"drowned," or "discharged"; for none knew better than he, if an old hand at the game, how often the "run" man ran no further afield than some secure hiding-place overlooked by his gangers, or how miraculously the "drowned" bobbed up once more to the surface of things when the gang had ceased from troubling. If the ship happened to be an inward-bound, and to possess a general protection exempting her from the press only for the voyage then just ending, that fact greatly simplified and abbreviated the proceedings, for then her whole company was looked upon as the ganger's lawful prey. In the case of an outward-bound ship, the gang-officer's duty was confined to seeing that she carried no more hands than her protection and tonnage permitted her to carry. All others were pressed. Cowed by armed authority, or wounded and bleeding in a lost cause as hereafter to be related, the men were hustled into the boat with "no more violence than was necessary for securing them."

[Footnote: _Admiralty Records_ 1. 1437--Capt. Aldred, 12 June 1708.]

Their chests and bedding followed, making a full boat; and so, having cleared the ship of all her pressable hands, the gang prepared to return to the tender. But first there was a last stroke of business to be done.

The gunner must have his bit.

Up to this point, beyond producing the ship's papers for inspection and gruffly answering such questions as were put to, him, the master of the vessel had taken little part in what was going on. His turn now came. By virtue of his position he could not be pressed, but there existed a very ancient naval usage according to which he could be, and was, required to pay for the powder and shot expended in inducing him to receive the gang on board. In law the exaction was indefensible. Litigation often followed it, and as the century grew old the practice for that reason fell into gradual desuetude, a circ.u.mstance almost universally deplored by naval commanders of the old school, [Footnote: _Admiralty Records_ 1. 1511--Capt. Bowen, 13 Oct. 1795, and Admiralty endors.e.m.e.nt.] who were ever sticklers for respect to the flag; but during the first five or six decades of the century the shipmaster who had to be fired upon rarely escaped paying the shot. The money accruing from his compliance with the demand, 6s. 8d., went to the gunner, whose perquisite it was, and as several shots were frequently necessary to reduce a crew to becoming submissiveness, the gunners must have done very well out of it. Refusal to "pay the shot" could be visited upon the skipper only indirectly.

Another man or two were taken out of him by way of reprisals, and the press-boat shoved off--to return a second, or even a third time, if the pressed men numbered more than she could stow.

From this summary mode of depriving a ship of a part or the whole of her crew two serious complications arose, the first of which had to do with the wages of the men pressed, the second with what was technically called "carrying the ship up," that is to say, sailing her to her destination.

According to the law of the land, the sailor who was pressed out of a ship was ent.i.tled to his wages in full till the day he was pressed, and not only was every shipmaster bound to provide such men with tickets good for the sums severally due to them, tickets drawn upon the owners and payable upon demand, but it was the duty of every impress officer to see that such tickets were duly made out and delivered to the men.

Refusal to comply with the law in this respect led to legal proceedings, in which, except in the case of foreign ships, the Admiralty invariably won. Eminently fair to the sailor, the provision was desperately hard on masters and owners, for they, after having shipped their crews for the run or voyage, now found themselves left either with insufficient hands to carry the ship up, or with no hands at all. As a concession to the necessity of the moment a gang was sometimes put on board a ship for the avowed purpose of pressing her hands when she arrived in port; but such concessions were not always possible, [Footnote: Nor were they always effective, as witness the following: "Tuesday the 15th, the _Shandois_ sloop from Holland came by this place (the Nore). I put 15 men on board her to secure her Company till their Protection was expired. Soon after came from Sheerness the Master Attendant's boat to a.s.sist me on that service. I immediately sent her away with more Men and Armes for the better Securing of the Sloop's Company, but that night, in Longreach, the Vessel being near the Sh.o.r.e, and almost Calme, they hoisted the boat out to tow the Sloop about, and all the Sloop's men, being 18, got into her and Run ash.o.r.e, bidding defiance to my people's fireing."--_Admiralty Records_ 1. 1473--Capt. Bouler, H.M.S. _Argyle_, 18 Feb. 1725-6.] and common equity demanded that in their absence ample provision should be made for the safety of vessels suddenly disabled by the gang. This the Admiralty undertook to do, and hence there grew up that appendage to the impress afloat generally known as "men in lieu" or "ticket men."

