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If a great painter, why not a great novelist? Well, pass, great novelist, G.C.M. But if a poetic, a pictorial, a story-telling or music-composing artist, why not a singing artist? Why not a basso-profondo? Why not a primo tenore? And if a singer, why should not a ballet-dancer come bounding on the stage with his cordon, and cut capers to the music of a row of decorated fiddlers? A chemist puts in his claim for having invented a new color; an apothecary for a new pill; the cook for a new sauce; the tailor for a new cut of trousers. We have brought the star of Minerva down from the breast to the pantaloons. Stars and garters! can we go any farther; or shall we give the shoemaker the yellow ribbon of the order for his shoetie?

When I began this present Roundabout excursion, I think I had not quite made up my mind whether we would have an Order of all the Talents or not: perhaps I rather had a hankering for a rich ribbon and gorgeous star, in which my family might like to see me at parties in my best waistcoat. But then the door opens, and there come in, and by the same right too, Sir Alexis Soyer! Sir Alessandro Tamburini! Sir Agostino Velluti! Sir Antonio Paganini (violinist)! Sir Sandy McGuffog (piper to the most noble the Marquis of Farintosh)! Sir Alcide Flicflac (premier danseur of H. M. Theatre)! Sir Harley Quin and Sir Joseph Grimaldi (from Covent Garden)! They have all the yellow ribbon. They are all honorable, and clever, and distinguished artists. Let us elbow through the rooms, make a bow to the lady of the house, give a nod to Sir George Thrum, who is leading the orchestra, and go and get some champagne and seltzer-water from Sir Richard Gunter, who is presiding at the buffet. A national decoration might be well and good : a token awarded by the country to all its benemerentibus : but most gentlemen with Minerva stars would, I think, be inclined to wear very wide breast-collars to their coats. Suppose yourself, brother penman, decorated with this ribbon, and looking in the glass, would you not laugh? Would not wife and daughters laugh at that canary-colored emblem?

But suppose a man, old or young, of figure ever so stout, thin, stumpy, homely, indulging in looking-glass reflections with that hideous ribbon and cross called V. C. on his coat, would he not be proud? and his family, would they not be prouder? For your nobleman there is the famous old blue garter and star, and welcome. If I were a marquis if I had thirty -forty thousand a year (settle the sum, my dear Alnaschar, according to your liking), I should consider myself entitled to my seat in Parliament and to my garter. The garter belongs to

the Ornamental Classes. Have you seen the new magnificent Pavo Spicifer at the Zoological Gardens, and do you grudge him his jewelled coronet and the azure splendor of his waistcoat? I like my Lord Mayor to have a gilt coach; my magnificent monarch to be surrounded by magnificent nobles : I huzzay respectfully when they pass in procession. It is good for Mr. Briefless (50, Pump Court, fourth floor) that there should be a Lord Chancellor, with a gold robe and fifteen thousand a year. It is good for a poor curate that there should be splendid bishops at Fulham and Lambeth : their lordships were poor curates once, and have won, so to speak, their ribbon. Is a man who puts into a lottery to be sulky because he does not win the twenty thousand pounds prize? Am I to fall into a rage, and bully my family when I come home, after going to see Chatsworth or Windsor, because we have only two little drawing-rooms? Welcome to your garter, my lord, and shame upon him qui mal y pense !

So I arrive in my roundabout way near the point towards which I have been trotting ever since we set out.

In a voyage to America, some nine years since, on the seventh or eighth day out from Liverpool, Captain L came to dinner at eight bells as usual, talked a little to the persons right and left of him, and helped the soup with his accustomed politeness. Then he went on deck, and was back in a minute, and operated on the fish, looking rather grave the while.

Then he went on deck again; and this time was absent, it may be, three or five minutes, during which the fish disappeared, and the entrées arrived, and the roast beef. Say ten minutes passed — I can't tell after nine years.

Then L- came down with a pleased and happy countenance this time, and began carving the sirloin : “ We have seen the light,” he said. Madam, may I help you to a little gravy, or a little horse-radish ?” or what not?

I forget the name of the light; nor does it matter. It was a point off Newfoundland for which he was on the look-out, and so well did the “Canada” know where she was, that, between soup and beef, the captain had sighted the headland by which his course was lying.

