IV

CONTINUATION OF THE STORY OF UTOPIA

It may be well imagined that the new enterprise did not prosper much at first. The owners of cutters passing between the Island of Guernsey and the French coast were loud in their outcries. They denounced this attack upon the Holy Scriptures and their monopoly. The chapels began to fulminate against it. One reverend gentleman, named Elihu, stigmatised the new steam-vessel as an "atheistical construction," and the sailing-boat was declared the only orthodox craft. The people saw the horns of the devil among the beasts which the fireship carried to and fro. This storm of protest continued a considerable time. At last, however, it began to be perceived that these animals arrived less tired and sold better, their meat being superior; that the sea risk was less also for passengers; that this mode of travelling was less expensive, shorter, and more sure; that they started at a fixed time, and arrived at a fixed time; that consignments of fish travelling faster arrived fresher, and that it was now possible to find a sale in the French markets for the surplus of great takes of fish so common in Guernsey. The butter, too, from the far-famed Guernsey cows, made the passage quicker in the "Devil Boat" than in the old sailing vessels, and lost nothing of its good quality, insomuch that Dinan, in Brittany, began to become a customer for it, as well as St. Brieuc and Rennes. In short, thanks to what they called "Lethierry's Galley," the people enjoyed safe travelling, regular communication, prompt and easy passages to and fro, an increase of circulation, an extension of markets and of commerce, and, finally, it was felt that it was necessary to patronise this "Devil Boat," which flew in the face of the Holy Scriptures, and brought wealth to the island. Some daring spirits even went so far as to express a positive satisfaction at it. Sieur Landoys, the registrar, bestowed his approval upon the vessel—an undoubted piece of impartiality on his part, as he did not like Lethierry. For, first of all, Lethierry was entitled to the dignity of "Mess," while Landoys was merely "Sieur Landoys." Then, although registrar of St. Peter's Port, Landoys was a parishioner of St. Sampson. Now, there was not in the entire parish another man besides them devoid of prejudices. It seemed little enough, therefore, to indulge themselves with a detestation of each other. Two of a trade, says the proverb, rarely agree.

Sieur Landoys, however, had the honesty to support the steamboat. Others followed Landoys. By little and little, these facts multiplied. The growth of opinion is like the rising tide. Time and the continued and increasing success of the venture, with the evidence of real service rendered and the improvement in the general welfare, gradually converted the people; and the day at length arrived when, with the exception of a few wiseacres, every one admired "Lethierry's Galley."

It would probably win less admiration now-a-days. This steamboat of forty years since would doubtless provoke a smile among our modern boat-builders; for this marvel was ill-shaped; this prodigy was clumsy and infirm.

The distance between our grand Atlantic steam-vessels of the present day and the boats with wheel-paddles which Denis Papin floated on the Fulda in 1707, is not greater than that between a three-decker, like the Montebello, 200 feet long, having a mainyard of 115 feet, carrying a weight of 3000 tons, 1100 men, 120 guns, 10,000 cannon-balls, and 160 packages of canister, belching forth at every broadside, when in action, 3300 pounds of iron, and spreading to the wind, when it moves, 5600 square mètres of canvas, and the old Danish galley of the second century, discovered, full of stone hatchets, and bows and clubs, in the mud of the seashore, at Wester-Satrup, and preserved at the Hotel de Ville at Flensburg.

Exactly one hundred years—from 1707 to 1807—separate the first paddle-boat of Papin from the first steamboat of Fulton. "Lethierry's Galley" was assuredly a great improvement upon those two rough sketches; but it was itself only a sketch. For all that, it was a masterpiece in its way. Every scientific discovery in embryo presents that double aspect—a monster in the fœtus, a marvel in the germ.

V

THE DEVIL BOAT

"Lethierry's Galley" was not masted with a view to sailing well; a fact which was not a defect; it is, indeed, one of the laws of naval construction. Besides, her motive power being steam, her sails were only accessory. A paddle steamboat, moreover, is almost insensible to sails. The new steam-vessel was too short, round, and thick-set. She had too much bow, and too great a breadth of quarter. The daring of inventors had not yet reached the point of making a steam-vessel light; Lethierry's boat had some of the defects of Gilliatt's Dutch sloop. She pitched very little, but she rolled a good deal. Her paddle-boxes were too high. She had too much beam for her length. The massive machinery encumbered her, and to make her capable of carrying a heavy cargo, her constructors had raised her bulwarks to an unusual height, giving to the vessel the defects of old seventy-fours, a bastard model which would have to be cut down to render them really seaworthy, or fit to go into action. Being short, she ought to have been able to veer quickly—the time employed in a manœuvre of that kind being in proportion to the length of the vessel—but her weight deprived her of the advantage of her shortness. Her midship-frame was too broad, a fact which retarded her; the resistance of the sea being proportioned to the largest section below the water-line, and to the square of the speed. Her prow was vertical, which would not be regarded as a fault at the present day, but at that period this portion of the construction was invariably sloped at an angle of forty-five degrees. All the curving lines of the hull agreed well together, but it was not long enough for oblique sailing, or for lying parallel with the water displaced, which should always be thrown off laterally. In rough weather she drew too much water, sometimes fore, sometimes aft, which showed that her centre of gravity was not rightly adjusted. Owing to the weight of the engine, the cargo shifted, so that the centre of gravity was often aft of the mainmast, and then steam power had to be resorted to, for at such times the mainsail had to be furled as it only made the vessel fall off. If close to the wind, very careful manœuvring was required. The rudder was the old-fashioned bar-rudder, not the wheeled one of the present time. Two skiffs, a species of you-yous, were suspended to the davits. The vessel had four anchors; the sheet-anchor, the second or working anchor, and two bower-anchors. These four anchors, slung by chains, were moved, according to the occasion, by the great capstan of the poop, or by the small capstan at the prow. At that period the pump windlass had not superseded the intermitting efforts of the old handspike. Having only two bower-anchors, one on the starboard and the other on the larboard side, the vessel could not move conveniently in certain winds, though she could aid herself at such times with the second anchor. Her buoys were normal, and so constructed that they carried the weight of the buoy-ropes without dipping. The launch was of a useful size, of service in all cases of need, and able to raise the main anchor. A novelty about her was that she was rigged with chains, which in no way detracted, however, from the mobility of the running rigging, or from the firmness of the standing rigging. The masts, yards, etc., although not of first-rate quality, were not in any way amiss, and the rigging at the mast-head was not very noticeable. The ribs were solid, but coarse, less delicacy of wood being required for steam than for sail. Her speed was six knots an hour. When lying-to she rode well. Take her as she was, "Lethierry's Galley" was a good sea boat; but people felt, that in moments of danger from reefs or waterspouts, she would be hardly manageable. Unhappily her build made her roll about on the waves, with a perpetual creaking like that of a new shoe.

