Chambers's Edinburgh Journal, No. 445

As may well be imagined, Bartuccio returned to the city with feelings of bitter hatred against his former friend; and it is probable that wounded pride worked upon him as violently as disappointed passion. He was heard by several persons to utter vows of vengeance—rarely meaningless in that uncivilised island—and few were surprised when next day the news spread that Giustiniani had disappeared. Public opinion at once pointed to Bartuccio as the murderer. He was arrested, and a careful investigation was instituted; but nothing either to exculpate or inculpate him transpired, and after some months of imprisonment, he was liberated.

Five years elapsed. During the first half of the period, Bartuccio was coldly received by both M. Brivard and his daughter, although he strenuously protested his innocence. Time, however, worked in his favour, and he at length assumed the position of a betrothed lover, so that no one was surprised when, at the expiration of the appointed time, the marriage took place. Many wondered indeed why, since Giustiniani had disappeared, and was probably dead, any regard was paid to the extorted promise; whilst all augured well of the union which was preceded by so signal an instance of good faith. The observant, indeed, noticed that throughout the ceremony Bartuccio was absent and uneasy—looking round anxiously over the crowd assembled from time to time. 'He is afraid to see the ghost of Giustiniani,' whispered an imprudent bystander. The bridegroom caught the last word, and starting as if he had received a stab, cried: 'Where, where?' No one answered; and the ceremony proceeded in ominous gloom.

Next day, Bartuccio and his young wife, accompanied by M. Brivard, left Santa Maddalena without saying whither they were going; and the good people of the town made many strange surmises on the subject. In a week or so, however, a vessel being wrecked in the Straits, furnished fresh matter of conversation; and all these circumstances became utterly forgotten, except by a few. 'But this drama was as yet crowned by no catastrophe,' said the officer, 'and all laws of harmony would be violated if it ended here.' 'Are you, then, inventing?' inquired I. 'Not at all,' he replied; 'but destiny is a greater tragedian than Shakspeare, and prepares dénouements with superior skill.' I listened with increased interest.

The day after the departure of the married couple, a small boat with a shoulder-of-mutton sail left the little harbour of Santa Maddalena a couple of hours before sunset, and with a smart breeze on its quarter, went bravely out across the Straits. Some folks who were accustomed to see this manœuvre had, it is true, shouted out to the only man on board, warning him that rough weather was promised; but he paid no heed, and continued on his way. If I were writing a romance, if, indeed, I had any reasonable space, I would keep up the excitement of curiosity for some time, describe a variety of terrific adventures unknown to seamen, and wonderful escapes comprehensible only by landsmen, and thus make a subordinate hero of the bold navigator. But I must be content to inform the reader, that he was Paolo, a servant of Giustiniani's mother, who had lived in perfect retirement since her son's disappearance, professing to have no news of him. In reality, however, she knew perfectly well that he had retired to Sardinia, and after remaining in the interior some time, had established himself in the little cottage, the ruins of which had attracted my attention. The reason for his retirement, which he afterwards gave, was that he might be enabled to resist the temptation to avenge himself on Bartuccio, and, if possible, conquer his love for Marie. He no longer entertained any hope of possessing her himself; but he thought that at least she would grow weary of waiting for the passage of five years, and would marry a stranger—a consummation sufficiently satisfactory, he thought, to restore to him his peace of mind. Once a month at least he received, through the medium of the faithful Paolo, assistance and news from his mother; and to his infinite discomfiture learned, as time proceeded, that his enemy, whilom his friend, was to be made happy at last. His rage knew no bounds at this; and several times he was on the point of returning to Santa Maddalena, to do the deed of vengeance from which he had hitherto refrained. However, he resolved to await the expiration of the five years.

Paolo arrived in safety at the cottage some time after dark, and communicated the intelligence both of the marriage and the departure of the family. To a certain extent, both he and the mother of Giustiniani approved the projects of vengeance entertained by the latter, but thought that the honour of the family was sufficiently cleared by what was evidently a flight. Paolo was disappointed and puzzled by the manner of the unfortunate recluse. Instead of bursting out into furious denunciations, he became as pale as ashes, and then hiding his face in his hands, wept aloud. His agony continued for more than an hour; after which he raised his head, and exhibited a serene brow to the astonished servitor. 'Let us return to Santa Maddalena,' he said; and they accordingly departed, leaving the cottage a prey to the storms, which soon reduced it to ruins, and will probably erelong sweep away every trace.

