APPENDICES

APPENDIX I

SLOOPS OR CUTTERS

The reputed difference between a sloop and cutter in the eighteenth century is well illustrated by the following, which is taken from the Excise Trials, vol. xxx., 1st July 1795 to 17th December 1795, p. 95.

In Attorney-General v. Julyan and others there was an action to condemn the vessel Mary of Fowey, brought under the provisions of sec. 4, c. 47, 24 Geo. III., as amended by sec. 6, c. 50, 34 Geo. III. There were several counts, including one with regard to the vessel being fitted with "arms for resistance," but the case turned on the question whether she was cutter-rigged or sloop-rigged. Counsel for the prosecution defined a cutter as "a thing constructed for swift sailing, which, with a view to effect that purpose, is to sink prodigiously at her stern, and her head to be very much out of water ... built so that she should measure a great deal more than she would contain."

Such a definition, however satisfactory it may have been to the legal mind, was one that must have vastly amused any seafaring man. The judge, quoting expert evidence, explained the difference between a cutter and a sloop as follows:—A standing or running bowsprit is common to either a sloop or a cutter, and a traveller, he said, was an invariable portion of a cutter's rig, so also was a jib-tack. The jib-sheet, he ruled, differed however; that of a cutter was twice as large as that of a sloop and was differently set. It had no stay. A sloop's jib-sheet was set with a fixed stay. Furthermore, in a cutter the tack of the jib was hooked to a traveller, and there was a large thimble fastened to a block which came across the head of the sail. There were two blocks at the mast-head, one on each side. "A rope passes through the three blocks by which it is drawn up to the halliards." The jib of a cutter "lets down and draws in a very short time." A cutter usually had channels and mortice-holes to fix legs to prevent oversetting.

APPENDIX II

LIST OF CRUISERS EMPLOYED IN THE CUSTOMS SERVICE FOR THE YEAR 1784

Name. Number of Crew. Where Stationed. Remarks.

Lively and Vigilant 14 London These vessels were the property of the Crown. The Lively cruised in the winter half-year, but in the summer her crew did duty on board the Vigilant.

Defence 16 Gravesend On the Establishment.

Success 23 Rochester On the Establishment.

Otter 13 Rochester Moored in Standgate Creek to guard the Quarantine.

Active 18 Eaversham On the Establishment.

Sprightly 30 Sandwich Employed by Contract from May 27, 1784.

Greyhound 17 Sandwich Employed by Contract from January 27, 1784.

Scourge 30 Deal Employed by Contract from January 27, 1784.

Nimble 30 Deal Employed by Contract from April 23, 1784.

Tartar 31 Dover On the Establishment.

Assistance 28 Dover Employed by Contract.

Alert 16 Dover Employed by Contract from April 22, 1784.

Stag 24 Rye On the Establishment.

Hound 30 & 24 Rye Contract. Crew reduced to 24 on October 9, 1784.

Surprise 28 Newhaven Contract. Crew reduced to 24 on October 9, 1784.

Enterprise 18 Shoreham Establishment in 1784, but afterwards on Contract.

Falcon 18 & 28 Chichester Establishment.

Roebuck 21 Portsmouth Establishment.

Antelope 11 Portsmouth Establishment.

Rose 30 Southampton Establishment.

Speedwell 31 Weymouth Cowes She was on Contract at Weymouth but was removed to Cowes on June 10, 1784.

Swan 23 Cowes Contract from March 6, 1784

Laurel 20 Poole Contract from March 6, 1784

Diligence 32 Poole Weymouth Contract. Removed from Poole to Weymouth, March 2, 1784.

Alarm 26 Exeter Contract. Removed from Poole to Weymouth, March 2, 1784.

Spider 28 Dartmouth Contract. Removed from Poole to Weymouth, March 2, 1784.

Ranger 21 Plymouth Establishment.

Wasp 20 Plymouth Contract.

Squirrel 20 Looe Contract.

Hawke 18 & 26 Falmouth Contract.

Lark 20 Falmouth Contract.

Lurcher 30 Penryn Contract.

Tamer 25 Scilly Contract.

Brilliant 30 St. Ives Contract.

Dolphin 26 St. Ives Contract.

Brisk 19 Milford Contract.

Repulse 33 Colchester Establishment.

Argus 24 Harwich Establishment.

Bee 16 Harwich Contract.

Hunter 25 Yarmouth. Establishment.

Experiment 18 Boston Establishment.

Swallow 24 Hull Establishment.

Mermaid 24 Newcastle Establishment.

Eagle 24 Newcastle Establishment.

APPENDIX III

LIST OF CRUISERS EMPLOYED IN THE CUSTOMS SERVICE FOR THE YEAR 1797 (up to June 27)

Vessel. Commander. Tonnage. Guns. Men. Extent of Cruising Station.

