THE "BRITANNIA" IN THE 'SIXTIES.
A "Three-decker"--Arrangements on Board--The Morning Drum--Persuasive
Corporals--"Cockpit Mess"--"Cheeky New Fellows"--Important
Modifications--Sea-going Training-ship--A Dead Letter--The Question
of Locality--Portland Selected--Its Numerous Drawbacks--Preparing
for Sea--Voyage of the _Britannia_--She Asserts Herself Under
Sail--Arrival at Portland--Great Monotony--A Sad Accident--Good
Education--French and Drawing--Sample of a French Lesson--Messroom
Songs--"The King of Otaheité"--Going Aloft--A Foolhardy Feat--A Swift
Descent--Fatal to Clothes--Reading at the Yard-arm--Captain Powell
Appointed--Departure of Commander Nares--Corporal Punishment--A Cool
Young Hand--The Royal Marriage--Another Change Decided Upon--Voyage to
Dartmouth--A Busy Time--Sailors as Navvies--The _Hindostan_--Captain
Randolph Appointed--A Futile Complaint--Stern Measures--Parliamentary
Interference--Humanitarian Fads--Flogging Abolished--Cadets' Sailing
Cutters--Gymnasium Built--The _Bristol_--Competition on Entry--
Reduction of Numbers--A New _Britannia_--Statistical Results.
The new decade starts under the most favourable auspices, with a new
and roomy ship, well suited for the purpose (according to the ideas of
the time), and with the encouraging results of the first two or three
years to incite the captain and his staff to fresh exertions.
The _Britannia_--it may be explained to the uninitiated who may read
this book--differed from the _Illustrious_ in that she was a
"three-decker," while the latter was a "two-decker"; and in case this
does not convey a sufficiently clear impression to the non-nautical
mind, it is advisable to point out that a two-decker has actually four
decks, while a three-decker has five; and this without reckoning in
either case the poop, or raised deck at the after end, large enough to
afford a considerable amount of accommodation.
The designation of the ship went, in fact, by her gun decks, which in
a three-decker were termed the main, middle, and lower decks; the
upper deck and orlop deck, or cockpit, completing the number. The
orlop, though a complete deck, was in a sea-going ship somewhat dark,
being lit only by small round "scuttles," and the actual deck was,
when the vessel was down to her load-line, below water. On the
_Britannia_, however, the scuttles were enlarged to the dignity of
small ports. The head room was less than on the other decks, so that a
person of ordinary stature had to be wary, while a tall man had a
wretched time, the corners of oak beams being cruelly hard.
The orlop deck was in these early days used as the dormitory; all the
cadets' chests were there, and shortly after the ship went to Portland
a sort of open bathing-place was formed at one end, with large roses
overhead for shower-baths.
On the lower deck there were four studies at the stern; then a large
space was occupied by the cadets' messroom; forward of this was the
"galley" or kitchen; and then the mess deck for the ship's company,
which was a small one, only including a sufficient number of seamen to
keep the ship in order, and the seamen instructors, etc. On the middle
deck at the after end was the wardroom, and further forward the French
study. Service was held on this deck on Sunday, and seamanship was
also taught there. The after-part of the main deck was occupied by the
captain's quarters, and there was one small study there also. At the
fore end was the sick bay. Under the poop was the drawing study, and
also two others; and these were utilised for some time as a place of
recreation in the evening, one of the cadet captains being on duty
there to keep order--which, if he chanced to be one who had been
promoted rather for mental and moral than physical qualifications, he
sometimes found a little beyond his powers.
The cadets were roused from their morning slumbers by a long roll on
the drum. Lying half awake, in sad consciousness that turning out time
was very near, one would hear the marine drummer come down the ladder,
his drum giving out unmistakable sounds as it touched a step or two;
then the drummer could be heard settling himself and his instrument of
torture into a firm and convenient posture against a stanchion; and,
after a preliminary double tap, the hideous sound reverberated through
the cockpit. And it is a hideous sound, whether from the point of view
of a sleepy cadet or a person of any station in life with a sensitive
or musical ear.
No sooner had this aggressive salvo died away, than a chorus of
corporals would ensue, as they marched along the deck between the
chests, shaking a hammock here and there if the occupant appeared to
have been oblivious to the drummer's dulcet strain: "Turn out, sir,
turn out, if you please! Now, young gentleman, are you going to rouse
out over there?" Then, in a persuasive, almost regretful tone, "Come,
sir, come, show a leg, now, _do_!" There used to be one corporal who
indulged in flights of fancy, such as--"Now, sir, make a stir, do!
'Ere's the sun a shining through the scuttle fit to burn your eyes
out!"
There were, of course, always some incorrigibles, to whom turning out
promptly was a moral or constitutional impossibility, and repeated
offences of this nature were liable to end with a mandate to "muster
under the half deck at seven bells"--_i.e._ to come before the first
lieutenant at half-past eleven, and receive sentence, which usually
took the form of turning out an hour earlier for a week.
Among the most severe punishments were "cockpit mess," and "lower deck
mess," the former being awarded for somewhat serious offences. The
culprit took his meals--which were of extreme simplicity--at a table
rigged up under the eye of the marine sentry in the cockpit, and
various privileges were stopped in addition. It was a particularly
dreary sort of punishment, unless there happened to be two or more
brothers in affliction, when they would make it a little more lively
for themselves, and sometimes for the sentry, who might if unwary, be
induced to pursue one of the evil-doers, who persisted in making an
excursion towards the other end of the deck, while his companion would
receive some "tuck" from a confederate on the ladder, at the risk of
being himself sent below for a few days, if detected.
