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 Britons to the highest pitch. In the absence of Suetonius, the colonists demanded succour of the procurator, who sent them only 200 men, and those badly armed; and with this feeble reinforcement, the garrison shut themselves up in the temple.

With the cunning which seems peculiar to all semi-barbarous nations, the Britons continued to reassure their enemy of their pacific intentions. The consequence was that instead of raising a rampart and digging a ditch round the building, which they might easily have done, the Romans remained in a state of fancied security, neglecting even to send away their women and children, and such as from age and sickness were unable to bear arms.

Suddenly the mask was thrown off. The insurgents, who had gained sufficient time to collect their forces and mature their plans, fell upon the colony, destroying everything before

them, and sparing neither sex nor age. After a siege of several days, the temple was taken by assault, and the garrison put to the sword.

Emboldened by their success, the victors marched to meet Petillius Céréalis who, at the head of the ninth legion, was hastening to the assistance of his countrymen. After a bloody battle, in which the Britons massacred all his infantry, the Roman lieutenant was compelled to seek refuge with his cavalry in the camp.

Terrified at the disaster which his avarice and cruelty had caused, the procurator, Cato Decianus, fled to Gaul, followed by the maledictions of the inhabitants of the province on which he had brought so many evils.

Whilst engaged in the subjugation of the natives of Wales, Suetonius Paulinus received intelligence of the revolt of the Britons against the colonies of the eastern parts of the island. Immediately he sat out on his march for London (Tacitus, "An.," lib. xiv.) This is the first mention which we have in history of this city by the title of Londinum—a city destined, in after years, to become the chief centre of political power and commercial enterprise in Europe; to rival, if not to eclipse, the most famous cities of antiquity in splendour and in influence. Whether London owes its origin to the Romans or the Britons, has long been a disputed, and still remains an unsettled, question. Geffrey of Monmouth, a Welsh historian, gives an account of its foundation, and the origin of its name, which, though treated as a mere superstition by Maitland, is alike interesting and ingenious. He tells us that Brutus formed the design of building a city in Britain, and with this object had a careful survey of the kingdom made, and at last fixed on a spot of ground on the banks of the Thames as the most suitable for his purpose. There he erected a city which was long known by the dignified title of New Troy. That name became subsequently corrupted into Trinovant, and in later days, when Lud, the brother of Cassivellaun, obtained the government, he strongly walled and fortified the city, and changed its name to Caer Lud, or Lud's Town. The subsequent change to London was of course easy. Maitland, however, rejects this story as absurd, and denies the existence of such a city in the days of Cæsar. In justification of this view he very fairly urges the fact that Cæsar makes no mention of any such city, although he is most minute and accurate in his enumeration of the places of importance, camps, fortifications, and towns in Gaul. Moreover, on the banks of the Thames Cæsar's troops had one of their most desperate encounters, forcing the passage of that river, and putting to the route the troops of Cassivellaun. Now, had London been in existence at this time, the defeated forces of Cassivellaun would have retreated thither, or at all events have made the attempt. In either case we should expect some mention of the fact by

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are like the creations of Cadmus—they destroy one another! Roused from the torpor of mind occasioned by the loss of her lover, at the sudden illness of the Squire, Lucy had no

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2 thought for herself—no thought for any one—for any thing but her father, till long after the earth had closed over his remains. The very activity of the latter grief was less dangerous than the quiet of the former; and when the first keenness of sorrow passed away, and her mind gradually and mechanically returned to the remembrance of Clifford, it was with an intensity less strong, and less fatal to her health and happiness than before. She thought it unnatural and criminal to allow any thing else to grieve her, while she had so sacred a grief as that of her loss; and her mind, once aroused into resistance to passion, betrayed a native strength little to have been expected from her apparent character. Sir William Brandon lost no time in returning to town after the burial of his brother. He insisted upon taking his niece with him; and, though with real reluctance, she yielded to his wishes, and accompanied him. By the Squire's will, indeed, Sir William was appointed guardian to Lucy, and she yet wanted more than a year of her majority.

Brandon, with a delicacy very uncommon to him where women (whom he hated) were

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Rh, provided every thing that he thought could in any way conduce to her comfort. He ordered it to be understood in his establishment, that she was its mistress. He arranged and furnished, according to what he imagined her taste, a suite of apartments for her sole accommodation: a separate carriage and servants were appropriated to her use; and he sought, by perpetual presents of books, or flowers, or music, to occupy her thoughts, and atone for the solitude to which his professional duties obliged him so constantly to consign her. These attentions, which showed this strange man in a new light, seemed to bring out many little latent amiabilities, which were usually embedded in the callosities of his rocky nature; and, even despite her causes for grief, and the deep melancholy which consumed her, Lucy was touched with gratitude at kindness doubly soothing in one who, however urbane and polished, was by no means addicted to the little attentions that are considered so gratifying by women; and yet for which they so often despise, while they like him who affords them. There was much in Brandon that wound itself insensibly around the heart.

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4 To one more experienced than Lucy, this involuntary attraction might not have been incompatible with suspicion, and could scarcely have been associated with esteem; and yet for all who knew him intimately, even for the penetrating and selfish Mauleverer, the attraction existed: unprincipled, crafty, hypocritical, even base when it suited his purpose; secretly sneering at the dupes he made, and knowing no code save that of interest and ambition; viewing men only as machines, and opinions only as ladders;—there was yet a tone of powerful feeling sometimes elicited from a heart, that could at the same moment have sacrificed a whole people to the pettiest personal object: and sometimes with Lucy the eloquence or irony of his conversation deepened into a melancholy, a half-suppressed gentleness of sentiment, that accorded with the state of her own mind and interested her kind feelings powerfully in his. It was these peculiarities in his converse, which made Lucy love to hear him, and she gradually learnt to anticipate with a gloomy pleasure, the hour in which, after the occupations of the day, he was accustomed to join her.

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Rh "You look unwell, uncle, to-night," she said, when one evening he entered the room with looks more fatigued than usual; and, rising, she leant tenderly over him, and kissed his forehead.

"Ay!" said Brandon, utterly unwon by, and even unheeding, the caress, "our way of life soon passes into the sear and yellow leaf; and when Macbeth grieved that he might not look to have that which should accompany old age, he had grown doting, and grieved for what was worthless."

"Nay, uncle, 'honour, faith, obedience, troops of friends,'—these surely were worth the sighing for?"

"Pooh! not worth a single sigh! The foolish wishes we form in youth have something noble, and something bodily in them; but those of age are utter shadows, and the shadows of pigmies! Why, what is honour, after all? What is this good name among men? only a sort of heathenish idol, set up to be adored by one set of fools, and scorned by another. Do you not observe, Lucy, that the man you hear most praised by the party you meet to-day, is most abused by that which

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6 you meet to-morrow? Public men are only praised by their party, and their party, sweet Lucy, are such base minions, it moves one's spleen to think one is so little as to be useful to them. Thus a good name is only the good name of a sect, and the members of that sect are only marvellous proper knaves."

"But posterity does justice to those who really deserve fame."

"Posterity! Can you believe that a man who knows what life is, cares for the penny whistles of grown children after his death? Posterity, Lucy,—no! Posterity is but the same perpetuity of fools and rascals; and even were justice desirable at their hands, they could not deal it. Do men agree whether Charles Stuart was a liar or a martyr? for how many ages have we believed Nero a monster! A writer now asks, as if demonstrating a problem, what real historian could doubt that Nero was a paragon? The Patriarchs of Scripture have been declared by modern Philosophy to be a series of astronomical hieroglyphs; and with greater show of truth it has been declared that the Patriot Tell never existed.

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Rh ! the word has gulled men enough without my adding to the number. I, who loathe the living, can scarcely venerate the unborn. Lucy, believe me, that no man can mix largely with men in political life, and not despise every thing that in youth he adored! Age leaves us only one feeling—contempt!"

"Are you belied, then?" said Lucy, pointing to a newspaper, the organ of the party opposed to Brandon.—"Are you belied when you are here called 'ambitious?'—When they call you 'selfish,' and 'grasping'—I know they wrong you; but I confess that I have thought you ambitious; yet can he who despises men, desire their good opinion?"

"Their good opinion!" repeated Brandon, mockingly. "Do we want the bray of the asses we ride?—No!" he resumed after a pause. "It is power, not honour—it is the hope of elevating oneself in every respect, in the world without, as well as in the world of one's own mind: it is this hope which makes me labour where I might rest, and will continue the labour to my grave.—Lucy," continued Brandon, fixing his keen eyes on his

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8 niece, "have you no ambition?—have power, and pomp, and place, no charm for your mind?"

"None!" said Lucy quietly and simply.

"Indeed!—yet there are times when I have thought I recognized my blood in your veins. You are sprung from a once noble, but a fallen race. Are you ever susceptible to the weakness of ancestral pride?"

"You say," answered Lucy, "that we should care not for those who live after us, much less, I imagine, should we care for those who have lived ages before!"

"Prettily answered," said Brandon, smiling.—"I will tell you at one time or another what effect that weakness you despise already, once had, long after your age, upon me. You are early wise on some points—profit by my experience, and be so on all."

"That is to say, in despising all men and all things?" said Lucy, also smiling.

"Well, never mind my creed; you may be wise after your own: but trust one, dearest Lucy, who loves you purely and disinterestedly, and who has weighed with scales balanced to a hair all the

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 Rh to be gleaned from an earth, in which I verily think the harvest was gathered before we were put into it—trust me, Lucy, and never think love, that maiden's dream, so valuable as rank and power: pause well before you yield to the former; accept the latter, the moment they are offered you. Love puts you at the feet of another, and that other a tyrant: rank puts others at your feet, and all those thus subjected are your slaves!"

