By these and other means, if the captain and officers be at all popular in their manners, or be known favourably in the service, or if even without these advantages, the intended station to which the ship is going be a favourite one, and ordinary pains be taken at the rendezvous, the ship's company soon begins to a.s.sume a respectable and business-like appearance. It then becomes of infinite importance, that the first lieutenant should introduce a uniform and well-explained system of discipline on board, especially as regards cleanliness and neatness of appearance, which are best effected by frequent and regular musterings, without too much fastidiousness in the first instance, as this might only teaze the men, and prevent the effectual establishment of those observances which it is the chief purpose of good discipline to render habitual. Great efforts should always be made to give to Sunday its true character of a day of repose; and in the weekly mustering, in particular, a good deal may generally be accomplished towards imparting to the ship and crew the appearance of order, which in times more advanced ought to characterize them during the whole week. The stock of clothes amongst the men will, it is true, generally be scanty at first, but a portion of it may, with proper management, be always kept clean, and a well-bleached shirt and trousers, with a good sc.r.a.pe of the chin, and a thorough scrubbing from top to toe, render poor Jack's toilet, if not the most refined in the world, certainly very effectual towards its purpose. I have often been amused to see the merry style in which they employed great lumps of coa.r.s.e soap and hard brushes, in vain endeavours to remove the umber tints of tar from their hands, and the tanning of the sunshine from their brawny arms. These indelible distinctions of their hard service are rendered more striking at such moments by their contrast with the firm and healthy whiteness of the skin round their shoulders and chest.

An officer must be cautious how he issues slop clothing to newly entered men, who have no pay due; and have a sharp, but reserved look-out kept on doubtful characters as they go over the side on leave, for there will ever be found at the great naval stations a certain number of regular-built swindlers, who wander from port to port expressly to pilfer. These vagabonds enter on board newly-commissioned ships, make a great show of activity, and remain a certain time to lull suspicion. They then take up slops, that is, obtain from the purser as many shirts, trousers, shoes, and other articles, as they can persuade the commanding-officer they are in want of; after which they desert upon the first opportunity, only to run the same rig in some other ship. When a character of this kind is caught in the act of making off with his own or his messmate's blanket, it is best to let him go on sh.o.r.e (minus the blanket, of course), and the chances are he will not return again. You lose the man, but you are rid of a knave.

It is a fatal error in an officer to court popularity by unworthy means, or indeed by any means, except those of fair-dealing and strict propriety, equal justice to all, and as much indulgence as the nature of the service will admit of. But, at the same time, advantage may be taken of accidental opportunities of putting the people into good-humour during an outfit; and by indulging them in a jollification, we may occasionally give them something to think of at the moment, and to talk of for weeks afterwards.

When I was fitting out his Majesty's sloop Lyra at Deptford, in 1815, to accompany the emba.s.sy to China, under Lord Amherst, it occurred to me one cold morning, the 24th of December, that it might not have a bad effect on the good name of my pretty little craft, if I gave the ship's company a regular blow-out the next day. I communicated this idea to the first lieutenant, who, seeing no objection, sent for some of the leading men, and said each mess was to have a goose and a turkey for their Christmas dinner. My steward was then told to arrange the details; and presently he came to report that the men had taken it into their heads, that, as the best poultry was to be procured in London, they should like exceedingly to be allowed to despatch an emba.s.sy to Leadenhall Market for that purpose; the first lieutenant agreed also to this, and two seamen and one marine were forthwith landed at Deptford to execute the mission. A cart being hired, off they set, returning before sunset, with as noisy a cargo as ever I saw packed together. It so happened, that while we lay on one side of the hulk, I forget her name, another ship was lashed on the opposite side for some temporary purpose. The crew of our neighbour dined on Christmas-day on soup and beef as usual, and remained contented enough till some of our fellows, waddling under the effects of double allowance of solids, and perhaps with a trifle too much of fluids, came singing and capering along the deck of their hulk. In the most good-humoured way possible, they asked their neighbours how many geese and turkeys they had discussed that day. The meagre answer called forth shouts of merriment, and the poor fellows belonging to the other ship were rather unhandsomely taunted with the scantiness of their Christmas fare. "Look at that and weep, you hungry-faced rascals!"

exclaimed one of our jolly blades, holding up the drumstick of a goose in one hand and that of a turkey in the other. He was answered by the practical joke of having the two bones twisted from his hands and shyed in his face, according to the most approved tarpaulin manners.

