Chapter 20

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.

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.

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.

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.

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

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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"