It was in the early days of the 'sixties that the most appropriate
title to be bestowed upon new arrivals was tacitly settled. No one
ever knows how these matters get decided; but certain it is that about
this period a boy arriving on board would find himself styled a
"cheeky new fellow." He might be the most retiring and timid of
youths, but the adjective was applied all the same; by way, no doubt,
of keeping him in his place, and making him understand how
immeasurably inferior he was to an individual who had entered six or
nine months before him.
On the arrival of the next batch he would, however, receive a sort of
negative promotion, and become simply a "new fellow"; in which
capacity he was at liberty to lord it over "cheekies," if they would
stand it from him. Another three months would see him raised to the
dignity of "six monther"; the next step was a "nine monther," and at
the end of a year he would become a "passing out number."
This, however, is anticipating somewhat; and it is now time to hark
back a little, and see how it came about that a boy should of
necessity be over a year in the ship.
The initiation of this change was actually in the 'fifties, for it was
inaugurated by an Admiralty circular dated October 23rd, 1859; which,
however, did not come into force until April, 1860.
Some important modifications were introduced: the limit of age was
altered to between twelve and fourteen; the easier form of entry
examination was retained, and any lad who failed was to be allowed a
second trial within three months.
The somewhat lax and unpractical provisions of paragraphs VI. and VII.
in the former circular were amended. Quarterly examinations were to be
held, but merely for the purpose of ascertaining progress; and after
twelve months a cadet who was found proficient was to be discharged
for three months to a sea-going training-ship. At this examination a
first-class certificate conferred twelve months' sea time, a
second-class six months, and a third-class no time: the three months
in the sea-going training-ship was to count as sea time, and the cadet
was then to join his ship as midshipman.
[Illustration: THE FOURTH "BRITANNIA," BUILT IN 1820.
_Sailing into Plymouth Sound._]
It appears extremely doubtful whether this was ever carried out, at
least in the fashion implied in the circular. The brig _Sealark_
continued to be tender to the _Britannia_ up to the end of 1861, and
no doubt the "passing out numbers" were taken out in her occasionally;
but there is no evidence that they were discharged regularly to a
sea-going training-ship; and, as a matter of fact, the paragraph
referring to this is quietly dropped out of the circular as printed in
the Navy list for March, 1862. This in itself is significant, for a
close examination of the Navy lists at that period reveals the fact
that there was a great reluctance on the part of the compositor to
interfere with the type; so the withdrawal of the order probably came
about a good deal earlier. Certainly, from the beginning of 1862 a
cadet remained in the ship for fifteen months as a matter of course,
and was then appointed to a sea-going ship, no such thing as a
sea-going training ship being heard of at all; moreover, the cadets
who joined in December, 1860, remained on board, without doubt, until
March, 1862.
In establishing a training-ship for young lads, the sons of gentlefolk
in a good position, the question of locality would appear to be of
considerable importance. It was taken for granted, presumably, at
first, that the ship should be stationed at Portsmouth, as the start
was there made in the _Illustrious_; and possibly some advantage may
have been imagined to exist in the naval surroundings, the Dockyard,
etc.
The disadvantages were, however, pretty obvious. The ship was moored
in close proximity to somewhat unsavoury mud at low water; there was
no country, worth the name, within reach; while the moral atmosphere
of a town like Portsmouth was not calculated to have a very beneficial
effect on the youngsters.
Whether any particular cause brought the question of moving the ship
under consideration, it is not easy to say; but towards the end of the
year 1861 the authorities decided to take her away from Portsmouth;
and the spot selected as her future station was--of all possible and
impossible places--Portland Roads.
Those who are acquainted with the locality--among whom every naval
officer may be included--are aware that, but for the breakwater, there
would be practically no harbour at all, nor even a moderately
sheltered roadstead in which any master would anchor his vessel, save
with a westerly wind. The breakwater, though it certainly forms a
shelter against the sweep of the swell in the Channel, cannot in any
degree break the force of an easterly gale; and even the Chesil Bank
does not modify to any great extent the fury of winter gales from the
south-west, though it ensures more or less smooth water; while
northerly gales sweep across from Weymouth Bay with unrestrained
violence.
If plenty of open air and a generous supply of ozone were particularly
in request, Portland is a very good place to go to; but other
considerations will naturally crop up in selecting an anchorage for a
training-ship.
As a port of assembly for a large fleet it is, by virtue of the
breakwater, admirably suited; but they have to take their chance of
being occasionally cut off from communication with the shore for a day
or two. A good many years ago, the Channel Squadron was so cut off
during the best part of a week, while an easterly gale was raging;
only one vessel, favourably situated, contriving to send in a cutter
under a close-reefed sail, from the stern, the crew and officer using
the rope ladder suspended from the taffrail.
There was no possibility of acquiring ground for decent playing
fields; the island--so called--of Portland presented no great
attractions for walking or anything else; there was a stupid little
town, with one steep street, climbing up the hill; and Weymouth was
too far off for landing the cadets, save on exceptional occasions, and
when they got there, there was little or nothing to do, except get
into possible mischief.
Notwithstanding these drawbacks, however, Portland was determined
upon; and when the cadets rejoined on February 2nd, 1862, after their
Christmas leave, they found their floating home in the unwonted bustle
of "preparing for sea"; and a very welcome distraction it proved to
them, in place of the ordinary hum-drum of alternate "seamanship" and
"study" days.