Vigilant Yacht Vigilant Cutter Richard Dozell 53 82 6 8 13 10adl. To attend the Honourable Board. In the winter season the cutter with ten additional hands cruised on the coasts of Essex, Ken, and Sussex

Diligence William Dobbin 152 14 32 Milford to Solway Firth, or as the Board should direct.

Swallow Thomas Amos 153 10 32 As the Board should direct.

Lively Du Bois Smith 113 12 30 As the Board should direct.

Defence Geo. Farr (Acting) 76 6 18 Gravesend to Dungeness.

Ant Thomas Morris 58 4 15 Gravesend to the Nore.

Fly Thomas Gibbs 52 4 15 Gravesend to the Nore.

Success William Broadbank 74 6 24 Rochester to North Sand Head.

Otter John Matthews 68 — 13 Rochester to the Buoy of the Woolpack.

Active Thomas Lesser 75 8 18 Mouth of Medway to N. Foreland, round the Longsand and up the Swin to Leigh.

Swift J. Westbeech (Tide Surveyor) 52 — 8 Downs to the Longsand.

Nimble William Clothier (Acting) 41 2 15 Between the Forelands.

Tartar B.J. Worthington 100 10 23 The Gore to Beachy Head.

Stag John Haddock 153 14 32 Dover to Brighton, but extended on special circumstances.

Hound J.R. Hawkins 111 12 30 N. Foreland to Isle of Wight.

Falcon Charles Newland 131 12 33 Beachy Head to Isle of Wight.

Roebuck John Stiles 104 12 27 Round the Isle of Wight.

Antelope John Case 97 10 26 Round the Isle of Wight, and from Needles to Swanage.

Rose William Yeates 114 12 32 From Lool to Lyme.

Swan [Building at this date] Beachy Head to Lyme.

Greyhound Richard Wilkinson 200 16 43 Beachy Head to the Start.

Alarm Andrew Dealey 130 12 36 Between Portland and the Start.

Ranger Nathaniel Cane 80 8 25 Land's End to Cape Cornwall.

Busy Alexr. Fraser (mate) 46 — 11 Plymouth Sound and Lawsand Bay.

Hinde Gabriel Bray 160 12 41 Portland to St. Ives and Scilly.

Dolphin Richard Johns (Junr.) 139 14 32 St. Ives to Padstow, round Scilly; Land's End to Helford.

Racer James Wood (mate) 40 — 9 Chepstow to Ilfracombe.

Speedwell John Hopkins [Building at this date] Holyhead, Bristol Channel, and to the Land's End.

Endeavour Thomas Peregrine 34 — 11 The whole port of Milford.

Repulse G.G.H. Munnings 143 14 43 North Yarmouth to Portsmouth.

Argus John Saunders 135 14 32 Buoy of the Middle[25] to Lowestoft.

Hunter Thomas Ritches 143 14 32 Harwich to Cromer.

Bee A. Somerscalls (mate) 28 — 9 Humber, York, and Lincoln, and to guard Quarantine.

Eagle George Whitehead [Building at this date] Tynemouth to Yarmouth.

Mermaid John Carr 112 10 30 Berwick to the Spurn.

Viper John Hudson (mate) 28 — 9 Isle of Anglesea to St. Bee's Head occasionally.

APPENDIX IV

LIST OF REVENUE CRUISERS BUILT BETWEEN JULY 18, 1822 AND OCTOBER 1, 1838

Name of Cruiser. When Built. Tonnage. Builders. Where Built. Draft. Rate of sailing per hour in knots and fathoms.

Forward. Aft.

