King's Cutters and Smugglers 1700-1855 Part 9

[Ill.u.s.tration: How the Deal Boatmen used to Smuggle Tea Ash.o.r.e.]

The accompanying picture is no imaginary instance, but is actually taken from an official doc.u.ment. The figure is supposed to represent one of these Deal boatmen, and the numerals will explain the methods of secreting the tea. (1) Indicates a cotton bag which was made to fit the crown of his hat, and herein could be carried 2 lbs. of tea. He would, of course, have his hat on as he came ash.o.r.e, and probably it would be a sou'wester, so there would be nothing suspicious in that.

(2) Cotton stays or a waistcoat tied round the body. This waistcoat was fitted with plenty of pockets to hold as much as possible. (3) This was a bustle for the lower part of the body and tied on with strings. (4) These were thigh-pieces also tied round and worn underneath the trousers. When all these concealments were filled the man had on his person as much as 30 lbs. of tea, so that he came ash.o.r.e and smuggled with impunity. And if you multiply these 30 lbs.

by several crews of these Deal boats you can guess how much loss to the Revenue the arrival of an East Indiamen in the Downs meant to the Revenue.

Another old dodge, though different in kind, was employed by a smuggling vessel when at sea and being chased towards evening, or on one of those days when the atmosphere is hazy or foggy. To prevent her canvas being a mark against the horizon, the lugger would lower her sail, and her black hull was very difficult to distinguish in the gathering gloom. This happened once when the smuggling cutter _Gloire_, a vessel of 38 tons burthen belonging to Weymouth, was being chased about midnight in January of 1816 by the Revenue cutter _Rose_.

The smuggler had hoped to have been able to run his goods ash.o.r.e at Bowen Bottom, Dorset, but the _Rose_ was too smart for him, launched her galley, and seized her with a full cargo of half-ankers.

CHAPTER XII

THE WORK OF THE CUTTERS

If the reader will carry his mind back to 1787 he will recollect that in this year we saw a reformation in the system of the Revenue cruisers, and the practice of employing hired craft was discontinued.

This reformed system went on until the year 1816, when a highly important change occurred in the administration of these vessels.

On the 5th of April in that year all the Revenue cruisers which previously had been under the control of the Board of Customs now pa.s.sed into the hands of the Admiralty. The general object was to adopt more effectual means for putting a stop to the smuggling, and these vessels were of course to be employed in co-operation with the s.h.i.+ps of his Majesty's Navy afloat and the Revenue officers on sh.o.r.e.

Due notice was accordingly sent from the Customs office informing the commanders of cruisers that they were to place themselves under the orders of the Admiralty in the future. But the cost of these cruisers was still to be borne by the Customs as before.

It may seem a little curious that whereas the Board of Customs had controlled these vessels for about a hundred and fifty years this sudden change should have been made. But, primarily, any customs organisation must belong to the sh.o.r.e. The employment of cruisers was in its origin really an afterthought to prevent the Crown being cheated of its dues. In other words, the service of sloops and cutters was a kind of off-shoot from the service on land. It was only because the smuggling was so daring, because the Crown was so regularly robbed that some means of dealing with these robbers on sea and on even terms had to be devised. But, of course, with the Admiralty the case was quite different. For long centuries that department had to deal with s.h.i.+ps and everything therewith connected. Therefore to many it seemed that that department which controlled the Navy should also control that smaller navy comprised by the Revenue cruisers.

At this date we must recollect that the Battle of Waterloo had been won only a few months, that once and for all Napoleon had been crushed and broken, that at last there had come peace and an end of those wars which had seemed interminable. From this return of peace followed two facts. Firstly, the European ports were now opened afresh not merely to honest traders, but to the fleets of smugglers who could go about their work with greater safety, with less fear of being captured by privateers. Thus it was most probable that as the English Channel was now practically a clear sphere there would be a renewed activity on the part of these men. But, secondly, it also followed that the Admiralty, charged no longer with the anxiety and vigilance which a naval war must bring with it, was free to devote its manifold abilities, most especially in respect of organisation, for the benefit of the Revenue department. At one and the same time, then, there was the chance of greater smuggling activity and a more concentrated effort to put down this smuggling.

Furthermore, inasmuch as the wars had ended the Navy needed fewer men.

