LITMIR.BIZ

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upon the coasts of scampdom. He knew a little Turkish: instead of "guillotined," would say "néboïssé." He had been a slave in Tripoli, in the house of a Thaleb, and had learnt Turkish by dint of blows with a stick. His employment had been to stand at evenings at the doors of the mosque, there to read aloud to the faithful the Koran inscribed upon slips of wood, or pieces of camel leather. It is not improbable that he was a renegade.

      He was capable of everything, and something worse.

      He had a trick of laughing loud and knitting his brows at the same time. He used to say, "In politics, I esteem only men inaccessible to influences;" or, "I am for decency and good morals;" or, "The pyramid must be replaced upon its base." His manner was rather cheerful and cordial than otherwise. The expression of his mouth contradicted the sense of his words. His nostrils had an odd way of distending themselves. In the corners of his eyes he had a little network of wrinkles, in which all sorts of dark thoughts seemed to meet together. It was here alone that the secret of his physiognomy could be thoroughly studied. His flat foot was a vulture's claw. His skull was low at the top and large about the temples. His ill-shapen ear, bristled with hair, seemed to say, "Beware of speaking to the animal in this cave."

      One fine day, in Guernsey, Rantaine was suddenly missing.

      Lethierry's partner had absconded, leaving the treasury of their partnership empty.

      In this treasury there was some money of Rantaine's, no doubt, but there were also fifty thousand francs belonging to Lethierry.

      By forty years of industry and probity as a coaster and ship carpenter, Lethierry had saved one hundred thousand francs. Rantaine robbed him of half the sum.

      Half ruined, Lethierry did not lose heart, but began at once to think how to repair his misfortune. A stout heart may be ruined in fortune, but not in spirit. It was just about that time that people began to talk of the new kind of boat to be moved by steam-engines. Lethierry conceived the idea of trying Fulton's invention, so much disputed about; and by one of these fire-boats to connect the Channel Islands with the French coast. He staked his all upon this idea; he devoted to it the wreck of his savings. Accordingly, six months after Rantaine's flight, the astonished people of St. Sampson beheld, issuing from the port, a vessel discharging huge volumes of smoke, and looking like a ship a-fire at sea. This was the first steam-vessel to navigate the Channel.

      This vessel, to which the people in their dislike and contempt for novelty immediately gave the nickname of "Lethierry's Galley," was announced as intended to maintain a constant communication between Guernsey and St. Malo.

      IV

      CONTINUATION OF THE STORY OF UTOPIA

      It may be well imagined that the new enterprise did not prosper much at first. The owners of cutters passing between the Island of Guernsey and the French coast were loud in their outcries. They denounced this attack upon the Holy Scriptures and their monopoly. The chapels began to fulminate against it. One reverend gentleman, named Elihu, stigmatised the new steam-vessel as an "atheistical construction," and the sailing-boat was declared the only orthodox craft. The people saw the horns of the devil among the beasts which the fireship carried to and fro. This storm of protest continued a considerable time. At last, however, it began to be perceived that these animals arrived less tired and sold better, their meat being superior; that the sea risk was less also for passengers; that this mode of travelling was less expensive, shorter, and more sure; that they started at a fixed time, and arrived at a fixed time; that consignments of fish travelling faster arrived fresher, and that it was now possible to find a sale in the French markets for the surplus of great takes of fish so common in Guernsey. The butter, too, from the far-famed Guernsey cows, made the passage quicker in the "Devil Boat" than in the old sailing vessels, and lost nothing of its good quality, insomuch that Dinan, in Brittany, began to become a customer for it, as well as St. Brieuc and Rennes. In short, thanks to what they called "Lethierry's Galley," the people enjoyed safe travelling, regular communication, prompt and easy passages to and fro, an increase of circulation, an extension of markets and of commerce, and, finally, it was felt that it was necessary to patronise this "Devil Boat," which flew in the face of the Holy Scriptures, and brought wealth to the island. Some daring spirits even went so far as to express a positive satisfaction at it. Sieur Landoys, the registrar, bestowed his approval upon the vessel – an undoubted piece of impartiality on his part, as he did not like Lethierry. For, first of all, Lethierry was entitled to the dignity of "Mess," while Landoys was merely "Sieur Landoys." Then, although registrar of St. Peter's Port, Landoys was a parishioner of St. Sampson. Now, there was not in the entire parish another man besides them devoid of prejudices. It seemed little enough, therefore, to indulge themselves with a detestation of each other. Two of a trade, says the proverb, rarely agree.

