FORCE AND CUNNING
A smuggling vessel was usually provided with what was called a
tub-rail--that is to say, a rail which ran round the vessel just below
the gunwale on the inside. When a vessel was about to arrive at her
destination to sink her tubs, the proceeding was as follows. The tubs
were all made fast to a long warp, and this warp with its tubs was
placed outside the vessel's bulwarks, running all round the ship from
the stern to the bows and back again the other side. This warp was
kept fastened to the tub-rail by five or seven lines called
stop-ropes. Consequently all the smugglers had to do was to cut these
stop-ropes, and the tubs and warp would drop into the water, the stone
weights immediately sinking the casks.
Bearing this in mind, let us see the Revenue cutter _Tartar_, on the
night between the 3rd and 4th of April 1839, cruising off Kimeridge,
between St. Alban's Head and Weymouth, and a little to the east of
where Lieutenant Knight was murdered, as we saw in the last chapter.
About 1.40 A.M. Lieutenant George Davies, R.N., the _Tartar's_
commander, was below sleeping with his clothes and boots on, when he
heard the officer of the watch call for him. Instantly he went on deck
and saw a smuggling vessel. She was then about thirty yards away and
within a mile of the shore. Her name was afterwards found to be the
French sloop _Diane_.
It was rather a warm, thick night, such as one sometimes gets in April
when the weather has begun to get finer. By the time that the
cruiser's commander had come up on deck, both the cutter and the
_Diane_ were hove-to, and the vessels were close alongside. When first
sighted by the boatswain the smuggler was standing out from the land.
The _Tartar's_ boat was now launched into the water, and the bo'sun
and two men pulled off in her and boarded the _Diane_, and then came
back to fetch Lieutenant Davies. The instant the latter boarded the
_Diane_, he saw one of the latter's crew throwing something overboard.
He stooped down to pick something up, when Davies rushed forward and
caught him round the body as something fell into the water, and a
tub-hoop, new, wet, and green, was taken from him. Davies called to
his bo'sun to bring a lantern, so that he might identify the seized
man and then proceed to search the vessel.
A tub-rail and stop-rope were found on board, and, on going below, the
hold was found to be strewn with chips of tub-hoops and pieces of
stones for sinking. The upper deck was similarly strewn, while by the
hatchway were found sinker-slings. These sinkers in actual employment
were accustomed to be suspended and hitched round the warp at about
every sixth tub. The _Diane's_ master was asked where his boat was
since none was found aboard, but there was no satisfactory answer.
Tub-boards for fixing on deck so as to prevent the tubs from rolling
overboard were also found, so altogether there was sufficient reason
for seizing the vessel, which was now done. She was taken into
Weymouth and her crew brought before a magistrate. And in that port
the tub-boat was also found, for the smugglers had doubtless sent most
of their cargo ashore in her whilst the _Diane_ was cruising about
between there and St. Alban's Head. It was significant that only three
men were found on board, whereas smuggling vessels of this size (about
twenty to thirty tons) usually carried eight or nine, the explanation
being that the others had been sent out with the tub-boat. But the
rest of the cargo had evidently been hurriedly thrown overboard when
the _Tartar_ appeared, and because these casks were thrown over so
quickly, fifty-nine of them had come to the surface and were
subsequently recovered. But besides these, 154 casks were also found
on one sling at the bottom of the sea close to where the _Diane_ had
been arrested, for at the time when this occurrence had taken place
the _Tartar's_ men had been careful at once to take cross bearings
and so fix their position.
One of the most interesting of these smuggling events was that which
occurred in the Medway. About eight o'clock on the evening of March
27, 1839, a smack called the _Mary_ came running into the river from
outside. At this time it was blowing very hard from the N.E., and the
tide was ebbing, so that of course wind would be against tide and a
certain amount of sea on. But it was noticed by the coastguard at
Garrison Point, which commands the entrance to this river, that the
_Mary_ had got far too much sail up--whole mainsail as well as
gaff-topsail. Considering it was a fair wind and there was a good deal
of it, there was far more canvas than was necessary, even allowing for
the tide.
It was a rule that all vessels entering the Medway should bring-to off
Garrison Point, and allow themselves to be boarded and searched, if
required by certain signals. In order to compel the _Mary_ so to do,
the coastguard at this point fired a shot and rowed off to meet her.
But the smack held on. She was steering straight for the Isle of
Grain, and showed no intention of starboarding her helm so as to get
on a proper course up the Medway. Another shot was fired, and yet she
held on. Now there were some of her Majesty's ships lying near the
Grain, which is on the starboard hand as you pass up the river, viz.
the _Dædalus_ and the _Alfred_. These vessels were of course swung
with the tide, and between the _Dædalus_ and the Isle of Grain the
smack manoeuvred.
[Illustration: "Another shot was fired."]
A third shot now came whizzing by from the boat that was rowing hard
against the tide, and the smack came round between the _Alfred_ and
_Dædalus_. The coastguard then boarded the _Mary_, and the master said
he was from Brightlingsea. He pretended that he thought the firing was
not from the coastguard, but from a ship at the Little Nore, which is
the channel that runs up to Garrison Point from the Nore Lightship.
This was curious, for the _Mary_ had been in the habit of going up the
Medway, and hitherto had always hove-to off Garrison Point for the
coastguard to come aboard. Her skipper excused his action by stating
that he was frightened of heaving-to as he might have carried away his
mast and gone ashore, if he had hauled up and gybed.
But it was pointed out that it was a foolish and unsafe course for the
_Mary_ to steer between the _Dædalus_ and the Grain Island, especially
as it was a dark night without any moon, and blowing very hard. But on
going aboard, the coastguard was not surprised to detect a strong
smell of gin, as if spirits had quite recently been removed from the
smack. And after making a search there was nothing found on board
except that she was in a great state of confusion. None the less it
was deemed advisable to place a couple of officers on board her to
accompany her up to Rochester. This was on the Friday night, and she
arrived at Rochester the same day.
On the Sunday it occurred to the officers to search for the spirits
which they were sure the _Mary_ had on board, so they proceeded to
that spot by the _Dædalus_ where the _Mary_ had luffed round and met
the coastguard boat. After sweeping for half-an-hour they found 115
tubs slung together to a rope in the usual manner. At each end of the
rope was an anchor, and between these anchors was a number of tubs,
and in between each pair of tubs were stones. So the _Mary_ had gone
into that little bight in order that she might throw her tubs
overboard, which would be sunk by the stones, and the two anchors
would prevent them from being drifted away by the tide. The warp, it
was thought, had been in the first instance fastened to the tub-rail
in the manner we have already described, and at the third gun the
stop-ropes were cut, and the whole cargo went with a splash into the
water, and the vessel sailed over the tubs as they sank to the muddy
bottom.
[Illustration: Methods employed by Smugglers for Anchoring tubs thrown
Overboard.]
The usual way to get these tubs up was of course by means of grapnels,
or, as they were called, "creepers." But the spot chosen by the _Mary_
was quite close to the moorings of the _Dædalus_, so that method would
only have fouled the warship's cables. Therefore the following
ingenious device was used. A large heavy rope was taken, and at each
end was attached a boat. The rope swept along the river-bed as the
boats rowed in the same direction stretching out the rope. Before
long the bight of this rope found the obstructing tubs, stones, warp,
and anchor, and that having occurred, the two boats rowed close
together, and a heavy iron ring was dropped over the two ends of the
rope, and thus sank and gripped the rope at the point where it met
with the obstruction. All that now remained, therefore, was to pull
this double rope till the obstruction came up from the bottom of the
water. And in this manner the articles which the _Mary_ had cast
overboard were recovered.
She was obviously a smuggler, as besides this discovery she was found
to be fitted with concealments, and fourteen tholes were found on
board "muffled" with canvas and spun yarn, so as to be able to row
silently. Her skipper, William Evans, was duly prosecuted and found
guilty; and it was during the course of this trial that the
interesting dialogue occurred between counsel and the coastguard as to
whether the first warning gun fired was always shotted or not. As we
have already discussed this point, we need not let it detain us now.
The year 1849 was interesting, as it witnessed the seizing of one of
the earliest steamcraft on a charge of smuggling. Very late in the day
of May 15 the steam-tug _Royal Charter_, employed in towing vessels in
and out of Portsmouth harbour, had been taken to Spithead without the
permission of her owner, and information was given to the coastguard.
About midnight she was first discovered steaming towards the port with
a small boat attached to her stern, being then about half a mile from
the harbour. Chase was then made and the vessel hailed and ordered to
heave-to. She replied that she would round-to directly, but in fact
she held on and steamed at full speed, notwithstanding that several
shots were fired at her. As she entered Portsmouth harbour she was
pursued by the Customs boat, who asked them to shut off steam and be
examined. Of course full speed in those days meant nothing very
wonderful, and it was not long before she was boarded. She had a crew
of three, and there were ten men in the boat towing astern, most of
whom were found to have been previously convicted of smuggling. It
seems strange to find a steamboat pursuing the old tactics of the
sailing smacks, but in her wake there were found 150 half-ankers
within about 300 yards of her and where she had passed. The vessel and
boat were seized, and the men taken before the magistrates and
convicted.