This was the signal for a general _melee_, and the officers had enough to do to separate the contending hosts.

A few days before the next Christmas-day came round, when we were lying in the River Canton, my steward came to me and said,--

"The people, sir, have been talking for the last two or three weeks of hardly anything else but the 'row' at Deptford this time twelvemonth, when you gave them a feast on Christmas-day."

"Well, what of that?"

"Oh, nothing, sir; I only thought you might like to know it. There are plenty of ducks and geese at the Chinese village close to us."

I seized the idea in a moment; and having, as before, consulted with the first lieutenant, I bade my steward prepare a good stock accordingly. I took no further charge of the matter; nor did I expect to hear anything more of the dinner or its preparations. In this, however, I was deceived; for when daylight appeared on Christmas morning of 1816, such a racket was heard from our little vessel as brought up all hands on board every one of the ten or a dozen huge East India Company's ships amongst which we were anch.o.r.ed, at a place called Second Bar. Our fellows had carried the whole of their Christmas poultry aloft, and having perched themselves at the yard-arms and on the cross-trees, gaff, and flying jib-boom ends, they made each of the wretched birds fast with a string six or eight feet long, in such a manner that they could flap their wings, but could not escape. The great difficulty, as I afterwards learned, was how to keep the ducks and geese from making a noise till the proper moment arrived, and this was not effected without sundry bites and scratches.

As soon as broad daylight came, the word was given, and the whole flock being dropped to the full length of their lines, they set up such a screaming, cackling, and flapping, as could not fail, when aided by the mingled laughter and shouts of their future demolishers, to call the envious attention of the whole surrounding fleet!

It is very useful to keep the people in a good humour at all times; though, as I have already suggested, the captain must avoid even the appearance of courting popularity at the expense of his officers. Such an unworthy course of proceeding strikes at the root of discipline. A truly right-minded officer, therefore, at the head of any department, whether it be that of a ship, a fleet, an army, or a cabinet, will seldom, if ever, take into his calculations the effect which any measure is to produce on himself or his own interests--but will steadily seek to discover what is best for the public service. And if such research be made in the proper spirit of generous self-devotion to his duty, he may essentially advance the cause of good discipline, by transferring the credit of success, which might be his own due, to those with whom he happens to be co-operating, and without whose companionship and attention to details, though unseen and unknown to the world, he might never have gained his point. It is more difficult indeed, but also more generous, and more useful in practice, for the chief to bear manfully the brunt of failure; and in seasons when measures of an unpopular character become necessary, to charge himself with a large share of that loss of favour which he is best able to afford.[9]

FOOTNOTES:

[8] By the recent regulations each ship also receives her complement of seamen gunners from one of the gunnery ships, in the proportion of a lieutenant and thirteen gunners to a line-of-battle ship, a mate and ten men to a frigate, and eight men to smaller vessels. These are pa.s.sed gunners, and their duties are to instruct the crew in gunnery.

[9] The introduction of the system of registration of seamen has, of course, been an admirable check upon desertion after receiving advances, both in the naval and commercial marine.

CHAPTER XXIV.

FITTING OUT.

