Читать книгу King's Cutters and Smugglers 1700-1855 - E. Keble Chatterton - Страница 7

Outside pure Naval history it would be difficult to find any period so full of incident and contest as that which is covered by the exploits of the English Preventive Service in their efforts to deal with the notorious and dangerous bands of smugglers which at one time were a terrible menace to the trade and welfare of our nation.

As we shall see from the following pages, their activities covered many decades, and indeed smuggling is not even to-day dead nor ever will be so long as there are regulations which human ingenuity can occasionally outwit. But the grand, adventurous epoch of the smugglers covers little more than a century and a half, beginning about the year 1700 and ending about 1855 or 1860. Nevertheless, within that space of time there are crowded in so much adventure, so many exciting escapes, so many fierce encounters, such clever moves and counter-moves: there are so many thousands of people concerned in the events, so many craft employed, and so much money expended that the story of the smugglers possesses a right to be ranked second only to those larger battles between two or more nations.

Everyone has, even nowadays, a sneaking regard for the smugglers of that bygone age, an instinct that is based partly on a curious human failing and partly on a keen admiration for men of dash and daring. There is a sympathy, somehow, with a class of men who succeeded not once but hundreds of times in setting the law at defiance; who, in spite of all the resources of the Government, were not easily beaten. In the novels of James, Marryat, and a host of lesser writers the smuggler and the Preventive man have become familiar and standard types, and there are very few, surely, who in the days of their youth have not enjoyed the breathless excitement of some story depicting the chasing of a contraband lugger or watched vicariously the landing of the tubs of spirits along the pebbly beach on a night when the moon never showed herself. But most of these were fiction and little else. Even Marryat, though he was for some time actually engaged in Revenue duty, is now known to have been inaccurate and loose in some of his stories. Those who have followed afterwards have been scarcely better.

However, there is nothing in the following pages which belongs to fiction. Every effort has been made to set forth only actual historical facts, which are capable of verification, so that what is herein contained represents not what might have happened but actually did take place. To write a complete history of smuggling would be well-nigh impossible, owing to the fact that, unhappily through fire and destruction, many of the records, which to-day would be invaluable, have long since perished. The burning down of the Customs House by the side of the Thames in 1814 and the inappreciation of the right value of certain documents by former officials have caused so desirable a history to be impossible to be written. Still, happily, there is even now a vast amount of material in existence, and the present Commissioners of the Board of Customs are using every effort to preserve for posterity a mass of data connected with this service.

Owing to the courtesy of the Commissioners it has been my good fortune to make careful researches through the documents which are concerned with the old smuggling days, the Revenue cutters, and the Preventive Service generally; and it is from these pages of the past and from other sources that I have been enabled to put forth the story as it is here presented; and as such it represents an attempt to afford an authentic picture of an extremely interesting and an equally exciting period of our national history, to show the conditions of the smuggling industry from the seventeenth to the nineteenth century, and the efforts to put a stop to the same. We shall soon find that this period in its glamour, romance, and adventure contains a good deal of similarity to the great seafaring Elizabethan epoch. The ships were different, but the courage of the English seamen was the same. Nor must we forget that those rough, rude men who ran backwards and forwards across the English Channel in cutters, yawls, luggers, and sometimes open boats, stiffened with a rich ballast of tea, tobacco, and brandy, were some of the finest seamen in the world, and certainly the most skilful fore-and-aft sailors and efficient pilots to be found anywhere on the seas which wash the coasts of the United Kingdom. They were sturdy and strong of body, courageous and enterprising of nature, who had "used" the sea all their lives. Consequently the English Government wisely determined that in all cases of an encounter with smugglers the first aim of the Preventive officers should be to capture the smugglers themselves, for they could be promptly impressed into the service of the Navy and be put to the good of the nation instead of being to the latter's disadvantage.

As everyone familiar with the sea is aware, the seamanship of the square-rigged vessel and of the fore-and-aft is very different. The latter makes special demands of its own which, for the present, we need not go into. But we may assert with perfect confidence that at its best the handling of the King's cutters and the smuggling craft, the chasing and eluding in all weathers, the strategy and tactics of both parties form some of the best chapters in nautical lore. The great risks that were run, the self-confidence and coolness displayed indicated quite clearly that our national seafaring spirit was not yet dead. To-day many descendants of these old smugglers remain our foremost fore-and-aft sailors, yet engaged no longer in an illicit trade but in the more peaceful pursuits of line fishermen, oyster dredging, trawling during the winter, and often shipping as yachts' hands during the summer.

