A Floating Home Part 2

At the top of the tide, both of them, red in the face and sweating hard, managed to raise one end a couple of inches, and called on Heaven and the overseers to witness that the boathouse floated. As chairman of the overseers, I took the responsibility of saying that if they could s.h.i.+ft her a foot sideways she should be deemed to have floated. They went at it like men, but the tide had fallen an inch before their first effort under these terms was ended, and two or three minutes later Sam was heard to say to the owner, 'That ain't a mite o' use a shovin' naow, sir. She's soo'd a bit.'

And so the boat-houseboat turned out to be a house-boathouse after all, and was a.s.sessed at 1 a year. Sam used to pay the rate every half-year on behalf of his employer, not without giving the collector his views on the subject.

When the Mate had been convinced that we should really escape rates the thought of giving up her garden remained the last outwork of her very proper defences. But this position also fell in good time. My foot-rule, my rough scale plans and piled-up figures of cubic capacity and surficial area carried all before them. I trembled for my arithmetic once or twice, however, when I proved that we should have very nearly as much room as in the cottage.

A barge, then, it was to be. Not a superannuated, narrow, low-sided ca.n.a.l barge; nor a swim-headed dumb barge or lighter, such as one can see any day of the week b.u.mping and drifting her way up and down through London--the jellyfish of river traffic; nor yet, above all, an upper Thames houseboat of any sort, but a real sailing Thames topsail barge which could work from port to port under her own canvas, and meet her trading sisters in the open on their business.

The news that we were going to live in a barge spread like wildfire, and raised a storm of protest which took all our seamans.h.i.+p to weather. Many a time I had to clear off the land, so to speak, against an onsh.o.r.e gale with my barge and family. We thought our relations were unreasonable, for all barge skippers to whom we unfolded our plan became enthusiastic and said--tactful men!--that their wives were of the same mind. I claimed their views as expert at the time, though to be sure I knew well enough that there is a law of loyalty among sailormen whenever the old question of wives sailing with their husbands is discussed.

Our relations, who did not know a Thames topsail barge from a Fiji dug-out, regarded our scheme alternately as a sign of lunacy and as an injury to themselves. They were bent on shaking us; third parties were suborned to try tactfully to dissuade us, leading up to the subject through rheumatic uncles on both sides of the family. The emissaries lacked versatility, for they all approached the subject by way of uric acid, and the moment we heard the word rheumatism we took the weather berth by saying in great surprise, 'You've come to talk about the barge, then?'

Having outsailed the emissaries, we were still bombarded with letters mentioning every possible objection. One said the barge would be dark, and we replied that we intended to have twenty-six windows. Another that it would be damp; against this we set our stoves. Another that it would be stuffy; and the windows were indicated once more. A fourth that it would be cold; and we brought forward the stoves again. A fifth declared that it would be draughty. To this last we intended to reply at some length that a s.h.i.+p with her outer and inner skin, and air-lock or s.p.a.ce between the two, is the least draughty place possible. On second thoughts, however, we felt it would be waste of time, so, acting the part of a clearing-house, we switched the 'draughty' aunt on to the 'stuffy' uncle and left them to settle which it was to be.

Really we were too full of hope and plans to care what anyone said.

Life was not long enough to get on with our work and answer objections too, so after a time we settled down in the face of the world to a policy of masterly silence.

In the meantime, as a first step, we took the measurements of a barge lying at Fleetwick Quay, so that we knew more accurately than before what room we should have, and could plan our home accordingly.

How those winter evenings flew! Armed with rulers, pencils, and drawing-boards, we sat in front of the drawing-room fire working like mad. We used reams of paper and blunted innumerable pencils making designs of the various cabins and placing the cupboards, the bunks, the bath, the kitchen range, the water-tanks, the china, the silver, the furniture, and the thousand and one things which make a house.

After we had spent a week in deciding where the various pieces of furniture were to go, we discovered that they could not possibly be got in through the hatchways we had planned, and we accordingly designed a special furniture hatch. It was glorious fun, and we were always springing surprises on each other, and mislaying our pencils and s.n.a.t.c.hing up the wrong one in the frenzy of a new idea. Indeed, we became so much absorbed that progress was hindered, for we could not be induced to look at each other's plans until we agreed to have two truces every night for purposes of comparison.

At any moment the house might be sold, and then we should want our barge, and buying a barge is not to be done in a moment or unadvisedly. The transaction is critical. We should not be able to go back upon it. Yacht copers, we knew, were as bad as horse copers, but both apparently were new-born babes compared with barge copers, if our information were correct.

CHAPTER III

'Dulcedo loci nos attinet.'

