LIGHTSHIPS.

These floating beacons are anch.o.r.ed in the immediate vicinity of the numerous sand-banks which lie off the mouths of some of the princ.i.p.al ports of the kingdom, especially in England, and on other parts of our sh.o.r.es. There are numerous floating lights around our coasts, marking shoals on which lighthouses could not easily be erected. Their importance to shipping is inconceivably great. The accompanying ill.u.s.tration shows a vessel pa.s.sing the lightship at the Nore. The impossibility of shipping getting safely into or out of the port of London without the guiding aid of lightships, as well as of buoys and beacons, may be made clear by a simple statement of the names of some of the obstructions which lie in the mouth of the Thames. There are the _Knock_ Shoals, the East and West _Barrows_, the _John_, the _Sunk_, the _Girdler_, and the _Long_ Sands, all lying like so many ground sharks waiting to arrest and swallow up pa.s.sing vessels, which, unfortunately, they too often accomplish despite the numerous precautions taken to rob them of their prey. Most people know the appearance of buoys, but we dare say few have seen a buoy or beacon resembling the one in our engraving, which is a sort of cage, fastened to a buoy, with a bell inside that rings by the action of the waves. It must have been something of this sort that was used at the famous "Bell Rock" in days of yore.

Lightships are usually clumsy-looking, red-painted vessels, having one strong mast amidships, with a ball at the top, about six feet in diameter, made of light laths. This ball is a very conspicuous object, and clearly indicates a lightship to the pa.s.sing vessel during the day.

At night a huge lantern traverses on, and is hoisted to nearly the top of, the same mast. It is lighted by a number of argand lamps with powerful reflectors. Some lightships have two masts, and some three, with a ball and a lantern on each. Some of these lanterns contain fixed, others revolving lights--these differences being for the purpose of indicating to seamen the particular light which they happen to be pa.s.sing.

Thus, the Goodwin Sands, which are upwards of ten miles in length, are marked by three lightships. The one on the north has three masts and three _fixed_ lights. The one on the south has two masts and two _fixed_ lights. The one that lies between the two--off Ramsgate, and named the Gull--has one mast and one _revolving_ light.

The crew of a lightship consists of about nine or ten men, each of whom does duty for two months on board, and one month on sh.o.r.e, taking their turn by rotation; so that the number of men always on board is about seven. While on sh.o.r.e, they attend to the buoys, anchors, chain-cables, and other stores of the Trinity House, which has charge of all the lights, buoys, and beacons in England. They also a.s.sist in laying down new buoys and sinkers, and removing old ones, etcetera.

Lightships run considerable risk, for besides being exposed at all times to all the storms that rage on our sh.o.r.es, they are sometimes run into by ships in foggy weather.

The _Gull_ lightship, above referred to, occupies a peculiar and interesting position. Being in the very centre of all the shipping which pa.s.ses through the Downs, she has frequent narrow escapes, and has several times been damaged by collisions. The marvel is that, considering her position, she does not oftener "come to grief." She also signals for the Ramsgate lifeboat, by means of guns and rockets, when a ship is observed by her crew to have got upon the dreaded Goodwin Sands.

We had the pleasure of spending a week on board of the _Gull_ lightship not long ago, and one night witnessed a very stirring scene of calling out the lifeboat. We shall conclude this subject by quoting the following letter, which we wrote at the time, giving a detailed account of it.

RAMSGATE, MARCH 26, 1870.

The eye-witness of a battle from an unusual point of view may, without presumption, believe that he has something interesting to tell. I therefore send you an account of what I saw in the _Gull_ lightship, off the Goodwin Sands, on the night of Thursday last, when the _Germania_, of Bremen, was wrecked on the South-Sand-Head. Having been an inhabitant of the _Gull_ lightship for a week, and cut off from communication with the sh.o.r.e for several days, I have been unable to write sooner.

Our never-ending warfare with the storm is well known. Here is one specimen of the manner in which it is carried on.