Lucy moved her chair, (so that the new position concealed her face,) and did not answer; and Brandon in an altered tone continued—

"Would you think, Lucy, that I once was fool enough to imagine that love was a blessing, and to be eagerly sought for? I gave up my hopes, my chances of wealth, of distinction, all that had burnt from the years of boyhood into my very heart. I chose poverty, obscurity, humiliation; but I chose also love. What was my reward? Lucy Brandon, I was deceived—deceived!"

Brandon paused, and Lucy took his hand affectionately, but did not break the silence. Brandon resumed.

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10 "Yes, I was deceived! but I in my turn had a revenge, and a fitting revenge,—for it was not the revenge of hatred, but (and the speaker laughed sardonically) of contempt. Enough of this, Lucy! What I wished to say to you is this—grown men and women know more of the truth of things than ye young persons think for. Love is a mere bauble, and no human being ever exchanged for it one solid advantage without repentance. Believe this; and if rank ever puts itself under those pretty feet, be sure not to spurn the footstool."

So saying, with a slight laugh, Brandon lighted his chamber-candle and left the room for the night. As soon as the lawyer reached his own apartment, he indited to Lord Mauleverer the following epistle.

", dear Mauleverer, do you not come to town? I want you,—your party wants you; perhaps the K—g wants you; and certainly, if you are serious about my niece, the care of your own love-suit should induce you yourself to want to come hither. I have paved the way for you, and, I think, with a little management you may

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Rh anticipate a speedy success: but Lucy is a strange girl,—and perhaps, after all, though you ought to be on the spot, you had better leave her as much as possible in my hands. I know human nature, Mauleverer, and that knowledge is the engine by which I will work your triumph. As for the young lover, I am not quite sure whether it be not better for our sake, that Lucy should have experienced a disappointment on that score; for when a woman has once loved, and the love is utterly hopeless, she puts all vague ideas of other lovers altogether out of her head; she becomes contented with a husband whom she can esteem! sweet canter! But you, Mauleverer, want Lucy to love you! And so she will,—after you have married her! She will love you partly from the advantages she derives from you, partly from familiarity, (to say nothing of your good qualities.) For my part, I think domesticity goes so far, that I believe a woman always inclined to be affectionate to a man whom she has once seen in his nightcap. However, you should come to town; my poor brother's recent death allows us to see no one,—the coast will be clear from rivals; grief has softened my niece's

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12 heart;—in a word, you could not have a better opportunity. Come!

"By the way, you say one of the reasons which made you think ill of this Captain Clifford was, your impression that, in the figure of one of his comrades, you recognized something that appeared to you to resemble one of the fellows who robbed you a few months ago. I understand that, at this moment, the police are in active pursuit of three most accomplished robbers; nor should I be at all surprised, if in this very Clifford were to be found the leader of the gang, viz. the notorious Lovett. I hear that the said leader is a clever and a handsome fellow, of a gentlemanlike address, and that his general associates are two men of the exact stamp of the worthies you have so amusingly described to me. I heard this yesterday from Nabbem, the police-officer, with whom I once scraped acquaintance on a trial; and in my grudge against your rival, I hinted at my suspicion, that he, Captain Clifford, might not impossibly prove this Rinaldo Rinaldini of the roads. Nabbem caught at my hint at once; so that, if it be founded on a true guess, I may flatter my conscience as well as

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Rh my friendship, by the hope that I have had some hand in hanging this Adonis of my niece's. Whether my guess be true or not, Nabbem says he is sure of this Lovett; for one of his gang has promised to betray him. Hang these aspiring dogs! I thought treachery was confined to politics; and that thought makes me turn to public matters,—in which all people are turning with the most edifying celerity."

Sir William Brandon's epistle found Mauleverer in a fitting mood for Lucy and for London. Our worthy peer had been not a little chagrined by Lucy's sudden departure from Bath; and while in doubt whether or not to follow her, the papers had informed him of the Squire's death. Mauleverer, being then fully aware of the impossibility of immediately urging his suit, endeavoured, like the true philosopher he was, to reconcile himself to his hope deferred. Few people were more easily susceptible of consolation than Lord Mauleverer. He found an agreeable lady,

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14 of a face more unfaded than her reputation, to whom he entrusted the care of relieving his leisure moments from ennui; and being a lively woman, the confidante discharged the trust with great satisfaction to Lord Mauleverer, for the space of a fortnight, so that he naturally began to feel his love for Lucy gradually wearing away, by absence and other ties; but just as the triumph of time over passion was growing decisive, the lady left Bath, in company with a tall guardsman, and Mauleverer received Brandon's letter. These two events recalled our excellent lover to a sense of his allegiance; and there being now at Bath no particular attraction to counterbalance the ardour of his affection, Lord Mauleverer ordered the horses to his carriage, and, attended only by his valet, set out for London.

Nothing, perhaps, could convey a better portrait of an aristocrat than a sight of Lord Mauleverer's thin, fastidious features peering forth through the closed window of his luxurious travelling chariot! the rest of the outer man being carefully enveloped in furs, half a dozen novels strewing the seat of the carriage, and a lean French dog,

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Rh exceedingly like its master, sniffing in vain for the fresh air, which, to the imagination of Mauleverer, was peopled with all sorts of asthmas and catarrhs! It was a fitting picture of an aristocrat, for these reasons;—because it conveyed an impression of indolence—of unwholesomeness—of luxury—of pride—and of ridicule! Mauleverer got out of his carriage at Salisbury, to stretch his limbs, and to amuse himself with a cutlet. Our nobleman was well known on the roads, and as nobody could be more affable, he was equally popular. The officious landlord bustled into the room, to wait himself upon his Lordship, and to tell all the news of the place.

"Well, Mr. Cheerly!" said Mauleverer, bestowing a penetrating glance on his cutlet, "the bad times, I see, have not ruined your cook!"

"Indeed, my Lord, your Lordship is very good, and the times, indeed, are very bad—very bad indeed. Is there enough gravy? Perhaps your Lordship will try the pickled onions?"

"The what?—onions!—oh!—ah! nothing can be better; but I never touch them. So, are the roads good?"

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16 "Your Lordship has, I hope, found them good to Salisbury?"

"Ah! I believe so. Oh! to be sure, excellent to Salisbury. But how are they to London? We have had wet weather lately, I think!"

"No, my Lord. Here, the weather has been as dry as a bone."

"Or a cutlet!" muttered Mauleverer; and the host continued—

"As for the roads themselves, my Lord—so far as the roads are concerned, they are pretty good, my Lord! but I can't say as how there is not something about them that might be mended!"

"By no means improbable!—you mean the inns and the turnpikes?" rejoined Mauleverer.

"Your Lordship is pleased to be facetious;—no! I meant something worse than them!"

"What! the cooks?"

"No, my Lord,—the highwaymen!"

"The highwaymen!—indeed!" said Mauleverer anxiously; for he had with him a case of diamonds, which at that time were, on grand occasions, often the ornaments of a gentleman's dress,

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Rh in the shape of buttons, buckles, &c.; he had also a tolerably large sum of ready money about him, a blessing he had lately begun to find very rare:—"By the way, the rascals robbed me before on this very road. My pistols shall be loaded this time.—Mr. Cheerly, you had better order the horses; one may as well escape the night-fall!"

"Certainly, my Lord, certainly.—Jem, the horses immediately!—Your Lordship will have another cutlet?"

"Not a morsel!"

"A tart?"

"A devnot for the world!"

"Bring the cheese, John!"

"Much obliged to you, Mr. Cheerly, but I have dined; and if I have not done justice to your good cheer, thank yourself and the highwaymen.—Where do these highwaymen attack one?"

"Why, my Lord, the neighbourhood of Reading is, I believe, the worst part; but they are very troublesome all the way to Salthill."

"Damnation!—the very neighbourhood in which the knaves robbed me before!—You may well call

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18 them troublesome! Why the deuce don't the police clear the county of such a moveable species of trouble?"

"Indeed, my Lord, I don't know; but they say as how Captain Lovett, the famous robber, be one of the set; and nobody can catch him, I fear!"

"Because, I suppose, the dog has the sense to bribe as well as bully.—What is the general number of these ruffians?"

"Why, my Lord, sometimes one, sometimes two, but seldom more than three."

Mauleverer drew himself up. "My dear diamonds, and my pretty purse!" thought he; "I may save you yet!"

"Have you been long plagued with the fellows?" he asked, after a pause, as he was paying his bill.

"Why, my Lord, we have, and we have not: I fancy as how they have a sort of haunt near Reading, for sometimes they are intolerable just about there, and sometimes they are quiet for months together! For instance, my Lord, we thought them all gone some time ago; but lately they have regularly stopped every one, though I

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Rh hear as how they have cleared no great booty as yet."

Here the waiter announced the horses, and Mauleverer slowly re-entered his carriage, among the bows and smiles of the charmed spirits of the hostelry.

During the daylight, Mauleverer, who was naturally of a gallant and fearless temper, thought no more of the highwaymen,—a species of danger so common at that time, that it was almost considered disgraceful to suffer the dread of it to be a cause of delay on the road. Travellers seldom deemed it best to lose time in order to save money; and they carried with them a stout heart and a brace of pistols, instead of sleeping all night on the road. Mauleverer, rather a preux chevalier, was precisely of this order of wayfarers; and a night at an inn, when it was possible to avoid it, was to him, as to most rich Englishmen, a tedious torture most zealously to be shunned. It never, therefore, entered into the head of our excellent nobleman, despite his experience, that his diamonds and his purse might be saved from all danger, if he would consent to deposit them, with his own

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2 persons to establish a fishing station, and a severe winter followed, the colonists became disheartened and built the Virginia which carried them home in safety and which subsequently made several voyages across the Atlantic.