By February 6th all preparations were complete; at 3 p.m. a lumbering
dockyard tug, the _Lucifer_, took the _Britannia_ in tow, and slowly
dragged her out of the familiar harbour, making for the eastern end of
the Isle of Wight. The voyage was not, however, to be made alone; at
Spithead the _Trafalgar_, steam two-decker, was in waiting, and took
her station about half a mile astern of the _Britannia_, where she
hovered during the whole passage, in case of any accident. The
undertaking was not, indeed, without some risk, at that season, and
anything in the shape of a gale would have been serious; the ship
"flying light," with small frigate's spars, and with only a handful of
bluejackets and a few dockyard riggers on board.
However, the fates proved propitious; the wind blew fair from
east-north-east, the sea was smooth, and none of the cadets were
seasick; though they had the unwonted experience, afterwards to become
so familiar, of hearing the gentle complaining "creech" of the oak
timbers, and the rattle of small-arms and other odds and ends in the
racks, with the slight motion of the ship.
In the small hours of the morning it was decided to utilise the fair
wind, which was freshening a bit, by making sail, and dispensing with
the services of the tug. Accordingly, the jib was hoisted, the
topsails loosed and the sheets dragged home; there was not enough
"beef," as Jack would say, to hoist them, so they bellied out, all
loose and baggy, with the following breeze, a sorry sight for a
man-o'-warsman; that smart seaman, Captain Harris, must have found it
go sorely against the grain to leave them so. He had a certain
compensation, however; for no sooner did she feel the old familiar
pressure on the masts, than the _Britannia_ asserted herself as a ship
with a reputation under canvas, and came tumbling after the tug, which
had just been cast off, and whose best speed, unencumbered, was
probably about six knots, in such lively fashion that she almost ran
over her.
Along the chalk cliffs from St. Alban's Head the little squadron
passed in the dim light of early morning, the long snake-like
breakwater, and the wedge-shaped island of Portland gradually showing
up more clearly.
The cadets began to come up in twos and threes, their hands stuffed
well into the pockets of their monkey jackets; soon, however, they
were summoned to "bring ship to an anchor," as the _Britannia_, with
the _Trafalgar_ still in close attendance, rounded the breakwater and
approached her moorings, already laid down. Not even Captain Harris,
however, would venture on the experiment of picking up moorings of
this class under sail, in a three-decker, jury rigged, with her
topsails on the cap; so the anchor was in readiness for letting go.
"Fourth division, up on the poop, and man the spanker outhaul!" Up
they went, and realised immediately how extremely cold a fresh east
wind can be on a February morning, as they held the rope in their
benumbed fingers awaiting the order.
"Haul out the spanker! Hard down with the helm!" and the _Britannia_
gracefully rounded to, topsails all shaking; as she lost her way, the
anchor splashed, the cable rumbled out, and she brought up, close to
the dockyard "lump" supporting the heavy moorings.
In such fashion was the arrival of the _Britannia_ on her new station;
and as the present writer happened to be one of the fourth division
above referred to, and has a vivid recollection of that
morning--particularly of the biting wind--the account may be taken as
moderately accurate.
The cadets were sent for a run on shore in the afternoon, while the
dockyard men, assisted by a party of seamen from the _Trafalgar_, got
in the moorings.
Of the period at Portland--which, as will be seen, was not very
long--the principal characteristic was its monotony. All the cadets
who were in the _Britannia_ during that time will probably agree in
this. There was but little fun to be got out of Fortune's Well, as the
village was called; and even the "tuck" was indifferent--a man used to
come to the field with ices and various unwholesome stuffs in the
summer; there was not much cricket or football worthy the name.
True, there were the "blue gigs"; they were greatly in demand in fine
weather, but in such an exposed place a very moderate amount of wind
would render their use impossible; the sailing launch was rarely used
except for instructional purposes. The captains--twelve in
number--were allowed to visit Weymouth on half-holidays, but the
remainder only on rare occasions.
A small steamer used to come alongside to take the cadets on shore to
Portland, and a larger one, plying regularly to Weymouth, would call
when required to take cadets or officers there.
Among the amusements indulged in by some of the more adventurous among
the cadets was the search after sea-birds' eggs on the cliffs at the
west side of Portland; and this resulted, not very long after the
arrival of the ship, in a sad fatality, a cadet named Cox losing his
life by a fall from the cliff.
Whatever may have been the drawbacks of Portland as a station, the
captain and his staff pursued the chief end and aim of the
establishment with unremitting vigour, and great success. Seamanship
and navigation were thoroughly well taught, and any lad who was even
moderately industrious might go to sea with every detail of standing
and running rigging, reefing and furling, etc., at his fingers' ends,
only needing a little experience afloat to render him--_malgré_ the
prophecies of the malcontents of the old school--a most useful young
officer. Some of them were very respectable boat-sailers as well;
while all were able to take a tolerably accurate observation for
latitude or longitude, and work it out correctly: no mean equipment
with which to start in a sea-going ship.
The weak part of the scheme was in French and drawing, as it usually
was in those days in almost all educational establishments.
The drawing-master, though an accomplished draughtsman, did not appear
to have much idea of imparting his knowledge to his pupils; systematic
teaching in form and perspective was unknown; so that a lad who
possessed considerable natural talent in this direction usually found
himself at the end just about where he was at the beginning.