But the following is an instance of steam being employed against
smugglers. One Sunday towards the end of October 1849, about nine
o'clock in the morning, the local receiver of duties informed the tide
surveyor at St. Heliers, Jersey, that there was a cutter which (from
information received) he was convinced was loaded with brandy. This
cutter was in one of the bays to the N.W. of the island. But as the
wind was then blowing from the W.N.W. and a very heavy surf was
rolling in, the consent of the harbour-master was obtained to use the
steam-tug _Polka_ to go round in search of her, the understanding
being that she was to be paid for if a seizure were made. The wind and
sea were so boisterous that the Revenue boat could not have been used.
Steamer and officers therefore proceeded round the coast till they
reached Plemont Bay, about twenty miles from St. Helier, and there
they found a small cutter lying at anchor close under the cliff, but
with no one on board. The steamer lowered a boat and found the cutter
to be the _Lion_ of Jersey, five tons, with four hogsheads and seven
quarter casks of brandy. The officers then weighed anchor, and by
sailing and towing got her round to St. Helier harbour, where she was
dismantled, and the brandy and her materials lodged at the Custom
House. This little craft had come from Dielette in France, and as
Plemont Bay was a very secluded locality, she would have run her goods
there with perfect success, had she not been discovered while her crew
were on shore, whither they had probably gone for the purpose of
making arrangements for getting the cargo landed.
But by the middle of the nineteenth century so thoroughly had the
authorities gripped the smuggling evil that these men were actually
sometimes afraid to take advantage of what fortune literally handed
out to them. The schooner _Walter_ of Falmouth was bound on a voyage
from Liverpool to Chichester with a cargo of guano on May 30, 1850.
Her crew consisted of Stephen Sawle, master, Benjamin Bowden, mate,
Samuel Banister, seaman, and George Andrews, boy. On this day she was
off Lundy Island, when Andrews espied a couple of casks floating ahead
of the schooner and called to the master and mate, who were below at
tea. They immediately came up on deck, and the master looked at the
kegs through his glass, saying that he thought they were provisions.
The three men then got out the ship's boat, rowed after the casks and
slung them into the boat, and brought them on board. In doing so the
mate happened to spill one of them, which contained brandy. This gave
the skipper something of a fright, and he directed the mate and seaman
to throw the casks overboard. They both told him they thought he was a
great fool if he did so. He gave the same orders a second time and
then went below, but after he had remained there for some time, he
said to his crew, "If you will all swear that you will not tell
anybody, I will risk it." They all solemnly promised, the master
swearing the mate, the seaman, and the boy on the ship's Bible that
they would not tell the owner or any living creature.
Presently the mate and Banister removed the hatches and handed up
about two tiers of guano, sent the casks of brandy below and placed
bags on their top. After the master had been below a couple of hours,
he asked whether the casks were out of sight. The mate and Banister
replied that they were, whereupon the master took a candle, examined
the hold, and afterwards the sleeping-berths, but he could not see
anything of the brandy. He then went to the boy and said, "Mind you
don't let Mr. Coplin [the owner] know anything about this business,
for the world."
The vessel arrived at Falmouth on Sunday morning, the 2nd of June, and
brought up off the Market Strand. At six in the morning the boy went
ashore and returned about midnight. The mate was on board and
addressed him thus, "You knew very well what was going on and ought to
have been on board before this." For at that time both the master and
Banister were ashore. On Monday the boy went down to the hold and saw
the brandy was gone, and the same night about half-an-hour before
midnight the mate and Banister brought four gallons of the brandy to
where the boy was lodging, as his share. The youngster complained that
it was very little, to which Banister replied that one of the casks
had leaked amongst the cargo of guano or he would have had more.
Ostensibly the schooner had put into Falmouth for repairs. Later on
the Custom House officers got to hear of it, but it was then the month
of July, and the schooner had since sailed and proceeded to Liverpool.
On the 1st of October of this same year a highly ingenious device was
discovered through a hitch, which unfortunately ruined the smugglers'
chances. In its broad conception it was but a modification of an idea
which we have already explained. In its application, however, it was
unique and original. At half-past six on this morning a
fore-and-aft-rigged vessel was observed to be sailing into Chichester
harbour. When first discovered, she was about a mile from Hayling
Island. She was boarded, as smuggled goods were supposed to have been
taken by her from a raft at sea. Manned by a master and a crew of two,
all English, she was well known in that neighbourhood. She was
registered at Portsmouth as the _Rival_.
Her cargo was found to consist of a few oysters and thirteen tubs of
spirits, but these were attached to the stern in a most ingenious
manner. By her stern-post was an iron pipe, and through this pipe ran
a chain, one end of which was secured at the top, close to the tiller,
the other end running right down into the water below the ship.
Attached to the chain in the water were thirteen tubs wrapped in
canvas. The theory was this. As the vessel sailed along, the chain
would be hauled as tight as it would go, so that the casks were kept
under the vessel's stern and below water. Now, having arrived in
Chichester harbour, the helmsman had suddenly let go the chain, but
the latter had unhappily jammed in the pipe, and the tubs were thus
dragged with a large scope of chain. The coastguard in coming
alongside used his boat-hook underneath, and thus caught hold of the
chain and tubs. The vessel was now soon laid ashore, and when her
bottom was examined, the whole device was discovered. It had only
quite recently been added, but the crew were notorious smugglers, so
they got themselves into trouble in spite of their ingenuity.
[Illustration: The _Rival's_ Ingenious Device (see text).]
And now let us bring this list of smuggling adventures to an end with
the activities of a very ubiquitous French sloop named the _Georges_,
which came into prominent notice in the year 1850. Her port of
departure was Cherbourg, and she was wont to run her goods across to
the south coast of England with the greatest impudence. In piecing
together this narrative of her adventures, it has been no easy task to
follow her movements, for she appeared and disappeared, then was seen
somewhere else perhaps a hundred miles away in a very short time.
It appears that on April 19 the _Georges_, whose master's name was
Gosselin, cleared from Cherbourg, and two days later was sighted by
the commander of the Revenue cutter _Cameleon_ off Bembridge Ledge,
about one o'clock in the afternoon, about eight or nine miles E.S.E.
After she had come up she was boarded by the _Cameleon_, and was found
to have one passenger, whom the _Cameleon's_ commander described as an
Englishman "of a most suspicious appearance." But after being searched
she was found perfectly "clean" and free from any appearance of tubs
or smell of spirits. The Revenue cutter's commander therefore formed
the opinion that the _Georges_ was fitted with some concealments
somewhere. In order to discover these, it would be essential for the
craft to be hauled ashore. He therefore did not detain her, but, as
she was bound for Portsmouth, put an officer and a couple of men
aboard her till she should arrive at that port. One thing which had
aroused suspicions was the finding on board of exceptionally large
fend-offs. These were just the kind which were used by smuggling ships
accustomed to be met at sea by smaller craft, into which the casks
were transferred and then rowed ashore. And what was more suspicious
still was the fact that these fend-offs were found wet; so they had
most probably been used recently in a seaway when some tub-boats had
been alongside the _Georges_.
Somehow or other, when she arrived at Portsmouth, although the matter
was duly reported, it was not thought necessary to haul her ashore,
but she was carefully examined afloat. The English passenger found
aboard gave the name of Mitchell, but he was suspected of being
Robinson, a notorious Bognor smuggler. And it was now further believed
that the _Georges_ had sunk her "crop" of tubs somewhere near the
Owers (just south of Selsey Bill), as on the morning of the day when
the _Cameleon_ sighted her a vessel answering her description was seen
in that vicinity.
On that occasion, then, the _Georges_ could not be detained, and we
next hear of her on May 3, when again she set forth from Cherbourg.
She had no doubt taken on board a fine cargo, for she had a burthen of
thirty-one tons, and this she managed in some mysterious manner to
land in England. There can be no doubt that she did succeed in
hoodwinking the Revenue service for a time, but it is probable that
she employed largely the method of sinking the tubs, which were
afterwards recovered in the manner already familiar to the reader. At
any rate, Lieutenant Owen, R.N., writing on May 9 from the Ryde
coastguard station to Captain Langtry, R.N., his inspecting commander,
reported that this _Georges_ had arrived off Ryde pier that morning at
seven o'clock. She had five Frenchmen on board besides Gosselin. It
was found that her tub-boat was a new one, and when she arrived this
was on deck, but it had since been hoisted out, and Gosselin, having
been brought ashore, crossed by the Ryde steamer to Portsmouth at 9
A.M.
What business he transacted in Portsmouth cannot be stated definitely,
but it is no foolish guess to suggest that he went to inform his friends
at what spot in the neighbourhood of the Isle of Wight he had deposited
the casks of spirits a few hours previously. However, Gosselin did not
waste much time ashore, for he had returned, got up anchor and sails,
and was off Bembridge Ledge by five in the afternoon, at which time the
_Georges_ was sighted by Captain Hughes, commanding the Revenue cutter
_Petrel_. The _Georges_ was boarded and searched, and there was a strong
smell of brandy noticed, and it was clear that her tub-boat had been
recently used. Somewhere--somehow--she had recently got rid of her
"crop," but where and when could not be ascertained. The _Georges'_
master protested that he was very anxious to get back to Cherbourg as
quickly as possible; and as there was nothing definite found on board
this foreign craft, Captain Hughes decided to release her.
