A Thousand Miles in the Rob Roy Canoe on Rivers and Lakes of Europe Part 21

The difficulty is often increased by the fact that the water inside of the curve of the stream may be shoal, and so the paddle on that side strikes the bottom or grinds along it in backing.

When the curve is all in deep water, and there is a pool after _B_, the boat ought not to be turned too quickly in endeavouring to avoid the rock _C_, else it will sometimes then enter the eddy below _B_, which runs up stream sometimes for fifty yards. In such a case the absurd position you are thereby thrown into naturally causes you to struggle to resist or stem this current; but I have found, after repeated trials of every plan I could think of, that if once the back current has taken the canoe it is best to let the boat swing with the eddy so as to make an entire circuit, until the bow can come back towards _B_ (and below it), when the nose of the boat may be again thrust into the main stream, which will now turn the boat round again to its proper course. Much time and labour may be spent uselessly in a wrong and obstinate contest with an eddy.

In fig. 6, where the three rocks are in a straight line, and the middle one is a breaker, an instance is given when the proper course must be kept by _backing_ during the first part of it.

We must suppose for this that the canoist has attained the power of backing with perfect ease, for it will be quite necessary if he intends to take his boat safely through several hundred combinations of sunk rocks and breakers. Presuming this, the case in fig. 6 will be easy enough, though a little reflection will show that it might be very difficult, or almost impossible, if the canoist could give only a forward motion to the boat.

To pa.s.s most artistically, then, through the group of rocks in fig. 6 the stern should be turned towards _A_, as shown in the diagram, and the pa.s.sage across the current, between _A_ and _B_, is to be effected solely by backing water (and chiefly in this case with the left hand) until the furthest point of the right of the curve is reached, with the boat's length still as before in the position represented in the figure.

Then the forward action of both hands will take the canoe speedily through the pa.s.sage between _B_ and _C_.

Cases of this sort are rendered more difficult by the distance of _C_ from the point above _A_, where you are situated when the decision has to be made (and in three instants of time) as to what must be done; also, it would usually be imprudent to rise in the boat in such a place to survey the rock _C_ from a better position.

If it is evident that the plan described above will not be applicable, because other and future circ.u.mstances will require the boat's bow to emerge in the opposite direction (pointing to the right), then you must enter forwards, and must back between _B_ and _C_, so as to be ready, after pa.s.sing _C_, to drive forward, and to the right. It is plain that this is very much more difficult than the former case, for your backing now has to be done against the full stream from the breaker _B_.

In all these instances the action of the wind has been entirely omitted from consideration, but it must not be forgotten that a strong breeze materially complicates the problem before the canoist. This is especially so when the wind is aft; when it is ahead you are not likely to forget its presence. A strong fair wind (that has scarcely been felt with your back to it) and the swift stream and the boat's speed from paddling being all in one direction, the breeze will suddenly become a new element in the case when you try to cross above a rock as in fig. 1, and find the wind carries you broadside on against all your calculations.

Nor have I any observations to make as to sailing among rocks in a current. The canoe must be directed solely by the paddle in a long rapid, and in the other places the course to be steered by a boat sailing is the same as if it were being merely paddled, though the action of the wind has to be carefully taken into consideration.

In all these things boldness and skill come only after lessons of experience, and the canoist will find himself ready and able, at the end of his voyage, to sail down a rapid which he would have approached timidly, even with the paddle, at the beginning.

But perhaps enough has been said for the experienced oarsman, while surely more than enough has been said to shew the tyro aspirant what varied work he has to do, and how interesting are the circ.u.mstances that will occupy his attention on a delightful river tour.

NOTE ON THE "KENT."--The narrative of a s.h.i.+pwreck referred to at page 219 has been published 40 years ago, and in many foreign languages, but its circulation is very large at the present time. The following letter about one of the incidents related in the little book, appeared in the "Times" of March 22, 1866:--

"LETTERS FROM THE DEEP.