The Onrust, of sixteen tons, was built at Manhattan in 1613–14, by Adrian Block and his companions, to replace the Tiger, which had been damaged by are beyond repair. After exploring the coasts of New England and Delaware Bay, she sailed for Holland with a cargo of furs. The Blessing of the Bay, a barque of thirty tons, was built by order of Governor John Winthrop at Medford, near Boston, and was launched amid solemn rejoicings by the Puritans on July 4, 1631. This little vessel was intended to give the New England colonists a means of communication with their neighbors at New Amsterdam less difficult than that through the wilderness. So we see that shipbuilding was begun in America under the pressure of necessity, and it was fostered by the conditions of life in the new country.

In the year 1668, the ship-building in New England, small as it may now seem, had become sufficiently important to attract the attention of Sir Josiah Child, sometime Chairman of the Court of Directors of the East India Company, who in his Discourse on Trade protests with patriotic alarm: "Of all the American plantations, His Majesty has none so apt for building of shipping as New England, nor any comparably so qualified for the breeding of seamen, not only by reason of the natural industry of that people, but principally by reason

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20 person, at some place of hospitable reception; nor, indeed, was it till he was within a stage of Reading, and the twilight had entirely closed in, that he troubled his head much on the matter. But while the horses were putting to, he summoned the postboys to him, and, after regarding their countenances with the eye of a man accustomed to read physiognomies, he thus eloquently addressed them:—

"Gentlemen,—I am informed that there is some danger of being robbed between this town and Salthill. Now, I beg to inform you, that I think it next to impossible for four horses properly directed, to be stopped by less than four men. To that number I shall probably yield; to a less number I shall most assuredly give nothing but bullets.—You understand me?"

The postboys grinned, touched their hats, and Mauleverer slowly continued—

"If, therefore,—mark me,—one, two, or three men stop your horses, and I find that the use of your whips and spurs are ineffectual in releasing the animals from the hold of the robbers, I intend with these pistols—you observe them—to

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Rh shoot at the gentlemen who detain you; but as though I am generally a dead shot, my eyesight wavers a little in the dark, I think it very possible that I may have the misfortune to shoot you, gentlemen, instead of the robbers! You see, the rascals will be close by you, sufficiently so to put you in jeopardy, unless, indeed, you knock them down with the butt end of your whips. I merely mention this, that you may be prepared. Should such a mistake occur, you need not be uneasy beforehand, for I will take every possible care of your widows; should it not, and should we reach Salthill in safety, I intend to testify my sense of the excellence of your driving, by a present of ten guineas a-piece! Gentlemen, I have done with you. I give you my honour, as a British nobleman, that I am serious in what I have said to you. Do me the favour to mount."

Mauleverer then called his favourite servant, who sat in the dickey in front, (rumble-tumbles not being then in use)—

"Smoothson," said he, "the last time we were attacked on this very road, you behaved damnably. See that you do better this time, or it may be the

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22 worse for you. You have pistols to-night about you, eh! Well! that's right! And you are sure they're loaded. Very well! Now, then, if we are stopped, don't lose a moment. Jump down and fire one of your pistols at the first robber. Keep the other for a sure aim. One shot is to intimidate, the second to slay. You comprehend! My pistols are in excellent order, I suppose. Lend me the ramrod. So so! No trick this time!"

"They would kill a fly, my Lord, provided your Lordship fired straight upon it."

"I do not doubt you!" said Mauleverer, "light the lanthorns, and tell the postboys to drive on!"

It was a frosty and tolerably clear night. The dusk of the twilight had melted away beneath the moon, which had just risen, and the hoary rime glittered from the bushes and the sward, breaking into a thousand diamonds, as it caught the rays of the stars. On went the horses briskly, their breath steaming against the fresh air, and their hoofs sounding cheerily on the hard ground.

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Rh The rapid motion of the carriage—the bracing coolness of the night—and the excitement occasioned by anxiety and the forethought of danger, all conspired to stir the languid blood of Lord Mauleverer into a vigorous and exhilarated sensation, natural in youth to his character, but utterly contrary to the nature he had imbibed from the customs of his manhood.

He felt his pistols, and his hands trembled a little, as he did so:—not the least from fear, but from that restlessness and eagerness peculiar to nervous persons placed in a new situation.

"In this country," said he to himself, "I have been only once robbed in the course of my life. It was then a little my fault; for before I took to my pistols, I should have been certain they were loaded. To-night, I shall be sure to avoid a similar blunder; and my pistols have an eloquence in their barrels which is exceedingly moving. Humph, another milestone. These fellows drive well; but we are entering a pretty looking spot for Messieurs the disciples of Robin Hood!"

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24 It was indeed a picturesque spot, by which the carriage was now rapidly whirling. A few miles from Maidenhead, on the Henley road, our readers will probably remember a small track of forest-like land, lying on either side of the road. To the left, the green waste bears away among trees and bushes; and one skilled in the country may pass from that spot, through a landscape as little tenanted as green Sherwood was formerly, into the chains of wild common and deep beech-woods which border a certain portion of Oxfordshire, and contrast so beautifully the general characteristics of that county.

At the time we speak of, the country was even far wilder than it is now, and just on that point where the Henley and the Reading roads unite was a spot (communicating then with the waste land we have described) than which perhaps few places could be more adapted to the purposes of such true men as have recourse to the primary law of nature. Certain it was, that at this part of the road Mauleverer looked more anxiously from his window than he had hitherto done, and apparently

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 Rh of their cod and mackerel fisheries, and, in my poor opinion, there is nothing more prejudicial, and in prospect more dangerous, to any mother kingdom, than the increase in shipping in her colonies, plantations, and provinces."

The apprehension of the worthy Sir Josiah was well founded, for at that period most of the spars and much of the timber which went into the construction of the East Indiamen and the fighting ships of his royal master, King Charles II., had grown in American soil, and of 1332 vessels registered as built in New England between 1674 and 1714, no less than 289 were built for or sold to merchants abroad. Not that they were better than foreign built vessels, but on account of the plentiful supply of timber they could be built more cheaply in America than in Great Britain and on the Continent.

The industry was in a promising and healthy condition, and so continued, until in 1720 the London shipwrights informed the Lords of Trade that the New England shipyards had drawn away so many men "that there were not enough left to carry on the work." They therefore prayed that colonial built ships be excluded from all trade except with Great Britain and her colonies, and that the colonists be forbidden to build ships above a certain size. The Lords of Trade, though fine crusty old protectionists, were unable to see their way to granting any such prayer as this, and so ship-building continued to flourish in America. In the year 1769, the colonists along the whole Atlantic coast launched 389 vessels, of which 113 were

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Page:Paul Clifford Vol 3.djvu/33

Rh the increased earnestness of his survey, was not altogether without meeting its reward.

About a hundred yards to the left, three dark objects were just discernible in the shade; a moment more, and the objects emerging grew into the forms of three men, well mounted, and riding at a brisk trot.

"Only three!" thought Mauleverer, "that is well;" and leaning from the front-window with a pistol in either hand, Mauleverer cried out to the postboys in a stern tone, "Drive on, and recollect what I told you!—Remember!" he added to his servant. The postboys scarcely looked round, but their spurs were buried in their horses, and the animals flew on like lightning.

The three strangers made a halt, as if in conference: their decision was prompt. Two wheeled round from their comrade, and darted at full gallop by the carriage. Mauleverer's pistol was already protruded from the front-window, when to his astonishment, and to the utter baffling of his ingenious admonition to his drivers, he beheld the two postboys knocked from their horses one

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4. It should not, however, be imagined that these vessels were formidable in size. The whole 389 had an aggregate register of 20,001 tons, an average of slightly over 50 tons each. Of these vessels 137, of 8013 tons, were built in Massachusetts; 45, of 2452 tons in New Hampshire; 50, of 1542 tons, in Connecticut; 19, of 955 tons, in New York; 22, of 1469 tons, in Pennsylvania. It is probable that few of them exceeded 100 tons register, and that none was over 200 tons register.

With the advent of the Revolutionary War, the rivalry on the sea between the older and the younger country took a more serious turn. Centuries before clipper ships were ever thought of, England had claimed, through her repeated and victorious naval wars against Spain, Holland, France, and lesser nations, the proud title of Mistress of the Seas, but in the Revolutionary War with her American colonies and the War of 1812 with the United States, her battleships and fleets of merchantmen were sorely harassed by the swift, light-built, and heavily-armed American frigates and privateers. While it cannot be said that the naval power of England upon the ocean was seriously impaired, yet the speed of the American vessels and the skill and gallantry with which they were fought and handled, made it apparent that the young giant of the West might some day claim the sceptre of the sea as his own.

During the latter half of the eighteenth century, however, the leading nation in the modelling and construction of ships was France, and during this period the finest frigates owned in the British Navy

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Page:Paul Clifford Vol 3.djvu/34

26 after the other with a celerity that scarcely allowed him an exclamation; and before he had recovered his self-possession, the horses taking fright (and their fright being skilfully taken advantage of by the highwaymen), the carriage was fairly whirled into a ditch on the right side of the road, and upset. Meanwhile, Smoothson had leapt from his station in the front, and having fired, though without effect, at the third robber, who approached menacingly towards him, he gained the time to open the carriage door, and extricate his master.

The moment Mauleverer found himself on terra firma, he prepared his courage for offensive measures, and he and Smoothson standing side by side in front of the unfortunate vehicle, presented no unformidable aspect to the enemy. The two robbers who had so decisively rid themselves of the postboys, acted with no less determination towards the horses. One of them dismounted, cut the traces, and suffered the plunging quadrupeds to go whither they listed. This measure was not however allowed to be taken with impunity; a ball from Mauleverer's pistol passed through the hat of the highwayman with an aim so slightly

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text:
Page:Paul Clifford Vol 3.djvu/35

Rh erring, that it whizzed among the locks of the astounded hero with a sound that sent a terror to his heart, no less from a love of his head, than from anxiety for his hair. The shock staggered him for a moment; and a second shot from the hand of Mauleverer would have probably finished his earthly career, had not the third robber, who had hitherto remained almost inactive, thrown himself from his horse, which tutored to such docility remained perfectly still, and advancing with a bold step and a levelled pistol toward Mauleverer and his servant, said in a resolute voice, "Gentlemen, it is useless to struggle; we are well armed, and resolved on effecting our purpose: your persons shall be safe, if you lay down your arms, and also such part of your property as you may particularly wish to retain. But if you resist, I cannot answer for your lives!"

