And
        <span class="tei tei-q">“any master of a vessel who uses or displays,
        or causes or permits any person under his authority to use or
        display, any of the said signals, except in the case of a vessel
        being in distress, shall be liable to pay compensation for any labour
        undertaken, risk incurred, or loss sustained, in consequence of such
        signal having been supposed to be a signal of distress, and such
        compensation may, without prejudice to any other remedy, be recovered
        in the same manner in which salvage is recoverable.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The signals for
        pilots are also definitely fixed as follows:—<span class=
        "tei tei-hi"><span style="font-style: italic">By day</span></span>,
        the <span class="tei tei-q">“Jack”</span> or other national colour
        usually worn by merchant ships, having round it a white border, is to
        be displayed at the fore; <span class="tei tei-hi"><span style=
        "font-style: italic">or</span></span> the International Code pilotage
        signal, this consists of two square flags, the upper of which is a
        blue flag with a white square in its centre, and the lower of which
        is a striped flag, red, white, and blue, similar to the French flag.
        <span class="tei tei-hi"><span style="font-style: italic">At
        night</span></span>, <span class="tei tei-q">“blue lights,”</span> or
        bright white lights, are to be flashed at frequent intervals, just
        above the bulwarks. If these signals are used for any purpose other
        than that for which they are intended, a penalty, not exceeding
        twenty pounds, is incurred. Residents at, and visitors to, seaports
        and sea-side resorts will, from the above description, be able to
        <span class="tei tei-pb" id="page276">[pg 276]</span><a name="Pg276"
        id="Pg276" class="tei tei-anchor"></a>judge whether a vessel in the
        offing is in dire distress or simply requires the ordinary services
        of a pilot.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In the eighteenth
        century, the requirements of a maritime country constantly at war
        obliged the Government to establish a complete system of signals and
        signal stations all round our coasts. At the conclusion of our wars
        with France that system was in full force, and at that time the
        movements of nearly every vessel, friend or foe, were telegraphed
        from point to point with a facility which contributed in an important
        degree to the security of the country. <span class="tei tei-q">“This
        Government telegraph system was also available for summoning such
        aids as then existed for the preservation of life from shipwreck.
        Accounts of wrecks at what may be called the life-boat era all tend
        to show that the system of coast telegraphy then in existence played
        an important part in most notable life-boat and other rescues from
        shipwreck. With the long peace the need for information on the part
        of the Government as to the movements of its own or other ships
        became less urgent, though the coast system of signals maintained a
        precarious existence for many years, to assist the coastguard in
        protecting the revenue. As smuggling decreased, the coastguard men
        were reduced in number, and the chain of signallers became broken
        into gaps, which widened year by year. The final blow was given by
        railways and electricity to the old line of semaphores stretching
        between Portsmouth and the Admiralty, and elsewhere, and from
        headland to headland. But while the Government, by the help of modern
        invention, enormously increased its facilities of communication with
        the great dockyards and arsenals, it, conceiving itself to be in no
        way concerned (we suppose) with the safety of merchant ships or
        saving life, failed to supply a substitute for the old semaphore
        system along the coast line; and year by year the evil has increased
        from the reduction of the coastguard, and the consequent lengthening
        of the interval on lines of coasts in which watch has ceased to be
        kept. The result is that during the last twenty-five years, and up to
        the present time, there has been greater difficulty in communicating
        along the coast and summoning aid to distressed vessels at all
        out-of-the-way parts of the coast than existed at the end of the last
        century.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The First Lord of the Admiralty or the President of the
        Board of Trade can converse at leisure with Plymouth, Deal, Leith, or
        Liverpool, but the Eddystone has no means of letting the authorities
        at Plymouth know that a ship is slowly foundering before the eyes of
        the keepers, though the two points are in sight of each other. The
        light-keepers at the Bishop have no means of telling the people at
        St. Mary’s that a ship full of passengers is slowly but surely
        tearing to pieces on the Retarrier reef; and the hundreds of vessels
        that yearly are in deadly peril on the Goodwins, the Kentish Knock,
        the Norfolk Sands, and elsewhere, have no means of summoning prompt
        aid from the land, though they are only a few miles distant from
        it.”</span><a id="noteref_87" name="noteref_87" href=
        "#note_87"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">87</span></span></a> The
        writer notes that the number of cases of shipwreck, where the vessels
        might have been saved, which reach the National Life-boat Institution
        is considerable. These come largely from obscure and detached parts
        of the coasts. A foreign barque was wrecked on the Ship-wash, a
        sandbank eight miles from land, the nearest port being Harwich, from
        which its southern end is distant ten miles. The wreck was discovered
        by several smacks soon after seven o’clock on the morning of January
        7th, 1876, and the news of the disaster was in the possession of the
        coastguards at Walton, <span class="tei tei-pb" id="page277">[pg
        277]</span><a name="Pg277" id="Pg277" class=
        "tei tei-anchor"></a>Harwich, and Aldborough, before ten o’clock that
        day. Yet the crew were not taken off the wreck till the following
        morning, after they had been more than twenty-four hours exposed to
        all the horrors of a pitiless easterly gale, and the momentary
        expectation of being swept into eternity. So ill-adapted was the
        system of sending information along the coast that the news did not
        reach Ramsgate till the next morning, and tug-boat and life-boat then
        started on a gallant but fruitless expedition, to find that they had
        only just been forestalled by the Harwich steamer. The Ramsgate men
        were thus needlessly exposed for fourteen hours in a storm, with the
        cold so intense that the salt water froze as it fell on the boat.
        <span class="tei tei-q">“It is also significant,”</span> says a
        writer in <span class="tei tei-hi"><span style=
        "font-style: italic">The Lifeboat</span></span>, <span class=
        "tei tei-q">“that the Aldborough life-boat’s crew declined to launch
        their boat (they being fifteen miles from the wreck), mainly because
        there were no sure grounds for concluding that the crew were still on
        board it—information which could certainly have been conveyed by the
        Ship-wash lightship had it had an electric wire communication with
        the shore; or, failing that, by properly arranged <span class=
        "tei tei-q">‘distant signals’</span> visible to the eye.”</span> The
        writer shows that had the information been telegraphed from the point
        which it actually did reach about 10 a.m., either to the Admiralty or
        the Board of Trade, or any other public department, assistance could
        with ease have been sent to the wreck, by orders from London, not the
        day after, but on the forenoon of the same day. And what might not
        have been the sad consequences of delay, had the vessel been carrying
        a lot of helpless passengers instead of nine hardy seamen?</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A case occurred
        shortly after the above occurrence, illustrating the necessity for
        prompt and suitable communication with land. The steamer <span class=
        "tei tei-name"><span style="font-style: italic">Vesper</span></span>,
        of Hartlepool, was lost on the Kish Bank, four miles south of the
        Kish light-ship. The crew of this wreck, which struck the bank at 5
        a.m., though only <span class="tei tei-hi"><span style=
        "font-style: italic">four</span></span> miles from the light-ship,
        six of a coastguard station on shore, and seven of another point,
        received no assistance, nor did the light-ship pass the intelligence
        till 10 a.m., when a boatman at Kingstown saw masts sticking out of
        the water on the Kish Bank, with signals of distress flying from
        them. Promptly enough then the life-boat, towed by H.M. steam-tender
        <span class="tei tei-name"><span style=
        "font-style: italic">Amelie</span></span>, proceeded to the wreck,
        only to find, however, that on the steamer sinking the crew had taken
        to their own boats, and being unburdened with passengers, had escaped
        to land. The weather was moderate; had there been a gale, the story
        might have been far different. What a reproach to our system! first,
        that the light-ship had no means of signalling for assistance; and,
        second, that it had no means afterwards of indicating that all hands
        were happily saved.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap21" id="chap21" class="tei tei-anchor"></a> <span class=
        "tei tei-pb" id="page278">[pg 278]</span><a name="Pg278" id="Pg278"
        class="tei tei-anchor"></a> <a name="toc45" id="toc45"></a> <a name=
        "pdf46" id="pdf46"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XXI.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">A Contrast—The Ship on
        Fire!—Swamped at Sea.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The Loss of the</span> <span class="tei tei-name"
        style="text-align: center"><span style=
        "font-size: 90%; font-style: italic">Amazon</span></span><span style="font-size: 90%">—A
          Noble Vessel—Description of her Engine-rooms—Her Boats—Heating of
          the Machinery—The Ship on Fire—Communication Cut off—The Ominous
          Fire-bell—The Vessel put before the Wind—A Headlong
          Course—Impossibility of Launching the Boats—</span><span class=
          "tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Every Man for
          Himself!</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—The
          Boats on Fire—Horrible Cases of Roasting—Boats Stove in and
          Upset—The Remnant of Survivors—</span><span class="tei tei-q"
          style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Passing by on
          the Other Side</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Loss
          of a distinguished Author—A Clergyman’s Experiences—A Graphic
          Description—Without Food, Water, Oars, Helm, or Compass—Blowing-up
          of the</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">Amazon</span></span><span style="font-size: 90%">—</span><span class="tei tei-q"
          style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">A
          Sail!</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Saved
          on the Dutch Galliot—Back from the Dead—Review of the Catastrophe—A
          Contrast—Loss of the</span> <span class="tei tei-name" style=
          "text-align: center"><span style=
          "font-size: 90%; font-style: italic">London</span></span><span style="font-size: 90%">—Anxiety
          to get Berths on her—The First Disaster—Terrible Weather—Swamped by
          the Seas—The Furnaces Drowned out—Efforts to Replace a
          Hatchway—Fourteen Feet of Water in the Hold—</span><span class=
          "tei tei-q" style="text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">Boys, you may
          say your Prayers!</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Scene
          in the Saloon—The Last Prayer Meeting—Worthy Draper—Incidents—Loss
          of an Eminent Tragedian—His Last Efforts—The Bottle Washed
          Ashore—Nineteen Saved out of Two Hundred and Sixty-three Souls on
          Board—Noble Captain Martin—The</span> <span class="tei tei-name"
          style="text-align: center"><span style=
          "font-size: 90%; font-style: italic">London’s</span></span>
          <span style="font-size: 90%">Last Plunge—The Survivors picked up by
          an Italian Barque.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">No greater horror
        can occur at sea than for the good ship to be on fire. At first
        sight, indeed, it might appear that in the midst of an unbounded
        waste of waters nothing could be easier than to extinguish a
        conflagration on board a vessel, but examples already cited in this
        work have shown the difficulties in the way. Steam-ships have special
        facilities for pumping water into almost any part of their hulls, yet
        one of the saddest examples of a ship on fire is afforded in the loss
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span>, a steam-ship of the
        first-class.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">Amazon</span></span>
        was one of a fleet of new vessels placed by the Royal Mail Steam-ship
        Company on the West India service, and was stated to be, at the time
        of her launching, the largest <span class="tei tei-hi"><span style=
        "font-style: italic">timber-built</span></span> steam-ship ever
        constructed in England. She was of 2,256 tons burden, and fitted with
        every improvement known at the time; her entire cost was stated at
        over £100,000. When, on the 16th of December, 1851, she arrived at
        Southampton, she was regarded as the perfect model of a passenger
        vessel. In due time she was ready for sea, and having received her
        crew and engineers aboard, and a little later her passengers and the
        Admiralty agent with mails, she left Southampton on Friday, January
        2nd, 1852. The officers were all tried men, and her commander,
        Captain Symons, was one of those seamen whom large steam-ship
        companies are only too glad to employ and retain. He was not merely
        an officer of thoroughly competent skill, but a man of unbending
        resolution, a man fitted to be a ruler among men, as should be every
        commander of a great vessel. Only a few weeks before he had received
        the thanks of the American Government, accompanied by a present of a
        silver speaking-trumpet, for interposing, at the risk of his own
        life, in an affair at Chagres between the Americans and the natives.
        On this occasion he not only was the means of saving much valuable
        property, but by his energetic conduct arrested a conflict, which,
        but for his intervention, might probably have been attended with much
        bloodshed and slaughter. The <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span>, a pioneer of the service
        she was to inaugurate, left Southampton amidst a considerable amount
        of <span class="tei tei-hi"><span style=
        "font-style: italic">éclat</span></span>, and commenced her
        voyage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“And so,”</span> says the work<a id="noteref_88" name=
        "noteref_88" href="#note_88"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">88</span></span></a> from
        which much of the following account is compiled, <span class=
        "tei tei-q">“the gallant ship sped on. The wind was right ahead, but
        her engines were powerful, <span class="tei tei-pb" id="page279">[pg
        279]</span><a name="Pg279" id="Pg279" class="tei tei-anchor"></a>and
        she passed rapidly through the water. But it is necessary, in order
        to make clear what follows, to describe the position of her engines
        and boats.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The engine-room was about the middle of the vessel,
        having sixteen boilers—eight in the forward and as many in the after
        part. There were, consequently, two funnels: one about midships, the
        other immediately behind the foremast. In those vessels which have
        but one set of boilers and one funnel these are placed in the after
        part of the engine-room, while the store-room, containing tallow,
        oil, and other inflammable materials, is placed forward. But the
        <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span> having boilers at both
        ends, it happened that the floor of the store-room rested directly on
        the wood casing that surrounded the upper part or steam-chest of the
        forward boilers.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Then, with regard to the boats: most of the older
        vessels have life-boats resting, bottom up, on the top of the
        paddle-boxes, according to a plan much approved in the navy, and the
        smaller boats swing suspended over the water, from two curved iron
        props, or davits, as they are technically termed, by ropes that,
        running through a pulley, enable men seated in the boats to lower
        themselves from the ship’s side to the water, when the hooks by which
        the tackle is attached to the boats may at once be cast off. But as
        it would be inconvenient that the boats so hung from the davits
        should be swinging backward and forward with every roll of the ship,
        ropes are lashed round them and fastened to the bulwark of the
        vessel, in order to keep them steady. Now, in order to get quit of
        this latter somewhat clumsy contrivance, as well as to ease the
        strain of the boat upon the tackling by which it swings, a different
        mode of fastening was adopted in the <span class=
        "tei tei-name"><span style="font-style: italic">Amazon</span></span>.
        There were the davits as usual, and the common contrivance for
        lowering the boats into the water; but instead of the undergirding
        ropes or guys, two iron props were introduced, each of which,
        branching out at the top into two prongs, received in its groove the
        keel of the boat, in which she sat as in a cradle, thus taking away
        all strain from the ordinary tackling. This change in the mode of
        securing the boats had, however, this effect: that, whereas in the
        former case the boat’s crew had but to lower the boat and themselves
        into the water, by the new mode it became necessary, before they
        could do that, to hoist the boat up a few feet till it was got clear
        of the projecting points of the crutch on which it rested. Of what
        fatal consequence this necessity was will become too apparent in the
        course of the narrative.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The machinery was
        perfectly new, and, as is frequently the case on first trials, became
        much heated in the bearings: so much so, indeed, that water had to be
        pumped over them. Whether or not the terrible disaster about to be
        described resulted from that fact will never be known; it much more
        probably occurred from some light being dropped upon the waste,
        &amp;c., of the oil-room. No neglect of duty was attributed to the
        engineers, who seem to have been exceptionally careful.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About a quarter
        before one o’clock, Sunday, when the ship was about entering the Bay
        of Biscay, Mr. Treweeke, the second officer, a most promising and
        practical sailor, being then officer of the watch, was on the bridge.
        Just before, Dunsford, quartermaster, had gone the rounds to see that
        the lights were all out, and had reported that all was right; Mr.
        Treweeke then was on the bridge, and Mr. Dunsford was standing under
        him to receive orders. Mr. Vincent, one of the midshipmen, was on the
        quarter-deck; all was <span class="tei tei-pb" id="page280">[pg
        280]</span><a name="Pg280" id="Pg280" class=
        "tei tei-anchor"></a>still as the grave, save the monotonous
        throbbing of the engines. He happened to look towards Mr. Treweeke at
        that moment, and saw him leaning listlessly against the railing of
        the bridge. Suddenly Treweeke started up, and looked earnestly at
        something apparently issuing from the engine-room. That officer had
        discovered flames issuing thence, and Dunsford was detailed to call
        the captain: and although he should have performed his duty
        noiselessly, he managed, rather boisterously, to disturb some of the
        passengers. The captain immediately ran out of his cabin, half nude,
        and after finding that the fire was serious, ran back and put on some
        clothes, immediately returning to the scene of action. At the same
        time, Mr. Stone, the fourth engineer, saw fire on the starboard
        foremost boiler from the iron platform on which he was standing, and
        instantly gave the alarm. He even attempted to stop the engines, but
        the smoke was so dense that he was obliged to retreat. One of the
        men, who was going to the engine-room to warm himself, observed a
        glare of light in the fore stoke-hole, and on examination found
        between the starboard fore-boiler and the bulkhead a flame issuing as
        far as he could see. The firemen’s backs were turned at the time, and
        he shouted out to them, <span class="tei tei-q">“Don’t you see the
        fire? Why don’t you get water?”</span> They did not, however, seem to
        notice it. He rushed aft, where the hose was kept, and tried to drag
        it forward, shouting for assistance; but by the time the hose was
        brought the flames of fire were rushing up through the oil, tallow,
        and waste store-rooms. The flames were leaping upwards to the deck
        above. Owing to the smoke, he was obliged to give up the hose, and
        rush on deck, it being impossible to remain below any longer. The
        chief engineer, Mr. Angus, and one of his assistants, tried to put on
        the hose, and kept by it till they could not breathe. Hearing a cry
        for buckets on deck, Angus ran aft as fast as he could, and the
        passengers were then breaking open the saloon door to get on deck.
        Several attempts to get water to the flames were unsuccessful or
        utterly ineffective.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The second
        engineer, Mr. William Angus, stated that when he was alarmed by the
        cry of <span class="tei tei-q">“Fire!”</span> he was in the act of
        <span class="tei tei-q">“blowing off”</span><a id="noteref_89" name=
        "noteref_89" href="#note_89"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">89</span></span></a> the
        after-boiler, and on coming up the lower platform ladder of the
        engine-room, ran to set the <span class="tei tei-q">“donkey”</span>
        engine (which pumps the ship and keeps the boilers a-going). A blast
        of smoke stopped him, and when he recovered more or less from the
        suffocation he attempted to work her, but failed. All the lamps were
        extinguished by the smoke. Mr. Stone, the fourth engineer, came to
        his assistance, but was forced to retire. The stokers and others
        found it equally impossible to remain. One of the survivors described
        the progress of the flames in the engine-room <span class=
        "tei tei-q">“as that of a great wave of fire, before which no man
        could stand and live.”</span> He stated that it rushed upon his mind
        that if the boilers were left in their then state the water would
        soon become exhausted, and the boilers themselves explode, so he
        turned on the water into them, and attempted to remove the weights
        from the safety valves, so as to ease the pressure of the steam. The
        glass above was cracking with the intensity of the heat. <span class=
        "tei tei-q">“It was not three minutes from the time that the fire was
        discovered till the ship was in flames.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Above, on deck,
        all was horror, confusion, and despair, among the passengers and
        crew. The flames, having broken out abaft the foremast, rapidly
        extended across the whole breadth <span class="tei tei-pb" id=
        "page281">[pg 281]</span><a name="Pg281" id="Pg281" class=
        "tei tei-anchor"></a>of the ship, forming a wall of fire as high as
        the paddle-boxes, cutting off all communication. One or two of the
        sailors, indeed, managed to get across the paddle-boxes, cautiously
        creeping up one side and sliding down the other, but all other means
        of access were effectually debarred. It was the sole chance of
        safety, for the boats were all in the after part of the ship.
        <span class="tei tei-q">“It would be needless here to tell of the
        screams and shrieks of the horror-stricken passengers, mixed with the
        cries of the animals aboard; of the wild anguish with which they saw
        before them only the choice of death almost equally dreadful—the
        raging flame or the raging sea, and of those fearful moments when all
        self-control, all presence of mind, appeared to be lost, and no
        authority was recognised, no command obeyed.”</span> Meanwhile the
        ominous fire-bell was ringing—the knell of many a poor man and woman
        that night.</p><a name="illo_318.jpg" id="illo_318.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_318.jpg" alt="BURNING OF THE “AMAZON.”"
          title="BURNING OF THE “AMAZON.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            BURNING OF THE <span class="tei tei-q" style=
            "text-align: center">“AMAZON.”</span>
          </div>
        </div><a name="illo_320.png" id="illo_320.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_320.png" alt="THE “AMAZON” STEAM-SHIP" title=
          "THE “AMAZON” STEAM-SHIP." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“AMAZON”</span> STEAM-SHIP.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When Captain
        Symons rushed on deck, his first order was to <span class=
        "tei tei-q">“put up the helm,”</span> which was instantly obeyed. The
        helmsman, assisted by Mr. Treweeke, the gallant second officer,
        worked at the wheel till the vessel <span class="tei tei-q">“paid
        off”</span> and turned so as to go before the wind. The effects of
        the wind were, by this device, somewhat moderated, but it had almost
        advanced to a gale, and the paddles were revolving rapidly, carrying
        the doomed vessel through the water with headlong speed. The flames
        were driven, however, forward and away from the passengers and
        greater number of those on board. To this movement, in fact, is to be
        attributed the preservation of the few boats which, as we shall see,
        succeeded in leaving the ship. To extinguish the fire was now out of
        question; while it was equally impossible to shut off the steam and
        stop the vessel’s way. Yet, without this being done, no boat could be
        launched into the water while the vessel was driving on at
        <span class="tei tei-pb" id="page282">[pg 282]</span><a name="Pg282"
        id="Pg282" class="tei tei-anchor"></a>the rate of thirteen knots an
        hour. Buckets of water were still thrown on the burning mass; trusses
        of lighted hay and loose spars thrown overboard. <span class=
        "tei tei-q">“Keep fast the boats for a while, and try to save the
        ship!”</span> cried the captain. But, alas! ship and crew were alike
        doomed. <span class="tei tei-q">“Don’t lower the boats!”</span>
        repeated Captain Symons again and again; and the danger—at the rate
        of the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon’s</span></span> speed—of attempting it
        was too obvious. Lieut. Grylls, R.N., a passenger on board, was
        attempting to lower the tackle of one of the boats, when Symons
        <span class="tei tei-q">“seized him by the arm, and besought him to
        desist, as he said everybody would be drowned. Lieut. Grylls then
        called out to the person by the foremast fall, imploring him not to
        lower, as the ship was going so fast. The person at the foremast
        fall, by constant and urgent request of the people in the boat, let
        the fall go, by which means the boat turned over, and, as nearly as
        could be seen, every one was washed out of her. Seeing this at the
        moment, Lieut. Grylls attempted to let go the after fall so as to
        save them, but the fall being jammed, and having fouled, and the boat
        thus not being clear, her stern hung in the air for a moment, until
        cut adrift by some one, when she turned over, and, seeing the people
        washed away, Lieutenant Grylls turned away from the appalling sight
        in horror. He then met, face to face, Captain Symons, who called out
        for some one to help him to clear away the port life-boat, which was
        stowed on the sponson, abaft the port paddle-box, and at the same
        moment leaped into the boat, using every endeavour to clear her away.
        Lieut. Grylls followed, and also exerted himself, but the flames
        having reached the boat, and Captain Symons’s hair having caught in a
        blaze, and one sleeve of his shirt, he was obliged to run off, and
        Lieut. Grylls was compelled to follow him, both rushing through the
        flames and fire.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About this time it
        was discovered that the ship was veering round, owing to the helm
        having been lashed. A fresh order was shrieked out to keep her before
        the wind, and two of the officers sprang forward to execute the
        captain’s bidding. The passengers were now all on deck, with what
        feelings we can imagine. <span class="tei tei-q">“At last the shout
        was raised, <span class="tei tei-q">‘Every man for himself!’</span>
        but not by the captain. The captain called out, <span class=
        "tei tei-q">‘Lower the starboard life-boat!’</span> to which the
        answer was, <span class="tei tei-q">‘She is on fire!’</span>
        <span class="tei tei-q">‘Lower the larboard (port, or left-hand)
        life-boat!’</span> <span class="tei tei-q">‘She is on fire!’</span>
        was still the cry. The captain dropped the bucket which he idly held
        in his hand. <span class="tei tei-q">‘It’s all over with
        us!’</span> ”</span> But though he knew it so well, he did not relax
        an effort; nor did Mr. Roberts, the chief officer, nor any of the
        officers, all of whom went down with the ship. They were last seen
        collected in a group near the helm; and to the close of that
        appalling scene nobly did their duty. The last words the captain was
        heard to say were, <span class="tei tei-q">“It has got too
        far.”</span> He then turned aft, took the wheel, and that appears to
        have been the last that was seen of Captain Symons.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">When it was
        discovered that the two life-boats were on fire, attention could only
        be given to the other boats. All efforts must be made: better to
        drown than to die in the midst of flames—suffocated, scorched.
        <span class="tei tei-q">“One of the passengers, Mr. Alleyne, of the
        West Indies, was observed pacing the deck, with his hands clasped in
        prayer, patiently waiting that awful fate from which he knew there
        was no escape. A gentleman and lady, in their night-dresses only—both
        of which were on fire—came on deck, and, with their arms round each
        other, walked over to one of the ship’s hatches, and fell together
        into the flames. They had previously been seen standing right abaft
        and looking perfectly collected, the gentleman before the
        <span class="tei tei-pb" id="page283">[pg 283]</span><a name="Pg283"
        id="Pg283" class="tei tei-anchor"></a>lady, apparently to keep the
        heat from her. A female passenger rushed on deck, having on only her
        night-gown, the bottom of which and her legs were much burnt. Three
        times she was placed in one of the boats which was saved, but she
        refused to remain. Several persons hurriedly said to her that they
        would soon give her plenty of clothing when she got away from the
        ship, but modesty prevailed over the love of life, and she remained
        behind to <a name="corr283" id="corr283" class=
        "tei tei-anchor"></a><span class=
        "tei tei-corr">perish.</span>”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A horrible story
        of one standing near the helm is given: his face and side burnt, and
        a huge blister formed, which burst in; the skin was falling away in
        ribbons. A little boy was also burnt black, and the skin was falling
        from him in a similar manner. Still the vessel was dashing forward in
        headlong speed, but still efforts were made to launch the boats; but
        here, in consequence of the manner in which they were stowed—resting
        on iron crutches or brackets, instead of being simply suspended, as
        usual—unexpected difficulties presented themselves. It was necessary
        first to raise them, put them over the bulwarks, and lower them—a
        work of time and labour. In the hurry two of the boats were stove in;
        and in the case of others, one end would be lowered properly, the
        other remaining high in the air, so that the wretched passengers and
        sailors who crowded into them were plunged violently into the water,
        escaping the fury of one element only to be devoured by another. In
        one single case fifteen were thus drowned, while one only escaped.
        Not to accumulate the details of horrors, which constantly repeated
        themselves, it may be here stated that the whole number of persons on
        board the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span> when she left Southampton
        was 162; of these 110 formed the crew; there were 50 passengers, and
        the mail agent and his servant. The first boat which landed at
        Plymouth brought in 21; the <span class="tei tei-name"><span style=
        "font-style: italic">Gertruida</span></span>, a Dutch galliot, picked
        up a boat containing 16 on Sunday night, and another containing 8 on
        the following morning. Another vessel, also a Dutch galliot, picked
        up 13 more. The total number lost amounted, therefore, to 104, and 58
        only were saved.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A survivor stated
        that during the time they were drifting in their boat towards the
        ship, which was burning broadside on to the wind, her mainmast went
        first, the foremast following; it was a considerable time before the
        mizen-mast fell, directly after which he noted a slight explosion of
        gunpowder. Previous to this a barque hove in sight, and passed
        between their boat and the burning ship. They judged her to be
        outward-bound from her being under close-reefed topsails. As she
        passed at between three and four hundred yards they hailed her
        several times with their united voices, strengthened by all the
        energy of despair. She answered them, and brailed her spanker, and
        they naturally thought she was preparing to bear up for their rescue.
        <span class="tei tei-q">“I shall never forget,”</span> said the
        narrator, <span class="tei tei-q">“the deep sob of hope with which I
        noticed these preparations, or the bitterness of feeling with which I
        saw him spread his canvas to the wind, and wear round past the stern
        of the burning vessel, as he left us to our fate.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Among those who
        perished on that terrible night was a distinguished author, whose
        writings are, or should be, familiar to all readers. Warburton<a id=
        "noteref_90" name="noteref_90" href="#note_90"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">90</span></span></a> perished
        either in the flames or, as some thought, in one of the boats which
        was swamped. He had been sent out by the Atlantic and Pacific
        Junction Company, specially deputed to make a friendly arrangement
        with the Indians of the isthmus of Darien. As an old and practised
        traveller, he had proposed <span class="tei tei-pb" id="page284">[pg
        284]</span><a name="Pg284" id="Pg284" class="tei tei-anchor"></a>to
        stay on the isthmus for some time, in order to study its topography,
        scenery, climate, and resources. The Rev. Acton Warburton, his
        brother, on receipt of the fearful news, and with the fact before him
        that there were boats not yet accounted for which had been seen to
        leave the ship, proceeded in a steamer from Plymouth on January 17th,
        in the hope that, by cruising about in the Channel and entrance to
        the Bay of Biscay, some traces might be found of his missing
        relative. All was in vain; no further vestiges of the crew or
        passengers were found. A few days afterwards a homeward-bound vessel
        picked up at sea, among other fragments of the wreck, three settees,
        or backed forms, which had stood on the deck of the <span class=
        "tei tei-name"><span style="font-style: italic">Amazon</span></span>,
        and which had been lashed together, doubtless for the purpose of
        supporting some of the crew or passengers in the water. Other pieces
        of the wreck were washed ashore on different parts of the coast, and
        a piece of burnt timber was picked up near the Eddystone,
        <span class="tei tei-pb" id="page285">[pg 285]</span><a name="Pg285"
        id="Pg285" class="tei tei-anchor"></a>having attached to it a
        fragment of a lady’s dress. One of the mail bags, containing
        newspapers, unscorched, but very much damaged by sea-water, was
        washed ashore near Bridport three weeks after the occurrence of the
        wreck.</p><a name="illo_323.jpg" id="illo_323.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_323.jpg" alt=
          "RESCUE OF THE SURVIVORS OF THE “AMAZON.”" title=
          "RESCUE OF THE SURVIVORS OF THE “AMAZON.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RESCUE OF THE SURVIVORS OF THE <span class="tei tei-q" style=
            "text-align: center">“AMAZON.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Rev. William
        Blood, who was one of the survivors, was landed at Plymouth in one of
        the boats late on Thursday night, and was much too ill to commit his
        thoughts to paper during the Friday and Saturday following. But on
        the Sunday following, in presence of 4,000 people, he, in the course
        of an extempore sermon, gave his hearers a graphic description of the
        catastrophe and of his escape from the wreck.<a id="noteref_91" name=
        "noteref_91" href="#note_91"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">91</span></span></a> The
        first evening of the voyage he sat up till between eleven and twelve
        o’clock, enjoying the sea-breeze and the beauty of the scene. He had
        then retired, undressing himself as at home, and had slept well. On
        the fatal night, however, he seems to have had an indefinite
        presentiment that something was about to occur. On that evening, says
        he, <span class="tei tei-q">“without any cause, I was induced to
        retire early (nine o’clock), and when going to bed it was deeply
        impressed on my mind not to undress. I accordingly lay down upon the
        bed with my clothes on, even my boots, and immediately fell into a
        sound sleep. At about half-past twelve I awoke, greatly refreshed,
        and prepared for what was to follow. No voice awoke me; no alarm had