A little before midnight on Thursday last (the 24th), while I was rolling uneasily in my "bunk," contending with sleep and sea-sickness, and moralising on the madness of those who choose "the sea" for a profession, I was roused--and sickness instantly cured--by the watch on deck suddenly shouting down the hatchway to the mate, "_South-Sand-Head_ light is firing, sir, and sending up rockets." The mate sprang from his "bunk," and was on the cabin floor before the sentence was well finished. I followed suit, and pulled on coat, nether garments, and shoes, as if my life depended on my own speed. There was unusual need for clothing, for the night was bitterly cold. A coat of ice had formed even on the salt-water spray which had blown into the boats. On gaining the deck, we found the two men on duty actively at work, the one loading the lee gun, the other adjusting a rocket to its stick. A few hurried questions from the mate elicited all that it was needful to know. The flash of a gun from the _South-Sand-Head_ lightship, about six miles distant, had been seen, followed by a rocket, indicating that a vessel had got upon the fatal Goodwins. While the men spoke, I saw the bright flash of another gun, but heard no report, owing to the gale carrying the sound to leeward. A rocket followed, and at the same moment we observed the light of the vessel in distress just on the southern tail of the Sands. By this time our gun was charged, and the rocket in position. "Look alive, Jack! get the poker," cried the mate, as he primed the gun. Jack dived down the companion hatch, and in another moment returned with a red-hot poker, which the mate had thrust into the cabin fire at the first alarm. Jack applied it in quick succession to the gun and the rocket. A blinding flash and deafening crash were followed by the whiz of the rocket as it sprang with a magnificent curve far away into the surrounding darkness. This was our answer to the _South-Sand-Head_ light, which, having fired three guns and three rockets to attract our attention, now ceased firing. It was also our note of warning to the look-out on the pier of Ramsgate Harbour.

"That's a beauty," said our mate, referring to the rocket; "get up another, Jack; sponge her well out. Jacobs, we'll give 'em another shot in a few minutes." Loud and clear were both our signals; but four and a half miles of distance and a fresh gale neutralised their influence.

The look-out did not see them. In less than five minutes the gun and rocket were fired again. Still no answering signal came from Ramsgate.

"Load the weather gun," said the mate. Jacobs obeyed; and I sought shelter under the lee of the weather bulwarks, for the wind appeared to be composed of pen-knives and needles. Our third gun thundered forth, and shook the lightship from stem to stern; but the rocket struck the rigging, and made a low, wavering flight. Another was therefore sent up; but it had scarcely cut its bright line across the sky, when we observed the answering signal--a rocket from Ramsgate Pier.

"That's all right now, sir; our work is done," said the mate, as he went below, and, divesting himself of his outer garments, quietly turned in; while the watch, having sponged out and re-covered the gun, resumed their active perambulation of the deck. I confess that I felt somewhat disappointed at this sudden termination of the noise and excitement. I was told that the Ramsgate lifeboat could not well be out in less than an hour. It seemed to my excited spirit a terrible thing that human lives should be kept so long in jeopardy; and, of course, I began to think, "Is it not possible to prevent this delay?" But excited spirits are not always the best judges of such matters, although they have an irresistible tendency to judge. There was nothing for it, however, but patience; so I turned in, "all standing," as sailors have it, with orders that I should be called when the lights of the tug should come in sight. It seemed but a few minutes after, when the voice of the watch was again heard shouting hastily, "Lifeboat close alongside, sir.

Didn't see it till this moment. She carries no lights." I bounced out, and, minus coat, hat, and shoes, scrambled on deck, just in time to see the _Broadstairs_ lifeboat rush past us before the gale. She was close under our stern, and rendered spectrally visible by the light of our lantern. "What are you firing for?" shouted the c.o.xswain of the boat.

"Ship on the sands, bearing south," replied Jack at the full pitch of his stentorian voice. The boat did not pause. It pa.s.sed with a magnificent rush into darkness. The reply had been heard; and the lifeboat shot straight as an arrow to the rescue. We often hear and read of such scenes, but vision is necessary to enable one to realise the full import of all that goes on. A strange thrill ran through me as I saw the familiar blue and white boat leaping over the foaming billows.