In the course of a week or ten days after a ship is commissioned, the officers are collected on board their hulk, and they bestir themselves to gather their comforts about them. In the first instance they look after their "n.o.ble selves" by selecting, at some small salary extra, a boy or a marine a-piece for a valet. They next find out a good steward, and having installed him in possession of the nascent stock of gun-room crockery, make him hunt for a cook, generally a black man, who takes into his sable keeping the pots and pans of the growing mess. The mates and mids, a portion of whom are appointed by the Admiralty, and a portion by the captain, gradually make their appearance, and settle into their dungeon of a berth under the caterage of some old boy of a captain's clerk or a hard-a-weather mate of the decks. A pretty large proportion of youngsters also, or squeakers, who cannot be appointed without the previous consent of the Admiralty, spring up like mushrooms, with rosy cheeks and tender hands, totally unconscious, poor little fellows! of the rugged lives they are soon to lead.

If these boys had only sense enough to look on quietly, and pay attention to all that is pa.s.sing, with a sincere desire to understand it, and were they to be a.s.sisted a little in their inquiries, they might on such occasions as that of a ship fitting out, manage to learn and store up much that would prove valuable on a future day. But these youths are generally let loose from the Naval College, or from school, or from mamma's ap.r.o.n-string; and unless they are looked after and encouraged, they are too volatile to pay a proper degree of attention to the duty which is going on. After all, it does not require much ingenuity to arrange some employment for them, even at first, provided their numbers be not so great that they stand in one another's way.

Three or four youngsters, even though absolute novices, might always be kept well employed in a sloop-of-war, and perhaps twice that number in a frigate or line-of-battle ship fitting. In peace time, however, it will happen that the crowd of young gentlemen is so great, and the disposition to learn so little diffused amongst them, that the first lieutenant is often glad to get rid of them altogether by letting them waste their time and money on sh.o.r.e.

The state in which the ship happens to be at the time she is commissioned, must decide, as I said before, the course to be followed in her equipment. If she be already masted and alongside the hulk, and the ballast in, the officer will most likely wish to make some show in the way of rigging--for as yet the masts are naked to the girt-lines, or single ropes rove through blocks at the mast-head, by which first the men and then the shrouds are drawn up, and the eyes of the rigging placed over the mast-heads. If there be only a few sailors on board, these can be employed to get off the furniture, that is, all the blocks, ready stropped in the rigging loft; and to draw the present use stores from the dockyard. These can all be kept under lock and key in the store-rooms of the hulk; and if the rigging, and everything required in placing it aloft, be previously fitted and arranged by the boatswain, so that he can put his hand at once on the gear as soon as a sufficient number of the crew join, much time will be saved. Even the lower rigging may be got off all ready fitted from the loft; while the runners and tackles, the luffs, and other purchases, may be put in preparation for use the moment there are hands enough to employ on them.

By application to the boatswain of the yard, a.s.sistance will be given to gammon the bowsprit, preparatory to its being clothed, which is the technical term for rigging that important spar. One of its princ.i.p.al offices is to support the foremast and fore-topmast, by means of their stays, as the slanting ropes are called which stretch forwards and downwards from the head of every mast, great and small, in the ship.

Some of these, as the main-stay, lie at so inconsiderable an angle with the horizon, that they possess great power of sustaining the mast; while others, such as the fore-stay, being necessarily more perpendicular, do not act to such good mechanical purpose. There is a peculiar disadvantage attending the method of securing the fore-stay, arising from the position of the mast. It is placed so near the extremity of the ship, that the stay, which forms its only support in the forward direction, cannot be attached to the body of the vessel, without making so very small an angle with the mast as would divest it of nearly all its character as a supporter. To remedy this, the bowsprit has been devised, chiefly as an out-rigger for the fore-stay.

But in order to render the spar effective for that purpose, it requires to be very strongly bound down. There has, therefore, been contrived what is called the stem, or cut-water, which is a strong but narrow projection from the bows, securely fastened by long and thick bolts of iron and copper to the body of the ship. The chief purpose of this stem is to furnish a point of support for the ropes securing the bowsprit. Of these, the most important is called the gammoning, which consists of a strong and well-stretched hawser, pa.s.sed up and down successively, in perpendicular turns, over the bowsprit and through a hole horizontally cut in the stem. At each turn the gammoning hawser is hove taut, while every effort is used to bring the bowsprit down into its place. A heavy boat is sometimes suspended from the end, the weight of which greatly a.s.sists the gammoning process. Another set of ropes, called bob-stays, extending from about one-third from the outer end of the bowsprit to the cut-water, nearly at the water-line, contribute essentially to its stability. It is further secured in a lateral direction by shrouds reaching from its extremity to the bows of the ship.