ft. ins. ft. ins. knots fathoms

Fly (late New Charter) July 18, 1822 44 Thos. White Cowes 5 × 6 7 × 4 — —

Lion July 18, 1822 82 Th. Inman Lymington — — — —

Arrow (late Seaflower) July 18, 1822 43 Ransom & Ridley Hastings 4 × 6 9 × 3 9 —

Cameleon (lost) July 18, 1822 85 Wm. Hedgcock Dover — — — —

Dolphin July 18, 1822 68 J.B. Good Bridport 5 × 3 9 × 0 10 —

Ranger July 18, 1822 71 Chas. Golder Folkestone 4 × 6 9 × 6 8 —

Tartar July 18, 1822 82 Ransom & Ridley Hastings 5 × 2 10 × 2 8 4

Repulse July 18, 1822 82 W. Good & Son Ealing — — — —

Nimble July 18, 1822 65 Rd. Graves Sandgate 5 × 0 10 × 0 10 —

Sprightly July 18, 1822 63 Chas. Miller Cowes 5 × 6 8 × 6 7 4

Sealark Oct. 10, 1823 42 Th. White Cowes — — — —

Scout Aug. 15, 1823 84 Th. White Cowes 5 × 11 8 × 4 8 4

Fox Oct. 10, 1823 85 Th. White Cowes 6 × 6 10 × 0 10 —

Endeavour July 16, 1823 45 N. Harvey Rye 5 × 6 9 × 6 — —

Adder (sold) Oct. 10, 1823 73 T. White Cowes — — — —

Vigilant Feb. 10, 1824 99 T. White Cowes 6 × 8 9 × 4 9 4

Kite Mar. 21, 1825 164 Ransom & Ridley Hastings 6 × 8 12 × 10 11 —

Hound (lost) Mar. 21, 1825 169 T. White Cowes — — — —

Experiment April 16, 1825 43 T. White Cowes 5 × 0 7 × 4 — —

Racer Aug. 10, 1825 53 Ransom & Ridley Hastings 4 × 4 9 × 8 8 4

Viper (late Mermaid) Aug. 23, 1825 43 T. White Cowes — — — —

Stag Feb. 20, 1827 130 T. White Cowes 6 × 9 10 × 9 10 —

Diligence (lost) Feb. 4, 1828 171 Ransom & Ridley Hastings 6 × 9 12 × 4 12 —

Bee Aug. 18, 1828 69 Ransom & Ridley Hastings 6 × 0 10 × 0 — —

Stork Jan. 5, 1830 160 Ransom & Ridley Hastings 7 × 4 12 × 6 11 6

Liverpool (now Speedwell) July 1, 1830 28 T. White Cowes — — — —

Victoria Aug. 31, 1831 22 Ransom & Ridley Hastings — — — —

Chance April 2, 1832 58 T. White Cowes 6 × 6 9 × 6 9 ½ to 10 —

Squirrel Jun 21, 1832 36 T. White Cowes — — — —

Amphitrite July 4, 1832 30 Th. Inman Lymington — — — —

Victoria April 2, 1832 114 Th. Inman Lymington 6 × 6 11 × 0 11 —

King George Aug. 3, 1832 36 Ransom & Ridley Hastings — — — —

Wickham April 2, 1832 150 T. White Cowes 7 × 3 11 × 3 11 4

Adelaide April 2, 1832 143 Ransom & Ridley Hastings 7 × 1 ½ 12 × 2 ½ 10 6

Dolphin April 2, 1832 84 Ransom & Ridley Hastings 7 × 0 10 × 3 9 6

Liverpool (tender to Kite) Aug. 10, 1832 36 T. White Cowes — — — —

Hornet July 6, 1832 143 Ransom & Ridley Hastings 7 × 0 12 × 0 7.6 to 8 —

Prince George Nov. 3, 1832 70 Ransom & Ridley Hastings — — — —

Providence Dec. 10, 1832 20 N. & E. Edwards Scilly — — — —

Margaret Dec. 10, 1832 22 T. Inman Lymington 5 × 2 8 × 4 9 —

Asp April 22, 1833 32 T. White Cowes — — — —

Lady of the Lake April 25, 1833 22 T. Inman Lymington — — — —

Hind May 25, 1833 41 Ransom & Ridley Hastings — — — —

Caroline Jan. 31, 1834 36 Ransom & Ridley Hastings — — — —

Frances Feb. 3, 1834 40 T. White Cowes 4 × 6 7 × 8 8 4

Royal George Mar. 27, 1834 149 T. Inman Lymington 6 × 8 11 × 3 11 2

Maria Sept. 10, 1834 36 T. Inman Lymington — — — —

Vulcan (steamer) Oct. 30, 1834 325 T. White Cowes — — — —

Hamilton Jan. 11, 1835 59 T. White Cowes 5 × 6 9 × 6 9 4

Cameleon Feb. 21, 1835 89 T. Inman Lymington 6 × 6 10 × 6 10 —

Kingstown May 4, 1835 21 T. Inman Lymington — — — —

Bat Nov. 20, 1835 37 T. White Cowes — — — —

Tiger Mar. 8, 1836 18 T. Inman Lymington — — — —

Onyx Sept. 1, 1836 36 T. White Cowes — — — —

Flying Fish Sept. 1, 1836 41 T. White Cowes 5 × 3 8 × 3 8 4

Gertrude Oct. 26, 1836 37 T. White Cowes — — — —

Royal Charlotte Oct. 27, 1836 130 T. White Cowes 6 × 5 10 × 9 10 6

Active Oct. 29, 1836 101 T. Inman Lymington 6 × 2 11 × 1 10 6

Vixen Feb. 11, 1837 56 T. White Cowes 5 × 3 8 × 4 10 —

Ferret Mar. 18, 1837 39 T. Inman Lymington — — — —

Desmond June 10, 1837 68 T. Inman Lymington 4 × 9 8 × 6 9 —

Harpy Oct. 10, 1837 145 T. White Cowes 6 × 7 11 × 3 11 —

Asp Feb. 20, 1838 46 T. Inman Lymington — — — —

Rose Feb. 20, 1838 53 T. Inman Lymington 5 × 6 9 × 3 10 —

Adder Feb. 20, 1838 53 T. White Cowes 5 × 2 8 × 3 [Never Tried]