We know how it was in the case of Naval officers, many of whom found themselves unemployed. But it was not less bad for the seamen, many of whom had drifted into the service by the way we have seen--through being captured smuggling and then impressed. Returned once more to their native haunts after long separation, was it likely that having done so much roving, fought so many battles, sailed so many miles, pa.s.sed through so many exciting incidents that they would quietly take to tilling the fields or gathering the crops? Some, no doubt, did; others applied themselves to some other industries for which they were fitted. But there were very many who went back to the occupation of the smuggler. They had heard the call to sea, and since fis.h.i.+ng was in a bad way they must resume running illicit cargoes again. Agriculture and the like have few fascinations for men who have fought and roamed the sea most of their lives. So when some enterprising rascal with enough ready capital came along they were more than prepared to take up the practice once more.

That was how the matter was viewed from their side. But the Government were determined that an evil which had been a great worry for at least a century and a half of English history should be stamped out. The only way was to make the smuggling unprofitable. Inasmuch as these men for the most part made their profits through being able to undersell the fair trader (because there were no Custom duties paid) the most obvious remedy would have been to lower the rates of import duties.

But since that was not practicable, the only possible alternative was to increase the dangers and risk to which a smuggler must expose himself.

And instantly the first step, then, must be towards establis.h.i.+ng "such a system of discipline and vigilance over the Revenue cruisers and boats as shall give the country the benefit of their constant and active services." These smuggling pests must be sought out, they must never be allowed to escape, to laugh defiantly at the Crown's efforts, and they must be punished severely when captured. It was therefore deemed by the Treasury that there would be a greater efficiency in these cruisers if "put under naval watchfulness and discipline, controlled by such authority as the Department of the Admiralty may think fit."

The change came about as stated, and the Admiralty retained in the service those officers and crews of the Revenue cruisers as by length of service and in other ways had shown that they were fit and efficient. Those, however, who had grown too old for the work were superannuated. Similarly, with regard to the Preventive boatmen, these were also taken over by the Admiralty, but here, again, only those who were capable were accepted, while for the others "some moderate provision" was made.

On the last day of July in that year were sent out the regulations which the Admiralty had drawn up respecting the salaries, wages, victualling, &c., of the Revenue cruisers. These may be summarised as follows, and compared with rates which have been given for previous years. They were sent addressed in each case to the "Commander of His Majesty's Cruiser employed in the prevention of smuggling."

And first as to payment:

(I.) CRUISERS OF THE FIRST CLa.s.s, _i.e._ of 140 tons burthen and upwards.

Commander to have 150 per annum 1st Mate " 80 "

2nd Mate " 45 "

(II.) CRUISERS OF THE SECOND CLa.s.s, _i.e._ of 100 tons and upwards but under 140 tons.

Commander to have 130 per annum 1st Mate " 70 "

2nd Mate " 40 "

(III.) CRUISERS OF THE THIRD CLa.s.s, _i.e._ of less than 100 tons.

Commander to have 110 per annum 1st Mate " 60 "

(No 2nd Mate)

The wages of the following persons were to remain the same in all cla.s.ses, viz.:

Deputed Mariners 2 8s. per lunar month Seamen 2 0 " "

Boys 10 0 per annum

Muster books were ordered to be kept regularly, and the sum of 1s. 6d.

was allowed to the commander a day for each man borne on the books and actually victualled, to provide for the following proportion of provisions:--1-1/2 lbs. of meat, 1-1/2 lbs. of bread, 1/2 gallon of beer. The commander was also allowed 3s. a day for his own victuals, and a like sum for each of his mates. Allowance was made for a medicine chest to the extent of 3 annually. All expenses of pilotage were to be paid by the Navy, "but the commanders and mates are to make themselves acquainted with the coasts, &c., and no general pilot will be allowed for more than two months after a cruiser's arrival on any new station."

And there is now a notable innovation, which marked the advent of a new age. Instead of the prevailing hempen cables with which these cruisers had been supplied and had been in use for centuries among our s.h.i.+ps, these cutters were ordered to be furnished with chain cables "in order that the vessels may have the less occasion for going to a King's Port to refit or make purchases." If a man were injured or became sick whilst in the service so as to need surgical aid, the expense was to be allowed. And in order still further to make the cruisers independent of the sh.o.r.e and able to offer no excuse for running into harbour they were ordered never to proceed to sea without three weeks' provisions and water. As to the widows of mariners, they were to receive 10 per annum.

So much, then, for the new conditions of service in these Revenue craft as undertaken by the Admiralty. Let us now obtain some idea of the duties that were attached to these officers and vessels. The commanders were directed by the Admiralty to make themselves familiar with the Acts of Parliament for the prevention of smuggling, Orders in Council, Proclamations, &c., and to obey the instruction of whatever admiral they were placed under, as also the commanders of any of his Majesty's s.h.i.+ps whom they might fall in with "diverting you from the cruise on which you are employed."

