At that moment the boat lifted a little on the surf and grounded again.
New hope was inspired by this. They pulled at the cable and shoved might and main with the oars. They succeeded in getting out of immediate danger, but still could not pull up to their anchor in the teeth of wind and tide. The c.o.xswain then saw plainly that there was but one resource left--to cut the cable and drive away to leeward right across the Goodwin Sands, which at that place were two miles wide. But there was not yet sufficient water on the sands even for the attempting of that forlorn hope. As far as could be seen in that direction, ay, and far beyond the power of vision, there was nothing but a chaos of wild, tumultuous, whirling foam, without sufficient depth to float them over, so they held on, intending to wait till the tide, which had turned, should rise. Very soon, however, the anchor began to drag.
This compelled them to hoist sail, cut the cable sooner than they had intended, and attempt to beat to windward--off the sands. It was in vain. A moment more, and they struck with tremendous force. A breaker came rolling towards them, filled the boat, caught her up like a plaything on its crest, and, hurling her a few yards onwards, let her fall with a shock that well-nigh tore every man out of her. Each successive breaker treated her in this way!
Those who dwell by the seash.o.r.e know well those familiar ripples that mark the sands when the tide is out. On the Goodwins those ripples are gigantic banks, to be measured by feet, not by inches. I can speak from personal experience, having once visited the Goodwins and walked among the sand-banks at low water. From one to another of these banks this splendid boat was thrown. Each roaring surf caught it by the bow or stern, and, whirling it right round, sent it crashing on the next ledge.
The Portuguese sailors gave up all hope and clung to the thwarts in silent despair, but the crew did not lose heart altogether. They knew the boat well, had often gone out to battle in her, and hoped that they might yet be saved, if they could only escape striking on the pieces of old wreck with which the sands were strewn.
Thus, literally, yard by yard, with a succession of shocks, that would have knocked any ordinary boat to pieces, did that lifeboat drive, during two hours, over two miles of the Goodwin Sands!
A thrilling and graphic account of this wreck and rescue is given in the Reverend John Gilmore"s book, "Storm Warriors," in which he tells us that while this exciting work was going on, the _Aid_ lay head to wind, steaming half power, and holding her own against the storm, waiting for her lifeboat, but no lifeboat returned to her, and her gallant captain became more and more anxious as time flew by. Could it be possible that her st.u.r.dy little comrade, with whom she had gone out to battle in hundreds of gales, was overcome at last and destroyed! They signalled again and again, but got no reply. Then, as their fears increased, they began to cruise about as near to the dangerous shoals as they dared-- almost playing with death--as they eagerly sought for their consort. At last the conviction was forced upon them that the boat must have been stove by the wreck and swamped. In the midst of their gathering despair they caught sight of the lightship"s bright beam, shining like a star of hope through the surrounding darkness. With a faint hope they made for the vessel and hailed her. "Have you seen anything of the lifeboat?"
was the eager question. "Nothing! nothing!" was the sad reply. Back they went again to the place they had left, determined to cruise on, hoping against hope, till the night should pa.s.s away. Hour after hour they steamed hither and thither, with anxiously straining eyes. At last grey dawn appeared and the wreck became dimly visible. They made for it, and their worst fears were realised--the remnant of the brig"s hull was there with ropes and wreckage tossing wildly round it--but no lifeboat!
Sadly they turned away and continued to search for some time in the faint hope that some of her crew might be floating about, buoyed up by their lifebelts, but none were found, and at last they reluctantly made for the harbour.
And when the harbour was gained what saw they there? The lifeboat! safe and sound, floating as calmly beside the pier as if nothing had happened! As the captain of the _Aid_ himself said, he felt inclined at once to shout and cry for wonder, and we may be sure that his wonder was not decreased when he heard the lifeboat"s story from the brave c.o.xswain"s lips--how that, after driving right across the sands, as I have described, they suddenly found themselves in deep water. That then, knowing the extremity of danger to be past, they had set the sails, and, soon after, had, through G.o.d"s mercy, landed the rescued Portuguese crew in Ramsgate Harbour!
It must not be imagined, however, that such work as this can be done without great cost to those who undertake it.
Some of the men never recovered from the effects of that night"s exposure. The grat.i.tude of the Portuguese seamen was very great, as well as their amazement at such a rescue! It is recorded of them that, before arriving in the harbour, they were observed to be in consultation together, and that one who understood a little English spoke to one of the crew in an undertone.
"c.o.xswain," said the lifeboat man, "they want to give us all their money!"