Mauleverer had listened patiently to this speech in order that he might have more time for adjusting his aim: his reply was a bullet, which grazed the side of the speaker and tore away the skin, without inflicting any more dangerous wound. Muttering a curse upon the error of his aim, and

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Page:Paul Clifford Vol 3.djvu/36

28 resolute to the last, when his blood was once up, Mauleverer backed one pace, drew his sword, and threw himself into the attitude of a champion well skilled in the use of the instrument he wore.

But that incomparable personage was in a fair way of ascertaining what happiness in the world to come is reserved for a man who has spared no pains to make himself comfortable in this. For the two first and most active robbers having finished the achievement of the horses, now approached Mauleverer, and the taller of them, still indignant at the late peril to his hair, cried out in a Stentorian voice—

"By G—d! you old fool, if you don't throw down your toasting-fork, I'll be the death of you!"

The speaker suited the action to the word, by cocking an immense pistol; Mauleverer stood his ground, but Smoothson retreated, and stumbling against the wheel of the carriage fell backward; the next instant, the second highwayman had possessed himself of the valet's pistols, and, quietly seated on the fallen man's stomach, amused himself by inspecting the contents of the domestic's pockets. Mauleverer was now alone, and his

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Page:Paul Clifford Vol 3.djvu/37

Rh stubbornness so enraged the tall bully, that his hand was already on his trigger, when the third robber, whose side Mauleverer's bullet had grazed, thrust himself between the two.—"Hold, Ned!" said he, pushing back his comrade's pistol.—"And you, my Lord, whose rashness ought to cost you your life, learn that men can rob generously." So saying, with one dexterous stroke from the robber's riding-whip, Mauleverer's sword flew upwards, and alighted at the distance of ten yards from its owner.

"Approach now," said the victor to his comrades. "Rifle the carriage, and with all despatch." The tall highwayman hastened to execute this order; and the lesser one having satisfactorily finished the inquisition into Mr. Smoothson's pockets, drew forth from his own pouch a tolerably thick rope; with this he tied the hands of the prostrate valet, moralizing as he wound the rope round and round the wrists of the fallen man, in the following edifying strain:—

"Lie still, Sir, lie still, I beseech you; all wise men are fatalists; and no proverb is more pithy than that which says, 'What can't be cured must

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30 be endured.' Lie still I tell you; little, perhaps, do you think that you are performing one of the noblest functions of humanity: yes, Sir, you are filling the pockets of the destitute, and by my present action, I am securing you from any weakness of the flesh likely to impede so praiseworthy an end, and so hazard, the excellence of your action. There, Sir, your hands are tight,—lie still and reflect."

As he said this, with three gentle applications of his feet, the moralist rolled Mr. Smoothson into the ditch, and hastened to join his lengthy comrade in his pleasing occupation.

In the interim, Mauleverer and the third robber (who in the true spirit of government, remained dignified and inactive while his followers plundered what he certainly designed to share, if not to monopolize,) stood within a few feet of each other, face to face.

Mauleverer had now convinced himself that all endeavour to save his property was hopeless, and he had also the consolation of thinking he had done his best to defend it. He therefore bade all his thoughts return to the care of his person. He

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Rh adjusted his fur collar around his neck with great sang froid, drew on his gloves, and, patting his terrified poodle, who sat shivering on its haunches with one paw raised, and nervously trembling, he said—

"You, Sir, seem to be a civil person, and I really should have felt quite sorry if I had had the misfortune to wound you. You are not hurt, I trust. Pray, if I may enquire, how am I to proceed? my carriage is in the ditch, and my horses by this time are probably at the end of the world."

"As for that matter," said the robber, whose face, like those of his comrades, was closely masked in the approved fashion of highwaymen of that day, "I believe you will have to walk to Maidenhead,—it is not far, and the night is fine!"

"A very trifling hardship, indeed!" said Mauleverer ironically; but his new acquaintance made no reply, nor did he appear at all desirous of entering into any farther conversation with Mauleverer.

The Earl, therefore, after watching the operations of the other robbers for some moments,

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Page:Paul Clifford Vol 3.djvu/40

32 turned on his heel, and remained humming an opera tune, with dignified indifference, until the pair had finished rifling the carriage, and seizing Mauleverer, proceeded to rifle him.

With a curled lip and a raised brow, that supreme personage suffered himself to be, as the taller robber expressed it, "cleaned out." His watch, his rings, his purse, and his snuff-box, all went. It was long since the rascals had captured such a booty.

They had scarcely finished when the postboys, who had now begun to look about them, uttered a simultaneous cry, and at some distance a waggon was seen heavily approaching. Mauleverer really wanted his money, to say nothing of his diamonds; and so soon as he perceived assistance at hand, a new hope darted within him. His sword still lay on the ground; he sprang towards it—seized it, uttered a shout for help, and threw himself fiercely on the highwayman who had disarmed him; but the robber, warding off the blade with his whip, retreated to his saddle, which he managed, despite of Mauleverer's lunges, to regain with impunity.

The other two had already mounted, and

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Rh a minute afterwards not a vestige of the trio was visible. "This is what may fairly be called single blessedness!" said Mauleverer, as, dropping his useless sword, he thrust his hands into his pockets.

Leaving our peerless peer to find his way to Maidenhead on foot, accompanied (to say nothing of the poodle) by one waggoner, two postboys, and the released Mr. Smoothson, all four charming him with their condolences, we follow with our story the steps of the three alieni appetentes.

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text: Paul Clifford/Volume 3/Chapter 1

title: Paul Clifford/Volume 3/Chapter 1


text: Air Service Boys Flying for Victory/Chapter 6


text:
Author:John Davis (1829-1885)

Works

 * Tracks of McKinlay and party across Australia (1863)

Works about Davis

 * Death of an explorer in South Australian Advertiser (1885)

title: Author:John Davis (1829-1885)


text:
Author:William Westgarth

Works

 * (ed.) Tracks of McKinlay across Australia by John Davis
 * A Report on the Position, Capabilities, and Prospects of the Australian Aborigines (1846)
 * Victoria, late Australia Felix, or Port Phillip District of New South Wales (Edinburgh, 1853)
 * Victoria and the Australian Gold Mines in 1857 (London, 1857)
 * Personal Recollections of Early Melbourne and Victoria (Melbourne, 1888)
 * Half a Century of Australasian Progress: a Personal Retrospect (London, 1889)

title: Author:William Westgarth


text:
Page:The Clipper Ship Era.djvu/25

Rh were those captured from the French. The frigate was indeed invented in England, the first being the Constant Warwick, launched in 1647, by Peter Pett, who caused the fact of his being the inventor of the frigate to be engraved upon his tomb; but in the improvement of the type, England had long been outstripped by her neighbor across the channel. William James, the well known historian of the British Navy, makes mention of the French forty-gun frigate Hebe which was captured by the British frigate Rainbow in 1782, and records that "this prize did prove a most valuable acquisition to the service, there being few British frigates even of the present day (1847) which, in size and exterior form, are not copied from the Hebe." As late as 1821 the Arrow, for many years the fastest yacht owned in England, was modelled from the lines of a French lugger, recently wrecked upon the Dorset coast, which proved to be a well known smuggler that had for years eluded the vigilance of H. M. excise cutters, always escaping capture, although often sighted, through her superior speed.

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6 The United States no less than Great Britain was indebted to France for improvements in the models of her ships at this period. During the Revolutionary War, when a treaty was entered into between France and the United States in 1778, a number of French frigates and luggers appeared in American waters. The luggers, rating from one hundred and fifty to two hundred tons and some even higher, belonged to the type used by the privateersmen of Brittany, a scourge upon every sea where the merchant flag of an enemy was to be found. They were the fastest craft afloat in their day. When the French frigates and luggers were dry docked in American ports for cleaning or repairs, their lines were carefully taken off by enterprising young shipwrights and were diligently studied. It was from these vessels that the first American frigates and privateers originated, and among the latter were the famous Baltimore vessels which probably during the War of 1812 first became known as "Baltimore clippers."

Congress ordered four frigates and three sloops of war to be built in 1778, and almost countless privateers suddenly sprang into existence at ports along the Atlantic seaboard, most of them copied from models of the French vessels. One of the frigates, the Alliance, named to commemorate the alliance between France and the United States, was built at Salisbury, Massachusetts, by William and John Hatkett. Her length was 151 feet, breadth 36 feet, and depth of hold 12 feet 6 inches, and she drew when ready for sea 14 feet 8 inches aft and 9 feet forward. She was a favorite with the whole

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Page:The Clipper Ship Era.djvu/27

Rh navy by reason of her speed and beauty, and on her first voyage she had the honor of conveying Lafayette to France, At the close of the war she was sold by the Government and became a merchantman famous in the China and India trade. Several of the privateers were built and fitted out at Portsmouth, New Hampshire, and Newburyport, Massachusetts. Those in which Nathaniel Tracy was interested captured no less than 120 vessels, amounting to 23,360 tons, which with their cargoes were condemned and sold for 3,950,000 specie dollars; and with these prizes were taken 2220 prisoners of war. Many other instances of this nature might, of course, be mentioned, but the important point is the fact that in the latter part of the eighteenth century and the early part of the nineteenth, as well, the fastest vessels owned or built in the United States and Great Britain were from French models.