And so through storm and darkness, through fog and midnight, the ship had pursued her steady way over the pathless ocean and roaring seas, so surely that the officers who sailed her knew her place within a minute or two, and guided us with a wonderful providence safe on our way. Since the noble Cunard Company has run its ships, but one accident, and that through the error of a pilot, has happened on the line.

By this little incident (hourly of course repeated, and trivial to all sea-going people) I own I was immensely moved, and never can think of it but with a heart full of thanks and awe. We trust our lives to these seamen, and how nobly they fulfil their trust! They are, under heaven, as a providence for us. Whilst we sleep, their untiring watchfulness keeps guard over us. All night through that bell sounds at its season, and tells how our sentinels defend us. It rang when the “ Amazon was on fire, and chimed its heroic signal of duty, and courage, and honor. Think of the dangers these seamen undergo for us: the hourly peril and watch ; the familiar storm ; the dreadful iceberg; the long winter nights when the decks are as glass, and the sailor has to climb through icicles to bend the stitf sail on the yard! Think of their courage and their kindnesses in cold, in tempest, in hunger, in wreck! 6. The women and children to the boats,” says the captain of the “ Birkenhead,” and, with the troops formed on the deck, and the crew obedient to the word of glorious command, the immortal ship goes down. Read the story of the “ Sarah Sands : "

“ SARAH SANDS.

"The screw steamship ‘Sarah Sands,' 1,330 registered tons, was char. tered by the East India Company in the autumn of 1858, for the conveyance of troops to India. She was commanded by John Squire Castle. She took out a part of the 54th Regiment, upwards of 350 persons, besides the wives and children of some of the men, and the families of some of the officers. All went well till the 11th November, when the ship had reached lat. 14 S., long. 56 E., upwards of 400 miles from the Mauritius.

“ Between three and four P. M. on that day a very strong smell of fire was perceived arising from the after-deck, and upon going below into the hold, Captain Castle found it to be on fire, and immense volumes of smoke arising from it. Endeavors were made to reach the seat of the fire, but in vain; the smoke and heat were too much for the men. There was, however, no confusion. Every order was obeyed with the same coolness and courage with which it was given. The engine was immediately stopped. All sail was taken in, and the ship brought to the wind, so as to drive the smoke and fire, which was in the after-part of the ship, astern Others were, at the same time, getting fire-hoses fitted and passed to the scene of the fire. The fire, however, continued to increase, and attention was directed to the ammunition contained in the powder-magazines, which were situated one on each side the ship immediately above the fire. The starboard magazine was soon cleared. But by this time the whole of the afterpart of the ship was so much enveloped in smoke that it was scarcely possible to stand, and great fears were entertained on account of the port magazine. Volunteers were called for, and came immediately, and, under the guidance of Lieutenant Hughes, attempted to clear the port magazine, which they succeeded in doing, with the exception, as was supposed, of one or two barrels. It was most dangerous work. The men became over

powered with the smoke and heat, and fell; and several, while thus en gaged, were dragged up by ropes, senseless.

"The flames soon burst up through the deck, and running rapidly along the various cabins, set the greater part on fire.

“In the meantime Captain Castle took steps for lowering the boats. There was a heavy gale at the time, but they were launched without the least accident. The soldiers were mustered on deck; there was no rush to the boats ; and the men obeyed the word of command as if on parade. The men were informed that Captain Castle did not despair of saving the ship, but that they must be prepared to leave her if necessary. The women and children were lowered into the port lifeboat, under the charge of Mr. Very, third officer, who had orders to keep clear of the ship until recalled.

Captain Castle then commenced constructing rafts of spare spars. In a short time, three were put together, which would have been capable of saving a great number of those on board. Two were launched overboard, and safely moored alongside, and then a third was left across the deck forward, ready to be launched.