Of the French instruction it can only be said that it is difficult to
conceive how such a farce could be permitted to drag on year after
year. The French lesson was a time for every mountebank trick
imaginable, little heed being paid to the half-hearted remonstrances
of the good-natured professor. It would commence with some feeble
attempt at one of Ollendorf's exercises, which, of course, contain
abundant material of merriment for the youthful mind.
Sometimes the professor would press for a little more variety; and was
invariably met either with "Avez vous etez on board le _Colossus_?"
(the guardship at Portland), or "Avez vous etez a Weymouth?"
There was a cadet at one time who possessed an abnormal development in
the matter of aural appendages; and who, moreover, was able to fold
his ears in, and cause each in succession suddenly to unfold. His
appearance was naturally most grotesque under these circumstances, and
his performances in the French study were a source of unfailing joy to
his companions. He would "furl" his ears before commencing the
stereotyped conversation with the professor, and solemnly let one out
in the middle, gazing at the master meanwhile with an expression of
childlike innocence.
Among the evening recreations, in the winter especially, there were
frequently songs and choruses in the messroom, particularly if there
happened to be one or two cadets with an aptitude for singing and a
good repertoire of songs. There was one lad there in the latter part
of the year 1862 who was remarkable in this respect, and his songs
were always in request. One of the prime favourites was an
extraordinary "descriptive" ballad about a certain "King of Otaheité,"
in which a variety of well-known airs were introduced. As it is
probably quite out of date and unknown to our readers of the present
generation, it shall be immortalised in these pages.
THE KING OF OTAHEITÉ.
Once on a time there lived a king
Of Otaheité, of Otaheité;
Once on a time there lived a king,
A king of Otahei_ty_
Who, when he only frowned, 'tis said
The people all were filled with dread
For fear that each should lose his head
By the king of Otahei_ty_.
Now this monarch's name was Tanta-paran
Mesopotamia, Cou-di-caran,
And some people thought him a fine-looking man,
A remarkably fine-looking man.
His nose was large, so was his mouth;
When one eye looked north, the other looked south;
His face was as broad as a big frying pan;
Such a beautiful monarch was Cou-di-caran!
Now this king called his messengers
And picked out two or three,
Saying, "Rascals, stir your stumps, and tell
My friends to come to me
At half-past five for tea.
Mind that you've everything fit for my table:
Human flesh, herbs, and rice,
Everything else that's nice.
Run now, you rascals, as fast as you're able;
Run, run!"
Then there came both great and small,
Handsome, ugly, short, and tall;
Fathers, mothers, sisters, brothers,
Friends, relations, and many others.
Some were dressed in Sunday's best,
Gaily, too, were all the rest.
Fathers, mothers, sisters, brothers,
Friends, relations, and many others.
But a lady who was present
By the crowd was jostled so,
That she kept treading, treading, treading
On the king of Otahei_ty_'s toe!
On his bad toe!
On the king of Otahei_ty_'s toe!
I grieve that I should mention it,
Or that it should be heard;
It was not her intention; it
Was not, upon my word.
The king he had an ugly corn,
Which sorely did him fret;
If you had heard the row he made
You never could forget.
Now, the king, in a terrible riot,
Sang out to his guard down below,
Saying, "Rascals, how can you keep quiet?
Some villain has trod on my toe!
Go out into all my dominions,
Search well every corner and cell!
If I find out the rascal who's done it,
By Jingo, I'll tip it him well!"
But a guard who stood close by,
And cared for no man, cared for no man,
Said, "So please your Majes_ty_,
That's the woman! That's the woman!"
The king then took her by the hair,
And would not let her go,
Saying, "Madam, please to recollect
You trod upon my toe!"
A lord-in-waiting took an axe
And chopped her skull in two.
The king then, with a gracious smile,
Said, "Thank you; that'll do!"
This remarkable effusion was always listened to with breathless
interest, the callous monarch's final pronouncement being greeted with
thunders of applause.
Another ditty which was in great request was a bloodthirsty piratical
song, with a good swinging chorus:--
Hurrah! for a life of war and strife,
A pirate's life for me!
My barque shall ride the foaming tide,
The demon of the sea.
"Brave Broke" of the _Shannon_ was as popular as in "Tom Brown's
Schooldays"; and there was a youth--said to be partially of Swiss
extraction--who gave a song with a most piercing "yodel" to each
verse; and there were a great many verses. The other cadets greatly
envied him this accomplishment, and the messroom would sometimes
resound with embryo endeavours to produce a similar result; causing,
on one occasion, a sudden eruption of the lieutenant on duty, who blew
a boatswain's whistle to attract attention, and declared that a
repetition of these singular noises would involve a muster of the
cadets on deck.
The _Britannia_ was, as has been stated, fully rigged in those days;
and the cadets were allowed, and encouraged, to go aloft at all times:
the "cheeky new fellows," indeed, had to go over the topmast head
every morning, _nolens volens_.
In summer there were always a number of lads climbing about on the
mainmast and mizenmast, and the more active and venturesome used to
compete with one another in the performance of sundry more or less
dangerous feats. One cadet endeavoured to immortalise himself by
coming down over the "futtocks" with one arm and one leg. Probably the
reader is aware that the "futtock shrouds" are the short, stiff,
standing ropes from the edge of the "top," the traversing of which
involves a more or less reversed position; it is easy enough for any
ordinarily active boy, and the alternative, of going through "lubber's
hole," was regarded as more or less of a disgrace. It will be obvious,
however, that the full complement of limbs is essential to the safe
passage of the "futtocks"; a fact which was forcibly impressed upon
our young hero by a very hasty involuntary descent into the main
chains, resulting in concussion of the brain and a pretty bad scalp
wound. However, he came up smiling after a week or so; but did not try
it again.
