I have this anecdote of the change in the despatch from one of his nearest connections, and one of the dearest friends to his memory. He himself particularly wished the alteration in the despatch not to be told at the time; but, as the story crept out somehow, it seems very material that the facts should be well authenticated. When the circ.u.mstance was mentioned to Sir Samuel Hood many years afterwards, by the friend from whom I have received authority to state it, he confessed that it was so; but exclaimed,--

"How the devil could all this have got wind?--I never mentioned it before to a living soul."

As there is hardly any professional anecdote which retains its freshness of interest more entire than the memorable parley above described between Nelson and Hood, on the eve of the battle of the Nile, I venture to give another version of it, which is substantially the same, and is calculated to confirm, in a pleasing manner, all that is essential. The following particulars I have been favoured with by Captain Webley Parry, then first lieutenant of the Zealous.

When steering for the enemy's fleet, Sir Horatio Nelson hailed the Zealous, and asked Captain Hood if he thought he might venture to bear up round the shoals. The answer was,--

"I cannot say, sir; but if you will allow me the honour of leading into action, I will keep the lead going."

"You have my permission, and I wish you good luck," was the reply; and, as Nelson said this, he took off his hat. Captain Hood, in his hurry to return the courtesy of his admiral, dropped his hat overboard. He looked after it, laughed, and exclaimed,--

"Never mind, Webley, there it goes for luck! Put the helm up, and make all sail."

Captain Foley of the Goliath, being close to the Zealous, perceiving this manoeuvre, guessed what the orders were, and bore up likewise, so that when the two ships had shaped their course, they were nearly abreast of each other. The Goliath being a little in advance, which of course was rather annoying, Captain Hood stood on for some time, in hopes of being able to take the lead in the Zealous, but finding this could not be without jostling and confusion, he turned round and said--

"This will never do! Well, never mind; Foley is a fine, gallant, worthy fellow. Shorten sail, and give him time to take up his berth.

We must risk nothing that will tend to the enemy's advantage."

This was instantly done! The Goliath shot ahead, and Captain Foley had the glory of leading the British fleet into action. By some accident, however, he failed to place the Goliath in opposition to the headmost ship of the enemy's line. The experienced eye of Hood instantly saw the consequences, and while the Goliath pa.s.sed on to the second in the line, Sir Samuel placed his own ship, the Zealous, alongside the first, exclaiming in the joy of his heart, "Thank G.o.d!

my friend Foley has left me the van ship!"

The indifference to danger and fatigue which was habitual to this great captain cost him, I believe, his life when travelling in the interior of India, near Seringapatam. He reached a station at which a fresh set of palanquin bearers were to have met him, but had been prevented by some accident. "It matters not," he cried, "let us walk."

And sure enough he set off to perform on foot a stage which might have been dangerous on horseback; for the sun had nearly risen to the meridian, and there was hardly a breath of wind. Possibly no mischief might have followed this march, but he had been spending some days in the island of Seringapatam, the most unhealthy spot in Mysore; and it is a curious circ.u.mstance connected with the malaria of the noxious districts, that its effects frequently lie dormant long after it has been breathed. Sir Samuel Hood did not escape; but he felt no inconvenience till after he descended from, and entered the Carnatic at Madras. The jungle fever, of which the fatal seeds had been sown at Seringapatam, attacked him after a few days. When, unfortunately for the profession and for his country, he fell sick at Madras, and knew that his last moments were fast approaching, he called his faithful friend and old follower in many ships and many actions, Lieutenant, afterwards Captain Walcott to his bedside, and said to him,--

"It will be very hard, Walcott, to die in this cursed place; but should I go off, let nothing deter you from going home and accounting to the Admiralty for my command of the East India station."

These were nearly the last intelligible words he uttered; and they serve to show how strong, even in the hour of death, was his sense of professional duty. As Lieutenant Walcott had served during the whole of Sir Samuel's India command in the double capacity of flag-lieutenant and secretary, and had enjoyed the Admiral's entire confidence, he, and he alone, possessed the means of "accounting to the Admiralty" for the measures completed, or in progress, for the good of the service, and therefore the Admiral suggested to him the propriety of his going home to report matters in person.

The senior officer, who succeeded to the command in the Indian seas, felt so desirous of following up the friendly intentions of his lamented predecessor, that knowing the late Admiral's attachment to Lieutenant Walcott, he offered to promote him into a death vacancy, which had either actually taken place, or was certain to fall within a week or two. Moreover, he a.s.sured him, that after the necessary time had been served, he should have the first vacancy for post promotion.