“ In the meantime the fire had made great progress. The whole of the cabins were one body of fire, and at about 8.30 P. M. flames burst through the upper deck, and shortly after the mizzen rigging caught fire. Fears were entertained of the ship paying off, in which case the flames would have been swept forwards by the wind; but fortunately the after-braces were burnt through, and the main-yard swung round, which kept the ship's · head to wind. About nine P. M., a fearful explosion took place in the port magazine, arising, no doubt, from the one or two barrels of powder which it had been impossible to remove. By this time the ship was one body of fame, from the stern to the main rigging, and thinking it scarcely possible to save her, Captain Castle called Major Brett (then in command of the troops, for the Colonel was in one of the boats) forward, and, telling him that he feared the ship was lost, requested him to endeavor to keep order amongst the troops till the last, but, at the same time, to use every exertion to check the fire. Providentially, the iron bulkhead in the after-part of the ship withstood the action of the flames, and here all efforts were concentrated to keep it cool.

No person,' says the captain, 'can describe the manner in which the men worked to keep the fire back; one party were below, keeping the bulkhead cool, and when several were dragged up senseless, fresh volunteers took their places, who were, however, soon in the same state. At about ten P. M., the maintopsail-yard took fire. Mr. Welch, one quartermaster, and four or five soldiers, went aloft with wet blankets, and succeeded in extinguishing it, but not until the yard and mast were nearly burnt through. The work of fighting the fire below continued for hours, and about midnight it appeared that some impression was made; and after that, the men drove it back, inch by inch, until daylight, when they had completely got it under. The ship was now in a frightful plight. The after-part was literally burnt out - merely the shell remaining – the port quarter blown out by the explosion : fifteen feet of water in the hold.'

“The gale still prevailed, and the ship was rolling and pitching in a heavy sea, and taking in large quantities of water abaft: the tanks, too, were rolling from side to side in the hold.

“As soon as the smoke was partially cleared away, Captain Castle got spare sails and blankets aft to stop the leak, passing two hawsers round the stern, and setting them up. The troops were employed baling and pumping. This continued during the whole morning.

"In the course of the day the ladies joined the ship. The boats were ordered alongside, but they found the sea too heavy to remain there. The gig had been abandoned during the night, and the crew, under Mr. Wood, fourth officer, had got into another of the boats. The troops were em ployed the remainder of the day baling and pumping, and the crew securing the stern. All hands were employed during the following night baling and pumping, the boats being moored alongside, where they received some damage." At daylight, on the 13th, the crew were employed hoisting the boats, the troops were working manfully baling and pumping Latitude at noon, 13 deg. 12 min. south, At five P. M., the foresail and foretopsail were set, the rafts were cut away, and the ship bore for the Mauritius." On Thursday, the 19th, she sighted the Island of Rodrigues, and arrived at Mauritius on Monday the 23rd.”

The Nile and Trafalgar are not more glorious to our country, are not greater victories than these won by our merchantseamen. And if you look in the Captain's reports of any maritime register, you will see similar acts recorded every day. I have such a volume for last year, now lying before me. In the second number, as I open it at hazard, Captain Roberts, master of the ship “ Empire,” from Shields to London, reports how on the 14th ult. (the 14th December, 1859), he, “ being off Whitby, discovered the ship to be on fire between the main hold and boilers: got the hose from the engine laid on, and succeeded in subduing the fire ; but only apparently; for at seven the next morning, the · Dudgeon' bearing S.S.E. seven miles' distance, the fire again broke out, causing the ship to be enveloped in flames on both sides of midships : got the hose again into play and all hands to work with buckets to combat with the fire. Did not succeed in stopping it till four P.M., to effect which, were obliged to cut away the deck and top sides, and throw overboard part of the cargo. The vessel was very much damaged and leaky: determined to make for the Humber. Ship was run on shore, on the mud, near Grimsby harbor, with five feet of water in her hold. The donkey-engine broke down. The water increased so fast as to put out the furnace fires and render the ship almost unmanageable. On the tide flowing, a tug towed the ship off the mud, and got her into Grimsby to repair."

On the 2nd of November, Captain Strickland, of the “Purchase” brigantine, from Liverpool to Yarmouth, U. S., “encountered heavy gales from W.N.W. to W.S.W., in lat. 43° N., long. 34° W., in which we lost jib, foretopmast, staysail, topsail, and carried away the foretopmast stays, bobstays and bowsprit, headsails, cut-water and stern, also started the wood ends, which caused the vessel to leak. Put her before the wind and sea, and hove about twenty-five tons of cargo overboard to

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