"Yes, yes," cried the Portuguese interpreter, in broken English; "you have saved our lives! Thank you, thank you! but all we have is yours.
It is not much, but you may take it between you." The amount was seventeen pounds!
As might have been expected, neither the c.o.xswain nor his men would accept a penny of it.
This c.o.xswain was Isaac Jarman, who for many years led the famous Ramsgate lifeboat into action, and helped to save hundreds of human lives. While staying at Ramsgate I had the pleasure of shaking the strong hard hand of Jarman, and heard some of his adventures from his own lips.
Now, from all that has been said, it will, I think, be seen and admitted that the lifeboats of the Inst.i.tution are almost indestructible.
The _lifebelt_, to which reference has been so often made, deserves special notice at this point. The figure on the t.i.tle-page shows its appearance and the manner in which it is worn. It was designed in 1854, by Admiral J.R. Ward, the Inst.i.tution"s chief inspector of lifeboats.
Its chief quality is its great buoyancy, which is not only sufficient to support a man with head and shoulders above water when heavily clothed, but enables the wearer easily to support another person--the extra buoyancy being 25 pounds. Besides possessing several great advantages over other lifebelts, that of Admiral Ward is divided in the middle by a s.p.a.ce, where the waistbelt is fastened. This permits of great freedom of action, and the whole machine is remarkably flexible. It is also very strong, forming a species of armour which protects the wearer from severe blows, and, moreover, helps to keep him warm.
It behoves me now to say a few words about the inventor of lifeboats.
As has been told, our present splendid boat is a combination of all the good points and improvements made in such boats down to the present time. But the man who first thought of a lifeboat and invented one; who fought against apathy and opposition; who completed and launched his ark of mercy on the sea at Bamborough, in the shape of a little coble, in the year 1785, and who actually saved many lives therewith, was a London coachbuilder, LIONEL LUKIN by name.
a.s.suredly this man deserved the deepest grat.i.tude of the nation, for his was the first lifeboat ever brought into action, and he inserted the small end of that wedge which we have been hammering home ever since, and which has resulted in the formation of one of the grandest, most thoroughly national and unsectarian of our charitable inst.i.tutions.
Henry Greathead--a boatbuilder of South Shields--erroneously got the credit of this invention. Greathead was a noted improver and builder of lifeboats, and was well and deservedly rewarded for his work; but he was not the inventor. Lionel Lukin alone can claim that honour.
In regard to the men who man them, enough has been written to prove that they well deserve to be regarded as the heroes of the coast!
And let me observe in pa.s.sing that there are also _heroines_ of the coast, as the following extract from the Journal of the Inst.i.tution will show. It appeared in the January number of 1865.
"Voted the Silver Medal of the Inst.i.tution, and a copy of its vote of thanks on parchment, to Miss Alice R. Le Geyt, in admiration of her prompt and courageous conduct in rowing a small boat into the surf at the risk of her life, and rescuing two little boys who had fallen into the sea from the outer pier at Lyme Regis, Dorset, on the 4th August."
Again, in October, 1879, the Committee of the National Lifeboat Inst.i.tution voted the Silver Medal of the Inst.i.tution, and a copy of the vote inscribed on vellum, to Miss Ellen Francis Prideaux Brune, Miss Gertrude Rose Prideaux Brune, Miss Mary Katherine Prideaux Brune, Miss Beatrice May Prideaux Brune, and Miss Nora O"Shaughnessy, in acknowledgment of their intrepid and prompt services in proceeding through a heavy surf in their rowing-boat, and saving, at considerable risk of life, a sailor from a boat which had been capsized by a squall of wind off Bray Hill, Padstow Harbour, Cornwall, on the 9th August.
When the accident occurred, the ladies" boat was being towed astern of a fishing-boat, and Miss Ellen Prideaux Brune, with great gallantry and determination, asked to be cast off, and, with her companions, she proceeded with all possible despatch to the rescue of the drowning sailor. All the ladies showed great courage, presence of mind, and marked ability in the management of their small boat. They ran great risk in getting the man into it, on account of the strong tide and sea on at the time.
So it would appear that the spirit of the far-famed Grace Darling has not yet departed from the land!
If heroism consists in boldly facing and successfully overcoming dangers of the most appalling nature, then I hold that thousands of our men of the coast--from Shetland to the Land"s End--stand as high as do those among our soldiers and sailors who wear the Victoria Cross. Let us consider an example.
