Worcester—Swedish lesson—English boys—A prophecy—Letter—Request—Reply—The
‘Dolphin.’
Margate has often been abused, laughed at, and snubbed, but it has never
yet been properly described. How shall I describe Margate? It is too
difficult to do well, and it has been too often done badly to do it
again.
The men’s bathing here from boats with steps, like those at Malta, is
sensible enough. Fine bold swimmers struck out well beside me in the
water while I had my morning dip from the yawl. As for the epicene
bathing—masculine women and womanish males who partake of “sea-bathing by
machinery”—separate machines, but that is all—let us ignore them.
Come rather back to France, and let us look at Her Imperial Majesty the
Empress Eugenie in the water, as we have seen her years ago.
It was at Biarritz, and one day a commotion in the town was evident, but
“What is about to happen?” we asked, being ready for any response as a
traveller ought to be.
“Her Majesty is going to bathe.”
British modesty urged a quiet retreat, but French system being different,
we spectators to the number of some hundreds were ranged along the sands
in two long lines, with a narrow lane clear between, and grave Gendarmes
keeping the ranks in order.
The usual proceedings one sees at French bathing towns were all in action
round about us. Ladies dressed to the highest pitch, mingled with others
in bathing costume. Gentlemen walking quite composed and dripping wet
with ladies just come out of the sea and just going in again. Young
girls in canoes boldly paddling, and gaily upsetting the little craft,
while they swam alongside. Rafts with men and women, half-floating as
they held by the sides, and chattered and basked in the sun. All this
difficult interlude on dry-land manners was conducted with perfect
decorum, a telling lesson to Britons who bathe.
Perhaps, however, we should not like to see our Royal Family follow the
example of what came next. First there marched out of the Imperial Villa
a number of tall, liveried footmen, each with a tray or basket piled up
high with feminine finery, and this procession wended its way to two
pretty little tents hard by the sea.
Next there appeared the Empress and four maids of honour, who came also
to the tents, the Empress going alone into one with a tasteful blue and
silver drapery round it. See, now the ladies emerge from their disrobing
rooms, and walk slowly down to the water between the double line of
inquisitive but respectful visitors. Each lady has a coat, vest, and
trousers of black silk, with the neatest of little boots, and the most
winning of large-brimmed black straw hats—that of the Empress being
trimmed with a narrow band of red.
When they reached the water five big fellows approached, all dressed in
red flannel. These bathing men each proceeded to tie an empty gourd,
like a water-bottle, a sort of life-preserver, round the waist of a lady,
and then, first politely bowing, he lifted the lady in his arms, as a
nurse catches up a little child, and so with his fair burden he marched
into the waves.
When they were at about four feet deep the man allowed the lady to float
on her back, and with his arms under her arms he supported her as each
wave rose and fell.
All the time of these strange doings there was a large boat close to the
merry party, and with several men in it, who kept beating the water with
long poles—What is that for? To keep away the sharks. {291} Such is
Majesty afloat. Yes, they do these things better in France!
[Picture: The Empress in the Sea]
And now, near the end of our voyage alone, came the pleasantest part of
it all, because the most useful to others. We had anchored often beside
these three ships for boys, and always with more delight:—the
‘Worcester,’ for gentlemen cadets; the ‘Chichester,’ for homeless boys;
and the ‘Cornwall,’ for lads sent to her as a Reformatory ship.
Many of the youngsters now on board the first or the second of these
might have been qualified for the third vessel, but for the conventions
of life and the machinery of education that tries to keep all “wild boys”
from being classed as criminals.
Both you and I might have easily strayed into the police dock or the gaol
cell but for a guiding hand, a mother’s care, a sister’s love, a father’s
rod, a home, a competence, a somebody caring for us, if not a friend. So
don’t be hard on the boys in the ‘Cornwall’; they are our natural
shipmates, and if by God’s grace we are not yet with them, thank Him,
help them, and be humble.
Brave lads, there is still a chance for you here. England is to blame as
well as you that you have been sucked by the eddies of life into criminal
streams. England also rescues you. It is but _dragging_ out indeed, but
you are out of the mire. Take heart, you may carry the British flag
proudly yet; the career of the sailor is open to _you_ also, and who
shall say that some gallant three-master may not yet be commanded by a
sailor bred in the ‘Cornwall’ Reformatory school-ship at Purfleet?
As for the ‘Worcester,’ the lads there are already well up on the ladder
of life. Sometime, if things go on thus well, we shall have Christian
gentlemen as our sea-captains, for already in many things the waves are
better than the shore.
When the Rob Roy returned from France, we had put on board of her some
fireworks to amuse the ‘Worcesters’ at Erith, and in a quiet night the
rockets sped aloft, and the Roman candles ejaculated fireballs, and the
Chinese floats spat flame as they blazed on the flowing tide, and the red
light made our sails blush deeply, and the “jack in the box” fizzed and
caracoled over the deck scorching us all inordinately.
When everything pyrotechnic was burned out on the yawl, the show was yet
to begin.
‘Worcester’ was not to be beaten by Rob Roy. Up sprang the blue-lights
from her tops and yards. Ports blazed with lamps, and skyrockets whizzed
into the ether. Then came best of all from young and gladsome hearts
those ringing cheers, and the lively band roused up the quiet night waves
with “Rob Roy MacGregor O!”
If I know a lad for the Merchant Navy, he shall go to it best taught by
companions as well as by officers, in the school for sea life aboard the
‘Worcester.’
At Greenhithe the ‘Chichester’ and her sister ship the ‘Arethusa’
(presented by the Baroness Burdett Coutts) are for poor lads without
home, without friends, nay, without hope from man unless you and I will
help them. Can we refuse so strong a plea from England’s little sons?
Patriotism, Religion, Duty, and the most unthinking Love say, No!
Our country just at this time wants more seamen and better seamen. The
Royal Navy needs young England, and the Commercial Navy _will_ have him,
bad or good, ignorant or well taught. Our Government finding this to be
so had thought of placing Training ships at various ports for the very
purpose of supplying the demand for sailor boys. Doubtless they would
have done this well, but it is better still if by private effort we can
fill the ships. At any rate let us empty the prisons, the dens of
penury, and the kerb-stones, where the young and prime material, spoiling
by ignorance and neglect, wastes the vigour of our land, pesters this
generation with beggars, poor-rates, and gaols, and infects and ruins the
generation to come after.
Sweden does better by her sons. She teaches them every one, and, as a
Swede told me, “Sweden is not rich enough to keep ignorant children until
they are criminal men.” Therefore she gives every one the priceless boon
of education as a national gift, so that every Swede owes at least one
debt to his country, and there are no Fenians there.
In England no one is allowed to appear in public without some clothes.
The time will come when we shall not dare to let a man loose on the
thoroughfares in native ignorance—decency forbids.
We have opened our ship-decks to foreign sailors—more proud in our boast
of being an asylum for the distressed than in preventing distress among
our own people. By all means give foreigners fair play, but _after_
England’s boys are cared for. Charity begins at home, our home is
England. English boys are far better sailors than any foreigners, who no
doubt excel us in cookery and silks, and manners and despotism, but not
in the hard duty bravely done, when storms lash clouds and ocean into one
general foam.
To train up English sailor boys philanthropy stepped in just in time, and
in the last few years it has provided more and more ships. The very boys
who are worst off, and most tried by dire want and misfortune, are those
who may be boldest to run aloft when well taught; and if these British
hearts are won young, and tutored right, and trained loyal, and warmly
clothed in true blue jackets, we shall not have so many shipwrecks where
cheap foreigners skulk as the tempest roars. {296}
One day we had a grand treat for the ‘Chichester’ boys, who marched to a
sunny mead at Greenhithe, and romped for hours and hours in hearty
sailors’ play. How they ran races, jumped in sacks, swarmed up the
polished pole, and eyed the leg of mutton at the top, far out of reach,
until sheer exhaustion with boyish laughter made them slide down! Then,
gathered round cake and tea, and duly stuffed therewith to concert pitch,
they sing our grand old Psalms, our free and joyous loyal ship-songs, the
orchestra of young throats being directed with all gravity by an
urchin—one of themselves—a miniature “Costa” full of pound-cake, and with
his Jersey pockets bulged out too, but tuneful enough after his tea. The
man’s heart that is not softened, gladdened, and strung to effort for
these little fellows by scenes like this I do not covet.