Neptune June 19, 1838 42 T. White Cowes — — — —

Kingstown Oct. 1, 1838 35 Pinney & Adams Poole 6 × 4 9 × 4 — —

N.B.—There is no information to show how the rate of sailing was assessed. We know not (α) whether the vessel was sailing on a wind or off; whether close-hauled or with the wind abeam; (β) whether the distance was taken from a measured mile reckoned between two fixed objects ashore; (γ) what sail was set; whether reefed or not; (δ) whether the speed was estimated by means of the old-fashioned log.

It is probable that the last mentioned was the method employed, but in any one of these cases the rate given can only be approximate unless we know the force and angle of the wind at each trial trip. The non-nautical reader may be reminded in considering the rates given above that a knot is equivalent to 1000 fathoms or, more exactly, 6086 English feet.

APPENDIX V

SPECIFICATION FOR BUILDING A CUTTER FOR THE REVENUE SERVICE OF THIRTY-FIVE TONS (As built in the year 1838)

Length.—From Stem to Sternpost, 44 feet. Keel for tonnage, 41 feet.

Breadth.—Extreme from outside the Plank, 14 feet 5 inches.

Depth.—From the upper-part of the Main Hatch-Beam to the Ceiling alongside the Keelson, 7 feet 8 inches.

Keel.—The Keel to be of good sound Elm, in not more than two pieces, with Hook and Butt Scarphs 6 feet long, sided 6-1/2 inches. Depth aft 12 inches, forward 14 inches, with a false Keel.

Stem.—To be of sound English Oak, clear of Sap and all other defects, sided 5-1/2 inches, and to be sufficiently thick at the head to admit of a hole for the Main Stay.

Stern Post.—To be of sound English Oak, clear of Sap and all other defects, sided 5-1/2 inches.

Dead Wood.—The Dead Wood both forward and aft to be of Oak, clear of Sap and all defects, except the two lower pieces which may be Elm, and secured by a Knee well bolted through the Sternpost, and Dead Wood aft, and Stem and Dead Wood forward.

Floors and Futtocks.—To be sided 5-1/2 and not more than 6 inches apart. The lower Futtocks sided 5-1/2 inches, second Futtocks 5, third Futtocks 5, and Toptimbers 4-1/2, Stantions 4 inches. The heels of the lower Futtocks to meet on the Keel, all the Timber to be well grown and seasoned, clear of Sap and other defects;—of English Oak.

Keelson.—The Keelson to run well forward and aft, of sound Oak, clear of Sap, sided 7 inches and moulded 9 inches Midships. The ends moulded 7 inches and sided 6 inches. To be bolted through the floors and Keel with 3/4 inch Copper Bolts well clenched on a ring, under the Keel.

Stantions.—Stantions sided 4 inches at the Gunwale and 3-1/2 inches at the Head, and so spaced as to form 4 ports, each side 20 inches in the clear, and the port lids hung with composition hooks and hinges to roughtree rail and one Stantion between each port, or more if necessary.

Counter-Timbers.—To be sided from 4-1/2 to 4 inches and the Transoms well kneed.

Breast-Hooks.—To have 3 Breast-Hooks, one under the Bowsprit sided 4 inches, the others sided 4-1/2 inches, all of the best English Oak, with arms not less than 3 feet long, clear of Sap and other defects; the two lower ones to be bolted with Copper Bolts. The Throat Bolt to be 3/4 inch diameter, to go through the stem and clenched, and three in each arm of 5/8, all well clenched on a ring.

Beams.—The Beams to be good sound Oak, clear of all defects, to round up 5-1/2 inches. The Beam before and the Beam abaft the Mast to be sided 6 inches, and moulded 6 inches, and not more than 4 feet apart, and to have two Wood lodging Knees to each, also one Iron hanging Knee to each; the remainder of the Beams to be sided 5 inches, and moulded 5 inches, and regularly spaced, and not more than three feet from Centre to Centre, with two 1 inch dowels in each end, instead of dovetailing into the shelf-piece, with a 5/8 inch bolt through each dowel, and an inch and quarter hole bored in the end of all the Beams 10 inches in, and another from the under side to meet it, then seared with a hot Iron to admit Air.

Carlings and Ledgers.—To have 2 fore and aft Carlings between each Beam 4 inches by 3-1/2, and a Ledge 3-1/2 by 3 inches between the Beams where required. The Mast Carlings to be good English Oak, 4 inches thick, and 10 inches broad.

