CHAPTER III

CORINTHIAN DEEP-SEA CRUISING

BY C. E. SETH-SMITH, C.B.[1]

(Late commanding London Brigade Royal Naval Volunteers)

[Footnote 1: I am deeply indebted to Mr. D. W. Marsden, late honorary secretary of the London Corps Royal Naval Artillery Volunteers, for his assistance in the compilation of these notes.]

The record of Corinthian sailing would not be complete without some account of deep-sea voyages in yachts manned by amateur seamen. The cruises of Corinthian yachtsmen are naturally chiefly confined to the estuaries of rivers and the seas immediately adjacent, and, as a rule, are within sight of the coast. Considerations of time and expense are generally sufficient to impose these limits. That the dangers of the sea and the difficulty of navigation are no impediments is amply proved by the records of more extended voyages in craft of all sizes, made public from time to time. There are, however, certain other difficulties which, as a rule, stand in the way of Corinthian seamen extending their experience of the sea still further. For an ocean voyage of any extent a craft of some size is necessary, and it must be manned by a crew of considerable number. Amateur yachtsmen are scattered, and find it difficult to take their cruises together in any large numbers. The yacht-owner, who wished to man his yacht for an ocean voyage solely or mainly with Corinthian seamen, would not find it easy to obtain a sufficient number to make up his complement. A movement was made some twenty years ago to develop and utilise for the national defence the seafaring instincts and tastes latent in many of our young countrymen, and until it was abandoned in 1892[2] provided a body of men, Corinthian yachtsmen and others possessing seafaring capacities, and formed an exceptional reservoir on which yacht-owners could draw who desired to give opportunities of more extended seafaring to the amateur seaman. The more extended voyages of the schooner 'Hornet' were undertaken to give a pleasurable holiday to the members of the corps and to increase their efficiency as Naval Volunteers. The 'Hornet' was a powerful yacht of 101 tons register and about 140 tons Thames measurement, she was 85 feet on the water-line and nearly 20 feet beam, and drew about 10 feet of water in sea-going trim. She was built at Cowes, and was rigged as a topsail-yard schooner, carrying in addition to her ordinary fore and aft sails a square foresail, a fore-topsail and topgallant-sail, and fore-topmast and lower studding-sails.

[Footnote 2: The late corps of Royal Naval Artillery Volunteers of London, Liverpool, Bristol and Glasgow.]

All her gear was fitted as far as possible in man-of-war fashion, and both on deck and below she was arranged as one of the small old-fashioned vessels of Her Majesty's service. A wardroom and four separate sleeping cabins for her officers were arranged aft, and a very large forecastle gave ample lower deck accommodation for some thirty-five or forty petty officers and men.

The majority of the 'Hornet's' voyages were restricted by the limited holidays of her amateur crew, but she was occasionally manned by crews not tied in such a degree by business engagements, and during the summers of 1879, 1880 and 1881 sailed round the coast of Ireland, visited the Cattegat Sound and Danish Islands, Christiania and some other Norwegian ports, the coasts of Spain and Portugal, and Gibraltar, and made a short trip down the coast of Morocco. The latter terminated in an exciting passage home from Lisbon in stormy weather, during which the Corinthians were for upwards of three weeks out of sight of land on a strictly limited scale of provisions, hove to in a gale of wind for some days, and driven into the vicinity of the Azores. Since the present chapter is concerned solely with Corinthian yachting on the ocean, nothing need be said about the many short cruises round and about the English and French coasts and up and down the Channel, during which the 'Hornet's' ever-varying crew were gaining some practical knowledge of seamanship and testing their individual fitness for their voluntary duties.

About the end of June 1879 the 'Hornet' sailed from the Thames, manned by thirty-five amateurs, Mr. Edward Dodd, who was rated as boatswain, and the galley staff being the only professional seamen on board. Mr. Samuel Brooks (recently thrice mayor of Redhill) acted as chief petty officer, chief quartermaster and occasional watch-keeper, and Mr. R. T. Pritchett was borne on the books and drew rations as the 'staff officer,' the guide, philosopher and friend of the whole ship's company. The weather of the summer of 1879 is notorious, and the 'Hornet's' first ocean cruise was a trying one for her Corinthian crew, who experienced to the full the miseries of a month at sea in bad weather. From the day she left Dartmouth in June to her arrival in the Solent in July her log-book records no single fine day. The afternoon of Friday, July 17 (the ship having left Queenstown July 16) is the only day on which 'light airs and sunshine' are entered even for a few hours.

Nevertheless the crew expressed themselves as thoroughly delighted with the experiences of their month's cruise. Some account of this trip appeared in the 'Graphic' of October 18, 1879, with illustrations by the Staff Officer, of which the principal represented 'stowing the foresail off the Longships at midnight in a gale, June 30, 1879.' On this occasion the 'Hornet' was compelled by a heavy gale from the south-west to force a passage round the Land's End, and make for the Bristol Channel, running up to the Mumbles. As the author remarks, such weather on a dark night was a severe trial for the practical seamanship of gentlemen sailors, but they proved themselves equal to it, and were afterwards complimented on their efficiency by the Admiral, Sir William Dowell, on arrival at Queenstown.