The captain of the ‘Chichester’ says:—
“I receive very pleasing letters from boys who have left. I send you
a copy of the last, just arrived, which I think is as powerful an
appeal in our behalf as any that could be penned.”
“Ship ‘---,’ off the Isle of Wight.
“PLEASE SIR,—I take the pleasure of writing these few lines to you,
hoping to find you in good health, as we are. We are getting on very
well, we are now off the Isle of Wight. Sir, we like our ship very
well, and I hope we shall have a good character when we come home. I
hope all the Instructors are well.
“Give my respects to Lady Alston, and tell her where we are. We are
having very good weather, and I haven’t forgot my Bible. C. D. sends
his respects to you. Please sir, will you give my love to Frances.
Sir, you must excuse me for not writing more. I haven’t had time.
Sir, if I don’t see you any more in this world, I hope I shall Above.
Give my respects to Mr. and Mrs. Macarthy.
“No more at present from your obedient servants,
“A. B. and C. D.
“God be merciful to us as sinners.”
And while we speak more of the three ships already named, because they
are nearest, and so are most seen by us Londoners, remember there are
other stout Britons at Hull, sturdy boys in the Mersey, sea-urchins in
the Clyde, and good sailor-hearts in Ireland and in Welshmen’s breasts,
and there are training ships for boys in all these and other places,
{297} so that all may join who wish to help in England’s future, which
will much depend on the next generation of British seamen.
It will be a happy sight, and one by no means out of our reach to
witness, when the gentlemen taught on the ‘Worcester,’ and the mates from
the ‘Chichester,’ and the crew from the ‘Cornwall,’ shall man the
largest, fastest vessel on the sea.
The ‘Chichester’ boys make a very appreciative audience when a visitor
addresses them. Then they sing their hearty thanks with steady voices,
and in stanzas of original poetry spun aboard ship, and sure to mean much
if you can read between the lines; for London boys are both in good
things and in bad the smartest of all.
After pondering on the matter during another sail, the following letter
appeared in the ‘Times’:—
“The training ship ‘Chichester,’ lately moored at Greenhithe for the
reception of homeless boys, has already produced some of the
anticipated good results, and several young lads, rescued from a life
of sorrow and want, have been sent out as trained sailor boys.
“But although these boys are approved by the ships’ captains, it is
found that until the boys can be taught how to steer a vessel, as
well as the other duties of a seaman, they cannot be well received by
the rest of a ship’s crew.
“Steering is not to be learnt by book or precept only, or in a ship
at moorings; and the suggestion is therefore made that a small
vessel, say a cutter of 20 tons, should be attached to the
‘Chichester,’ as a ‘tender.’
“The boys could then be taught to handle the tiller by voyages to the
Nore. They would also learn the use of buoys, beacons, and lights.
They would have a powerful incentive to progress in their book-work,
and the ‘tender’ would be most useful in carrying officers and boys
and stores to and from London, and thus save considerable expense.
“This being a new proposal, it will be necessary to have additional
contributions for the purchase of the tender, and as the funds which
provided the ‘Chichester’ were received principally from the readers
of ‘The Times,’ perhaps we may venture to hope for the same kind aid
in launching the new suggestion. Contributions may be sent to the
Hon. Secretary, Mr. W. WILLIAMS, St. Giles’ Refuge, Great Queen
Street, Lincoln’s Inn Fields.
“J. M.
“_Margate Roads_.”
We expect much from Englishmen when an appeal is made to their generous
hearts, but it was certainly beyond our hopes that in a few days
afterwards the following letter could be published:—
“In reply to the appeal through your columns, for means to provide a
tender for the ‘Chichester’ school ship, the Rev. C. Harrington,
Rector of Bromsgrove, has presented to the institution the ‘Dolphin,’
a strong, well-built, sea-going yacht of 20 tons, with all her stores
complete.
“The committee in accepting this gift, have abundant reason to thank
the kind donor, and the friends of ‘Homeless Boys’ owe another debt
of gratitude to ‘The Times.’
“J. M.
“_Temple_.”
By the desire of the ‘Chichester’ Committee I joined the ‘Dolphin’ at
Sheerness, and with a regular salt captain, and a seaman from the Bendigo
diggings, and a boy from the ‘Chichester,’ we weighed the cutter’s anchor
to bring the prize to Greenhithe.
The pier-man smiled gladly on the gift yacht. The taut Guard-ship
bristling with big guns seemed to look down kindly on the little vessel,
and even the grim old hulks, otherwise sulky enough, appeared to wish her
well as she loosed her white sails to a gentle breeze. Yes, and the sun
smiled brightly, too, with a balmy day like summer again.
Barges flocked out, clustering on the water as in my former visits here,
yet the ‘Dolphin’ mingled with them not as in a mere play, but with a
benign and holy purpose in her gait, for it was the gracious breath of
Christian benevolence that wafted the ‘Dolphin’ on. She was a present to
the homeless boys, and so a gift that shall be one time repaid by the
Friend of the friendless with measure “running over.”
Yantlet was passed and the Blythe and Jenkin, when sunset shrouded
sleeping Father Thames. Then the ship-lights sparkled numerous on the
stream, and red rays from the beacons glinted athwart our sail. Swift
steamers whisked by in the dark. Tall, gaunt, sailing ships rustled
their dusky canvas, and struggling little tug-boats rattled with instant
paddle as they passed.
[Picture: The Gift to Boys]
Clouds withdrew from above as we neared the ‘Chichester,’ and the full
moon came out and looked upon the “gift for boys” with her long pendant
streaming in the mild and onward breeze.
Then, to me silent, lying on the deck as if in a summer eve, came
many-coloured thoughts—the Rob Roy’s rovings by river and sea in
brightsome days and thundering nights, the good seed sown by the shore,
the thousand incidents of a charming voyage.
But best of them all was the sail in the ‘Dolphin.’
We may begin in faith, and continue in hope, but greatest of the three is
charity in
THE END.
APPENDIX. BOYS’ TRAINING SHIPS.
There are 18,000 seamen in our Royal Navy, and nearly a quarter of a
million persons of various kinds are employed on board of British
registered vessels. On the subject of training boys for sea, full and
interesting information is given in ‘British Seamen,’ by Mr. T. Brassey,
M.P. In former editions of ‘The Voyage Alone,’ some of the Boys’
Training Ships were briefly described, and the author’s profits from the
book have been distributed yearly in prizes and medals among some
hundreds of lads in these ships, approved for excellence in Seamanship,
Smartness, Scripture-knowledge, Swimming, and “Sums.” In connection with
the continuance of this pleasant work, a brief description is given here
of all the Training Ships for boys, with the best wishes of the author
for their prosperous sail over the sea of life, and their safe arrival on
the happy shore above.
ROYAL NAVY TRAINING SHIPS FOR BOYS.
_There are Five regular Boys’ Training Ships for the Royal Navy_,
_accommodating_ 3400 _boys_.
The ‘Impregnable,’ and ‘Implacable’ (with ‘Lion’), at Devonport (for 700
boys); ‘Ganges,’ at Falmouth (500 boys); ‘St. Vincent,’ at Portsmouth
(700 boys); and ‘Boscawen,’ at Portland (500 boys). To each is attached
a brig for cruising during the summer months. The boys go through a
regular course of instruction at school, in seamanship and in gunnery,
till they are “rated,” after a year or a little more, as 1st Class boys,
when they have a cruise in the brig. With respect to the school
instruction, the principle is to give the more backward boys more
schooling than the more advanced, and to this end the boys are divided
into Upper School and Lower School: the Upper School boys have one
forenoon and one afternoon a week in school, and the Lower School boys
twice that amount. The educational attainments of the Upper School
correspond to Standards VI., V., IV. of the New Code, and those of the
Lower School to Standards III. and II. Of course there is the division
into watches, as the routine of the ships is modelled on that of a
man-of-war.
With the exception of the band boys entered from industrial schools, no
boys are received who have been before a magistrate. It is gratifying to
find that as many good and respectable lads as are wanted can be had for
this glorious patriotic service. “The expense incurred in training
seamen amounts on an average to not less than £300 to £400 for every
seaman in the navy:” ‘British Seamen,’ by T. Brassey, M.P. Longmans,
1877, page 158.
For training young officers there is the ‘Britannia’ (with the
‘Hindostan’) at Dartmouth, and two sons of the Commodore of the Royal
Canoe Club are among the pupils.