I need not mention, that, in order to give a finish, as it were, to the end of the ship, and to convert that into a source of ornament which might otherwise be deemed a deformity, the top of the stem has been appropriated as the position of the figure-head, the characteristic emblem of the vessel. In some ships the sailors pride themselves especially on the beauty of their figure-head; and many a time have I seen the captain of the forecastle employed for hours in painting the eyes, hair, and drapery of his favourite idol. I suppose few commanding-officers will allow of this liberty; for it must be owned that as Jack's taste in female beauty, and in the disposition and colours of dress, are borrowed from a very questionable model, his labours in adorning the figure-head are apt to produce strange monsters. I once heard of a captain who indulged his boatswain in this whim of representing his absent love as far as the king's allowance of paint could carry the art; and it must be owned, that, as the original Dulcinea owed her roses to the same source, the representation "came very close aboard of the original," as the delighted boatswain expressed it. This very proximity in colouring, scantiness of drapery, and so forth, which formed the boatswain's pride, perplexed the worthy captain, who had given his sanction to the work, for he could never cross the bows of his own ship with a party of friends, without raising a laugh at the expense of his taste in figures. The whole crew, however, soon fell as much in love with the damsel as the boatswain had done before them; and it would have been cruel to have sent the painter to daub her ladyship all over with one uniform colour, according to the general fashion. The considerate commander took a different line.

"You seem proud of your head, Mr. Clearpipe, I shall gild her for you!"

In a few days, the sparkling eyes and blushing cheeks of Mrs.

Boatswain, like Danae, had yielded up their charms to the golden shower. The glittering figure-head soon became the delight of the ship's company, and on one occasion furnished the captain with rather an odd means of calling out their energies. The ship was sailing in company with several others of the same cla.s.s, and when they all came to reef topsails together, she was beat on the first occasion. As they were setting about a second trial of activity, the captain called out to the people aloft,--

"Now, I tell you what it is, my lads, unless you are off the yards, and the sails are hoisted again before any other ship in the squadron, by the Lord Harry I'll paint your figure-head black!" From that time forward, she beat every ship in the fleet.

As soon as a sufficient number of hands are collected on board the ship which is fitting out, all the spars, except the spare ones, may be got off to the hulk. These consist of topsail yards, topmasts, and top-gallant masts and yards, jib and spanker boom, studding-sail booms, and one or two others. The lower and topsail yards can be fitted on the hulk's decks, ready to be swayed into their places when the masts are in a state to receive them. If a dockyard lump, or lighter, can be got to put all the spars in, together with the tops and other things which are usually made into a raft and floated off, it may save a great deal of trouble; as it frequently happens that they cannot all be got in before night, and if bad weather comes on, they may break adrift and be lost.