Giustiniani reached his mother's house unperceived, and spent many hours in close conversation with his delighted parent. He did not, however, shew himself in the town, but departed on the track of the fugitives the very next day. He traced them to Ajaccio, thence to Marseille, to Nice, back to Marseille, to Paris, but there he lost the clue. Several months passed in this way; his money was all spent, and he was compelled to accept a situation in the counting-house of a merchant of the Marais, and to give up the chase and the working out of the catastrophe he had planned for his Vendetta.

A couple of years afterwards, Giustiniani had occasion to go to one of the towns of the north of France—Lille, I believe. In its neighbourhood, as my narrator told me—and on him I throw the whole responsibility, if there seem anything improbable in what is to come—the young man was once more overtaken by a storm, and compelled to seek refuge in a cottage, which the gleams of the lightning revealed to him. This time he was on foot, and after knocking at the door, was admitted at once by a young woman, who seemed to have been waiting in the passage for his arrival. She was about to throw herself into his arms, when suddenly she started back, and exclaimed: 'It is not he!' Taking up a candle, which she had placed on the floor, she cast its light on her own face and that of the stranger, who had remained immovable, as if petrified by the sound of her voice. 'Madam,' said he, brought to himself by this action, 'I am a stranger in these parts, overtaken by the storm, and I beg an hour's hospitality.'

'You are welcome, sir,' replied Marie, the wife of Bartuccio, for it was she; but she did not at the moment recognise the unfortunate man who stood before her.

They were soon in a comfortable room, where was M. Brivard, now somewhat broken by age, and a cradle, in which slept a handsome boy about a year old. Giustiniani, after the interchange of a few words—perhaps in order to avoid undergoing too close an examination of his countenance—bent over the cradle to peruse the features of the child; and the pillow was afterwards found wet with tears. By an involuntary motion, he clutched at the place where the poniard was wont to be, and then sat down upon a chair that stood in a dim corner. A few minutes afterwards, Bartuccio came joyously into the room, embraced his wife, asked her if she was cold, for she trembled very much—spoke civilly to the stranger, and began to throw off his wet cloak and coat. At this moment the tall form of Giustiniani rose like a phantom in the corner, and passions, which he himself had thought smothered, worked through his worn countenance. Brivard saw and now understood, and was nailed to his chair by unspeakable terror, whilst Bartuccio gaily called for his slippers. Suddenly Marie, who had watched every motion of the stranger, and, with the vivid intuition of wife and mother, had understood what part was hers to play, rushed to the cradle, seized the sleeping child, and without saying a word, placed it in Giustiniani's arms. The strong-passioned man looked amazed, yet not displeased, and, after a moment's hesitation, sank on his knees, and embraced the babe, that, awaking, curled its little arms round his head–

A tremendous crash aloft interrupted the well-prepared peroration of the narrator; and, to say the truth, I was not sorry that a sail was carried away, and one of our boats stove in at this precise moment, for I had heard quite enough to enable me to guess the conclusion of the history of this harmless Vendetta.

WRECK-CHART AND LIFE-BOATS

Many of our readers are probably aware that Prince Albert, in his capacity of president of the Society of Arts, Manufactures, and Commerce, suggested that lectures should be delivered on the results of the different classes of the Great Exhibition, by gentlemen peculiarly qualified by their several professions and pursuits. This suggestion has been admirably carried out; but we propose at present to direct attention only to one of the twenty-four lectures in question—namely, that on life-boats, by Captain Washington, R. N.; our individual calling in early life having been such as to enable us to understand thoroughly the technical details, and judge of the accuracy of the views and opinions propounded by the gallant and intelligent lecturer.2