‘AKBAR.’—(MERSEY.)
Established 1856.
The vessel is managed by “The Liverpool Juvenile Reformatory
Association,” which has also a girls’ reformatory and a farm school. The
report for December 31, 1877, shews that during the year 79 boys were
admitted between 11 and 17 years of age (all of them under sentence of a
magistrate), and 59 were discharged (of whom 43 went to sea), leaving 198
in the ship and about 100 besides “under detention,” or on license
elsewhere. The total number admitted since 1856 was 1393, of whom 731
went to sea, 130 went to friends, 73 were transferred, and 59 died.
In January, 1878, the ship parted from her moorings in a gale, and this
and repairs caused an expense of about £500. The ordinary expenditure of
the year is about £3800; the average number on board is 190, and of these
134 could swim.
‘ARETHUSA.’—(GREENHITHE, _Thames_.)
Opened August, 1874.
This vessel is the new sister ship of the ‘Chichester,’ and is described
below with the other vessel.
‘CHICHESTER.’—(GREENHITHE, _Thames_.)
Established 1866.
This vessel, together with the ‘Arethusa’ (already mentioned above), is
managed by a committee in connection with the “National Refuges,” an
institution which comprises a Refuge for homeless boys, a Refuge for
homeless girls, a “Farm school and Shaftesbury school,” at Bisley,
Surrey, a “Working Boys’ Home,” and “Girls’ Home” at Ealing and Sudbury.
In these six homes and two ships are more than 1000 inmates, and the
expense is defrayed by voluntary contributions. The Earl of Shaftesbury,
K. G., is President of the Institution, and Mr. W. Williams (9,
Southampton Street, Bloomsbury Square), is the Secretary.
The ‘Chichester’ was fitted up in 1866, and opened in January, 1867, for
training homeless boys between 13 and 16 years of age for sea life. By
the munificent gift of the Baroness Burdett Coutts, the ‘Arethusa’ was
presented to the committee fully fitted up as an additional Training
Ship, in 1874, and the two vessels are moored close together near the
pleasant hills of Greenhithe, in Kent. The woodcut on the preceding
page, representing some boys on the topsail-yard of the ‘Chichester,’
appeared in the _Leisure Hour_ as one of the illustrations of an article
on ‘Ragamuffins’ by the present writer.
[Picture: Away aloft]
The number of boys sent to sea from the ‘Chichester’ in the year 1877 was
117, and the number on board 176. The total number of boys received on
the ‘Chichester,’ up to the 31st of December, 1877, was 2165. Number
discharged, 2092; sent to sea, 1797.
Besides the number sent on a first voyage, the following numbers were
re-shipped, not counting those who after their first voyage got ships
without coming to the ‘Chichester’ ship-master. Shipped for second
voyage, 686; for third, 451; fourth, 291; fifth, 180; sixth, 108;
seventh, 72; eighth voyage, 55.
The total number of boys received on board the ‘Arethusa’ from 1874 to
end of 1877, was 659; discharged, 450; sent to sea, 386, of whom 102 were
so sent in 1877. In July, 1878, there were 400 boys on the two ships
when the annual presentation of prizes took place. The total expenses
for the two ships for the year 1877 amounted to £10,494 10_s_. 8_d_.
I had again the privilege of presenting the sailor boys ‘Rob Roy’ prizes
in the Guildhall, in the presence of the veteran philanthropist the Earl
of Shaftesbury, in 1880.
‘CLARENCE.’—(MERSEY.)
Established 1863.
This is a Reformatory School Ship for Roman Catholic boys. The average
number on board this vessel is 200, and the cost £20 per head per annum,
paid chiefly by the Treasury. In the year 1877, 80 boys had been
admitted, of whom 54 were from Liverpool, and the rest from 15 other
towns; 47 of them had not been previously convicted, 58 were sent to sea
“on license.” In the preceding three years 192 had been discharged, of
whom 150 were “doing well” at the beginning of 1878, while 5 were
“doubtful,” 8 reconvicted, 10 dead, and 19 “unknown.”
‘CLIO.’—(MENAI STRAITS.)
Certified February, 1878.
This vessel is for 200 boys (from 11 to 15 years of age), sent under the
Industrial Schools Act, or partly paid for otherwise, and the ship is
managed by “The North Wales, City of Chester, and Border Counties
Industrial School Training Ship Society.” The first boy was admitted in
September, 1877, and on the 13th of July, 1878, there were 197 boys on
board; of these, 8 are “voluntary.” About 80 were from London, 50 from
Manchester, 26 from Liverpool, and the rest from ten other places.
‘CONWAY.’—(MERSEY.)
Established 1859.
A new vessel (late the ‘Nile’) was substituted in 1877 for the old
‘Conway,’ but it was rechristened with the old name, and the cost of
alterations was £6000.
It is managed by “The Mercantile Marine Association,” and is intended
chiefly to supply officers for the merchant navy. Boys are received from
12 to 16 years of ago. The average number of boys on board was 138, of
whom 54 joined the merchant service. The number of boys received since
the commencement up to 1877, was 1290, of whom 40 entered the Royal Navy,
and almost all the others went into the Merchant Service.
The report gives no balance-sheet, but says that the school fees (40
guineas per annum for each boy) “covered the expenses” (presumably the
ordinary expenses), and left a balance of £283.
‘CORNWALL.’—(PURFLEET, _Thames_.)
Established 1859.
This is a Reformatory Ship, managed by “The School Ship Society.” The
boys enter between 13 and 15 years of age, sentenced to 3 years’
detention under the Reformatory Schools Act. The average number of boys
maintained on board in 1877 was 218. Comparative cost per head on
ordinary maintenance and management £32. Industrial profits, £329. Of
cases discharged in 1874, 1875, and 1876, there were doing well
(December, 1877) 198, doubtful 5, convicted of crime 4, unknown 18, dead
12. In July, 1878, the Captain had heard of 114 boys at sea service, all
doing well, and 26 boys visited in June, equally satisfactory, one of
them in command of a large ship.
An epidemic in 1875–76 caused much trouble and expense.
‘CUMBERLAND.’—(CLYDE.)
Established June, 1869.
This is an Industrial School Ship. At the beginning of 1877 there were
385 boys on board, and during the year 133 were admitted, 105 were sent
to sea, 11 to shore employment, 5 to their friends, 1 to a school, 6
absconded, and 1 died, leaving 389 on the roll for January 1, 1878. From
the establishment up to that time, 1343 boys had been admitted, and 954
had left. Of 432 discharged in 1874, 1875, and 1876, 345 were known to
be doing well, 10 indifferently, 3 convicted of crime, and 16 died of
disease and casualties. The receipts for the year were £7280, including
£500 on contingency account. The ship is managed by a committee, of
which the President is Mr. John Burns, of Castle Wemyss, who is well
known for his important position as chairman of The Cunard Company
(Limited), and for his hearty liberal efforts on behalf of boys who need
a friend.
‘ENDEAVOUR.’—(FELTHAM, _Middlesex_.)
Established 1866.
This is a “land ship,” with boats on the river, and the following
description of it is from a paper by Captain Brookes, Royal Marines, the
Superintendent of the “Middlesex Industrial Schools at Feltham,” where
about 800 boys sent by magistrates are trained for the Army, the Navy,
and various other modes of life:—
“The 150 boys composing the Nautical Section are dressed as sailors, and
their everyday life is assimilated as much as possible to what it would
be in a stationary Training Ship—they sleep in hammocks, live in messes,
and are daily exercised in seamanship on board the full-sized model brig
‘Endeavour,’ built on play-ground. Boats are provided on the river at
Staines for instruction in rowing, and the boys are taught to swim in a
large swimming bath in the grounds.
“The brig was built in 1866, between which date and the end of last year
748 boys (about an average of 70 per annum) have been trained and sent to
sea.
“There is a home at Poplar for the reception and care of boys about to be
sent to sea under the charge of the shipping officer, who is duly
licensed by the Board of Trade. This is a most valuable branch of the
school, offering a home to lads returning from sea, who would otherwise
fall into the hands of low lodging-house keepers.
“The school authorities constantly receive the most favourable accounts
of the lads thus sent to sea, who are well reported on by captains of
ships both as regards character and ability in seamanship.