That was on May 9, then. But exactly a week later this same _Georges_
came running into Torbay. On arrival here she was found to have no
tub-boat, although in her inventory she was said to have a boat 21
feet long and 9 feet broad. Some of her crew were also absent, which
looked still further suspicious. Still more, she was found to have
battens secured along her bulwarks for the purpose of lashing tubs
thereto. This made it quite certain that she was employed in the
smuggling industry, and yet again there was no definite reason for
arresting this foreign ship. We pass over the rest of May and June
till we come to the last day of July. On that date the lieutenant in
charge of the coastguard at Lyme (West Bay) reported that he had
received information from Lieutenant Davies of the Beer station that a
landing of contraband goods was likely to be attempted on the
Branscombe station, which is just to the west of Beer Head. It was
probable that this would take place on either the 1st or 2nd of
August, and at night. Orders were therefore given that a vigilant
look-out should be kept in this neighbourhood. Nothing occurred on
the first of these dates, but about twenty minutes past eleven on the
night of August 2 reports and flashes of pistols were heard and seen
on the Sidmouth station as far as Beer Head.
These were observed by Lieutenant Smith and his crew, who were in
hiding; but, unfortunately, just as one of the coastguards was moving
from his hiding-place he was discovered by a friend of the smugglers,
who instantly blazed off a fire on the highest point of the cliff.
However, Lieutenant Smith did not waste much time, and quickly had a
boat launched. They pulled along the shore for a distance of a mile
and a half from the beach, and continued so to do until 2.30 A.M., but
no vessel or boat could be seen anywhere. But as he believed a landing
was taking place not far away, he sent information east and west along
the coast. As a matter of fact a landing did occur not far away, but
it was not discovered. An excise officer, however, when driving along
the Lyme road, actually fell in with two carts of tubs escorted by
fifteen men. This was somewhere about midnight. He then turned off the
road and proceeded to Sidmouth as fast as he could, in order to get
assistance, as he was unarmed. From there the chief officer
accompanied him, having previously left instructions for the
coastguard crew to scour the country the following morning. But the
excise and chief officer after minutely searching the cross-roads
found nothing, and lost track of the carts and fifteen men.
[Illustration: "Taken completely by surprise."]
That time there had been no capture, and the smugglers had got clean
away. But the following night Lieutenant Smith went afloat with his
men soon after dark, and about half-past ten observed a signal blazed
off just as on the previous evening. Knowing that this was a warning
that the smuggling vessel should not approach the shore, Smith pulled
straight out to sea, hoping, with luck, to fall in with the smuggling
craft. Happily, before long he discovered her in the darkness. She
appeared to be cutter-rigged, and he promptly gave chase. At a
distance of only two miles from the shore he got up to her, for the
night was so dark that the cutter did not see the boat until it got
right alongside, whereupon the smugglers suddenly slipped a number of
heavy articles from her gunwale. Taken completely by surprise, and
very confused by the sudden arrival of the coastguard's boat,
Lieutenant Smith was able to get on board their ship and arrest her.
It was now about 11.15 P.M.
But, having noticed these heavy splashes in the water, the lieutenant
was smart enough instantly to mark the place with a buoy, and then was
able to devote his attention entirely to his capture. He soon found
that this was the _Georges_ of Cherbourg. She was manned by three
Frenchmen, and there were still hanging from the gunwale on either
quarter a number of heavy stones slung together, such as were employed
for sinking the tubs. There can be no doubt that the _Georges'_
intention had been to come near enough to the shore to send her tubs
to the beach in her tub-boat, as she had almost certainly done the
night before. But hearing the coastguard galley approaching, and being
nervous of what they could not see, the tubs were being cast into the
sea to prevent seizure.
Although no tubs were found _on board_, yet it was significant that
the tub-boat was not on board, having evidently been already sent
ashore with a number of casks. There was a small 12-feet dinghy
suspended in the rigging, but she was obviously not the boat which the
_Georges_ was accustomed to use for running goods. Lieutenant Smith
for a time stood off and on the shore, and then ran along the coast
until it was day, hoping to fall in with the tub-boat. Just as he had
captured the _Georges_ another coastguard boat, this time from the
Beer station, came alongside, and so the officer sent this little
craft away with four hands to search diligently up and down the coast,
and to inform the coastguards that the tub-boat had escaped. When it
was light, Smith took the _Georges_ into Lyme Cobb, and her crew and
master were arrested. She had evidently changed her skipper since the
time when she was seen off the Hampshire shore, for the name of her
present master was Clement Armel. They were landed, taken before the
magistrates, and remanded. But subsequently they were tried, and
sentenced to six months' hard labour each in Dorchester gaol, but
after serving two months of this were released by order of the
Treasury.
On the 5th of August the boats from Lieutenant Smith's station at
Branscombe went out to the spot where the _Georges_ had been captured
and the mark-buoy with a grapnel at the end of it had been thrown.
There they crept for a time and found nothing. But it had been heavy
weather, and probably the tubs had gone adrift without sinkers to
them. At any rate no landing was reported along the shore, so it was
doubtful if the tub-boat had managed to get to land. As to the
_Georges_ herself, she was found to be almost a new vessel. She was
described as a handsome craft, "and very much the appearance of a
yacht, and carries a white burgee at her masthead with a red cross in
it, similar to vessels belonging to the Yacht Club."
The reference to the "Yacht Club" signifies the Royal Yacht Squadron,
which was originally called the Royal Yacht Club. In those days the
number of yachts was very few compared with the fleets afloat to-day.
Some of the Royal Yacht Club's cutters were faster than any smuggler
or Revenue craft, and it was quite a good idea for a smuggler built
with yacht-like lines to fly the club's flag if he was anxious to
deceive the cruisers and coastguards by day. Some years before this
incident there was found on board a smuggling lugger named the
_Maria_, which was captured by the Revenue cruiser _Prince of Wales_
about the year 1830, a broad red pendant marked with a crown over the
letters "R.Y.C.," and an anchor similar to those used by the Royal
Yacht Club. One of the _Maria's_ crew admitted that they had it on
board because they thought it might have been serviceable to their
plans. The point is not without interest, and, as far as I know, has
never before been raised.
But to conclude our narrative of the _Georges_. As it was pointed out
that she was such a fine vessel, and that Lyme Cobb (as many a
seafaring man to-day knows full well) was very unsafe in a gale of
wind, it was suggested that she should be removed to Weymouth "by part
of one of the cutters' crews that occasionally call in here." So on
the 7th of September in that year she was fetched away to Weymouth by
Lieutenant Sicklemore, R.N. She and her boat were valued at £240, but
she was found to be of such a beautiful model that she was neither
destroyed nor sold, but taken into the Revenue service as a cutter to
prevent the trade in which she had been so actively employed.
And so we could continue with these smuggling yarns; but the extent of
our limits has been reached, so we must draw to a close. If the
smuggling epoch was marred by acts of brutality, if its ships still
needed to have those improvements in design and equipment which have
to-day reached such a high mark of distinction, if its men were men
not altogether admirable characters, at any rate their seamanship and
their daring, their ingenuity and their exploits, cannot but incite us
to the keenest interest in an exceptional kind of contest.
APPENDICES
APPENDIX I
SLOOPS OR CUTTERS
The reputed difference between a sloop and cutter in the eighteenth
century is well illustrated by the following, which is taken from the
Excise Trials, vol. xxx., 1st July 1795 to 17th December 1795, p. 95.
In Attorney-General _v._ Julyan and others there was an action to
condemn the vessel _Mary_ of Fowey, brought under the provisions of
sec. 4, c. 47, 24 Geo. III., as amended by sec. 6, c. 50, 34 Geo. III.
There were several counts, including one with regard to the vessel
being fitted with "arms for resistance," but the case turned on the
question whether she was cutter-rigged or sloop-rigged. Counsel for
the prosecution defined a cutter as "a thing constructed for swift
sailing, which, with a view to effect that purpose, is to sink
prodigiously at her stern, and her head to be very much out of water
... built so that she should measure a great deal more than she would
contain."
Such a definition, however satisfactory it may have been to the legal
mind, was one that must have vastly amused any seafaring man. The
judge, quoting expert evidence, explained the difference between a
cutter and a sloop as follows:--A standing or running bowsprit is
common to either a sloop or a cutter, and a traveller, he said, was an
invariable portion of a cutter's rig, so also was a jib-tack. The
jib-sheet, he ruled, differed however; that of a cutter was twice as
large as that of a sloop and was differently set. It had no stay. A
sloop's jib-sheet was set with a fixed stay. Furthermore, in a cutter
the tack of the jib was hooked to a traveller, and there was a large
thimble fastened to a block which came across the head of the sail.
There were two blocks at the mast-head, one on each side. "A rope
passes through the three blocks by which it is drawn up to the
halliards." The jib of a cutter "lets down and draws in a very short
time." A cutter usually had channels and mortice-holes to fix legs to
prevent oversetting.