Wales and Bottom Plank.—The Wales to be of English well-seasoned Oak, 3 inches thick, clear of all defects, with one strake of 2-1/2 inches thick next under the Wales, and one bilge strake of 2-1/2 inch each side. The remainder of the Bottom to be full 2 inches thick when worked, all of sound English Oak, except the Garboard and one next to it which may be of Elm; Plank to work 16 feet long with 6 feet shifts, and two strakes between each Butt: the first strake above the Wales to be 2 inches thick, the remainder 2 inches, paint strake 2 inches.

Spirketting.—The Spirketting to be 2 inches thick.

Waterways.—The Waterways to be of English Oak, 3 inches thick, clear of Sap and strakes, and not less than 6 inches broad in any part.

Plansheer.—The Plansheer of good English Oak, full 2 inches thick when worked, and to form the lower Port Sills.

Shelf Pieces.—The Shelf Pieces to be fitted to the Timbers instead of working it over the Clamp, as heretofore, to be of good sound English Oak, 6 inches broad, 3-1/2 inches thick, and bolted with 5/8 inch bolts, two feet apart, well clenched.

Clamps.—The Clamps to be of good sound Oak, 8 inches broad and 2 inches thick, fitted up to the under side of the Shelf Pieces.

Ceiling.—To have two strakes of 2 inch Oak on the Floor and lower Futtock Heads, both sides, and the Ceiling to be of 1-1/4 inch Oak, all English, as high as one foot above the lower Deck; the remainder as high as the clamp, to be of Red Pine, clear of Sap and other defects, 3/4 inch thick.

Channels.—The Main Channels to be of the best English Oak, of sufficient breadth, to convey the rigging clear of the Weather Cloth Rail, and 3-1/2 inches thick with 4 substantial Chainplates with Iron bound Dead-eyes complete, on each side. The two lower bolts in each plate to be 1 inch in diameter. No Bolt in the Chainplate through the Channel as usual. The Chainplates to be let their thickness into the edge of the Channel, and an Iron plate 3 inches broad, and 3/8 inch thick, secured over all by Small Bolts 4-1/2 inches long.

Ports.—To have 4 Ports on each side properly spaced, and the Port Lids hung with Copper Hooks and Hinges.

Bulwark.—The Bulwark to be of Baltic Red Pine 1 inch thick, to be worked in narrow strakes about 5 inches broad. The edges grooved and tongued together, and not lined as usual, except from forward to bow port.

Roughtree Rail.—To be of good clean, straight grained Oak 4-1/2 inches broad, and 2-1/4 deep, to be fitted with a sufficient number of Iron Stantions 2-6/8 inches long, with Oak Rail 2 inches square for Weather Cloths. The Roughtree Rail to be 2 feet high from Deck.

Deck.—The Upper Deck to be of the best Baltic Red Pine, full 2 inches thick when worked, clear of Sap, strakes, &c., and not more than 5 inches broad each plank. The plank under, and between the Bitts Knees, to be English Oak 2-1/2 inches thick, the whole to be fastened with Copper Nails of sufficient length.

Bitts.—The Bowsprit Bitts to run down to the Ceiling, with a Bolt in the Keel of each, and so placed that the Bowsprit may be run aft clear of the Mast Larboard Side. Size of the Bitts at the head fore and aft 7 inches, thwartships 6 inches, and to be the same size at lower part of Deck, with a regular taper to heel. The Windlass Bitts to be sided 7 inches, and left broad and high enough above the Deck to admit of a Patent Pinion Cog, and Multiplying Wheels to be fitted to Windlass, with Crank, Handles, &c. To have good and sufficient Knees to all the Bitts. The Bowsprit Bitt Knees sided 6 inches, Windlass Bitt Knees sided 5 inches.

Windlass.—The Barrel of the Windlass to be of good sound English Oak, clear of all defects, diameter in the middle 10 inches, and fitted with Patent Iron Palls, with two hoops on each end, and seasoned Elm Whelps 2-1/2 inches thick, hollowed in the middle for Chain Cable 14 inches long, taking care that it leads far from the Hawse Holes, to have 6 Iron Plates let into the Angles of the Whelps. The Iron Spindle to be 2 inches Diameter, and to let into the Barrel of the Windlass 12 inches, and to be fitted with Pinion, Cog, and Multiplying Wheels and Crank Handles, to have two Windlass ends not more than a foot long each; care must be taken not to cut the Handspike holes where the Chain Cable works.

Scuppers.—To have 2 oval Lead Scuppers, each side, 3 by 1-3/4 inch in the clear.

Eye Plates.—To have two stout Iron Eye Plates, both sides forward for Bowsprit, Shrouds, &c. with two Bolts in each, and three Plates both sides for Runners and Tackles aft, the Eyes to reach up to the top of Roughtree Rail, and to have a good strong Iron Hanging Knee each side to the Beams abreast the Runners.