The vocation of the better type "man in lieu" was a vicarious sort of employment, entailing any but disagreeable consequences upon him who followed it. At every point on the coast where a gang was stationed, and at many where they were not, great numbers of these men were retained for service afloat whenever required. The three ports of Dover, Deal and Folkestone alone at one time boasted no less than four hundred and fifty of them, and when a hot press was in full swing in the Downs even this number was found insufficient to meet the demand. Mostly fishermen, Sea-Fencibles and others of a quasi-seafaring type, they enjoyed complete exemption from the impress as a consideration for "going in pressed men's rooms," received a shilling, and in some cases eighteen-pence a day while so employed, and had a penny a mile road-money for their return to the place of their abode, where they were free, in the intervals between carrying ships up, to follow any longsh.o.r.e occupation they found agreeable, save only smuggling. The enjoyment of these privileges, and particularly the privilege of exemption from the press, made them, as a cla.s.s, notorious for their independence and insolence--characteristics which still survive in not a few of their descendants. Tenders going a-pressing often bore a score or two of these privileged individuals as supers, who were drafted into ships, as the crews were taken out, to a.s.sist the master, mate and few remaining hands, were any of the latter left, in carrying them up. Or, if no supers of this cla.s.s were borne by the tender, she "loaned" the master a sufficient number of her own company, duly protected by tickets from the commanding officer, and invariably the most unserviceable people on board, to work the ship into the nearest port where regular "men in lieu" could be obtained.

Had all "men in lieu" conformed to the standard of the better cla.s.s subst.i.tute of that name, the system would have been laudable in the extreme and trade would have suffered little inconvenience from the depredations of the gangs; but there was in the system a flaw that generally reduced the aid lent to ships to something little better than a mere travesty of a.s.sistance. That flaw lay in the fact that Admiralty never gave as good as it took. Clearly, it could not. True, it supplied subst.i.tutes to go in "pressed men's rooms," but to call them "men in lieu" was a gross abuse of language. In reality the subst.i.tutes supplied were in the great majority of cases mere sc.u.m in lieu, the unpressable residuum of the population, consisting of men too old or lads too young to appeal to the cupidity of the gangs, poor creatures whom the regulating captains had refused, useless on land and worse than useless at sea.

In the general character of the persons sent in pressed men's rooms Admiralty thus had Trade on the hip, and Trade suffered much in consequence. More than one rich merchantman, rusty from long voyaging, strewed the coast with her cargo and timbers because all the able seamen had been taken out of her, and none better than old men and boys could be found to sail her. Few seaport towns were as wise as Sunderland, where they had a Society of Shipowners for mutual insurance against the risks arising from the pressing of their men. [Footnote: _Admiralty Records_ 1. 1541--Capt. Bligh, 8 Jan. 1807, enclosure.] Elsewhere masters, owners and underwriters groaned under the galling imposition; but the wrecker rejoiced exceedingly, thanking the gangs whose ceaseless activities rendered such an outrageous state of things possible.

Whichever of these two cla.s.ses the ticket man belonged to, he was an incorrigible deserter. "Thirteen out of the fifteen men in lieu that I sent up in the _Beaufort_ East-Indiaman," writes the disgusted commander of the _Comet_ bombship, from the Downs, "have never returned. As they are not worth inquiring for, I have made them run." [Footnote: _Admiralty Records_ 1. 1478--Capt. Burvill, 4 Sept. 1742. A man-o'-war's-man was "made run" when he failed to return to his ship after a reasonable absence and an R was written over against his name on the ship's books.] Such instances might be multiplied indefinitely. Once the ticket man had drawn his money for the trip, there was no such thing as holding him. The temptation to spend his earnings in town proved too strong, and he went on the spree with great consistency and enjoyment till his money was gone and his protection worthless, when the inevitable overtook him. The ubiquitous gang deprived him of his only remaining possession, his worthless liberty, and sent him to the fleet, a ragged but shameless derelict, as a punishment for his breach of privilege.