Another aspirant for celebrity conceived the idea of coming down the
mizen royal stay "hand over leg"; this stay being a very small rope,
and--as it was not called upon to stand the stress of sail--certainly
a pretty old one, it was quite on the cards that it might have given
way, especially as the gymnast was a good lump of a boy. However, he
escaped, and landed in the main-top triumphantly; whence he was called
down by the first lieutenant, admonished as a "young fool," and
received some slight punishment, _pour encourager les autres_.
[Illustration: OFFICERS AND CADETS, 1861.]
A favourite pastime was sliding down the two parts of the topsail
halyards, which passed through a great block within reach of the
main-top. You got hold of the two ropes, which ran parallel, about a
foot apart, to the bulwarks, one in each hand, twisted your legs round
them, and then, embracing the ropes with your arms so as to avoid
skinning your hands, down you went like a flash. It was advisable,
however, to tie your trousers round the ankles first, or they rucked
up and the friction of the rope would inflict a very nasty burn on the
leg; one cadet, in fact, was on the sick-list for a considerable time
as the result of this manoeuvre.
Dear old Dibdin tells us how William, the favoured of Black-eyed
Susan, was aloft when she came alongside; upon which,
The cord glides swiftly through his glowing hands,
And quick as lightning on the deck he stands.
No cadet, certainly, except a very green "cheeky new fellow," would
try this experiment, knowing that he would arrive on deck with a good
deal more than the cuticle burnt off his "glowing hands"; William,
however, came down by "poetical licence," which no doubt makes all the
difference.
If the cadet's cuticle escaped, however, the clothes, which his
parents paid for, did not!
On a fine half-holiday those who did not wish to go on shore would
often spend the time aloft with a book; many an hour has the present
writer spent at the main-yardarm, where the studding-sail boom
afforded a seat of more or less comfort and security, with a book; one
arm clasping the lift, legs hanging down below the yard. It probably
never occurs to youth that to doze off in such a position would
certainly be fatal!
The year 1862 was an eventful one for the _Britannia_, two most
important figures disappearing from her history.
It became known in September that Captain Harris was to leave shortly,
and the news came as a sort of shock, he was so completely identified
with the institution. The report turned out to be true, and on
October 1st he was succeeded by Captain Richard Ashmore Powell. This
officer had, in a letter to Captain Harris, dated May 27th of the same
year, written as follows: "I am much pleased with the lads from the
_Britannia_; they are well behaved, and are well grounded in the
fundamental parts of their profession."
He had now to try his hand at turning out similar youngsters, and,
though he found the way paved for him by the results of his
predecessor's forethought and experience, he probably felt that he had
his work cut out.
Shortly afterwards Lieutenant Nares was promoted to commander, and,
though he retained his post as senior executive for a time, he was
superseded in December by Commander William H. Edye,[4] a very smart
and energetic officer, who was held in great respect by the cadets.
[4] Now Admiral W. H. Edye.
Nares' departure was doubtless a great loss to the ship; he identified
himself very heartily with the cadets in their games, etc., and
displayed remarkable activity in playing "Sling the Monkey" and "High
Cockolorum" with them.
A very pleasant reminiscence in connection with him is an excursion
which he "personally conducted" at Easter, 1862, taking about fifty
cadets, whose homes were too far distant for them to avail themselves
of the brief holidays, for a three or four days' trip to Wells,
Glastonbury, Cheddar, etc. The boys thoroughly enjoyed themselves, and
made a good show at the service in Wells Cathedral on Easter Sunday,
where the preacher "gie'd 'em a sight o' gude advice."
On one occasion a number of the cadets were on the west side of Chesil
Bank, watching the rollers coming in after a heavy gale: a very fine
sight. The beach--entirely composed of large loose pebbles--runs down
steeply, so that the sea breaks in one great "comber," coming in like
a wall, and dragging back the pebbles in the "undertow" with a
tremendous clatter. Some of the lads thought it good fun to run down
after the receding wave, as far as they dared, right under the next
advancing one; a most dangerous amusement.
Lieutenant Nares unexpectedly came on the scene, and, arming himself
with a long piece of tough seaweed, something like a South African
sjambok, he gave chase, and scored heavily off several, being very
fleet of foot. Having afforded this practical proof of the probable
consequences of being caught at such games, he gave them a lecture as
to the far more serious results of losing their footing, or being
dragged out by the undertow--which, indeed, one or two had narrowly
escaped.
It was not long after the appointment of Captain Powell that the
Admiralty decided to introduce corporal punishment for serious
offences among the cadets. It is not quite clear at the present time
what gave rise to this innovation, but there were probably some
unusually reckless spirits among the youngsters, of whom it was deemed
necessary to make an example.
There was considerable awe among the cadets the first time they were
assembled to "witness punishment"--for it was publicly inflicted--and
the culprit was lashed, in true man-o'-war fashion, on one side of the
deck, facing a port, while his comrades were drawn up opposite.
The deterrent effect was probably somewhat discounted by the amazing
_sang froid_ of the young gentleman under punishment, who took his
birching without a murmur, and, having a good view of Portland Roads
through the port, had apparently been interesting himself in the
manoeuvres of a merchant vessel which was beating in; for, as the last
stroke was given, and the corporal advanced to release him, he
remarked, in a genial, conversational tone, "Ah, she's missed stays! I
thought she would!"