APPENDIX II
LIST OF CRUISERS EMPLOYED IN THE CUSTOMS SERVICE FOR THE YEAR 1784
-----------------+---------+------------+---------------------------------+
Name. |Number of|Where | |
|Crew. |Stationed. | Remarks. |
-----------------+---------+------------+---------------------------------+
_Lively_ and } | 14 | London | These vessels were the property |
_Vigilant_ } | | | of the Crown. The _Lively_ |
| | | cruised in the winter |
| | | half-year, but in the summer |
| | | her crew did duty on board |
| | | the _Vigilant_. |
_Defence_ | 16 |Gravesend | On the Establishment. |
_Success_ | 23 |Rochester | " " |
_Otter_ | 13 |Rochester | Moored in Standgate Creek to |
| | | guard the Quarantine. |
_Active_ | 18 |Eaversham | On the Establishment. |
_Sprightly_ | 30 |Sandwich | Employed by Contract from May |
| | | 27, 1784. |
_Greyhound_ | 17 |Sandwich | Employed by Contract from |
| | | January 27, 1784. |
_Scourge_ | 30 |Deal | Employed by Contract from |
| | | January 27, 1784. |
_Nimble_ | 30 |Deal | Employed by Contract from |
| | | April 23, 1784. |
_Tartar_ | 31 |Dover | On the Establishment. |
_Assistance_ | 28 |Dover | Employed by Contract. |
_Alert_ | 16 |Dover | Employed by Contract from |
| | | April 22, 1784. |
_Stag_ | 24 |Rye | On the Establishment. |
_Hound_ | 30 & 24 |Rye | Contract. Crew reduced to 24 |
| | | on October 9, 1784. |
_Surprise_ | 28 |Newhaven | Contract. Crew reduced to 24 |
| | | on October 9, 1784. |
_Enterprise_ | 18 |Shoreham | Establishment in 1784, but |
| | | afterwards on Contract. |
_Falcon_ | 18 & 28 |Chichester | Establishment. |
_Roebuck_ | 21 |Portsmouth | " |
_Antelope_ | 11 |Portsmouth | " |
_Rose_ | 30 |Southampton | " |
_Speedwell_ | 31 |{ Weymouth |{ She was on Contract at |
| |{ Cowes |{ Weymouth but was removed to |
| | |{ Cowes on June 10, 1784. |
_Swan_ | 23 | Cowes | Contract from March 6, 1784 |
_Laurel_ | 20 | Poole | " " " |
_Diligence_ | 32 |{ Poole |} Contract. Removed from Poole |
| |{ Weymouth |} to Weymouth, March 2, 1784. |
_Alarm_ | 26 | Exeter | Contract. Removed from Poole |
| | | to Weymouth, March 2, 1784. |
_Spider_ | 28 | Dartmouth | Contract. Removed from Poole |
| | | to Weymouth, March 2, 1784. |
_Ranger_ | 21 | Plymouth | Establishment. |
_Wasp_ | 20 | Plymouth | Contract. |
_Squirrel_ | 20 | Looe | " |
_Hawke_ |18 & 26 | Falmouth | " |
_Lark_ | 20 | Falmouth | " |
_Lurcher_ | 30 | Penryn | " |
_Tamer_ | 25 | Scilly | " |
_Brilliant_ | 30 | St. Ives | " |
_Dolphin_ | 26 | St. Ives | " |
_Brisk_ | 19 | Milford | " |
_Repulse_ | 33 | Colchester | Establishment. |
_Argus_ | 24 | Harwich | " |
_Bee_ | 16 | Harwich | Contract. |
_Hunter_ | 25 | Yarmouth. | Establishment. |
_Experiment_ | 18 | Boston | " |
_Swallow_ | 24 | Hull | " |
_Mermaid_ | 24 | Newcastle | " |
_Eagle_ | 24 | Newcastle | " |
-----------------+---------+------------+---------------------------------+
APPENDIX III
LIST OF CRUISERS EMPLOYED IN THE CUSTOMS SERVICE FOR THE YEAR 1797
(_up to June 27_)
-------------------+------------------------------+---------+------+------+
Vessel. | Commander. | Tonnage.| Guns.| Men. |
-------------------+------------------------------+---------+------+------+
_Vigilant_ Yacht |{ Richard Dozell |{ 53 | 6 | 13 |
_Vigilant_ Cutter |{ |{ 82 | 8 |10adl.|
| | | | |
| | | | |
_Diligence_ | William Dobbin | 152 | 14 | 32 |
| | | | |
_Swallow_ | Thomas Amos | 153 | 10 | 32 |
_Lively_ | Du Bois Smith | 113 | 12 | 30 |
_Defence_ | Geo. Farr (Acting) | 76 | 6 | 18 |
_Ant_ | Thomas Morris | 58 | 4 | 15 |
_Fly_ | Thomas Gibbs | 52 | 4 | 15 |
_Success_ | William Broadbank | 74 | 6 | 24 |
_Otter_ | John Matthews | 68 | -- | 13 |
_Active_ | Thomas Lesser | 75 | 8 | 18 |
| | | | |
| | | | |
_Swift_ | J. Westbeech (Tide Surveyor) | 52 | -- | 8 |
_Nimble_ | William Clothier (Acting) | 41 | 2 | 15 |
_Tartar_ | B.J. Worthington | 100 | 10 | 23 |
_Stag_ | John Haddock | 153 | 14 | 32 |
| | | | |
-------------------+------------------------------+---------+------+------+
-------------------+---------------------------------------+
Vessel. | Extent of Cruising Station. |
-------------------+---------------------------------------+
_Vigilant_ Yacht | To attend the Honourable Board. |
_Vigilant_ Cutter | In the winter season the cutter with |
| ten additional hands cruised on the |
| coasts of Essex, Ken, and Sussex |
_Diligence_ | Milford to Solway Firth, or as the |
| Board should direct. |
_Swallow_ | As the Board should direct. |
_Lively_ | " " " |
_Defence_ | Gravesend to Dungeness. |
_Ant_ | Gravesend to the Nore. |
_Fly_ | " " " |
_Success_ | Rochester to North Sand Head. |
_Otter_ | Rochester to the Buoy of the Woolpack.|
_Active_ | Mouth of Medway to N. Foreland, |
| round the Longsand and up the |
| Swin to Leigh. |
_Swift_ | Downs to the Longsand. |
_Nimble_ | Between the Forelands. |
_Tartar_ | The Gore to Beachy Head. |
_Stag_ | Dover to Brighton, but extended on |
| special circumstances. |
-------------------+---------------------------------------+
-------------------+------------------------------+---------+------+------+
Vessel. | Commander. | Tonnage.| Guns.| Men. |
-------------------+------------------------------+---------+------+------+
_Hound_ | J.R. Hawkins | 111 | 12 | 30 |
_Falcon_ | Charles Newland | 131 | 12 | 33 |
_Roebuck_ | John Stiles | 104 | 12 | 27 |
_Antelope_ | John Case | 97 | 10 | 26 |
| | | | |
_Rose_ | William Yeates | 114 | 12 | 32 |
_Swan_ | |[Building at this date]|
_Greyhound_ | Richard Wilkinson | 200 | 16 | 43 |
_Alarm_ | Andrew Dealey | 130 | 12 | 36 |
_Ranger_ | Nathaniel Cane | 80 | 8 | 25 |
_Busy_ | Alexr. Fraser (mate) | 46 | -- | 11 |
_Hinde_ | Gabriel Bray | 160 | 12 | 41 |
_Dolphin_ | Richard Johns (Junr.) | 139 | 14 | 32 |
| | | | |
_Racer_ | James Wood (mate) | 40 | -- | 9 |
_Speedwell_ | John Hopkins |[Building at this date]|
| | | | |
_Endeavour_ | Thomas Peregrine | 34 | -- | 11 |
_Repulse_ | G.G.H. Munnings | 143 | 14 | 43 |
_Argus_ | John Saunders | 135 | 14 | 32 |
_Hunter_ | Thomas Ritches | 143 | 14 | 32 |
_Bee_ | A. Somerscalls (mate) | 28 | -- | 9 |
| | | | |
_Eagle_ | George Whitehead |[Building at this date]|
_Mermaid_ | John Carr | 112 | 10 | 30 |
_Viper_ | John Hudson (mate) | 28 | -- | 9 |
| | | | |
-------------------+------------------------------+---------+------+------+
-------------------+---------------------------------------+
Vessel. | Extent of Cruising Station. |
-------------------+---------------------------------------+
_Hound_ | N. Foreland to Isle of Wight. |
_Falcon_ | Beachy Head to Isle of Wight. |
_Roebuck_ | Round the Isle of Wight. |
_Antelope_ | Round the Isle of Wight, and from |
| Needles to Swanage. |
_Rose_ | From Lool to Lyme. |
_Swan_ | Beachy Head to Lyme. |
_Greyhound_ | Beachy Head to the Start. |
_Alarm_ | Between Portland and the Start. |
_Ranger_ | Land's End to Cape Cornwall. |
_Busy_ | Plymouth Sound and Lawsand Bay. |
_Hinde_ | Portland to St. Ives and Scilly. |
_Dolphin_ | St. Ives to Padstow, round Scilly; |
| Land's End to Helford. |
_Racer_ | Chepstow to Ilfracombe. |
_Speedwell_ | Holyhead, Bristol Channel, and to |
| the Land's End. |
_Endeavour_ | The whole port of Milford. |
_Repulse_ | North Yarmouth to Portsmouth. |
_Argus_ | Buoy of the Middle[25] to Lowestoft. |
_Hunter_ | Harwich to Cromer. |
_Bee_ | Humber, York, and Lincoln, and to |
| guard Quarantine. |
_Eagle_ | Tynemouth to Yarmouth. |
_Mermaid_ | Berwick to the Spurn. |
_Viper_ | Isle of Anglesea to St. Bee's Head |
| occasionally. |
-------------------+---------------------------------------+
[25] _i.e._ doubtless the channel better known as Swin Middle, leading
into the estuary of the Thames.