“The result of this experiment, now extending over a period of ten years,
proves beyond question that boys can be as speedily and efficiently
trained on board a model training ship built on land, as on board a
stationary one moored in a harbour or river.
“This opinion has been fully and publicly endorsed by Captain Burney,
R.N., Superintendent of the Royal Hospital School at Greenwich, where a
large model full-rigged ship (most complete and thorough in all its
arrangements) has been built, and by means of which, he maintains, he can
prepare boys for sea as efficiently as on board a floating training ship.
“In this, as in many other matters, there is a great deal of popular
prejudice to overcome, and perhaps the most effective way to do so would
be by inducing the governing bodies of such schools as Eton, Harrow, and
Rugby to erect model training ships on their grounds for the use of their
boys. It cannot be doubted that these ships would be as popular amongst
them as their present School Volunteer Corps undoubtedly are.”
* * * * *
[After many visits to the floating training ships, and inspection of the
‘Endeavour,’ and of the Greenwich School, where 1000 boys are trained for
sea without the expense and inconveniences of a ship, I fully concur in
the opinions of Captain Brookes and Capt. Burney, C.B., and I consider
that the best mode of training boys for the commercial navy is to have a
light and roomy building on shore with one or more “tender” brigs for
cruising, and plenty of boats, and a good gymnasium and swimming bath. A
floating hulk is more costly to maintain. It is inconvenient for
education from want of light below, and for exercise all the winter from
wet decks above, and moreover, the need of a “tender” for each hulk is
already acknowledged, so that her sheet anchor is only sentiment.]
J. MACGREGOR.
‘ENDEAVOUR.’—(LAND SHIP.)
About thirty-five years ago, this land-ship, with masts and sails and
guns, was set up at the Norwood Poor Law Establishment, by the exertions
of the late Sir J. K. Shuttleworth, Bart., and one somewhat similar and
useful (to a certain extent) was established in a Union School at
Stepney. Of the boys instructed by this means, 95 out of 100 voluntarily
entered the Army or Navy, but doubtless the supply for sea life is now
better obtained from establishments more distinctly nautical. In the
report of the North Surrey District Schools “the mast and shrouds” of the
Land Ship there are said to be useful in inducing boys to go to sea.
(_Times_, September 3, 1878.)
‘EXMOUTH.’—(GRAYS, _Thames_.)
This vessel accommodates 600 boys, and was substituted for ‘The Goliath,’
which was burned two years ago (as was also the old ‘Warspite’ at
Charlton). The latest report (which is more full and clear than that of
several other ships) deals with the ten months ending the 31st of
December, 1877, when 545 boys were under training. These were sent from
the Poor Law Unions of Poplar, St. Pancras, Stepney, Marylebone,
Woolwich, and others, under the special Act, which very properly requires
Metropolitan Parishes to contribute towards the maintenance of the ship,
whether they use it or not. A brigantine, the ‘Steadfast,’ is attached
as a “training tender,” and accommodates thirty boys, who cruise in the
Mouth of the Thames for a week at a time, when ten of them are changed.
A causeway from the shore improves the approach to the ‘Exmouth,’ and a
small house and office near the London Docks enables eight boys to be
taken daily for engagement in ships.
From March, 1876, to December, 1877, 689 boys were admitted, seventy-nine
were discharged to sea service, twenty-one to the Army as musicians,
forty-three to their respective Unions, and one absconded.
“Every boy in the ship soaps and washes himself _all over_ every morning
with carbolic soap, and then goes through a plunge bath under inspection,
having a clean towel every time he washes.” The lads are remarkably
healthy—there was not one death in the year. The charge for maintenance
and clothing has been at the rate of 1_s._ per head per day. The
swimming bath is sixty feet long by thirty feet broad, and the boys are
classed by the number of “bath-lengths” they can swim at a stretch. At
the beginning of the swimming season, 340 could not swim at all, but
there were only 56 in this predicament at the end of the season. Music
is taught carefully, and a band of about 60 boys plays twice a week for
the other boys to dance. Of 242 boys absent from one to seven days to
see their friends, only one broke his leave, and he absconded altogether.
‘FAME.’—(GREENWICH ROYAL HOSPITAL SCHOOL.)
Established 1872.
This land ship is part of the splendid establishment at Greenwich for
training sons of seamen and marines of the Royal Navy. Candidates must
be between 10½; and 13 years of age, physically fit, able to read an easy
sentence, and with some knowledge of arithmetic.
The origin of the school was in 1692, when, after the victory of “La
Hogue,” an asylum was established for seamen’s widows and orphans at the
suggestion of Queen Mary, who died before it was accomplished.
In 1712 ten boys were instructed (in the buildings of the present Naval
College, part of which had been erected in 1618), and in 1783 there were
60 boys. In 1805, there were 200 boys, and the institution was no longer
a charity, but admitted officers’ sons.
Another school, “The British Endeavour,” started in 1798 as a private
venture in London, was transferred to public management in Greenwich.
The “Royal Naval Asylum,” for 680 boys and 200 girls, aided by
Parliamentary grant, was amalgamated in 1821 with the other (the Royal
Hospital School), forming a “Lower School” and “Upper School” for 1000
boys, in the quadrangle now occupied opposite the Royal Naval College.
In 1841 the girls’ school ceased. In 1860 the distinction between
“Upper” and “Lower” School was given up.
In 1870 industrial work was introduced in addition to the other
instruction, and the splendid land ship ‘Fame’ was erected in 1872,
which, with boats on the river, large sized moveable models in lofty
halls, and a fine swimming bath, gymnasium, class-rooms, and workshops,
are the means for instructing 1000 boys most admirably under the
supervision of Captain Burney, C.B., and an energetic staff. From the
report of July, 1878, it appears that there were 39 pupil teachers, and
958 boys between 10 and 15 years of age. Total 997 in the school. The
number of boys admitted during the year was 334, number discharged 333,
of whom 99 went into Her Majesty’s Service, and 4 died; 329 boys between
13 and 15 years of age now in the School, have signed continuous service
engagements to serve in the Royal Navy for 10 years from the age of 18.
The boys’ industrial work in about 30 departments of useful labour is of
great value to the school, so that the annual cost (exclusive of new
buildings, but including all repairs) is under £18 per head.
The punishments are under 1 per cent., and 45 per cent. of the boys can
swim.
‘FORMIDABLE.’—(PORTISHEAD, _Bristol Channel_.)
Established 1869.
This is an “Industrial School Ship” for boys between the ages of 11 and
14 years. During the eighteen months ending December 31, 1877, 84 boys
had been admitted (including 41 from the London School Board), 18 from
Bristol, and the rest from ten other towns, with 2 “volunteer” boys.
Of these there had been discharged during the eighteen months, 81 to the
Merchant Service, 2 to the Royal Navy, 26 to friends, 5 to the Army, 13
elsewhere, and 2 died. The number of boys on board December 31, 1877,
was 324. From the commencement of the ship, 800 boys had been admitted,
including 50 “volunteers,” and of these 366 had gone to the Merchant
Service, and 27 to the Royal Navy, while 11 died. The receipts for the
year, including £1500 from the Treasury, and £600 from annual
subscriptions, amounted to £8213.
‘GIBRALTAR.’—(BELFAST.)
Established 1872.
This Industrial School Ship for Protestant boys is called “The Ulster
Training Ship for Homeless and Destitute Boys.” The number on board the
31st of December, 1877, was 289, of whom about half could read, write,
and cipher well; 64 had been admitted during the year, nearly all of them
from Antrim, and of these, 33 could not read or write at all, while only
7 could read, write, and cipher well; 32 of these had lost their fathers,
and 18 were orphans.
‘HAVANNAH.’—(CARDIFF.)
Established 1855.
This is an old “man-of-war,” banked round, so as to be a “land ship,”
with a causeway to the shore, and it accommodates about 70 boys, many of
whom have industrial employment in gardening and as porters, &c. Of the
66 boys discharged in the three years, 1874, 1875, 1876, 58 were known to
be earning honest livelihoods, 2 were convicted, 2 unknown, and 4 have
died. According to the report of August, 1878, 68 boys were in the ship,
of whom 61 were sent under the Industrial Schools Act. There were 2 on
license, and 7 appeared to be voluntary cases. The expenditure in 1876
was about £1500, but £200 was earned by the Industrial Department. In
that year 3 boys went to sea, and in 1878 6 boys.
‘INDEFATIGABLE.’—(MERSEY.)