        been given; no bell aroused me. When I awoke, I felt surprised by a
        peculiar indescribable sensation as of solitude, of vacancy; and on
        opening the window of my cabin, I looked out, but saw no person;
        still all was silent; and with the same feeling I arose, went out of
        the cabin, without even taking my watch, which lay beneath my pillow,
        and, as I passed along the saloon, I overheard the voice of the
        stewardess in the distance, saying, <span class="tei tei-q">‘The ship
        is on fire!’</span> I then hastened towards the stairs at the fore
        part of the ship, and saw (oh, horror!) the blaze ascending right
        across the vessel. I ascended the stairs just in time to escape the
        flames. When on the deck, I had merely time to walk across to the
        bulwarks, for on the deck the flames were spreading with terrific
        rapidity.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“When I got on deck I saw no one, and heard no noise or
        confusion, so that much of the disaster must have been over by that
        time. I then saw some men endeavouring to lower one of the boats near
        the paddle-box, and at the same moment I became fully aware of my
        awful position, and that I had to choose between death by fire or by
        water, unless I made some effort to save myself. With this conviction
        on my mind, I laid hold of a rope, and swung myself over the ship’s
        side, and was just about to precipitate myself into the boat beneath
        me, which was then swinging with her stern in the water. In another
        moment her human freight were in the death struggle in an element not
        less terrible or destructive than that from which they had been
        making such frantic efforts to escape; and even at this moment their
        appalling shrieks, as they struggled amidst the dark and gloomy
        waves, seem to ring in my ears. Here, again, I think Divine
        interference was manifested on my behalf, for an apparent accident
        saved me from that boat. Almost crippled as I was, I managed, by the
        aid of the rope to which I clung, to regain the now blazing deck,
        just as some of the crew were endeavouring to release one of the
        life-boats from her very embarrassing fastenings. They succeeded. She
        was turned over the ship’s side. I was in her then; and, while
        suspended midway between fire and water, she turned keel up, and her
        oars were thrown out. <span class="tei tei-pb" id="page286">[pg
        286]</span><a name="Pg286" id="Pg286" class="tei tei-anchor"></a>She
        righted in a few minutes after, and when she did so I was still in
        her—by what means I know not, but that the All-seeing eye was still
        upon me. In a minute or two more she was lowered into the sea with
        her freight of thirteen human souls, and amidst cries of <span class=
        "tei tei-q">‘She is leaking!’</span> <span class="tei tei-q">‘She is
        stove in!’</span> <span class="tei tei-q">‘She will be
        swamped!’</span> but at the same moment one of the crew in her cut
        the rope that bound her to the blazing ship, and she at once dropped
        astern. We now made the terrible discovery that she was really
        leaking, and with the apparent certainty of having escaped one
        horrible death only to perish by another, we set our wits to work to
        staunch the leak and bale out the water. Michael Fox, one of the
        sailors—a man who merits much honour for his coolness and bravery
        throughout—actually thrust his arm through the leak to arrest the
        ingress of the water; while I handed him my cap, another gave his
        stockings; others did likewise; and then, with such means as these,
        and with the aid of our boots and two little empty casks, we managed
        to prevent the life-boat from being swamped. While thus occupied, and
        being tossed about, without food, water, oars, helm, or compass,
        totally at the mercy of the contending elements, we had dropped about
        two miles astern of the doomed ship. She was apparently motionless,
        while the sea continually broke over us. A barque passed between the
        blazing pile and our ill-omened craft. Her hull, sails, and rigging
        were reflected against that fearful blaze with a blackness of shadow
        that appeared to render still deeper the depth of our calamity, and
        which the morning’s light helped not to lessen, for the barque had
        disappeared. After the barque had departed, we fancied we saw a boat,
        somewhat like our own, close to us, and we hailed her, with all the
        power of our united voices, for oars; but she either heeded or heard
        us not, and quickly disappeared, and the impression was that she had
        been swamped. Our frail tenement was still knocked about as I have
        stated, still within sight of the burning ship; and at about five
        o’clock on Sunday morning, when the powder on board caught light, she
        blew up, presenting to our terror-stricken gaze a most awful and
        sublime spectacle. Vast beams of flaming timber were hurled about in
        the air, and seemed suspended there for a moment, and then
        disappeared with a hissing noise in the roaring waters. A moment
        after, and all that remained unconsumable by fire of that once noble
        specimen of our mercantile marine vanished like a shot beneath the
        waves. And then came upon us that intensity of darkness that lent an
        additional horror to our truly forlorn condition. However, the
        merciful Ruler of our destinies had not deserted us; for as the
        Sabbath morning’s light dawned the wind abated and the sea became
        comparatively calm, except that there was still a heavy swell; but
        still, there we were, thirteen human beings, in a frail, leaky boat,
        without an atom of food of any sort, the vast ocean around us, and in
        a state of perfect ignorance as to our geographical position, while
        our other physical wants, such as of clothes, boots, &amp;c., made
        our case truly deplorable. By about twelve o’clock at noon, on
        Sunday, we had drifted, as nearly as possible, to the spot where the
        Amazon had sunk; and upon the then comparatively calm sea were strewn
        about but too many evidences of the last night’s fearful
        devastation—immense spars, charred timbers, barrels, bales, and boxes
        innumerable. We drew up one of the latter, got it on board, forced it
        open, and found that it contained only a quantity of shoes. To those
        each helped himself to a pair, and then threw the remainder
        overboard.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“As the Sabbath morning advanced towards noon-day the
        glorious sun burst forth, and appeared as a happy harbinger of the
        fortunate release in store for us. The weather was fine, <span class=
        "tei tei-pb" id="page287">[pg 287]</span><a name="Pg287" id="Pg287"
        class="tei tei-anchor"></a>though there was a heavy swell in the sea,
        and we were all up to our middle in water. William Angus, poor
        fellow, was of no use in the boat. When leaving the ship, he had
        thrown himself overboard, fell upon my back, and cut his head
        severely. He appeared in a state of despondency for the loss of his
        brother; and another poor fellow had part of the fingers of one of
        his hands chopped off. At two o’clock the sun shone forth in all his
        splendour. By this time we had taken up some of the bottom boards of
        the boat, and these we had converted into paddles, rudder, and mast.
        Lieut. Grylls took from off his head his shirt, which he had
        previously wrapped around it, and made a flag of it; and in lieu
        thereof I tore off the skirts of my coat, one of which I tied around
        his head, and with the other I made a cap for myself. The remainder
        of that coat I still have, and will preserve as a memento; and so I
        ought, for it served as a protection against the pouring rain, while
        our bodies lay partially submerged in the water and the waves at
        times dashed over us. This coat became most useful to me afterwards,
        during the eleven days on board the galliot, for it served as a
        pocket-handkerchief, napkin, &amp;c.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“There was a peculiar death-like feeling produced by
        being obliged to sit in the water all night, while at the same time
        the whole body was saturated with the rain and the billows poured
        their waters over us. At one time, shivering with cold and wet, I
        strove to keep my back pressed against another person to preserve the
        vital heat. Such cold I never felt before. The casks which we found
        in the boat were of essential use. How wonderful that they should
        have remained in the boat when she capsized and threw out the oars,
        for without them she must have swamped.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Dismal were the thoughts suggested on that day as to the
        future. Will a storm arise? If so, our little vessel cannot live; she
        must be overwhelmed by the raging billows! How long can we remain in
        the midst of the wide extended ocean? Shall we starve—perish with
        hunger? Such were the gloomy forebodings, when the thrilling, joyful
        exclamation of <span class="tei tei-q">‘A sail!’</span> burst from
        the lips of one of the crew. Then followed the exclamation of,
        <span class="tei tei-q">‘Oh, I hope she sees us! Does she hear us? Is
        she coming this way?’</span> She was then on the very verge of the
        horizon, and—disappeared! Mute despair was then plainly perceptible
        in every face. I had made up my mind to die of starvation, but
        thought I could exist without food for a long time, for having once
        been ill in Paris for three weeks without even having tasted food of
        any sort during the whole of the time, I felt now prepared to go
        through the same ordeal. But again the joyful sound was uttered by
        Lieut. Grylls, <span class="tei tei-q">‘I see another sail!’</span>
        We then commenced tearing up the boards from the bottom of the boat,
        and converting one of them into a mast, upon which we attached a
        shirt as a signal of distress, and breaking the rest of them into
        paddles and a helm, we determined, as our lives depended upon it, to
        make a desperate effort to approach the welcome visitor. Hour after
        hour was passing away—our progress through the waves was slow, and
        the sailors were beginning to relax their efforts at the paddles in
        utter hopelessness. The sun was fast fading away, and the horrors of
        another night at sea in an open boat stared us in the face. I begged,
        prayed, and entreated the men to continue their exertions, that with
        the light of day we still had hope; an hour—perhaps a few minutes—may
        bring us near enough to be seen. Alas! there were four out of the
        thirteen quite helpless—viz., poor Angus, the man who had lost his
        fingers, a boy, and a Spanish gentleman, who appeared to have become
        quite <span class="tei tei-pb" id="page288">[pg 288]</span><a name=
        "Pg288" id="Pg288" class="tei tei-anchor"></a>paralysed. The sun was
        just about to shed his last ray of light upon our eyes and hope in
        our hearts, when those on board the vessel saw us, heard us, bore
        down upon us, and took us on board. Had not the great God sent us
        this timely succour, no account of our fate could have ever been made
        known, for any one of the storms which prevailed during the following
        eight or nine days must have destroyed us. We were hauled on board by
        means of ropes, and stowed in a little cabin, 6 feet by 4½ only; but
        yet, what a palace compared to the horrors from which we had just
        been rescued! This vessel was a small Dutch galliot, and had a cargo
        of sugar from Amsterdam, consigned to Leghorn; and was, therefore,
        desirous of landing at Gibraltar, it being on her course. However,
        adverse winds set in; the captain of the galliot knew not his
        position; he was unable to take an observation; and was, in
        consequence, knocked about for nine days with this serious addition
        to his crew. I had been visiting the house of a noble friend but a
        few weeks before, but what was it compared to our present little
        home?”</span> They were at length safely landed at Plymouth.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Among so many
        gloomy incidents, one of another nature may well be recorded. The
        name of Lieutenant Grylls has been mentioned as one of the survivors.
        But the <span class="tei tei-hi"><span style=
        "font-style: italic">Cornwall Gazette</span></span> of January 8th
        had the following announcement:—<span class="tei tei-q">“Lost, on
        board the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span>, mail steam-packet, on
        Sunday, the 4th inst., in which vessel he had taken his passage to
        join H.M.S. <span class="tei tei-name"><span style=
        "font-style: italic">Devastation</span></span>, to which ship he had
        been appointed as first lieutenant, Lieutenant Charles Gerveys
        Grylls, R.N., aged twenty-five, eldest surviving son of the Rev.
        Henry Grylls, vicar of St. Neots.”</span> But early in the morning of
        Friday a special messenger arrived at St. Neots, bearing a letter to
        the good vicar from his son, stating that he was alive and safe, and
        that he hoped to be with him in the evening. The news soon spread;
        all the neighbouring hamlets turned out their inhabitants, the
        village bells were rung, and a party of about 150 persons set off on
        the road to Plymouth to draw him home by hand. This the gallant
        lieutenant would not allow, being too anxious to return to his
        friends. A triumphal procession was, however, formed, escorted by
        which this witness from the dead was restored to his bereaved father.
        One can imagine the joy in the household, and the strong revulsion of
        feeling there!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On taking a review of this overwhelming
        catastrophe,”</span> says the Rev. C. A. Johns, <span class=
        "tei tei-q">“the reader will rise from a perusal of the narrative
        having his mind painfully impressed with the fearful loss of human
        life; and as he endeavours to picture to himself the incidents as
        they severally occurred, he will be more inclined to doubt that any
        one was possessed of nerve sufficiently strong to stand the first
        half-hour’s ordeal rather than to wonder that so few escaped. A
        vessel, constructed of the best material employed in
        ship-building—oak, teak, and Dantzic pine—but, nevertheless, a
        structure of wood, bearing, in addition to cargo, crew, and
        passengers, 1,000 tons of inflammable coal, and a framework of
        massive iron, unceasingly grinding with the force of 800
        horses—sixteen furnaces and as many huge boilers, all employed in
        generating the most powerful instrument of usefulness or destruction
        (as the case may be) which man has reduced to his will—a store-room
        in the vicinity of the boilers, plentifully stocked with oil and
        tallow—well might the lip quiver and the cheek blanch at the bare
        idea of <span class="tei tei-hi"><span style=
        "font-variant: small-caps">Fire</span></span> being allowed to creep
        with but a flickering light beyond its prescribed limits. But,
        besides all this, he will remember that to this concatenation of
        perils—themselves too terrible to dwell on—must be added
        contingencies which aggravated <span class="tei tei-pb" id=
        "page289">[pg 289]</span><a name="Pg289" id="Pg289" class=
        "tei tei-anchor"></a>the danger in a tenfold degree. The ship was
        new, her timbers were dry and resinous—not, as is the case with
        sea-worn vessels, saturated with salt, and therefore less
        inflammable, but converted into rapid fuel by the unusual heat, which
        from some cause, explained or unexplained, was perceptible at a great
        distance from her boilers; the crew, though young and efficient, and
        more than one-half of them practised servants of the Company, were
        yet strange to the ship, not even having had their various duties
        assigned to them, nor familiar with the persons of their officers, as
        became evident afterwards from the discrepancies in their statements
        of names; the wind was blowing a gale in the direction which would
        most readily extend a conflagration from the probable source of fire
        to the stern, where the majority of passengers were congregated; the
        time was midnight; many of the officers, weary with their previous
        exertions, were recruiting their strength by a brief repose; most of
        the seamen and all the passengers were buried in sleep; the sea was
        in a state of commotion; the place was the Bay of Biscay, the dread
        of outward-bound mariners; the boats, though unexceptionable as to
        number, capacity, and quality, were not stowed in the usual simple
        way, but rested on brackets, from which it was necessary for them to
        be lifted before they could be lowered even into that foaming ocean.
        Suddenly the cry of Fire! is shrieked out; the bell is set
        a-ringing—the death-knell—the knell of sudden, inevitable, agonising
        death to many a stout heart on board that proud but perishing ship.
        He must sleep soundly who failed to hear that piercing cry and the
        heartrending shrieks which took it up. Some thought it of no
        consequence: <span class="tei tei-q">‘We will dress, and hasten on
        deck, that we may help to extinguish it.’</span> But there were some
        who knew better; they could <span class="tei tei-pb" id="page290">[pg
        290]</span><a name="Pg290" id="Pg290" class="tei tei-anchor"></a>look
        a hurricane in the face, they could encounter a hailstorm of bullets
        in the execution of their duty, but they knew that, with that enemy
        on board, the iron beams of the <span class=
        "tei tei-name"><span style="font-style: italic">Amazon</span></span>
        could only be cooled by the water which rolled at the bottom of the
        ocean. Those brave men did all they could—they gave their charge a
        brief space to make their peace with God, if God were in their
        thoughts, and resigned themselves to His keeping who alone could help
        them. Before the least terrified could gain the deck the flames were
        soaring above the funnels. A flight of fire was sweeping the deck; it
        extended from one side of the vessel to the other; it separated those
        in the fore-part from those in the stern; it shot forth from the
        port-holes; it singed the hair and scorched the skin of those who
        were furthest from its reach; and the air of heaven was one huge
        blast-pipe, fanning it into fury! Are the fire-engines of no avail?
        They are themselves burning. Then stop the paddle-wheels, that the
        boats may be launched. Alas! the engineers, half suffocated, have
        long been driven from the engine-room, and the levers are beyond
        their reach. But the ship yet answered her helm, and was put before
        the wind. And now the flames were borne in an opposite direction,
        towards the bow, and the gale seemed to be diminished. Now the
        captain cried, <span class="tei tei-q">‘Lower the larboard
        lifeboat!’</span> <span class="tei tei-q">‘It is on fire!’</span>
        <span class="tei tei-q">‘Lower the starboard lifeboat!’</span>
        <span class="tei tei-q">‘It is on fire!’</span> Other boats yet
        remain, and crew and passengers crowd into them. Fatal haste! It was
        a work of time and difficulty to lift them from their sockets before,
        with this addition to their weight it is next to impossible. One
        after another they are tumbled, rather than lowered, into a sea
        which, from the rapid motion of the vessel, appears to be rushing
        from them. Some hang suspended, and their cargoes are swept away by
        the boiling surge; one is swamped, another is stove in. Still the
        fire is drawing nearer; it surrounds the boilers, and the water
        contained in them is nearly exhausted. When that has happened they
        will burst, perhaps, and then the engines will cease to work. Strange
        that success in effecting an escape should be promoted by the
        bursting of a boiler—an accident which, had it come alone, would have
        occasioned terror and dismay. No one knows, amidst the overwhelming
        din of air, fire, water, steam, human shrieks, and even the cries of
        dumb animals, whether this event happened or not. It was not
        dreaded—it was hoped for. It could not have added to the dismay, so,
        if it happened? it was unnoticed.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“However that may be, the ship could not free herself
        from her destroyer, but moderated her speed. A few boats were put
        off—no living soul can say how many—all, probably, that were left,
        and then, perhaps, the officers embarked on a raft, and—we dare not
        carry our thoughts further in that direction.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The vessel lay a burning log on the waters for four or
        five hours, and then, as if an evil demon had possessed her, or as if
        some gorgeous <span class="tei tei-hi"><span style=
        "font-style: italic">fête</span></span> had now reached its close,
        threw up a discharge of brilliant fireworks—and the billows of the
        Atlantic swept unconcernedly over her hissing embers.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        example—the terrible loss of the <span class=
        "tei tei-name"><span style=
        "font-style: italic">London</span></span>—presents a striking
        contrast to that of the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span>. She was literally
        <span class="tei tei-hi"><span style=
        "font-style: italic">swamped</span></span> at sea, and there are no
        recorded parallels to the case on such a scale. Vessels, indeed, are
        often lost by great leakage produced by collision, but the cases are
        rare in modern days and in well-found ships, where ordinary leakage
        and water <span class="tei tei-q">“shipped”</span> on deck makes any
        great difference, and in steam-ships the pumps worked by the
        <span class="tei tei-q">“donkey”</span> engine, as a rule,
        effectually prevent any danger from these sources.</p><span class=
        "tei tei-pb" id="page291">[pg 291]</span><a name="Pg291" id="Pg291"
        class="tei tei-anchor"></a><a name="illo_328.png" id="illo_328.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_328.png" alt="THE “LONDON.”" title=
          "THE “LONDON.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“LONDON.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">London</span></span>
        was a first-class passenger steamship of her day. She was nearly new,
        of 1,700 tons, and valued at £80,000. She belonged to a distinguished
        firm, and had been constructed on the most approved principles. Her
        commander, Captain Martin, was an officer of ripe experience, and
        this was her third voyage. She had acquired a first-class reputation;
        and for months before the time<a id="noteref_92" name="noteref_92"
        href="#note_92"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">92</span></span></a> of
        sailing, berths were so eagerly engaged that it would have been
        difficult to accommodate, in the roughest manner, many more, while in
        the saloon there were no vacancies. One lady who was desirous of
        proceeding with her family from Plymouth to Melbourne had made
        repeated applications to the owners’ agents, and the captain had been
        consulted, but, fortunately for the applicant, had declared that the
        cabins were so full that he could not possibly accommodate her—a
        result that, at the time, caused her much disappointment; afterwards
        she had reason to thank her good fortune. A second-class male
        passenger was so alarmed at the rough weather which the <span class=
        "tei tei-name"><span style="font-style: italic">London</span></span>
        encountered on her way from the Thames to Plymouth, that on arrival
        at the latter he went ashore, resigned his passage, and returned to
        his home, thus unwittingly saving his life. A young man, as the
        result of some family quarrel, had left his home, and taken a passage
        by the <span class="tei tei-name"><span style=
        "font-style: italic">London</span></span>. He was advertised for in
        the <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span>, and importuned to return,
        his friends being at first unaware of his whereabouts. Messengers
        were sent down to Plymouth, his friends having later acquired some
        clue to his movements, and an influential ship-broker in the town was
        employed to intercept his flight should he attempt to sail thence.
        Fortunately, he was detected among the passengers of the <span class=
        "tei tei-name"><span style="font-style: italic">London</span></span>,
        and the fact communicated to his family by the broker, the result of
        which was that a brother of the young man went down to Plymouth, and
        persuaded the would-be emigrant to forego his voyage.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">London</span></span>
        left the East India Docks on December 29th, and on account of the
        severity of the weather remained at anchor at the Nore during part of
        the 30th and the whole of the 31st. This fact alone would indicate
        that Captain John Martin, her commander, was a careful seaman. The
        weather remained boisterous, and after getting out into the Channel
        the pilot decided to take the vessel for shelter to Spithead. When
        the weather had abated she proceeded to Plymouth, arriving there on
        the 5th of January. Here an incident occurred, ominous in its nature,
        and particularly distressing at the commencement of a voyage, more
        especially as many passengers at such a time are nervous and fearful.
        The small boat from a Plymouth pilot cutter, which had on board the
        pilot and his assistant, was swamped. The latter was rescued by a
        boat from the <span class="tei tei-name"><span style=
        "font-style: italic">London</span></span>, but the pilot was drowned.
        The remainder of the day was occupied in shipping an additional
        number of passengers and filling up with coal. She sailed the same
        evening. The weather is described as having been then moderate.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On the 6th and 7th
        of January the wind rose, accompanied by strong squalls and a high
        sea, which caused the ship to roll considerably. Still the weather
        was not so boisterous but that Divine service was held on the 7th, it
        being the Sabbath. On Monday, the 8th, the <span class="tei tei-pb"
        id="page292">[pg 292]</span><a name="Pg292" id="Pg292" class=
        "tei tei-anchor"></a>wind freshened to a gale from the south-west,
        and at 9 a.m. the captain ordered the engines to be stopped, and to
        make sail. At 5 p.m. the weather improved, and all sails were taken
        in, and steaming resumed. Early on Tuesday the wind increased to a
        hard gale, with a very heavy sea, the ship going under steam only,
        and at the reduced rate of two knots an hour. At this time she
        pitched with terrible violence, taking whole seas over her bows. At 7
        a.m. an unusually heavy sea broke into the life-boat stowed on the
        port-quarter, filled her completely, and carried her overboard with
        all her gear. At 9 a.m. the ship gave a tremendous pitch, so as to
        bury herself forward, when the sea carried away the jib and flying
        jibbooms, and they took with them the fore-top mast and fore-top
        gallant, the fore-royal and main-royal masts, with all their spars,
        sails, and rigging. The masts fell in-board, and hung suspended by
        the rigging, but the jibbooms remained under the bows, fastened to
        the ship by their stays, which were of wire. Every effort to get them
        clear failed till next morning, it having blown a furious gale all
        night from the south-west, with a sea that kept constantly washing
        all forward. On the morning of Wednesday, the 10th, the gale
        continued without the least abatement, and at 3 a.m. the captain gave
        orders to Mr. Greenhill, the engineer in charge, to get up full
        steam, as he intended to put back to Plymouth, in order to refit. The
        ship’s course was accordingly shaped for home, the fore <span class=
        "tei tei-pb" id="page293">[pg 293]</span><a name="Pg293" id="Pg293"
        class="tei tei-anchor"></a>and mizen stay-sails were set, and she
        steamed along moderately at the rate of five or six knots. In the
        course of the morning, the masts, which up to that time had been
        swinging about aloft, were secured, and the wreck of the jibboom
        cleared away. Observations taken that day indicated that she was
        about 200 miles from the Land’s End. At 6 p.m. both the fore and
        mizen stay-sails were carried away in a furious squall; another
        life-boat and the cutter were washed clean overboard and lost. At 9
        p.m. the wind increased to a perfect hurricane from the north-west,
        the squalls blowing with a degree of fury seldom paralleled. The
        engines were stopped, and the ship put under the main top-sail only,
        which was soon blown away in shreds. The captain once more ordered
        the engines to be set in motion. Up to this time, notwithstanding the
        heavy seas she encountered, it does not appear that the vessel had
        shipped much water.</p><a name="illo_331.png" id="illo_331.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_331.png" alt="THE “LONDON” GOING DOWN" title=
          "THE “LONDON” GOING DOWN." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE <span class="tei tei-q" style=
            "text-align: center">“LONDON”</span> GOING DOWN.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At half-past 10
        p.m. a terrific sea broke upon the ship over the weather or port
        gangway, and an immense mass of water, the crest of a mighty wave,
        descended almost perpendicularly over the hatch of the engine-room,
        smashing it right in, admitting tons upon tons of water, washing from
        the deck into the engine-room two men, a seaman and a passenger.
        There being nothing to obstruct the influx of sea, the engine-room
        began to fill with water. The fires were extinguished at once, and in
        about eight minutes the engines ceased to work. The engineers
        remained below till the water was above their waists, and they could
        work no more. The large bilge-pumps also proved useless, and the
        condition of the ship became utterly helpless, often rolling into the
        trough of the sea, rolling gunwale under, and labouring heavily. The
        captain called on those who were baling, <span class=
        "tei tei-q">“Men, put down your buckets, and come and try to secure
        the engine-room hatch, for that’s our only chance of saving the ship!
        Secure that, and we may keep her afloat yet.”</span> Every endeavour,
        however, to replace the hatch proved unavailing. Efforts were made to
        stop the opening with sails, mattrasses, and spars, but without
        success; and although the donkey-engine and pumps were kept at work,
        yet the water quickly gained upon them, and all their efforts were
        fruitless. It was then that the captain uttered words of which he
        knew the full meaning, and which must have thrilled through many of
        the passengers’ bosoms who had hitherto been hoping against
        hope—<span class="tei tei-q">“Boys, you may say your prayers!”</span>
        All was over with them.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At 4 a.m of the
        11th a tremendous sea struck the ship abaft, which stove in four
        windows, or stern-ports, of the upper or poop cabin. Through the
        breaches thus made the sea rushed into the ship in such quantities
        that the ’tween decks were soon half full of water. The ship at this
        time was settling fast; the captain went into the engine-room, and,
        with the engineer, took soundings, when it was found that there was
        fourteen feet of water in her. The captain then told Greenhill that
        he had abandoned all hope of saving her, and shortly afterwards made
        a similar communication to the passengers. At about 10 a.m. the
        captain ordered the boats to be got ready, which was done, and the
        starboard pinnace, which was of iron, was lowered into the water, but
        was almost immediately upset by the sea, and lost. Shortly after this
        the captain entered the saloon, and said, <span class=
        "tei tei-q">“Ladies, there is no hope for us, I’m afraid. Nothing
        short of a miracle can save us!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">During the hours
        of agony and horror which had preceded this announcement the
        <span class="tei tei-pb" id="page294">[pg 294]</span><a name="Pg294"
        id="Pg294" class="tei tei-anchor"></a>Rev. Mr. Draper,<a id=
        "noteref_93" name="noteref_93" href="#note_93"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">93</span></span></a> a
        Wesleyan minister on board, was incessant in administering religious
        comfort to his fellow-sufferers; and we are told by the survivors
        that the women (all of whom perished in the sequel) sat about him
        reading their Bibles, with their children grouped around;
        <span class="tei tei-q">“and occasionally some man or woman would
        step up to him and say, <span class="tei tei-q">‘Pray with me, Mr.
        Draper’</span>—a request that was always complied with.”</span> What
        a scene must have been presented at that last prayer-meeting in the
        cabin, the ship labouring and tossing the while; the waves, with
        their ominous roar, breaking over her and dashing against her; while
        by half-extinguished lights little groups of earnest, pale-faced
        people huddled together, shivering and trembling, before the doomed
        <span class="tei tei-name"><span style=
        "font-style: italic">London</span></span> took her last leap into the
        dark waters!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After the
        announcement by the captain that they must prepare for the worst, Mr.
        Draper is stated to have stood erect, and with a clear, firm voice,
        the tears streaming from his eyes, said, <span class="tei tei-q">“The
        captain tells us there is no hope—that we must all perish; but I tell
        you there is hope for <span class="tei tei-hi"><span style=
        "font-style: italic">all</span></span>!”</span> The reader will know
        what the good old man meant. Mrs. Draper is said at the last moment
        to have handed her rug to one of the seamen who was attempting to get
        off in a boat, and when asked what she would do without it, she
        replied, <span class="tei tei-q">“It will only be for a few moments
        longer.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As there were so
        few survivors to tell the tale, the incidents which must have
        occurred during this terrible time are necessarily somewhat meagre.
        One passenger rushed on deck labouring with a heavy carpet-bag, which
        he expected to save with his life. The captain could hardly forbear,
        even at that terrible time, a melancholy smile at the absurdity of a
        man at such a moment taking any thought about his property. When the
        only boat which got off safely was about to leave the fated ship, a
        lady entreated to be taken on board, offering a thousand guineas as a
        reward. But it was impossible—millions could not have saved her. A
        passenger who was saved, just before leaving in the boat, went into
        the cabin to persuade a friend to join him. <span class=
        "tei tei-q">“No,”</span> said the other; <span class="tei tei-q">“I
        promised my wife and children to stay by them, and I will!”</span>
        His friend helped him to remove the children to a drier part of the
        cabin, and then, with a sad good-bye, ran up to the deck. When last
        seen, the man was still standing with his wife and little ones.
        Another passenger said to a friend, also one of the few saved,
        <span class="tei tei-q">“Jack, I think we are going to go.”</span>
        <span class="tei tei-q">“I think we are,”</span> was the answer.
        <span class="tei tei-q">“We can’t help it,”</span> rejoined the
        first; <span class="tei tei-q">“but there’s one thing I
        regret:”</span> and he went on to explain how some £500 of his money
        was in the Bank of Victoria, and he evidently feared some hitch in
        its recovery. <span class="tei tei-q">“I should have liked my poor
        father to have it.”</span> He was a true son to the last.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">As at the wreck of
        the <span class="tei tei-name"><span style=
        "font-style: italic">Amazon</span></span> a distinguished author lost
        his life, so on the <span class="tei tei-name"><span style=
        "font-style: italic">London</span></span> a great actor, the
        celebrated G. V. Brooke, perished, but perished nobly. The
        <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span> (quoting the <span class=
        "tei tei-hi"><span style="font-style: italic">Western Morning
        News</span></span> of the date) says:—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Down into the waves, with 269<a id="noteref_94" name=
        "noteref_94" href="#note_94"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">94</span></span></a> others,
        has sunk Gustavus V. Brooke, the famed <span class="tei tei-pb" id=
        "page295">[pg 295]</span><a name="Pg295" id="Pg295" class=
        "tei tei-anchor"></a>tragedian, who was bound for the country which
        had been the scene of a reverse of fortune for him, but previously of
        many successes. He was a tall man, of powerful build, and he is
        stated by the rescued passengers to have exerted himself to the
        utmost in trying to keep the ship afloat. The Dutch portion of the
        crew, twenty-one in number, refused to work, and, according to the
        English sailors who were saved, these men went to their berths and
        remained there, so that the passengers had to work at the pumps for
        many hours with the English seamen. Mr. G. V. Brooke exerted himself
        incessantly; attired only in a red Crimean shirt and trousers, with
        no hat on, and barefooted, he went backwards and forwards to the
        pumps, until working at them was found to be useless, and when last
        seen, about four hours before the steamer went down, he was leaning
        with grave composure upon one of the half-doors of the companion; his
        chin was resting upon both hands, and his hands were on the top of
        the door, which he gently swayed to and fro, while he calmly watched
        the scene. One of the passengers who saw him said, <span class=
        "tei tei-q">‘he had worked wonderfully—in fact, more than any man on
        board the ship.’</span> To the steward, to whom Mr. Brooke made
        himself known, he said, <span class="tei tei-q">‘If you succeed in
        saving yourself, give my farewell to the people of
        Melbourne.’</span> ”</span></p>