She was, above all, a merchandise boat, and, like all ships built more for commerce than for fighting, was constructed exclusively with a view to stowage. She carried few passengers. The transport of cattle rendered stowage difficult and very peculiar. Vessels carried bullocks at that time in the hold, which was a complication of the difficulty. At the present day they are stowed on the fore-deck. The paddle-boxes of Lethierry's "Devil Boat" were painted white, the hull, down to the water-line, red, and all the rest of the vessel black, according to the somewhat ugly fashion of this century. When empty she drew seven feet of water, and when laden fourteen.

With regard to the engine, it was of considerable power. To speak exactly, its power was equal to that of one horse to every three tons burden, which is almost equal to that of a tugboat. The paddles were well placed, a little in advance of the centre of gravity of the vessel. The maximum pressure of the engine was equal to two atmospheres. It consumed a great deal of coal, although it was constructed on the condensation and expansion principles. It had no fly-wheel on account of the instability of the point of support, but this was then, as now, compensated for by two cranks at the extremities of the revolving shaft, so arranged that one was always at right angles when the other was at dead-point. The whole rested on a single sheet of cast-iron, so that even in case of any serious damage, no shock of the waves could upset its equilibrium, and even if the hull were injured the engine would remain intact. To render it stronger still, the connecting-rod had been placed near the steam-cylinders, so that the centre of oscillation of the working-beam was transferred from the middle to the end. Since then oscillating cylinders have been invented which do away with the necessity of connecting-rods, but in those days the placing of the connecting-rod near the cylinder was thought a triumph of engineering. The boiler was in sections and provided with a salt-water pump. The wheels were very large, which lessened the loss of power; the smoke-stack was lofty, which increased the draught. On the other hand, the size of the wheels exposed them to the force of the waves, and the height of the smoke-stack to the violence of the wind. Wooden paddle-floats, iron clamps, bosses of cast-iron—such were the wheels, which, well constructed, could, strange though it may seem, be taken to pieces. Three floats were always under water. The speed of the centre of the floats only exceeded by a sixth the speed of the vessel itself; this was the chief defect of the wheels. Moreover, the cranks were too long, and the slide-valve caused too much friction in the admission of steam into the cylinder. For that period the engine seemed, and indeed was, admirable. It had been constructed in France, at the works at Bercy. Mess Lethierry had roughly sketched it: the engineer who had constructed it in accordance with his diagram was dead, so that the engine was unique, and probably could not have been replaced. The designer still lived, but the constructor was no more.

The engine had cost forty thousand francs.

Lethierry had himself constructed the "Devil Boat" upon the great covered stocks by the side of the first tower between St. Peter's Port and St. Sampson. He had been to Brême to buy the wood. All his skill as a shipwright was exhausted in its construction; his ingenuity might be seen in the planks, the seams of which were straight and even, and covered with sarangousti, an Indian mastic, better than resin. The sheathing was well beaten. To remedy the roundness of the hull, Lethierry had fitted out a boom at the bowsprit, which allowed him to add a false spritsail to the regular one. On the day of the launch, he cried aloud, "At last I am afloat!" The vessel was successful, in fact, as the reader has already learnt.

Either by chance or design she had been launched on the 14th of July, the anniversary of the taking of the Bastille. On that day, mounted upon the bridge between the two paddle-boxes, looked Lethierry upon the sea, and exclaimed, "It is your turn now! The Parisians took the Bastille, now science takes the sea."

Lethierry's boat made the voyage from Guernsey to St. Malo once a week. She started on the Tuesday morning, and returned on the Friday evening, in time for the Saturday market. She was a stronger craft than any of the largest coasting sloops in all the Archipelago, and her capacity being in proportion to her dimensions, one of her voyages was equal to four voyages of an ordinary boat in the same trade; hence they were very profitable. The reputation of a vessel depends on its stowage, and Lethierry was an admirable stower of cargo. When he was no longer able to work himself, he trained up a sailor to undertake this duty. At the end of two years, the steamboat brought in a clear seven hundred and fifty pounds sterling a year, or eighteen thousand francs. The pound sterling of Guernsey is worth twenty-four francs only, that of England twenty-five, and that of Jersey twenty-six. These differences are less unimportant than they seem: the banks, at all events, know how to turn them to advantage.