"_To the Editor of the 'Times.'_

"Sir,--As attention has been drawn to the letters written on board the s.h.i.+p London, and washed ash.o.r.e, it may be interesting to notice the following remarkable incident respecting a letter from another s.h.i.+p wrecked in the Bay of Biscay. In March, 1825, the Kent, East Indiaman, took fire in the Bay of Biscay during a storm while 641 persons were on board, most of them soldiers of the 31st Regiment. When all hope was gone, and before a little vessel was seen which ultimately saved more than 500 people from the Kent, Major ---- wrote a few lines and enclosed the paper in a bottle, which was left in the cabin. Nineteen months after this the writer of the paper arrived in the island of Barbadoes, in command of another Regiment, and he was amazed to find that the bottle (cast into the sea by the explosion that destroyed the Kent) had been washed ash.o.r.e on that very island. The paper, with its faint pencil lines expressing Christian faith, is still preserved; and this account of it can be authenticated by those who were saved.

"I am, your obedient servant, "ONE OF THEM."

The bottle, after its long immersion, was thickly covered with weeds and barnacles. The following are the words of the "Letter from the Deep,"

which it contained:--

"The s.h.i.+p the Kent, Indiaman, is on fire--Elizabeth Joanna and myself commit our spirits into the hands of our blessed Redeemer--His grace enables us to be quite composed in the awful prospect of entering eternity.

"D. M'GREGOR.

"_1st March, 1825, Bay of Biscay._"

The writer of that letter lives now with blessings on his venerable head, while he who records it anew is humbly grateful to G.o.d for his own preservation. And may we not say of every one who reads such words, written in such an hour, that his life would be unspeakably happy if he could lay hold now of so firm a Surety, and be certain to keep fast hold to the end?

The following notes are on miscellaneous points:--

(_a_) We are sometimes asked about such a canoe voyage as this, "Is it not very dangerous?"

There seems to me to be no necessary danger in the descent of a river in a canoe; but if you desire to make it as safe as possible you must get out at each difficult place and examine the course, and if the course is too difficult you may take the boat past the danger by land.

On the other hand, if the excitement and novelty of finding out a course on the spur of the moment is to be enjoyed, then, no doubt, there is more danger to the boat.

As for danger to the canoist, it is supposed, _imprimis_, that he is well able to swim, not only in a bath when stripped, but when unexpectedly thrown into the water with his clothes on, and that he _knows_ he can rely on this capacity.

If this be so, the chief danger to him occurs when he meets a steamer on rough water (rare enough on such a tour); for if his boat is upset by that, and his head is broken by the paddle floats, the swimming powers are futile for safety.

The danger incurred by the boat is certainly both considerable and frequent, but nothing short of the persuasion that the boat would be smashed if a great exertion is not made will incite the canoist to those very exertions which are the charm of travelling, when spirit, strength, and skill are to be proved. Men have their various lines of exercise as they have of duty. The huntsman may not understand the pleasures of a rapid, nor the boatman care for the delights of a "bullfinch."

Certainly, however, the waterman can say that a good horse may carry a bad rider well, but that the best boat will not take a bad boatman through a mile of broken water. In each case there is, perhaps, a little of _populus me sibilat_, and it may possibly be made up for by a good deal of _at mihi plaudo_.

(_b_) It has been said that the constant use of a canoe paddle must contract the chest, but this is certainly a mistake. If, indeed, you merely dabble each blade of the paddle in the water without taking the full length of the stroke the shoulders are not thrown back, and the effect will be injurious; but exactly the same is true if you scull or row with a short jerky stroke.

In a proper use of the paddle the arms ought to be in turn fully extended, and then brought well back, so that the hand touches the side, and the chest is then well plied in both directions.

In using the single-bladed paddle, of which I have had experience in Canada and New Brunswick with the Indians in bark canoes and log canoes, there seems to be a less beneficial action on the pectoral muscles, but after three months' use of the double paddle I found the arms much strengthened, while clothes that fitted before were all too narrow round the chest when put on after this exercise.

(_c_) In shallow water the paddle should be clasped lightly, so that if it strikes the bottom or a rock the hand will yield and not the blade be broken.

Great caution should be used when placing the blade in advance to meet a rock, or even a gravel bank, otherwise it gets jammed in the rock or gravel, or the boat overrides it.