This vessel was established in 1864 to train orphan and destitute boys
for sea—boys from the port of Liverpool having a preference. The report
issued in March, 1878, shewed the average number on board to be 250, of
whom 80 had lost both parents. About 50 boys go out to life each year.
The funds are from voluntary contributions, and about £5000 a year is
expended.
‘MARS.’—(DUNDEE.)
Established 1869.
This is an “Industrial School Ship,” under the Act of Parliament, and it
has a “tender,” “which makes men of the youngsters; she has just brought
100 tons of coals to us from Shields (July 5, 1878).” The accommodation
is for 350 boys. In 1877, 122 boys were admitted and 95 discharged,
leaving 350 on the register, while “there is great pressure for
admission.” Of the 95 boys, 6 entered the Royal Navy, 55 the Merchant
Service as first class boys, 27 went to shore trades (but seven of these
returned and went to sea), and 7 died. One-third of the boys admitted
were unable to read at all; of 309 discharged during 3 years, 248 were
“doing well.”
The expenses in 1877 were about £6800.
Donations and subscriptions about £1700.
‘MOUNT EDGCUMBE.’—(SALTASH, _Cornwall_.)
Established June, 1877.
An Industrial School Ship for boys from Devonshire and Cornwall. The
boys admitted up to July, 1878, were 201; 1 had been discharged, 6
transferred, and 2 died. The number of “voluntary cases” (from 12 to 14
years old) was 3, and the number of all on board 195. Half of these
could read “fairly.”
‘SHAFTESBURY.’—(GRAYS, _Thames_.)
Established 1878.
The School Board for London has found it necessary to have a training
ship of its own. More than 500 boys sent at the instance of the Board
were in training on board the ‘Formidable,’ ‘Wellesley,’ ‘Southampton,’
&c., at distant ports, where visitation and supervision could not be
readily exercised. After more than six years of experience in regard to
training boys for sea, the Board decided to establish their own ship in
the Thames. The Admiralty was unable or at least declined to lend one of
the few old hulks at their disposal, so the School Board purchased for
£7000 the P. and O. iron steamship ‘Nubia,’ and at an additional expense
of more than £30,000, she was fitted up and moored in a berth prepared
for her in July, 1878, close to the Poor Law ship ‘Exmouth,’ so as to
accommodate 450 boys to be sent under the Industrial Schools Act at the
instance of the Board. She is ‘certified’ for 350 boys, of whom 70 may
be Roman Catholics. The first 6 boys were sent on board her on August
15, 1878. The vessel was rechristened with the name of ‘Shaftesbury,’ in
honour of one who is everywhere known as the friend of the hapless and
the patron of everything good. The vessel is longer and narrower than
those of the old “man-of-war” type, and her four decks are lofty, giving
plenty of light and air for educational and sanitary purposes, although
the wider space for drill above all is necessarily curtailed. The cost
of the vessel (including purchase) is repayable in 50 years by annual
instalments, with interest at 3½ per cent.
The Shaftesbury has now her full number of 500 boys (May 1880.)
‘SOUTHAMPTON.’—(THE HUMBER.)
Established 1868.
The management is amalgamated with that of “The Hull Ragged and
Industrial Schools.” At the beginning of 1877, 234 boys were on board
(all of them under the Industrial Schools Act), and 62 were admitted
during the year (30 from 10 to 12, and 32 from 12 to 14 years of age),
while 56 were discharged, of whom 27 went to sea, and 23 were returned to
friends. Up to the end of that year 426 boys had been finally discharged
from the ship. Half of these on entry could not read, write, or cipher,
but all learned to do so. Many of the boys were sent at the instance of
the School Board for London and eight other School Boards. The
expenditure for the year was £6000.
‘WARSPITE.’—(CHARLTON, _Thames_.)
The Marine Society established its first ship the ‘Beatty,’ with a crew
of 40 boys, 120 years ago, and it has since sent to sea about 60,000 boys
trained for sailors’ life. The new ship, a fine two decker (late
‘Conqueror’), in substitution for the old ‘Warspite’ (which was burned),
and rechristened with that name, had 156 boys on board in January, 1877.
304 were afterwards admitted, 43 were sent to the Royal Navy, and 137 to
the Merchant Service, leaving 269 on board at the beginning of the year
1878. Most of these are orphans or boys deserted by their parents. Out
of 123 boys who returned in that year from first voyages, 117 had “very
good” on their certificates. The age for admission is from 13 to 16,
height from 4 feet 8 inches; 93 boys learned to swim last summer. The
expenditure during the year was £11,000, including £3000 for fitting up
the new ship.
‘WELLESLEY.’—(SOUTH SHIELDS.)
Established 1868.
This vessel is for homeless and destitute boys unconvicted of crime, but
who are sent under the Industrial Schools Act, at the instance of one of
the ten or more School Boards which have agreements with “The ‘Wellesley’
Training Ship Institution,” or who come individually. From the report in
June, 1877, it appears that in the twelve months preceding, 91 boys had
been received, and 59 were discharged, of whom 45 went to sea. This left
307 boys on board. Of the boys discharged during 3 years, 83 per cent.
were “doing well.” Since the commencement of the Institution 702 boys
had been received. About £1000 had been contributed by the School Boards
during the year, and £90 for “voluntary boys,” each of whom is received
for £20 _per annum_. The maintenance account for the year was about
£5000.
‘WORCESTER.’—(THAMES.)
This vessel was moored at Greenhithe in 1862; a larger vessel, a 72-gun
frigate of 5000 tons, and rechristened ‘Worcester,’ was substituted in
1877. The ‘Worcester’ provides properly qualified officers for merchant
vessels, and accommodates 200 boys. The terms are, for boys from 13 to
16 years old, 50 guineas, and for boys from 11 to 13 years old, 45
guineas per annum.
The Board of Trade allows two years passed on the ‘Worcester’ to count as
one year’s sea service, and Her Majesty gives annually a gold medal to
the boy most noted for good conduct. About 30 boys passed through the
ship last year.
SUMMARY OF TRAINING SHIPS DESCRIBED.
_Ships_ _Boys_
Royal Naval (besides those for young 5 3400
Officers, see page 306)
Voluntary, including two for Officers and 7 1500
one land ship
Poor-law ship 1 600
Industrial School ships, including one 11 2800
“School Board” ship and two “land ships”
Reformatory ships 3 640
Total 27 8940
[In this estimate the ‘Fame’ is reckoned for 250 boys.]
THE ROB ROY CUISINE.
This has been designed after numerous experiments with the various
portable cooking-machines which I could procure for trial, and, as it
succeeds better than any of them, and has been approved by trial in five
of my own voyages, and in another to Iceland, besides shorter trips, and
in the Abyssinian campaign, &c., &c., it may be of some use to describe
the contrivance here.
The object proposed was to provide a light but strong apparatus which
could speedily boil water and heat or fry other materials even in wet and
windy weather, and with fuel enough carried in itself for several days’
use.
Fig. 1 is a section of the Rob Roy cuisine as it is made up for carrying.
There is first a strong waterproof bag about one foot high, and closed at
the top by a running cord. At the bottom is the cuisine itself, _a_,
which occupies a space of only six inches by three inches (when of
smaller size), and has the various parts packed inside, except the
drinking cup _b_.
Provisions, such as bread and cold meat or eggs, may bestowed in the bag
above the cuisine, and if the string of it be then attached to a nail
fixed in the boat, the whole will be kept steady.
For use, when it is desired to boil water, the cuisine being opened, the
lower part is a copper pan, _c_, fig. 2, with a handle, _e_, which can be
fixed either into a socket in the side of the pan, or another socket in
the side of the lid, as represented in figs. 2 and 6.
Three iron legs also fix into sockets and support the pan over the
spirit-lamp, _f_, by which the pan, two-thirds full of liquid, will be
boiled in five minutes.
The lamp is the main feature of the apparatus, and it is represented in
section in fig. 3. It consists of two cylinders, one within the other.
The space between these (shaded dark) is closed at top and bottom, and a
tube _b_, fixed through the bottom, rises with one open end inside, and
another (a small nozzle) curved upwards in the open internal cylinder.
Another tube, _h_, opens into the annular chamber between the cylinders,
and it has a funnel-shaped mouth at the outer end, through which the
chamber may be filled, while a screw in the inside allows a handle, fig.