        <div class="tei tei-tb">
          &nbsp;
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The last trace of
        the gifted tragedian is found in the following episode. In the
        <span class="tei tei-hi"><span style=
        "font-style: italic">Times</span></span> of March 20, 1866, appeared
        the following letter from Mrs. Brooke (Avonia):—</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-text" style=
        "margin-bottom: 2.00em; margin-top: 2.00em">
          <div class="tei tei-body" style=
          "margin-bottom: 6.00em; margin-top: 6.00em">
            <div class="tei tei-salute" style="text-align: center">
              “To the Editor of the <span class="tei tei-hi" style=
              "text-align: center"><span style=
              "font-style: italic">Times</span></span>.
            </div>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“Sir,—On Friday night I received the last written
            words of my dear husband. They were found in a bottle on the
            Brighton beach, and forwarded to me by Mr. C. A. Elliott, of
            Trinity College, Cambridge. They are written in pencil on a torn
            envelope, and read as follows:—<span class="tei tei-q">‘11th
            January, on board the <span class="tei tei-name"><span style=
            "font-style: italic">London</span></span>. We are just going
            down. No chance of safety. Please give this to Avonia Jones,
            Surrey Theatre.—Gustavus Vaughan Brooke.’</span></span></p>

            <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
            "tei tei-q">“Will you be kind enough to insert this fact in your
            valuable journal, for, sad as the message is, he has many friends
            who will be glad once more to hear from him, even though his
            words have come from his very grave.</span></p>

            <div class="tei tei-salute" style=
            "text-align: right; margin-right: 2.00em">
              “With respect, &amp;c.,
            </div>

            <div class="tei tei-signed" style="text-align: right">
              “<span class="tei tei-hi" style=
              "text-align: right"><span style="font-variant: small-caps">Avonia
              Brooke</span></span>.”
            </div>

            <div class="tei tei-dateline" style="text-align: left">
              “36, Albemarle Street, Piccadilly.”
            </div>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At 2 p.m. there
        could not be a doubt—the vessel was sinking rapidly. The captain then
        directed Greenhill that, as the port cutter was ready for lowering,
        he had some chance of saving himself, and that he had better get into
        her. The captain shook hands with him, and said, <span class=
        "tei tei-q">“There’s not much chance for the boat; there’s none for
        the ship. Your duty is done, mine is to remain here.”</span> The boat
        was lowered, and four men, followed by others of the crew, got into
        her. When asked to come into the boat, the captain answered in the
        true spirit of a sailor-hero, <span class="tei tei-q">“No, I will go
        down with the passengers, but I wish you God speed, and safe to
        land!”</span> Noble John Bohun Martin!<a id="noteref_95" name=
        "noteref_95" href="#note_95"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">95</span></span></a> But not,
        thank <span class="tei tei-pb" id="page296">[pg 296]</span><a name=
        "Pg296" id="Pg296" class="tei tei-anchor"></a>God! the only one on
        record; he was but one of the noble army of sailor martyrs of whom
        Mrs. Hemans sung so touchingly:—</p>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Yet more! the
            billows and the depth have more!</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            High hearts and brave are gathered to thy breast!
          </div>

          <div class="tei tei-l" style="text-align: left">
            They hear not now the booming waters roar;
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The battle thunders will not break their rest.
          </div>

          <div class="tei tei-l" style="text-align: left">
            Keep thy red gold and gems, thou stormy grave!
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Give back the true and brave!
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“Give back the
            lost and lovely! those for whom</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            The place was kept at board and hearth so long,
          </div>

          <div class="tei tei-l" style="text-align: left">
            The prayer went up through midnight’s breathless gloom,
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            And the vain yearning woke ’midst festive song!
          </div>

          <div class="tei tei-l" style="text-align: left">
            Hold fast thy buried isles, thy towers or throne—
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            But all is not thine own.
          </div>
        </div>

        <div class="tei tei-lg" style=
        "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
          <div class="tei tei-l" style="text-align: left">
            <span class="tei tei-q" style="text-align: left">“To thee the
            love of woman hath gone down;</span>
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Dark flow the tides o’er manhood’s noble head,
          </div>

          <div class="tei tei-l" style="text-align: left">
            Or youth’s bright locks, and beauty’s flowery crown:
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            Yet must thou hear a voice—Restore the dead!
          </div>

          <div class="tei tei-l" style="text-align: left">
            Earth shall reclaim her precious things from thee!
          </div>