APPENDIX IV
LIST OF REVENUE CRUISERS BUILT BETWEEN JULY 18, 1822 AND OCTOBER 1,
1838
----------------------------+---------------+-----+-----------------+
| | | |
Name of Cruiser. | When Built. |Ton- | Builders. |
| |nage.| |
----------------------------+---------------+-----+-----------------+
| | | |
_Fly_ (late _New Charter_) | July 18, 1822 | 44 | Thos. White |
_Lion_ | " " | 82 | Th. Inman |
_Arrow_ (late _Seaflower_) | " " | 43 | Ransom & Ridley |
_Cameleon_ (lost) | " " | 85 | Wm. Hedgcock |
_Dolphin_ | " " | 68 | J.B. Good |
_Ranger_ | " " | 71 | Chas. Golder |
_Tartar_ | " " | 82 | Ransom & Ridley |
_Repulse_ | " " | 82 | W. Good & Son |
_Nimble_ | " " | 65 | Rd. Graves |
_Sprightly_ | " " | 63 | Chas. Miller |
_Sealark_ | Oct. 10, 1823 | 42 | Th. White |
_Scout_ | Aug. 15, " | 84 | Th. White |
_Fox_ | Oct. 10, " | 85 | Th. White |
_Endeavour_ | July 16, " | 45 | N. Harvey |
_Adder_ (sold) | Oct. 10, " | 73 | T. White |
_Vigilant_ | Feb. 10, 1824 | 99 | T. White |
_Kite_ | Mar. 21, 1825 | 164 | Ransom & Ridley |
_Hound_ (lost) | " " | 169 | T. White |
_Experiment_ |April 16, 1825 | 43 | T. White |
----------------------------+---------------+-----+-----------------+
----------------------------+----------+-----------------+-----------------+
| | Draft. |Rate of sailing |
Name of Cruiser. | Where |--------+--------|per hour in knots|
| Built. |Forward.| Aft. |and fathoms. |
----------------------------+----------+--------+--------+--------+--------+
| |ft. ins.|ft. ins.| knots | fathoms|
_Fly_ (late _New Charter_) |Cowes | 5 × 6 | 7 × 4 | -- | -- |
_Lion_ |Lymington | -- | -- | -- | -- |
_Arrow_ (late _Seaflower_) |Hastings | 4 × 6 | 9 × 3 | 9 | -- |
_Cameleon_ (lost) |Dover | -- | -- | -- | -- |
_Dolphin_ |Bridport | 5 × 3 | 9 × 0 | 10 | -- |
_Ranger_ |Folkestone| 4 × 6 | 9 × 6 | 8 | -- |
_Tartar_ |Hastings | 5 × 2 | 10 × 2 | 8 | 4 |
_Repulse_ |Ealing | -- | -- | -- | -- |
_Nimble_ |Sandgate | 5 × 0 | 10 × 0 | 10 | -- |
_Sprightly_ |Cowes | 5 × 6 | 8 × 6 | 7 | 4 |
_Sealark_ |Cowes | -- | -- | -- | -- |
_Scout_ |Cowes | 5 × 11 | 8 × 4 | 8 | 4 |
_Fox_ |Cowes | 6 × 6 | 10 × 0 | 10 | -- |
_Endeavour_ |Rye | 5 × 6 | 9 × 6 | -- | -- |
_Adder_ (sold) |Cowes | -- | -- | -- | -- |
_Vigilant_ |Cowes | 6 × 8 | 9 × 4 | 9 | 4 |
_Kite_ |Hastings | 6 × 8 | 12 × 10| 11 | -- |
_Hound_ (lost) |Cowes | -- | -- | -- | -- |
_Experiment_ |Cowes | 5 × 0 | 7 × 4 | -- | -- |
----------------------------+----------+--------+--------+--------+--------+
----------------------------+---------------+-----+-----------------+
| | | |
Name of Cruiser. | When Built. |Ton- | Builders. |
| |nage.| |
----------------------------+---------------+-----+-----------------+
| | | |
_Racer_ | Aug. 10, 1825 | 53 | Ransom & Ridley |
_Viper_ (late _Mermaid_) | " 23, " | 43 | T. White |
_Stag_ | Feb. 20, 1827 | 130 | T. White |
_Diligence_ (lost) | " 4, 1828 | 171 | Ransom & Ridley |
_Bee_ | Aug. 18, " | 69 | Ransom & Ridley |
_Stork_ | Jan. 5, 1830 | 160 | Ransom & Ridley |
_Liverpool_ (now | July 1, " | 28 | T. White |
_Speedwell_) | | | |
_Victoria_ | Aug. 31, 1831 | 22 | Ransom & Ridley |
_Chance_ |April 2, 1832 | 58 | T. White |
_Squirrel_ | Jun 21, " | 36 | T. White |
_Amphitrite_ | July 4, " | 30 | Th. Inman |
_Victoria_ |April 2, " | 114 | Th. Inman |
_King George_ | Aug. 3, " | 36 | Ransom & Ridley |
_Wickham_ |April 2, " | 150 | T. White |
_Adelaide_ | " " | 143 | Ransom & Ridley |
_Dolphin_ | " " | 84 | Ransom & Ridley |
_Liverpool_ (tender to | Aug. 10 " | 36 | T. White |
_Kite_) | | | |
_Hornet_ | July 6, " | 143 | Ransom & Ridley |
_Prince George_ | Nov. 3, " | 70 | Ransom & Ridley |
_Providence_ | Dec. 10, " | 20 | N. & E. Edwards |
_Margaret_ | " " | 22 | T. Inman |
_Asp_ |April 22, 1833 | 32 | T. White |
_Lady of the Lake_ | " 25, " | 22 | T. Inman |
_Hind_ | May 25, " | 41 | Ransom & Ridley |
_Caroline_ | Jan. 31, 1834 | 36 | Ransom & Ridley |
_Frances_ | Feb. 3, " | 40 | T. White |
----------------------------+---------------+-----+-----------------+
----------------------------+----------+-----------------+-----------------+
| | Draft. |Rate of sailing |
Name of Cruiser. | Where |--------+--------|per hour in knots|
| Built. |Forward.| Aft. |and fathoms. |
----------------------------+----------+--------+--------+--------+--------+
| |ft. ins.|ft. ins.| knots | fathoms|
_Racer_ |Hastings | 4 × 4 | 9 × 8 | 8 | 4 |
_Viper_ (late _Mermaid_) |Cowes | -- | -- | -- | -- |
_Stag_ |Cowes | 6 × 9 | 10 × 9 | 10 | -- |
_Diligence_ (lost) |Hastings | 6 × 9 | 12 × 4 | 12 | -- |
_Bee_ |Hastings | 6 × 0 | 10 × 0 | -- | -- |
_Stork_ |Hastings | 7 × 4 | 12 × 6 | 11 | 6 |
_Liverpool_ (now |Cowes | -- | -- | -- | -- |
_Speedwell_) | | | | | |
_Victoria_ |Hastings | -- | -- | -- | -- |
_Chance_ |Cowes | 6 × 6 | 9 × 6 |9½ to 10| -- |
_Squirrel_ |Cowes | -- | -- | -- | -- |
_Amphitrite_ |Lymington | -- | -- | -- | -- |
_Victoria_ |Lymington | 6 × 6 | 11 × 0 | 11 | -- |
_King George_ |Hastings | -- | -- | -- | -- |
_Wickham_ |Cowes | 7 × 3 | 11 × 3 | 11 | 4 |
_Adelaide_ |Hastings | 7 × 1½ | 12 × 2½| 10 | 6 |
_Dolphin_ |Hastings | 7 × 0 | 10 × 3 | 9 | 6 |
_Liverpool_ (tender to |Cowes | -- | -- | -- | -- |
_Kite_) | | | | | |
_Hornet_ |Hastings | 7 × 0 | 12 × 0 |7.6 to 8| -- |
_Prince George_ |Hastings | -- | -- | -- | -- |
_Providence_ |Scilly | -- | -- | -- | -- |
_Margaret_ |Lymington | 5 × 2 | 8 × 4 | 9 | -- |
_Asp_ |Cowes | -- | -- | -- | -- |
_Lady of the Lake_ |Lymington | -- | -- | -- | -- |
_Hind_ |Hastings | -- | -- | -- | -- |
_Caroline_ |Hastings | -- | -- | -- | -- |
_Frances_ |Cowes | 4 × 6 | 7 × 8 | 8 | 4 |
----------------------------+----------+--------+--------+--------+--------+
----------------------------+---------------+-----+-----------------+
| | | |
Name of Cruiser. | When Built. |Ton- | Builders. |
| |nage.| |
----------------------------+---------------+-----+-----------------+
| | | |
_Royal George_ | Mar. 27, " | 149 | T. Inman |
_Maria_ |Sept. 10, " | 36 | T. Inman |
_Vulcan_ (steamer) | Oct. 30, " | 325 | T. White |
_Hamilton_ | Jan. 11, 1835 | 59 | T. White |
_Cameleon_ | Feb. 21, " | 89 | T. Inman |
_Kingstown_ | May 4, " | 21 | T. Inman |
_Bat_ | Nov. 20, " | 37 | T. White |
_Tiger_ | Mar. 8, 1836 | 18 | T. Inman |
_Onyx_ |Sept. 1, " | 36 | T. White |
_Flying Fish_ | " " | 41 | T. White |
_Gertrude_ | Oct. 26, 1836 | 37 | T. White |
_Royal Charlotte_ | " 27, " | 130 | T. White |
_Active_ | " 29, " | 101 | T. Inman |
_Vixen_ | Feb. 11, 1837 | 56 | T. White |
_Ferret_ | Mar. 18, " | 39 | T. Inman |
_Desmond_ | June 10, " | 68 | T. Inman |
_Harpy_ | Oct. 10, " | 145 | T. White |
_Asp_ | Feb. 20, 1838 | 46 | T. Inman |
_Rose_ | " " | 53 | T. Inman |
_Adder_ | " " | 53 | T. White |
_Neptune_ | June 19, 1838 | 42 | T. White |
_Kingstown_ | Oct. 1, " | 35 | Pinney & Adams |
----------------------------+---------------+-----+-----------------+
----------------------------+----------+-----------------+-----------------+
| | Draft. |Rate of sailing |
Name of Cruiser. | Where |--------+--------|per hour in knots|
| Built. |Forward.| Aft. |and fathoms. |
----------------------------+----------+--------+--------+--------+--------+
| |ft. ins.|ft. ins.| knots | fathoms|
_Royal George_ |Lymington | 6 × 8 | 11 × 3 | 11 | 2 |
_Maria_ |Lymington | -- | -- | -- | -- |
_Vulcan_ (steamer) |Cowes | -- | -- | -- | -- |
_Hamilton_ |Cowes | 5 × 6 | 9 × 6 | 9 | 4 |