Each commander was a.s.signed his own particular station for cruising, and he was never to lie in any harbour, bay, or creek unless by stress of weather or other unavoidable necessity. He was to keep a look-out for vessels of a suspicious appearance, which, in respect of size and build, appeared to be adapted for smuggling. Especially was he to look out for French craft of this description. Having arrested them he was to hand them over to the nearest man-of-war. He was also to keep a smart look-out for the smugglers' practice of sinking goods and afterwards creeping for them. The cruisers were to visit the various creeks and bays; and whenever weather permitted the commander was to send a boat and crew to examine such places at night. And, if necessary, the crew were to remain there until the cruiser came to fetch them back in the morning.

Care was to be taken that the smugglers themselves no less than their craft and goods were to be captured, and the commanders of these cruisers were to co-operate with the Land-guard and keep in close touch with the Riding officers ash.o.r.e as well as the Sitters of Preventive boats, and to agree upon a code of signals between them, as, for example, by making false fires at night or the hoisting of proper colours in the different parts of the vessel by day, so that the sh.o.r.e officers might be informed of any suspicious vessels on the coast. These cruisers were also to speak with all the s.h.i.+ps with which they fell in, and to direct any s.h.i.+ps subject to quarantine to proceed to quarantine stations. And if they came across some merchantman or other vessel, which they suspected of smuggling, the cruiser was to accompany such craft into port. And they were enjoined to be particularly careful to guard East India s.h.i.+ps to their moorings, or until, the next station having been reached, they could be handed over to the next cruiser.

The commanders of the cruisers were also to be on their guard against the practice in vogue among s.h.i.+ps that had been to Holland and France with coals, for these craft were especially p.r.o.ne on their return to putting dutiable goods into light craft from London, or on the coast, but chiefly into cobbles or small fis.h.i.+ng craft at sea. And even when it should happen that a cruiser had to be detained in port for repairs, the commander was to spare as many officers and seamen as possible and to employ these in keeping a regular watch on the high grounds near the sea, so as to watch what was pa.s.sing, and, if necessary, despatch a boat and part of the cruiser's crew. The commanders were reminded that the cruisers were not to wear the colours used in the Royal Navy, but to wear the same ensigns and pendants as provided by the Revenue Board under 24 Geo. III. c. 47, sect. 23.

On a previous page we went into the matter of firing at the smuggling craft with shotted or with unshotted guns. Now among the instructions which were issued by the Admiralty on taking over these Revenue cruisers was the clear order that no officer of a cruiser or boat was justified in shooting at a suspected smuggling vessel until the former shall have first hoisted his pendant and ensign, nor unless a gun shall have been first fired as a signal. The date of this, of course, was 1816. But among the doc.u.ments preserved at the Swansea Custom House there is an interesting letter dated July 1806, written by the Collector to Mr. Hobhouse, stating that a Mr. Barber, the sailing-master of the _Cleveland_, had been committed for trial on a charge of wilful murder, he having fired a shot to cause a boat to bring-to and thus killed a man. This, taken in conjunction with the testimony of the Sheerness Coastguard, to which I alluded by antic.i.p.ation and shall mention again, seems to me fairly conclusive that in _practice_ at least there was no fixed rule as to whether the first gun were shotted or unshotted. At the same time the above quoted instruction from the Admiralty, although loosely worded, would seem to have meant that the first gun was merely to be of the nature of a warning signal and no shot fired in this first instance.

And then, again, among these instructions cropped up the reminder that in times past commanders of cruisers had not been wont to keep the sea in bad weather--a period when the conditions were most favourable for smugglers--but now the Admiralty remarked that if the commander should be deficient in "this most essential part of your duty" he would be superseded. On the west coasts of England and Scotland especially some of the commanders had been accustomed in former years to pa.s.s the night in some harbour, bar, or creek instead of cruising on their station and counteracting the designs of the smugglers, "who will always prefer the night time for carrying on his operations."

Consequently the Admiralty now strictly charged the commanders to cruise during the night, and no matter of private concern must serve as a pretext for any intermission.

They were also to maintain a regular communication with the commander of any other vessel with which they had been instructed to cruise in concert. And cruisers were to be furnished with the laws relative to smuggling and not to exceed the powers vested in the commanders by law. As to any un-Customed or prohibited goods these were to be secured in the King's Warehouse at the next port, and care was to be taken that these goods remained undamaged or pilfered by the crew. And after the goods had been thus put ash.o.r.e both the commander and mate were carefully to search the smuggling vessel, the boxes, and bedding of her crew to see if anything had been kept back.