          <div class="tei tei-l" style=
          "text-align: left; margin-left: 2.00em">
            <span class="tei tei-q" style="text-align: left">Restore the
            dead, thou sea!”</span>
          </div>
        </div><a name="illo_335.png" id="illo_335.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_335.png" alt=
          "GETTING OUT THE “LONDON’S” BOATS" title=
          "GETTING OUT THE “LONDON’S” BOATS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            GETTING OUT THE <span class="tei tei-q" style=
            "text-align: center">“LONDON’S”</span> BOATS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The boat, into
        which the captain had thrown a compass, and to the occupants of which
        <span class="tei tei-pb" id="page297">[pg 297]</span><a name="Pg297"
        id="Pg297" class="tei tei-anchor"></a>he had shouted their course,
        <span class="tei tei-q">“NNE. to Brest!”</span> left the sinking
        <span class="tei tei-name"><span style=
        "font-style: italic">London</span></span> none too soon. The number
        in the boat consisted of nineteen souls, all that were saved by any
        means, and comprised the first, second, and third engineers, one
        midshipman, twelve of the crew, and <span class=
        "tei tei-hi"><span style="font-style: italic">three</span></span>
        passengers (all second class; no first class or steerage passengers
        whatever were saved). Shortly afterwards those who went in the boat
        pushed off from the ship, seeing that she must immediately sink, and
        apprehending that the boat might be sucked in as she went down. They
        had hardly got eighty yards off, when the stern of the <span class=
        "tei tei-name"><span style="font-style: italic">London</span></span>
        plunged beneath the waves, with crew and passengers and all. Her bows
        stood upright for a moment or two preceding the fatal plunge,
        exposing the keel as far as the foremast. The wind was howling so
        fiercely that not a sound could be heard of the shrieks and groans of
        over two hundred persons who were going, in sight of the pitiful
        remnant in the boat, to their last doom. They saw a whole group of
        passengers suddenly swept off the deck, and they saw that the
        remaining boat, full of people, was drawn down into the vortex made
        by the sinking ship. The third officer, Mr. Arthur Angel, aged 20,
        with noble devotion to his duty, was observed still at his post by
        the pumps as she went down. The next minute there was but a watery
        waste over the grave of that devoted band, so full of hope and life
        but a day before.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">With but a few
        biscuits on board, and drenched to the skin by every wave, the
        nineteen survivors in their open boat drifted about for twenty hours.
        They fancied that they saw a ship through the gloom, and raised their
        voices in one united shout. They were heard, and their hail returned;
        but they were not seen, and had no light to show. The ship tacked
        again and again in the hopes of finding them, and when their suspense
        was at its highest, sailed away, and they saw her dim form
        disappearing in the darkness. When day dawned another ship was
        sighted far in the distance. A shirt was hoisted for a signal, and
        the oars were zealously plied. After five hours they were rescued by
        this vessel, the Italian barque <span class=
        "tei tei-name"><span style=
        "font-style: italic">Marianople</span></span>, on board which they
        received a hearty welcome from the captain and his men. They were
        eventually landed safely at Falmouth.</p>
      </div>

      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="chap22" id="chap22" class="tei tei-anchor"></a> <a name=
        "toc47" id="toc47"></a> <a name="pdf48" id="pdf48"></a>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.88em; margin-top: 2.88em">
        <span style="font-size: 144%">CHAPTER XXII.</span></h2>

        <h2 class="tei tei-head" style=
        "text-align: center; margin-bottom: 2.40em; margin-top: 2.40em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 120%; font-variant: small-caps">Early Steamship Wrecks
        and their Lessons.</span></span></h2>