_Cameleon_ |Lymington | 6 × 6 | 10 × 6 | 10 | -- |
_Kingstown_ |Lymington | -- | -- | -- | -- |
_Bat_ |Cowes | -- | -- | -- | -- |
_Tiger_ |Lymington | -- | -- | -- | -- |
_Onyx_ |Cowes | -- | -- | -- | -- |
_Flying Fish_ |Cowes | 5 × 3 | 8 × 3 | 8 | 4 |
_Gertrude_ |Cowes | -- | -- | -- | -- |
_Royal Charlotte_ |Cowes | 6 × 5 | 10 × 9 | 10 | 6 |
_Active_ |Lymington | 6 × 2 | 11 × 1 | 10 | 6 |
_Vixen_ |Cowes | 5 × 3 | 8 × 4 | 10 | -- |
_Ferret_ |Lymington | -- | -- | -- | -- |
_Desmond_ |Lymington | 4 × 9 | 8 × 6 | 9 | -- |
_Harpy_ |Cowes | 6 × 7 | 11 × 3 | 11 | -- |
_Asp_ |Lymington | -- | -- | -- | -- |
_Rose_ |Lymington | 5 × 6 | 9 × 3 | 10 | -- |
_Adder_ |Cowes | 5 × 2 | 8 × 3 | [Never Tried] |
_Neptune_ |Cowes | -- | -- | -- | -- |
_Kingstown_ |Poole | 6 × 4 | 9 × 4 | -- | -- |
----------------------------+----------+--------+--------+--------+--------+
_N.B._--There is no information to show how the rate of sailing was
assessed. We know not (a) whether the vessel was sailing on a wind or
off; whether close-hauled or with the wind abeam; (b) whether the
distance was taken from a measured mile reckoned between two fixed
objects ashore; (c) what sail was set; whether reefed or not; (d)
whether the speed was estimated by means of the old-fashioned log.
It is probable that the last mentioned was the method employed, but in
any one of these cases the rate given can only be approximate unless
we know the force and angle of the wind at each trial trip. The
non-nautical reader may be reminded in considering the rates given
above that a knot is equivalent to 1000 fathoms or, more exactly, 6086
English feet.
APPENDIX V
SPECIFICATION FOR BUILDING A CUTTER FOR THE REVENUE SERVICE OF
THIRTY-FIVE TONS
(_As built in the year 1838_)
LENGTH.--From Stem to Sternpost, 44 feet. Keel for tonnage, 41
feet.
BREADTH.--Extreme from outside the Plank, 14 feet 5 inches.
DEPTH.--From the upper-part of the Main Hatch-Beam to the Ceiling
alongside the Keelson, 7 feet 8 inches.
KEEL.--The Keel to be of good sound Elm, in not more than two
pieces, with Hook and Butt Scarphs 6 feet long, sided 6-1/2
inches. Depth aft 12 inches, forward 14 inches, with a false
Keel.
STEM.--To be of sound English Oak, clear of Sap and all other
defects, sided 5-1/2 inches, and to be sufficiently thick at
the head to admit of a hole for the Main Stay.
STERN POST.--To be of sound English Oak, clear of Sap and all other
defects, sided 5-1/2 inches.
DEAD WOOD.--The Dead Wood both forward and aft to be of Oak, clear
of Sap and all defects, except the two lower pieces which may
be Elm, and secured by a Knee well bolted through the
Sternpost, and Dead Wood aft, and Stem and Dead Wood forward.
FLOORS AND FUTTOCKS.--To be sided 5-1/2 and not more than 6 inches
apart. The lower Futtocks sided 5-1/2 inches, second Futtocks
5, third Futtocks 5, and Toptimbers 4-1/2, Stantions 4 inches.
The heels of the lower Futtocks to meet on the Keel, all the
Timber to be well grown and seasoned, clear of Sap and other
defects;--of English Oak.
KEELSON.--The Keelson to run well forward and aft, of sound Oak,
clear of Sap, sided 7 inches and moulded 9 inches Midships. The
ends moulded 7 inches and sided 6 inches. To be bolted through
the floors and Keel with 3/4 inch Copper Bolts well clenched on
a ring, under the Keel.
STANTIONS.--Stantions sided 4 inches at the Gunwale and 3-1/2
inches at the Head, and so spaced as to form 4 ports, each side
20 inches in the clear, and the port lids hung with composition
hooks and hinges to roughtree rail and one Stantion between
each port, or more if necessary.
COUNTER-TIMBERS.--To be sided from 4-1/2 to 4 inches and the
Transoms well kneed.
BREAST-HOOKS.--To have 3 Breast-Hooks, one under the Bowsprit sided
4 inches, the others sided 4-1/2 inches, all of the best
English Oak, with arms not less than 3 feet long, clear of Sap
and other defects; the two lower ones to be bolted with Copper
Bolts. The Throat Bolt to be 3/4 inch diameter, to go through
the stem and clenched, and three in each arm of 5/8, all well
clenched on a ring.
BEAMS.--The Beams to be good sound Oak, clear of all defects, to
round up 5-1/2 inches. The Beam before and the Beam abaft the
Mast to be sided 6 inches, and moulded 6 inches, and not more
than 4 feet apart, and to have two Wood lodging Knees to each,
also one Iron hanging Knee to each; the remainder of the Beams
to be sided 5 inches, and moulded 5 inches, and regularly
spaced, and not more than three feet from Centre to Centre,
with two 1 inch dowels in each end, instead of dovetailing into
the shelf-piece, with a 5/8 inch bolt through each dowel, and
an inch and quarter hole bored in the end of all the Beams 10
inches in, and another from the under side to meet it, then
seared with a hot Iron to admit Air.
CARLINGS AND LEDGERS.--To have 2 fore and aft Carlings between each
Beam 4 inches by 3-1/2, and a Ledge 3-1/2 by 3 inches between
the Beams where required. The Mast Carlings to be good English
Oak, 4 inches thick, and 10 inches broad.
WALES AND BOTTOM PLANK.--The Wales to be of English well-seasoned
Oak, 3 inches thick, clear of all defects, with one strake of
2-1/2 inches thick next under the Wales, and one bilge strake
of 2-1/2 inch each side. The remainder of the Bottom to be full
2 inches thick when worked, all of sound English Oak, except
the Garboard and one next to it which may be of Elm; Plank to
work 16 feet long with 6 feet shifts, and two strakes between
each Butt: the first strake above the Wales to be 2 inches
thick, the remainder 2 inches, paint strake 2 inches.
SPIRKETTING.--The Spirketting to be 2 inches thick.
WATERWAYS.--The Waterways to be of English Oak, 3 inches thick,
clear of Sap and strakes, and not less than 6 inches broad in
any part.
PLANSHEER.--The Plansheer of good English Oak, full 2 inches thick
when worked, and to form the lower Port Sills.
SHELF PIECES.--The Shelf Pieces to be fitted to the Timbers instead
of working it over the Clamp, as heretofore, to be of good
sound English Oak, 6 inches broad, 3-1/2 inches thick, and
bolted with 5/8 inch bolts, two feet apart, well clenched.
CLAMPS.--The Clamps to be of good sound Oak, 8 inches broad and 2
inches thick, fitted up to the under side of the Shelf Pieces.
CEILING.--To have two strakes of 2 inch Oak on the Floor and lower
Futtock Heads, both sides, and the Ceiling to be of 1-1/4 inch
Oak, all English, as high as one foot above the lower Deck; the
remainder as high as the clamp, to be of Red Pine, clear of Sap
and other defects, 3/4 inch thick.
CHANNELS.--The Main Channels to be of the best English Oak, of
sufficient breadth, to convey the rigging clear of the Weather
Cloth Rail, and 3-1/2 inches thick with 4 substantial
Chainplates with Iron bound Dead-eyes complete, on each side.
The two lower bolts in each plate to be 1 inch in diameter. No
Bolt in the Chainplate through the Channel as usual. The
Chainplates to be let their thickness into the edge of the
Channel, and an Iron plate 3 inches broad, and 3/8 inch thick,
secured over all by Small Bolts 4-1/2 inches long.
PORTS.--To have 4 Ports on each side properly spaced, and the Port
Lids hung with Copper Hooks and Hinges.
BULWARK.--The Bulwark to be of Baltic Red Pine 1 inch thick, to be
worked in narrow strakes about 5 inches broad. The edges
grooved and tongued together, and not lined as usual, except
from forward to bow port.