Often had I seen it in model, and in quiescence in its boat-house-- ponderous and ungainly; but now I saw it, for the first time, endued with life. So, I fancy, warriors might speak of our heavy cavalry as we see them in barracks, and as _they_ saw them at Alma. Again all was silent and unexciting on board of the _Gull_. I went shivering below, with exalted notions of the courage and endurance of lifeboat men. Soon after, the watch once more shouted, "Tug's in sight, sir;" and once again the mate and I went on deck. On this occasion, the tug _Aid_ had made a mistake. Some one on sh.o.r.e had reported that the guns and rockets had been seen flashing from the _Gull_ and _North-Sand-Head_ lightships; whereas the report should have been, from the _Gull_ and _South-Sand-Head_ vessels. The single word was all-important. It involved an unnecessary run of about twelve miles, and an hour and a half's loss of time. But we mention this merely as a fact, not as a complaint. Accidents will happen. The Ramsgate lifeboat service is admirably regulated, and for once that an error of this kind can be pointed out, we can point to dozens--ay, hundreds--of cases in which the steamer and lifeboat have gone straight as the crow flies to the rescue, and have done good service on occasions when all other lifeboats would have failed, so great is the value of steam in such matters. On this occasion, however, the tug appeared late on the scene, and hailed us.

When the true state of the case was ascertained, the course was directed aright, and full steam let on. The Ramsgate lifeboat, _Bradford_, was in tow far astern. As she pa.s.sed us the brief questions and answers were repeated for the benefit of the c.o.xswain of the boat. I observed that every man in the boat lay flat on the thwarts except the c.o.xswain.

No wonder. It is not an easy matter to sit up in a gale of wind, with freezing spray, and sometimes green seas, sweeping over one. They were, doubtless, wide awake, and listening; but, as far as vision went, that boat was manned with ten oilskin coats and sou'-westers. A few seconds took them out of sight; and thus, as far as the _Gull_ lightship was concerned, the drama ended. There was no possibility of our ascertaining more, at least during that night; for whatever might be the result of these efforts, the floating lights had no chance of hearing of them until the next visit of their tender. I was therefore obliged to turn in once more, at three a.m. Next forenoon we saw the wreck, bottom up, high on the Goodwin Sands.

On Friday morning, the _Alert_--tender to the lightships of this district, under command of the Trinity Superintendent, Captain Vaile-- came off to us, and we learned the name of the vessel, that she was a total wreck, and that the crew, seven men, had taken to their boat, and succeeded in reaching the _South-Sand-Head_ lightship, whence they were almost immediately after taken by the Deal lifeboat, and safely landed at Deal.

It is to be carefully observed here that, although in this case much energy was expended unnecessarily, it does not follow that it is often so expended. Often--too often--all the force of lifeboat service on this coast is insufficient to meet the demands on it. The crews of the various boats in the vicinity of the Goodwin Sands are frequently called out more than once in a night; and they are sometimes out all night, visiting various wrecks in succession. In all this work the value of the steam-tug is very conspicuous. For it can tow its boat again and again to windward, and renew the effort to save life in cases where, unaided, lifeboats would be compelled to give in. Embarking in the _Alert_, I sailed round the wreck at low water, and observed that the Deal luggers were swarming round her like flies; the crews stripping her bottom of copper, and saving her stores, while, apparently, hundreds of men were busy upon her deck dismantling her shattered hull.

This, after all, is but an insignificant episode of wreck on the Goodwins. Many wrecks there are every year much more worthy of record; but this is sufficient to give a general idea of the manner in which our great war with the storm is conducted--the prompt.i.tude with which relief is rendered, and the energy with which our brave seamen are ready to imperil their lives almost every night, all round the coast, and all the year round.

CHAPTER EIGHT.

DOCKS AND SHIPBUILDING.

Having in the previous chapters treated of the subjects of ancient navigation and ships, and given some account of the boats of the present time, we now proceed to write about modern ships. In doing so, let us turn our attention first to:--

THE DOCKYARD.

If we were a maker of riddles, we would ask our reader, "Why is a ship like a human being?" and having added, "D'ye give it up?" would reply, "Because it commences life in a cradle;" but not being a fabricator of riddles, we _don't_ ask our reader that question. We merely draw his attention to the fact that ships, like men, have not only an infancy, but also have cradles--of which more hereafter.

Let us enter one of those naval nurseries--the dockyard--where ships may be seen commencing their career. What a scene it is! What sawing and thumping, and filing, and grinding, and clinching, and hammering, without intermission, from morn till noon, and from noon till dewy eve!