        <div class="tei tei-argument" style=
        "text-align: center; margin-bottom: 1.80em; margin-left: 3.60em; margin-top: 1.80em; margin-right: 3.60em">
        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.90em"><span style=
        "font-size: 90%">The</span> <span class="tei tei-name" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">Rothsay
        Castle</span></span><span style="font-size: 90%">—An Old Vessel,
        unfit for Sea Service—A Gay Starting—Drifting to the Fatal Sands—The
        Steamer Strikes—A Scene of Panic—Lost Within easy reach of
        Assistance—An Imprudent Pilot—Statements of Survivors—A Father and
        Son parted and re-united—Heartrending Episodes—The Other Side: Saved
        by an Umbrella—Loss of the</span> <span class="tei tei-name" style=
        "text-align: center"><span style=
        "font-size: 90%; font-style: italic">Killarney</span></span><span style="font-size: 90%">—Severe
          Weather—The Engine-fires Swamped—At the Mercy of the Waves—On the
          Rocks—The Crisis—Half the Passengers and Crew on an Isolated
          Rock—Spolasco and his Child—Holding on for Dear Life—Hundreds
          Ashore</span> <span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style=
          "font-size: 90%">Wrecking</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—No
          Attempts to Save the Survivors—Several Washed Off—Deaths from
          Exhaustion—</span><span class="tei tei-q" style=
          "text-align: center"><span style=
          "font-size: 90%">“</span><span style="font-size: 90%">To the
          Rescue!</span><span style=
          "font-size: 90%">”</span></span><span style="font-size: 90%">—Noble
          Efforts—Failure of Several Plans—A Novel Expedient adopted—Its
          Perils—Another Dreary Night—Good Samaritans—A Noble Lady—Saved at
          Last—The Inventor’s Description of the Rope Bridge—The Wreck
          Register for One Year—Grand Work of the Lifeboat
          Institution.</span></p>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style="font-style: italic">Rothsay
        Castle</span></span> was a steamship built in 1812, and was little
        enough adapted for marine navigation. She was one of the first
        vessels of the kind on the Clyde, and was perhaps constructed for the
        ordinary wear and tear to which a river vessel is exposed,
        <span class="tei tei-pb" id="page298">[pg 298]</span><a name="Pg298"
        id="Pg298" class="tei tei-anchor"></a>but certainly, at her age,
        should never have been allowed to leave Liverpool for Beaumaris in
        weather so bad that an American vessel which had been towed out that
        day had been compelled to return to port. She had been, it was said,
        at one time, condemned to be broken up, but other counsels had
        prevailed, and she had been patched up and repaired for continued
        service.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">At ten o’clock on
        Wednesday morning, the 17th August, 1831, the vessel was appointed to
        sail from the usual place, George’s Pier-head, Liverpool; but there
        was a casual delay at starting, and she did not leave till an hour
        later. She was freighted heavily, and it was computed that hardly
        less than 150 persons (if the children carried free were counted)
        were on board. A majority were holiday seekers; the vessel was
        tricked out with colours, and as the vessel left a band struck up its
        gayest music. Among the pleasure parties on board was one from Bury,
        in Lancashire, consisting of twenty-six persons. They set out in the
        morning, joyous with health and pleasant anticipations, and before
        the next sun arose all of them, except two, had been swallowed up in
        the remorseless deep!<a id="noteref_96" name="noteref_96" href=
        "#note_96"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">96</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The vessel
        proceeded very slowly on its course, making so little way that at
        three o’clock in the afternoon she had not reached a floating light
        stationed about fifteen miles from Liverpool. Arrived off the light,
        the sea was so rough that many of the passengers were greatly
        alarmed, and one, who had his wife, five children, and servant on
        board, went down to the captain and begged him to put back. The
        captain answered, with an oath, that he thought there was
        <span class="tei tei-q">“a deal of fear on board, and very little
        danger.”</span> The whole family was among the lost. The vessel
        drifted out of her course, and proceeded so slowly that the alarm on
        board became general.</p><a name="illo_336.jpg" id="illo_336.jpg"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_336.jpg" alt="WRECK OF THE “ROTHSAY CASTLE.”"
          title="WRECK OF THE “ROTHSAY CASTLE.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            WRECK OF THE <span class="tei tei-q" style=
            "text-align: center">“ROTHSAY CASTLE.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the
        survivors stated that the leakage was so great that the fireman found
        it impossible to keep the fires up, two being actually extinguished,
        while the coals were so wet that it was with difficulty the others
        were kept in. Yet there were no attempts made to sound the well or
        ascertain what water was in the vessel. It was near twelve o’clock
        when they arrived at the mouth of the Menai Strait, about five miles
        from Beaumaris, and here her steam suddenly got so low that she
        drifted with the tide and wind towards the Dutchman’s Bank, on the
        spit of which she struck. Now came a time of awe and consternation.
        The crowded boat rolled in a frightful manner, and the worst fears of
        the passengers seemed to be on the point of realisation. The seas
        broke over her on either side. The engine had previously stopped for
        about ten minutes, the coals being covered in water, and the pumps
        were choked. On her striking, the captain said, <span class=
        "tei tei-q">“It is only sand, and she will soon float.”</span> Only
        sand! More vessels have been lost on sands than ever were on rocks.
        In the meantime he and some of the <a name="corr298" id="corr298"
        class="tei tei-anchor"></a><span class=
        "tei tei-corr">passengers</span> got the jib up. No doubt he did this
        intending to wear her round, and bring her head to the southward, but
        it did not, it proved, make the least difference which way her head
        was turned, as she was on a lee shore, and there was no steam to work
        her off. The captain also ordered the passengers first to run aft, in
        the hope, by removing the pressure from the vessel’s bow, to make her
        float.<a id="noteref_97" name="noteref_97" href=
        "#note_97"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">97</span></span></a>
        <span class="tei tei-pb" id="page299">[pg 299]</span><a name="Pg299"
        id="Pg299" class="tei tei-anchor"></a>This failing to produce the
        desired effect, he then ordered them to run forward. But all these
        exertions were unavailing; the ill-fated vessel stuck still faster in
        the sands, and all gave themselves up for lost. The terror of the
        passengers became excessive. Several of them urged the captain to
        make some signal of distress, which he is said to have refused to do,
        telling the passengers that there was no danger, and that the packet
        was afloat, and <span class="tei tei-hi"><span style=
        "font-style: italic">on her way</span></span>, knowing well that she
        was irretrievably stuck in the treacherous sands, and that she was
        rapidly filling from her leaks. The unfortunate man was fully aware
        of the imminent danger they were in, and we may charitably suppose
        that he made such statements to prevent a panic. The great bell was
        now rung, with so much violence that the tongue broke, and some of
        the passengers continued to strike it for some time with a stone. The
        bell was heard at Beaumaris, for the night was clear, with strong
        wind; but it was not known from whence the sound came, and no trouble
        appears to have been taken. The tide began to set in with great
        strength, and a heavy sea beat over the bank on which the
        steam-packet was firmly and immovably fixed. It was the duty of the
        captain now to make every possible exertion, by signals, to procure
        assistance from shore. It is said that if a light had been shown on
        board the unlucky steamer, the boats from upwards of twenty vessels
        lying at Bangor would undoubtedly have saved the larger part of the
        unfortunate passengers. The masts should have been cut away, not
        merely to ease the vessel, but to afford some chance to the poor
        people. At Penmaen Point an establishment of pilots had been fixed by
        Lord Bulkeley, for the express purpose of rendering assistance in
        such cases. <span class="tei tei-q">“The world,”</span> says Lieut.
        Morrison, <span class="tei tei-q">“will hardly credit the astonishing
        fact that their establishment is within little more than a mile and a
        half from the scene of wretchedness, and that, the wind being fair,
        the boats from thence could have reached the spot in about ten
        minutes. A single blue light burned, a single rocket fired, or even a
        solitary musket discharged, would have ensured this happy
        result.”</span> The evidence showed that there was nothing of the
        kind. Probably no sea-going steamer, carrying 150 passengers, was
        ever left so utterly unprovided with proper appliances.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The scene that now
        presented itself baffles description. A horrible death seemed to be
        the doom of all on board, and the females in particular uttered the
        most piercing shrieks. Some locked themselves in each other’s arms,
        while others, losing all self-command, tore off their bonnets, caps,
        and other portions of clothing, in wild despair. The women and
        children gathered in a knot together, and kept embracing each other,
        uttering all the while the most dismal lamentations. <span class=
        "tei tei-q">“When tired with crying,”</span> says Morrison,
        <span class="tei tei-q">“they lay against each other, with their
        heads reclined, like inanimate bodies. It was a few minutes before
        that a Liverpool Branch pilot on board, William Jones, became aware
        in all its extent of their dreadful situation. He is reported to have
        exclaimed, <span class="tei tei-q">‘We are all lost!’</span> which
        threw down whatever hopes any on board had till now entertained, and
        induced them to give themselves up to bitter despair. This was sadly
        imprudent, and little like the conduct I should have expected from
        such a man. He ought to have set an example of preparing something in
        the nature of a raft, to save what lives could be saved; and as
        <span class="tei tei-pb" id="page300">[pg 300]</span><a name="Pg300"
        id="Pg300" class="tei tei-anchor"></a>he must have known that it was
        low water, and the whole of the Dutchman’s Bank was dry within a few
        yards of them, and the tide just setting on to it, there can be no
        reason to doubt that he might have been by this means instrumental in
        saving many of the unhappy victims as well as
        himself.”</span></p><a name="illo_341.jpg" id="illo_341.jpg" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_341.jpg" alt="THE MENAI STRAITS" title=
          "THE MENAI STRAITS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE MENAI STRAITS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">One of the
        survivors stated that after the vessel had struck several times his
        wife and some friends came to him, and asked if he thought they must
        be lost. <span class="tei tei-q">“I thought,”</span> said he,
        <span class="tei tei-q">“we should, and they proposed going to prayer
        for the short time we had to live. We all went to prayer, myself and
        wife in particular, and when we got from our knees I saw four men
        getting upon the mast, and beginning to fasten themselves to it. I
        told my wife I would look out for a better situation for us. I took
        her towards the windlass, and began to fasten a rope to the frame
        where the bell hung; and when I had got the rope made fast, and
        looked back for my wife, she had again joined our friends near to the
        place at which we kneeled down. A great wave almost took me
        overboard, but I held by the rope; then came a second and a third
        wave before I could see my wife again; and when I looked—they were
        all gone.<a id="noteref_98" name="noteref_98" href=
        "#note_98"><span class="tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">98</span></span></a></span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I then prepared to die myself in the place I was at, and
        remained in that situation <span class="tei tei-pb" id="page301">[pg
        301]</span><a name="Pg301" id="Pg301" class="tei tei-anchor"></a>till
        daylight, at which time about fifty people remained on board. As the
        waves came the people kept decreasing, until all were gone except
        myself. I remained on the wreck until I saw a boat coming, which took
        me on board, and also rescued those on the mast, and afterwards
        others. We were then taken to Beaumaris, and treated with the
        greatest hospitality and kindness.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Another survivor,
        after detailing the facts preliminary to the disaster, said:
        <span class="tei tei-q">“The waves broke heavily on the vessel; the
        chimney became loose, and first reeled to leeward, then to windward,
        and tumbled over with a great crash. The mainmast then went
        overboard, and remained hanging to the vessel by the rigging. The
        captain still assured us we should be saved, and that assistance
        would shortly arrive. I requested him to fire a gun; he said he had
        none on board. A small bell was then rung, but its noise would
        probably be lost in the roar of the wind and waves. Some of the
        passengers asked the captain to hoist a light; he said he had none;
        but we knew he had a lantern, for one of the crew took it round when
        he collected the checks, about half an hour before the vessel struck.
        The confusion occasioned by the falling of the chimney and the mast,
        together with the cries and shrieks of the women and children, defies
        description. Men were seen taking leave of their wives; wives were
        clinging to their husbands; and persons were running about in all
        directions, uttering the most piteous and heartrending cries. From
        the weight of the chimney, the vessel continued lying to windward,
        and very soon after the mast went the weather boards gave way; and as
        the waves then swept the deck the passengers stationed themselves on
        those parts of the vessel which lay highest. Several climbed up the
        mast which was left standing; others got on the poop. The weather
        boards on the leeward side were then washed away, taking with them
        more than thirty people, who were clinging to them. The cries were
        now more dreadful than before, every succeeding wave sweeping numbers
        from the wreck. I took a situation beside one of the paddle-boxes,
        and whilst there a young man came to me with a large drum, and said
        it would save both of us, if I held on one side and he on the other.
        Some females came and clung round us, but the young man stuck to the
        drum, and told them to get hold of the first piece of timber they
        could.... Of what further happened I have but a confused
        recollection, and it appears to me like the traces of a horrible
        dream. It seemed as if I had been in the water many days, when I
        heard the welcome sound of a human voice shout <span class=
        "tei tei-q">‘Holloa!’</span> to which I also shouted <span class=
        "tei tei-q">‘Holloa!’</span> Soon after I was lifted out of the
        water, and placed in a boat belonging to R. Williamson, Esq., who,
        when he was informed of the calamity which had befallen us, manned
        two boats, and came out to pick up the sufferers. On being taken up I
        asked my deliverers when it would be daylight, and they told me it
        was broad day—it was about ten o’clock in the forenoon. I was stone
        blind. Mr. Williamson and the boat’s crew were most kind to me. I was
        kept on board until I was sufficiently restored to meet my sister and
        the other survivors at Beaumaris. I cannot omit to express my most
        grateful thanks to my deliverers and benefactors. Their noble
        humanity has left an impression on my heart which will never be
        effaced but with my existence.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Amidst these almost overwhelming distresses,”</span>
        says the Rev. Mr. Stewart, in one of his letters to a friend,
        <span class="tei tei-q">“involving in one general calamity men,
        women, children, and even tender infants, it is a rest to the heart
        to turn for a moment to some special marks <span class="tei tei-pb"
        id="page302">[pg 302]</span><a name="Pg302" id="Pg302" class=
        "tei tei-anchor"></a>of divine mercy. I am sure, my very dear friend,
        the following incident, related to me by the father of the boy, will
        deeply affect you. He was near the helm with his child, grasping his
        hand, till the waves, rolling over the quarter-deck, and taking with
        them several persons who were standing near them, it was no longer
        safe to remain there. The father took his child in his hands and ran
        towards the shrouds, but the boy could not mount with him. He cried
        out, therefore, <span class="tei tei-q">‘Father! father! do not leave
        me!’</span> But finding that his son could not climb with him, and
        that his own life was in danger, he withdrew his hand. When the
        morning came, the father was conveyed on shore with some other
        passengers who were preserved, and as he was landing he said within
        himself, <span class="tei tei-q">‘How can I see my wife without
        having our boy with me?’</span> When, however, the child’s earthly
        parent let go his hand his Heavenly Father did not leave him. He was
        washed off the deck, but happily clung to a part of the wreck on
        which some others of the passengers were floating. With them he was
        almost miraculously preserved. When he was landing, not knowing of
        his father’s safety, he said, <span class="tei tei-q">‘It is of no
        use to take me on shore now I have lost my father.’</span> He was,
        however, carried, much exhausted, to the same house where his father
        had been sent, and actually placed in the same bed, unknown to
        either, till they were clasped in each other’s arms.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Among the victims
        was that of a lady entirely <span class="tei tei-hi"><span style=
        "font-style: italic">unknown</span></span>. The body of this poor
        creature had been picked up near Conway, and it was evident that she
        had been one of fortune’s favourites, though destined to a death so
        cruel. She was elegantly and fashionably attired, wearing rich
        earrings, gold chain and locket, three valuable rings in addition to
        her wedding-ring, and so forth. In a day or two she was buried in a
        common deal shell, and followed to a nameless grave by strangers.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It appears, by the
        pilot’s statement, that early in the afternoon he had been invited by
        the steward to take some refreshment with him, and in the course of
        conversation a very strong opinion was given by the steward that
        Captain Atkinson never <span class="tei tei-hi"><span style=
        "font-style: italic">intended</span></span> to reach Beaumaris, and
        that the voyage he was now making would be his last. By the
        expression <span class="tei tei-q">“intended”</span> he explained was
        meant <span class="tei tei-hi"><span style=
        "font-style: italic">expected</span></span>, and the result proved
        the opinion to be too fatally correct. Tired by what he had gone
        through before entering the packet, the pilot lay down in the
        forecastle to sleep. He was aroused by a sensation beyond all others
        most dreadful—he felt the vessel strike, and his experience told him
        all was over. Hastily rushing upon deck, his courage and coolness
        were for a moment quite overcome. <span class="tei tei-q">“I
        saw,”</span> said he, <span class="tei tei-q">“the quality huddled
        together in the waist of the vessel; and the praying and crying was
        the most dreadful sight to witness. The waves broke over on both
        sides, and took away numbers at once. They went like flights,
        sometimes many, sometimes few; at last the bulwark went, and none
        were left.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The vessel had
        scarcely struck when the two stays of the chimney broke. These, after
        many ineffectual efforts, were again made fast; but they soon gave
        way a second time, and the chimney fell across the deck, bringing the
        mainmast with it. The mast, it is stated, fell aft along the lee or
        larboard side of the quarter deck, and struck overboard some of the
        unfortunate creatures who had there collected. The steward of the
        vessel and his wife lashed themselves to the mast, determined to
        spend their last moments in each other’s arms. Several husbands and
        wives seem to have met their fate together, whilst <span class=
        "tei tei-pb" id="page303">[pg 303]</span><a name="Pg303" id="Pg303"
        class="tei tei-anchor"></a>parents clung to their little ones.
        Several mothers, it is said, perished with their little ones clasped
        in their arms. The carpenter and his wife were seen embracing each
        other and their child in the extreme of agony. The poor woman asked a
        young man, Henry Hammond, to pull her cloak over her shoulders, when
        a tremendous wave came and washed off, in a moment, twelve persons,
        and her among them.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Soon after the
        crash the captain’s voice was heard for the last time. He and the
        mate appear to have been the very first that perished, and the
        conclusion is that they must have been dragged overboard by the wreck
        of the mainmast. It is true that an absurd report was spread in
        Beaumaris that both captain and mate reached land safely in the boat,
        part of which was found on shore early in the morning. This is
        unlikely; but it is quite possible many lives might have been saved
        in the boat, <span class="tei tei-hi"><span style=
        "font-style: italic">if she had been provided with
        oars</span></span>. The absence of these, however, shows in a glaring
        manner the utter recklessness of human life which marked the whole
        affair. It was stated by Mr. Henry Hammond, ship-carver, of
        Liverpool, one of the persons saved, that it was not true that a
        party of the passengers got into the boat soon after the vessel
        struck, and were immediately swamped. The statement he gave was that
        the boat was hanging by the davits over the stern, nearly filled with
        water in consequence of the spray; when the vessel struck, he and the
        wife and child of the carpenter got into the boat, but left it again,
        being ordered out by the mate, who told them it was of no use, as no
        boat could live in such a sea. The boat soon after broke adrift and
        was lost, but there was no person in her.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“For above a mile and a half to the spit-buoy in the
        Friar’s Road,”</span> says Morrison, <span class="tei tei-q">“the
        sand is dry at half ebb, and as the Dutchman’s Bank is dry at low
        water, I have no hesitation in affirming that there was dry land
        within half a mile of the wreck when she struck; and that if they had
        <span class="tei tei-hi"><span style="font-style: italic">been
        informed</span></span> of the fact, many of them on board might have
        swam or been drifted over the Swash, and within two hundred yards of
        the vessel would have found themselves in not more than three or four
        feet of water.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The Swash is very
        few feet wide, and was easily passed by one individual, who, being a
        resident in Bangor, knew the locality, and escaped, according to Mr.
        Whittaker’s narrative, who states as follows:—<span class=
        "tei tei-q">“At this time a gentleman from Bangor left the vessel,
        with a small barrel tied beneath his chin, and an umbrella in his
        hand, which he unfurled when he got into the water, in the hope of
        being drifted ashore in time to send some aid to his
        fellow-sufferers.”</span> This was Mr. Jones of Bangor. Now, if Mr.
        Jones, the pilot, or the captain or mate, or any other person on
        board, who knew of the vicinity of the dry sand, on which people walk
        at low water, had explained to the persons who could swim the state
        of the case, many others might have been saved as well as Mr.
        Jones.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A Mr. Tarry, who
        was exceedingly apprehensive during the passage, kept his wife and
        children in the cabin; on the vessel striking he made immediate
        inquiries respecting their probable fate; and Jones, the pilot,
        having indiscreetly said that there was no hope of safety, he became
        at once calm, and said in a tone of resignation, <span class=
        "tei tei-q">“I brought out my family, and to return without them
        would be worse than death; I’ll, therefore, die with them.”</span> He
        then went down into the cabin and embraced his wife and children. It
        would appear that they afterwards, impelled by a sense of
        self-preservation, <span class="tei tei-pb" id="page304">[pg
        304]</span><a name="Pg304" id="Pg304" class="tei tei-anchor"></a>came
        on deck; one at least of his little girls was seen afterwards in a
        state of pitiable helplessness. Mr. Duckworth, of Bury, who survived
        the catastrophe, says that while sustaining his wife he saw her on
        the quarter-deck. She was about ten years old. Each wave that broke
        down on one side of the vessel hurled her along with impetuous force,
        and dashed her against the gunwale on the other side; and then it
        would recede, and draw her back again, a ready victim for another
        similar shock. The poor innocent, bruised and half choked with the
        waves, sent forth the most piteous cries for her father and mother
        between each rush of the waters. Her shrieks were piercing beyond
        description, and she screamed <span class="tei tei-q">“Oh! won’t you
        come to me, father? Oh, mamma!”</span> &amp;c., till the narrator
        says his heart yearned to save her; and though he dared not quit his
        wife, he called to a fellow-passenger to make the effort; but he
        believes she was washed away soon afterwards.</p><a name=
        "illo_346.jpg" id="illo_346.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_346.jpg" alt="SAVED AT LAST" title=
          "SAVED AT LAST." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            SAVED AT LAST.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“A schooner, belonging to a nephew of Alderman Wright,
        was lying off Beaumaris Green; the persons on board heard the bell
        ring in the <span class="tei tei-name"><span style=
        "font-style: italic">Rothsay Castle</span></span>, but in consequence
        of no light being displayed, which the captain refused to allow, they
        could not tell in what direction to go to render assistance. They
        eventually saved several persons who had been seven hours in the
        water. Such was the state of anxiety of the poor creatures, who had
        been so long hanging to the wreck, that they imagined, when taken up
        at seven o’clock in the morning, that it was
        noon.”</span></p><a name="illo_348.png" id="illo_348.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_348.png" alt="BEAUMARIS" title=
          "BEAUMARIS." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            BEAUMARIS.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Lieutenant
        Morrison speaks highly of the humanity and honesty of the Welshmen of
        the coast on which the unfortunate vessel was wrecked, and contrasts
        their conduct with that of the people of certain other places. He
        remembered, in the year 1816, witnessing the wreck of a vessel near
        Appledore, in the Bay of Barnstaple, when the country people came
        down in crowds to plunder the wreck, and they drove the poor seamen
        back into the surf when they attempted to rescue a part of their
        property. In the winter of 1827 he recalled the case of a crowd
        surrounding the mate of a Welsh sloop wrecked on the coast of
        Waterford, whom they knocked down and robbed of a small bundle of
        clothes, all that he had saved from the wreck.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The wreck about to
        be described occurred in January, 1838, and has been recorded in a
        graphic though somewhat verbose pamphlet,<a id="noteref_99" name=
        "noteref_99" href="#note_99"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">99</span></span></a> which it
        is very unlikely has reached the eyes of many of our readers. It has
        often struck the writer that the most fascinating and interesting
        descriptions of wrecks have not been written by sailors, and there is
        a sufficient reason for this. Many of the episodes which strike a
        landsman forcibly, and add greatly to the picturesque <span class=
        "tei tei-hi"><span style="font-style: italic">ensemble</span></span>
        of his narration, are taken by the seaman as mere matters of course.
        Several of the more detailed and interesting narratives already given
        have been taken from accounts recorded by the members of other
        professions, clergymen and military men more particularly. The
        present account is compiled from the narrative furnished by a medical
        man.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The <span class=
        "tei tei-name"><span style=
        "font-style: italic">Killarney</span></span> sailed from Cork on the
        19th January of the above year, with about fifty on board, passengers
        and crew. The weather was very severe, the wind blowing hard from the
        east, accompanied by snow and hail squalls; and the captain, after
        vainly endeavouring to make headway, turned the vessel round and
        returned to Cove Harbour. The weather <span class="tei tei-pb" id=
        "page305">[pg 305]</span><a name="Pg305" id="Pg305" class=
        "tei tei-anchor"></a>moderating, the <span class=
        "tei tei-name"><span style=
        "font-style: italic">Killarney</span></span> again got under weigh
        for her port of destination, Bristol. Again a storm rose, and the
        mist became so dense that they could scarcely see the vessel’s length
        ahead of them. During the night 150 pigs—about a fourth of the number
        on the vessel—were washed overboard; the cabin was a wreck of
        furniture and crockery; and Dr. Spolasco’s gig had been forced from
        its lashings, broken up, and partly washed away. The engine stopped
        for some time, and the vessel lay to, the captain not knowing his
        position. A suspicious circumstance, showing that the men were
        disheartened and greatly fatigued, was that they came down to the
        cabin and asked for bottles of porter, &amp;c.—a most unusual
        request, of course. Lieut. Nicolay, a military passenger, remarked,
        <span class="tei tei-q">“I don’t like to see these men getting porter
        in this way; I was once at sea in great danger, and the sailors
        through desperation commenced to drink.”</span> If the sailors were
        doubtful of the vessel’s safety, there can be little wonder that the
        passengers generally were in a state of grave alarm. Baron Spolasco
        had his boy, a helpless child of nine years of age, on board, and
        between his care, giving advice to passengers, and setting the leg of
        the under-steward, who had broken it in a violent fall caused by the
        lurching of the ship, he had enough to do. At noon of Saturday it was
        whispered that the captain intended to try for land, but no one on
        board appeared to know whether they were twenty or fifty miles from
        it. The weather increased in severity.</p><span class="tei tei-pb"
        id="page306">[pg 306]</span><a name="Pg306" id="Pg306" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In these trying
        moments, the captain, mate, and crew, endeavoured to perform their
        duties, and used every exertion in their power to weather the
        dreadful storm; but the water gained incessantly on the pumps, and
        the vessel continued to fill, and, being almost on her broadside, the
        deck was nearly perpendicular. The sea broke over her continually,
        and the passengers crawled about on hands and knees. Spolasco
        inquired of M‘Arthur, the chief engineer, entreating him to let him
        know how the water stood in the engine-room. He seemed much
        exhausted, and said, <span class="tei tei-q">“We’re getting the water
        down to the plates of the engines; the fires are re-kindled, and
        we’ll soon have steam on.”</span> For a time this was successfully
        done.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Lieut. Nicolay was
        the first to announce <span class="tei tei-q">“Land at last!”</span>
        to the passengers, and all hearts beat with joy at the welcome news.
        But they were greatly puzzled, and indeed mortified, that they were
        unable to ascertain what land it was. Some said that it was Poor
        Head, others that it was Kinsale, and others that it was Youghal, and
        others again that it was Cork Harbour. But the vessel was now utterly
        unmanageable.</p><a name="illo_351.png" id="illo_351.png" class=
        "tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_351.png" alt="ENTRANCE TO CORK HARBOUR"
          title="ENTRANCE TO CORK HARBOUR." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            ENTRANCE TO CORK HARBOUR.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The captain again
        did his best to re-make Cork Harbour, but it was out of his power,
        the sails having been blown to ribbons, and the fires put out owing
        to the repeated shipping of the seas. The engines went on pretty well
        when they commenced working a second time, but they shortly became
        less and less powerful from the cause just assigned. About three
        o’clock in the afternoon she had drifted near some rocks, the vessel
        being then nearly on her beam ends. It was all that the passengers or
        crew could do to hold on the bulwarks or ropes, and from the terror
        depicted on every countenance it was evident that the crisis was at
        hand. The vessel struck, and a simultaneous thrill of horror passed
        through every breast. Two gentlemen were, it was believed, washed
        overboard at this time.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A heavy sea then
        struck abaft the paddle-box, carrying off all before it. The doctor
        descried poor Nicolay on the top of a wave, like a mountain over
        them, as it were riding on, and buffeting in vain with his gigantic
        enemy. An awful and terrific scene was witnessed while grasping his
        child and the companion. <span class="tei tei-q">“I believe,”</span>
        says he, <span class="tei tei-q">“it was the same sea, or one
        instantaneously succeeding it, that struck the companion, and carried
        me and my dear little charge across the deck. Had it not been for the
        remnant of the bulwarks, viz., two uprights, across which a deck-form
        was forced, which proved the simple means of saving our lives at that
        period—were it not for this circumstance, my child and myself must
        have perished with Nicolay and others. Several fragments of
        deck-rigging fell upon us—such as ropes, spars, splinters, &amp;c.;
        and it was with the utmost difficulty that I was enabled to extricate
        myself and child from them, in doing which I lost a shoe. It is
        worthy of remark that I had not worn shoes for more than six months
        before, having put them on that morning, considering that they would
        contribute to my ease while on board. My little boy also lost a shoe
        and cap owing to this circumstance. I now ought to remark, before I
        proceed further with this painful narrative, that immediately, or
        rather before, the engines stopped the second time from the vessel
        filling with water, the engineers and firemen came upon deck, from
        the impossibility of their remaining any longer below, the steam
        gradually going down, and the engines consequently decreasing in
        power till they came to a stand. All further efforts on their part
        being unavailing, and destruction being inevitable, all rushed upon
        deck, leaving the engines in order to save their
        lives.”</span></p><span class="tei tei-pb" id="page307">[pg
        307]</span><a name="Pg307" id="Pg307" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Matters for some
        time continuing thus, the sailors and some of the deck passengers
        exerted themselves, and were engaged in endeavouring with buckets to
        lighten the vessel of some of the water in the hold; and, after
        several hours’ hard work, they so far succeeded (the pumps all the
        while kept going) as to be able early on Saturday afternoon to get up
        steam again.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">A passenger
        pointed out a bay, which he said was Roberts’ Cove, and recommended
        the captain to run the vessel in there, as there was a boat harbour
        in it, and beach her. The captain said that he did not think there
        was a harbour there—that, at all events, it would be impossible to
        make it. The vessel was all this time drifting nearer the rock on
        which she ultimately struck; and in about an hour after the passenger
        had given the recommendation alluded to, the captain got the vessel
        round, and endeavoured to make Roberts’ Cove. Just as he had got her
        before the wind, however, she was pooped by a tremendous sea, which
        carried away the taffrail, staunchions, the wheel (and two men who
        worked it), the companion, the binnacle, and the breakwater. The two
        steersmen fortunately caught part of the rigging, and were saved; but
        the sea which did the damage carried away the bulwarks, with some of
        the steerage passengers, who were standing near the funnel, and
        cleared the deck of all the pigs that were on it.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In consequence of
        all the hands having endeavoured to save themselves, the vessel was
        left to herself, and continued to strike piecemeal on several minor
        rocks, as she was driven before the fury of the waves over them with
        a clap—a crash resembling thunder—carrying off at each stroke one or
        more human beings, together with some portion of deck, deck
        furniture, deck trimmings, rigging, &amp;c. To hear the wrenching of
        the vessel, now between the roaring billows and the rock, together
        with the cries of the sufferers, was soul-piercing in the
        extreme.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It was absurd to
        think, even for a moment, of lowering the quarter-boats, the tempest
        raged so furiously. Previously to the vessel striking on the rock
        which rent her asunder, and upon which she went to pieces, passengers
        and seamen all ran up for self-preservation on the quarter-deck. A
        terrible rush was then made for this, their last resource; and
        catching his child, Doctor Spolasco held him in his arms, and he
        clung close round his neck with all the strength of his little
        embrace, looking imploringly in his face for protection, and, as if
        foreseeing his fate, said, <span class="tei tei-q">“Papa, kiss me!
        Papa, kiss me! We are all lost!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The last moment
        approached. The crisis was at hand. Struggling on with his beloved
        charge, the doctor sprang forward with him, clasping him closely to
        his breast, and, creeping on his hand and knees, dragged his child
        along under one arm, while he held by the fragments of the bulwarks,
        shifting his hand from splinter to splinter, until he slowly and
        gradually reached the stern, the heavens lowering, the tempest
        raging, and the billows washing over them, drenched to the skin, and
        every instant gasping for breath, the waves suffocating them, the
        billows every instant beating against them.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Some time
        previously to this both passengers and crew knew not how to act or
        what to attempt to secure their safety, such was the distraction of
        their minds. The direction of the vessel was no longer thought of or
        attended to; each individual holding on by anything that he could
        possibly grasp for temporary safety with one hand, while he was seen
        <span class="tei tei-pb" id="page308">[pg 308]</span><a name="Pg308"
        id="Pg308" class="tei tei-anchor"></a>pulling off his clothes with
        the other, in readiness to be freed from the encumbrance of them,
        that he might be enabled to make a last, a desperate effort to swim
        ashore.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">This was indeed a
        struggle for life and death, but bordering so nearly on the latter;
        some dressing again, and again undressing; again hesitating, frantic
        and desperate, till not another moment was left for deliberation.
        Crash! crash! crash! came in awful quick succession, mingled with the
        piteous, the soul-harrowing cries, <span class="tei tei-q">“For
        pity’s sake, help! help! help!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">More than half an
        hour previously to the vessel’s striking on that Saturday, between
        three and four in the afternoon, although instantly expecting to go
        down, ten or twelve persons were seen on the neighbouring mountainous
        promontory, and it afforded them some glimmering of satisfaction—some
        faint ray of hope that they would not perish in sight of land. They
        were observed as early as three o’clock on Saturday, but no efforts
        were made to rescue them till long after. A part of them gained the
        rock on which the vessel struck previously to the night’s setting in,
        where they remained all Sunday and part of Monday, wet, cold, and
        nearly starved.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I desired my child,”</span> says Spolasco, <span class=
        "tei tei-q">“as he loved me, to cling close, while I went to render
        assistance to others, who were loudly imploring for aid. The darling
        child, who was evidently sick and exhausted, obeyed; and I, alas!
        trusted to his puny strength to hold on.</span></p><span class=
        "tei tei-pb" id="page309">[pg 309]</span><a name="Pg309" id="Pg309"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I sat for a moment on the rock, kissing him, till I
        looked round and reflected on the awful scene before me, and beheld
        (with what emotion I leave you to guess) the dreadful destruction
        which was going on.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Previously to my jumping on the rock I observed Mrs.
        Lawe on the quarter-deck on her knees, frantic, without her cap, her
        hair dishevelled all around her shoulders, in dreadful anguish,
        striking the deck with one hand, while she held on with the other.
        Mr. Lawe, her husband, was at this time drowned.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“About this period the midships of the vessel were thrown
        by the terrific sea and raging storm into a position favourable for
        those yet on board to make their escape upon the rock; thus it was
        with comparative ease the surviving remnant on board now forsook the
        vessel.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In short, if the sufferers could have anticipated and
        waited for this opportunity, the lives of many who were lost might
        have been saved. They would, at least, have been fortunate enough to
        have reached the rock, and would have had the same chance of
        existence as others, provided their constitution were sufficiently
        strong to bear the dreadful privations that there awaited
        them.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I stretched forth my hand and assisted several as they
        approached, taking hold of the first that presented, making, of
        course, no distinction of persons, and continued to act thus till I
        saw a female in the last gasp, still holding by the rock after the
        receding of a wave—it was Mrs. Lawe. Then, with all the force I could
        command, I dragged her forwards one or two paces. She was, indeed,
        poor good lady! in the last stage of exhaustion, and fell on my arm,
        and her weight caused me to slip, by which we were both precipitated
        towards a frightful chasm; but luckily I again seized the rock ere
        the wave retired, or we might both have been swept away, and I held
        fast by one hand, while with the other I supported the lady, during
        which two or three waves washed over us. Neither she nor I could
        breathe.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“I collected all my remaining strength for this the last
        effort I was equal to in order to save her, and folding her in my
        arms, I crept up the rock quite above the surge, where the spray only
        could reach us.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“She was speechless, but sufficiently sensible to
        acknowledge my attention with looks of fervent gratitude. I then left
        her, anxious to return to my child. But judge of my sensations—I
        found him not! He, alas! was gone! I could not tell where, or what
        had become of him.”</span> The poor boy had been drowned, and no
        traces of him were ever discovered.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Their sufferings
        on the rock are well described:—<span class="tei tei-q">“To such
        dreadful shifts were we driven that during the night I was obliged to
        hold on with one hand, while with the other I grasped the hand of a
        fellow-sufferer, in order that each might receive some portion of
        vital heat; this we did alternately with right and left hand. But we
        were all so depressed in spirits and suffering so grievously from the
        cold and the rain as the night advanced, that we did little else than
        turn our thoughts to the Most High, and calmly await the approach of
        day, and with it some hope of relief. My face, nose, and particularly
        the inside of my mouth, were dreadfully mangled, and my teeth
        loosened, being so repeatedly forced by the billows against the rock
        to which I was clinging. In short, I think no human endurance
        equalled ours; for towards morning, when my fingers became so
        benumbed from wet and cold that I lost the use of them, and I found
        that it was impossible to hold on longer, I twice felt resigned to
        <span class="tei tei-pb" id="page310">[pg 310]</span><a name="Pg310"
        id="Pg310" class="tei tei-anchor"></a>commit myself to the deep, and
        was on the point of doing so, invoking Heaven to receive my
        spirit.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The very lacerated state of my nose, mouth, and
        feet,”</span> says the doctor, <span class="tei tei-q">“when I was
        borne from the rock, were indicative of the sufferings I had endured.
        Poor M‘Arthur seemed either quite regardless of, or insensible to, my
        repeated warnings of his danger. He at last put his hands into the
        pockets of his trousers, in spite of my remonstrances to the
        contrary. The point of the rock on which he stood affording him a
        better foothold, or standing, than mine, and that portion of the rock
        immediately before him not being so perpendicular as that before me,
        allowed him to bend forward. This last advantage, coupled with that
        of his better footing and his being overpowered with sleep, induced
        him to be so careless of his safety. But almost instantly a fearful
        and tremendous sea struck the rock just below the slight shelves or
        openings which supported our toes, and immediately rebounded over us
        many feet in height; then breaking and falling with great force on
        our heads, it had the effect of hurling off on the instant poor
        M‘Arthur. O gracious God, I never can be sufficiently grateful for
        Thy bountiful goodness and singular preservation in protecting me
        through so many imminent perils, so many hair-breadth escapes! For of
        all the passengers with whom I dined on Friday in the steamer
        <span class="tei tei-name"><span style=
        "font-style: italic">Killarney</span></span> I am the only survivor!
        The cook who prepared the dinner, and the steward, steward’s brother,
        and the stewardess that served it, are all in eternity!”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It was not till
        about ten o’clock on the morning of Sunday that the poor sufferers on
        the rock endeavoured to change their positions, which was a matter of
        some difficulty. One of the passengers, during the early part of the
        night, having been unable to attain a position as comfortable as that
        of some of the rest, had hung on to Dr. Spolasco’s legs, in order to
        save himself from dropping into the sea. Later a heavy wave struck
        him; he relinquished his hold, and was swept into the sea never to
        rise again. <span class="tei tei-q">“On gaining the summit,”</span>
        says the doctor, <span class="tei tei-q">“I perceived with horror
        that many had disappeared during the night, and among them the lady
        whom I had rescued at the loss, I may indeed fairly say, of my dear
        boy.”</span> There was a general hope among the survivors that they
        would be rescued early that morning (Sunday), and their
        disappointment that no effort was made to save them was great indeed.
        They saw at an early hour hundreds of peasants on the beach and
        cliff, some of them busily engaged at the wreckage or in bearing away
        parts of the pigs which had formed part of the cargo, but all intent
        upon gain. Not the slightest effort was made for the poor wretches on
        the rock, although Spolasco at intervals waved his purse in one hand
        and his cap in another in order to induce the peasantry to afford
        assistance.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The doctor
        endeavoured by signs to indicate that a raft could be easily
        constructed from the wreckage, and that the drift of the current
        would bring it to the rock, but he was not understood. Again their
        hopes fell to zero. Poor M‘Arthur, the engineer, who had been nearly
        drowned before, had managed to struggle to a higher position on the
        rock, but he died from exhaustion early on Monday morning. Some time
        after, two men, and a little later two boys, fell headlong into the
        sea, being nearly dead from starvation and exposure. Of twenty-five
        who got safely on the rock, thirteen died before they could be
        rescued; and yet it was so near the coast that those mounting the
        <span class="tei tei-pb" id="page311">[pg 311]</span><a name="Pg311"
        id="Pg311" class="tei tei-anchor"></a>nearest cliff had to bend over
        its edge to see it. Meantime the storm beat on violently, and no boat
        could have approached the rock. Sea-weed and salt water was all the
        food (!) they could get from dinner hour on board the steamer on
        Friday, about five o’clock, till Monday afternoon. All this within
        almost a stone’s throw of land!</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“To return,”</span> says the narrator, <span class=
        "tei tei-q">“to Sunday. I have in a previous page stated that during
        the whole of the morning of that day, indeed up to the afternoon, all
        we saw was a crowd of peasants on the beach, each carrying his or her
        burden from the spoils of the wreck of the steamer <span class=
        "tei tei-name"><span style=
        "font-style: italic">Killarney</span></span>; and on the cliff above
        us, numbers—altogether amounting to some hundreds. It was in vain we
        looked for some respectable person among them who would be likely to
        tender us the desired assistance, till ... we hailed the presence of
        a respectable gentleman, by whose kind gestures we could understand
        (for it was impossible to hear his voice) that we yet should be
        saved. After waving his hat, and doing all in his power to cheer us,
        he retired, and ascended the lofty cliff, and in a reasonable time
        afterwards again returned, with several other gentlemen.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Several descended with him to the edge of the
        precipice—a dangerous declivity—bringing with them ropes, slings,
        &amp;c., and indeed every other requisite that the short period of
        their absence allowed them to procure, or whatever appeared to them
        necessary for the object they had in view. Having arrived at the
        brink of the precipice, somewhat in a direct line (though still above
        us) with the rock upon which we were—the distance I would compute to
        be from a hundred and fifty to two hundred feet—they commenced
        throwing stones to which were attached small lines, several in their
        turn; one having failed, another tried, and so on, till they were
        sufficiently convinced that all such efforts were altogether
        fruitless—the strongest of them not being able to pitch such stone
        more than half way towards us.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Some one then suggested the propriety of trying slings,
        which they immediately prepared—in turn taking off their cloaks,
        coats, &amp;c., having first tied round their waist a strong rope as
        a prudent precaution of security for their safety in making the bold
        attempt, viz., of slinging a stone, having attached to it a line, to
        us unfortunate expectants upon the rock. These efforts, too, like the
        former, were attended with want of success.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Mr. John Galwey, with whom was Mr. Edward Hull and other
        gentlemen, apparently in a most perilous position confronting us,
        formed a footing with crowbars, &amp;c. Mr. Galwey was then observed
        several times to try to pass a duck with a small line fastened to its
        leg, but without effect. We also discerned him coiling a wire or line
        into the barrel of a musquet, with the view of firing off the ball to
        which it was connected, hoping that when the ball should have passed
        the rock the line might fall upon it. This expedient too was
        ingenious, but unsuccessful.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The next attempt for our rescue was thought of and
        entered upon by a brave young gentleman, Richard Knolles, Esq.—son of
        the worthy Captain Knolles of that neighbourhood—by which he nearly
        lost his life. He had with him a favourite dog, well trained to the
        water, and apparently to his command, with which fine animal he
        descended as nearly to the edge of the beach as the billows,
        breakers, and foaming spray would allow him, and rather farther, for,
        being young, brave, and anxious to be the means of saving us, he
        ventured somewhat too far for his safety, being met by a tremendous
        surf, which struck him, and dashed him above some twenty feet or more
        with such violence, that he was not only wetted to <span class=
        "tei tei-pb" id="page312">[pg 312]</span><a name="Pg312" id="Pg312"
        class="tei tei-anchor"></a>the skin, but had the narrowest escape
        that man could well have of being lashed into the furious sea and
        yawning gulf below him.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The news of their
        cruel sufferings having ere this spread around the country—this being
        Sunday, and rather more favourable than the previous days—thousands
        of both sexes assembled from miles around to witness the awful scene.
        They could clearly distinguish among the vast assemblage upon the
        cliffs a great number of ladies by their veils, drapery, &amp;c., who
        doubtless had been attracted to the fatal spot through sympathy for
        their peculiar hardships. The shore appeared so near, and the day was
        so fine, that through the greater part of it they did not think, nor
        could bring themselves to believe it possible, that they were cruelly
        doomed to suffer another night upon the desolate rock; and it was
        thought by some (seeing that the distance to the cliff on the
        mainland was not very great) that a brave plunge into the waves would
        bear them on shore.</p><a name="illo_355.png" id="illo_355.png"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_355.png" alt="THE SURVIVORS ON THE ROCK"
          title="THE SURVIVORS ON THE ROCK." />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            THE SURVIVORS ON THE ROCK.
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Hunger was keen
        indeed; it was piercing; and perceiving the people upon the cliff
        apparently unable to give them relief, one resolute but unfortunate
        man volunteered, and attempted to swim to shore, and, creeping down
        the rock, bade them farewell. They wished him, with all their hearts,
        success, each meaning to follow his example, if successful, rather
        than remain to perish on the rock. He rushed boldly into the surf;
        they all awaited his re-appearance with breathless anxiety, but he
        was rapidly hurried into the deep below, and they could discern him
        no more. All such attempts, or hope of such, to gain the shore by
        these means were then abandoned.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The second night
        was now closing fast upon them, and having observed that some
        preparations were being made on shore to extend ropes from promontory
        to promontory—a distance of from half a mile to a mile—they were all
        hovering between hope and fear. A <span class="tei tei-pb" id=
        "page313">[pg 313]</span><a name="Pg313" id="Pg313" class=
        "tei tei-anchor"></a>deathless silence reigned among them. Their
        gallant captain at length exclaimed, <span class="tei tei-q">“I have
        it! They are carrying one end of the line to yon jutting promontory
        (east), and are running with the other end to the other promontory
        (west); the two ends of the line being drawn tight in opposite
        directions, the centre will overhang the rock, and be within our
        reach.”</span> As the sequel proved, his judgment was well
        founded.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“We now,”</span> says the narrator, <span class=
        "tei tei-q">“placed our whole reliance on the success of the efforts
        of those on shore with the ropes; but the apparatus employed was
        imperfect—time passing rapidly, and the night quickly approaching.
        Just at the commencement of dusk the rope reached us, which we were
        enabled to seize by a small tripping line that hung pendent from it
        when it was stretched over our heads, being drawn tight at each
        promontory by the many assembled.”</span> The captain, or some one of
        the men, caught the line and drew it downwards, when all seized it,
        and there was a wild huzza! The captain had been right in his
        conjecture. The line was extended from headland to headland.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“When the rope was conveyed to us,”</span> writes the
        doctor, <span class="tei tei-q">“we all cheered, as if re-animated by
        a new existence; and although it reached us too late to be of any
        service on that night, such was our eagerness to be delivered from
        the rock, that one man volunteered, and immediately descended to the
        base of it, and by a triangular knot made himself fast to the hawser,
        which had been conveyed to us by means of the small lines already
        alluded to. The rope, or hawser, although not a new one, I think was
        sufficiently strong to bear one at a time to shore, and, indeed, up
        the lofty cliff, in safety; but a boy who had been in care of the
        pigs, unfortunately, through over-anxiety to escape from the rock,
        descended, and most imprudently attached himself also at the same
        time to it, notwithstanding our earnest remonstrances to the
        contrary; and when they said <span class="tei tei-q">‘all was
        ready’</span>—meaning that they were secured to the rope—at the same
        time directing us to shout to those on the mainland <span class=
        "tei tei-q">‘to pull them ashore,’</span> we did so, and they
        immediately drew them towards the cliff, upon which we heard a
        splash, but could see nothing, it being at this time dark.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“During the night, when we occasionally conversed—for we
        had but little to say, each being wrapped up in his own gloomy
        meditations—we felt a glow of satisfaction that at last a contrivance
        had been resorted to by which two of us at least were rescued from
        spending another night upon the rock, we not at this time at all
        considering that both had met a watery grave, for we could see
        nothing—it was dark—neither could we hear anything, from the howling
        of the storm and roaring of the tempest.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the morning, however, in consequence of the rope
        having broken, we entertained a melancholy surmise of their unhappy
        fate; but upon landing, in the afternoon of Monday, we ascertained
        the piteous fact. It was rumoured, but it proved to be untrue, that
        the peasants, during the second night (Sunday) of our dreadful
        suspense upon the rock, had cut the rope. This arose in consequence
        of its having been found divided early on Monday morning.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Next morning the
        good Samaritans ashore repaired to the scene, and eagerly scanned the
        rock, to see whether any still survived. Among them was Lady Roberts,
        who came with thirty of her men, with a car laden with ropes and
        other materials necessary for their deliverance. The first plan
        attempted early on Monday morning was with Manby’s
        apparatus—<span class="tei tei-hi"><span style=
        "font-style: italic">i.e.</span></span>, firing a two-pound shot with
        a line attached from a howitzer. After <span class="tei tei-pb" id=
        "page314">[pg 314]</span><a name="Pg314" id="Pg314" class=
        "tei tei-anchor"></a>many fruitless attempts this plan was
        relinquished. Slings, &amp;c., were then tried, but with the same
        result.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Dr. Spolasco took
        off his cap, and repeatedly waved it, in order to attract the
        observation of those on shore. Having succeeded, he raised his voice
        and extended his arms, pointing to either promontory, and indicating
        that unless they had recourse to Mr. Hull’s plan, as it was
        subsequently ascertained to be, their fate would be decided.
        Fortunately he was understood, and the plan was prosecuted to its
        completion, all working with a will. They again extended the lines
        from headland to headland, with this variation only, that they now
        attached two tripping-lines instead of one, hanging about a yard
        apart, and a weight to the end of each, which had the desired effect
        of causing them to fall immediately over the rock. They were
        immediately grasped; their hope of safety was fully revived, and they
        again cheered with hopeful exultation. They retained a secure hold of
        the centre of the line, while those upon the two cliffs proceeded to
        a centre point on the mainland immediately opposite to them, and
        instantly attached the hawser to one end of the line in question.
        Having accomplished this, they made signs to those on the rock to
        draw towards them the hawser, to which they had fastened a small
        basket containing a bottle of wine, a bottle of whisky, and some
        bread, the thoughtful gift of Lady Roberts. The liquids proved
        invaluable, but as for the bread, excepting a few crumbs, they could
        not swallow it. They had, from cold, exposure, and exhaustion, almost
        lost the power of mastication and deglutition.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The basket also
        contained a written paper, instructing those on the rock that, as the
        hawser was sufficiently long, to make it fast round the rock, that it
        might be the more secure, and that they would pass a cot along it
        with iron grummets. Having so fixed the cot, the signals were made to
        draw it towards the rock by means of the small line. The awful
        example afforded on Monday morning, when it was perceived that the
        rope was broken, naturally made several of them nervous now, and
        there was some hesitation as to who should enter it first to be drawn
        on shore, seeing that it had to be hauled a distance of sixty to a
        hundred feet above the level of the sea in order to land upon the
        lowest accessible part of the cliff, where Mr. Hull, the inventor of
        the plan, was stationed to receive them. On landing, they had to be
        carried to the summit of the nearly perpendicular cliff, about 300
        feet, upon men’s backs, supported on either side by others of their
        deliverers, for the least false step would have hurried them headlong
        to the depths below.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">After some
        deliberation, the first to be placed in the cot was a woman named
        Mary Leary, who was assisted into it, and drawn through the air to
        what seemed a frightful height, amid the cheers of all. On her being
        landed, the cot was again lowered to the rock, and the narrator of
        our story entered it, lying upon his back. Giving the signal that he
        was ready, those on the mainland pulled, and in a few minutes he was
        safe on the cliff, where he received the warm congratulations of the
        gentlemen there assembled. The ship’s carpenter, who was evidently
        very ill, was next placed in the cot, but the poor fellow breathed
        his last almost immediately after landing. The others soon followed,
        the captain, as should be, being the last. Once ashore, they were
        treated with warm-hearted hospitality, and a liberal subscription was
        raised for the sufferers of the crew and passengers, and the widows
        and orphans of those who were <span class="tei tei-pb" id=
        "page315">[pg 315]</span><a name="Pg315" id="Pg315" class=
        "tei tei-anchor"></a>lost. Of fifty persons who left Cork on the
        ill-fated <span class="tei tei-name"><span style=
        "font-style: italic">Killarney</span></span>, about twenty-five
        landed on the rock, and of these only fourteen reached land, one of
        them, as we have seen, to expire immediately.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The mode by which
        the few survivors were rescued was so novel that it deserves
        particular notice, and the following, quoted from a letter written by
        Mr. E. W. Hull to Baron Spolasco, will be found interesting.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The first intelligence my brother and myself received of
        the wreck was from Mr. John Galwey, at about nine or ten o’clock on
        Sunday morning. We immediately proceeded towards the scene of the
        dreadful catastrophe, which is about five miles from Roberts’ Cove,
        and arrived there at eleven o’clock. My brother’s men, of course,
        accompanied us. On our reaching the place, I descended the frightful
        precipice, at the foot of which I discovered Mr. Galwey letting ducks
        fly with lines attached to them. I joined him in the experiment,
        though indeed I entertained not the least hope of its proving
        effective. We abandoned this plan, and having taken off my coat and
        hat, and placed a rope round my waist, to prevent my falling over the
        lower cliff upon which we stood, I commenced using all the means I
        could devise to convey a stone with a line attached to it to the
        rock. I first made an effort to throw a stone from my hand; next, I,
        with others, had recourse to slings; but all our experiments, as the
        sequel proved, were useless. I may here, without the least
        exaggeration, assert that the danger to which Mr. John Galwey, young
        Mr. Knolles, and myself, were exposed was beyond the power of
        conception. Below us appeared a hideous gulf, almost yawning to
        receive us from the cliff upon which we stood, while from above we
        saw large stones rolling down from a height of two hundred feet. To
        avoid being struck by these we had not the power of moving an inch
        from the place in which we respectively stood; so that in this, as in
        all other circumstances connected with our dangerous undertakings on
        the occasion, we were protected in our frightful situation by the
        peculiar interposition of Providence. We next had recourse to the
        plan of a person named Mills, of the Coastguard at Roberts’ Cove. It
        was that of attaching wire to bullets, and firing them from guns.
        This plan likewise proved unsuccessful.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“At this time, when all our plans had become unavailing,
        those who had been acting with me below went to the top of the cliff.
        Being exceedingly exhausted I was unable to follow. I lay down on the
        brink of the precipice, nearly on a line with the top of the rock
        upon which the sufferers were, and feeling as a human being should at
        so heartrending a spectacle, when all hope of saving a single
        individual was almost extinct. I exclaimed, <span class=
        "tei tei-q">‘Good God! are there no means left to save them?’</span>
        At this moment I took a view of the east promontory and the west. The
        thought—the happy thought—flashed across my mind. I immediately
        perceived that Providence favoured us with a tolerable certainty of
        success. I ascended the precipice, and made my brother acquainted
        with my plan. We both suggested it to others, but it was disregarded,
        owing to the great distance between the promontories and the immense
        height of the cliffs. However, I saw a glorious prospect before me of
        rescuing my fellow-creatures from an awful death. Heaven inspired me
        with confidence, and, in conjunction with my brother, I could not be
        diverted from making a trial. My brother and the neighbouring
        gentlemen sent in all directions for lines and ropes. On getting
        them, we commenced putting my plan into execution. The first attempt
        failed through want of sufficiency of rope and the setting in of
        night. When the rope was <span class="tei tei-pb" id="page317">[pg
        317]</span><a name="Pg317" id="Pg317" class=
        "tei tei-anchor"></a>carried to the rock and there secured, I
        perceived that one man got upon it. Had he alone ventured, all would
        be right; but the eagerness of another poor fellow was so great that
        he attached himself to it, and the weight of the two was overmuch for
        the rope to bear, and it consequently broke. How we felt at this
        dreadful occurrence your readers may imagine; I cannot describe the
        fearful thrill of horror which pervaded every breast. It was now dark
        night; we had therefore to discontinue our efforts until the next
        morning. We left the lines during the intervening night as we had
        adjusted them the evening before. My brother left two of his men,
        with one of Lieutenant Charlesson’s, to preserve the rope and
        property during the night.</span></p><a name="illo_359.jpg" id=
        "illo_359.jpg" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"></p>