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text: Author talk:John Davis (1829-1885)

title: Author talk:John Davis (1829-1885)


text:
Page:The Clipper Ship Era.djvu/28

8 The characteristics of the French model were a beautifully rounded bow, by no means sharp along the water-line, easy sectional lines developing into a full, powerful forebody and midship section, and great dead rise at half floor. The greatest breadth was well forward of amidships and at the waterline, with a slight, gracefully rounded tumble home to the plank-sheer. The after-body was finely moulded, clean, sharp, and long, with a powerful transom and quarters. The time-honored cod's head and mackerel's tail: the figureheads and ornamentation of the quarters and stern, were veritable works of art. By comparing the models of the British frigates of that day to be seen in the Naval Museum at Greenwich, and the lines of the American frigates and Baltimore clippers of the same period, with the models still preserved in the Louvre, it is easy to trace a family likeness among them all, the parent being of French origin. The grandparent also might easily be identified, in the Italian galleys of Genoa and Venice, though this is of no importance to our present purpose.

That the American vessels showed a marked superiority in point of speed over British men-of-war and merchant ships during these two wars is the more remarkable from the fact that frigates had been built in England for a century and a half, as we have seen, and, while it is true that two vessels for the British Government were built at Portsmouth previous to the Revolutionary War—the

title: Page:The Clipper Ship Era.djvu/28


text:
South Australian Advertiser/Obituary/John Davis

It is with regret that we announce the death of Mr. John Davis, of the Civil Service, which occurred at his residence, Payneham, on Tuesday afternoon. The deceased, who was well-known in the colony, came from India to South Australia and accompanied McKinlay in his expedition across the continent. The details of that expedition have been handed down to posterity by the late Mr. Davis, who wrote an exceedingly interesting  account, which was published in book-form, the book also containing a number of plates which faithfully portrayed the character of the country passed through. In McKinlay's party the deceased gentleman had charge of the camels, his previous experience with the "ships of the desert" in India admirably fitting him for the post. It was in 1861 that McKinlay, whose renown as an explorer and a bushman had become known to the Government, was appointed to the position of leader of an expedition to search for the Burke and Wills party. Mr. Davis volunteered for the expedition, and on his return published the work referred to above under the title of "Tracks of McKinlay Across Australia." The chief object of the expedition was the discovery and relief of Burke's party, to acquire a knowledge of the country between Eyre's Creek and Central Mount Stuart, and lastly to visit the western shores of Lake Eyre. The party set out on August 16, 1861, with a team of bullocks, seventy sheep, two packhorses, and four camels. Arriving at Cooper's Creek McKinlay was conducted by the natives to the grave of Gray, one of Burke's party, and shortly afterwards he learned the fate of Burke and Wills, whose remains were found at Cooper's Creek. The party then proceeded to explore towards Central Mount Stuart, and crossed the Stony Desert, described as a "succession of bronzed undulations." After suffering great hardships the party reached Melbourne on September 25, 1862, or a little over thirteen months after leaving Adelaide. In April, 1864, Colonel Finniss was appointed Government Resident at the Northern Territory, and was dispatched thither with an expedition to form a new settlement. In this expedition, which is commonly known as the "Escape Cliffs expedition," Mr. Davis joined, and was given the position of assistant storekeeper. Some time after Mr. Goyder's survey of the Northern Territory Mr. Davis, who in the meantime had returned to Adelaide, went to the Territory as agent for several land-order holders and selected a deal of pastoral country. This occupied some time, and on Mr. Davis returning to Adelaide and remaining some time he procured a position in the water works department, which he retained up to the time of his death, a period of about thirteen years. Mr. Davis was a painstaking careful officer, and his comparatively early death at the age of fifty-six is greatly regretted. The deceased leaves, a widow and three daughters.


text: Index:Tracks of McKinlay and party across Australia.djvu


text: Tracks of McKinlay and party across Australia


text: Unnamed Essay (1971)

title: Unnamed Essay (1971)


text: The Dictionary of Australasian Biography/M'Gowan, Samuel Walker


text:
Page:The Clipper Ship Era.djvu/314

URING the year 1854 no less than twenty passages were made from Atlantic ports to San Francisco in 110 days or less. The Flying Cloud repeated her famous record passage of 89 days, and was followed by the Romance of the Seas, 96 days; Witchcraft, 97 days; David Brown, 98 days, and Hurricane, 99 days. The abstract log of the Flying Cloud is as follows:

On this passage the Flying Cloud gave a fine example of her sailing qualities. She sailed eight days after the Archer, also an exceedingly fast ship, and led her into San Francisco by nine days. Captain Creesy received a grand ovation on this, his second record passage, and the merchants of San Francisco, always generous and hospitable, vied with each other to do him honor. Upon his return to New

title: Page:The Clipper Ship Era.djvu/314


text: The Dictionary of Australasian Biography/MacGregor, Duncan


text: The Dictionary of Australasian Biography/MacGregor, Sir William


text: The Dictionary of Australasian Biography/McIlwraith, Hon. Sir Thomas


text: The Dictionary of Australasian Biography/Mackay, Hon. Angus


text: The Dictionary of Australasian Biography/M'Kean, Hon. James


text: The Dictionary of Australasian Biography/MacKellar, Hon. Charles Kinnaird


text:
Author:Jacob Benjamin Salutsky Hardman

Works

 * The Late-Lamented American Labor Party. Labor and Nation, January–February (1948)
 * Editorial comments in The Advance(1920-44)

title: Author:Jacob Benjamin Salutsky Hardman


text: The Dictionary of Australasian Biography/Mackelvie, James Tannock


text: The Dictionary of Australasian Biography/Mackenzie, Lieut-Col. Henry Douglas


text: The Dictionary of Australasian Biography/McKenzie, Hon. John


text:
Talk:The Necessity of Atheism (Brooks)/Chapter XVI

Speakers for labor
I generally try to include author links in the text but labor leaders cited in this chapter are not always easy to identify with currently available resources and/or do not meet the WS expectations of an "Author". Jeepday (talk)


text:
Page:The Clipper Ship Era.djvu/369

Rh the Alhambra (1857), and William H. Webb built only one ship for the California trade, the Black Hawk, beside the Resolute, and the barque Trieste (1857), and the barque Harvest Queen (1858). The same depression was felt in all the yards along the Atlantic coast. British ship-builders had made such rapid progress in the construction and speed of their vessels that it was now difficult for American ships to obtain charters from China to England. From 1857 to 1861, they were to be found lying idle for months at a time in Manila Bay, Hong-kong harbor, Foo-chow, Shanghai, and Calcutta, seeking employment.

The depression in the oversea carrying trade was felt quite as much by the ship-owners of Great Britain as by those of the United States, and while of short duration, was as serious there as in the United States. It was at this period, however, that Great Britain began to feel the benefit of Free Trade in her ship-building industry, and entered upon her conquest of the world's oversea carrying trade. In this her ship-builders were greatly assisted by the introduction of iron as a material for construction. In 1855 the Committee of Lloyd's Register had framed rules for the classification of iron ships, as their number had so increased, and the demand of ship-owners for their official recognition had become so general, that they could no longer be ignored. The screw propeller was also beginning to supersede side-wheels as a means of propulsion, and some of the ablest men in Great Britain were engaged upon the development and improvement of the marine engine and boiler.

title: Page:The Clipper Ship Era.djvu/369


text: The Dictionary of Australasian Biography/Mackenzie, Sir Robert Ramsay


text: Page:The Clipper Ship Era.djvu/368

title: Page:The Clipper Ship Era.djvu/368


text: The Dictionary of Australasian Biography/McKerrow, James


text: The Dictionary of Australasian Biography/McKinlay, John


text:
Page:The Clipper Ship Era.djvu/370

292 The steam tonnage of the British Empire—mostly engaged in the oversea carrying trade—had increased from 204,654 tons in 1851 to 417,717 tons in 1856, whereas the steam tonnage of the United States engaged in the oversea carrying trade had increased from 62,390 tons in 1851 to 115,045 tons in 1855, but had decreased to 89,715 tons in 1856. It should be noted that while a large proportion of the steam tonnage of Great Britain consisted of iron vessels, many of them being screw steamers, the steam vessels of the United States were very nearly, if not all, still constructed of wood and propelled by side-wheels.

The first symptoms of the decadence of the American merchant marine were the falling-off in the sales of American tonnage to foreign countries—the reduction being from 65,000 tons in 1855 to 42,000 tons in 1856, declining to 26,000 tons in 1858 and to 17,000 tons in 1860, a falling-off of 75% in five years—then in the total tonnage of vessels built in the United States, which fell from 583,450 tons in 1855 to 469,393 tons in 1856, and to 378,804 tons in 1857.

These facts refute the historic falsehood that the Alabama and her consorts were the first and immediate cause of decadence in the American merchant marine. As a matter of fact, neither the depression preceding the Civil War, nor the depredations of Confederate privateers, nor the Civil War itself, have had any material bearing upon the decline of American shipping during the last fifty years. The gigantic task of driving the American flag from the ocean has been accomplished

title: Page:The Clipper Ship Era.djvu/370


text: Page:The Clipper Ship Era.djvu/253

title: Page:The Clipper Ship Era.djvu/253


text: Page:The Clipper Ship Era.djvu/254

title: Page:The Clipper Ship Era.djvu/254


text:
Page:The Clipper Ship Era.djvu/265

Rh be said that Captain Maxton, her commander, drove her into one side of a sea and out the other; at all events, she was generally known among sailormen as the "Diving Bell."

The British clippers of this type, which was extremely sharp and narrow, very nearly held their own against the American ships, and it is much to be regretted that there never was a fair and square race between them; for no British and American clipper ships ever sailed from China near enough together to afford a satisfactory test of speed.