What a Babel of sounds and chaos of indescribable material!

That little boy whom you observe standing under the shadow of yonder hull--his hands in his pockets (of course), his mouth open (probably), and his eyes gazing up fixedly at the workmen, who cl.u.s.ter like bees on the ribs and timbers of yonder infant ship has stood there for more than an hour, and he will stand there, or thereabout, for many hours to come; for it happens to be a holiday with him, and he dotes on harbours and dockyards. His whole being is wrapped up in them.

And this is natural enough. Most boys delight to gaze on incomprehensible and stupendous works. Let us--you and I, reader-- follow this urchin's example, keeping our mouths shut, however, save when we mean to speak, and our eyes open.

There are ships here of every shape and size--from the little coasting-vessel to the great East Indiaman, which, in its unfinished condition, looks like the skeleton of some dire megatherium of the antediluvian world. Some of these infant ships have an enormous shed over them to protect them from the weather; others are dest.i.tute of such protection: for ships, like men, it would seem, are liable to vicissitudes of fortune. While the "great ones" of the dockyard world are comfortably housed, the small ones are not unfrequently exposed to the fitful buffeting of the rude elements even from their birth.

There are ships here, too, in every state of progression. There, just beside you, is a "little one" that was born yesterday. The keel has just been laid on the blocks; and it will take many a long day of clinching and sawing and hammering ere that infant a.s.sumes the bristling appearance of an antediluvian skeleton. Yonder is the hull of a ship almost completed. It is a gigantic infant, and has the aspect of a very thriving child. It evidently has a robust const.i.tution and a st.u.r.dy frame. Perhaps we may re-visit the dockyard to-morrow, and see this vessel launched.

Besides these two, there are ships with their ribs partially up, and ships with their planking partially on; and in a more distant part of the yard there are one or two old ships hauled up, high and dry, to have their bottoms repaired and their seams re-pitched, after many a rough and bravely-fought battle with the ocean waves.

Now that we have gazed our fill at the general aspect of the dockyard, let us descend a little more to particulars. We shall first tell of the:--

NATURE AND USE OF DOCKS.

There are two kinds of docks--dry and wet. A dry-dock is usually constructed with gates, to admit or shut out the tide. When a ship arrives from a long voyage, and needs repair to the lower part of her hull, she must be got out of the water somehow or other.

This object is frequently attained in regard to small vessels by simply running them gently on the flat sand or mud beach of a bay or harbour, so that, when the tide retires, they shall be left dry. But it would be dangerous as well as inconvenient to do this with large ships, therefore dry-docks have been constructed for this purpose. They are so built that when the tide is full the dry-docks are also full. When thus full of water, the gates of a dry-dock are opened, and the large ship is dragged slowly in, after which the gates are shut. The tide then retires, leaving it in this basin of water. The ship is then propped up on all sides with timbers, in such a way that she stands upright, "upon an even keel," and thus, the pressure on her hull being equally distributed, she is not damaged. Then the water is let out by means of sluices in the gates, or it is pumped out, and the ship left dry. When the tide returns, the gates and sluices are all shut, and its entrance into the dock prevented, until such time as the ship is repaired, when water is let slowly in. As the vessel floats, the props and supports fall away, the gates of her hospital are opened, and off she goes again, in all the vigour of recruited health, to wing her way over the billows of the great deep.

A wet-dock is somewhat similar to a dry-dock, the chief difference being that ships while in it are kept floating in water.

Docks are not only used, however, for repairing and building ships.

They are also used for loading and unloading them; and as ships are entering and departing from them almost constantly, the busy, bustling, active scene they present is always agreeable.

The princ.i.p.al docks in the United Kingdom are as follows:--

DOCKS ON THE THAMES--namely, East and West India Docks, London Docks, Saint Katherine's Docks, Commercial Docks, Victoria Docks.

SOUTHAMPTON DOCKS.

LIVERPOOL AND BRISTOL DOCKS.

HULL DOCKS.

GLASGOW DOCKS.

DUNDEE DOCKS.

LEITH DOCKS.

BIRKENHEAD DOCKS.

So much for docks in pa.s.sing. Let us now turn our attention to the process of:--

BUILDING A SHIP.