        <div class="tei tei-figure" style="text-align: center">
          <img src="images/illo_359.jpg" alt=
          "RESCUE OF THE SURVIVORS OF THE “KILLARNEY.”" title=
          "RESCUE OF THE SURVIVORS OF THE “KILLARNEY.”" />

          <div class="tei tei-head" style=
          "text-align: center; margin-bottom: 1.00em; margin-top: 1.00em">
            RESCUE OF THE SURVIVORS OF THE <span class="tei tei-q" style=
            "text-align: center">“KILLARNEY.”</span>
          </div>
        </div>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“To return to the subject of my communication, I should
        state that, on ascending the cliff I met Lady Roberts and Captain
        Knolles. I told them of the loss of one man, not knowing at the time
        that a second had also suffered—this information, indeed, I
        afterwards received from yourself. I, notwithstanding this sad
        disaster, felt persuaded that if I had a sufficient quantity of rope
        all would be saved. I mentioned this to Lady Roberts, upon which her
        ladyship assured me that I should be plentifully supplied with this
        article. Though painful to our feelings to be obliged to leave you to
        spend another night of gloom and horror, we were under the necessity
        of doing so for want of a sufficient quantity of rope. On the
        following morning (Monday) I arrived at the cliff, accompanied by my
        brother and his men, an hour before daylight. The weather was
        dreadful beyond conception, rain and snow falling incessantly. We
        immediately proceeded to bring into operation the plan of the former
        day. We were at this time much better enabled to do so, having
        obtained a sufficiency of rope by the directions of Lady Roberts,
        who, to the honour of her sex, was present at that early hour,
        exposed to the inclemency of the weather. Lieutenant Irwin, Inspector
        of the Coastguard at Kinsale, arrived about this time with Captain
        Manby’s apparatus. This gentleman, having, I presume, had some
        previous experience of the capability of similar machines, commenced
        discharging balls from it. This suspended the operation of my plan
        for some time, but it was found altogether ineffective; but I
        consider it right to state that no man could have manifested a
        greater anxiety than Mr. Irwin to do good. The lines and ropes which
        he brought us were essentially necessary in putting the successful
        plan into execution; he also brought the cot....</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In about two hours I had the satisfaction of seeing
        fourteen persons safely landed from the rock, but one of them, I
        regret to say, died of exhaustion a short time after having been
        brought on shore.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The hawser, as you perceived, had to be taken down a
        precipice of nearly three hundred feet. To the end of it was joined
        the line which you had primarily received upon the rock, also a
        basket of refreshments. I myself took it all down to the lower cliff,
        where I received each person on being drawn from the rock. The
        dangers to which myself and three of the coastguard were exposed on
        that occasion were not, I assure you, trifling.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">About a fortnight
        after the wreck of the <span class="tei tei-name"><span style=
        "font-style: italic">Killarney</span></span>, a large portion of the
        rock upon which the remnant of the crew and passengers had suffered
        so much was carried away in a storm. It is worthy of remark that
        during the American War a vessel conveying a company and band of the
        32nd Regiment of Foot was lost on the same rock, when all
        perished.</p><span class="tei tei-pb" id="page318">[pg
        318]</span><a name="Pg318" id="Pg318" class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em">There can be no
        doubt that a life-boat, had there been one, would have rescued many
        more of the poor unfortunates, left on the rock from Friday afternoon
        to Monday afternoon, with considerable ease. During the year 1876-77,
        not very far from <span class="tei tei-hi"><span style=
        "font-style: italic">five thousand</span></span> lives were saved by
        the fleet of 269 boats of the National Life-boat Institution. Let us
        examine the wreck record of that period.<a id="noteref_100" name=
        "noteref_100" href="#note_100"><span class=
        "tei tei-noteref"><span style=
        "font-size: 60%; vertical-align: super">100</span></span></a></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">We find that the
        number of British vessels which entered and cleared from ports of the
        United Kingdom during the year in question was 581,099, representing
        the enormous tonnage of 101,799,050. Of these ships, 224,669 were
        steamers, having a tonnage of about two-thirds of the above amount.
        During the same period 60,000 foreign vessels entered inwards and
        cleared outwards from British ports, representing a tonnage of nearly
        20,000,000. These 641,099 ships, British and foreign, had probably on
        board, <span class="tei tei-hi"><span style=
        "font-style: italic">apart from passengers</span></span>, 4,000,000
        men and boys.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">In 1876-77 the
        number of wrecks, casualties, and collisions, from all causes, on and
        near the coasts of the United Kingdom, was 4,164, which number
        exceeds that of the previous year by 407. 511 cases out of this large
        number involved total loss, 502 and 472 representing the same class
        of calamities for the two preceding years.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">During the past
        twenty years-from 1857 to 1876-77—the number of shipwrecks on our
        coasts alone has averaged 1,948 a year, representing in money value
        millions upon millions sterling in the aggregate.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In making this statement,”</span> says <span class=
        "tei tei-hi"><span style="font-style: italic">The
        Life-boat</span></span>, <span class="tei tei-q">“we lay aside
        entirely the thousands of precious lives, on which no money value
        could be placed, which were sacrificed on such disastrous occasions,
        and which would have been enormously increased in the absence of the
        determined and gallant services of the life-boats of the National
        Life-boat Institution.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“In the Abstract of the Wreck Register it is stated that,
        between 1861 and 1876-77, the number of ships, both British and
        foreign, wrecked on our coasts which were attended with loss of life
        was 2,784, causing the loss of 13,098 persons. In 1876-77, loss of
        life took place in one out of every twenty-two shipwrecks on our
        coasts.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“It is hardly necessary to say that gales of wind are the
        prime causes of most shipwrecks, and that those of 1876-77 will long
        be remembered for their violence and destructive character. Of the
        4,164 wrecks, casualties, and collisions, reported as having occurred
        on and near the coasts of the United Kingdom during the year 1876-77,
        we find that the total comprised 5,017 vessels. Thus, the number of
        ships in 1876-77 is more than the total in 1875-76 by 463. The number
        of ships reported is in excess of the casualties reported, because in
        cases of collision two or more ships are involved in one casualty.
        Thus, 847 were collisions, and 3,317 were wrecks and casualties other
        than collisions. Of these latter casualties, 446 were wrecks,
        &amp;c., resulting in total loss, 902 were casualties resulting in
        serious damage, and 1,969 were minor accidents. The whole number of
        wrecks and casualties other than collisions on and near our coasts
        reported during the year 1875-76 was 2,982, or 335 less than the
        number reported during the twelve months under discussion.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“The localities of the wrecks, still excluding
        collisions, are thus given:—East coasts of England and Scotland,
        1,140; south coast, 630; west coast of England and Scotland,
        <span class="tei tei-pb" id="page319">[pg 319]</span><a name="Pg319"
        id="Pg319" class="tei tei-anchor"></a>and coast of Ireland, 1,259;
        north coast of Scotland, 129; and other parts, 159. Total, <a name=
        "corr319" id="corr319" class="tei tei-anchor"></a><span class=
        "tei tei-corr">3,317.</span>”</span> <span class="tei tei-q">“It is
        recorded that the greatest destruction of human life happened on the
        north and east coasts of England and Scotland.”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">It is interesting
        to observe the ages of the vessels which were wrecked during the
        period under consideration. Excluding foreign ships and collision
        cases, 221 wrecks and casualties happened to nearly new ships, and
        396 to ships from 3 to 7 years of age. Then there are wrecks and
        casualties to 631 ships from 7 to 14 years old, and to 907 from 15 to
        30 years old. Then follow 459 old ships from 30 to 50 years old.
        Having passed the service of half a century, we come to the very old
        ships, viz., 71 between 50 and 60 years old, 33 from 60 to 70, 24
        from 70 to 80, 9 from 80 to 90, and 5 from 90 to 100, while the ages
        of 68 of the wrecks are unknown.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">On distinguishing
        these last named casualties near the coasts of the United Kingdom,
        according to the force of the wind at the time at which they
        happened, we find that 739 happened with the wind at forces 7 and 8,
        or a moderate to fresh gale, when a ship, if properly found, manned,
        and navigated, can keep the sea with safety; and that 1,046 happened
        with the wind at force 9 and upwards, that is to say, from a strong
        gale to a hurricane.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“We must say one word on the subject of casualties to our
        ships in our rivers and harbours, as the fearful calamity to the
        steamer <span class="tei tei-name"><span style=
        "font-style: italic">Princess Alice</span></span> last September in
        the Thames has directed afresh intense attention to them throughout
        the civilised world. We find from the Wreck Register Abstract that
        the total number during the year 1876-77 was 984, of which 17 were
        total losses, 245 were serious casualties, and 722 minor
        casualties.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Of these casualties, collisions numbered 658,
        founderings 13, strandings 184, and miscellaneous 129.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“These 984 casualties caused the loss of or damage to
        1,725 vessels, of which 1,020 were British sailing-vessels, 560
        British steam-vessels, 118 foreign sailing-vessels, and 27 foreign
        steam-vessels. The lives lost in these casualties were 15.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“With reference to the collisions on and near our coasts
        during the year 1876-77, 48 of the 847 collisions were between two
        steamships both under way, irrespective of numerous other such cases
        in our harbours and rivers, the particulars of which are not given in
        the Abstract. No disaster at sea or in a river is often more awful in
        its consequences than a collision, as was too strikingly illustrated
        last year in the cases of the German ironclad <span class=
        "tei tei-name"><span style="font-style: italic">Grosser
        Kurfürst</span></span>, and the Thames steamer <span class=
        "tei tei-name"><span style="font-style: italic">Princess
        Alice</span></span>.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“As regards the loss of life, the Wreck Abstract shows
        that the number was 776, and of these 92 were lost in vessels that
        foundered, 57 through vessels in collision, 470 in vessels stranded
        or cast ashore, and 93 in missing vessels. The remaining number of
        lives lost (64) were lost from various causes, such as through being
        washed overboard in heavy seas, explosions, missing vessels,
        &amp;c.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“This number (776) may appear to the casual observer a
        comparatively small one by the side of the thousands who escaped
        disaster from the numerous shipwrecks before mentioned. We are,
        however, of opinion that it is a very large number; and when we bear
        in mind the inestimable value of human life, we are convinced that no
        effort should be left untried which can in any way lessen the annual
        loss of life from shipwreck on our coasts.</span></p><span class=
        "tei tei-pb" id="page320">[pg 320]</span><a name="Pg320" id="Pg320"
        class="tei tei-anchor"></a>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On the other hand, great and noble work was accomplished
        during the same period, 4,795 lives having been saved from the
        various shipwrecks. In bringing about that most important service, it
        is hardly necessary to say that the craft of the National Life-boat
        Institution played a most important part, in conjunction with the
        Board of Trade’s rocket apparatus, which is so efficiently worked by
        the Coastguard and our Volunteer Brigades.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“Nevertheless, the aggregate loss of life is very large,
        and so is the aggregate destruction of property. The former is a
        species of woe inflicted on humanity; the latter is practically a tax
        upon commerce. While the art of saving life on the coasts is
        understood (thanks to the progress of science—the earnestness of
        men—and the stout hearts of our coast population), the art of
        preserving property is as yet but imperfectly known amongst us, and
        still more imperfectly practised.</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em"><span class=
        "tei tei-q">“On reviewing the Wreck Register Abstract of the past
        year, we are bound to take courage from the many gratifying facts it
        reveals in regard to saving life, which, after all, is our principal
        object in commenting upon it. Noble work has been done, and is doing,
        for that purpose; and is it not something, amidst all this havoc of
        the sea, to help to save even one life, with all its hopes, and to
        keep the otherwise desolate home unclouded?”</span></p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Among the useful
        works undertaken by the National Life-boat Institution is the
        discussion in its journal of all matters connected with the art of
        swimming, and swimming and floating apparatus. The Society also
        issues a valuable circular on the <span class="tei tei-q">“Treatment
        of the apparently Drowned,”</span> to which further allusion will be
        hereafter made. The writer is so satisfied that no humane or
        charitable institution in the wide world is better or more
        economically managed than that under notice, that he would urge all
        readers of <span class="tei tei-hi"><span style=
        "font-variant: small-caps">The Sea</span></span> to contribute to its
        funds. And although every reader may not be able to afford his guinea
        or guineas, he can contribute his shillings or half-crowns, and his
        influence in aiding one of the local branches, or in forming new
        ones. A number of life-boats stationed on various parts of the coasts
        were the gifts of other associations and bodies. The Civil Service,
        Corn Exchange, Coal Exchange, Freemasons, Odd Fellows, Foresters,
        Good Templars, and other orders, have contributed nobly. Several
        boats and stations, generally named after the particular fund, were
        contributed by London and other Sunday-schools, Jewish scholars,
        commercial travellers, workmen, yacht, boat, and other clubs; while
        three were the result of an appeal to the readers of the Quiver, two
        are credited to the <span class="tei tei-hi"><span style=
        "font-style: italic">Dundee People’s Journal</span></span>, and one
        each to the <span class="tei tei-hi"><span style=
        "font-style: italic">British Workman</span></span> and <span class=
        "tei tei-hi"><span style="font-style: italic">English
        Mechanic</span></span>. And in concluding the second volume of
        <span class="tei tei-hi"><span style="font-variant: small-caps">The
        Sea</span></span>, the writer considers that he has a special right
        to urge the claims of the Society on his readers, the subject-matter
        of its pages being taken into account.</p>