The following year--1880--a much longer and most enjoyable cruise of six weeks was undertaken on which the Captain, Mr. C. E. Seth-Smith, was assisted by Messrs. A. B. Woodd and E. Graham as lieutenants. The crew numbered twenty-five all told; Mr. Dodd again acted as boatswain, and Mr. Brooks as chief petty officer. The 'Hornet' reached Copenhagen on July 10, and after cruising among the lovely Danish islands for some days, her officers and crew were hospitably entertained by the Royal Danish Yacht Club, then holding their annual regatta at Svendborg. From Denmark she passed to Christiania, and on July 25 the ship's company landed in Norway and enjoyed a cariole trip of two days across the country to the Falls of Hönefos. After cruising for two or three days along the southern coasts and up the Fjords the 'Hornet' left Norway and returned to England, arriving at Greenhithe on August 4 after a well-managed and most successful expedition. She was the largest vessel, manned entirely by amateur sailors, that had appeared in those seas.

The account from which the above particulars are taken appeared in the 'Illustrated London News' for February 12, 1881, and was accompanied by illustrations from photographs by Mr. Henry Denison Pender, son of Mr. (now Sir John) Pender, M.P., who was a member of the crew and an enthusiastic Royal Naval Artillery Volunteer, and whose lamented death soon after was the occasion of much grief to his many friends.

The following year--1881--a cruise of even more extended scope was undertaken. The 'Hornet' left Dover on May 20, and proceeded down Channel to Dartmouth under the command of Mr. C. E. Seth-Smith, assisted by Mr. A. B. Woodd, Mr. Dodd again acting as boatswain and Mr. Brooks at his old post. At Dartmouth all hands signed articles. On Tuesday, May 24, the steam launch and boiler having been got on board, the 'Hornet' left England for the South at 9 A.M. and lost sight of the English coast at 11.15 A.M., Prawl Point being her point of departure. The weather on her passage out was on the whole favourable, and on Tuesday, May 31, the Burlings, fifty miles west of Lisbon, was sighted, the ship's run from noon of the 30th to noon of the 31st having been 218 knots. On June 3, after a period of light winds and calm, the ship being about 120 miles west of Gibraltar, it came on to blow from the eastward, and the square fore-topsail was got in for the first time since leaving Dartmouth. On June 4, the wind increasing to a whole gale from the east with heavy sea, they stood in shore to south of Cape Spartel and lay to 'up and down' in Spartel Bay all night. Next day, the weather moderating, the 'Hornet' stood over to the Spanish coast and sighted Gibraltar Rock at 6.15 P.M., for which she stood steadily in; but at midnight, being becalmed, she was towed in by the gig, and at 2.30 A.M. the anchor was dropped in six fathoms off the Ragged Staff in Gibraltar Bay, after a passage from Dartmouth of thirteen days. The interval between June 6 and 11 was spent at Gibraltar in necessary cleaning and repairs, in exploring the Rock and its neighbourhood, and in giving and receiving hospitalities; and at noon on June 11 a start was made for Tangier, where the 'Hornet' arrived at 5 A.M. There she remained until the afternoon of June 12, when, the sights of the old Moorish town having been seen and various Oriental purchases made, the anchor was weighed for Cadiz. At 4 A.M. next day Cadiz was sighted, a pilot taken on board, and at 9.30 A.M. the anchor was let go in Cadiz Bay. At Cadiz a halt was made until June 17, employed by the ship's company in excursions to Seville and Jerez, and in seeing at Cadiz the procession of Corpus Christi and a bull-fight, distinguished on this occasion by the bull-ring taking fire. At 11.30 on the 17th a start was made for Lisbon. From Cadiz to Cape St. Vincent was a beat to windward, until on the 20th they were becalmed off the Cape. A breeze springing up in the afternoon, Cape Epischol was sighted, and at 9 A.M. on the 22nd a pilot was taken on board for Lisbon, and the 'Hornet' sailed in with a light breeze by the south channel, and let go her anchor between Belem and Lisbon at 2 P.M.