Hatchways.—The Main Hatchway to be 4 feet broad and 3 feet fore and aft in the clear. The Combins 3 inches thick and 11 inches broad, let down on Carlings 3 inches thick and 4-1/2 inches broad.

Skylights.—To be fitted with two Skylights with Plate Glass and Copper Guard, Commanders to be 3 feet long and 2 feet broad; Mates Skylight 2 feet square, with Plate Glass, Copper Bars 3/8 diameter.

Illuminators.—To have 10 oblong 4 inch Illuminators let into the Deck where most required, and a 5 inch Patent one over the Water Closet.

Winch.—To have a Patent Winch round the Mast, and the Mast to be wedged in the partners.

Pumps.—To be fitted with two Metal Bilge Pumps 3-1/2 inch chamber and everything complete; also one Metal Pump amidships with 6 inch chamber, and two sets of Brass Boxes, and everything requisite; also a Wash Deck Pump fitted aft.

Rudder.—To have a good and sufficient Rudder with two sets of Metal Pintles and Braces, and one Iron Pintle and Brace at the head of the Sternpost above the Deck, and to be fitted with two good Tillers.

Companion.—To be fitted with a Companion and Bittacle complete.

Hawsepipes.—To have two stout cast Iron Hawsepipes for Chain Cable 4 inches in the clear, also two Cast Iron Pipes in the Deck with Bell Mouth, to conduct the Chain Cable below.

Lower Deck.—The Lower Deck Beams to be regularly spaced and not more than 4 feet apart, the Deck to be 1-1/4 inches thick, of good Red Pine, the Midships part 3 feet broad, to be fastened to the Beams, also some of the side plank, the remainder made into Hatches, the edges bolted together with 1/2 inch Iron, the Deck and Cabin Floor abaft, Main Hatch to be 1 inch thick, and made into Hatches where required.

Magazine.—To have a Magazine abaft, properly fitted and lined on the inside with 5 lb. Lead, and Double Doors with Copper Hinges and Lock to the outside Door.

Bread Room.—To have Bread Rooms and Flour Bins lined with Tin as usual.

Galley.—The Galley under the Fire Hearth to be coppered with 32 oz. Sheet Copper 5 feet square, and the under part of the Upper Deck, Beams, &c.; over the Boilers 4 feet square, to be leaded with 6 lb. Lead.

Lockers and Bins.—To be fitted with Store Bins and Lockers from the Bows to the Cabin Bulkheads between Decks.

Bulkheads.—To have Bulkheads between Decks for Commander's Cabin, State Room, and all other Bulkheads, as is customary for a Revenue Cruiser of the 3rd class, with all Drawers, Cupboards, Bed-places, Tables, Wash-stands, &c. complete. The Cabin Bulkheads to be framed in Panels, all Hinges to be Brass with Brass Pins.

Bulkheads, Hold.—To have Bulkheads in the Hold, for Coals, Stores, Casks, Chain Cables, &c., and an opening of one inch left between each Plank to give air, except the Coal-hole which must be close.

Ladders.—To have a Main Hatch, Fore Hatch, and Cabin Ladder complete.

Cleats.—To be fitted complete, with all Cleats, Cavels, Snatch Cleats with Shieves, Brass coated Belaying Cleats, and Racks with Belaying Pins, &c., and an Iron Crutch on Taffrail for the Boom.

Fastenings.—The whole of the Plank to be fastened with good well seasoned Treenails, and one 1/2 inch Copper Bolt in every Butt from the Keel up to the Wales, to go through and clench on a Ring on the Ceiling, and the Treenails drove through the Ceiling, wedged on the inside and caulked outside.

Ring and Eye Bolts.—To be fitted with all necessary Ring and Eye Bolts, as customary for a Revenue Cruiser.

Legs.—To have 2 substantial Oak Legs properly fitted.

Paint.—The whole of the Wood Work inside and out to have three coats of the best Paint, well put on.

Hull.—The Hull to be completed in every respect as a Revenue Cruiser of the 3rd Class, and all Materials found by the Contractor, except Copper Sheathing for the Bottom and Water-Closets, with all Shipwrights', Caulkers', Joiners', Blacksmiths', Copper-smiths', Braziers', Glaziers', Plumbers' and Painters' work.

Cathead.—To have an Iron Cathead with two Shieves strong enough to cat the Anchor, and fitted both sides.

Cock.—To have a Stop Cock fitted forward under the Lower Deck, to let in Water occasionally.