        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 0.75em; margin-top: 2.25em">
        <span style="font-size: 75%">END OF VOLUME II.</span></p>

        <p class="tei tei-p" style=
        "text-align: center; margin-bottom: 1.00em; margin-top: 3.00em">
        <span class="tei tei-hi" style="text-align: center"><span style=
        "font-size: 75%">CASSELL PETTER &amp; GALPIN, BELLE SAUVAGE WORKS,
        LONDON, E.C.</span></span></p>
      </div>
    </div>

    <div class="tei tei-back" style=
    "margin-bottom: 2.00em; margin-top: 6.00em">
      <div class="tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <hr class="doublepage" />

        <div id="footnotes" class="tei tei-div" style=
        "margin-bottom: 4.00em; margin-top: 4.00em">
          <h1 class="tei tei-head" style=
          "text-align: center; margin-bottom: 3.46em; margin-top: 3.46em">
          <span style="font-size: 173%">Footnotes</span></h1>

          <dl class="tei tei-list-footnotes">
            <dt class="tei tei-notelabel"><a id="note_1" name="note_1" href=
            "#noteref_1">1.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Select
            observations of the incomparable Sir Walter Raleigh relating to
            trade,”</span> as presented to King James.</dd>

            <dt class="tei tei-notelabel"><a id="note_2" name="note_2" href=
            "#noteref_2">2.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“History of
            Merchant Shipping and Ancient Commerce.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_3" name="note_3" href=
            "#noteref_3">3.</a></dt>

            <dd class="tei tei-notetext"><a name="corr015" id="corr015"
            class="tei tei-anchor"></a><span class=
            "tei tei-corr">Monson’s</span> <span class="tei tei-q">“Naval
            Tracts”</span> in Churchill’s <span class=
            "tei tei-q">“Collection.”</span> Most of the narrative to follow
            is taken from the same source.</dd>

            <dt class="tei tei-notelabel"><a id="note_4" name="note_4" href=
            "#noteref_4">4.</a></dt>

            <dd class="tei tei-notetext">Charnock, <span class=
            "tei tei-q">“History of Naval Architecture.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_5" name="note_5" href=
            "#noteref_5">5.</a></dt>

            <dd class="tei tei-notetext">This contemptuous allusion refers of
            course to the tobacco brought from the newly-formed plantations
            in Virginia.</dd>

            <dt class="tei tei-notelabel"><a id="note_6" name="note_6" href=
            "#noteref_6">6.</a></dt>

            <dd class="tei tei-notetext">Macaulay: <span class=
            "tei tei-q">“History of England.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_7" name="note_7" href=
            "#noteref_7">7.</a></dt>

            <dd class="tei tei-notetext">The term <span class=
            "tei tei-q">“America”</span> often included the West Indies,
            &amp;c., at that period.</dd>

            <dt class="tei tei-notelabel"><a id="note_8" name="note_8" href=
            "#noteref_8">8.</a></dt>

            <dd class="tei tei-notetext">The principal authorities
            are—<span class="tei tei-q">“The History of Peter the Great,
            &amp;c.,”</span> by Alexander Gordon, who was several years a
            major-general in the Russian service, and was son-in-law of the
            General Patrick Gordon who may be said to have once saved Russia
            to the Czar; <span class="tei tei-q">“Histoire de Pierre le
            Grand,”</span> by Voltaire; and the <span class="tei tei-q">“Life
            of Peter the Great,”</span> by John Barrow, F.R.S., &amp;c. A
            modern French writer has given a catalogue of ninety-five authors
            of some little note who have treated of Peter’s life.</dd>

            <dt class="tei tei-notelabel"><a id="note_9" name="note_9" href=
            "#noteref_9">9.</a></dt>

            <dd class="tei tei-notetext">This name is spelled by the various
            authorities in many ways; sometimes it is Zaardam.</dd>

            <dt class="tei tei-notelabel"><a id="note_10" name="note_10"
            href="#noteref_10">10.</a></dt>

            <dd class="tei tei-notetext">One account says, indeed, that he
            worked with his own hands as hard as any man in the yard.
            <span class="tei tei-q">“If so,”</span> says Barrow, <span class=
            "tei tei-q">“it could only have been for a very short time, and
            probably for no other purpose than to show the builders that he
            knew how to handle the adze as well as themselves.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_11" name="note_11"
            href="#noteref_11">11.</a></dt>

            <dd class="tei tei-notetext">The site of Evelyn’s mansion was
            long covered with a workhouse; the shady walks and splendidly
            kept hedges are now replaced by a victualling yard, where oxen
            and hogs are slaughtered for the use of the navy, and the
            transformation of all his haunts in the neighbourhood has been
            unpleasantly complete.</dd>

            <dt class="tei tei-notelabel"><a id="note_12" name="note_12"
            href="#noteref_12">12.</a></dt>

            <dd class="tei tei-notetext">Scheltema, a Dutch authority cited
            by Barrow.</dd>

            <dt class="tei tei-notelabel"><a id="note_13" name="note_13"
            href="#noteref_13">13.</a></dt>

            <dd class="tei tei-notetext">One of the very best accounts of the
            South Sea Bubble is to be found in Charles Mackay’s <span class=
            "tei tei-q">“Memoirs of Extraordinary Popular Delusions,”</span>
            frequently quoted above.</dd>

            <dt class="tei tei-notelabel"><a id="note_14" name="note_14"
            href="#noteref_14">14.</a></dt>

            <dd class="tei tei-notetext">The Rev. Richard Walter, M.A.,
            Chaplain of the <span class="tei tei-name"><span style=
            "font-style: italic">Centurion</span></span>, who compiled the
            work so well known under the title of Anson’s <span class=
            "tei tei-q">“Voyage Round the World,”</span> from the papers and
            material of the latter.</dd>

            <dt class="tei tei-notelabel"><a id="note_15" name="note_15"
            href="#noteref_15">15.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The
            Narrative of the Honourable John Byron, containing an Account of
            the Great Distresses suffered by himself and his Companions on
            the Coast of Patagonia, from the year 1740 till their Arrival in
            England, 1746,”</span> &amp;c.</dd>

            <dt class="tei tei-notelabel"><a id="note_16" name="note_16"
            href="#noteref_16">16.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Two or
            three days after our arrival”</span> (at Santiago), says Byron,
            <span class="tei tei-q">“the President sent Mr. Campbell and me
            an invitation to dine with him, where we were to meet Admiral
            Pizarro and all his officers. This was a cruel stroke upon us, as
            we had not any cloaths to appear in, and dared not refuse the
            invitation. The next day, a Spanish officer belonging to Admiral
            Pizarro’s squadron, whose name was Don Manuel de Guiror, came and
            made us an offer of two thousand dollars. This generous Spaniard
            made this offer without any view of ever being repaid, but purely
            out of a compassionate motive of relieving us in our present
            distress.”</span> A part of the money was thankfully accepted,
            and they got themselves decently clothed.</dd>

            <dt class="tei tei-notelabel"><a id="note_17" name="note_17"
            href="#noteref_17">17.</a></dt>

            <dd class="tei tei-notetext">James Grahame, <span class=
            "tei tei-q">“The History of the United States of North
            America.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_18" name="note_18"
            href="#noteref_18">18.</a></dt>

            <dd class="tei tei-notetext">George Bancroft, <span class=
            "tei tei-q">“History of the United States.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_19" name="note_19"
            href="#noteref_19">19.</a></dt>

            <dd class="tei tei-notetext">The above account is principally
            derived from Bancroft.</dd>

            <dt class="tei tei-notelabel"><a id="note_20" name="note_20"
            href="#noteref_20">20.</a></dt>

            <dd class="tei tei-notetext">Robert Stuart, <span class=
            "tei tei-q">“Historical and Descriptive Anecdotes of
            Steam-Engines.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_21" name="note_21"
            href="#noteref_21">21.</a></dt>

            <dd class="tei tei-notetext">John MacGregor, in a paper read
            before the Society of Arts, 14th of April, 1858.</dd>

            <dt class="tei tei-notelabel"><a id="note_22" name="note_22"
            href="#noteref_22">22.</a></dt>

            <dd class="tei tei-notetext">William Bourne, <span class=
            "tei tei-q">“Inventions or Devises”</span> (1578).</dd>

            <dt class="tei tei-notelabel"><a id="note_23" name="note_23"
            href="#noteref_23">23.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“A Sketch of
            the Origin and Progress of Steam Navigation,”</span> by Bennet
            Woodcroft.</dd>

            <dt class="tei tei-notelabel"><a id="note_24" name="note_24"
            href="#noteref_24">24.</a></dt>

            <dd class="tei tei-notetext">This brochure is extremely scarce.
            The curious in such matters will find it reprinted in full in
            Woodcroft’s <span class="tei tei-q">“Sketch of the Origin and
            Progress of Steam Navigation.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_25" name="note_25"
            href="#noteref_25">25.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“History of
            Merchant Shipping,”</span> &amp;c.</dd>

            <dt class="tei tei-notelabel"><a id="note_26" name="note_26"
            href="#noteref_26">26.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">Philadelphia
            Dispatch.</span></span> February 9th, 1873.</dd>

            <dt class="tei tei-notelabel"><a id="note_27" name="note_27"
            href="#noteref_27">27.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">Vide</span></span>
            <span class="tei tei-q">“Bowie on Steam Navigation;”</span> and
            the works of Lindsay and Woodcroft, already quoted.</dd>

            <dt class="tei tei-notelabel"><a id="note_28" name="note_28"
            href="#noteref_28">28.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The Life of
            R. Fulton”</span> is an American work, and so little known in
            England, that the present writer has intentionally made the above
            copious extracts from it.</dd>

            <dt class="tei tei-notelabel"><a id="note_29" name="note_29"
            href="#noteref_29">29.</a></dt>

            <dd class="tei tei-notetext">The engine of this vessel is to be
            seen in the Patent Office Museum.</dd>

            <dt class="tei tei-notelabel"><a id="note_30" name="note_30"
            href="#noteref_30">30.</a></dt>

            <dd class="tei tei-notetext">Smiles’ <span class=
            "tei tei-q">“Lives of the Engineers.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_31" name="note_31"
            href="#noteref_31">31.</a></dt>

            <dd class="tei tei-notetext">In an able pamphlet, <span class=
            "tei tei-q">“The Fleet of the Future,”</span> by Mr. Scott
            Russell, published by Longmans &amp; Co. in 1861, the author
            remarks (p. 20):—<span class="tei tei-q">“A good many years ago,
            I happened to converse with the chief naval architect of one of
            our dockyards on the subject of building ships of iron. The
            answer was characteristic, and the feeling it expressed so strong
            and natural that I have never forgotten it. <span class=
            "tei tei-q">‘Don’t talk to me about iron ships, <span class=
            "tei tei-hi"><span style="font-style: italic">it’s contrary to
            nature</span></span>.’</span> There was at one time almost as
            great a prejudice against Indian teak as a material for
            shipbuilding, as this wood is heavier than water, and, in the
            form of a log, will not float.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_32" name="note_32"
            href="#noteref_32">32.</a></dt>

            <dd class="tei tei-notetext">The above account is derived from
            Lindsay.</dd>

            <dt class="tei tei-notelabel"><a id="note_33" name="note_33"
            href="#noteref_33">33.</a></dt>

            <dd class="tei tei-notetext">See <span class=
            "tei tei-hi"><span style="font-style: italic">Annual
            Register</span></span>, 1854, p. 162.</dd>

            <dt class="tei tei-notelabel"><a id="note_34" name="note_34"
            href="#noteref_34">34.</a></dt>

            <dd class="tei tei-notetext">The <span class=
            "tei tei-hi"><span style=
            "font-style: italic">Times</span></span>, November 17th,
            1875.</dd>

            <dt class="tei tei-notelabel"><a id="note_35" name="note_35"
            href="#noteref_35">35.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Our Seamen:
            an Appeal.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_36" name="note_36"
            href="#noteref_36">36.</a></dt>

            <dd class="tei tei-notetext">An excess of that very aliment, the
            absence of which produces scurvy, will also induce disease. Thus,
            the negroes of the West Indies live too exclusively on
            vegetables, and disease follows, the remedy for which is usually
            <span class="tei tei-hi"><span style="font-style: italic">red
            herrings</span></span>—herrings salted and smoked till they are
            as red as copper.</dd>

            <dt class="tei tei-notelabel"><a id="note_37" name="note_37"
            href="#noteref_37">37.</a></dt>

            <dd class="tei tei-notetext">The <span class=
            "tei tei-hi"><span style=
            "font-style: italic">Times</span></span>, January 14th,
            1867.</dd>

            <dt class="tei tei-notelabel"><a id="note_38" name="note_38"
            href="#noteref_38">38.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“English
            Seamen and Divers.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_39" name="note_39"
            href="#noteref_39">39.</a></dt>

            <dd class="tei tei-notetext">Frederick Martin: <span class=
            "tei tei-q">“The History of Lloyd’s and of Marine Insurance in
            Great Britain.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_40" name="note_40"
            href="#noteref_40">40.</a></dt>

            <dd class="tei tei-notetext">The term is applied exclusively to
            maritime insurers, although, strictly speaking, anyone signing a
            bond is an underwriter.</dd>

            <dt class="tei tei-notelabel"><a id="note_41" name="note_41"
            href="#noteref_41">41.</a></dt>

            <dd class="tei tei-notetext">See Lindsay’s <span class=
            "tei tei-q">“History of Merchant Shipping,”</span> Timbs’
            <span class="tei tei-q">“Year Book of Facts in Science and
            Art,”</span> and Irving’s <span class="tei tei-q">“Annals of Our
            Times.”</span> She is still nearly <span class=
            "tei tei-hi"><span style="font-style: italic">five</span></span>
            times the size of any merchant vessel afloat; as we have seen,
            the Inman steamer, <span class="tei tei-name"><span style=
            "font-style: italic">City of Berlin</span></span> (5,500 tons),
            comes next to her. There are ironclads nearly half her
            tonnage.</dd>

            <dt class="tei tei-notelabel"><a id="note_42" name="note_42"
            href="#noteref_42">42.</a></dt>

            <dd class="tei tei-notetext">One account says a <span class=
            "tei tei-q">“ferry-boat,”</span> meaning probably one of the
            large steam ferry-boats common in America.</dd>

            <dt class="tei tei-notelabel"><a id="note_43" name="note_43"
            href="#noteref_43">43.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-q">“Sunning”</span> means, in some parts of Canada, the
            act of promenading.</dd>

            <dt class="tei tei-notelabel"><a id="note_44" name="note_44"
            href="#noteref_44">44.</a></dt>

            <dd class="tei tei-notetext">The larger part of the above
            information is derived from <span class="tei tei-q">“Our Ironclad
            Ships,”</span> by E. J. Reed, late Chief Constructor of the
            Navy.</dd>

            <dt class="tei tei-notelabel"><a id="note_45" name="note_45"
            href="#noteref_45">45.</a></dt>

            <dd class="tei tei-notetext">The <span class=
            "tei tei-hi"><span style=
            "font-style: italic">Times</span></span>, April 26th, 1876.</dd>

            <dt class="tei tei-notelabel"><a id="note_46" name="note_46"
            href="#noteref_46">46.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">Vide</span></span>
            <span class="tei tei-q">“Our Ironclad Ships.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_47" name="note_47"
            href="#noteref_47">47.</a></dt>

            <dd class="tei tei-notetext">C. D. Colden: <span class=
            "tei tei-q">“Life of Robert Fulton.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_48" name="note_48"
            href="#noteref_48">48.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Torpedo
            War, and Submarine Explosions”</span> (New York, 1810). A scarce
            and valuable <span class="tei tei-hi"><span style=
            "font-style: italic">brochure</span></span>.</dd>

            <dt class="tei tei-notelabel"><a id="note_49" name="note_49"
            href="#noteref_49">49.</a></dt>

            <dd class="tei tei-notetext">Such a vessel as the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Albemarle</span></span> would be scorned in
            England and America now-a-days, if regarded as an ironclad. But
            she was, of course, infinitely stronger than the wooden ships
            with which she had to fight.</dd>

            <dt class="tei tei-notelabel"><a id="note_50" name="note_50"
            href="#noteref_50">50.</a></dt>

            <dd class="tei tei-notetext">The explosive power of dynamite, or
            <span class="tei tei-q">“giant powder,”</span> as it is known in
            America, is something wonderful. The writer while in California
            witnessed some experiments with it, which are indelibly written
            on his brain. A mortar was set upright in the field appropriated
            for the exhibition, and several pounds of ordinary powder having
            been rammed down, a large cannon-ball was put in and the charge
            fired. The ball was raised a foot or so, and then tumbled to the
            ground. A few <span class="tei tei-hi"><span style=
            "font-style: italic">ounces</span></span> of dynamite and the
            same ball were placed in the mortar, and the charge exploded by
            concussion. The cannon-ball was projected upwards in the air
            several hundred feet. It will be imagined that the writer and his
            friends scattered in all directions, and watched very carefully
            the downward flight of the ball.</dd>

            <dt class="tei tei-notelabel"><a id="note_51" name="note_51"
            href="#noteref_51">51.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The Gun,
            Ram, and Torpedo.”</span> (Prize Essay written for the Junior
            Naval Professional Association, 1874.) By Commander Gerard H. U.
            Noel, R.N.</dd>

            <dt class="tei tei-notelabel"><a id="note_52" name="note_52"
            href="#noteref_52">52.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The Life of
            Smeaton,”</span> as incorporated in his <span class=
            "tei tei-q">“Lives of the Engineers.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_53" name="note_53"
            href="#noteref_53">53.</a></dt>

            <dd class="tei tei-notetext">It appears that a post-mortem
            examination of one of the light-keepers who died from injuries
            received during the fire took place some thirteen days after its
            occurrence, and a flat oval piece of lead some seven ounces in
            weight was taken out of his stomach, having proved the cause of
            his death.</dd>

            <dt class="tei tei-notelabel"><a id="note_54" name="note_54"
            href="#noteref_54">54.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Essays on
            Engineering.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_55" name="note_55"
            href="#noteref_55">55.</a></dt>

            <dd class="tei tei-notetext">The Hoe is an elevated promenade,
            forming the sea-front of Plymouth, and overlooking the
            Sound.</dd>

            <dt class="tei tei-notelabel"><a id="note_56" name="note_56"
            href="#noteref_56">56.</a></dt>

            <dd class="tei tei-notetext">The following is the tradition from
            an ancient source:—<span class="tei tei-q">“By the east of the
            Isle of May, twelve miles from all land in the German Sea, lyes a
            great hidden rock, called Inchcape, very dangerous to the
            navigators, because it is overflowed every tide. It is reported
            that, in old times, there was upon the said rock a bell, fixed
            upon a tree or timber, which rang continually, being moved by the
            sea, giving notice to the saylors of the danger. This bell or
            clocke was put there by the Abbot of Arberbrothok, and being
            taken down by a sea-pirate, a year thereafter he perished upon
            the same rock, with ship and goodes, by the righteous judgment of
            God.”</span> (Stoddart’s <span class="tei tei-q">“Remarks on
            Scotland.”</span>)</dd>