4 (in section), to have its end, _i_, screwed in. A small hole in the
upper surface is closed by a little cork, which will be expelled if the
pressure within is so high as to require escape by this safety-valve.
The hole may be in any part of the annular cover (but is not shown in the
sketch), and in such case the hole shown in the handle is omitted.
The outer cylinder of the lamp, being larger than the inner one, has a
bottom, _k_, fig. 3, which forms a circular tray of about two inches wide
and half an inch deep.
[Picture: Lamp and Pan]
The original form of the lamp which was first brought to notice {325} by
the Cook of the Royal Canoe Club, had a detached tray for the bottom, but
now, instead of this plan for the admission of air into the lamp, two saw
cuts are made, each about an inch long. One of them is shown below _f_,
fig. 2, and thus the lamp and tray are united in one compact piece while
still there is access for air.
To put the lamp in operation, unscrew its handle from the position in
fig. 2, so that it will be as in figs. 3 and 4. Then from a tin flask
(which has been packed with the rest of the things in the pan) pour
spirits of wine—or, if the odour is not objected to, methylated spirit,
into the measure _m_, fig. 5, and from that into the interior of the lamp
through the opening at _h_. Next screw in the handle, and place the lamp
level under the pan, and pour nearly another measure full into the
interior tray. Set fire to this, and shelter it for a few seconds if
there be much wind. I used this always with complete success on the
Jordan, Nile, Danube, and many other rivers.
In a short time the flame heats the spirits in the closed chamber, and
the spirituous steam is forced by pressure down the tube, and inflames at
the nozzle, from which it issues with much force and some noise in a
lighted column, which is about one foot in height when unimpeded.
This powerful flame operates on the whole of the bottom and lower edge of
the pan, and it cannot be blown out by wind nor by a blast from the
mouth, but may be instantly extinguished by sharply placing the flat
bottom of the measure upon it.
The cover may be put on so as to rest with the flat bottom downwards, and
with or without the handle. If tea is to be made with the water when it
boils, the requisite quantity is to be placed in the tea vessel _n_, fig.
5, which has perforated sides, and, its lid being closed, this is placed
in the water, where it will rest on the curved side, and can be agitated
now and then for a minute, after which insert the handle in the socket of
the pan and remove the lamp, allowing the tea to infuse for four minutes,
when the tea vessel may be removed and the made tea may be poured out
into the cup. The dry tea can be conveniently carried in a paper inside
the tea vessel. Salt is carried in the box _o_, and the matches are in
the box _p_. Coffee may be best carried in the state of essence in a
bottle. An egg-spoon and a soup-spoon are supplied. A flat clasp knife
and fork may be had extra.
If bacon is to be fried, or eggs to be poached or cooked _sur le plat_,
they may be put into the lid and held by hand over the lamp-flame, so as
to warm all parts equally, or the slower heat of a simple flame may be
employed by lighting the measure full of spirits and then placing it on
the bottom of the upturned pan as shown at fig. 6, where it will be
observed that the three legs are placed in their sockets with the convex
curve of each turned outward, so that the lid, as a frying-pan, can rest
upon their three points.
The spirit-flask contains enough for six separate charges of the lamp,
and the cost of using methylated spirits at 4_s_. 6_d_. a gallon is not
one penny a meal. The lamp-flame lasts from ten to fifteen minutes, and
the weight of the _cuisine_, exclusive of the bag and cup, is about two
pounds.
These cuisines, improved by the suggestions obtained in their use, are
made at 93, Chancery Lane, London, of the best materials and workmanship,
and at the price of two and a half guineas; or if with tin boiler instead
of copper, and brass lamp, £1 12_s._ 6_d_. Many of much larger size (to
cook for twenty men) have been used in Australia.
The lamp above described was used daily in my yawl, but the other
fittings were on a more enlarged scale, as extreme lightness was not then
required.
The Norwegian Cooking Apparatus of another kind entirely will be a
valuable adjunct to the yachtsman’s stores. By means of this, meat or
pudding after being heated for only _five minutes_, and then enclosed in
a box which retains the heat, will be found to be perfectly cooked after
three hours, though no more heat has been applied to it.
IMPROVED ROB ROY BINNACLE AND COMPASS.
Mr. Dent, of the Strand, has made the Life Boat Liquid Compass with
several improvements suggested from the Rob Roy yawl, and after
experiments permitted by the Life Boat Institution. These relate to the
diagram on the card, the lamp with oil or candle, the reflectors, the
ventilation, and the interior colouring of the binnacle, as well as other
minor matters. In a second cruise of the yawl with my new binnacle, the
great advantages desired were found to be attained. A _fac-simile_ of
the new Rob Roy card is given in “The Rob Roy on the Jordan,” 6th
edition.
SEA DRESS.
After six long voyages alone, a few remarks may be made on water toggery.
Flannel all over to begin with. One grey flannel suit of “Norfolk
jacket” and trousers lasted for three trips, but at sea the blue colour
answers. Straw hat in sun, red woollen cap in wind, sou’wester in rain,
thick boating jacket, and the life-belt over it, and above that an
oilskin coat with overall trousers of the same, will defy wind and water.
Woven waistcoat expanding limitless. Shoes and not boots for work, white
canvas boots with spring sides for show in port. No braces. Blue
seamless yacht jersey a bore, though smart. Collar only with a calico
shirt, and on Sundays, when that cylinder of discomfort, a black hat, is
exhumed. Watch hanging in cabin, never on the person afloat. Purse with
keys in the shelf. Knife and etceteras in leather pockets of the boat.
So clad ye shall be ready to sail or to swim.
SWIMMING FOR GIRLS.
The following appeared in the _Times_, July 3rd, 1878:—
Hundreds of girls in London are learning to swim, but many hundreds more
would gladly learn if teachers could be had. A healthful, cleanly,
life-saving exercise like this ought not to be stinted of teachers.
The boys have twenty public baths to learn in and the open water in
Victoria Park, besides the dangerous, dirty canals. More than 1500 boys
are learning to swim as paying members of the London Schools Swimming
Club, which is open to all public elementary schools.
Last year a class for thirty girls was begun late in the season, yet
twenty-five of these were taught to swim in six lessons, and six of them
won prizes.
Only five of the public baths are available for girls and female school
teachers. At some of these the charge is threepence for a bathe, and at
one it is a penny for members of the club. Twelve girls can be well
taught in a class. For a lesson of two hours, one teacher charges
fifteen shillings and another receives ten shillings, while others are
paid two shillings for each girl who is taught to swim twenty-five yards,
and the rest are rewarded by watches and other prizes for those who teach
the most girls to swim.
Mothers and sisters who can swim will not let their boys be unwashed on
the land and drowned in the water.
J. M.
The “London Schools Swimming Club” was formed in 1875, and it has already
(A.D. 1880) given instruction in swimming to 12,000 boys and girls, and
male and female teachers.
Footnotes:
{3} Shown by dotted lines in the sketch at p. 7. The Rob Roy is of
about four tons’ burthen, but “tons,” we know well, mean one does not
know what.
{10} “Swinging for the compass” is thus performed. The vessel is moored
in the bight at Greenhithe, and by means of warps to certain Government
buoys she is placed with her head towards the various points of the
compass. The bearing by the compass on board (influenced by the
attraction of the iron she carries) is taken accurately by one observer
in the vessel, and the true bearing is signalled to him by another
observer on shore, who has a compass out of reach of the “local
attraction” of the vessel. The error in each position due to the local
attraction is thus ascertained, and the corrections for these errors are
written on a card in a tabulated form, thus:—
For Steer
N. N. ¼ E.
N. by E. N.N.E.
And so on. A half point looks a small matter on the compass card, but in
avoiding a shoal, or in finding a harbour, it makes all the difference.
{14} The Reformatory ship ‘Cornwall’ is at Purfleet. The three vessels
are within sight of each other. We shall sail back to each of them in a
future page, and have a more leisurely look on board.
{20} The after part of the well is rounded at each side, and it is all
boarded up. In the middle is a seat on which a large cork cushion can
rest, or this may be thrown over as a life-preserver or for a buoy, while
the life-belt to be worn round the waist is stowed away under the seat,
and an iron basin with a handle is placed alongside it just over the
flooring, below which is seen, at p. 41, a wedge of lead-ballast, and in
front of this the water-well, where water collecting from leakage or
dashing spray is conveniently reached by the tube of vulcanised
india-rubber represented as just in front. This pump hose has a brass
union joint on the top, to which we can screw the nozzle of a pump with a
copper cylinder (shown at the bottom), or a piston worked by hand (but
without any lever), and when in use the cylinder rests obliquely, so that
the water will flow out over the combing, and on the deck, and so into
the sea.