The Lord of the Isles made the remarkable run from Shanghai to London in 1855 during the northeast monsoon of 87 days. In 1856 she sailed against the American clipper barque Maury, commanded by Captain Fletcher, from Poo-chow to London, both carrying new teas. In this year a premium of £1 per ton on the freight was offered for the first ship home during the season. The reward was offered without regard to the length of the passage, and was intended to encourage quick despatch in loading as well as fast sailing. The Lord of the Isles finished loading and sailed four days ahead of the Maury. Both vessels arrived in the Downs on the same morning and passed Gravesend within ten minutes of each other, the Maury leading, but Captain Maxton, having the smartest tug, succeeded in getting his ship first into dock, and so won the prize. The Maury was an exceedingly pretty barque of about 600 tons, built by Roosevelt & Joyce, and owned by A. A. Low & Brother. She was a very similar vessel to the barques Fairy, Penguin, and Benefactor, by the same builders, all engaged in the

title: Page:The Clipper Ship Era.djvu/265


text: The Dictionary of Australasian Biography/Mackinnon, Lauchlan


text: The Dictionary of Australasian Biography/MacLaurin, Hon. Henry Norman


text: The Dictionary of Australasian Biography/M'Lean, Hon. Allan


text: The Dictionary of Australasian Biography/McLean, Sir Donald


text:
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Rh Canton, January 5th, in the height of the northeast monsoon, and made the run, remarkable even at that season of the year, of 7 days 12 hours from Canton to Java Head, while the three British clippers, Stornoway, Chrysolite, and Challenger, sailed later with a moderate monsoon, and the Challenge, Surprise, and Nightingale later still, when the monsoon was less favorable. The rate of freight this year was £8 per ton, the highest that was ever paid.

This race, if so it can be called, resulted in "win, tie, or wrangle " as it was claimed, for one reason or another, by every vessel engaged in it, and ended by Sampson & Tappan, of Boston, offering to match the Nightingale for £10,000 against any ship, British or American, for a race to China and back. The rivalry of the American clipper ships among themselves was as keen as with those of Great Britain, and this challenge was intended for the Navigation Club, of Boston, of which Sampson & Tappan were not members, and for New York as well, quite as much as for the British clippers; but it found no response from either side of the Atlantic.

The Nightingale was owned by Sampson & Tappan for a number of years, during which she made some exceedingly fast passages, under the command of Captain Samuel Mather. Among them were the passage from Portsmouth, England, to Shanghai, against the northeast monsoon, in 106 days in 1853; and during the year 1855 a passage from Shanghai to London in 91 days, and from Batavia Roads to London in 70 days, an average of 197 miles per day, her best day's run being 336 miles.

The Surprise proved one of the most successful

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N view of the keen rivalry at this period, James Baines & Co. determined to own the finest and fastest ships that could be constructed, and accordingly placed an order with Donald McKay to build four clipper ships for their Australian line. These vessels were the Lightning, 2084 tons; the Champion of the Seas, 2448 tons; James Baines, 2515 tons; and Donald McKay, 2598 tons, all launched in 1854, with the exception of the Donald McKay, which was not completed until January, 1855. This firm also bought from Mr. McKay the sister ships Japan and Commodore Perry, 1964 tons each, while they were on the stocks in course of construction.

These ships designed for the Australian trade were very similar to the later California clipper ships built by Mr. McKay, though with less dead-rise and sharper ends; they were fitted with large accommodation for cabin and steerage passengers; while the Japan and Commodore Perry were somewhat fuller ships than the others, and were designed with a view to carry large cargoes rather than to attain high speed.

The Lightning measured: length 244 feet, breadth 44 feet, depth 23 feet, with 20 inches dead-rise at

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208 American clippers in the China trade. After her first voyage she was for a number of years commanded by the captains Charles Ranlett, father and son, and in their hands made many fine passages—she made eleven consecutive passages from China to New York in 89 days or less, six from Hong-kong, and five from Shanghai, the best being 81 days from Shanghai, in 1857. Among other fast passages from Canton to New York may be mentioned those of the Stag-Hound 85, 91, and 92 days; Flying Cloud, 94 and 96 days; N. B. Palmer, 84 days; Comet, Panama, and Hurricane, each 99 days; Sword-Fish, 80 days; Sea Serpent, 88 days; Vancouver, 96 days; Mandarin, 89 days; but I am unable to find that Captain Waterman's passage of 77 days in the Sea Witch in 1848, and 78 days in the Natchez in 1845, from Canton to New York, have ever been beaten. In 1854 the Comet made a record passage of 84 days from Liverpool to Hong-kong, an average of 212 miles per day, and in the same year the Typhoon made the run from the Lizard to Calcutta in 80 days.

In Great Britain the Cairngorm, of 1250 tons register, was built in 1853 by Alexander Hall & Co., and owned by Jardine, Matheson Co. Between 1853 and 1856 came the Crest of the Wave, Norma, Flying Dragon, Formosa, and Spirit of the Age, built by John Pile of Sunderland, and the Lord of the Isles (iron) by John Scott & Co., of Greenock. The ship last named registered 770 tons, measured: length 190 feet 9 inches, breadth 27 feet 8 inches, depth 18 feet 5 inches, and was an extremely sharp and handsome, though a very wet ship. It used to

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210 China trade. The Lord of the Isles was the only tea-clipper built of iron at that time. It was found that she sweated her tea cargoes, though otherwise they were delivered in excellent condition, and she was certainly a very fast vessel.

At this period (1853-1856) British iron ships, both sail and steam, were coming into favor for other trades, but their introduction had been slow. It is not easy at the present time to realize the difficulties attending the building of the first iron vessels. The rolling of iron plates to a uniform thickness was a matter requiring great care and skill, and a number of years elapsed before plates exceeded or even reached ten feet in length; then bending the frames and riveting the plates were difficult processes, only learned through much trial and experiment. In the early days, when an iron ship was completed, her owner's troubles had only begun. Finding a composition that would prevent fouling and at the same time not destroy the plates; the adjustment of compasses, and devising effective means of ventilation, were all matters that required years of investigation and labor, to say nothing of the prejudice against iron vessels, which time and experience alone could overcome. Yet it was the skilful use of this stubborn metal in the construction of ships, together with wise legislation, that enabled Great Britain to regain her empire upon the sea.

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S one by one the California clippers came home from Asiatic ports or round Cape Horn from San Francisco in 1852, it was found that almost all of them needed a pretty thorough overhauling aloft. The masts, spars, and rigging of the Flying Cloud were fine examples of the skill of her sailors in clapping on fishings, lashings, stoppers, and seizings, while her topmast fids, crushed and broken, were taken up to the Astor House and exhibited to the admiration of the town. Her owners, Grinnell, Minturn & Co., had her log from New York to San Francisco printed in gold letters on white silk for distribution among their friends, and Captain Creesy fled to his home in Marblehead in order to escape notoriety.

The Sea Serpent, Eclipse, and Stag-Hound were in much the same condition aloft as the Flying Cloud, while the Witchcraft, on the voyage from San Francisco to Hong-kong had lost her main and mizzen masts with all sails and rigging attached, during a severe typhoon in the China Sea. The Tornado, commanded by Captain O. R. Mumford, bound from San Francisco to New York, had

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212 lost her bowsprit with the foremast and sprung her mainmast, when to the westward of Cape Horn. It required fourteen days to complete the jury rig at sea, after which she sailed to New York, a distance of 8000 miles, in 51 days. In acknowledgment of Captain Mumford's services on this occasion, the New York, Sun, Astor, and Mercantile Insurance Companies presented him with a costly solid silver service, which was made by Ball, Black & Co., and exhibited in the window of their store on the corner of Murray Street and Broadway.

All of these ships were rerigged in New York with stouter spars and rigging than they originally carried, and much valuable experience was gained by sparmakers and riggers as to the requirements aloft of these large, powerful clippers, while their captains had at the same time become better acquainted with their peculiarities. The great difficulty was to get a large ship, say from 1600 to 2000 tons, that would sail fast in moderate winds. If she had canvas enough to drive her along in a light breeze, the chances were that in a gale something was bound to carry away aloft. The utmost skill and judgment were required to rig and to handle these heavily masted ships with wooden spars and hemp rigging.

The great race to San Francisco in 1852 was between the Sword-Fish of New York and the Flying Fish of Boston, both extreme clippers and built respectively by William H. Webb and Donald McKay. The Flying Fish sailed from Boston November 11, 1851, and on the same day the Sword-Fish passed Sandy Hook. Large sums were wagered

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Rh upon the result. Captain Nickels of the Flying Fish and Captain Babcock of the Sword-Fish were both young and skilful commanders, and it was believed by their friends that each would send his ship along at her utmost speed. The Flying Fish made an excellent run of 19 days to the equator, leading the Sword-Fish by four days. From the equator to 50° S., the Flying Fish was 26 and the Sword-Fish 22 days, so that they passed that parallel on the same day. They raced round Cape Horn, part of the time side by side, the Flying Fish making the run from 50° S. in the Atlantic to 50° S. in the Pacific in 7 and the Sword-Fish in 8 days. From this point the Sword-Fish came up and steadily drew away. She made the run to the equator in 19 days, leading the Flying Fish by 3 days, and from the equator to San Francisco in 20 days, gaining on this stretch another 3 days, and arrived at San Francisco February 10, 1852, after a splendid passage of 90 days 16 hours from New York. The Flying Fish arrived on the 17th, or 98 days from Boston. The Sword-Fish was regarded by many as the fastest and handsomest ship built by William H. Webb; and her passage of 90 days, the second best ever made from New York to San Francisco, and within one day of the record, together with many other fast passages, among them her record run of 31 days from Shanghai to San Francisco in 1855, an average of 240 miles a day, certainly places her at or very near the head of the list of clippers launched from this famous yard.