Water-closet.—To have a Patent Water-Closet of Danton's fitted below, and a Round-house on Deck, aft Starboard side complete, with a Pantry for meat, the Larboard side to correspond with the Round-house, and a Poop Deck between both, nailed with Copper Nails; also a seat of ease on the Larboard side forward for the Crew, with Lead Pipe to water edge; the whole of the Locks throughout to be Brass and Brass Works.

Air Openings.—An inch opening to be left all fore and aft under the Clamp both sides, also in the Ceiling between the Lower Deck Beams, and another in the upper part of the Bins, and one inch auger hole bored between the Timbers in the run aft and forward where lists cannot be left out, also a hole of one inch in all the Timbers, fore and aft, to admit air, and those holes seared with a hot iron; all Chocks for securing the frame Timbers together are to be split out before the bottom Plank is worked.

The Cutter to remain in frame for one Month before closed in, then when the outside Plank is worked and all the Sap taken off the Timbers, and before the Ceiling is worked, to give the Timbers a good coat of Stockholm Tar.

Should there be any omission or want of more full statement in this Specification, the Contractor is to understand that the Hull of the said Vessel is to be fitted and completed fit for Sea in every respect as is usual for a Revenue Vessel of her Class, the Board finding the Copper Sheathing and Water-Closet.

Defects to be Amended.—Any defects discovered in the Timbers or Plank, &c., by the Officer or Overseer appointed by the Honourable Board of Customs to survey and inspect the same, or insufficient workmanship performed to the said Cutter during her building, the said defect or deficiency both in the one and in the other, shall upon notice thereof to the Contractor be forthwith amended, and the said Overseer shall not at any time have any molestation or obstruction therein.

Note.—For a 150-ton Revenue Cutter the following dimensions were employed:—

Length.—(Stem to Sternpost) 72 feet. Keel for Tonnage, 68 feet. Breadth.—(Extreme) 22 feet 10 inches. Depth.—10 feet 3 inches. Beams to be 7 inches. Deck to be 2 inches thick. Four Oak Legs to be supplied

APPENDIX VI

DIMENSIONS OF SPARS OF REVENUE CUTTERS

The following list shows the length and thickness of mast, boom, bowsprit, gaff, topmast, and spread-yard [i.e. the yard on which the square-sail was set] as used in the Revenue Cutters of different sizes from 150 to 40 tons. The dimensions given below were those in vogue in the year 1838.

Spar. 150 Tons. 130 Tons. 100 Tons. 90 Tons. 80 Tons. 70 Tons. 60 Tons. 50 Tons. 40 Tons.

ft. ins. ft. ins. ft. ins. ft. ins. ft. ins. ft. ins. ft. ins. ft. ins. ft. ins.

Mast 75 × 20 72 × 18 68 × 17 65 × 16½ 63 × 15¾ 60 × 15 56 × 14 55 × 13½ 50 × 12

Boom 61 × 13¼ 59 × 13 54 × 12 51 × 11½ 49 × 10¾ 47 × 10½ 45 × 10 43 × 8¾ 42 × 8½

Bowsprit 55 × 16¾ 53 × 15½ 49 × 14 47 × 13¼ 44 × 12½ 43 × 12 38 × 11¼ 37 × 10¾ 32 × 10

Gaff 45 × 8¾ 40 × 8½ 38 × 7¾ 33 × 7½ 32 × 7¼ 31 × 7 28 × 6¾ 30 × 6½ 26 × 6

Topmast 52 × 9¾ 48 × 8½ 45 × 7¾ 42 × 7½ 40 × 7¼ 39 × 7 35 × 6¾ 35 × 6½ 30 × 6

Spread-Yard 58 × 9¼ 56 × 8½ 48 × 8¼ 47 × 7¾ 46 × 7½ 44 × 7 42 × 6¾ 38 × 6¼ 32 × 6

APPENDIX VII

LIST OF THE CRUISERS IN THE REVENUE COASTGUARD OF THE UNITED KINGDOM IN THE YEAR 1844

Name of Cruiser. Number. Name of Cruiser. Number.

Shamrock 45 Badger 16

Kite 34 Skylark 16

Swift 34 Petrel 16

Prince of Wales 34 Racer 15

Wickham 33 Hamilton 23

Greyhound 33 Chance 16

Prince Albert 33 Harriett 14

Royal George 33 Rose 14

Mermaid 33 Adder 14

Adelaide 30 Rob Roy 14

Wellington 33 Eliza 13

Harpy 30 Jane 13

Royal Charlotte 29 Experiment 10

Stag 29 Albatross 13

Defence 29 Asp 10

Eagle 29 Frances 10

Lapwing 29 Arrow 10

Sylvia 29 Viper 10

Victoria 27 Neptune 10

Lively 23 Sealark 10

Vigilant 23 Hind 10

Active 23 Liverpool 10

Cameleon 21 Maria 12

Fox 21 Sylph 8

Dolphin 21 Gertrude 8

Scout 21 Governor 8

Tartar 21 Nelson 7

Hawke 21 Princess Royal 7

Ranger 20 Ann 7

Nimble 17 Fairy 7

Desmond 17 Ferret 7

Sprightly 17 Lady of the Lake 5

Lion 16 Vulcan (steamer) 31

Note.—The size of the above varied from 25 tons to 164 tons. But the ss. Vulcan was of 325 tons.