The primitive explorers who came up the Thames in their rough craft examined the site of what was afterwards to be London, and saw that it was good. London is where it is because of the river. It is strange that Londoners should know so little, below bridges, of the river that made them. The reason, of course, is that the means of seeing it are very poor. How many Londoners could say how to come upon even a peep of the lower river within a distance of five miles of London Bridge?

The common impression is that the river is impenetrably walled up by warehouses, wharfs, docks, and other forbidden ground. A simple way is to go by steamer when steamers are plying, but the best way is to be taken on board a sailing barge.

Taine said that the only proper approach to London was by the Thames, as in no other way could a stranger conceive the meaning of London.

And from the water only is it possible to see properly one of the most beautiful architectural visions in the world--the magnificent front of Greenwich Hospital, rising out of the water, as n.o.ble a palace as ever Venice imagined.

If this is the most splendid spectacle of the lower Thames, the most characteristic sight is that of the sailing barges, of which you may pa.s.s hundreds between London Bridge and the Nore. These are vessels of which Londoners ought to be very proud indeed; they ought to boast of them, and take foreigners to see them. But, alas! the very word 'barge' is a symbol of ungainliness and sordidness. What beauty of line these barges really have, from the head of the towering topsail to the tiny mizzen that lightens the work of steering! There is no detail that is weak or mean; a barge thriddling (as they say in Ess.e.x) among the s.h.i.+pping of the winding river in a stiff breeze is boldness perfectly embodied in a human design. The Thames sailing barges are one of the best schools of seamans.h.i.+p that remain to a world conquered by steam.

The Thames barge is worthy to be studied for three reasons: her history, her beauty, and her handiness. She is the largest sailing craft in the world handled by two men--often by a man and his wife, or a boy--and that in the busiest water in the world.

One hundred to one hundred and twenty tons is the size of an average barge nowadays. Seventy-five to eighty feet long by eighteen feet beam are her measurements. With leeboards up she draws about three feet when light and six when loaded; when she is loaded, with her leeboards down, she draws fourteen feet.

For going through the bridges in London or at Rochester, or when navigating very narrow creeks, she will pick up a third hand known as a 'huffler' (which is no doubt the same word as 'hoveller')[1] to lend a hand.

[1] A hoveller is an unlicensed pilot or boatman, particularly on the Kentish coast. The word is said to be derived from the shelters or hovels in which the men lived, but such an easy derivation is to be mistrusted.

Some explanation must be given of how it is possible for two men to handle such a craft. In the first place, the largest sail of all, the mainsail, is set on a sprit, and is never hoisted or lowered, but remains permanently up. When the barge is not under way this sail is brailed or gathered up to the mast by ropes, much as the double curtain at a theatre is drawn and bunched up to each side. The topsail also remains aloft, and is attached to the topmast by masthoops, and has an inhaul and a downhaul, as well as sheet and halyard. Thus it can be controlled from the deck without becoming unmanageable in heavy weather. It is an especially large sail, and so far from being the mere auxiliary which a topsail is in yachts, it is one of the most important parts of the sail plan, and is the best-drawing sail in the vessel. It requires none of the coaxing and tr.i.m.m.i.n.g which the yachtsman practises before he is satisfied with the set of the little sail which stands in so different a proportion and relation to his other sails. Often in a strong wind you may see a barge scudding under topsail and headsails only. The truth is that when a barge cannot carry her topsail it is not possible to handle her properly.

The foresail, like the mainsail, works on a horse. These and several other things too technical to be mentioned here enable the barge to be worked short-handed.

[Ill.u.s.tration: THE SWALE RIVER]

From Land's End to Ymuiden the Thames barge strays, but her home is from the Foreland to Orfordness. Between these points, up every tidal creek of the Medway, Thames, Roach, Crouch, Blackwater, Colne, Hamford Water, Stour, Orwell, Deben, and Alde, wherever 'there is water enough to wet your boots,' as the barge skipper puts it, one will find a barge.

She is the genius of that maze of sands and mudbanks and curious tides which is the Thames Estuary. Among the shoals, swatchways, and channels, she can get about her business as no other craft can. The sandbanks, the dread of other vessels, have no terror for her; rather, she turns them to her use. In heavy weather, when loaded deep, she finds good shelter behind them; when light, she anchors on their backs for safety, and there, when the tide has left her, she sits as upright as a church. Then, too, she is consummate in cheating the tides and making short cuts, or 'a short spit of it,' as bargees say. In this the sands help her, for the tide is far slacker over the banks than in the fairway, where her deep-draught sisters remain. While these are waiting for water she scoots along out of the tide and makes a good pa.s.sage in a shoal sea.

What do all the barges carry? What do they not carry? were easier to answer. They generally start life--a life of at least fifty years if faithfully built and kept up--with freights of cement and grain, and such cargoes as would be spoilt in a leaky vessel. From grain and cement they descend by stages, carrying every conceivable cargo, until they reach the ultimate indignity of being entrusted only with what is not seriously damaged by bilge water.