The protecting ticket carried by the man in lieu dated from 1702, when it appears to have been first inst.i.tuted; [Footnote: _Admiralty Records_ 1. 1433--Capt. Anderson, 5 April 1702.] but even when the bearer was no deserter in fact or intention, it had little power to protect him. No ticket man could count upon remaining unmolested by the gangs except the undoubted foreigner and the marine, both of whom were much used as men in lieu. The former escaped because his alien tongue provided him with a natural protection; the latter because he was reputedly useless on shipboard. In the person of the marine, indeed, the man in lieu achieved the climax of inept.i.tude. It was an ironical rule of the service that persons refusing to act as men in lieu should suffer the very fate they stood in so much danger of in the event of their consenting. Broadstairs fishermen in 1803 objected to serving in that capacity, though tendered the exceptional wage of 27s. for the run to London. "If not compelled to go in that way," they alleged, "they could make their own terms with shipmasters and have as many guineas as they were now offered shillings." Orders to press them for their contumacy were immediately sent down. [Footnote: _Admiralty Records_ 1. 1450--Capt. Carter, 16 Aug.

1803.]

By the year 1811 the halcyon days of the man in lieu were at an end. As a cla.s.s he was then practically extinct. Inveterate and long-continued pressing had drained the merchant service of all able-bodied British seamen except those who were absolutely essential to its existence.

These were fully protected, and when their number fell short of the requirements of the service the deficiency was supplied by foreigners and apprentices similarly exempt. So few pressable men were to be found in any one ship that it was no longer considered necessary to send ticket men in their stead when they were taken out, and as a matter of fact less than a dozen such men were that year put on board ships pa.s.sing the Downs. [Footnote: _Admiralty Records_ 1. 1453--Capt.

Anderson, 31 Aug. 1811.] Pressing itself was in its decline, and as for the vocation of the man in lieu, it had gone never to return.

Ships and tenders out for men met with varied fortunes. In the winter season the length of the nights, the tempestuous weather and the cold told heavily against success, as did at all times that factor in the problem which one old sea-dog so picturesquely describes as "the room there is for missing you." Capt. Barker, of the _Thetis_, in 1748 made a haul of thirty men off the Old-Head of Kinsale, but lost his barge in doing so, "it blowed so hard." Byng, of the _Sutherland_, grumbled atrociously because in the course of his run up-Channel in '42 he was able to press "no more than seventeen." Anson, looking quite casually into Falmouth on his way down-Channel, found there in '46 the _Betsey_ tender, then just recently condemned, and took out of her every man she possessed at the cost of a mere hour's work, ignorant of the fact that when pressing eight of those men the commander of the _Betsey_ had been "eight hours about it." It was all a game of chance, and when you played it the only thing you could count upon was the certainty of having both the sailor and the elements dead against you.

[Ill.u.s.tration: JACK IN THE BILBOES. From the painting by Morland.]

But if the "room there is for missing you," conspiring with other unfavourable conditions, rendered pressing afloat an uncertain and vexatious business, the chances of making a haul were on the other hand augmented by every ship that entered or left the Narrow Seas, not even excepting the foreigner. The foreign sailor could not be pressed unless, as we have seen, he had naturalised himself by marrying an English wife, but the foreign ship was fair game for every hunter of British seamen.--An ancient a.s.sumption of right made it so.

From the British point of view the "Right of Search" was an eminently reasonable thing. Here was an island people to whose keeping Heaven had by special dispensation committed the dominion of the seas. To defend that dominion they needed every seaman they possessed or could produce.

They could spare none to other nations; and when their sailors, who enjoyed no rights under their own flag, had the temerity to seek refuge under another, there was nothing for it but to fire on that flag if necessary, and to take the refugee by armed force from under its protection. This in effect const.i.tuted the time-honoured "Right of Search," and none were so reluctant to forego the prerogative, or so keen to enforce it, as those naval officers who saw in it a certain prospect of adding to their ships' companies. The right of search was always good for another man or two.

It was often good for a great many more, for the foreign skipper was at the best an arrant man-stealing rogue. If a Yankee, he hated the British because he had beaten them; if a Frenchman or a Hollander, because they had beaten him. His animus was all against the British Navy, his sympathies all in favour of the British sailor, in whom he recognised as good, if not a better seaman than himself. He accordingly enticed him with the greatest pertinacity and hid him away with the greatest cunning.