The voyage home was destined to prove a much less agreeable experience. Anchor was weighed at 4 P.M. on June 24, wind blowing strong from the north-east, which continued next day with a heavy sea. Standing out to sea some fifty miles, the 'Hornet' was put on the port tack and sighted the Burlings Light at 8.30 P.M., when she was again put about for sea room. On the 26th the ship was under three-reefed mainsail, reefed foresail, staysail, and jib, and on the 27th she was hove to under three-reefed mainsail and reefed foresail to a strong north-east gale. The 28th, still hove to, the gale blowing furiously, with tremendous seas, the mainsail and fore-staysail were taken in, and the ship put under fore-trysail alone. On the 29th the gale appeared to be moderating, but at 8 A.M. it was found that the rudder-head had started, the steering-wheel and gear had to be unshipped, and the tiller shipped, tended constantly by two helmsmen. A jib-headed trysail was set on the mainsail to ease the steering gear. On the 30th the mainsail was again set, and, the stores having been overhauled, everyone was put on rations, which were further reduced next day. The weakness of the rudder-head rendered the most careful steering necessary, which, during the rest of the voyage, threw more work on the experienced hands. On July 3 she was again close hauled to a strong breeze from the north-east, which continued all day, the ship being under three-reefed mainsail and reefed foresail, and so continued through the whole of the 4th; but on the 5th the wind shifted to the north-west and moderated. All available sail was gradually made, and by noon of that day, the position having been verified by observation, under square foresail, topsail, and topmast stun'sails, topgallant-sail, and main topmast skysail, the course was set for home. Next day the wind again shifted, and all hands were called in the morning watch to reduce sail. Their misfortunes had not ended, for on July 8 it was discovered that the fore-masthead was sprung, and the cap and crosstrees damaged. A lashing was, however, put round the heel of the fore-topmast, and the fore-masthead, and all the rigging and gear carefully overhauled and made good where possible. The rations, also, were still further reduced. However, on the 9th, having again got sights, the commander decided to bear up for the Channel, and at 10.30 sighted Ushant. A fair wind then sprang up, and the ship ran along gaily at an average of eight knots. On the 10th, and at 5.45 A.M., the English coast near Plymouth was sighted, the Start at 6.30, Portland at 2 P.M., and the Wight at 7. At 6 A.M. next day the anchor was dropped in Shanklin Bay, but permission to land being refused by the Customs authorities, sail was again set for Ryde, where the 'Hornet' arrived at 7.30 P.M., thus terminating an eventful cruise. Although its unexpected prolongation had been rather trying for some of the ship's company, and their experience had been of a nature to try severely the physique and capacity of amateur sailors, they seem to have gone through it well.

Several other yachts, among which may be mentioned the 'Titania,' belonging to the Marquis of Ailsa, the 'Dawn,' to Mr. Klein, and 'Diligent,' to Mr. C. E. Chadwick Healey and Mr. Sydney Hoare, have been manned by Naval Volunteers.

It now only remains to add a few considerations on the advantages and disadvantages of Corinthian crews for ocean-going yachts.

First, then, as to expense: the owner does not save anything by shipping an amateur crew. It is true he pays no wages to his Corinthian deck hands, but he must be prepared to incur a considerable outlay in alterations to the internal arrangements of the vessel, to buy new bedding and mess traps, and to provide a better class of ship's cooks and a more numerous galley staff. Good temper will not prevail, nor can discipline be easily maintained, unless Corinthian Jack is well fed. If, as is sometimes the case, the amateur crew arrange to cater for themselves, the owner and captain must occasionally add to the luxuries of the lower deck mess. Some expense is also unavoidable from the extra wear and tear arising from the want of skill of novices who have not yet learned to handle sails and gear with a view to their preservation.

The safety and comfort of one's ship's company, too, is a double source of anxiety when some or the whole are not seafaring by profession. For it must not be forgotten even in the finest weather that there is no such thing as 'playing at sailors' when at sea. The risk involved is not appreciably increased by manning the vessel with amateurs, if the officer in command will take certain precautions; and this view was endorsed by the insurance companies, who in no instance increased the premium on the 'Hornet.' The owner must insist on shipping a due proportion of old hands in each crew, and take care to train them as helmsmen and leadsmen. He should relieve the 'wheel' and 'look-out' as often as practicable. Above all, he should be careful to shorten sail in good time, and always at dusk, until he can depend upon his crew. Active and courageous as the amateur seaman invariably is, he has not the practice aloft of the professional, he cannot shorten sail so rapidly, nor does his knowledge of the lead of the ropes enable him to identify them so readily in the dark. The services of a good professional boatswain, with an enthusiastic love for his profession and a cheery sympathetic manner as an instructor, are absolutely essential for the proper working of a Corinthian ship. A minute and careful observation of the barometer, and constant verifying of position by reckoning and by observation, are the duties of the officer rather than the crew. Unless the yacht-owner be an enthusiastic navigator, delighting in his sextant and mathematical formulæ as well as a keen sailor-man, he had better not attempt this exacting if fascinating method of sailing his ship.

On the other hand, the Corinthian crew is a cheery one, well mannered and enthusiastic, grateful for any instruction which is given them, and happy in an exceptional and delightful holiday.

As a Corinthian crew is in general more numerous than one composed of professional sailors, when they have learnt their stations and become accustomed to the work, the vessel may be handled with that old-fashioned man-of-war smartness which is so attractive.

In conclusion, the national aquatic instinct, fostered as it is by the healthy sea-breezy tone prevailing in so much of our boyhood's literature, can only be cultivated by the majority of us as Corinthian seamen. Love for shipping and boats is not necessarily love for the sea and seafaring. Those who take to the sea as a profession are not always constant in their love. A voyage in a passenger ship, or even a trip as an honoured guest on board one of the floating batteries of Her Majesty's Navy, quite satisfies the still keen boyish aspiration. It is only as one of the crew of a large yacht on a deep-sea voyage that the amateur can personally experience that 'life at sea' which has so fascinated his imagination. Though I dare not advise all yacht-owners to man their ships with their friends, I should hail with pleasure an opportunity of sailing again with some of my old shipmates.

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