APPENDIX VIII

No better instance of the strained relationship existing between the Royal Navy and the Revenue Service could be found than the following. It will be seen that the animosity had begun at any rate before the end of the seventeenth century and was very far from dead in the nineteenth.

The first incident centres round Captain John Rutter, commander of "one of the smacks or sloops in the service of the Customs about the Isle of Wight." He stated that on April 24, 1699, about eight o'clock in the evening, he went on board to search the ship Portland at Spithead, the latter having arrived from France with a cargo of wine. At the same time there put off the long boat from Admiral Hopson's Resolution demanding four hogsheads and four tierces, which (said Rutter) "I denied, but however they took it out by force and carried it on board." Rutter then went on to the Resolution and there found the wine lying on deck. The Admiral sent for him aft, and said that he would see the wine forthcoming, for he would write to the Commissioners of Customs.

Some time afterwards Rutter was ashore at Portsmouth in company with Captain Foulks, who was one of the officers stationed on land. The latter informed Rutter that he was a rogue for having informed against the Admiral. Foulks drew his sword, and, had he not been prevented, would have murdered Rutter. Apparently Admiral Hopson never forgave Rutter. For, some months later, Rutter was riding off Portsmouth "with my Pendent and Colours flying, rejoicing for the happy arrival of His Maty." Hopson was being rowed ashore, and when near "my yacht ordered my pendent to be taken down. I being absent, my men would not do it without my order, whereon he sent his boat on board and one of his men took it down. I coming on board to goe upon my duty ordered it to be hoysted again and imediately he sent his boat with one of his Lieutenants to take it down again with a verball order which I refused to lett him do, but by strength overpowered me and my company and took it down by force, and beat us to ye degree yat I know not whether it may not hazard some men's lives, which I acknowledge I did not wear it in contempt, and if he had sent another time I would readily have obeyed his Order. Now I humbly conceive that it was merely out of malice as I can prove by his own mouth."

Arising out of this incident, a letter was sent from the Admiralty to the Portsmouth Custom House and signed by "J. Burchett." The latter opined that it was not a fault for the Custom House smacks to wear a pendant, but pointed out that the Proclamation of 1699 obliged the Custom House smacks to wear such a pendant as was distinct from the King's "as well as their Jacks and Ensigns." Furthermore he suggested that it had always been customary to strike such pendant when in sight of an Admiral's flag, especially if demanded.

The second incident occurred on February 4, 1806. The commanding officer of H.M. Armed vessel Sentinel was lying in Shields harbour. He sent word to a man named Stephen Mitchell, who caused the watch of the Revenue cutter Eagle to hoist the Eagle's pendant half-mast. Mitchell naturally replied that he dared not do so without his captain's orders. Mitchell, therefore, sent to his captain, George Whitehead, but before the latter's arrival the pendant was hauled down and carried on board the Sentinel with threats that Whitehead should be prosecuted for wearing a pendant. Whitehead accordingly wrote to the Collector and Controller of the Customs at Newcastle to lodge a complaint. The latter, in turn, wrote to Lieut. W. Chester, R.N., commanding this Sentinel gun-brig asking for an explanation. The naval officer replied by referring them to Articles 6 and 7 of the Admiralty Instructions regarding ships or vessels in the service of any public office, by which it was ordered that they should wear the same Ensign and Jack as ships having Letters of Marque, except that in the body of the Jack or Ensign there should be likewise described the seal of the office they belonged to. All vessels employed in the service of any public office were forbidden to wear pendants contrary to what was allowed, and officers of ships-of-war were permitted to seize any illegal colours. Chester contended that the Eagle was hailed and requested to lower her colours half-mast, as an officer of the Navy was being interred at South Shields, and all the other vessels in the harbour "had their colours half staff down" except the Eagle. Because the latter refused, Chester requested her mate to come on board the Sentinel, as the former wished to explain why the colours should be lowered. An officer was thereupon sent on board the Eagle to haul them down. Chester demanded an apology for the disrespect to the deceased officer.

And one could easily quote other similar instances between H.M.S. Princess and the Revenue cutter Diligence: and H.M. gun-brig Teazer and the Revenue cruiser Hardwicke.

Printed by Ballantyne, Hanson & Co. Edinburgh & London

Typographical errors corrected in text:

Page 94: seizurss replaced by seizures. Page 99: "waved us to keep of" replaced with "waved us to keep off"