These were indeed tempting offers to a young officer, devotedly attached to his profession; but they had no influence over a man bred in the "Sam Hood School." The Admiral's dying injunction appeared to this right-minded officer fully as binding, or, if possible, more so, than a written command must have been in his lifetime.

To England Walcott went accordingly; and the difference in professional standing which it made to him was this:--had he remained in India, as Sir Samuel Hood's successor proposed, he would undoubtedly have become a post-captain of 1816, instead of which, his name stood in 1822, six years later on the list! Had it been sixty times six, however, it would have made no difference in his conduct.

When the army returned from Spain, after the battle of Corunna, in 1809, there were between twenty and thirty officers accommodated in Sir Samuel's cabin. Among them was a young officer, a connection of Lady Hood's, whose father and mother called to thank him, conceiving that he had been indebted by this connection for the attention he had received, but Sir Samuel did not even know of the connection or the name. "Indeed," said he, "I hardly knew the names of half my guests.

But who," he continued, "would make any distinctions amongst such war-worn and brave fellows."

The fact is, such was his general kindness, that each of these military officers, his pa.s.sengers, fancied the Admiral was more civil to him than to any one else. He suspended on this occasion all the usual strait-laced etiquettes of the quarter-deck discipline, and permitted the hara.s.sed soldiers to lie down and read between the guns, or wherever they pleased. His great delight was to coddle them up, and recompense them, as far as he could, for the severe privations they had undergone during the retreat, and nothing entertained him so much as seeing the relish with which these hungry campaigners partook of his hospitality. On the day after the battle of Corunna, when these gentlemen came on board, he ordered a c.o.c.k to be driven into a hogshead of prime old sherry; and his satisfaction was perfect, when his steward, with a rueful countenance, communicated to him, on arriving at Spithead, that "his very best cask of wine had been drunk dry on the pa.s.sage by the soldier officers!"

CHAPTER XXIII.

COMMISSIONING A SHIP.

Most people are curious to know how, from a state of total inaction, or what is called "laid up in ordinary," a ship is brought forward into real service. I have therefore thought it right to "begin with the beginning," and tell how a man-of-war is first commissioned. This leads to the fitting-out; that is, getting in the masts, putting the rigging overhead, stowing the holds, and so on. The next obvious point to be considered in the equipment of a ship is, the force she is to carry, which brings us to the very curious question of naval gunnery.

Finally, if we suppose a ship equipped, armed, manned, and disciplined.

As soon as an officer receives official intimation that he is appointed to the command of a ship, he proceeds either to the Admiralty or to the dockyard at the port where the ship may happen to be laid up in ordinary, and takes up his commission. In the first place, however, he must wait upon the admiral commanding at the out-port where the ship is lying, and having reported himself, he proceeds to the admiral-superintendent of the dockyard, to whom he communicates his commission; he has the exclusive charge and responsibility, having the care of the ships in ordinary, of all the moorings, and generally of all the vessels, and every description of stores in the naval a.r.s.enal.

The first thing to do is to get hold of one of the warrant-officers to "hoist the pendant," which is a long slender streamer, having a St.

George's cross on a white field in the upper part next the mast, with a fly or tail, either Red, White, and Blue, or entirely of the colour of the particular ensign worn by the ship; which, again, is determined by the colour of the admiral's flag under whose orders she is placed.

The pendant being hoisted shows that the ship is in commission, and this part of the colours is never hauled down day or night. At sunset, when the ensign is hauled down, a smaller pendant, three or four yards in length, is subst.i.tuted for the long one, which, in dandified ships, waves far over the stern. Ships in ordinary hoist merely an ensign.

The boatswain, gunner, and carpenter, who are called the warrant-officers, always remain on board, even when the rest of the officers and crew are paid off, and the ship laid up in ordinary.

These valuable personages, under the general superintendence of the captain of the ordinary, an old officer of rank, and a.s.sisted by a few lads to row them to and from the sh.o.r.e, keep the ships clean, and guard against fire and pillage, to which they might otherwise be exposed at their moorings in the different creeks.

The next step, after the ship is commissioned, is to open a muster-book. The requisite blank books and other papers are supplied to the captain by the superintendent of the dockyard, in order that the names of the officers and men may be entered as they a.s.semble. The admiral being then informed that the ship is in commission, he orders the commandant of marines to embark the proper complement of men from the barracks.