On that night in which the Royal Charter went down, there was a Maltese sailor on board named Joseph Rodgers, who volunteered to swim ash.o.r.e with a rope. Those who have seen the effect of a raging sea even on a smooth beach, know that the power of the falling waves is terrible, and their retreating force so great that the most powerful swimmers occasionally perish in them. But the coast to which Rodgers volunteered to swim was an almost perpendicular cliff.
I write as an eye-witness, reader, for I saw the cliff myself, a few days after the wreck took place, when I went down to that dreary coast of Anglesea to identify the bodies of lost kindred. Ay, and at that time I also saw something of the awful aspect of loss by shipwreck. I went into the little church at Lla.n.a.lgo, where upwards of thirty bodies lay upon the floor--still in their wet garments, just as they had been laid down by those who had brought them from the sh.o.r.e. As I entered that church one body lay directly in my path. It was that of a young sailor. Strange to say, his cheeks were still ruddy as though he had been alive, and his lips were tightly compressed--I could not help fancying--with the force of the last strong effort he had made to keep out the deadly sea. Just beyond him lay a woman, and beside her a little child, in their ordinary walking-dresses, as if they had lain down there and fallen asleep side by side. I had to step across these silent forms, as they lay, some in the full light of the windows, others in darkened corners of the little church, and to gaze earnestly into their dead faces for the lineaments of those whom I had gone to find-- but I did not find them there. Their bodies were washed ash.o.r.e some days afterwards. A few of those who lay on that floor were covered to hide the mutilation they had received when being driven on the cruel rocks. Altogether it was an awful sight--well fitted to draw forth the prayer, "G.o.d help and bless those daring men who are willing to risk their lives at any moment all the year round, to save men and women and little ones from such a fate as this!"
But, to return to Joseph Rodgers. The cliff to which he volunteered to swim was thundered on by seas raised by one of the fiercest gales that ever visited our sh.o.r.es. It was dark, too, and broken spars and pieces of wreck tossing about increased the danger; while the water was cold enough to chill the life-blood in the stoutest frame. No one knew better than Rodgers the extreme danger of the attempt, yet he plunged into the sea with a rope round his waist. Had his motive been self-preservation he could have gained the sh.o.r.e more easily without a rope; but his motive was not selfish--it was truly generous. He reached the land, hauled a cable ash.o.r.e, made it fast to a rock, and began to rescue the crew, and I have no doubt that every soul in that vessel would have been saved if she had not suddenly split across and sunk.
Four hundred and fifty-five lives were lost, but before the catastrophe took place _thirty-nine_ lives were saved by the heroism of that Maltese sailor. The Lifeboat Inst.i.tution awarded its gold medal, with its vote of thanks inscribed on vellum, and 5 pounds, to Rodgers, in acknowledgment of his n.o.ble conduct.
All round the kingdom the men are, as a rule, eager to man our lifeboats. Usually there is a _rush_ to the work; and as the men get only ten shillings per man in the daytime, and twenty shillings at night, on each occasion of going off, it can scarcely be supposed that they do it only for the sake of the pay! True, those payments are increased on occasions of unusual risk or exposure; nevertheless, I believe that a worthier motive animates our men of the coast. I do not say, or think, that religious feeling is the cause of their heroism.
With some, doubtless, it is; with others it probably is not; but I sincerely believe that the _Word of G.o.d_--permeating as it does our whole community, and influencing these men either directly or indirectly--is the cause of their self-sacrificing courage, as it is unquestionably the cause of our national prosperity.
CHAPTER SIX.
SUPPLIES A FEW POINTS FOR CONSIDERATION.
I have now somewhat to say about the Royal National Lifeboat Inst.i.tution, which has the entire management and control of our fleet of 273 lifeboats. That Inst.i.tution has had a glorious history. It was founded by Sir William Hillary, Baronet--a man who deserves a monument in Westminster Abbey, I think; for, besides originating the Lifeboat Inst.i.tution, he saved, and a.s.sisted in saving, 305 lives, with his own hands!
Born in 1824, the Inst.i.tution has been the means of saving no fewer than 29,608 lives up to the end of 1882.
At its birth the Archbishop of Canterbury presided; the great Wilberforce, Lord John Russell, and other magnates were present; the Dukes of Kent, Suss.e.x, and other members of the Royal family, became vice-patrons, the Earl of Liverpool its president, and George the Fourth its patron. In 1850 good Prince Albert became its vice-patron, and her Majesty the Queen became, and still continues, a warm supporter and annual contributor. This is a splendid array of names and t.i.tles, but let me urge the reader never to forget that this n.o.ble Inst.i.tution depends on the public for the adequate discharge of its grand work, for it is supported almost entirely by voluntary contributions.