First, we will speak of the wreck-chart of the British islands prefixed to the lecture. Round the entire coast is a prodigious number of black dots, of two kinds—one a simple round dot, and the other having a line drawn through it. They all point out the locality of shipwrecks during the year 1850, and the latter dot shews the wreck to have been total. The English coasts are most thickly dotted, but this is to be expected from the greater proportion of shipping; next in the scale is Ireland, and then Scotland, which has comparatively few black dots, the densest portion being on the west coast, from Ayr to Largs, where we count eleven, nine indicating total wrecks. In the Firth of Forth there are but three, one total. A sprinkling of dots is seen among the Eastern Hebrides, but not so many as one would expect. Turning to England, we count about forty-five wrecks in the Bristol Channel alone, by far the greater number being total. On the Goodwill Sands there are fourteen, all total but one. On the Gunfleet Sands there are nine, four total. They are numerous on the Norfolk and Lincolnshire coasts, especially off Yarmouth and the Washway. On the Welsh coast, particularly around Beaumaris, Holyhead, &c., the number is very great. In the firth leading to Liverpool, we count no less than twenty-one, of which twelve are total. On the north coast of England the numbers are appalling. Off Hartlepool are fifteen, eight being total. Off Sunderland are twelve, all total but three. Off Newcastle are fifteen, eight total. Ah, that fearful, iron-bound coast of Northumberland! We have hugged it close in calm weather, with a fair breeze, and the views we caught of its shores made us shudder to think of what would befall a vessel on a stormy night and the shore alee. The following is the awful summary of 1850:—'The wrecks of British and foreign vessels on the coasts and in the seas of the United Kingdom were 681. Of these, 277 were total wrecks; sunk by leaks or collisions, 84; stranded and damaged so as to require to discharge cargo, 304; abandoned, 16. Total wrecks, &c., 681; total lives lost, 784.'

Certain peculiar marks on this chart indicate the spots where life-boats are kept. In the vicinity of Liverpool we count no less than seven, and not one too many; but in many parts of the coast, where numerous wrecks occur, there are none. In all England there are eighty life-boats; in Ireland, eight; in Scotland, eight. A most portentous note on the chart informs us, that 'about one-half of the boats are unserviceable!' Think of Scotland, with its rocky seaboard of 1500 miles: only eight life-boats, and some of these 'quite unserviceable!' The boats at St Andrews, Aberdeen, and Montrose, have saved eighty-three lives; and the rockets at eight stations, sixty-seven lives. 'Orkney and Shetland are without any provision for saving life; and with the exception of Port Logan, in Wigtonshire, where there is a mortar, the whole of the west coast of Scotland, from Cape Wrath to Solway Firth—an extent of 900 miles, without including islands—is in the same state.' With regard to the chief distribution of English life-boats, there is one to every eight miles on the Northumberland coast; one to every ten miles in Durham and Yorkshire; one to fifteen miles in Lincolnshire; and one to five miles in Norfolk and Suffolk—a fact which, the lecturer well observes, is highly creditable to the county associations of the two last counties. But 'from Falmouth round the Land's End, by Trevose Head to Hartland Point, an extent of 150 miles of the most exposed sea-coast in England, there is not one really efficient life-boat.' On the Welsh coasts are twelve boats, some very defective. At the five Liverpool stations are nine good boats, 'liberally supported by the dock trustees, and having permanent boats' crews.' These Liverpool boats have, during the last eleven years, assisted 269 vessels, and brought ashore 1128 persons. As to the Isle of Man, situated in the track of an enormous traffic, with shores frequently studded with wrecks, we are told that there is not a single life-boat; for the four boats established there by Sir William Hillary, Baronet, 'have been allowed to fall into decay, and hardly a vestige of them remains!' The paltry eight life-boats for the whole Irish coast of 1400 miles are stated to be likewise inefficient.

On the whole, it appears to us that the present number of efficient life-boats is not more than one-fourth of what ought to be constantly kept ready for immediate service. Only think of the amount of wrecks occurring occasionally in a single gale: On the 13th January 1843, not less than 103 vessels were lost on the British coasts. In 1846, nearly forty vessels were driven ashore in Hartlepool Bay alone. In the month of March 1850, the wrecks on our coasts were 134; in the gale of the 25th and 26th September 1851, the number wrecked, stranded, or damaged by collision, was 117; and in January of the present year, the number was 120. The above are the numbers actually ascertained; but it is well known that Lloyd's List is an imperfect register, although at present the best existing.