The master-attendant, in the mean time, is applied to for a receiving-ship or hulk, alongside of which the ship may be placed, and in which the crew may live while she is fitting out. The same officer will likewise give the boatswain a "note" for one or more of what are called harbour boats--strong affairs, but good enough to perform the rough sort of work required in fitting out. The boatswain's demand for sc.r.a.pers, buckets, and junk for swabs, is made out and approved, that, from the first moment to the last, the hulk may be kept clean.

The officers of the newly-commissioned ship take possession of the hulk a.s.signed them, the purser gets from the victualling-office provisions enough for present use, and draws from the same quarter a quant.i.ty of slop clothing, as well as bedding and haversacks, for the marines, who are generally the first men on board. They are supplied by the boatswain with hammocks, and thus the Jollies soon feel themselves at home. The captain's clerk having prepared what is called an "open list," he enters the names of the officers and men as fast as they arrive. Hammocks and bedding, as well as blankets and shoes, are issued to those sailors who may come on board without any kit, which is too often the case. The senior lieutenant ought, if possible, to be one of the very first persons who joins, and the sooner he establishes himself on board the hulk the better. The marines, being a standing portion of the service, are always ready, and, if necessary, they may be sent on board at a few hours' warning. On this account, as well as many others, they are a most invaluable body of men. When there is no particular hurry, however, they will be embarked in two or three days at the furthest from the time they receive orders.[8] Application should also be made for boys, who are supplied as soon as possible; a certain number being sent from the flag-ship, while the remainder are enlisted from the sh.o.r.e. A boat's crew of sailors will very soon be picked up from the stray hands lounging about the Common Hard and Jack's other well-known haunts.

Thus, in a very few days, the foundation of a ship's company is laid; and under good management, with a little patience and cheerfulness, the superstructure will advance rapidly. A rendezvous should be opened at a public-house in some street frequented by the seamen; and a flag, with the ship's name on it, exposed before the door; while bills, containing the ship and captain's name, should be stuck up and distributed in the proper quarters. If her destination be India, South America, the Mediterranean, or any other favourite station, that circ.u.mstance will of course be sufficiently noticed in these cards of invitation. The master-at-arms, the captain's c.o.xswain, or some old and steady hand who has an interest in getting the ship manned, will be usefully employed at the rendezvous, to talk to the sailors as they drop in to consider the _pros_ and _cons_ of the new enterprise in which they are invited to engage. The captain himself, and the first lieutenant also, will generally find it worth their while to look in occasionally, perhaps periodically, at the rendezvous, ostensibly to speak on some business, but chiefly to show themselves, and by a word or two of encouragement, to decide the waverers. It is of great consequence, on these occasions, to keep clear of anything which, by possibility, can be construed into false pretences; for the moral impropriety of such enticements, their impolicy very soon betrays itself, and when the men detect the fallacy, the result shows itself in the paucity of volunteers. The truth is, Jack, with all his vagaries, possesses a quick discernment in such matters, and is very seldom deceived by chaff. It will seldom, if ever, r.e.t.a.r.d the proper manning of a ship to be very fastidious in choosing amongst the volunteers who offer. The best men will not enter for a ship where sailors are received indiscriminately; and the lower order of mere working hands are easily picked up to complete the crew.

The men are always carefully examined by the surgeon before being received; but it would not be a bad rule that no volunteer should be finally entered until he has been seen and approved of by both captain and first lieutenant. It is, indeed, of great consequence to the eventual comfort of the ship, which always turns upon her good and consistent discipline, that the first lieutenant and captain should be cordially agreed on so material a point as the choice of the individual seamen forming the crew.

During the short visits which the captain pays to his ship at this time, he will seldom find it useful to supplant his first lieutenant, by taking upon himself the conduct of the ship's detailed operations.

The peculiar duties of the captain, when his ship is fitting out, necessarily require him to be absent from her every day during a considerable portion of the working hours. He has to wait on the admiral to receive fresh instructions; he has to carry on a correspondence with the Admiralty on the various equipments of the ship; he has representations and applications to make to the port-admiral, respecting officers and men, and to the admiral-superintendent of the dockyard, respecting stores. In short, whether at the rendezvous, at the dockyard, at the admiral's office, or at his own lodgings, the captain will generally find ample employment on sh.o.r.e for most of the best hours of his day, in really co-operating with his first lieutenant afloat, by seeing those duties properly executed which lie beyond that officer's reach. If these multifarious and important obligations, out of the ship, be fully complied with by the captain, he will seldom have more time left than is barely necessary to go on board--- just to see what is doing--to learn what has been done--and to give his orders, in a general way, to the first lieutenant, for his further guidance.

