My mind was at once made up; I was always very quick in making up my mind, and prided myself upon it. I am bound to admit I often got wrong through it, but perhaps no oftener than people who were slower; and I took care to make a good deal of the times when I was right, and so that covered everything. Now, Peter Tilley, the officer I had asked for, was a man as much about my size and build and colour of hair and eyes, as if he had been my twin-brother; and indeed he was not much unlike me in his features. Any one who knew us would not mistake us for each other, but a casual acquaintance might do so. I was wearing then rather extensive moustaches and whiskers; they gave me quite a military cut; and they were not common in the force then, though any man wears them now that chooses. I at once determined to shave them off—for I never allowed personal considerations to interfere with business—and make Tilley wear a set of false articles as much like my own as possible; and this I knew would immensely increase his resemblance to me as I appeared that day, while I should of course look very unlike myself. Then I would send Tilley to the Yarmouth Smack—which was a public-house at which, under some disguise, I had agreed to lodge while on my search—and he could keep his eyes open for anything going on; but he was not to trouble himself much. It was uncommonly likely, I thought, that the spies—for I didn't doubt there was more than one—would make sure that Smith or Brown or Jones, or whatever Tilley called himself, the lodger at the Yarmouth Smack, was Sergeant Nickham, and so, as long as they kept him in sight, they had the trump-card, if I may be bold enough to say so, in their hands. And if I had not met Inspector Maffery when I did, when the clerk's visit was fresh upon me, and I was rather out of temper about it, I should probably never have thought of mentioning the matter, and the detective work would have begun on the wrong side.
Byrle & Co.'s factory was close to the Thames, and had a wharf in connection with it, and one waterside public-house would do as well for me as another. In fact, as the receiver was as likely to live on the opposite bank as on their own, I might actually gain by living at some place with the river between me and the factory, for a boat could easier cross the river in the dark than a cart could drive through the narrow streets and lanes without being noticed.
I told Tilley as much of my plan as was necessary; he was delighted to help me, for he fancied I was a rising man, and it was something of an honour to work with me. He was willing enough to wear the moustache too; indeed this was such a common and natural sort of disguise, that it was adopted quite as a matter of course. I did not tell him that I wished him to be mistaken for me; I took care to choose the moustache and whisker; but it never occurred to him why that particular style was chosen; nor did I tell him, or Inspector Maffery or Mr Byrle, that I was going to shave. There's nothing like keeping your own counsel in these cases; and I resolved that if I had occasion to report anything to the inspector (for he was supposed to have the case in hand), I would actually wear a false moustache myself; but it was specially arranged that I should not go near any of the authorities until I thought it desirable, for Mr Byrle was of opinion that if the least suspicion got afloat with regard to myself, the men who were robbing him were quite fly to watching where I went. (I am afraid I have dropped into slang again; to be 'fly' to a thing, means that you are up to it, or down to it, as some prefer to say.) Well, this was Mr Byrle's opinion, and I am bound to say, after the visit of the sham clerk, it was mine too.
[OUR IRON-CLADS.]
In our ballad literature not a little is heard of 'the wooden walls of Old England.' History is so full of exploits by three-deckers and frigates, that one feels as if the general disuse of these engines of naval warfare would lead to national disaster. England, however, does not stand alone in exchanging wooden walls for iron-clads of an entirely new type. All the navies of the world have been thus transformed in the twenty years which have elapsed since our last great war. There are ships of war now afloat which could single-handed meet and defeat the whole fleet that followed Nelson and Collingwood at Trafalgar. These great changes have been brought about by the use of armour-plating, the growth of the guns, the improvement of marine engines, and the adoption of machinery to aid in the working and the fighting of the ship. We remember a few months ago hearing one of our admirals, a man of the old school, talking of naval war. 'In past times,' he said, 'war was all courage and chivalry. What is it now? Cunning and machinery!' And to some extent he was right. Cunning and machinery will play a great part in the naval battles of the future; but of course there must be courage, and iron courage too, behind them, or iron plates and monster guns will avail but little. In the new class of war-vessels, the massive plates are bolted on to iron frames; the only wood is the 'backing' of Indian teak behind and sometimes between them. Oak, so far as beams and planks are concerned, has disappeared from the navy. The 'hearts of oak' are left, however, it is to be hoped, in the brave fellows who happily still man our new navy.