ROUGHTREE RAIL.--To be of good clean, straight grained Oak 4-1/2
inches broad, and 2-1/4 deep, to be fitted with a sufficient
number of Iron Stantions 2-6/8 inches long, with Oak Rail 2
inches square for Weather Cloths. The Roughtree Rail to be 2
feet high from Deck.
DECK.--The Upper Deck to be of the best Baltic Red Pine, full 2
inches thick when worked, clear of Sap, strakes, &c., and not
more than 5 inches broad each plank. The plank under, and
between the Bitts Knees, to be English Oak 2-1/2 inches thick,
the whole to be fastened with Copper Nails of sufficient
length.
BITTS.--The Bowsprit Bitts to run down to the Ceiling, with a Bolt
in the Keel of each, and so placed that the Bowsprit may be run
aft clear of the Mast Larboard Side. Size of the Bitts at the
head fore and aft 7 inches, thwartships 6 inches, and to be the
same size at lower part of Deck, with a regular taper to heel.
The Windlass Bitts to be sided 7 inches, and left broad and
high enough above the Deck to admit of a Patent Pinion Cog, and
Multiplying Wheels to be fitted to Windlass, with Crank,
Handles, &c. To have good and sufficient Knees to all the
Bitts. The Bowsprit Bitt Knees sided 6 inches, Windlass Bitt
Knees sided 5 inches.
WINDLASS.--The Barrel of the Windlass to be of good sound English
Oak, clear of all defects, diameter in the middle 10 inches,
and fitted with Patent Iron Palls, with two hoops on each end,
and seasoned Elm Whelps 2-1/2 inches thick, hollowed in the
middle for Chain Cable 14 inches long, taking care that it
leads far from the Hawse Holes, to have 6 Iron Plates let into
the Angles of the Whelps. The Iron Spindle to be 2 inches
Diameter, and to let into the Barrel of the Windlass 12 inches,
and to be fitted with Pinion, Cog, and Multiplying Wheels and
Crank Handles, to have two Windlass ends not more than a foot
long each; care must be taken not to cut the Handspike holes
where the Chain Cable works.
SCUPPERS.--To have 2 oval Lead Scuppers, each side, 3 by 1-3/4 inch
in the clear.
EYE PLATES.--To have two stout Iron Eye Plates, both sides forward
for Bowsprit, Shrouds, &c. with two Bolts in each, and three
Plates both sides for Runners and Tackles aft, the Eyes to
reach up to the top of Roughtree Rail, and to have a good
strong Iron Hanging Knee each side to the Beams abreast the
Runners.
HATCHWAYS.--The Main Hatchway to be 4 feet broad and 3 feet fore
and aft in the clear. The Combins 3 inches thick and 11 inches
broad, let down on Carlings 3 inches thick and 4-1/2 inches
broad.
SKYLIGHTS.--To be fitted with two Skylights with Plate Glass and
Copper Guard, Commanders to be 3 feet long and 2 feet broad;
Mates Skylight 2 feet square, with Plate Glass, Copper Bars 3/8
diameter.
ILLUMINATORS.--To have 10 oblong 4 inch Illuminators let into the
Deck where most required, and a 5 inch Patent one over the
Water Closet.
WINCH.--To have a Patent Winch round the Mast, and the Mast to be
wedged in the partners.
PUMPS.--To be fitted with two Metal Bilge Pumps 3-1/2 inch chamber
and everything complete; also one Metal Pump amidships with 6
inch chamber, and two sets of Brass Boxes, and everything
requisite; also a Wash Deck Pump fitted aft.
RUDDER.--To have a good and sufficient Rudder with two sets of
Metal Pintles and Braces, and one Iron Pintle and Brace at the
head of the Sternpost above the Deck, and to be fitted with two
good Tillers.
COMPANION.--To be fitted with a Companion and Bittacle complete.
HAWSEPIPES.--To have two stout cast Iron Hawsepipes for Chain Cable
4 inches in the clear, also two Cast Iron Pipes in the Deck
with Bell Mouth, to conduct the Chain Cable below.
LOWER DECK.--The Lower Deck Beams to be regularly spaced and not
more than 4 feet apart, the Deck to be 1-1/4 inches thick, of
good Red Pine, the Midships part 3 feet broad, to be fastened
to the Beams, also some of the side plank, the remainder made
into Hatches, the edges bolted together with 1/2 inch Iron, the
Deck and Cabin Floor abaft, Main Hatch to be 1 inch thick, and
made into Hatches where required.
MAGAZINE.--To have a Magazine abaft, properly fitted and lined on
the inside with 5 lb. Lead, and Double Doors with Copper Hinges
and Lock to the outside Door.
BREAD ROOM.--To have Bread Rooms and Flour Bins lined with Tin as
usual.
GALLEY.--The Galley under the Fire Hearth to be coppered with 32
oz. Sheet Copper 5 feet square, and the under part of the Upper
Deck, Beams, &c.; over the Boilers 4 feet square, to be leaded
with 6 lb. Lead.
LOCKERS AND BINS.--To be fitted with Store Bins and Lockers from
the Bows to the Cabin Bulkheads between Decks.
BULKHEADS.--To have Bulkheads between Decks for Commander's Cabin,
State Room, and all other Bulkheads, as is customary for a
Revenue Cruiser of the 3rd class, with all Drawers, Cupboards,
Bed-places, Tables, Wash-stands, &c. complete. The Cabin
Bulkheads to be framed in Panels, all Hinges to be Brass with
Brass Pins.
BULKHEADS, HOLD.--To have Bulkheads in the Hold, for Coals, Stores,
Casks, Chain Cables, &c., and an opening of one inch left
between each Plank to give air, except the Coal-hole which must
be close.
LADDERS.--To have a Main Hatch, Fore Hatch, and Cabin Ladder
complete.
CLEATS.--To be fitted complete, with all Cleats, Cavels, Snatch
Cleats with Shieves, Brass coated Belaying Cleats, and Racks
with Belaying Pins, &c., and an Iron Crutch on Taffrail for the
Boom.
FASTENINGS.--The whole of the Plank to be fastened with good well
seasoned Treenails, and one 1/2 inch Copper Bolt in every Butt
from the Keel up to the Wales, to go through and clench on a
Ring on the Ceiling, and the Treenails drove through the
Ceiling, wedged on the inside and caulked outside.
RING AND EYE BOLTS.--To be fitted with all necessary Ring and Eye
Bolts, as customary for a Revenue Cruiser.
LEGS.--To have 2 substantial Oak Legs properly fitted.
PAINT.--The whole of the Wood Work inside and out to have three
coats of the best Paint, well put on.
HULL.--The Hull to be completed in every respect as a Revenue
Cruiser of the 3rd Class, and all Materials found by the
Contractor, except Copper Sheathing for the Bottom and
Water-Closets, with all Shipwrights', Caulkers', Joiners',
Blacksmiths', Copper-smiths', Braziers', Glaziers', Plumbers'
and Painters' work.
CATHEAD.--To have an Iron Cathead with two Shieves strong enough to
cat the Anchor, and fitted both sides.
COCK.--To have a Stop Cock fitted forward under the Lower Deck, to
let in Water occasionally.
WATER-CLOSET.--To have a Patent Water-Closet of Danton's fitted
below, and a Round-house on Deck, aft Starboard side complete,
with a Pantry for meat, the Larboard side to correspond with
the Round-house, and a Poop Deck between both, nailed with
Copper Nails; also a seat of ease on the Larboard side forward
for the Crew, with Lead Pipe to water edge; the whole of the
Locks throughout to be Brass and Brass Works.
AIR OPENINGS.--An inch opening to be left all fore and aft under
the Clamp both sides, also in the Ceiling between the Lower
Deck Beams, and another in the upper part of the Bins, and one
inch auger hole bored between the Timbers in the run aft and
forward where lists cannot be left out, also a hole of one inch
in all the Timbers, fore and aft, to admit air, and those holes
seared with a hot iron; all Chocks for securing the frame
Timbers together are to be split out before the bottom Plank is
worked.
The Cutter to remain in frame for one Month before closed in, then
when the outside Plank is worked and all the Sap taken off the
Timbers, and before the Ceiling is worked, to give the Timbers
a good coat of Stockholm Tar.
Should there be any omission or want of more full statement in this
Specification, the Contractor is to understand that the Hull of
the said Vessel is to be fitted and completed fit for Sea in
every respect as is usual for a Revenue Vessel of her Class,
the Board finding the Copper Sheathing and Water-Closet.
DEFECTS TO BE AMENDED.--Any defects discovered in the Timbers or
Plank, &c., by the Officer or Overseer appointed by the
Honourable Board of Customs to survey and inspect the same, or
insufficient workmanship performed to the said Cutter during
her building, the said defect or deficiency both in the one and
in the other, shall upon notice thereof to the Contractor be
forthwith amended, and the said Overseer shall not at any time
have any molestation or obstruction therein.
_Note._--For a 150-ton Revenue Cutter the following dimensions were
employed:--
Length.--(Stem to Sternpost) 72 feet. Keel for Tonnage, 68 feet.
Breadth.--(Extreme) 22 feet 10 inches.
Depth.--10 feet 3 inches.
Beams to be 7 inches.
Deck to be 2 inches thick.
Four Oak Legs to be supplied
APPENDIX VI
DIMENSIONS OF SPARS OF REVENUE CUTTERS
The following list shows the length and thickness of mast, boom,
bowsprit, gaff, topmast, and spread-yard [_i.e._ the yard on which the
square-sail was set] as used in the Revenue Cutters of different sizes
from 150 to 40 tons. The dimensions given below were those in vogue in
the year 1838.