But because we are to read fact and not fiction we shall scarcely find the subject inferior in interest. Truth often enough is stranger, and some of the tricks and devices employed by the smuggling communities may well surprise us. And while we shall not make any vain attempt to whitewash a class of men who were lawless, reckless, and sometimes even brutal in their efforts, yet we shall not hesitate to give the fullest prominence to the great skill and downright cleverness of a singularly virile and unique kind of British manhood. In much the same way as a spectator looks on at a fine sporting contest between two able foes, we shall watch the clashing exploits of the King's men and the smugglers. Sometimes the one side wins, sometimes the other, but nearly always there is a splendidly exciting tussle before either party can claim victory.

No one who has not examined the authentic records of this period can appreciate how powerful the smugglers on sea and land had become. The impudence and independence of some of the former were amazing. We shall give instances in due course, but for the present we might take the case of the Revenue cutter which, after giving chase to a smuggling vessel, came up to the latter. Shots were exchanged, but the smuggler turned his swivel guns on to the Government craft with such a hot effect that the Revenue captain deemed it prudent to give up the fight and hurry away as fast as possible, after which the positions were reversed and the smuggler actually chased the Revenue cutter! In fact during the year 1777 one of the Customs officials wrote sadly to the Board that there was a large lugger off the coast, and so well armed that she was "greatly an overmatch" for even two of the Revenue cruisers. It seems almost ludicrous to notice a genuine and unquestionable report of a smuggling vessel coming into a bay, finding a Revenue cruiser lying quietly at anchor, and ordering the cruiser, with a fine flow of oaths, immediately to cut his cable and clear out; otherwise the smugglers promised to sink her. The Revenue cutter's commander did not cut his cable, but in truth he had to get his anchor up pretty promptly and clear out as he was told.

It was not till after the year 1815 that the Government began seriously to make continuous headway in its efforts to cope with the smuggling evil. Consider the times. Between the years 1652 and 1816 there were years and years of wars by land or by sea. There were the three great Anglo-Dutch wars, the wars with France, with Spain, to say nothing of the trouble with America. They were indeed anxious years that ended only with the Battle of Waterloo, and it was not likely that all this would in any way put a stop to that restlessness which was unmistakable. Wages were low, provisions were high, and the poorer classes of those days had by no means all the privileges possessed to-day. Add to this the undoubted fact that literally for centuries there had lived along the south coast of England, especially in the neighbourhood of the old Cinque ports, a race of men who were always ready for some piratical or semi-piratical sea exploit. It was in their blood to undertake and long for such enterprises, and it only wanted but the opportunity to send them roving the seas as privateers, or running goods illegally from one coast to another. And it is not true that time has altogether stifled that old spirit. When a liner to-day has the misfortune to lose her way in a fog and pile up on rock or sandbank, you read of the numbers of small craft which put out to salvage her cargo. But not all this help comes out of hearts of unfathomable pity. On the contrary, your beachman has an eye to business. He cannot go roving nowadays; time has killed the smuggling in which his ancestors distinguished themselves. But none the less he can legally profit by another vessel's misfortune; and, as the local families worked in syndicate fashion when they went smuggling, so now they mutually arrange to get the cargo ashore and, incidentally, make a very handsome profit as well.