As a captain has not always the choice of his first lieutenant, it may sometimes happen that a person unfit to fulfil the duties of that office will be appointed. Filling this station well implies not only knowledge and talents, but a disposition to enter cordially into the views of the captain, as well with regard to the general system of discipline, as to all the details of managing the ship. When an unfit person is appointed, it is much better for the lieutenant, as well as the captain, that they should part; and certainly this is more conducive to the discipline of the ship, and therefore to the good of the service, than if they went on for ever like cat and dog. This, indeed, is so well understood, that the Admiralty throw no obstacles in the way of officers exchanging.

In case the unfitness of the first lieutenant arises from absolute incompetence or negligence of his duties, it will soon appear in some palpable instance, for which he must be accountable before a court-martial, unless his captain permit him to quit the ship to avoid that alternative. On the other hand, it will sometimes happen, that an officer who is both competent and zealous, is rather too fond of having his own way, and interpreting the rules and customs of the service in his own particular fashion, in opposition to the views of the captain. This pertinacity detracts from his efficiency as an officer, and more particularly from his fitness for the arduous and delicate situation of first lieutenant, by preventing the establishment of a hearty co-operation with his superior. But if the considerate line of conduct before suggested be acted upon by the captain, unless the lieutenant be a very pig-headed person, who mistakes opposition for zeal, he will readily see that the true way of forwarding the service is to enter heartily, cheerfully, and attentively, into the peculiar plans of his chief. If he does not do this, he will only find his duties become more and more irksome to himself, and all his zeal will often be thrown away in ineffectual efforts.

When a ship is fairly commissioned, the first proceedings of the captain, in respect to her equipment, must be determined by the particular state in which she happens to be. The ship may be in dock, or in the basin, or riding at the moorings--masted or unmasted; she may have only just been launched, or may have been "paid off all standing." In any case, one of the first points to be attended to is the stowage of the ballast. If the ship has been in commission before, a record of her sailing qualities, and the plan of stowage which was found to answer best, will be supplied by the superintendent of the dockyard, together with her draught of water, forward and aft, light as launched and in ballast; and, lastly, when completely equipped for sea, with guns, powder, provisions, and men on board. If the ship be new, the captain will be furnished by the Surveyor of the Navy with every particular respecting her trim, and the manner in which he conceives her hold should be stowed. If this very important part of the ship's economy be one that has occupied its due share of the commanding-officer's attention, he will carefully examine the conformation of the ship's bottom, and be enabled to tell whether or not the former plan of stowing the ballast agrees with his own theoretical views, and his experience in such matters, and then putting the ship's recorded sailing qualities by the side of these actual observations, he will be enabled to decide how the ballast shall be distributed.

The Signal Books, Printed Naval Instructions, the Admiralty Statutes, and other works of reference and guidance, are supplied by the port-admiral, while a copy of all the Port Regulations and Orders should be made, and so carefully perused by the captain and officers as to be almost got by heart. A minute attention, indeed, to the injunctions contained in these written orders, is absolutely necessary to keep the officers of a ship out of eternal hot water with admiral, flag-captain, secretary, and first lieutenant of the flag-ship, all of whom are put out of their way by any neglect on the part of an officer fitting or refitting a ship.

I remember once a grand row which I, in common with three or four other commanding officers, got into. A signal was made from the flag-ship at Spithead, the Royal William, or the Royal Billy as she was universally called. The order was, "The ships at Spithead are to send boats to a.s.sist the vessel in distress." On looking round, we could see nothing but a collier aground on the end of the spit. One boat, or perhaps two, were sent from some of the ships--but not enough to save her; so poor Jock lay on the shoal till he capsized, and there was an end of him; for it came on to blow, and the sh.o.r.e, from South Sea Castle to Blackhouse Point, was a complete beach of coal shingle.

Next morning out came a swinging reprimand to all of us, ordering a "report in writing to be made forthwith of the reasons why the signal made at four P.M. to send boats to the collier had not been obeyed." I recommend folks fitting out, therefore, as they value their peace, to trifle with anything rather than the port orders. For it is well to consider, that a scold resembles a snow-ball--it always gathers weight as it rolls along. Thus the Admiralty send down, by post or by telegraph, a rap on the knuckles to the old admiral--very moderate as naval things go, but such as, in civil life, would make a sober citizen frantic, though it merely squeezes out a growl from the venerable commander-in-chief. Straightway he rings for the secretary, and issues a smartish general order, in which the wretched captain of the offending ship catches the reprimand, with a most usurious allowance of interest. Off goes the said skipper to his ship, in a great fume and hurry, carrying a whole sail in the gig, though on ordinary occasions he chooses to have a reef in. Souse comes the wigging on the hapless first lieutenant; and he, in turn, only waits till the captain goes below, that he may open a volcano of reproaches on the long-suffering middies, who, though they probably now hear of the offence for the first time, know much better than to make any reply.