A secondary mode of communicating with a stranded vessel is by firing rockets with a line attached to them, by which means a hawser may be drawn from the ship and fastened to the shore. Mortars are likewise used for the same purpose; the latter plan having been invented by Sergeant Bell, and first tried in 1792. Bell's plan was very greatly improved by Captain Manby; and all the mortars now in use for the purpose are called after him. Mr Dennett, of the Isle of Wight, first introduced the rocket-plan in 1825. Rockets or mortars, or both, are kept at most of the coast-guard stations; but in numerous cases were found worthless on trial, owing to the lines breaking, or the rockets being old and badly made. Nevertheless, at twenty-two stations, 214 lives have been saved by them. The evil is, that neither rockets nor mortars are of any use unless the wreck lies within a short distance of the shore; for the maximum range attained is only 350 yards, and in the teeth of a violent wind, often not above 200 to 300 yards. If a ship, therefore, is stranded on a low shelving shore, she is almost certain to be beyond the range of the life-rocket or of Manby's mortar. The main reliance, therefore, is the life-boat, and to it we return.

The Duke of Northumberland recently offered a reward for the best model of a life-boat. This offer was responded to by English, French, Dutch, German, and American boat-builders; and the amazing number of 280 models and plans was sent in. About fifty of the best of these were contributed by the duke to the Great Exhibition; and he had also a report and plans and drawings of them printed, of which he distributed 1300 copies throughout the world. Baron Dupin, chairman of the Jury of Class VIII., thus summed up the award of the jury concerning them:—'These models figure among the most valuable productions in our Great Exhibition, and furnish an example of liberality in the cause of humanity and practical science never surpassed, if ever equalled. Such are the motives from which we have judged his Grace the Duke of Northumberland worthy of receiving the Council Medal.'

The inventor of life-boats, as is well known, was Henry Greathead, of South Shields, in 1789. His boat was 30 feet long, with 10 feet breadth of beam, 3¼ feet depth of waist, stem and stern alike nearly 6 feet high, and pulled ten oars (double-banked.) A cork lining went fore and aft 12 inches thick, on the inside of the boat, from the floor to the thwarts; and outside was a cork fender, 16 inches deep, 4 inches wide, and 21 feet long. 'She could not free herself of water, nor self-right in the event of being upset.' She was launched in 1790, and in the year 1802, the inventor was rewarded by the Society of Arts with its gold medal and fifty guineas; and parliament voted him L.1200, 'in acknowledgment of the utility of his invention.' Many presumed improvements and modifications of the original boat have been effected, with more or less success. James Beeching, a Yarmouth boat-builder, has carried off the prize offered by the duke, and we may therefore suppose his was the best of the models submitted. Captain Washington thus describes Beeching's model sent to the Exhibition: 'It may be seen from the model of that boat, that from her form she would both pull and sail well in all weathers; would have great stability, and be a good sea-boat. She has moderately small internal capacity under the level of the thwarts for holding water, and ample means for freeing herself readily of any water that might be shipped; she is ballasted by means of water admitted into a tank or well at the bottom after she is afloat; and by means of that ballast and raised air-cases at the extremities, she would right herself in the event of being upset. It will thus be seen, that this model combines most of the qualities required in a life-boat; and the boat which has since been built after it, and is now stationed at Ramsgate, is said to answer her purpose admirably.'

M. Lahure, of Havre, sent a full-sized boat of iron; and Mr Francis, of New York, also sent a model life-boat of corrugated galvanised iron. Captain Washington thinks, that if metal is used at all, it should be copper in preference to any other. For our own part, we can only say, that we have helped to build boats, though not life-boats, and we have helped likewise to man boats, but we should like to have good sound timber beneath our feet in preference to any metal whatever; and we should prefer cork for the floating substance to air-tight cases, or copper tubing, or any of the other contrivances that have been adopted to give buoyancy to a swamped boat. Air-cases are very liable to leak, or may be stove in by the sea, or be crushed by coming in contact with the wreck or rocks, but cork can never be injured. And as to metal air-cases, it was found on opening the sides of a life-boat at Woolwich Dockyard, that her copper tubes, supposed to be air-tight, were corroded into holes; for copper will corrode when in contact with sea-water, especially when alternately wet or dry, as is the case in life-boats.