Some of the other notable passages of this year were made by the Sovereign of the Seas and Comet,

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text: Appletons' Cyclopædia of American Biography/Chamberlain, Joshua Lawrence


text: Appletons' Cyclopædia of American Biography/Perkins, Frederic Beecher


text: Appletons' Cyclopædia of American Biography/Perkins, George Hamilton


text: Dictionary of National Biography, 1885-1900/Judkin-Fitzgerald, Thomas


text: Dictionary of National Biography, 1885-1900/Jugge, Richard


text: Dictionary of National Biography, 1885-1900/Jukes, Francis


text: Dictionary of National Biography, 1885-1900/Juliana


text: Dictionary of National Biography, 1885-1900/Julien, Louis Antoine


text: Dictionary of National Biography, 1885-1900/Jumper, William


text: Dictionary of National Biography, 1885-1900/June, John


text: Dictionary of National Biography, 1885-1900/Junius, Francis


text: Dictionary of National Biography, 1885-1900/Jupp, Richard


text: Dictionary of National Biography, 1885-1900/Jurin, James


text: Dictionary of National Biography, 1885-1900/Justus


text: Dictionary of National Biography, 1885-1900/Justyne, Percy William


text: Dictionary of National Biography, 1885-1900/Juxon, William


text: Appletons' Cyclopædia of American Biography/Perkins, George Henry


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Page:Cassells' Carpentry and Joinery.djvu/17

The reader of this book is assumed to have some acquaintance with woodworking, and not to stand in need of detail instruction as to the shape, action, care and use of each and all of a woodworker's tools. This information is given in comprehensive style in a companion volume, entitled "Woodworking," produced by the Editor of this present book, and sold by the same publishers at 9s. Should any reader of this chapter desire further particulars of the tools and appliances here briefly mentioned, he is recommended to consult that work, which undoubtedly contains the most complete description of woodworking tools yet published.

Tools may be classed according to their functions and modes of action, as follows: (1) Geometrical tools for laying off and testing work—such tools are rules, straight-edges, gauges, etc. (2) Tools for supporting and holding work; such tools are benches, vices, stools, etc. (3) Paring or shaving tools, such as chisels, spokeshaves, planes, etc. (4) Saws. (5) Percussion or impelling tools, such as hammers, mallets, screw-drivers, and (combined with cutting) hatchets, axes, adzes, etc. (6) Boring tools, such as gimlets, brace-bits, etc. (7) Abrading and scraping tools, such as rasps, scrapers, glasspaper, and implements such as whetstones, etc., for sharpening edged tools.

Rules.—For all-round purposes a 2-ft. four-fold boxwood rule, with or without a slide rule (Fig. 1), is best. Rules are made in great variety, but the average worker's requirements will be best met by a simple one. 1


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The New International Encyclopædia/Moors

MOORS (ML. Morus, Lat. Maurus, Gk. Μοίρος, perhaps from μαῦρος, mauros, ἀμαυρός, amauros, dark, or perhaps from their original native name). The name given to a mixed people constituting a very important element in the population of Northern Africa. Their appearance indicates their origin, which is a mixture of the Mauri, Numidians, Phœnicians, Romans, and Arabs, who have successively held possession of the country. They are a well-formed race, with fine Oriental features, and a mild and melancholy expression of countenance. The Moors employ the Arabic language, but with many corruptions and deviations from the original, and these appear to increase toward the west. The Moors first appear in history as the allies of the Vandals in their attack upon Roman Africa. They were conquered and converted by the Arabs at the beginning of the eighth century after a severe struggle. Having once embraced Mohammedanism, they joined the Arabs in the invasion of Spain, passing over in such numbers that in the early period of Spanish history the terms Moors, Saracens, and Arabs are used synonymously to designate the Mussulmans of the Peninsula. In the tenth century Moorish domination supplanted that of the Arabs in Northwestern Africa. At the close of the eleventh century the Moorish sect of the ../Almoravides/ (q.v.), who had established their sway in Morocco, invaded Spain and swept away the Arab kingdoms which had arisen on the ruins of the Caliphate of Cordova. After half a century their realm fell to pieces, and the Moorish sect of the ../Almohades/ (q.v.) became dominant in Morocco and Spain. In the meanwhile the Christian power in Spain had been steadily growing, and in 1212 the power of the Almohades was shattered in the battle of Navas de Tolosa. What was left of Moorish dominion in the Peninsula was soon consolidated in the Kingdom of Granada, which rose to a height of splendor almost rivaling that of the former Caliphate of Cordova. The kings of Granada carried on a vigorous warfare with the kings of Castile; but at length, weakened by internal discord, they succumbed in 1492 to the arms of Isabella of Castile and Ferdinand of Aragon. The Moors, or at least that portion of them who refused to accept Christianity, were then expelled from Spain, and began their piratical career in the Barbary States. Those who accepted the religion of their conquerors came to be known as Moriscoes. They were subjected to the most rigorous supervision, and any lapses from their adopted religion were ruthlessly punished by the Inquisition. For more than three-quarters of a century they lived as peaceful subjects of Spain and constituted by far the most industrious and intelligent element in the population. The persecutions of Philip II. drove them to revolt (1568-70), but the insurrection was suppressed with great cruelty by Don John of Austria, and a large number were driven from the country. The policy of oppression was continued with increased severity under

Philip II.'s successor, and in 1609 the Moriscoes were finally expelled from the country, the loss of more than half a million of her most active citizens proving in the end a disastrous blow to Spain. The Moriscoes crossed over to Africa, but were received with hostility by their kin, from whom long absence had estranged them.

Consult: Abu ibn Mohammed al Makarri, The History of the Mohammedan Dynasties in Spain, trans. and annotated by P. de Gayangos (2 vols., London, 1840-43); Aschbach, Geschichte Spaniens und Portugals zur Zeit der Herrschuft der Almoraviden und Almohaden (Frankfort, 1833-37); Coppée, History of the Conquest of Spain by the Arab Moors (2 vols., Boston, 1881); Dozy (ed.), Histoire de l'Afrique et de l'Espagne (Leyden, 1848-51), trans. from the Arabic of Ibn Adhari; id., Recherches sur l'histoire politique et littéraire de l'Espagne pendant le moyen âge (2 vols., 2d ed., Leyden, 1860); Lane-Poole, The Moors in Spain (London, 1886); Lea, The Moriscoes of Spain (Philadelphia, 1901).


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below there suddenly burst a dangerous bombardment. The German gunners hidden in the camouflaged pile of rocks had apparently decided that the airmen in the two-seated plane hovering above had discovered their place of concealment, and, unable to endure the thought of being flanked by the on-coming boys in khaki, had opened fire.

Of course their plan was to bring down the American machine and seal the lips of those who flew in it before they could communicate the nature of their discovery to their comrades.

This made the situation doubly perilous for Jack and Morgan. If they attempted to rise, as discretion suggested, there were those three grim monster Hun Gothas waiting to envelop them with an avalanche of gunfire. This could have only one result; namely, the destruction of the plane bearing the totem of the Red Indian's head.

It was a time for quick decision. As the


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Rh deadly missiles from below continued to pepper the air around them, and even beat a tattoo against the body of their plane, Jack started into a series of wigwag [sic] evolutions which he had evolved for just such a desperate situation.

This gave him a better chance, although at any second one of the flying bullets was apt to find its way aboard and do either himself or Morgan an ill turn.

Whichever way he turned so wheeled those sentry planes above. They were like a trio of hungry cats watching the twistings and turnings of a poor mouse that had its safety-hole stopped up, and could find no means of escape left open. And with three agile cats on guard what chance had little Mr. Mouse?

But then Jack Parmly had often proved himself to be one of those who refuse to call themselves beaten until the very last effort has been made. He had been in tight places before, and had always managed to wriggle out by some means or other.

Besides this, there was some hope that his predicament would be seen by other American airmen scouring around the skies, who, with the accustomed daring of their breed, would fly immediately to his relief.

Even as this thought flashed through his brain Jack believed he heard the sound of firing


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58 above him; though it was only because of a sudden lull in the continual fighting all through that region that he was able to discover this fact.

Then came a yell from Morgan, who, not having to manipulate the motor and handle the levers, had been better able to observe all that was going on around them.

"Shoot up, Jack? We've got to do our share in driving those Boches off!"

Yes, there had been an increase in the number of circling planes hovering over them, since Jack could now count five. All were in violent motion, circling this way, and darting the other, rising and falling in a movement only adopted when a fierce engagement was on.

Even though their flight was so rapid Jack quickly made the two newcomers out to be friends, for they handled machines similar to his own.

That opened a way for him to escape possible destruction at the hands of the gunners below, who were increasing their volume of fire. So up Jack turned the nose of his plane, and quickly reached the elevation where all this work was going on.

So the battle of the six enemy planes began, Jack immediately singling out one of the Huns for his own particular attention. Alert, eager, and fairly itching to get even with the Boche


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Rh fliers for the fright they had given him, Morgan crouched in his seat, ready to start firing when the first favorable moment came along.

It must have been an inspiring sight to any who watched the fight from below; at least, if he wore the khaki of the American army boys. The Germans would hardly be so apt to suck consolation from the picture, since it early became apparent that their representatives no longer attacked with dash and enthusiasm, but seemed to be acting solely on the defensive.

They may have been veteran aces, with a long list of disabled planes to their individual credit, but there was something about the dash and vim of these Yankee fliers that combined all the better qualities of both British and French airmen, and discouraged the enemy greatly.

Jack swooped down upon his antagonist, and fired when he fancied he had the enemy in range of his machine-gun fire. The Boche on his part was reciprocating, so that the exchange of shots was mutual.

They passed at a little distance like swallows on the wing, the guns chattering and smoking, and the air filled with a shower of missiles that for the most part would be utterly wasted.

Then Morgan took up the challenge, and continued to pepper the speeding Gotha as long as it remained within range. A turn on the part of


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60 Jack put a temporary end to the bombardment. But now they were once more spinning toward the enemy.

Around them a wild scene was being enacted, with the other quartette of planes swooping down on each other.