Every impress officer worth his salt was fully alive to these facts, and on all the coast no ship was so thoroughly ransacked as the ship whose skipper affected a bland ignorance of the English tongue or called Heaven to witness the blamelessness of his conduct with many gesticulations and strange oaths. Lieut. Oakley, regulating officer at Deal, once boarded an outward-bound Dutch East-Indiaman in the Downs.

The master strenuously denied having any English sailors on board, but the lieutenant, being suspicious, sent his men below with instructions to leave no part of the ship unsearched. They speedily routed out three, "who discovered that there were in all thirteen on board, most of them good and able seamen." [Footnote: _Admiralty Records_ 1. 3363--Lieut.

Oakley, 8 Dec. 1743.] The case is a typical one.

Another source of joy and profit to the gangs afloat were the great annual convoys from overseas. For safety's sake merchantmen in times of hostilities sailed in fleets, protected by ships of war, and when a fleet of this description was due back from Jamaica, Newfoundland or the Baltic, that part of the coast where it might be expected to make its land-fall literally swarmed with tenders, all on the _qui vive_ for human plunder. They were seldom disappointed. The Admiralty protections under which the ships had put to sea in the first instance expired with the home voyage, leaving the crews at the mercy of the gangs. If, that is to say, the commanders of the convoying men-o'-war had not forestalled them, or the ships' companies were not composed, as in one case we read of, of men who were all "either sick or Dutchmen."

The privateer had to be approached more warily than the merchantman, since the number of men and the weight of metal she carried made her an ugly customer to deal with. She was in consequence notorious for being the sauciest craft afloat, and though "sauce" was to the naval officer what a red rag is to a bull, there were few in the service who did not think twice before attempting to violate the armed sanct.i.ty of the privateer. At the same time the hands who crowded her deck were the flower of British seamen, and in this fact lay a tremendous incentive to dare all risks and press her men. Her commission or letter of marque of course protected her, but when she was inward-bound that circ.u.mstance carried no weight.

Against such an adversary the tender stood little chance. When she hailed the privateer, the latter laughed at her, threatening to sink her out of hand, or, if ordered to bring to, answered with all the insolent contempt of the Spanish grandee: "Mariana!" Accident sometimes stood the tender in better stead, where the pressing of privateer's-men was concerned, than all the guns she carried. Capt. Adams, cruising for men in the Bristol Channel, one day fell in with the Princess Augusta, a letter of marque whose crew had risen upon their officers and tried to take the ship. After hard fighting the mutiny was quelled and the mutineers confined to quarters, in which condition Adams found them.

The whole batch, twenty-nine in number, was handed over to him, "though 'twas only with great threats" that he could induce them to submit, "they all swearing to die to a man rather than surrender." [Footnote: _Admiralty Records_ 1. 1440--Capt. Adams, 28 June 1745.]

A year or two prior to this event this same ship, the Princess Augusta, had a remarkable adventure whilst sailing under the merchant flag of England. On the homeward run from Barbadoes, some fifty leagues to the westward of the Scillies, she fell in with a Spanish privateer, who at once engaged and would undoubtedly have taken her but for an extraordinary occurrence. Just as the trader's a.s.sailants were on the point of boarding her the Spaniard blew up, strewing the sea with his wreckage, but leaving the merchantman providentially unharmed. Capt.

Dansays, of H.M.S. the _Fubbs_ yacht, who happened to be out for men at the time in the chops of the Channel, brought the news to England.

Meeting with the trader a few days after her miraculous escape, he had boarded her and pressed nine of her crew. [Footnote: _Admiralty Records_ 1. 1439--Capt. Ambrose, 7 Feb. 1741-2.]