There seems no fixed rule for rigging a ship progressively. Different officers adopt different ways of setting about the operation, and slight variations occur in the arrangement of the ropes; but, generally speaking, everything is disposed according to the long-established rules of seamanship. The grand object is to support each mast laterally by a number of shrouds on each side, inclining slightly abaft the perpendicular, to prevent its falling either sideways or forwards, and also, by means of two stays, the princ.i.p.al stay and the spring stay, both stretching in the line of the keel, to hold it forwards. The width of the ship affords what is called a spread for the rigging, which spread is augmented by the application of broad shelves, called channels, carrying the rigging three or four feet further out on each side, and making its angle with the masts greater, and consequently increasing the support of the shrouds. These channels act merely as out-riggers, for the ultimate point of fixture, or that against which the shrouds pull, is lower down, where long links of iron called chain-plates, are securely bolted through and through the solid ribs of the ship, and rivetted within. The upper ends of these chain-plates are furnished with what are called dead-eyes, great round blocks of wood pierced with holes, through which the lanyards are rove by which the rigging is set up, or drawn almost as tight as bars of iron. The topmasts, rising immediately above the lower masts, are supported chiefly by rigging spread out by the tops, or what people on sh.o.r.e miscall round-tops. These, like the channels for the lower rigging, are mere projections or out-riggers; the true point of support for the topmast rigging is the lower shrouds, the connection being made by what are called futtock shrouds and catharpins. The top-gallant masts, at the next stage aloft, are supported by shrouds pa.s.sing through the ends of small spars called cross-trees, at the head of the topmast; and so on in succession, up to the sky-sc.r.a.pers and moon-rakers in some very fly-away ships.

As early as possible, the boats, which are duly warranted for the ship, should be selected, and their equipment superintended by the officers of the ship, who are the persons most interested in their completion. The master boat-builder attends to any little extra fittings that the first lieutenant may have a fancy for--such as the arrangement of the kedge and steam-anchor davits, the slide for the carronnade in the launch, and so on. The boats will be painted of any required colour, provided that colour be consistent with the dockyard regulations; if any other be required, the captain must purchase it himself, but the dockyard painters will lay it on. In the same way, if the gun carriages are to be painted of any particular or fancy colour, the people at the gun-wharf will prime them in a manner suited to that colour, but no more.

I may here take occasion to remark, that in the numberless dockyards I have drawn stores from, I never met with any real difficulty in getting all that was reasonable from the officers in any department. I have heard, indeed, one and all of these persons abused over and over again, for being crusty and disobliging; for pertinacity in sticking to the mere letter of their instructions, and forgetting its spirit; and for throwing obstacles in the way of the service, instead of promoting its advancement. But I can only say for myself, that I never met with anything but a hearty zeal to furnish all that was right, and that, too, in the pleasantest manner, provided the proper degree of civility were used in making the application.

People too often forget, that politeness, punctuality, and general attention to business, are all reciprocal qualities; and that, unless they themselves employ such means in their intercourse with official authorities, it is hopeless to expect these authorities will put themselves one inch out of their way to oblige persons who manifestly hold them in contempt. At least, until we can procure angels to take the office of master-attendant, master-shipwright, storekeeper, and so forth, the laws and customs of human nature will continue to regulate such influences. Your gruff and sulky letter-of-the-law man will, no doubt, get his ship fitted, in process of time, but not half so well, nor nearly so quickly, as he who takes matters cheerfully.

When a sufficient number of hands have been volunteered at the rendezvous, and stationed to the different parts of the ship's duty, the first lieutenant should form them into separate working parties, as carefully selected as possible for the different kinds of work required. The gunner will take one of these gangs to the ordnance-wharf, to fit the tackles and breechings; another party will be sent to the sail-loft to fit the sails; a third party may be occupied with stowing the water-tanks, and preparing the holds for the provisions; while some hands should be sent to weave mats for covering the different parts of the rigging. The carpenters form a most important department of the crew, as there are many little jobs to be attended to in every part of the ship which the dockyard pa.s.s over; and it is useful to have one or two carpenters always ready at a call to drive in a nail here, or fix a cleat there, or to ease or fill up what does not fit nicely.

When a ship is first commissioned, the captain should apply to the builder to have the caulking of the sides, and especially of the decks, carefully examined, and if this important operation is to be repeated, it should be got over as soon as may be. If the caulking be delayed, as too frequently occurs, till after the ship is equipped and painted, and the guns mounted; off comes a noisy gang of caulkers, who daub her all over with pitch, the removal of which is a troublesome, and always a dirty operation.