Apparently all this work had so far been without result; but Jack could plainly see that the Huns were quite satisfied with what little they may have accomplished in the battle, and were anxious to pull out.

As if a concerted signal had been given, the three Gothas were soon in retreat. No doubt the sight drew many a hoarse, derisive yell from watching Americans below, who could not understand the feeling of extreme caution that would tempt an air pilot to turn tail and run for home when opposed on equal terms.

They made excellent speed, too, and after chasing them for a short distance the Americans turned back. There was work much more important awaiting their attention just then than following the fleeing Boche fliers to some spot, where possibly a swarm of their mates would be turned loose to cut off escape and bring the daring Americans down.

One of the two friendly machines that had so opportunely come to the relief of Jack and Morgan now approached. To the delight of Jack he


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Rh recognized in the muffled figure waving a gloved hand at him no other than Harry Leroy.

"A bunch of slick runners all right, Jack!" bawled Nellie's brother, as the two planes passed not far distant from each other.

"They're all right when three to one!" answered Jack, as he circled in order to keep close to the other for a brief time.

"What luck?" demanded Harry; for of course that was the one important subject ever on their minds when thus out hunting for hidden snipers' nests.

"Got two to-day so far," called Jack. "Then came over here looking for a boss nest. Found it, too, down there; and we're going now to see what our battery boys can do with it."

"Fine work, Jack! Here's wishing you luck. We'll move along and see if we can duplicate your job!"

"Success to you!"

So they separated there, far above the seemingly endless forest where the two opposing armies were grappling in a death grip, the one bent on victory, the other striving desperately to put off the evil day as long as possible, in the hope of a break in their favor.

Jack knew what he and Morgan had next to do. it was to begin signaling to catch the attention of the observers with the American batteries,


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 A TALE.


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62 waiting impatiently for a chance such as this, and which thus far had been denied them.

He was at the proper altitude, safe from fire from below, and with all enemy planes driven off. The growl of the big guns came less furiously to their ears, so far removed from the ground were they. The incessant whir of the Liberty motor that had come from American shops and the buzz of the propellers rendered it difficult for him to hold converse with his assistant.

"Felix, have you got your bearings sized up O K?" he called out.

"I could drop a bomb for a direct hit, Jack, if had one," came the confident answer.

"All right then; go to it."

As Morgan was the observer and signal man of the combination it now became his duty to make use of the flags intended to convey the news that one of those reported "strong nests," carrying from half a dozen of the largest Boche machine-guns all the way up to twice that, had been located.

Jack managed the machine so that his assistant might be best served. And as Morgan knew just about where to look for an answering flag he presently gave tongue in a way that told of success.

"Raised him, Jack!" he called out joyously. "Swing around more to the left and we'll be


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Rh over that den. There! I can drop the smoke signal now, all right, and we'll soon see what comes of it."

Immediately afterwards those in the distance who were eagerly watching every action of the hovering plane must have seen through their powerful glasses a trail of smoke dropping from its body. It signified that just at that moment the Yankee flier was hanging over the object to which the attention of the gunners was called.

Quickly would the necessary calculations be made, while Jack kept circling around and around, just as a buzzard might when it had located a promising feast below.

Jack, too, watched that sector as well as he could and attend to his duties at the same time. He wished he had the binoculars in his hands just then, while he steered with his knees; but it was more important that Morgan retain possession of the glasses.

A yell from the observer announced that something had happened of a pleasing character. Jack guessed its nature even before he heard the other shouting.

"They've begun business, Jack! The whole battery let loose then in concert! Say, there's yet another close by! And yes, they're breaking into the game too! Oh, you Boche, I pity you now, nix!"


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 INTRODUCTION TO THE GIAOUR.

a letter to Murray, dated Pisa, December 12, 1821 (Life, p. 545), Byron avows that the "Giaour Story" had actually "some foundation on facts." Soon after the poem appeared (June 5, 1813), "a story was circulated by some gentlewomen a little too close to the text" (Letter to Moore, September 1, 1813, Letters, 1898, ii. 258), and in order to put himself right with his friends or posterity, Byron wrote to his friend Lord Sligo, who in July, 1810, was anchored off Athens in "a twelve-gun brig, with a crew of fifty men" (see Letters, 1898, i. 289, note 1), requesting him to put on paper not so much the narrative of an actual event, but "what he had heard at Athens about the affair of that girl who was so near being put an end to while you were there." According to the letter which Moore published (Life, p. 178), and which is reprinted in the present issue (Letters, 1898, ii. 257), Byron interposed on behalf of a girl, who "in compliance with the strict letter of the Mohammedan law," had been sewn in a sack and was about to be thrown into the sea. "I was told," adds Lord Sligo, "that you then conveyed her in safety to the convent, and despatched her off at night to Thebes." The letter, which Byron characterizes as "curious," is by no means conclusive, and to judge from the designedly mysterious references in the Journal, dated November 16 and December 5, and in the second postscript to a letter to Professor Clarke, dated December 15, 1813 (Letters, 1898, ii. 321, 361, 311), "the circumstances which were the groundwork" are not before us. "An event," says John Wright (ed. 1832, ix. 145), "in which Lord Byron was personally concerned, undoubtedly supplied the groundwork of this tale; but for the


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64 Jack looked directly below. He realized that a whole flock of Yankee made shells was passing through the air, bound for the point of contact. At the same time he wondered why there had not been a single shot fired first as a feeler. The officers in charge must indeed be very confident that they had figured to a fraction to thus risk wasting precious ammunition.

A second, several of them, slipped away.

Then there came an upheaval below, followed by a succession of similar explosions that must have shaken the very earth. A dense cloud of smoke arose. Morgan now had his glasses fixed on the spot where all this furious hurricane of fire had fallen.

He did not shout, but continued to stare. The wind drifted the pall of smoke aside, and even Jack with unaided eye could determine that a marvelous change had taken place down there since last he looked.

"Let me have the glasses, Morgan!" he cried, unable to believe his eyes and wishing further confirmation.

Still silent as though awed, the observer obeyed. Jack knew from the look on the other's face about what he might expect to see even before he could raise the binoculars to his own eyes.

Then he too held his breath in very astonishment.


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 BIBLIOGRAPHICAL NOTE ON THE GIAOUR.

bibliography of the Giaour is beset with difficulties, and it is doubtful if more than approximate accuracy can be secured. The composition of the entire poem in its present shape was accomplished within six months, May—November, 1813, but during that period it was expanded by successive accretions from a first draft of 407 lines (extant in MS.) to a seventh edition of 1334 lines. A proof is extant of an edition of 28 pages containing 460 lines, itself an enlargement on the MS.; but whether (as a note in the handwriting of the late Mr. Murray affirms) this was or was not published is uncertain. A portion of a second proof of 38 pages has been preserved, but of the publication of the poem in this state there is no record. On June 5 a first edition of 41 pages, containing 685 lines, was issued, and of this numerous copies are extant. At the end of June, or the beginning of July, 1813, a second edition, entitled, a "New Edition with some Additions," appeared. This consisted of 47 pages, and numbered 816 lines. Among the accretions is to be found the famous passage beginning, "He who hath bent him o'er the dead." Two MS. copies of his pannus vere purpureus are in Mr. Murray's possession. At the end of July, and during the first half of August, two or more issues of a third edition were set up in type. The first issue amounted to 53 pages, containing 950 lines, was certainly published in this form, and possibly a second issue of 56 pages, containing 1004 lines, may have followed at a brief interval. A revise of this second issue, dated August 13, is extant. In the last fortnight of August a fourth edition of 58 pages, containing 1048 lines, undoubtedly saw the light. Scarcely more than a few days can have elapsed before a fifth edition of 66 pages,


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Rh Never could there have been made a finer calculation than the one that sent such an avalanche of shells hurtling through several miles of space, to land exactly on a marked spot. In a thousand times the same result might not have been secured again.

Jack saw desolation down there. For a space of a hundred fleet, he judged, earth and rocks and camouflage material had been thrown in every direction by the falling shells, a dozen or more in number and of the most destructive character known. A vast gaping hole told where the nest had been.

Not a single man of all those waiting Boche gunners could have escaped destruction. Jack could see the bodies of several hanging from the neighboring trees, from which in turn most of their branches had been stripped.

He turned an awe-stricken face to Morgan as he cried out:

"Send them the hold-up signal, Morgan, to tell them they've knocked the nest to flinders and that there's no need of wasting another shot on it!"


text: Air Service Boys Flying for Victory/Chapter 7


text:
Page:The Works of Lord Byron (ed. Coleridge, Prothero) - Volume 3.djvu/113

 TO

SAMUEL ROGERS, ESQ.

AS A SLIGHT BUT MOST SINCERE TOKEN

OF ADMIRATION OF HIS GENIUS,

RESPECT FOR HIS CHARACTER,

AND GRATITUDE FOR HIS FRIENDSHIP,

THIS PRODUCTION IS INSCRIBED

BY HIS OBLIGED

AND AFFECTIONATE SERVANT,

BYRON.

, May, 1813.


text:
Page:The Works of Lord Byron (ed. Coleridge, Prothero) - Volume 3.djvu/115

 ADVERTISEMENT.

tale which these disjointed fragments present, is founded upon circumstances now less common in the East than formerly; either because the ladies are more circumspect than in the "olden time," or because the Christians have better fortune, or less enterprise. The story, when entire, contained the adventures of a female slave, who was thrown, in the Mussulman manner, into the sea for infidelity, and avenged by a young Venetian, her lover, at the time the Seven Islands were possessed by the Republic of Venice, and soon after the Arnauts were beaten back from the Morea, which they had ravaged for some time subsequent to the Russian invasion. The desertion of the Mainotes, on being refused the plunder of Misitra, led to the abandonment of that enterprise, and to the desolation of the Morea, during which the cruelty exercised on all sides was unparalleled even in the annals of the faithful.