Such is naval discipline! a strange mixture of justice and injustice, severity and indulgence--frankness and wrong-headedness, encouragement and unfair dealing; but still we may be sure, that talents, industry, perseverance, and, above all, resolute cheerfulness, with an absence of the litigious habit of self-justification, must ensure success and happiness, or, at least, give the best chance for them.

The first lieutenant of the ship fitting out will do well to have by him a sheet of paper, ruled according to some tabular form, in which he may insert the names of the men who enter, that he may form some idea, when he comes to station them, what part of the ship each is fit for.

A watch bill should be commenced at once; and the men, as fast as they come on board, appointed, as near as may be, to the stations which the officers think they will ultimately occupy. This lets a man know at once what duty he will be required to perform, and makes him feel at home. Some crack sailors will not volunteer unless they can be made reasonably sure of being placed in a station they like; and although it would be highly injudicious to make such absolute stipulations without some previous trial of the candidate's abilities, it may be of great advantage to the service to enter men more or less on this principle. For instance, it is of the utmost importance to obtain steady petty officers, that is to say, quarter-master's, gunner's, boatswain's, and carpenter's mates; captains of the forecastle, of the hold, and the tops; sail-makers, armourers, caulkers, and coopers; with others of less consequence, but all valuable in their respective departments, and contributing to make up the singular population of a man-of-war. The following list contains the peace establishment of the Conway, a ship of twenty-eight guns, which I fitted out in the beginning of 1820. The doc.u.ment may perhaps interest persons who like to inquire into the details of a community and _menage_ so differently constructed from any they are likely to meet with elsewhere.

_A Scheme of the Establishment of His Majesty's Ship Conway, with a Complement of 125 men._

Brought forward 18 Captain 1 Schoolmaster 1 Lieutenants 3 Master at Arms 1 Master 1 Caulker 1 Second Master 1 Armourer 1 Purser 1 Sailmaker 1 Surgeon 1 Carpenter's Mate 1 Boatswain 1 Gunner's Mate 1 Gunner 1 Boatswain's Mates 2 Carpenter 1 Quarter-masters 3 Master's Mate 1 Captain's c.o.xswain 1 Midshipmen 4 Capts. of the Forecastle 2 a.s.sistant Surgeon 1 Cooper 1 Clerk 1 Capts. of the Foretop 2 --- --- Carry forward 18 Carry forward 36

Brought forward 36 Brought forward 58 Capts. of the Maintop 2 Barber 1 ------------- Afterguard 1 Purser's Steward 1 ------------- Mast 1 Captain's Steward 1 Ship's Cook 1 Captain's Cook 1 Volunteers, First Cla.s.s 3 Gun-room Steward 1 Gunner's Crew 5 Gun-room Cook 1 Carpenter's Crew 4 Steward's Mate 1 Sailmaker's crew 1 Able Seamen } Gunner's Yeoman 1 Ordinary Seamen } 29 Boatswain's ditto 1 Landmen } Carpenter's ditto 1 Boys, Second Cla.s.s 5 Cook's mate 1 ----- Third Cla.s.s 5 --- Widows' Men 3 Carry forward 58 --- 107 Marines:-- 1 Lieutenant; 1 Serjeant; 1 Corporal; 1 Drummer; 14 Privates. 18 --- Total 125

The last odd entry of three widows' men was an official fiction (now abolished) by which the pay of so many imaginary persons was transferred to a fund for the relief of the widows of commissioned and warrant officers. Real men are now allowed in their places.

If any other ship be paying off at the same time, it is well worth trying to get some of her best men to enter for the ship fitting out.

People who have been for several years together in a comfortable ship feel unwilling to part, and the prospect of continuing still companions, often influences them to volunteer in considerable numbers, if other circ.u.mstances appear suitable. When this takes place, the men generally transfer their whole kit at once, see their names placed on the new ship's books, and obtain what is called "long-leave" of absence to visit their friends, after depositing a portion of their ready money in the hands of the commanding-officer until their return. These men almost always form a valuable part of a ship's crew, and, I am convinced, the practice will become more general of removing direct from one man-of-war to another, whenever the system of frequent payments shall be established in the Navy. The sailors will then learn the proper use of money, and will acquire, in consequence, more orderly, decent, and rational habits.