+ + -+ -+ 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 x 8 11 x 3 11 2 Maria Lymington Vulcan (steamer) Cowes Hamilton Cowes 5 x 6 9 x 6 9 4 Cameleon Lymington 6 x 6 10 x 6 10 Kingstown Lymington Bat Cowes Tiger Lymington Onyx Cowes Flying Fish Cowes 5 x 3 8 x 3 8 4 Gertrude Cowes Royal Charlotte Cowes 6 x 5 10 x 9 10 6 Active Lymington 6 x 2 11 x 1 10 6 Vixen Cowes 5 x 3 8 x 4 10 Ferret Lymington Desmond Lymington 4 x 9 8 x 6 9 Harpy Cowes 6 x 7 11 x 3 11 Asp Lymington Rose Lymington 5 x 6 9 x 3 10 Adder Cowes 5 x 2 8 x 3 [Never Tried] Neptune Cowes Kingstown Poole 6 x 4 9 x 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 75x20 72x18 68x17 65x16 1/2 63x15 3/4 Boom 61x13 1/4 59x13 54x12 51x11 1/2 49x10 3/4 Bowsprit 55x16 3/4 53x15 1/2 49x14 47x13 1/4 44x12 1/2 Gaff 45x 8 3/4 40x 8 1/2 38x 7 3/4 33x 7 1/2 32x 7 1/4 Topmast 52x 9 3/4 48x 8 1/2 45x 7 3/4 42x 7 1/2 40x 7 1/4 Spread-Yard 58x 9 1/4 56x 8 1/2 48x 8 1/4 47x 7 3/4 46x 7 1/2 - - - - - -

-+ -+ -+ -+ -+ Spar. 70 Tons 60 Tons 50 Tons. 40 Tons. -+ -+ -+ -+ -+ ft. ins. ft. ins. ft. ins. ft. ins. Mast 60x15 56x14 55x13 1/2 50x12 Boom 47x10 1/2 45x10 43x 8 3/4 42x 8 1/2 Bowsprit 43x12 38x11 1/4 37x10 3/4 32x10 Gaff 31x 7 28x 6 3/4 30x 6 1/2 26x 6 Topmast 39x 7 35x 6 3/4 35x 6 1/2 30x 6 Spread-Yard 44x 7 42x 6 3/4 38x 6 1/4 32x 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"

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