Our Navy List tells us that we have something like eight hundred ships of war, including in round numbers sixty iron-clads. These figures given in this way of course require some explanation. In the list are included gun-boats, tenders, store-ships, tug-boats, old wooden ships which are really waiting to be broken up, training-ships, and wooden guard-ships stationed at various ports. Our fighting navy really consists of the iron-clads and the unarmoured cruisers built for high speed; to these we may add gun-boats of a recent type built to carry one very heavy gun. And with regard to the iron-clads it must be noted that even they are not all fitted to take a place in line of battle. Many of them are ships built from 1861 to 1864, having very thin armour, comparatively light guns, and we fear in many cases worn-out boilers. The Warrior, our first real iron-clad man-of-war (for we can hardly count as such the floating batteries), was launched in 1861. She was built on the lines of a fast sailing-ship, and has none of the heaviness of form which was unavoidably given to most of her successors. When she was launched, armour was still in the region of doubtful projects, and it was considered a remarkable success to give her four-and-a-half-inch plates on her central portion only, for the ends were wholly unprotected. The Warrior too was an enormously long ship—no less than three hundred and eighty feet from stem to stern; but even this length was exceeded in the sister ships Northumberland and Minotaur. These ships are neither strong in armour nor handy in manœuvring; they have of course their uses, but they cannot be compared with the later ships constructed when we had acquired some practical knowledge of what an iron-clad should be.
As soon as it was recognised that rapidity in manœuvring—in other words, power of turning easily and certainly—was a necessary quality of a good iron-clad, ships were built much broader in proportion to their length; and this facility of manœuvring was further increased by the general introduction of the twin-screw; that is, the placing of two screw propellers one on each side of the stern-post, each being independent of the other; so that one or both can be used to drive the ship; or one can be reversed while the other continues driving ahead; thus enabling the ship to turn as easily as a boat when the oarsman backs water with one hand and continues pulling with the other.
While the increase of armour kept pace with the growth of the guns, and rose gradually from four inches on the Warrior to two feet on the Inflexible, a species of internal defence was gradually developed by the division of the ship into numerous compartments; so that if she were pierced below the water-line by the explosion of a torpedo or the blow of an enemy's ram, the water would only partially fill her, and she would still be able to keep afloat. All the later iron-clads have a double bottom, the space between the inner and outer bottom being divided into numerous cells. The body of the ship is divided by the water-tight bulkheads extending from side to side, and from the bottom to the upper deck. To these transverse bulkheads Mr Barnaby, the present chief constructor, has added in all the iron-clads which he has designed a longitudinal bulkhead extending from stem to stern, and dividing the ship into two halves in the direction of her length. Further, there are minor compartments formed by strong bulkheads, designed for the protection of the engines and boilers. In a large ship these compartments of various kinds are very numerous; the Inflexible contains upwards of one hundred and twenty; great care, therefore, has to be taken in planning them, in order to insure that this isolation of the various parts of the ship may not interfere with the working of her guns, engines, and steering apparatus while she is in action.
Side by side with this development of defensive power, there went on an equally rapid development of machinery and mechanical appliances for the working of the ship. The first necessity of an iron-clad is powerful engines, to drive her at a speed of thirteen or fourteen knots an hour on an emergency, though of course in ordinary times a much lower rate of speed is considered sufficient, and the engines work at half their power, or are stopped entirely, while the ship proceeds on her way under sail. But the propulsion of the ship is only one of the numerous duties to be discharged by this new adoption of steam, a power which was only just really establishing itself in our navy when we went to war with Russia in 1854. An iron-clad does not carry anything like the crew that used to be put on board of an old three-decker. Eleven hundred men used to be the complement of a ship of one hundred and thirty-one guns; one-third of the number is more than the crew of some of our most formidable vessels of to-day. In former days guns could be handled and worked by men and even by boys, provided the number of hands were sufficient; and nowadays it is very different work running in and out guns weighing thirty-five, thirty-eight, and eighty-one tons, and dragging along and ramming down shot and shell weighing from six hundred pounds up to three-quarters of a ton, and cartridges each of which contains perhaps more than two barrels of gunpowder. This kind of fighting is work for giants, and so the giant Steam lends his strong hand to do it. Steam turns the turrets of the monitor, steam exerts its force through the medium of hydraulic machinery, checks the recoil of the heavy gun as it runs in, forces the mechanical sponge into its bore, works the shot-lift that brings up the ammunition, works the rammer that drives it home into the gun; finally runs the gun out and points it, the huge gun raising or lowering its muzzle, or turning to right or left, as the captain of its crew touches a valve-handle or presses down a little lever.