We cannot here follow Captain Washington through his critical and technical details, but we think it right to express our strong suspicion, that the much-lauded self-righting power of certain new life-boats is obtained only at the cost of greater liability to upset. Doubtless a boat can be made to right herself after a capsize, but this really seems to us something like locking the stable-door when the steed is stolen; for even if she rights the very instant after upsetting, three-fourths of the crew are almost certain to perish. We think it far more important to construct a boat that will hardly capsize at all, than to build one that will right itself after capsizing; for we repeat our opinion, that the latter boat will prove liable to upset just in proportion to her capability of self-righting.

Many fatal accidents have happened to life-boats; and the details of some mentioned by the lecturer are peculiar and interesting. On the coast of Northumberland, in 1810, one of Greathead's boats, after saving several crews of fishing-cobles, was returning to the shore, when a heavy sea overwhelmed her, and by its sheer weight and force broke her in two, and the whole of the crew, thirty-four in number, perished. In 1820, Greathead's original life-boat, after saving the crew of the ship Grafton, at Shields, struck on a rock, and swamped; nevertheless, the brave old boat—although she had not the boasted power of self-righting—preserved her centre of gravity, and brought both crews to land. At Scarborough, in 1836, the life-boat, in going out to a vessel, turned completely end over end, 'shutting up one of the crew inside, where he remained in safety, getting fresh air through the tubes in the bottom, and was taken out when the boat drifted, bottom upwards, on the beach: ten lives were lost.' In 1841, the life-boat at Blyth, Northumberland, capsized, and ten men were drowned. At Robin Hood's Bay, Yorkshire, in 1843, the life-boat capsized, three men remaining under her bottom, while others got upon it. The accident was seen from the shore, and five men put off in a coble, fitted with air-cases like a life-boat; but she almost immediately turned end over end, and two men were drowned. The life-boat herself drifted ashore, and the three men under her bottom were saved. In all, twelve lives were lost. But the most lamentable disaster that ever befell a life-boat was at South Shields, on December 4, 1849, when twenty-four men, all pilots, went off to rescue the crew of the Betsy, stranded on Herd Sand. 'The boat had reached the wreck, and was lying alongside with her head to the eastward, with a rope fast to the quarter, but the bow-fast not secured. The shipwrecked men were about to descend into the life-boat, when a heavy knot of sea, recoiling from the bow of the vessel, caught the bow of the boat and turned her up on end, throwing the whole crew and the water into the stern-sheets. The bow-fast not holding, the boat drove in this position astern of the vessel, when the ebb-tide, running rapidly into her stern, the boat completely turned end over end, and went on shore bottom up. On this occasion, twenty out of twenty-four—or double the proper crew—were drowned under the boat. On seeing the accident, two other life-boats immediately dashed off from North and South Shields, saved four of the men, and rescued the crew of the Betsy.' It is added, that the life-boats have been in constant use at Shields since Greathead first launched his boat there in 1790, and excepting the above accident, no life has ever been lost in them, or from want of them. Between 1841 and 1849, they saved 466 lives. But good is frequently educed from evil, and it was this very disaster at Shields that induced the Duke of Northumberland to offer a premium for the best life-boat; and his Grace has now, with princely liberality, undertaken to place a well-built life-boat at each of the most exposed points of the coast of his own county, with rockets or mortars at every intermediate station.

As to dimensions, the existing life-boats are of three classes: from 20 to 25 feet long, from 25 to 30 feet, and from 30 to 36 feet. Some are only 18 feet long, and on thinly-inhabited coasts are the best, as unless a regular crew is provided, it is often difficult to man a large boat—at least efficiently. The largest boats are used at Caistor and Corton, in Norfolk, and are 40 to 45 feet long, weigh from four to five tons, and cost L.200 to L.250 each. They are said to be admirable vessels of the kind, and well manned. The 36 feet boat is used at Yarmouth, Lowestoft, Deal, &c., and always goes off under sail. The 30 feet boat is used at Liverpool, Shields, Dundee, &c.; and one of those at Liverpool brought sixty people ashore on one occasion. Some of the models sent to the Exhibition were of boats that did not weigh more than half a ton; but we fully agree with the lecturer, that a boat so light as that would never be able to pull out to sea in a head-wind. A life-boat ought to possess a certain weight, or momentum, or it will be driven back by the winds, or sucked back by the sea, like a feather.