We need not envy the Government the difficult and trying task that was theirs during the height of the smuggling era. There was quite enough to think of in regard to foreign affairs without wanting the additional worry of these contraband runners. That must be borne in mind whenever one feels inclined to smile at the apparently half-hearted manner in which the authorities seemed to deal with the evil. Neither funds nor seamen, nor ships nor adequate attention could be spared just then to deal with these pests. And it was only after the wars had at last ended and the Napoleonic bogey had been settled that this domestic worry could be dealt with in the manner it required. There were waiting many evils to be remedied, and this lawlessness along the coast of the country was one of the greatest. But it was not a matter that could be adjusted in a hurry, and it was not for another forty or fifty years, not, in fact, until various administrative changes and improvements had taken place, that at last the evil was practically stamped out. As one looks through the existing records one cannot avoid noticing that there was scarcely a bay or suitable landing-place along the whole English coast-line that did not become notorious for these smuggling "runs": there is hardly a cliff or piece of high ground that has not been employed for the purpose of giving a signal to the approaching craft as they came on through the night over the dark waters. There are indeed very few villages in proximity to the sea that have not been concerned in these smuggling ventures and taken active interest in the landing of bales and casks. The sympathy of the country-side was with the smuggling fraternity. Magistrates were at times terrorised, juries were too frightened to convict. In short, the evil had grown to such an extent that it was a most difficult problem for any Government to be asked to deal with, needing as it did a very efficient service both of craft and men afloat, and an equally able and incorruptible guard on land that could not be turned from its purpose either by fear or bribery. We shall see from the following chapters how these two organisations—by sea and land—worked.

If we exclude fiction, the amount of literature which has been published on smuggling is exceedingly small. Practically the whole of the following pages is the outcome of personal research among original, authentic manuscripts and official documents. Included under this head may be cited the Minutes of the Board of Customs, General Letters of the Board to the Collectors and Controllers of the various Out-ports, Out-port Letters to the Board, the transcripts from shorthand notes of Assizes and Promiscuous Trials of Smugglers, a large quantity of MSS. of remarkable incidents connected with smuggling, miscellaneous notes collected on the subject in the Library of the Customs House, instructions issued at different times to Customs officers and commanders of cruisers, General Orders issued to the Coastguard, together with a valuable précis (unpublished) of the existing documents in the many Customs Houses along the English coast made in the year 1911 by the Librarian to the Board of Customs on a round of visits to the different ports for that purpose. These researches have been further supplemented by other documents in the British Museum and elsewhere.

This volume, therefore, contains within its pages a very large amount of material hitherto unpublished, and, additional to the details gathered together regarding smuggling methods, especial attention has been paid to collect all possible information concerning the Revenue sloops and cutters so frequently alluded to in those days as cruisers. I have so often heard a desire expressed among those interested in the literature of the sea to learn all about the King's cutters, how they were rigged, manned, victualled, armed, and navigated, what were their conditions of service at sea, and so on—finally, to obtain accounts of their chasing of smuggling craft, accounts based on the narratives of eye-witnesses of the incidents, the testimony of the commanders and crews themselves, both captors and captives, that I have been here at some pains to present the most complete picture of the subject that has hitherto been attempted. These cutters were most interesting craft by reason both of themselves and the chases and fights in which they were engaged. The King's cutters were employed, as many people are aware, as well in international warfare as in the Preventive Service. There is an interesting letter, for instance, to be read from Lieutenant Henry Rowed, commanding the Admiralty cutter Sheerness, dated September 9, 1803, off Brest, in which her gallant commander sends a notable account to Collingwood concerning the chasing of a French chasse-marée. And cutters were also employed in connection with the Walcheren expedition. The hired armed cutter Stag was found useful in 1804 as a despatch vessel.

But the King's cutters in the Revenue work were not always as active as they might be. In one of his novels (The Three Cutters) Captain Marryat gives the reader a very plain hint that there was a good deal of slackness prevalent in this section of the service. Referring to the midshipman of the Revenue cutter Active, the author speaks of him as a lazy fellow, too inert even to mend his jacket which was out at elbows, and adds, "He has been turned out of half the ships in the service for laziness; but he was born so, and therefore it is not his fault. A Revenue cutter suits him—she is half her time hove-to; and he has no objection to boat-service, as he sits down in the stern-sheets, which is not fatiguing. Creeping for tubs is his delight, as he gets over so little ground."

But Marryat was, of course, intentionally sarcastic here. That this lazy element was not always, and in every ship, prevalent is clear from the facts at hand. It is also equally clear from the repeated admonitions and exhortations of the Board of Customs, by the holding-out of handsome rewards and the threatenings of dire penalties, that the Revenue-cutter commanders were at any rate periodically negligent of their duties. They were far too fond of coming to a nice snug anchorage for the night or seeking shelter in bad weather, and generally running into harbour with a frequence that was unnecessary. The result was that the cutter, having left her station unguarded, the smugglers were able to land their kegs with impunity.

But we need not delay our story longer, and may proceed now to consider the subject in greater detail.