The sole object of the Inst.i.tution is to provide and maintain boats that shall save the lives of shipwrecked persons, and to reward those who save lives, whether by means of its own or other boats. The grandeur of its aim and singleness of its purpose are among its great recommendations.
When, however, life does not require to be saved, and when opportunity offers, it allows its boats to save property.
It saves--and rewards those who a.s.sist in saving--many hundreds of lives every year. Last year (1882) the number saved by lifeboats was 741, besides 143 lives saved by sh.o.r.e-boats and other means, for which rewards were given by the Inst.i.tution; making a grand total of 884 lives saved in that one year. The number each year is often larger, seldom less. One year (1869) the rescued lives amounted to the grand number of 1231, and in the greater number of cases the rescues were effected in circ.u.mstances in which ordinary boats would have been utterly useless-- worse than useless, for they would have drowned their crews. In respect of this matter the value of the lifeboat to the nation cannot be estimated--at least, not until we invent some sort of spiritual arithmetic whereby we may calculate the price of widows" and orphans"
tears, and of broken hearts!
But in regard to more material things it is possible to speak definitely.
It frequently happens in stormy weather that vessels show signals of distress, either because they are so badly strained as to be in a sinking condition, or so damaged that they are unmanageable, or the crews have become so exhausted as to be no longer capable of working for their own preservation. In all such cases the lifeboat puts off with the intention in the first instance of saving life. It reaches the vessel in distress; some of the boat"s crew spring on board, and find, perhaps, that there is some hope of saving the ship. Knowing the locality well, they steer her clear of rocks and shoals. Being comparatively fresh and vigorous, they work the pumps with a will, manage to keep her afloat, and finally steer her into port, thus saving ship and cargo as well as crew.
Now let me impress on you that incidents of this sort are not of rare occurrence. There is no play of fancy in my statements; they happen every year. Last year (1882) twenty-three vessels were thus saved by lifeboat crews. Another year thirty-three, another year fifty-three, ships were thus saved. As surely and regularly as the year comes round, so surely and regularly are ships and property saved by lifeboats--saved _to the nation_! It cannot be too forcibly pointed out that a wrecked ship is not only an individual, but a national loss. Insurance protects the individual, but insurance cannot, in the nature of things, protect the nation. If you drop a thousand sovereigns in the street, that is a loss to you, but not to the nation; some lucky individual will find the money and circulate it. But if you drop it into the sea, it is lost not only to you, but to the nation, indeed to the world itself, for ever,-- of course taking for granted that our amphibious divers don"t fish it up again!
Well, let us gauge the value of our lifeboats in this light. If a lifeboat saves a ship worth ten or twenty thousand sovereigns from destruction, it presents that sum literally as a free gift to owners _and_ nation. A free gift, I repeat, because lifeboats are provided solely to save life--not property. Saving the latter is, therefore, extraneous service. Of course it would be too much to expect our gallant boatmen to volunteer to work the lifeboats, in the worst of weather, at the imminent risk of their lives, unless they were also allowed an occasional chance of earning salvage. Accordingly, when they save a ship worth, say 20,000 pounds, they are ent.i.tled to put in a claim on the owners for 200 pounds salvage. This sum would be divided (after deducting all expenses, such as payments to helpers, hire of horses, etcetera) between the men and the boat. Thus--deduct, say, 20 pounds expenses leaves 180 pounds to divide into fifteen shares; the crew numbering thirteen men:--
+==================================+==========+13 shares to men at 12 pounds each156 pounds+----------------------------------+----------+2 shares to boat24 pounds+----------------------------------+----------+Total180 pounds+==================================+==========+
Let us now consider the value of loaded ships.
Not very long ago a large Spanish ship was saved by one of our lifeboats. She had grounded on a bank off the south coast of Ireland.
The captain and crew forsook her and escaped to land in their boats.
One man, however, was inadvertently left on board. Soon after, the wind shifted; the ship slipped off the bank into deep water, and drifted to the northward. Her doom appeared to be fixed, but the crew of the Cah.o.r.e lifeboat observed her, launched their boat, and, after a long pull against wind and sea, boarded the ship and found her with seven feet of water in the hold. The duty of the boat"s crew was to save the Spanish sailor, but they did more, they worked the pumps and trimmed the sails and saved the ship as well, and handed her over to an agent for the owners. This vessel and cargo was valued at 20,000 pounds.