At this name Mlle d'Orbe raised her eyes, and recognised her own work! Pale, trembling with emotion, the young artist was obliged to lean on the rail for support; then opening the catalogue, she read her name as if in a dream, and remained for some time to enjoy the pleasure of hearing the praises of her genius.
When the Exposition closed she hastened to Mme G——, and heard that it was Dr Raymond who had conceived the happy idea of sending the portrait to the Louvre. 'My only merit is the separating myself for a time from a picture which is my greatest consolation,' added Mme G——.
From this day the young artist became the friend of the poor widow, whose prospects soon brightened. Through the influence of some of the friends of her lost husband, she obtained a pension from government—a merited but tardy reward! The two ladies lived near each other, and spent their evenings together. Henry and Jules played and studied together. Marie read aloud, while her mother and Mlle d'Orbe worked. Dr Raymond sometimes shared in this pleasant intercourse. He had loved the young artist from the day he had seen her renounce so much to do a generous action; but, an orphan like herself, and with no fortune but his profession, he feared to be rejected if he offered her his hand. It was therefore Mme G—— who charged herself with pleading his suit with the young artist.
Mlle d'Orbe felt a lively gratitude towards the young doctor for the care and solicitude he had shewn during her illness, and for sending her portrait to the Exposition. Thanks to him, she had become known; commissions arrived in numbers, a brilliant future opened before her and Jules. Mme G—— had, then, a favourable answer to give to her young friend, who soon became the husband of the interesting artist whose generous sacrifice had been the foundation of her happiness.
ACCIDENTS AT SEA.
On this subject an interesting return to an order of the House of Commons was lately made by the management of Lloyd's, and has caused some discussion in the public prints. The return applies to the four years ending December 1850; and during this period, it appears that the number of collisions, wrecks, and other accidents at sea, was 13,510; being at the rate of 3377 per annum, 9 per diem, or 1 for every 2¾ hours. Commenting on these details, the Times observes, that 'it must not be understood that every accident implies a total wreck, with the loss of all hands. If a ship carries away any of her important spars, or, on entering her port, strikes heavily against a pier, whereby serious damage is occasioned, the accident is duly registered in this pithy chronicle of Lloyd's. Nevertheless, as we glance up and down the columns, it is no exaggeration to say, that two-thirds of the accidents recorded are of the most serious description. We are unable to say to what degree this register of Lloyd's can be accepted as a fair index to the tragedies which are of such hourly occurrence upon the surface of the ocean. If all were known, we fear that this average of accident or wreck every 2¾ hours would be fearfully increased. The truth must he told. The incapacity of too many of the masters in the British mercantile marine has been the pregnant cause of loss to their owners and death to their crews. Men scarcely competent to take the responsibility of an ordinary day's work, or, if competent, of notoriously intemperate habits, were placed in command of sea-going ships through the parsimony or nepotism of the owners. The result of the educational clauses in the Mercantile Marine Bill of last session, will no doubt be to provide a much larger body of well-trained men, from among whom our shipowners can select the most competent persons for command.'
These observations called forth a reply from the President of the Seaman's Association, vindicating mariners from the charges so brought against them. A few passages from the letter of this respondent are worth noticing. 'Are British sailors,' he asks, 'really so bad as you represent? If so, then you condemn by implication the seamen of the United States, for they are also Anglo-Saxon. Let me direct your attention to a few facts bearing out this assertion. The desertions from the royal navy in 1846 (see Parliamentary Returns) were 2382; this is about 1 out of every 14 seamen annually. Nearly the whole of these men keep to the United States' service. Again, the desertions from Quebec in consequence of three things—first, low wages; secondly, register-tickets; thirdly, the payment of 1s., exacted from every man on shipment and discharge, to a shipping office, to uphold the Mercantile Marine Act, for which the men receive no value—were upwards of 1400 this season; and about 4000 from all other ports. From American statistics, it is proved that two-thirds of the seamen sailing in ships of the United States are British subjects; and if American ships are preferred to British, it must be because they are manned by our fine spirited tars. A large proportion of their ships are commanded by Englishmen.'
An effort, as is well known, has lately been made to elevate the character of British seamen, by means of registries under the Mercantile Marine Act, and the issuing of tickets, which must be produced by sailors. Our belief is, that much of the legislation on this subject has been injurious; as any law must be which attempts to regulate the bargains of employers and employed. It may be proper for master-mariners to be subjected to some kind of test of ability, but it appears to us that it would be equally beneficial to encourage young men to enter the profession. To pay well is, after all, the true way to get good servants. Why do British sailors desert to the American service? Because they are better paid. And having so deserted, they unfortunately cannot again procure employment under the British flag without producing a register-ticket, which, of course, they cannot do. Thus, picked men are permanently lost to the British navy. Besides offering higher wages, it might have proved extremely advantageous to open nautical schools for youths desirous of going to sea. According to existing arrangements, the sailor—like the French workman with his livret—is considered to be a child not fit to take care of himself; and the law interposes to say he shall do this, and do that, under a penalty for neglect of its provisions. This is to keep sailors in a state of perpetual tutelage; and being at variance with the principles of civil liberty, it is to be feared that the practice can lead to nothing but mischief.