Old hammocks are generally supplied for the men to sleep in while the ship is fitting, and returned when she goes out of harbour. But two sets of new hammocks ought to be got on board the hulk, ready to be numbered as soon as a neat-handed man of letters can be enlisted for that purpose; and as every hammock requires to have a legible number marked on it, this occupies some time, and should be set about as early as possible, that all may be dry and ready against going to sea.

If the ship be new, it will be of great advantage that the captain or first lieutenant should point out to the dockyard officers what he considers the best place for the bulk-heads, or part.i.tions separating the different holds from one another. The main hold, for example, if fitted strictly according to rule, or if it be left to the general guess of the superintending shipwright, may chance to be long enough to stow a certain number of water-tanks, together with a foot or two over and above; now this lost s.p.a.ce, if thrown into the after-hold, might prove sufficient to gain another entire "longer," or range of provision-casks. In the same way, the bulkhead which is common to the spirit-room and after-hold may, by timely adjustment, be so placed as to gain much useful s.p.a.ce. These things are now much better attended to than formerly in the original fitting of the ship; but I mention them to prevent, as far as may be, the dangerous practice of taking that for granted which admits of further examination. Moreover, as no two vessels are exactly alike in all their dimensions, and correct seamanship is guided by principles, which an officer ought to understand, it will not do to rely upon things being done properly when they are done by rule-of-thumb. Thus the position of the main-tack block, and those of the fore and main sheets, the main-brace blocks, topsail sheet and brace bitts, with the number of sheeves in each, and twenty other things relating to kevils, cleats, and belaying pins, will be dependent for much of their eventual efficiency on the length of the yards, the size of the sails, and other circ.u.mstances which it is quite in vain, and quite unreasonable to expect the dockyard workmen to take into account.

By the time the ship, to which every one has ere this become attached, is so far advanced as to have all her spars on end, the artificers will have completed their hammerings, sawings, and nailings, and the main-hold will have been stowed with water-tanks. It is then time to draw the heavy stores from the dockyard, such as anchors, cables, spare anchor-stocks, fishes for the lower masts, and other spars, forming, when packed together in two lines, one on each side of the upper deck, what are called "the booms." Great care must be taken in stowing these cl.u.s.ters of spars so as to leave room enough between them, and just room enough, for stowing the launch or largest boat.

This is managed by the carpenter taking what is called her midship section, and making a slight framework model to guide the stowage of the booms.

It may be useful to remark, that, although the operations in fitting out a ship are multifarious, and often apparently much confused, it is of great consequence to carry into them as much routine method as possible. For example, in spite of the frequent interruptions to which the seamen are exposed by the arrival of dockyard and victualling-office vessels, which must be cleared, it will be found very advantageous to adopt a uniform plan by which one set of men shall begin, carry on, and complete the same jobs. In this way the several working parties will come to take an interest and pride in executing their tasks well and quickly, which they never could feel if the responsibility and credit were divided or dissipated by their being sent backwards and forwards from one operation to another. For the purpose of such arrangements, as well as to a.s.sist his memory, the first lieutenant may find it useful to write out in the evening a programme of the next day's intended operations, and commencing every morning by this, adhere to it throughout the day as strictly as circ.u.mstances will permit. A character of consistency will thus be given to a vast crowd of operations which otherwise become confused and desultory. The people employed to execute these tasks will soon insensibly discover that their labours are guided by substantial method, and they will work all the more cheerfully and effectively, from a conviction that no time is lost, and that their services are duly appreciated.

The main hold being now stowed, the cables, anchors, and spare spars, all on board, the quant.i.ty of provisions required to complete for the service appointed may be applied for, and will be sent off in the victualling-office lighters. The purser then gets on board coals, candles, lanterns, and other stores in his department. The rigging has been repeatedly set up, and is now so well stretched that it is ready for the last pull before going out of harbour. This done, and the dead-eyes and ratlines squared, the shroud and backstay mats are put on, and the masts and studding-sail booms carefully sc.r.a.ped. The lower masts, and the heads of the topmasts and top-gallant masts, are next painted, the yards blacked, and the rigging and backstays fore and aft tarred down. The whole ship ought now to be sc.r.a.ped within and without, and thoroughly cleaned and dried; after which the painters may be sent for from the dockyard, and when they have primed the ship it will be well to give her decks another good scouring. Next black the bends, while the painters finish the upper works with one or two more coats; and, finally, retouch the bends with the black-brush.