            <dt class="tei tei-notelabel"><a id="note_57" name="note_57"
            href="#noteref_57">57.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Account of
            the Skerryvore Lighthouse, with Notes on the Illumination of
            Lighthouses,”</span> by Alan Stevenson.</dd>

            <dt class="tei tei-notelabel"><a id="note_58" name="note_58"
            href="#noteref_58">58.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“A
            Rudimentary Treatise on the History, Construction, and
            Illumination of Lighthouses.”</span> (Weale’s Series.)</dd>

            <dt class="tei tei-notelabel"><a id="note_59" name="note_59"
            href="#noteref_59">59.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">Vide</span></span>
            <span class="tei tei-q">“The Rambles of a Naturalist on the
            Coasts of France, Spain, and Sicily.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_60" name="note_60"
            href="#noteref_60">60.</a></dt>

            <dd class="tei tei-notetext">M. Quatrefages de Bréau, the
            distinguished French naturalist and philosopher, says that the
            revolving apparatus was partially due to M. Lemoine, a citizen,
            and at one time Mayor, of Calais.</dd>

            <dt class="tei tei-notelabel"><a id="note_61" name="note_61"
            href="#noteref_61">61.</a></dt>

            <dd class="tei tei-notetext">It was exposed twice to terrific
            storms during its construction. In 1808 the battery was
            submerged, the parapet upset, and the barracks and garrison, with
            sixty men, swept away. But the large blocks of stone were
            afterwards found to be more securely stowed than they had been
            before.</dd>

            <dt class="tei tei-notelabel"><a id="note_62" name="note_62"
            href="#noteref_62">62.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“An amount
            of material,”</span> says a well-known authority, <span class=
            "tei tei-q">“at least equal to that contained in the Great
            Pyramid.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_63" name="note_63"
            href="#noteref_63">63.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Lives of
            the Engineers.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_64" name="note_64"
            href="#noteref_64">64.</a></dt>

            <dd class="tei tei-notetext">The <span class=
            "tei tei-hi"><span style=
            "font-style: italic">Times</span></span>, September 14th,
            1861.</dd>

            <dt class="tei tei-notelabel"><a id="note_65" name="note_65"
            href="#noteref_65">65.</a></dt>

            <dd class="tei tei-notetext">Horace Moule in Weldon’s
            <span class="tei tei-q">“Register of Facts and Occurrences
            relating to Literature, the Sciences, and the Arts,”</span>
            December, 1862.</dd>

            <dt class="tei tei-notelabel"><a id="note_66" name="note_66"
            href="#noteref_66">66.</a></dt>

            <dd class="tei tei-notetext">As described in the latter chapter
            on the lighthouse.</dd>

            <dt class="tei tei-notelabel"><a id="note_67" name="note_67"
            href="#noteref_67">67.</a></dt>

            <dd class="tei tei-notetext">This was the same gale which
            destroyed Winstanley’s Eddystone Lighthouse, the first erected on
            the rock, as already described. It is to be noted that
            Winstanley’s house, at Littlebury, in Essex, 200 miles from the
            lighthouse, fell down and was utterly destroyed in the same
            storm.</dd>

            <dt class="tei tei-notelabel"><a id="note_68" name="note_68"
            href="#noteref_68">68.</a></dt>

            <dd class="tei tei-notetext">This narrative differs from the more
            circumstantial account given by Defoe, doubtless from official
            authorities. The vessel had seventy guns, and 349 men; the
            latter, likely enough, may not have been her full
            complement.</dd>

            <dt class="tei tei-notelabel"><a id="note_69" name="note_69"
            href="#noteref_69">69.</a></dt>

            <dd class="tei tei-notetext">A large part of the information
            incorporated above is derived from one of the least known of
            Defoe’s works, entitled, <span class="tei tei-q">“The Storm: or,
            a Collection of the most Remarkable Casualities and Disasters
            which happened in the Late Dreadful Tempest, both by Sea and
            Land.”</span></dd>

            <dt class="tei tei-notelabel"><a id="note_70" name="note_70"
            href="#noteref_70">70.</a></dt>

            <dd class="tei tei-notetext">
              Although so severe in England and a large part of the
              Continent, Scotland scarce felt the fury of the gale. Defoe, in
              his poem on the subject, says:—

              <div class="tei tei-lg" style=
              "margin-bottom: 1.00em; margin-left: 2.00em; margin-top: 1.00em">
              <div class="tei tei-l" style="text-align: left">
                  <span class="tei tei-q" style="text-align: left">“They tell
                  us Scotland ’scaped the blast;</span>
                </div>

                <div class="tei tei-l" style=
                "text-align: left; margin-left: 2.00em">
                  No nation else have been without a taste:
                </div>

                <div class="tei tei-l" style="text-align: left">
                  All Europe sure have felt the mighty shock,
                </div>

                <div class="tei tei-l" style=
                "text-align: left; margin-left: 2.00em">
                  ’T has been a universal stroke.
                </div>

                <div class="tei tei-l" style="text-align: left">
                  But heaven has other ways to plague the Scots,
                </div>

                <div class="tei tei-l" style=
                "text-align: left; margin-left: 2.00em">
                  <span class="tei tei-q" style="text-align: left">As poverty
                  and plots.”</span>
                </div>
              </div>
            </dd>

            <dt class="tei tei-notelabel"><a id="note_71" name="note_71"
            href="#noteref_71">71.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“History of
            the Life-boat and its Work,”</span> by Richard Lewis, of the
            Inner Temple, Esq., Secretary of the National Life-boat
            Institution.</dd>

            <dt class="tei tei-notelabel"><a id="note_72" name="note_72"
            href="#noteref_72">72.</a></dt>

            <dd class="tei tei-notetext">Including the grand name of William
            Wilberforce.</dd>

            <dt class="tei tei-notelabel"><a id="note_73" name="note_73"
            href="#noteref_73">73.</a></dt>

            <dd class="tei tei-notetext">Its revenue is now approximately ten
            times the above amount.</dd>

            <dt class="tei tei-notelabel"><a id="note_74" name="note_74"
            href="#noteref_74">74.</a></dt>

            <dd class="tei tei-notetext">For the perilous nature of the
            employment, the pay is ridiculously small. It must be, however,
            in fairness to the Institution, remembered that it is a society
            depending on the benevolent public for its support, and is not a
            Government concern. Each boat has its appointed coxswain at a
            salary of £8 per annum, and assistants at £2 per annum. On every
            occasion of going afloat to save life, the coxswain and his men
            receive alike, 10s. if by day, and £1 if by night.</dd>

            <dt class="tei tei-notelabel"><a id="note_75" name="note_75"
            href="#noteref_75">75.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Storm
            Warriors; or, Life-boat Work on the Goodwin Sands,”</span> by the
            Rev. John Gilmore, M.A.</dd>

            <dt class="tei tei-notelabel"><a id="note_76" name="note_76"
            href="#noteref_76">76.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The
            Times</span></span>, November 5th, 1866.</dd>

            <dt class="tei tei-notelabel"><a id="note_77" name="note_77"
            href="#noteref_77">77.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The
            Times</span></span>, January 6th, 1876.</dd>

            <dt class="tei tei-notelabel"><a id="note_78" name="note_78"
            href="#noteref_78">78.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The Shipwrecked
            Mariner.</span></span> A Quarterly Maritime Journal. Vol. XXII.
            1875. (Organ of the <span class="tei tei-q">“Shipwrecked
            Mariner’s Society.”</span>) The article is from the pen of Lindon
            Saunders, Esq.</dd>

            <dt class="tei tei-notelabel"><a id="note_79" name="note_79"
            href="#noteref_79">79.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The Life-boat: a
            Journal of the Life-boat Institution.</span></span> November 2nd,
            1874.</dd>

            <dt class="tei tei-notelabel"><a id="note_80" name="note_80"
            href="#noteref_80">80.</a></dt>

            <dd class="tei tei-notetext">The following account is based
            mainly on the reports published in the <span class=
            "tei tei-hi"><span style=
            "font-style: italic">Times</span></span>.</dd>

            <dt class="tei tei-notelabel"><a id="note_81" name="note_81"
            href="#noteref_81">81.</a></dt>

            <dd class="tei tei-notetext">A part of the crew behaved in a most
            cowardly manner, and thought only of saving themselves, although
            Captain Knowles and Mr. Brand, the chief officer, who stood nobly
            by their posts, did all in their power to shame these recreants,
            and themselves went down with the ship. The lines quoted above
            were written by a graduate of Pembroke College, Cambridge, whose
            promising career was cut short by death at an early age. The
            poem, described as <span class="tei tei-q">“A Fragment,”</span>
            is given in full in <span class="tei tei-hi"><span style=
            "font-style: italic">The Lifeboat</span></span> for February 1st,
            1878.</dd>

            <dt class="tei tei-notelabel"><a id="note_82" name="note_82"
            href="#noteref_82">82.</a></dt>

            <dd class="tei tei-notetext">Vide <span class=
            "tei tei-hi"><span style="font-style: italic">The Life-boat; or,
            Journal of the National Life-boat Institution</span></span>.
            August 2, 1875.</dd>

            <dt class="tei tei-notelabel"><a id="note_83" name="note_83"
            href="#noteref_83">83.</a></dt>

            <dd class="tei tei-notetext">The Scilly Islands, thirty miles
            from the Land’s End, are 140 in number, and range in extent from
            one to 1,600 acres, several of the larger being fully inhabited.
            They are flanked by the grandest rock scenery, and surrounded by
            reefs and rocks innumerable.</dd>

            <dt class="tei tei-notelabel"><a id="note_84" name="note_84"
            href="#noteref_84">84.</a></dt>

            <dd class="tei tei-notetext">Captain Thomas had, we were told on
            other authority, navigated the <span class=
            "tei tei-name"><span style=
            "font-style: italic">Schiller</span></span> across the Atlantic
            and past the treacherous Scillies eight times. He imagined
            himself to be far from a point of danger; and old sea-captains
            assert that it is not uncommon for a vessel to be in advance of
            her commander’s calculations—in other words, she may plough
            through the water faster than he is aware. In this case the sun
            had been absent for three days, and the course had been kept by
            dead reckoning.</dd>

            <dt class="tei tei-notelabel"><a id="note_85" name="note_85"
            href="#noteref_85">85.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The
            Lifeboat</span></span>, &amp;c., February 1st, 1876.</dd>

            <dt class="tei tei-notelabel"><a id="note_86" name="note_86"
            href="#noteref_86">86.</a></dt>

            <dd class="tei tei-notetext">Shortly after the wreck of the
            <span class="tei tei-name"><span style=
            "font-style: italic">Deutschland</span></span>, the same
            tug-boat, the <span class="tei tei-name"><span style=
            "font-style: italic">Liverpool</span></span>, rescued from
            certain death the crew of another foreign ship, this time a
            Norwegian vessel, wrecked on the Ship-wash sandbank; and the
            Ramsgate life-boat, summoned by telegram from Harwich, was towed
            by the steam-tug <span class="tei tei-name"><span style=
            "font-style: italic">Aid</span></span> no less than forty-five
            miles to the scene of the disaster—only to find on arrival there
            that the shipwrecked crew had already been saved by the Harwich
            tug—and then another forty-five miles on her return. The fifteen
            poor fellows on board had then been fourteen hours sitting in
            their boat, with the seas and spray breaking over them through
            the whole of this terrible voyage in a freezing atmosphere. They
            landed in a benumbed and half-frozen state, from the effects of
            which some of them were sure to suffer severely afterwards.</dd>

            <dt class="tei tei-notelabel"><a id="note_87" name="note_87"
            href="#noteref_87">87.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">The
            Lifeboat</span></span>, &amp;c., Feb. 1st, 1876.</dd>

            <dt class="tei tei-notelabel"><a id="note_88" name="note_88"
            href="#noteref_88">88.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The Loss of
            the <span class="tei tei-name"><span style=
            "font-style: italic">Amazon</span></span>.”</span> By the Rev. C.
            A. Johns, B.A., F.L.S., &amp;c.</dd>

            <dt class="tei tei-notelabel"><a id="note_89" name="note_89"
            href="#noteref_89">89.</a></dt>

            <dd class="tei tei-notetext">In sea-going steam-vessels the salt
            water employed in the boilers incrusts the sides with a deposit
            of salt, and it is necessary to <span class="tei tei-q">“blow
            off”</span> every now and again, and discharge the water from
            them.</dd>

            <dt class="tei tei-notelabel"><a id="note_90" name="note_90"
            href="#noteref_90">90.</a></dt>

            <dd class="tei tei-notetext">Eliot Warburton, the author of
            <span class="tei tei-q">“The Crescent and the Cross,”</span>
            &amp;c., &amp;c.</dd>

            <dt class="tei tei-notelabel"><a id="note_91" name="note_91"
            href="#noteref_91">91.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“The
            <span class="tei tei-name"><span style=
            "font-style: italic">Amazon</span></span>:”</span> A sermon
            preached at St. Andrew’s Church, Plymouth, January 18th, 1852, by
            the Rev. William Blood (one of the survivors).</dd>

            <dt class="tei tei-notelabel"><a id="note_92" name="note_92"
            href="#noteref_92">92.</a></dt>

            <dd class="tei tei-notetext">This is common enough in all the
            great steamship lines, where certain vessels acquire a name for
            speed and accommodation, and where the captain is known as a
            first-class commander. Passengers who can afford to wait often
            delay their trips for weeks for the opportunity of sailing on a
            favourite ship.</dd>

            <dt class="tei tei-notelabel"><a id="note_93" name="note_93"
            href="#noteref_93">93.</a></dt>

            <dd class="tei tei-notetext">The Rev. D. J. Draper, a man of
            fifty-six years of age, was returning to Australia, where for
            thirty years he had laboured as a missionary, and where he was
            very generally and deservedly respected. Part of the information
            respecting the wreck is taken from <span class="tei tei-q">“The
            Storm and the Haven,”</span> a tribute to his memory, published
            in Melbourne the year of the terrible occurrence.</dd>

            <dt class="tei tei-notelabel"><a id="note_94" name="note_94"
            href="#noteref_94">94.</a></dt>

            <dd class="tei tei-notetext">The official inquiry of the Board of
            Trade elicited the fact that the number was somewhat smaller. The
            total number of souls on board was 263, and of these 19 were
            saved, leaving the number who perished at 244.</dd>

            <dt class="tei tei-notelabel"><a id="note_95" name="note_95"
            href="#noteref_95">95.</a></dt>

            <dd class="tei tei-notetext">It is a fact that Captain Martin had
            an interest in the <span class="tei tei-name"><span style=
            "font-style: italic">London</span></span> to the extent of
            £5,000. Hard to lose life and property so valuable—may be, so
            important to others at home—at one and the same time!</dd>

            <dt class="tei tei-notelabel"><a id="note_96" name="note_96"
            href="#noteref_96">96.</a></dt>

            <dd class="tei tei-notetext">The above account is principally
            derived from a <span class="tei tei-q">“Narrative of the Loss of
            the <span class="tei tei-name"><span style=
            "font-style: italic">Rothsay Castle</span></span>,”</span> by
            Lieut. R. J. Morrison, R.N., and other sources.</dd>

            <dt class="tei tei-notelabel"><a id="note_97" name="note_97"
            href="#noteref_97">97.</a></dt>

            <dd class="tei tei-notetext">The writer has seen nearly the same
            thing practised on the flat-bottomed stern-wheel steamers common
            in some parts of America, where, in shallow water, the passengers
            have been required to walk to the other side of the vessel, and
            literally <span class="tei tei-q">“tip”</span> her on that side.
            On one occasion in a <span class="tei tei-q">“slough,”</span> or
            shallow passage, he saw a number of the passengers and crew
            literally step out into the water and push the boat along, till,
            with their exertions and the steam-power, she was got off the
            bank.</dd>

            <dt class="tei tei-notelabel"><a id="note_98" name="note_98"
            href="#noteref_98">98.</a></dt>

            <dd class="tei tei-notetext"><span class=
            "tei tei-hi"><span style="font-style: italic">Vide</span></span>
            <span class="tei tei-q">“Letters, &amp;c., on the Loss of the
            <span class="tei tei-name"><span style=
            "font-style: italic">Rothsay Castle</span></span>.”</span> By the
            Rev. J. H. Stewart.</dd>

            <dt class="tei tei-notelabel"><a id="note_99" name="note_99"
            href="#noteref_99">99.</a></dt>

            <dd class="tei tei-notetext"><span class="tei tei-q">“Narrative
            of the Wreck of the Steamer <span class=
            "tei tei-name"><span style=
            "font-style: italic">Killarney</span></span>,”</span> &amp;c. By
            Baron Spolasco, M.D., &amp;c., &amp;c.</dd>

            <dt class="tei tei-notelabel"><a id="note_100" name="note_100"
            href="#noteref_100">100.</a></dt>

            <dd class="tei tei-notetext">Our information is derived from an
            article on the subject in <span class="tei tei-hi"><span style=
            "font-style: italic">The Life-boat</span></span> for November
            1st, 1878.</dd>
          </dl>
        </div>
      </div>
      <hr class="doublepage" />

      <div class="boxed tei tei-div" style=
      "margin-bottom: 5.00em; margin-top: 5.00em">
        <a name="pdf49" id="pdf49"></a><a name="toc50" id="toc50"></a>

        <h1 class="tei tei-head" style=
        "text-align: center; margin-bottom: 3.46em; margin-top: 3.46em">
        <span style="font-size: 173%">Transcriber’s Note</span></h1>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The illustrations
        have been moved so that they do not break up paragraphs and are near
        the text they illustrate, thus the page number of the illustration
        might not match the page number in the List of Illustrations.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Pages which
        contain only an image have been left out in the pagination on the
        margin.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Several
        illustrations which were missing from the List of Illustrations have
        been added to it. They can be identified by the missing page numbers
        in the list.</p>

        <p class="tei tei-p" style="margin-bottom: 1.00em">The following
        changes have been made to the text:</p>

        <table summary="This is a list." class="tei tei-list" style=
        "margin-bottom: 1.00em; margin-top: 1.00em">
          <tbody>
            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corrvii" class=
              "tei tei-ref">page vii</a>, <span class=
              "tei tei-q">“Parayaguan”</span> changed to <span class=
              "tei tei-q">“Paraguayan”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr002" class=
              "tei tei-ref">page 2</a>, <span class=
              "tei tei-q">“succesfully”</span> changed to <span class=
              "tei tei-q">“successfully”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr010" class=
              "tei tei-ref">page 10</a>, <span class=
              "tei tei-q">“Trindad”</span> changed to <span class=
              "tei tei-q">“Trinidad”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr014" class=
              "tei tei-ref">page 14</a>, period added after <span class=
              "tei tei-q">“cwt”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr015" class=
              "tei tei-ref">page 15</a>, quote mark removed before
              <span class="tei tei-q">“Monson’s”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr034" class=
              "tei tei-ref">page 34</a>, quote mark added before <span class=
              "tei tei-q">“unparalleled”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr059" class=
              "tei tei-ref">page 59</a>, quote mark added after <span class=
              "tei tei-q">“them.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr082" class=
              "tei tei-ref">page 82</a>, quote mark added after <span class=
              "tei tei-q">“it.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr083" class=
              "tei tei-ref">page 83</a>, quote mark added before <span class=
              "tei tei-q">“we”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr086" class=
              "tei tei-ref">page 86</a>, quote mark added after <span class=
              "tei tei-q">“crazy!”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr107" class=
              "tei tei-ref">page 107</a>, colon changed to period after
              <span class="tei tei-q">“dews”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr113" class=
              "tei tei-ref">page 113</a>, <span class="tei tei-q">“is”</span>
              changed to <span class="tei tei-q">“it”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr120" class=
              "tei tei-ref">page 120</a>, quote mark added after <span class=
              "tei tei-q">“matter....”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr126" class=
              "tei tei-ref">page 126</a>, quote mark added after <span class=
              "tei tei-q">“Lloyd’s”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr129" class=
              "tei tei-ref">page 129</a>, <span class="tei tei-q">“o
              f”</span> changed to <span class="tei tei-q">“off”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr146" class=
              "tei tei-ref">page 146</a>, quote mark added after <span class=
              "tei tei-q">“ALEXANDRA.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr173" class=
              "tei tei-ref">page 173</a>, single quote mark added after
              <span class="tei tei-q">“Arberbrothok.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr177" class=
              "tei tei-ref">page 177</a>, quote mark added after <span class=
              "tei tei-q">“cry.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr182" class=
              "tei tei-ref">page 182</a>, <span class=
              "tei tei-q">“occuping”</span> changed to <span class=
              "tei tei-q">“occupying”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr183" class=
              "tei tei-ref">page 183</a>, <span class=
              "tei tei-q">“Frith”</span> changed to <span class=
              "tei tei-q">“Firth”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr207" class=
              "tei tei-ref">page 207</a>, quote mark added after <span class=
              "tei tei-q">“increased.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr210" class=
              "tei tei-ref">page 210</a>, <span class=
              "tei tei-q">“make”</span> changed to <span class=
              "tei tei-q">“made”</span>, quote mark added after <a href=
              "#corr210a" class="tei tei-ref"><span class=
              "tei tei-q">“skeel”</span></a></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr217" class=
              "tei tei-ref">page 217</a>, quote mark added after <span class=
              "tei tei-q">“rescue!”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr222" class=
              "tei tei-ref">page 222</a>, <span class=
              "tei tei-q">“seaman”</span> changed to <span class=
              "tei tei-q">“seamen”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr268" class=
              "tei tei-ref">page 268</a>, <span class=
              "tei tei-q">“mother”</span> changed to <span class=
              "tei tei-q">“mothers”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr283" class=
              "tei tei-ref">page 283</a>, quote mark added after <span class=
              "tei tei-q">“perish.”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr298" class=
              "tei tei-ref">page 298</a>, <span class=
              "tei tei-q">“pasengers”</span> changed to <span class=
              "tei tei-q">“passengers”</span></td>
            </tr>

            <tr class="tei tei-labelitem">
              <th class="tei tei-label"></th>

              <td class="tei tei-item"><a href="#corr319" class=
              "tei tei-ref">page 319</a>, quote mark added after <span class=
              "tei tei-q">“3,317.”</span></td>
            </tr>
          </tbody>
        </table>

        <p class="tei tei-p" style="margin-bottom: 1.00em">Differences
        between the table of contents and the chapter summaries have not been
        corrected. Neither have variations in hyphenation been
        normalized.</p>
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          <pre class="pre tei tei-div" style=
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***END OF THE PROJECT GUTENBERG EBOOK THE SEA: ITS STIRRING STORY OF ADVENTURE, PERIL, &amp; HEROISM. VOLUME 2***
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                          <td class="tei tei-item">Project Gutenberg TEI
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