      Sieur Landoys, however, had the honesty to support the steamboat. Others followed Landoys. By little and little, these facts multiplied. The growth of opinion is like the rising tide. Time and the continued and increasing success of the venture, with the evidence of real service rendered and the improvement in the general welfare, gradually converted the people; and the day at length arrived when, with the exception of a few wiseacres, every one admired "Lethierry's Galley."

      It would probably win less admiration now-a-days. This steamboat of forty years since would doubtless provoke a smile among our modern boat-builders; for this marvel was ill-shaped; this prodigy was clumsy and infirm.

      The distance between our grand Atlantic steam-vessels of the present day and the boats with wheel-paddles which Denis Papin floated on the Fulda in 1707, is not greater than that between a three-decker, like the Montebello, 200 feet long, having a mainyard of 115 feet, carrying a weight of 3000 tons, 1100 men, 120 guns, 10,000 cannon-balls, and 160 packages of canister, belching forth at every broadside, when in action, 3300 pounds of iron, and spreading to the wind, when it moves, 5600 square mètres of canvas, and the old Danish galley of the second century, discovered, full of stone hatchets, and bows and clubs, in the mud of the seashore, at Wester-Satrup, and preserved at the Hotel de Ville at Flensburg.

      Exactly one hundred years – from 1707 to 1807 – separate the first paddle-boat of Papin from the first steamboat of Fulton. "Lethierry's Galley" was assuredly a great improvement upon those two rough sketches; but it was itself only a sketch. For all that, it was a masterpiece in its way. Every scientific discovery in embryo presents that double aspect – a monster in the fœtus, a marvel in the germ.

      V

      THE DEVIL BOAT

      "Lethierry's Galley" was not masted with a view to sailing well; a fact which was not a defect; it is, indeed, one of the laws of naval construction. Besides, her motive power being steam, her sails were only accessory. A paddle steamboat, moreover, is almost insensible to sails. The new steam-vessel was too short, round, and thick-set. She had too much bow, and too great a breadth of quarter. The daring of inventors had not yet reached the point of making a steam-vessel light; Lethierry's boat had some of the defects of Gilliatt's Dutch sloop. She pitched very little, but she rolled a good deal. Her paddle-boxes were too high. She had too much beam for her length. The massive machinery encumbered her, and to make her capable of carrying a heavy cargo, her constructors had raised her bulwarks to an unusual height, giving to the vessel the defects of old seventy-fours, a bastard model which would have to be cut down to render them really seaworthy, or fit to go into action. Being short, she ought to have been able to veer quickly – the time employed in a manœuvre of that kind being in proportion to the length of the vessel – but her weight deprived her of the advantage of her shortness. Her midship-frame was too broad, a fact which retarded her; the resistance of the sea being proportioned to the largest section below the water-line, and to the square of the speed. Her prow was vertical, which would not be regarded as a fault at the present day, but at that period this portion of the construction was invariably sloped at an angle of forty-five degrees. All the curving lines of the hull agreed well together, but it was not long enough for oblique sailing, or for lying parallel with the water displaced, which should always be thrown off laterally. In rough weather she drew too much water, sometimes fore, sometimes aft, which showed that her centre of gravity was not rightly adjusted. Owing to the weight of the engine, the cargo shifted, so that the centre of gravity was often aft of the mainmast, and then steam power had to be resorted to, for at such times the

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