When the paint is thoroughly dry, the guns and ordnance stores are to be got on board, and all the remaining stores drawn from the dockyard, leaving nothing, if possible, excepting the gunpowder, to be got off.

At this stage of the equipment, the ropes forming the running rigging may be rove and cut. At the same time, both suits of sails ought to be got on board in a decked lighter, one for stowing away in the sail-room, but completely fitted and ready for use; the others to be bent to the yards. The hammock-cloths also being now fitted, are brought off; and if the ship be "going foreign," double sets are allowed, both of which in former times used to be painted; but the spare cloths are now very properly supplied unpainted.

The ship being all ready for going out of harbour, the captain makes a report to that effect to the admiral, the working boats are returned, and the new ones drawn, and hoisted in. At the same time all unserviceable stores, worn out in fitting the ship, are returned to the dockyard, including the hulk hammocks, which must be well scrubbed, dried, and made neatly up. The new hammocks are issued and slung, and the bedding being lashed up in them, they are stowed in the nettings, with their numbers ranged in a straight line, in regular order fore and aft. This arrangement not only gives symmetry, but is useful in affording the means of getting at any particular hammock which may be required; for instance, if a man is taken sick, or persons are required to be sent to other ships.

Generally speaking, indeed, it will be found that the attention bestowed on regularity, neatness, and even dandyism, in all these minor details, brings with it more than a correspondent degree of practical advantage. The men soon feel a pride in what their officer approves of and shows himself pleased with; and, when once they fall into habits of mutual obligation in the accomplishment of a common purpose, everything goes on smoothly and cheerfully. I need scarcely recall to the recollection of any one who has witnessed the practice of such things, the marvellous difference in the efficiency of a ship where the system of discipline is to bully and reproach, and of another where the principle is encouraging and gentleman-like. In one case the crew work as little as may be, and even take a morbid pleasure in crossing the views of the officers as much as they possibly can without incurring the risk of punishment; and they never stir a finger in works not strictly within their a.s.signed duty. In the other case, where good will, a temperate exercise of authority, indulgence, when it can by possibility be granted, and, above all, when no coa.r.s.e language unworthy the lips of an officer and a gentleman is used, the result is very different. All the subordinate authorities, and indeed the crew at large, then become insensibly possessed of an elasticity of obedience which exerts a two-fold influence, by reacting on themselves even more than it operates upon the commanding-officer whose judicious deportment has called out the exertion. I may safely add, that in the strict discipline which is absolutely indispensable in every efficient man-of-war, and under all the circ.u.mstances of confinement, privation, and other inevitable hardships to which both officers and men are exposed, such a course of moderation and good-breeding, independently of its salutary effect on the minds of the people, works most admirably for the public service, and more than doubles the results, by rendering men, who otherwise might have been disposed to r.e.t.a.r.d the duty, sincerely zealous in its advancement.

