CHAPTER XX.

THE CONVICT SHIP.

In the last chapter the reader was casually introduced to a convict ship, and as it is now about half a century since they became obsolete, it may not be altogether without interest to some readers to have a short account of them from one who can say _quorum pars fui_. I will therefore venture upon a short digression, which, though it introduces a subject foreign to the one which this little book professes to treat upon, nevertheless may yet bring a coach upon the stage when least expected.

Probably to the mind of some readers the very name of a convict ship will conjure up all sorts of horrors, culminating in a surprise, the capture of the ship by the convicts, and in all who resisted them being thrown overboard.

Well, at any rate, no such thing occurred on board the "Layton," nor did it ever on board any vessel carrying male convicts; though I have heard that such a thing did happen once to one conveying women, which having no military guard on board, the crew intrigued with the prisoners and carried the ship into some port on the South American coast.

The convicts were under the immediate charge of a naval surgeon, and, as I have already mentioned in the last chapter, he was supported by a small military guard. When first brought on board every man had irons on his legs, but upon the ship getting to sea, these were gradually knocked off as the surgeon considered could be done with safety.

One-third of the guard were always on duty on the poop of the ship, with their muskets (it was in the time of old "Brown Bess," with flint locks) loaded, and placed in a rack ready to hand; and to prevent any sudden rush to attack them, a strong wooden barricade was erected just abaft the mainmast, about seven feet high, with no opening through it except a small, low door in each gangway, just large enough to admit of one person passing through in a stooping posture.

With very few exceptions, the convicts gave no trouble. They had a saying among themselves that they were patriots, who left their country for their country's good; and an opportunity occurred during the voyage for some of them to do good service, which greatly improved their condition upon landing.

As is not very unfrequently the case in that latitude, when off the Cape de Verd Islands, the ship was caught in a violent squall, when the chief mate, who was in charge of the deck, "luffed up," and had commenced to take in sail, till the skipper appeared on the scene, who, without giving himself sufficient time to consider, immediately put the ship before the wind. By this action the sails, which were being reefed, were refilled suddenly, with the result of several of the masts and spars being carried away; and the saddest thing was that several of the crew, who were aloft at the time, went overboard with the rigging, and three poor fellows were drowned, notwithstanding all that could be done to save them.

I believe sailors recognize two ways of acting under these circumstances: the one what the mate did, to reduce sail; the other what the captain did, to run before the wind. As a land-lubber, I give no opinion between them; but a mixture of the two cannot help being fatal, as was the case with us. Never shall I forget the crash, crash, crash, of the falling masts. If, however, the skipper made a mistake this time, he showed himself quite equal to the occasion at a subsequent period of the voyage.

He and I were pacing the poop together, when suddenly the cabin-boy came up and whispered something to him which I did not catch, but which had the effect of making him scuttle at double-quick time. In about a quarter of an hour he returned, saying, "What do you think I was wanted for?" Of course, I answered, "I do not know." "Why," he replied, "they had set fire to a cask of spirits in the lazaret." "What on earth did you do?" I said. "Well," says he, "I sat upon the bunghole." This move on his part had the effect of excluding the air, and, consequently, of extinguishing the fire. It was a quick, smart thing to do, and saved what would have been an awful catastrophe--a ship on fire at sea, with about five hundred souls on board, and not boat accommodation enough for one hundred.

At the end of nearly a five months' voyage we found ourselves sailing up the beautiful Storm Bay, and never did land appear so lovely to my eyes before. The anchor was soon let down in the river Derwent, and the convict ship lay with her living freight off Hobart Town.

It is wonderful how time passes on board ship where there is nothing to mark it, and in this case the only break we had to the daily routine was occasional tiffs between the surgeon and the skipper. The former was anxious to get to the end of the voyage as quickly as possible, as he received ten shillings a head for all the prisoners that landed alive, and was sorely put out when every effort was not made to keep the old tub moving. The skipper, on the other hand, being paid by the month, preferred his comfort, and was fond of making all snug for the night in rough weather, and turning in, whilst we soldiers looked on with patience, if not contentment, for, as was the usual custom, we had received an advance of four months' pay upon leaving England, and didn't much care about landing till some more had become due. It is poor fun to go on shore with an empty pocket.

I believe it was unfortunate for the convicts that the system of transportation was obliged to be abandoned, as any of them in those new countries were able to return to an honest life if they really chose to do so, which, in an old and thickly populated country like England, is a very difficult thing to do. At the time I am writing about, the system of assigned servants was in practice, and though it was liable to much abuse, and was largely abused, still it had this advantage, that it admitted of their return to ordinary life long before their sentences had expired.

The system though, as I think, good in itself was shamefully administered, especially in the earliest years of the colony. At that time any free man or woman who had settled in the colony was not only entitled to a convict servant or servants, but could have any prisoner they liked, and this naturally led to the grossest abuses, of which the following is an example:--

Some men in England managed to find out that on a certain night, one of the mail coaches (and here comes in the coach) was to carry a large amount of bullion, which they concluded would be placed in the front boot of the coach, as the safest place, and in this they were not disappointed. They then secured the four inside places for that night, and whilst on the journey set to work to make a way into the boot and abstract the coin. Upon arriving at the end of the journey they immediately handed this over to their wives, who were in readiness to receive it, and straightway made off with it. The men were taken up, tried and convicted of the robbery, and sentenced to transportation. Soon after they landed in the new country they were assigned to their respective wives as servants, and, as is said in the children's story books, "lived very happily ever after."