Barges even carry big unwieldy engineering gear, and when the hatches are not large enough, the long pieces, such as fifty-foot turnable girders, are placed on deck. The sluices and lock-gates for the great Nile dam at a.s.suan were sent gradually by barge from Ipswich to London for trans.h.i.+pment.

Hay and straw--for carrying which more barges are used than for any other cargo except cement--must be mentioned separately. After the holds are full the trusses of hay or straw are piled up on deck lo a height of twelve to fifteen feet. At a distance the vessel looks like a haystack adrift on the sea. The deck cargo, secured by special gear, often weighs as much as forty tons, and stretches almost from one end of the s.h.i.+p to the other. There is no way from bow to stern except over the stack by ladders; the mainsail and foresail have to be reefed up, and a jib is set on a bowsprit; and the mate at the wheel, unable to see ahead, has to steer from the orders of the skipper, who 'courses' the vessel from the top of the stack. To see a 'stackie'

blindly but accurately turning up a crowded reach of London River makes one respect the race of bargees for ever. How a 'stackie' works to windward as she does, with the enormous windage presented by the stack, and with only the reduced canvas above it, is a mystery, and is admitted to be a mystery by the bargemen themselves. One of them, when asked for an explanation, made the mystery more profound by these ingenuous words: 'Well, sir, I reckon the eddy draught off the mainsail gits under the lee of the stack and shoves she up to wind'ard.'

The Thames barge is a direct descendant of the flat-bottomed Dutch craft, and her prototype is seen in the pictures of the Dutch marine school of the seventeenth century. Both her sprit and her leeboards are Dutch; the vangs controlling the sprit are the vangs of the sixteenth-century Dutch s.h.i.+ps; and until 1830 she had still the Dutch overhanging bow, as may be seen in the drawings of E. W. Cooke. The development of her--the practical nautical knowledge applied to her rigging and gear--is British, like the invincible nautical aplomb of her crew.

Those who have watched the annual race of the Thames barges in a strong breeze have seen the perfection of motion and colour in the smaller vessels of commerce. The writer, when first he saw this race and beheld a brand-new barge heeling over in a wind which was as much as she could stand, glistening blackly from stem to stern except where the line of vivid green ran round her bulwark (a touch of genius, that green), with her red-brown sails as smooth and taut as a new dogskin glove, and her crew in red woollen caps in honour of the occasion, exclaimed that this was not a barge, but a yacht.

A barge never is, or could be, anything but graceful. The sheer of her hull, her spars and rigging, the many shades of red in her great tanned sails, the splendid curves of them when, full of wind, they belly out as she bowls along, entrance the eye. Whatever changes come, we shall have a record of the Thames barge of to-day in the accurate pictures of Mr. W. L. Wyllie. He has caught her drifting in a calm, the reflection of her ruddy sails rippling from her; snugged down to a gale, her sails taut and full, and wet and s.h.i.+ning with spray; running before the wind; thras.h.i.+ng to windward with topsail rucked to meet a squall; at anchor; berthed. Loaded deep or sailing light; with towering stacks of hay; creeping up a gut; sailing on blue seas beneath blue skies; or shaving the countless craft as she tacks through the haze and smoke of a London reach, she is always beautiful.

Of course the bargees pay their toll of lives like other sailors. They are not always in the quiet waters of liquid reflections that seem to make their vessels meet subjects for a Vandevelde picture. Many stories of wreck, suffering, and endurance might be told, but one will suffice--a true narrative of events. The barge _The Sisters_, laden with barley screenings, left Felixstowe dock for the Medway one Friday morning. She called at Burnham-on-Crouch, and on the following Friday afternoon was between the Maplin Sands and the Mouse Lights.h.i.+p, when a south-west gale arose with extraordinary suddenness. Before sail could be shortened the topsail and jib were blown away. The foresail sheet broke, and the sail slatted itself into several pieces before a remnant could be secured. Under the mainsail and the remaining portion of the foresail the skipper and his mate steered for Whitstable. Then the steering-chain broke, and nothing could be done but let go the anchor. They were then in the four-fathom channel, about three-quarters of a mile inside the West Oaze Buoy.