From the smuggling vessels infesting the coasts the sea-going gangs drew sure returns and rich booty. In the south and east of England people who were "in the know" could always buy tobacco, wines and silks for a mere song; and in c.u.mberland, in the coast towns there, and inland too, the very beggars are said to have regaled themselves on tea at sixpence or a shilling the pound. These commodities, as well as others dealt in by runners of contrabrand, were worth far more on the water than on land, and none was so keenly alive to the fact as the gangsman who prowled the coast. Animated by the prospect of double booty, he was by all odds the best "preventive man" the country ever had.

There was a certainty, too, about the pressing of a smuggler that was wanting in other cases. The sailor taken out of a merchant ship, or the fisherman out of a smack, might at the eleventh hour spring upon you a protection good for his discharge. Not so the smuggler. There was in his case no room for the unexpected. No form of protection could save him from the consequences of his trade. Once caught, his fate was a foregone conclusion, for he carried with him evidence enough to make him a pressed man twenty times over. Hence the gangsman and the naval officer loved the smuggler and lost no opportunity of showing their affection.

"Strong Breezes and Cloudy," records the officer in command of H.M.S.

_Stag_, a twenty-eight gun frigate, in his log. "Having made the Signal for Two Strange Sail in the West, proceeded on under Courses & Double Reeft Topsails. At 1 sett the Jibb and Driver, at 3 boarded a Smugling Cutter, but having papers proving she was from Guernsey, and being out limits, pressed one Man and let her go." [Footnote: _Admiralty Records_ 1. 2734--Log of H.M.S. _Stag_, Capt. Yorke commander, 5 Oct. 1794.]

"Friday last," says the captain of the _Spy_ sloop of war, "I sail'd out of Yarmouth Roads with a Fleet of Colliers in order to press Men, & in my way fell in with Two Dutch Built Scoots sail'd by Englishmen, bound for Holland, one belonging to Hull, call'd the _Mary_, the other to Lyn, call'd the _Willing Traveller_. I search'd 'em and took out of the former 64 Pounds 14. and out of the latter 300 Pounds 6, all English Money, which I've deliver'd to the Collector of Custome at Yarmouth.

I likewise Imprest out of the Two Vessells seven men." [Footnote: _Admiralty Records_ 1. 1438--Capt. Arnold, 29 May 1727. The exporting of coin was illegal.]

"In the execution of my orders for pressing," reports Capt. Young, from on board the Bonetta sloop under his command, "I lately met with two Smuglers, & landing my boats into a Rocky Bay where they were running of Goods, the Weather came on so Violent I had my pinnace Stove so much as to be rendered unservisable. They threw overboard all their Brandy, Tea and Tobacco, of which last wee recover'd about 14 Baggs and put it to the Custom house. In Endeavouring to bring one of them to Sail, my Boatswain, who is a very Brisk and Deserving Man, had his arm broke, so that tho' wee got no more of their Cargo, it has broke their Voyage and Trade this bout." [Footnote: _Admiralty Records_ 1. 2732--Capt. Young, 6 April 1739.]

On the 13th of December 1703, George Messenger, boatswain of the _Wolf_ armed sloop, whilst pressing on the Humber descried a "keel" lying high and dry apart from the other shipping in the river, where it was then low water. Boarding her with the intention of pressing her men, he found her deserted save for the master, and thinking that some of the hands might be in hiding below--where the master a.s.sured him he would find nothing but ballast--he "did order one of his Boat's crew to goe down in the Hold and see what was therein"; who presently returned and reported "a quant.i.ty of wool conceal'd under some Coales a foot thik." The exportation of wool being at that time forbidden under heavy penalties, the vessel was seized and the master pressed--a course frequently adopted in such circ.u.mstances, and uniformly approved. [Footnote: _Admiralty Records_ 1. 1465--Deposition of George Messenger, 20 Dec.

1703. Owling, ooling or wooling, as the exportation of wool contrary to law was variously termed, was a felony punishable, according to an enactment of Edward III., with "forfeiture of life and member." So serious was the offence considered that in 1565 a further enactment was formulated against it. Thereafter any person convicted of exporting a live ram, lamb or sheep, was not only liable to forfeit all his goods, but to suffer imprisonment for a year, and at the end of the year "in some open market town, in the fulness of the market on the market day, to have his right hand cut off and nailed up in the openest place of such market." The first of these Acts remained in nominal force till 1863.]