This lad naturally became rather a hero in the eyes of his fellows,
especially as he was already rather a favourite, being of the breezy
type, which sailors call a "Jack-shilloo." It must be said, however,
that birchings were few and far between, at least in the days of
Captain Powell.
In March, 1863, came the marriage of the Prince of Wales, the day
being observed as a holiday, and white "favours," with the portraits
of the Prince and of Princess Alexandra on them, were distributed to
the cadets, who were also allowed leave to go to Weymouth--though they
found nothing particularly amusing to do there. Indeed, a more
uninteresting town for a lad to spend some hours in could not well be
imagined.
The numerous disabilities of Portland began about this period to be
brought home to the Admiralty, chiefly through the representations of
Captain Powell, who eventually received instructions to look round for
a more suitable station. In recommending Dartmouth he probably made
the best selection possible. The only objection that could be raised
to it was that it might not be sufficiently bracing, and this was more
or less of a "faddy" idea; in all other respects it appeared--and has
proved to be--most admirably suited for the purpose.
Smooth water--for it would take something like a tropical cyclone to
raise a sea at the head of the harbour--beautiful surroundings, easy
access to the shore, land available for good playing fields. All these
good things, as it were, going a-begging, while the gales howled round
the ship in her exposed quarters at Portland.
And so, though she had been only eighteen months there, it was decided
that it should see the last of her in September, 1863.
On the 28th all was in readiness, and 108 cadets--about half the full
number--were sent on leave.
At 7.45 a.m. on the 29th the _Britannia_ set out on another little
voyage. This time, however, there was more towing power provided, the
_Geyser_, an old paddle-wheel sloop, taking the hawsers, with the
_Prospero_, Admiralty tug, ahead of her; and between them they pulled
the old ship along at quite a respectable speed. The sails were
available if required, but the _Britannia_ was not destined again to
spread her wings, though she and her escort had to remain at sea, off
Dartmouth, for the night, entering the beautiful harbour at nine
o'clock next morning, amid the enthusiastic cheers of the inhabitants,
and to the extreme satisfaction, no doubt, of the cadets, as they
realised the contrast of their future surroundings with what they had
left. As it turned out, the day selected for the voyage was a lucky
one, for that night it blew a fresh gale outside, and the handling of
so large a vessel, in light trim, by the tugs would have been
difficult, probably involving the parting of hawsers.
The spot selected was about half a mile above the town, and the ship
was securely moored, head and stern, to four heavy anchors, so as to
be absolutely stationary, and quite close to the western shore.
There was a busy time then for all hands: clearing away rocks abreast
the ship, making a beach for the cadets' boats, a landing place and
cricket ground, with direct access up the steep bank, so as to avoid
the town, and so on. A great deal of this work was done, more or less
in the rough, by the ship's company, under the boatswain, who, in huge
sea-boots, superintended the engineering of zig-zag paths and steps
and various other unaccustomed achievements. Tars take a delight in a
job like this, outside their ordinary duties, and bring a remarkable
amount of ingenuity and common sense to bear upon it.
Their 'prentice work has, of course, been long since superseded by
that of contractors, the magnificent playing fields, etc., being now
approached by flights of concrete steps of great solidity; pier,
boatsheds, bathing place, etc., all in keeping.
The number of cadets on board at this time was about 230; but this
number proved insufficient to keep up the supply of lieutenants
required, so the entries were considerably increased, with the result
that the number, after a few terms, reached 306, causing inconvenient
crowding on the sleeping decks and in the messroom, to say nothing of
the studies.
After many representations from Captain Powell, the Admiralty in 1864
decided to supplement the _Britannia_ with another ship, and the
_Hindostan_, an old two-decker, was selected for the purpose, and sent
round from Devonport. She was one of several vessels built of Indian
teak, a wood which far surpasses British oak in durability and freedom
from rot; it is, in fact, practically everlasting.
[Illustration: CAPTAIN R. A. POWELL AND OFFICERS, 1863.]
The new ship was moored ahead of the _Britannia_, a bridge being
constructed between the two, making them practically one vessel, which
proved to be of the greatest value.
There was not much history made during the next year or two. There
was, of course, a great deal done in improvement of arrangements and
organisation after the advent of the _Hindostan_; and, as a proof that
the extra accommodation was needed, it may be mentioned that the
number of cadets entered in 1864 was 217, as compared with 122 and 183
of the years 1863 and 1862 respectively. This large number was not
maintained, however; for it fell to 159 in the following year. The
sudden and temporary augmentation of entries was due, no doubt, to a
state of alarm in which the authorities found themselves as to the
probable paucity of lieutenants during the next few years.
In 1865 Captain Powell was succeeded by Captain George Granville
Randolph,[5] an officer who enjoyed a great reputation for strictness,
and of whom his subordinates always stood in awe. Though disposed to
err, perhaps, on the side of severity, Randolph was always perfectly
fair and just, and was a most capable officer. The frigate _Orlando_,
which he commanded in the Mediterranean before he went to the
_Britannia_, was a marvel of smartness, and some of the performances
of her crew in handling spars, sails, etc., still remain as
time-records for the very smart Mediterranean Fleet of those days.
[5] Now Admiral Sir George G. Randolph, K.C.B.