--------------+----------+----------+----------+----------+----------+
Spar. | 150 Tons.| 130 Tons.| 100 Tons.| 90 Tons.| 80 Tons.|
--------------+----------+----------+----------+----------+----------+
| ft. ins. | ft. ins. | ft. ins. | ft. ins. | ft. ins. |
Mast | 75 × 20 | 72 × 18 | 68 × 17 | 65 × 16½ | 63 × 15¾ |
Boom | 61 × 13¼ | 59 × 13 | 54 × 12 | 51 × 11½ | 49 × 10¾ |
Bowsprit | 55 × 16¾ | 53 × 15½ | 49 × 14 | 47 × 13¼ | 44 × 12½ |
Gaff | 45 × 8¾ | 40 × 8½ | 38 × 7¾ | 33 × 7½ | 32 × 7¼ |
Topmast | 52 × 9¾ | 48 × 8½ | 45 × 7¾ | 42 × 7½ | 40 × 7¼ |
Spread-Yard | 58 × 9¼ | 56 × 8½ | 48 × 8¼ | 47 × 7¾ | 46 × 7½ |
--------------+----------+----------+----------+----------+----------+
--------------+----------+----------+----------+----------+
Spar. | 70 Tons. | 60 Tons. | 50 Tons. | 40 Tons.|
--------------+----------+----------+----------+----------+
| ft. ins. | ft. ins. | ft. ins. | ft. ins. |
Mast | 60 × 15 | 56 × 14 | 55 × 13½ | 50 × 12 |
Boom | 47 × 10½ | 45 × 10 | 43 × 8¾ | 42 × 8½ |
Bowsprit | 43 × 12 | 38 × 11¼ | 37 × 10¾ | 32 × 10 |
Gaff | 31 × 7 | 28 × 6¾ | 30 × 6½ | 26 × 6 |
Topmast | 39 × 7 | 35 × 6¾ | 35 × 6½ | 30 × 6 |
Spread-Yard | 44 × 7 | 42 × 6¾ | 38 × 6¼ | 32 × 6 |
--------------+----------+----------+----------+----------+
APPENDIX VII
LIST OF THE CRUISERS IN THE REVENUE COASTGUARD OF THE UNITED KINGDOM
IN THE YEAR 1844
-----------------------+----------+----------------------+----------+
Name of Cruiser | Number | Name of Cruiser | Number |
| of Crew. | | of Crew. |
-----------------------+----------+----------------------+----------+
_Shamrock_ | 45 | _Badger_ | 16 |
_Kite_ | 34 | _Skylark_ | 16 |
_Swift_ | 34 | _Petrel_ | 16 |
_Prince of Wales_ | 34 | _Racer_ | 15 |
_Wickham_ | 33 | _Hamilton_ | 23 |
_Greyhound_ | 33 | _Chance_ | 16 |
_Prince Albert_ | 33 | _Harriett_ | 14 |
_Royal George_ | 33 | _Rose_ | 14 |
_Mermaid_ | 33 | _Adder_ | 14 |
_Adelaide_ | 30 | _Rob Roy_ | 14 |
_Wellington_ | 33 | _Eliza_ | 13 |
_Harpy_ | 30 | _Jane_ | 13 |
_Royal Charlotte_ | 29 | _Experiment_ | 10 |
_Stag_ | 29 | _Albatross_ | 13 |
_Defence_ | 29 | _Asp_ | 10 |
_Eagle_ | 29 | _Frances_ | 10 |
_Lapwing_ | 29 | _Arrow_ | 10 |
_Sylvia_ | 29 | _Viper_ | 10 |
_Victoria_ | 27 | _Neptune_ | 10 |
_Lively_ | 23 | _Sealark_ | 10 |
_Vigilant_ | 23 | _Hind_ | 10 |
_Active_ | 23 | _Liverpool_ | 10 |
_Cameleon_ | 21 | _Maria_ | 12 |
_Fox_ | 21 | _Sylph_ | 8 |
_Dolphin_ | 21 | _Gertrude_ | 8 |
_Scout_ | 21 | _Governor_ | 8 |
_Tartar_ | 21 | _Nelson_ | 7 |
_Hawke_ | 21 | _Princess Royal_ | 7 |
_Ranger_ | 20 | _Ann_ | 7 |
_Nimble_ | 17 | _Fairy_ | 7 |
_Desmond_ | 17 | _Ferret_ | 7 |
_Sprightly_ | 17 | _Lady of the Lake_ | 5 |
_Lion_ | 16 | _Vulcan_ (steamer) | 31 |
-----------------------+----------+----------------------+----------+
_Note_.--The size of the above varied from 25 tons to 164 tons. But
the ss. _Vulcan_ was of 325 tons.
APPENDIX VIII
No better instance of the strained relationship existing between the
Royal Navy and the Revenue Service could be found than the following.
It will be seen that the animosity had begun at any rate before the
end of the seventeenth century and was very far from dead in the
nineteenth.
The first incident centres round Captain John Rutter, commander of
"one of the smacks or sloops in the service of the Customs about the
Isle of Wight." He stated that on April 24, 1699, about eight o'clock
in the evening, he went on board to search the ship _Portland_ at
Spithead, the latter having arrived from France with a cargo of wine.
At the same time there put off the long boat from Admiral Hopson's
_Resolution_ demanding four hogsheads and four tierces, which (said
Rutter) "I denied, but however they took it out by force and carried
it on board." Rutter then went on to the _Resolution_ and there found
the wine lying on deck. The Admiral sent for him aft, and said that he
would see the wine forthcoming, for he would write to the
Commissioners of Customs.
Some time afterwards Rutter was ashore at Portsmouth in company with
Captain Foulks, who was one of the officers stationed on land. The
latter informed Rutter that he was a rogue for having informed against
the Admiral. Foulks drew his sword, and, had he not been prevented,
would have murdered Rutter. Apparently Admiral Hopson never forgave
Rutter. For, some months later, Rutter was riding off Portsmouth
"with my Pendent and Colours flying, rejoicing for the happy arrival
of His Maty." Hopson was being rowed ashore, and when near "my yacht
ordered my pendent to be taken down. I being absent, my men would not
do it without my order, whereon he sent his boat on board and one of
his men took it down. I coming on board to goe upon my duty ordered it
to be hoysted again and imediately he sent his boat with one of his
Lieutenants to take it down again with a verball order which I refused
to lett him do, but by strength overpowered me and my company and took
it down by force, and beat us to ye degree yat I know not whether it
may not hazard some men's lives, which I acknowledge I did not wear it
in contempt, and if he had sent another time I would readily have
obeyed his Order. Now I humbly conceive that it was merely out of
malice as I can prove by his own mouth."
Arising out of this incident, a letter was sent from the Admiralty to
the Portsmouth Custom House and signed by "J. Burchett." The latter
opined that it was not a fault for the Custom House smacks to wear a
pendant, but pointed out that the Proclamation of 1699 obliged the
Custom House smacks to wear such a pendant as was distinct from the
King's "as well as their Jacks and Ensigns." Furthermore he suggested
that it had always been customary to strike such pendant when in sight
of an Admiral's flag, especially if demanded.
The second incident occurred on February 4, 1806. The commanding
officer of H.M. Armed vessel _Sentinel_ was lying in Shields harbour.
He sent word to a man named Stephen Mitchell, who caused the watch of
the Revenue cutter _Eagle_ to hoist the _Eagle's_ pendant half-mast.
Mitchell naturally replied that he dared not do so without his
captain's orders. Mitchell, therefore, sent to his captain, George
Whitehead, but before the latter's arrival the pendant was hauled
down and carried on board the _Sentinel_ with threats that Whitehead
should be prosecuted for wearing a pendant. Whitehead accordingly
wrote to the Collector and Controller of the Customs at Newcastle to
lodge a complaint. The latter, in turn, wrote to Lieut. W. Chester,
R.N., commanding this _Sentinel_ gun-brig asking for an explanation.
The naval officer replied by referring them to Articles 6 and 7 of the
Admiralty Instructions regarding ships or vessels in the service of
any public office, by which it was ordered that they should wear the
same Ensign and Jack as ships having Letters of Marque, except that in
the body of the Jack or Ensign there should be likewise described the
seal of the office they belonged to. All vessels employed in the
service of any public office were forbidden to wear pendants contrary
to what was allowed, and officers of ships-of-war were permitted to
seize any illegal colours. Chester contended that the _Eagle_ was
hailed and requested to lower her colours half-mast, as an officer of
the Navy was being interred at South Shields, and all the other
vessels in the harbour "had their colours half staff down" except the
_Eagle_. Because the latter refused, Chester requested her mate to
come on board the _Sentinel_, as the former wished to explain why the
colours should be lowered. An officer was thereupon sent on board the
_Eagle_ to haul them down. Chester demanded an apology for the
disrespect to the deceased officer.
And one could easily quote other similar instances between H.M.S.
_Princess_ and the Revenue cutter _Diligence_: and H.M. gun-brig
_Teazer_ and the Revenue cruiser _Hardwicke_.
Printed by BALLANTYNE, HANSON & CO.
Edinburgh & London
* * * * *
Typographical errors corrected in text:
Page 94: seizurss replaced by seizures.
Page 99: "waved us to keep of" replaced with "waved us to keep off"