{22} Several important suggestions for the implement of the lifeboat
liquid compass were obtained during my use of it in this voyage, and
these have been duly appreciated by the Lifeboat Institution.
{25} However good the glass, it is very difficult to make use of it for
faint or distant objects on the horizon, and on the whole I found it
easier to discern the first dim line of land far off by the unaided eye.
A slight mark, that would not be observed while only a short piece of it
is seen in the field of view, becomes decidedly manifest if a large scope
is seen at once. The binocular glass was very valuable, however, when
the words on a buoy, or the colour on the chequers of a beacon had to be
deciphered.
{26} See page 44 and Appendix.
{32} In yet another, the fourth visit to this stupid shallow harbour
(one of the most unpleasant to lie in anywhere), I fixed an oar out at
each side as a leg, and could scarcely get rest from the fear that one or
other of my beautiful oars would be snapped as they bent and groaned with
remonstrances against supporting several tons of weight in the capacity
of a wooden leg.
{36} I had lessened her ton and a half of iron ballast by leaving two
hundredweight on Dover quay; good advice agreeing with my own opinion
that the Rob Roy was needlessly stiff.
{42} The relative positions of all these articles had been maturely
considered and carefully arranged, and they were much approved by the
most experienced and critical of the many hundred visitors who inspected
the Rob Roy.
{44} In the sketch at page 41, the cook of the Rob Roy is represented as
he works when rain compels him to shelter himself in the cabin under a
tarpaulin, and the hatch inclined upwards. But usually—indeed, always
but on two occasions—he sat in the well while he tended the caboose.
{50} I have read numerous books, pamphlets, and discussions on this
subject, some of which are wonderfully clear in explaining what is
perfectly easy to understand, while they are exceedingly ingenious in
overlooking the only difficulty, which is, how a man on one vessel is to
know whither another vessel is steering to. (March 1880.)
{52} “_Caution_.—During strong winds, between W.S.W., round westerly,
and N.N.W., the coast to the eastward of Ailly Point is dangerous to be
on, and shipwrecks are of frequent occurrence; vessels therefore of every
description at that period should keep a good offing, and when obliged to
approach it, must do so with great caution; for although the general mass
of the above banks appear to be stationary, yet great attention must be
paid to the lead, and in observing the confused state of the sea in the
various eddies, so as to guard against suddenly meeting with dangers
which may be of recent formation. The lights for the purpose of pointing
out the position of the headlands and dangers between Capes Antifer and
Gris-Nez at night, are so disposed that in clear weather two can always
be seen at a time, and the greater number of the harbours have one or
more tide lights shown during the time the harbour can be entered.
“It is important to notice that along the coast, between Cape de la Hève
and the town of Ault (a space of 67 miles), the wind, when it blows in a
direction perpendicular, or nearly so, to the direction of the coast, is
reflected by the high cliffs, neutralizing in great measure its original
action to a certain extent in the offing, depending upon the strength of
the wind. It follows from this, that a zone is formed off the coast and
parallel to it (except in front of the wide valleys, where the direct
wind meets with no obstacle), where the wind is light, the sea much
agitated, and the waves run towards the shore. On the contrary, when the
wind forms an acute angle with the coast, the reflected wind contributes
to increase the direct wind near the shore.”
{55} As a precaution, I always put on the life-belt when I had to reef,
as one is liable then to be jerked overboard; also in strong winds when
we ran before them, because in case of getting over board then, it would
be difficult to catch the yawl by swimming; also at night when sailing,
or when, sleeping on deck, as one might then be suddenly run down. But
with all this prudence it happened that on each of the three occasions
when I did fall into the water, I had not the life-belt on. The
Life-Boat Institution had presented to me one of their life-jackets—an
invaluable companion if a long immersion in the water is to be undergone.
But for convenience in working the ropes and sails I was content to use
the less bulky life-belt. It is conveniently arranged, and you soon
forget it as an encumbrance. Indeed on one occasion I walked up to a
house without recollecting that my life-belt was upon me when ashore!
{60} The account of these paddlings has been published in ‘A Thousand
Miles in the Rob Roy Canoe,’ 10th edition, and in ‘The Rob Roy in the
Baltic,’ 6th edition, both works being profusely illustrated (Low,
Marston and Co., Crown Buildings, Fleet Street).
{77} “Fécamp Harbour is difficult to enter at all times, and dangerous
to attempt when it blows hard from the westward on account of the heavy
sea at the entrance; for should a vessel at that time miss the harbour
and ground upon the rocks off Fagnet Point, she would be totally lost.”
{78} A mysterious shell-fish delicacy.
{85} Thick paper round my parcels of books within happily kept them dry.
{98} Very few authors can write books suitable for men with weary bodies
and sleepy minds. It is remarkable to see how much attention these men
will pay to the words of the Bible and the ‘Pilgrim’s Progress.’ No
doubt such readers often read but the surface-sense of both these books;
but then even that sense is good, and the deeper meaning is better, while
the language of both is superb.
{102} If men’s vices are matched by dogs’ failings, several of our best
virtues are at least equalled by those in canine characters; especially
courage, fidelity, patience, and forgiveness. It is hard to believe
(even if indeed we are at all warranted in believing) that these noble
animals are done with existence when they die. It is harder still to see
a man cruel to a dog, without feeling pretty sure that the man is not the
better of the two. The dog life to be seen at the “Home for lost dogs”
is a study for any thoughtful man.
Six empty collars hang in my own room. Each of them belonged to
successive dogs called ‘Rob,’ who cruised with me until they were lost or
killed.
{110} The soldiers liked these so much that it was the fashion to place
the “Emperor’s” picture over each man’s bed. On one occasion His Majesty
happened to notice this when visiting a guard-room, and he had the whole
story explained to him. The late Prince Imperial also came for a
‘British Workman,’ and probably it was pinned behind His Royal Highness’
four-poster. He was a member of the Royal Canoe Club, and one of his
canoes was saved from the fire at the palace of St. Cloud.
{112} A friend of mine stated that a French, gentleman of good education
called upon him one day, and happened to look at a French Testament which
lay open on the chimney-piece. “_Tiens_!” he said, “_Paternoster_ in the
Bible?” when he saw the Lord’s Prayer in the printed page.
{117} A similar Society has begun operations in France by publishing
translations of English papers on Sanitary and Domestic Management.
{119} In this one particular the canoeist has to trust to the
boat-builder. In others, and in those relating to the rigging and sails
especially, I regret to say that I do not find _any_ builder fulfils
those requirements of strength, lightness, neatness, and simplicity
combined in due proportions, upon which so much of the safety of a canoe
depends, as well as comfort and pleasure in using it during the many
days’ constant work of a long voyage. The proper rigging of a canoe, so
as to be neither fragile like a toy nor clumsy in its small details, is
well attended to at the Model Dockyard in Fleet Street.
{121} This hankering after Egypt once more ripened into the cruise of
the “Rob Roy on the Jordan,” of which the sixth edition appears in April,
1880.
{128} These four gentlemen, admitted to the amateur contests declined to
row against four English watermen.
{142} I recollect that old Westminster Bridge was a very dangerous one
for a boat to sail through, because the joints between the _voussoirs_,
or lines of stones under the arch, were not horizontal as in most other
bridges, but in an oblique direction, and several times when my mast has
touched one of these it was borne downwards with all the power of a
screw.
{150} I found that a common Scotch plaid, if it was in an inclined
position, resisted wet longer than any other material permeable to air,
and it could be readily dried by hanging it from the mast in the wind.
{151} There was another method of cooking under shelter, and we employed
it on the only other occasion when this had to be done, namely, to shut
up the cabin and to cook inside it, using the portable “canoe cuisine,”
which is described in the Appendix. But as this is meant to be employed
only on shore, it does not answer well on board, except in a calm; and,
moreover, the heat generated by the lamp was too much in a small cabin.
Even a single candle heats a small apartment, and it is well known that a
man can get a very good vapour-bath by sitting over a rushlight, with
blankets fastened all round.