Lord Nelson, that great master of war and discipline, and all that was n.o.ble and good in the cause of his country, understood, better perhaps than any other officer, the art of applying these wholesome maxims to the practice of duty at the exact moment of need. During the long and weary period when Lord Nelson was blockading Toulon, he was joined from England by a line-of-battle ship, commanded by an officer who, as the story goes, had long applied for and expected an appointment to a cruising frigate, and who, in consequence of this disappointment, came growling out to join the fleet, in high dudgeon with the Admiralty at being condemned, as he called it, to the galley-slave duty of a blockade, in a wretched old tub of a 74, instead of ranging at large in a gay frigate over the Atlantic or the Adriatic, and nabbing up prizes by the dozen. It appears farther, that he rather unreasonably extended a portion of his indignation to the Admiral, who, of course, had nothing to do with his appointment; and this sulky frame of mind might have proved the captain's ruin, had his Admiral been any other than Nelson. But the genius of that great officer appeared to delight in such occasions of recalling people to a sense of their duty, and directing their pa.s.sions and motives into the channels most useful to themselves and their country. Knowing the officer to be a clever man, and capable of performing good service if he chose, it was Nelson's cue to make it his choice. When, therefore, the captain came on board, full of irritability and provocation, the Admiral took no notice, but chatted with him during breakfast on the news from England, and other indifferent matters, as if his guest had been in the best humour possible. The other, who was nursing his displeasure, waited only for an opportunity of exploding, when he could do so without a breach of decorum. Lord Nelson soon gave him the occasion he appeared to seek for, by begging him to step into the after-cabin, and then asking him what he thought of the station, and how he should like cruising in the Levant and other interesting parts of the Mediterranean.

"Why, as to that, my lord, I am not very likely to have any choice. I am sent here to join the blockading fleet, and here, no doubt, I am doomed to stick. I care nothing about the Mediterranean, and it would matter little if I did."

"I am sorry to hear you speak in that way," said Nelson, "for I had reckoned a good deal on your activity, personal knowledge, and abilities, to execute a service of some consequence in the upper parts of the station. In this view I have been cutting out a cruise for you, which I had hoped might enable you to see everything that is interesting, and at the same time to execute a delicate and difficult piece of service. But if you really do not fancy it, only say so--it is not a business that can be done well on compulsion, but must be done cheerfully. If you have a mind to go, well and good--if not, I must look out for some one else--but you are the man I should prefer, if it be agreeable to you. Here is a sketch of your orders, and there is the chart--look them over at leisure, and make your decision."

As Lord Nelson spoke these words he went on deck, leaving the poor man bewildered at the prospect of the very employment he most desired, and not a little ashamed of himself for having antic.i.p.ated so different a reception. The captain gratefully accepted the Admiral's offer, sailed on the appointed service, which he executed with such diligence and zeal, that he actually returned to the blockading fleet long within the period he was authorized to bestow on the cruise; and there he remained ever afterwards, performing all the drudgery of the blockading service, not only with zeal, but with the heartiest good humour, springing out of an anxious desire to manifest at once his respect and his affectionate devotion to the matchless officer who had so judiciously taught him the true path to honour.

The last thing to be done in fitting out, and before quitting the harbour, is to turn all hands over to their proper ship, and then to sc.r.a.pe, and scrub, and wash the hulk as effectually as possible, preparatory to her being inspected by the dockyard. This duty is too frequently executed in a negligent manner; and really it is not much to be wondered at, for the hulks are such abominable ugly-looking monsters, that one can take no pride or pleasure in treating them with common decency. The commanding-officer, therefore, should be particularly cautious in seeing this operation effectually performed; for, if he does not, he will be sure to be called upon next day to send a party of hands, probably at a great inconvenience, to repeat the process.

There are, as will readily be conceived, a hundred minor points to be thought of in the equipment of a ship, to which I have not adverted, relating to the watching, stationing, and quartering of men and officers; the berthing and arrangement of the people into messes; the rules respecting their having leave to go on sh.o.r.e, and so on. It may be well, however, to remind officers that they should never forget that the mere appearance of their ship is a matter of considerable consequence; and therefore, even in the very busiest times of the outfit, the yards should be carefully squared every evening after the work is over, all the ropes hauled taut, and the decks swept as soon as the artificers leave off work. Not a single person beyond the sentries should ever be allowed to go from the hulk to the ship, except during working hours. This rule prevents any interference with the tools or unfinished work of the dockyard men. In a word, the crew should never be allowed to suppose that the discipline of forms and appearances, so to call it, is relaxed, because the usual regularity of working is in some degree interrupted. That a ship is essentially in good order can at once be discovered by a professional eye, in the midst of her most bustling occupations and at any stage of the outfit.