There is little doubt, however, that his appointment to the
_Britannia_ fluttered the dovecots a little, and he soon made his
somewhat "dour" character felt. He was one of those men who are not
afraid to accept responsibility for their actions, or to carry out any
threat or promise to the bitter end, even though it may involve the
antagonism of the whole of his subordinates.
On one occasion during his command the cadets took it into their heads
to protest against having the meat left from the previous day served
up as hashes, etc., for breakfast; and as there was some little
agitation among them, it was brought to the captain's notice. The
cadet captains were accordingly mustered, and invited to state their
grievance. The captain heard them patiently, and then, to their
delight, he replied, "You are quite right, boys, it shall be stopped."
The boys, thinking they had scored completely, chorused, "Thank you,
sir!" until the captain added grimly, "But you will have nothing in
its place!" As they knew perfectly well that he would not swerve from
his decision, they retired crestfallen, and put up with the hashes,
which probably did them no harm.
Another incident had rather an unexpected result. On a wet and
cheerless holiday in the spring of 1867, going on shore being out of
the question, the boys were skylarking about the decks, rather at a
loose end, and some of the bigger cadets began to amuse themselves by
a form of bullying, joining hands and rushing the smaller boys along
the deck with considerable violence, regardless of possible serious
injury from falls, etc. This amusement being carried to rather cruel
extremes, the officer of the day thought it right to call the
attention of the commander to it, who in turn reported it to the
captain. Possibly the captain may have been aware of some previous
cases of bullying, and determined to make an example of the offenders;
however this may be, he resorted to drastic measures on the spot. The
cadets were called to divisions, and the culprits, four or five in
number, received then and there a good birching. There is the
authority of a naval instructor who was then in the ship for the
statement that bullying was very promptly stopped by this proceeding;
but apparently it was resented by the friends of some of the cadets,
an agitation in Parliament was organised, and in July of that year Mr.
Corry, the First Lord of the Admiralty, was interrogated by Mr. Bass
on the subject. On July 25th the matter was dealt with in the House as
follows (reported in the _Times_ of July 26th):--
"Mr. Bass asked the First Lord of the Admiralty whether he had made
further inquiry respecting the mode of punishment of cadets on board
the _Britannia_. It was alleged from a great many quarters that
excessive cruelty was practised on board that ship; and it was stated
by gentlemen acquainted with the practice, and who had given their
names, that when a cadet was punished his legs and arms were tied to
ringbolts so that he could not move, and that he was flogged with a
birch broom which had been previously steeped in water to make it more
pliant; that fifteen cuts were inflicted with it on the back, and that
the doctors invariably attended. He wished to know whether the First
Lord had made further inquiries on the matter, and if he retained the
opinion he formerly expressed.
"Mr. Corry said, in consequence of the statement of the hon. member,
he had thought it necessary to make minute inquiry on the subject of
the punishment on board the _Britannia_, and the result was a complete
denial that the punishment of cadets was accompanied by the cruelty
described. Punishment was inflicted, not with a birch broom, but
precisely similar to that used at schools. There was a complete denial
of any such cruelty as had been alleged.
"Mr. Bass: The arms are not tied to ringbolts?
"Mr. Corry: Certainly not. It is hardly necessary that I should go
further into the case, as the Admiralty, having taken the whole
subject into consideration, have thought it desirable that the
practice of punishing naval cadets should be discontinued. (Cheers.)
An order to that effect was issued by the Board of Admiralty last
Monday. (Cheers.)"
Mr. Bass and his friends thus scored off the Admiralty in a degree to
which they were not intrinsically entitled. The use of the birch, or
other means of corporal punishment, is a legitimate subject of
controversy, upon which many diverse opinions have always existed;
but, granted the advisability of its use, the allegations of Mr. Bass
are mere humanitarian padding. If you are going to inflict corporal
punishment upon anyone, man or boy, there is certainly no cruelty in
securing him so that he cannot move; birch rods for the punishment of
young seamen in the Navy were most frequently made by splitting up an
ordinary birch broom into convenient small bundles for the purpose;
and the soaking in water had the effect of preventing the ends flying
off during the first few strokes; while the attendance of the doctor
is merely an obvious precaution, in the event of a fainting fit, which
may possibly occur, even in the case of an apparently robust subject.
Needless to say, a delicate or weakly boy would not be subjected to
such punishment.
Mr. Bass, it will be noticed, did not agitate for the abolition of
flogging. Mr. Corry and his colleagues must, however, be credited with
having investigated the matter in an independent spirit, and with
arriving at their decision upon adequate grounds; though the general
impression produced must have been that they were more or less
truckling to a piece of unnecessary meddling.
[Illustration: CAPTAIN JOHN CORBETT.
_Photo: Smale & Son, Dartmouth._]
Captain Randolph was superseded in September, 1867, by Captain John
Corbett, after having held the appointment for a period of only
eighteen months.
Among other useful institutions introduced in this decade should be
mentioned the sailing cutters and the gymnasium.