{152} The best, according to my taste, were those of “Irish stew,”
“Stewed steak,” “Mulligatawny,” “Oxtail,” and “Vegetable soup,” all in
the order named. “Preserved peas” were not quite so good; but the other
viands were all far better than can be had at any culinary hotel, and
were entirely without that metallic or other “preserved” flavour so soon
discovered in such eatables, and even by a palate not fastidious. This
experience was fully confirmed afterwards in my Canoe Cruises in Holland,
in the Orkneys and Shetland, and in the Red Sea, Jordan, Nile, Abana,
Pharpar, and Lake of Galilee.
{156} Frenchmen have a trick of anchoring thus to escape a breeze. We
have seen them anchor on the African coast merely to avoid a hard-looking
cloud, whereas the real danger was in anchoring there at all.
{159a} See Frontispiece.
{159b} We shall hear of this pinch again further on.
{160} This latter construction is found to be very convenient, because
the cargo is at one end of the vessel and the machinery, and
paddle-wheels, and steering apparatus are all at the other end, so that
orders can be readily given to both by the captain. The “Express”
Company on the Seine has sixty of these steamers.
{161} It was, however, only an adaptation of the same principle I had
used in Swedish lakes, when my course was towards a bright sun so
dazzling in the water that I invented the plan of covering my eyes with
my straw hat, and steering the canoe by the bright reflection of the sun
on its cedar deck, which was of course by no means so unpleasant as the
beams of light glancing from the water itself. Surely it would not be
impossible to make the needle of a mariner’s compass itself steer the
ship at least within half a point. The motion of the needle could
connect one or the other of two electro currents, and so set in instant
action a powerful purchase to act on the tiller.
{171} First thoughts of people and of countries are more striking, they
are only by chance at all true. I recollect asking an American, after
his visit to the English House of Lords, what struck his attention most;
and he said, “Their lordships don’t seem to brush their hair.” Another
clever traveller, from the same land of our cousins, was asked what he
noticed of our manners in London, and he replied, “I observe it is the
fashion here, when a gentleman sees his friend on the other side of Pall
Mall, he shakes his umbrella at him and calls out, ‘D’ye do, old
fellow?’”
{188} The Rob Roy came there again next summer, up the Thames, and by
the canal, and the river Wey and the Arun, and so to Southsea, with
fifteen canoes, five dogs and a cockatoo—such fun.
{192} After so much experience of the yawl, tried in all points in all
kinds of wind and weather, it may well be supposed that numerous
improvements had been noted in my book as desirable. These, however, we
need not here particularise, as the various descriptions given at
intervals through this book shew what the Rob Roy is in her latest and
best arrangements.
{195a} The fall of each halyard was coiled and put under the taut part.
A small coil looks neatest, but the fall of it is sure to kink if coiled
close, being wet and dry ten times in a day. Before nearing harbour, or
in preparation to lower sail “handsomely,” I found it well to cast the
coil loose on the hatch, else a kink would catch in the leading sheave.
{195b} This was forthwith invented and used and shewn to hundreds of
people. After some time the very identical thing was patented, and it is
now used by thousands. Most of our canoes have these “tumbling cleats,”
and they are used for the cords of blinds, &c., in many houses, including
my own.
{197} This is shewn in the sketch on the preceding page; the bar
presented a very smooth surface for the bottom of the dingey to run over
when it was shipped under the hatch, or hauled out in a hurry. Moreover,
the wood was convenient to stride across in getting from the well to the
cabin, and it was far more pleasant and _warmer_ than metal to hold on by
during violent lurches of the sea.
{206} A foreign sailor, examined as to a shipwreck case in Court, was
asked, “How did you know it was the coast of England?” He said, “Because
a lifeboat came out to us.” Rule Britannia!
{208} Three hundredweight of ballast was thrown off at Cowes, besides
what we took out at Dover, and still the yawl was stiff.
{211} Other inventors, knowing the experimental turn of my crew, had
sent me several instruments and things of various sorts to try in
practice, and to report on. One of these was a beautiful little anchor
made of bronze, and in form very peculiar and apparently an improvement,
indeed an admirable novelty to look at. This, too, I heaved overboard
for trial, but it simply dragged through the soft mud, and proved quite
useless.
{240} He had wisely fitted a centre-board in his 14-feet canoe at my
suggestion. This sliding keel answered well for sailing, and all our
large canoes are now thus fitted. Mr. Berthons’ portable canoe can be
carried flat under one arm. Canoe sails are dangerous unless they can be
lowered in an instant. So are the sails of a frigate in a sudden squall.
The ‘Eurydice,’ which I saw in Portsmouth harbour, is a warning for ever.
{242} To anchor for the night, riding by tide or stream, is not
pleasant; for then the wind may cross your hatch, and blow the rain in
sideways, whereas if you ride at anchor to the wind alone, the draught
comes always from the front, and so it can be better provided for, and
the boat does not roll much even if she pitches.
{244} Revelation xix. 7.
{246} It was hung on the port mizen shroud. To hang it in front of you
is simply to cut off two of your three chances of possibly seeing ahead.
{250} I think that in a port like Newhaven the look-out man in charge
ought to come to the pier-head when he sees a yacht entering in rough
weather, and certainly there is more attention to such matters in France
than with us.
{260} The singular volcanic eruptions in Iceland occurred also on that
day.
{261} The numerous vessels met now were some of those we had been with
in the morning, and they looked even more in number, for we crossed and
recrossed each other frequently, and this part of the Channel is a
highway for nations.
{267} In the winter this old sailor was drowned, the last of six
brothers, all of whom were drowned.
{268} This event is depicted on the cover of our book, being a copy of
the illustration in the excellent penny periodical, ‘The Boy’s Own Paper’
(October, 1879), one of a score of serials and a thousand books at the
‘Pure Literature Society,’ 11, Buckingham Street, Strand.
{270} One of the pranks to be prepared for in a boat is this jibing of
the boom, and until by practice you know the exact range of safety for
your head in relation to that swinging spar, caution should be the rule.
Long ago I had learned the exact length of the Rob Roy’s boom in relation
to my nose; for even in the Thames, soon after starting, it had once
caught the back of my head, and knocked my face down on the deck, where a
bloody nose (but no worse result) speedily settled the question as to
which must yield when the boom and the captain are at loggerheads. I
learned more lessons of this sort when, in 1871, I had a lonely voyage in
a “yawl canoe” through Holland and the Zuyder Zee, and Friesland and the
Texel. An account of it was published in the ‘Graphic’ for November of
that year.
{272} At a southern watering place lately there were forty ladies each
in a canoe on one afternoon.
{275} Bravely they worked to save life on the Goodwin in the fearful
gale that came soon afterwards.
{280} The recent legislation for the proper care of the women and the
education of the children on barges was much needed, and it was
successfully accomplished by our late excellent Home Secretary, who was
himself one of the best “oars” at Cambridge, when the late Foreign
Secretary of France was another.
{284} The use of the word “bloody” is now general among the lowest
classes all over England. The meaning intended by this is not what
scholars would agree to. Hundreds of times the word is employed only for
“very,” and it is strange how soon one’s first shudders at the sound
become faint, and even die.
{287} The _Royal Canoe Club_ has elected about 600 Members, including
several ladies. Some of the Members are in Australia, India, Japan,
China, Canada, and North and South America. H.R.H. the Prince of Wales
is our Commodore, and he has several canoes. There are also several
branches of the Club besides other Canoe Clubs on the Mersey, the Clyde,
the Forth, the Trent, the Humber, and four Clubs in America. The Office
of the R.C. Club is at 11, Buckingham Street, Adelphi, London, where also
is “The Pure Literature Society,” with 3600 books and 42 periodicals all
good to read and to choose from.
{291} We need not he surprised that sharks should get entangled in the
Bay of Biscay. Even at Margate one was caught a short time after I had
swam in the water there, and six more sharks were captured in the summer
on the English south coast.
{296} As this was being urged upon friends, a telegram came from the
Admiralty for “Twenty-five boys from the ‘Chichester.’”
{297} A description of these vessels will be found in the Appendix.
{325} The late Professor J. D. Forbes, who used this lamp, says it was
introduced into this country from Russia by Dr. Samuel Brown, and that
“the jet of burning spirit has such force as to resist the blast of a
hurricane.”
LONDON: PRINTED BY WILLIAM CLOWES AND SONS, LIMITED,
STAMFORD STREET AND CHARING CROSS.