The seas swept the barge from end to end. Darkness fell, and for an hour the skipper burnt flares, while his mate stood by the boat ready to cast it off from the cleat in an emergency. The emergency came before there was a sign of approaching rescue. The barge suddenly plunged head first and disappeared. The mate, with the instinct of experience, cast off the painter of the boat as the deck went down beneath his feet. Both men went under water, but the boat was jerked forwards from her position astern as the painter released itself, and the men came up to find the dinghy between them. It was a miracle, but so it happened. They grabbed hold of her before she could be swept away, climbed in, and began to bail out the water. With one oar over the leeside and the other in the sculling-hole they made for the Mouse Lights.h.i.+p. 'If we miss that,' said the skipper, 'G.o.d knows where we shall go!' For four hours they struggled towards the Mouse light, although they could not always see it, and eventually came within hailing distance. They shouted again and again, but the crew of the lights.h.i.+p, though they heard them, could not at first see them. At last the boat came near enough for a line to be thrown across it. The boat was hauled alongside and the men were drawn up into safety, 'eaten up with cramp,' as the skipper said, and numb with exhaustion and exposure. At the same moment the boat, which was half-full of water, broke away and disappeared.

Perhaps the best time to see a barge is while deep laden, she beats to windward up Sea Reach, on a day when large clouds career across the sky, sweeping the water with shadows, as the squalls boom down the reach, and the wind, fighting the tide, kicks up a fierce short sea.

Then, as the fishermen say, the tideway is 'all of a paffle.' As the barge comes towards you, heeling slightly (for barges never heel far), you can see her bluff bows cras.h.i.+ng through the seas and flinging the spray far up the streaming foresail. It bursts with the rattle of shot on the canvas. You can see the anchor on the dripping bows dip and appear as sea after sea thuds over it, and the lee rigging dragging through the smother of foam that races along the decks and cascades off aft to join the frothy tumult astern. You can see the weather rigging as taut as fiddle-strings against the sky. Now she is coming about! The wheel spins round as the skipper puts the helm down, and the vessel shoots into the wind. She straightens up as a sprinter relaxes after an effort. The sails slat furiously; the air is filled with a sound as of the cracking of great whips; the sprit, swayed by the flacking sails, swings giddily from side to side; the mainsheet blocks rage on the horse. Then the foresail fills, the head of the barge pays off, and as the mate lets go the bowline the stay-sail slams to leeward with the report of a gun. The mainsail and topsail give a last shake, then fill with wind and fall asleep as the vessel steadies on her course and points for the Kentish sh.o.r.e. As she heels to port she lifts her gleaming side and trails her free leeboard as a bird might stretch a tired wing. She means to fetch the Chapman light next tack.

[Ill.u.s.tration: IN SEA REACH]

A fleet of barges shaking out their sails at the turn of the tide and moving off in unison like a flock of sea-birds is a picture that never leaves the mind. And darkness does not stop the bargeman even in the most crowded reaches so long as the tide serves. Every yachtsman accustomed to sail in the mouth of the Thames has in memory the spectral pa.s.sing of a barge at night. She grows gradually out of the blackness. There is the gleam of her side light, the trickling sound of the wave under her forefoot, the towering ma.s.s of sombre canvas against the sky, the faint gleam of the binnacle lamp on the dark figure by the wheel, the little mizzen sail right aft blotting out for a moment the lights on the far sh.o.r.e, and the splash-splash of the dinghy towing astern. There she goes, and if the fair wind holds she will be in London by daybreak.

CHAPTER IV

'And sometimes I think a soul was gi'ed them with the blows.'

When the barge _Osprey_ berthed at Fleetwick Quay to unload stones for our roads we went on board, and took our old friend Elijah Wadely, the skipper, into our confidence.

'Ef yaou're a goin' to buy a little ould barge, sir,' said Elijah, 'what yaou wants to know is 'er const.i.tootion. My meanin' is, ef yaou knaow who built she, yaou'll know ef she was well built; and ef yaou knaow what trade she's bin' in you can learn from that. Naow ef she's a carryin' wheat, or any o' them grains, what must be kept dry, yaou'll knaow she can't be makin' any water, or _do_, she 'ouldn't be a carryin' 'em. Then agin, water don't improve cement, and that's a cargo what's wonnerful heavy on a barge is cement, and ef bags is spoilt that's a loss to the skipper, that is. So you can take it that barges what carry same as grain and oilcake and cement and bricks and such-like is mostly good too.

'And when yaou knaows what she's bin a carryin' yaou wants to know where she's bin a carryin' it to; for some berths is good and some is wonnerful bad, specially draw-docks,[2] and what sort of condition she's in is all accordin' to where she's bin a settin' abaout. I've knaowed many a barge strain herself settin' in a bad berth, whereas a barge of good const.i.tootion settin' in the same berth will maybe wring a bit and make water for a trip or two, but she'll take up agin. Yes, sir, ef yaou're a goin' to buy a little ould barge--and there ain't a craft afloat as 'ud make a better 'ome, as my missis 'as said scores o' times--yaou must study 'er const.i.tootion.'

[2] Berths on the river bed, where carts come alongside at low water to unload the barges.

'How's trade, Lijah?'