While the gangs afloat in this way lent their aid in the suppression of smuggling, they themselves were sometimes subjected to disagreeable espionage on the part of those whose duty it was to keep a special lookout for runners of contraband goods. An amusing instance of this once occurred in the Downs. The commanding officer of H.M.S. _Orford_, discovering his complement to be short, sent one of his lieutenants, Richardson by name, in quest of men to make up the deficiency. In the course of his visits from ship to ship there somehow found their way into the lieutenant's boat a fifteen-gallon keg of rum and ten bottles of white wine. Between seven and eight o'clock in the evening he boarded an Indiaman and went below with the master. Scarcely had he done so, however, when an uproar alongside brought him hurriedly on deck--to find his boat full of strange faces. A Customs cutter, in some unaccountable way getting wind of what was in the boat, had unexpectedly "clapt them aboard," collared the man-o'-war's-men for a set of rascally smugglers, and confiscated the unexplainable rum and wine, becoming so fuddled on the latter, which they lost no time in consigning to bond, that one of their number fell into the sea and was with difficulty fished out by Richardson's disgusted gangsmen. [Footnote: _Admiralty Records_ 1.

1473--Capt. Brown, 30 July 1727, and enclosures.]

The only inward-bound ship the gangsmen were forbidden to press from was the "sick ship" or vessel undergoing quarantine because of the presence, or the suspected presence, on board of her of some "catching" disease, and more particularly of that terrible scourge the plague. Dread of the plague in those days rode the country like a nightmare, and just as the earliest quarantine precautions had their origin in that fact, so those precautions were never more rigorously enforced than in the case of ships trading to countries known to be subject to plague or reported to be in the grip of it. The Levantine trader suffered most severely in this respect. In 1721 two vessels from Cyprus, where plague was then prevalent, were burned to the water's edge by order of the authorities, and as late as 1800 two others from Morocco, suspected of carrying the dread disease in the hides composing their cargo, were scuttled and sent to the bottom at the Nore. This was quarantine _in excelsis_. Ordinary preventive measures went no further than the withdrawal of "pratique,"

as communication with the sh.o.r.e was called, for a period varying usually from ten to sixty-five days, and during this period no gang was allowed to board the ship.

The seamen belonging to such ships always got ash.o.r.e if they could; for though the penalty for deserting a ship in quarantine was death, [Footnote: 26 George II. cap. 6.] it might be death to remain, and the sailor was ever an opportunist careless of consequences. So, for that matter, was the gangsman. Knowing well that Jack would make a break for it the first chance he got, he hovered about the ship both day and night, alert for every movement on board, watchful of every ripple on the water, taunting the woebegone sailors with the irksomeness of their captivity or the certainty of their capture, and awaiting with what patience he could the hour that should see pratique restored and the crew at his mercy. Whether the ship had "catching" disease on board or not might be an open question. There was no mistaking its symptoms in the gangsman.

Stangate Creek, on the river Medway, was the great quarantine station for the port of London, and here, in the year 1744, was enacted one of the most remarkable scenes ever witnessed in connection with pressing afloat. The previous year had seen a recrudescence of plague in the Levant and consequent panic in England, where extraordinary precautions were adopted against possible infection. In December of that year there lay in Stangate Creek a fleet of not less than a dozen Levantine ships, in which were cooped up, under the most exacting conditions imaginable, more than two hundred sailors. At Sheerness, only a few miles distant, a number of ships of war, amongst them Rodney's, were at the same time fitting out and wanting men. The situation was thus charged with possibilities.

It was estimated that in order to press the two hundred sailors from the quarantine ships, when the period of detention should come to an end, a force of not less than one hundred and fifty men would be required.

These were accordingly got together from the various ships of war and sent into the Creek on board a tender belonging to the _Royal Sovereign_. This was on the 15th of December, and quarantine expired on the 22nd.

The arrival of the tender threw the Creek into a state of consternation bordering on panic, and that very day a number of sailors broke bounds and fell a prey to the gangs in attempting to steal ash.o.r.e. Seymour, the lieutenant in command of the tender, did not improve matters by his idiotic and unofficerlike behaviour. Every day be rowed up and down the Creek, in and out amongst the ships, taunting the men with what he would do unless they volunteered, when the 22nd arrived, and he was free to work his will upon them. He would have them all, he a.s.sured them, if he had to "shoot them like small birds."