Such a glaring case as this of course could hardly occur a second time, but sufficient care was never taken to see that convicts were only assigned to those masters whose character and position warranted it. At last, like many other things, good in themselves, it was abandoned altogether, instead of the trouble being taken to administer it properly.

There was one institution I must mention connected with convict life, as I suppose it was quite peculiar to Van Diemen's Land. A penal settlement was established for those who committed offences after their arrival in the colony, situated on a small peninsula called Port Arthur, and separated from the mainland by a very narrow isthmus.

Across this, called Eagle Hawk Neck, there was placed a line of savage dogs, each one chained to a kennel with just sufficient length of chain to prevent anyone passing through the cordon without being seized, and at the same time short enough to prevent the dogs fighting each other.[2]

[2] Two works giving a vivid picture of convict life in Australia have appeared--_The Broad Arrow_, and _For the Term of his Natural Life_, by the late Marcus Clarke.

What strides have been made since then! Whether greater by sea or land appears doubtful; but one thing is certain--that the last forty years has produced more change on both elements than the previous hundred. In the year 1772 Captain Cook started on his voyage of discovery in a vessel of four hundred and sixty tons--about the same size as those that were in use at the time I have treated of; and I need not remind the reader of the immense growth in the size of ships since then. The time consumed in going from one part of the world to another has also been altered in a no less remarkable manner.

If to those who, at the present day, would shrink from trusting their lives and comforts for a long voyage to any vessel of less than three or four thousand tons, a ship of only five hundred tons, such as I have already mentioned, seems uncomfortable, if not hazardous, what will they say when I mention that the vessel on board of which I returned to England measured only two hundred and eight tons--probably about the same size as the largest boat carried on board some of the leviathan steamers of the present day.

But, however hazardous they may think it, I believe that so far from any extra danger being incurred from sailing in these small ships, it was not only as safe, but, judging from the accounts we read of the damage sustained by these monsters of the deep in heavy weather, the balance may be in favour of the smaller craft. They were so buoyant that they rose with the waves instead of going through them, and, like the little "Eudora," in which I made the homeward voyage, were like a duck upon the water.

In my own case, the small size of the ship had a special advantage, as I was allowed to take the wheel whenever I liked, which could hardly have been the case in a large one; and really the steering her over the grand waves in the Pacific and Atlantic Oceans in half a gale of wind was not very much inferior to driving a racing coach.

One day, however, I was let in for rather more than I bargained for. It was blowing an increasingly heavy gale off Cape Horn, such as it knows how to blow in that part of the world in winter, and the hands were all aloft taking in sail, when the skipper turned to me and said, "I wish you would take the wheel and send the man forward, as I want more strength aloft." Thus the whole crew were in the rigging, and if by any mistake I had allowed the sail they were reefing to fill, they must have been carried overboard with it.

It may seem rather a happy-go-lucky way of sending a ship to sea, for the crew to be so short-handed as to make it necessary to call in the aid of a passenger in such an emergency, but those were the "pre-Plimsoll days," and before ships' masters and other officers were subjected to examinations. In one ship on board which I sailed, the owner was overheard to say to a friend who had accompanied him on board, "With such a captain and such a mate, I only wonder the ship ever comes home safe again."

If we return to the other element we shall see that though improvements had taken place, to some extent, as early as the beginning of this century, still little had been effected before the year 1820. From that date great improvements were made in everything connected with road travelling, so much so, that we in England congratulated ourselves that it had pretty well arrived at perfection, when, lo and behold! a new power asserted itself, and produced such a metamorphosis that few persons not exceeding fifty years of age have ever taken a long road journey in their lives. Road travelling is as much a thing of the past as "pigtails," and if it were not for the few coaches running in the summer from Hatchett's and other places in London, the shape of such a thing would be forgotten by most people. As it is, those give but a slight notion of what a long coach used to look like when commencing its journey of 150 or 200 miles.

It would be looked upon as a curiosity if one was placed in the Baker Street Bazaar, or some other suitable site, loaded as they used to be. Probably there are not twenty of us now living who have put one of these loads on with our own hands, or would have any idea of how to build it up.

The loads, especially about Christmas, on the night coaches used to be "prodigious," as Dominie Samson would have said. An inexperienced eye would almost expect the coach to collapse under them when the load was of such dimensions that the ordinary luggage strap was not long enough to span the pile, but had to be supplemented with what was called a lengthening strap, which consisted of a strap about four feet long, with a buckle at one end, and the whole length perforated with holes.

Nothing saved them but their admirable construction, which combined the greatest strength with moderate weight; those built to carry the heaviest loads seldom exceeding a ton or twenty-two hundredweight, and the perch being short was favourable to draught. For a great many years they were nearly all perch coaches, as it was pretty well the universal opinion that under-spring coaches were not so steady or well calculated for heavy loads and high speed.

This opinion, however, was in later years considerably modified, and most coachmen that I was acquainted with had arrived at a conclusion favourable to the under-spring build. I can say this for them, that the fastest work I ever did was on one of them, and also that the heaviest load I ever drove was on another of that description; and I cannot but "speak well of the bridges which carried me safe over," for they performed their journeys admirably. They certainly possess the advantage of weighing two or three hundredweight less, and, from the splinter-bar being higher, the line of draught from the wheel horses' collars to the roller bolts is straighter. Though they are lighter, they lose nothing in strength when originally so constructed; but I would not recommend anyone to convert a perch coach, as I once did so with the result that the front boot came away from the body.