To be capable of handling a boat under sail is, of course, a very
necessary qualification for a naval officer, and most of it is done by
midshipmen. The ordinary rig of a Service cutter is what is known as a
"dipping lug," _i.e._ a lug sail which has to be shifted to the other
side of the mast whenever the boat goes about; and as a cutter may be
required to use oars or sails at very short notice, it is undoubtedly
the best adapted for the purpose. A smart boat's crew will have the
masts up and sail on the boat in a very few minutes. It is, however,
somewhat cumbrous to work, and has no special value in regard to the
general principles which govern boat-sailing. In order, therefore, to
afford the cadets every opportunity of acquiring skill and readiness
at the helm, a number of small cutter-rigged vessels--a ship's cutter
_not_ being "cutter" rigged--were provided in 1867, with simple sails
and fittings, so that three or four cadets could, by permission, take
one out on a free afternoon and sail about the harbour, thereby
gaining the practical experience, combined with due responsibility,
without which neither boat-sailing nor any other art may be adequately
mastered. The cadets have to hoist the sails, seeing that they are
properly set, according to certain immutable laws; to get the boat
cleverly away from her moorings without getting foul of anything, to
run, beat, or reach, as occasion may require; and finally to pick up
the moorings again in a seamanlike fashion, this last being certainly
the crucial test of the coxswain's ability.
These little vessels have answered their purpose admirably, and are
frequently in such request that there is quite a struggle to get the
use of one for the afternoon. Many of the lads become very proficient
boat-sailers, and an occasional mishap is not severely visited, but
taken advantage of to explain what ought to have been done.
A properly fitted gymnasium is, of course, regarded as a necessity at
any modern school, and the _Britannia_ has been by no means behind the
times in this respect, all the various exercises being taught by an
efficient instructor, including fancy acrobatic displays such as the
"living tower," etc.
The closing years of the 'sixties are marked by two important
innovations: the institution of a _bonâ fide_ sea-going training-ship
for the cadets, and the introduction of a competitive entry
examination.
In February, 1868, the _Bristol_, a fine steam frigate, recently paid
off as commodore's ship on the coast of Africa, was recommissioned as
a sea-going training-ship for cadets, in which they were to spend one
year after leaving the _Britannia_, the period of training in the
latter being at this time one year, making the maximum time of
probation two years.
On August 3rd, 1869, however, a new circular was issued by the
Admiralty, in which the whole system was reorganised,[6] the most
important change being, as has been stated, the adoption of
competition in the entry examination. Two other points are included in
the preamble of the circular: an increase of the time under training
and a further reduction of the number of cadets entered annually.
Since the rush of entries in 1864, already alluded to, the numbers had
come down from 217 to 121, the authorities being evidently afraid of a
superfluity of executive officers.
[6] See Appendix III.
The necessity--real or imaginary--of reducing the number of entries
presumably caused some difficulty, owing to the number of applications
for nominations, so somebody hit on the happy idea of giving many more
nominations than were needed, and making the examination a limited
competition. Any influential person who had received a nomination for
his son would then have the ground cut from under his feet in case his
boy's name never appeared on the Navy List: "You asked for a
nomination for your son, and we gave you one. What more could you
want?"
This, at any rate, appears to be the only possible reason for giving
148 nominations during the year, of which it was certain that only 74
could be effective, for it would be absurd to contend that any benefit
could accrue to the Service from such a step.
The happy aspirant for the honour of serving his country in the Navy
had, practically, two examinations to pass, for a preliminary test had
to be successfully negotiated before he was permitted to engage in a
competition in which he might, after hard grinding, come out
thirty-eighth, and be compelled to seek some other vocation in life.
It is difficult to refrain from dwelling at some length on the anomaly
of this method of obtaining suitable officers, which, as will be
seen, was abolished a few years afterwards, only to be reintroduced
later on. Suffice it to say, that it has always been condemned by a
number of officers whose opinion should carry weight, as men who have
devoted their lives to the study of the efficiency of the Service, and
how best to ensure it; and if their opponents seek to convince them by
pointing to results, it is certainly within their right to maintain
that these might have been better without limited competition.
The maximum limit of age on entry was reduced, as will be noticed,
from 14 to 13 years, leaving only one year's margin between this and
the minimum.
The whole scheme, in fact, tended to reduce the number of entries,
while a show of maintaining a larger number was kept up by 50 per
cent. of ineffective nominations.
In spite of the smaller numbers on board, and the prospective further
decrease foreshadowed by the new circular, modern ideas as to
accommodation, and a demand for more studies, etc., caused the
_Britannia_ to be condemned as too small for her office, and about
July, 1869, the fifth _Britannia_ made her appearance at Dartmouth.
She was laid down as a sailing three-decker in 1848, but was
subsequently lengthened while still on the stocks, and eventually
launched as a screw-ship of 131 guns in 1860, under the name of the
_Prince of Wales_, assuming, however, the title of her predecessor.
She was a much larger vessel, and was fitted up in a manner suited to
modern requirements: only one mast was supplied, so that she presents
much more the aspect of a "sheer hulk" than the old ship, in spite of
a very handsome hull.
The average number of cadets entered each year during the 'sixties was
153, though this does not include 1860 or 1861, of which there is no
record available. The total for these eight years is 1,223, who are
accounted for, approximately, as follows:--
ACTIVE LIST.
Admirals, 18; captains, 107; commanders, 20.
RETIRED LIST.
Admirals, 2; captains, 93; commanders, 168; lieutenants, 56;
sub-lieutenants, 30.
Leaving a balance, either dead or removed from the Navy List, of 629,
or 51 per cent.
The number of cadets who passed out of the _Illustrious_ and
_Britannia_ from 1858 to 1861 was 559, which are accounted for thus:--
ACTIVE LIST.
Admirals, 29.
RETIRED LIST.
Admirals, 22; captains, 61; commanders, 66; lieutenants, 54.
Leaving a balance of 327, or 58 per cent.
[Illustration: THE FOURTH "BRITANNIA" AS TRAINING SHIP.
_Photo: Smale and Son, Dartmouth._]