By the 22nd the sailors were in a state of "mutinous insolence."

When the tender's boats approached the ships they were welcomed "with presented arms," and obliged to sheer off in order to obtain "more force," so menacing did the situation appear. Seeing this, and either mistaking or guessing the import of the move, the desperate seamen rushed the cabins, secured all the arms and ammunition they could lay hands on, hoisted out the ship's boats, and in these reached the sh.o.r.e in safety ere the tender's men, by this time out in strength, could prevent or come up with them. The fugitives, to the number of a hundred or more, made off into the country to the accompaniment, we are told, of "smart firing on both sides." With this exchange of shots the curtain falls on the "Fray at Stangate Creek." [Footnote: _Admiralty Records_ 1. 1480--Capt. Berkeley, 30 Dec. 1744, and enclosure.] In the engagement two of the seamen were wounded, but all escaped the snare of the fowler, and in that happy denouement our sympathies are with them.

Returning transports paid immediate and heavy tribute to the gangs afloat. Out of a fleet of such vessels arriving at the Nore in 1756 two hundred and thirty men, "a parcel of as fine fellows as were ever pressed," fell to the gangs. Not a man escaped from any of the ships, and the boats were kept busy all next day shifting chests and bedding and putting in ticket men to navigate the depleted vessels to London.

[Footnote: _Admiralty Records_ 1. 1487--Capt. Boys, 6, 7 and 8 July 1756.] A similar press at the Cove of Cork, on the return of the transports from America in '79, proved equally productive. Hundreds of sailors were secured, to the unspeakable grief of the local crimps, who were then offering long prices in order to recruit Paul Jones, at that time cruising off the Irish coast. [Footnote: _Admiralty Records_ 1.

1499--Letters of Capt. Bennett, 1779.]

The cartel ship was an object of peculiar solicitude to the sea-going gangsman. In her, after weary months pa.s.sed in French, Spanish or Dutch prisons, hundreds of able-bodied British seamen returned to their native land in more or less prime condition for His Majesty's Navy. The warmest welcome they received was from the waiting gangsman. Often they got no other. Few cartels had the extraordinary luck of the ship of that description that crept into Rye harbour one night in March 1800, and in bright moonlight landed three hundred l.u.s.ty sailor-men fresh from French prisons, under the very nose of the battery, the guard at the port head and the _Clinker_ gun-brig. [Footnote: _Admiralty Records_ 1.

1449--Capt. Aylmer, 9 March 1800.]

Of all the seafaring men the gangsman took, there was perhaps none whom he pressed with greater relish than the pilot. The every-day pilot of the old school was a curious compound. When he knew his business, which was only too seldom, he was frequently too many sheets in the wind to embody his knowledge in intelligent orders; and when he happened to be sober enough to issue intelligent orders, he not infrequently showed his ignorance of what he was supposed to know by issuing wrong ones.

The upshot of these contradictions was, that instead of piloting His Majesty's ships in a becoming seamanly manner, he was for ever running them aground. Fortunately for the service, an error of this description incapacitated him and made him fair game for the gangs, who lost no time in transferring him to those foremast regions where ship's grog was strictly limited and the captain's quite unknown. William Cook, impressed upon an occasion at Lynn, with unconscious humour styled himself a landsman. He was really a pilot who had qualified for that distinction by running vessels ash.o.r.e.

In the aggregate this unremitting and practically unbroken surveillance of the coast was tremendously effective. Like Van Tromp, the vessels and gangs engaged in it rode the seas with a broom at their masthead, sweeping into the service, not every man, it is true, but enormous numbers of them. As for their quality, "One man out of a merchant ship is better than three the lieutenants get in town." [Footnote: _Admiralty Records_ 1. 2379--Capt. Roberts, 27 June 1732.] This was the general opinion early in the century; but as the century wore on the quality of the man pressed in town steadily deteriorated, till at length the sailor taken fresh from the sea was reckoned to be worth six of him.