Whenever a vessel was seized at sea precautions must be taken to ascertain the distance from the sh.o.r.e "by causing two points of land to be set, and the bearings thereof to be noted by two or more of your officers and mariners who are acquainted with those points of land, so that each of them may be in condition to swear to the bearings from the note taken by him at the time, to be produced by him upon the trial of the vessels."

Any papers found on board the smuggling craft were immediately to be initialled by the persons present, and no cruiser or any of her boats should be employed in carrying pa.s.sengers or pleasure parties. The commander and mate were to keep separate journals of all the proceedings of the cruiser relating to wind and weather, bearings, and distances from the land, soundings, &c., every twenty-four hours so that the admiral could tell whether the cruisers had used every exertion to suppress smuggling, or had been negligent and slack in their duties. For this purpose the twenty-four hours were divided into three parts thus:--Midnight to 8 A.M., 8 A.M. to 4 P.M., and 4 P.M. to midnight. In each of these three divisions the commander was to fix his position by cross-bearings and soundings if in less than 30 fathoms. This was to be done a little before sunrise, at noon, and a little before sunset, provided that if the land were not seen or the cruiser be chasing a vessel, this fact was to be noted in the journal, and the bearings and soundings were to be taken whenever the land should be seen. An exact copy of this journal was to be sent after the end of each month to the admiral under whose command the cruiser happened to be placed.

The table on p. 228 is an example of the journal of one of these craft, and will show instantly the kind of record which was kept.

On the 1st of January, 1817, the Preventive boats were put under the control of Captain Hanchett, R.N., who was known as the Controller-General of the Preventive Boat Service. There was an effort made also in this department to obtain increased efficiency. And the following articles were ordered to be supplied to each Preventive boat:--one small flat cask to hold two gallons of fresh water, one small water-tight harness cask to hold provisions, one chest of arms and ammunition, one Custom House Jack, two "spying-gla.s.ses" (one for the watch-house, the other for the boat), one small bucket for baling, one "wall piece," forty rounds of cartridges, thirty muskets or carbines, preference being given to carbines with musket-ball bore where new ones are to be purchased, twenty light pistols, b.a.l.l.s in proportion to the above, bayonets, cutla.s.ses, pouches, tucks, small hand hatchets for cutting away rigging, musket flints, pistol flints, a set of implements for cleaning arms, a set of rummaging tools, and a dark "lanthorn." With this full inventory these open, oared boats could go about their work for long spells in bays, up creeks and estuaries, on the prowl for the smugglers by night.

JOURNAL OF HIS MAJESTY'S REVENUE CRUISER THE "VIGILANT," JOHN SMITH, COMMANDER, FOR THE MONTH OF JULY 18--

-------+------+--------+------+--------------------+---------+-------------- | | | | Observation made. | | Day of | | | +----------+---------+ | the | | | | |Bearings | | Week | | |At Sea| | and |Soundings|Occurrences and | | | or in| Land |Distances| in | and Month | Wind.|Weather.| Port.| Seen. |in Miles | Fathoms | Remarks.

-------+------+--------+------+----------+---------+---------+-------------- July |E.S.E.|Moderate|At sea|Red Head |W.N.W. |Above 30 |Cruising in Monday | | | | |9 miles | |station spoke 1st., | | | | | | |a vessel from Morning| | | | | | |the Baltic or | | | | | | |laden with first | | | | | | |hemp, &c., but part | | | |Light, |S.W. by | |sea running | | | |Bell Rock |S. 12 | |high, did not | | | | |miles | |board her. Saw | | | | | | |H.M. sloop | | | | | | |_Cherokee_ to | | | | | | |the N.E. at | | | | | | |9 A.M.

-------+------+--------+------+----------+---------+---------+-------------- Noon or| | | |Fifeness |W.N.W. 5 | 23 |Nothing second | | | | |miles | |remarkable part | | | |Isle of |S.W. by | |occurred.

| | | |May |W. 6 | | | | | | |miles | | -------+------+--------+------+----------+---------+---------+-------------- Evening| | | |Fifeness |S. by E. | 12 |Lost sight of or | | | | |8-1/2 | |the _Cherokee_ third | | | | |miles | |standing off part | | | | | | |and on in St.

| | | |Light, |E. by S. | |Andrews Bay.

| | | |Bell Rock |9 miles | |Sent out the | | | | | | |boat with Mr.

| | | | | | |Jones, second | | | | | | |mate, to visit | | | | | | |the creeks.