It is better in such a case to r.e.t.a.r.d the speed rather by dragging the paddle (tenderly), and always with its flat side downwards, so that the edge does not get nipped.

(_d_) M. Farcot, a French engineer, has lately exhibited on the Thames a boat which is rowed by the oarsman sitting with his face to the bow, who by this means secures one of the advantages of the canoe--that of seeing where you are going.

To effect this, a short prop or mast about three feet high is fixed in the boat, and the two sculls are jointed to it by their handles, while their weight is partly sustained by a strong spiral spring acting near the joint, and in such a manner as to keep the blade of the scull a few inches from the surface of the water when it is not pressed down purposely.

The sculler then sits with his face towards the mast and the bow, and he holds in each hand a rod jointed to the loom of the corresponding scull.

By this means each scull is moved on the mast as a fulcrum with the power applied between that and the water. The operation of feathering is partially performed, and to facilitate this there is an ingeniously contrived guide.

This invention appears to be new, but it is evident that the plan retains many of the disadvantages of common sculls, and it leaves the double paddle quite alone as a simple means for propelling a canoe in narrow or tortuous channels, or where it has to meet waves, weeds, rocks, or trees, and moreover has to sail.

However, the muscular power of the arms can be applied with good effect in this new manner, and I found it not very difficult to learn the use of this French rowing apparatus, which is undoubtedly very ingenious, and deserves a full trial before a verdict is p.r.o.nounced.

(_e_) In a difficult place where the boat is evidently going too near a rock, the disposition of the canoist is to change the direction by a _forward_ stroke on one side, but this adds to the force with which a collision may be invested. It is often better to _back_ a stroke on the other side, and thus to lessen this force; and this is nearly always possible to be done even when the boat appears to be simply drifting on the stream. In fact, as a maxim, there is always steerage way sufficient to enable the paddle to be used exactly as a rudder.

(_f_) When there is a brilliant glare of the sun, and it is low, and directly in front, and it is impossible to bear its reflection on the water, a good plan is to direct the bow to some point you are to steer for, and then observe the reflection of the sun on the cedar deck of the boat. Having done this you may lower the peak of your hat so as to cut off the direct rays of the sun, and its reflected rays on the water, while you steer simply by the light on the deck.

(_g_) When a great current moves across a river to a point where it seems very unlikely to have an exit, you may be certain that some unusual conformation of the banks or of the river bed will be found there, and caution should be used in approaching the place. This, however, is less necessary when the river is deep. Such cross currents are frequent on the Rhine, but they result merely from unevenness in the bottom far below, and thus we see how the rapids, most dangerous when the river is low, become quite agreeable and safe in high flood time.

(_h_) The ripple and bubbles among weeds are so totally different from those on free water that their appearance at a distance as a criterion of the depth, current, and direction of the channel must be learned separately. In general, where weeds are under water, and can sway or wave about, there will be water enough to pa.s.s--the requisite 3 inches.

Backing up stream against long weeds is so troublesome, and so sure to sway the stern round athwart stream, that it is best to force the boat forward instead, even if you have to get out and pull her through.

(_i_) Paddling through rushes, or flags, or other plants above the water, so as to cut off a corner, is a mistake. Much more "way" is lost then by the friction than might be supposed.

(_j_) I noticed a very curious boat-bridge across the Rhine below Basle.

It seemed to open wide without swinging, and on coming close to it the plan was found to be this. The boats of one half of the bridge were drawn towards the sh.o.r.e, and a stage connecting them ran on wheels along rails inwards from the river, and up an incline on the bank. This system is ingenious, convenient, and philosophical.

(_k_) Double-hulled boats have often been tried for sailing, but their disadvantages are manifest when the craft is on a large scale, though for toy-boats they answer admirably, and they are now quite fas.h.i.+onable on the Serpentine.

The double boat of the nautical tinman on the Rhine, before described, was a "fond conceit." But there are many double-hulled boats on French rivers, and they have this sole recommendation, that you sit high up, and so can fish without fearing you may "turn the turtle."