be kept well employed in a sloop-of-war, and perhaps twice that number
in a frigate or line-of-battle ship fitting. In peace time, however,
it will happen that the crowd of young gentlemen is so great, and the
disposition to learn so little diffused amongst them, that the first
lieutenant is often glad to get rid of them altogether by letting them
waste their time and money on shore.

The state in which the ship happens to be at the time she is
commissioned, must decide, as I said before, the course to be followed
in her equipment. If she be already masted and alongside the hulk, and
the ballast in, the officer will most likely wish to make some show in
the way of rigging--for as yet the masts are naked to the girt-lines,
or single ropes rove through blocks at the mast-head, by which first
the men and then the shrouds are drawn up, and the eyes of the rigging
placed over the mast-heads. If there be only a few sailors on board,
these can be employed to get off the furniture, that is, all the
blocks, ready stropped in the rigging loft; and to draw the present
use stores from the dockyard. These can all be kept under lock and key
in the store-rooms of the hulk; and if the rigging, and everything
required in placing it aloft, be previously fitted and arranged by the
boatswain, so that he can put his hand at once on the gear as soon as
a sufficient number of the crew join, much time will be saved. Even
the lower rigging may be got off all ready fitted from the loft; while
the runners and tackles, the luffs, and other purchases, may be put in
preparation for use the moment there are hands enough to employ on
them.

By application to the boatswain of the yard, assistance will be given
to gammon the bowsprit, preparatory to its being clothed, which is the
technical term for rigging that important spar. One of its principal
offices is to support the foremast and fore-topmast, by means of their
stays, as the slanting ropes are called which stretch forwards and
downwards from the head of every mast, great and small, in the ship.
Some of these, as the main-stay, lie at so inconsiderable an angle
with the horizon, that they possess great power of sustaining the
mast; while others, such as the fore-stay, being necessarily more
perpendicular, do not act to such good mechanical purpose. There is a
peculiar disadvantage attending the method of securing the fore-stay,
arising from the position of the mast. It is placed so near the
extremity of the ship, that the stay, which forms its only support in
the forward direction, cannot be attached to the body of the vessel,
without making so very small an angle with the mast as would divest
it of nearly all its character as a supporter. To remedy this, the
bowsprit has been devised, chiefly as an out-rigger for the fore-stay.
But in order to render the spar effective for that purpose, it
requires to be very strongly bound down. There has, therefore, been
contrived what is called the stem, or cut-water, which is a strong but
narrow projection from the bows, securely fastened by long and thick
bolts of iron and copper to the body of the ship. The chief purpose of
this stem is to furnish a point of support for the ropes securing the
bowsprit. Of these, the most important is called the gammoning, which
consists of a strong and well-stretched hawser, passed up and down
successively, in perpendicular turns, over the bowsprit and through a
hole horizontally cut in the stem. At each turn the gammoning hawser
is hove taut, while every effort is used to bring the bowsprit down
into its place. A heavy boat is sometimes suspended from the end, the
weight of which greatly assists the gammoning process. Another set of
ropes, called bob-stays, extending from about one-third from the outer
end of the bowsprit to the cut-water, nearly at the water-line,
contribute essentially to its stability. It is further secured in a
lateral direction by shrouds reaching from its extremity to the bows
of the ship.

I need not mention, that, in order to give a finish, as it were, to
the end of the ship, and to convert that into a source of ornament
which might otherwise be deemed a deformity, the top of the stem has
been appropriated as the position of the figure-head, the
characteristic emblem of the vessel. In some ships the sailors pride
themselves especially on the beauty of their figure-head; and many a
time have I seen the captain of the forecastle employed for hours in
painting the eyes, hair, and drapery of his favourite idol. I suppose
few commanding-officers will allow of this liberty; for it must be
owned that as Jack's taste in female beauty, and in the disposition
and colours of dress, are borrowed from a very questionable model, his
labours in adorning the figure-head are apt to produce strange
monsters. I once heard of a captain who indulged his boatswain in this
whim of representing his absent love as far as the king's allowance of
paint could carry the art; and it must be owned, that, as the original
Dulcinea owed her roses to the same source, the representation "came
very close aboard of the original," as the delighted boatswain
expressed it. This very proximity in colouring, scantiness of drapery,
and so forth, which formed the boatswain's pride, perplexed the worthy
captain, who had given his sanction to the work, for he could never
cross the bows of his own ship with a party of friends, without
raising a laugh at the expense of his taste in figures. The whole
crew, however, soon fell as much in love with the damsel as the
boatswain had done before them; and it would have been cruel to have
sent the painter to daub her ladyship all over with one uniform
colour, according to the general fashion. The considerate commander
took a different line.

"You seem proud of your head, Mr. Clearpipe, I shall gild her for
you!"

In a few days, the sparkling eyes and blushing cheeks of Mrs.
Boatswain, like Danae, had yielded up their charms to the golden
shower. The glittering figure-head soon became the delight of the
ship's company, and on one occasion furnished the captain with rather
an odd means of calling out their energies. The ship was sailing in
company with several others of the same class, and when they all came
to reef topsails together, she was beat on the first occasion. As they
were setting about a second trial of activity, the captain called out
to the people aloft,--

"Now, I tell you what it is, my lads, unless you are off the yards,
and the sails are hoisted again before any other ship in the squadron,
by the Lord Harry I'll paint your figure-head black!" From that time
forward, she beat every ship in the fleet.

As soon as a sufficient number of hands are collected on board the
ship which is fitting out, all the spars, except the spare ones, may
be got off to the hulk. These consist of topsail yards, topmasts, and
top-gallant masts and yards, jib and spanker boom, studding-sail booms,
and one or two others. The lower and topsail yards can be fitted on
the hulk's decks, ready to be swayed into their places when the masts
are in a state to receive them. If a dockyard lump, or lighter, can be
got to put all the spars in, together with the tops and other things
which are usually made into a raft and floated off, it may save a
great deal of trouble; as it frequently happens that they cannot all
be got in before night, and if bad weather comes on, they may break
adrift and be lost.

There seems no fixed rule for rigging a ship progressively. Different
officers adopt different ways of setting about the operation, and
slight variations occur in the arrangement of the ropes; but,
generally speaking, everything is disposed according to the
long-established rules of seamanship. The grand object is to support
each mast laterally by a number of shrouds on each side, inclining
slightly abaft the perpendicular, to prevent its falling either
sideways or forwards, and also, by means of two stays, the principal
stay and the spring stay, both stretching in the line of the keel, to
hold it forwards. The width of the ship affords what is called a
spread for the rigging, which spread is augmented by the application
of broad shelves, called channels, carrying the rigging three or four
feet further out on each side, and making its angle with the masts
greater, and consequently increasing the support of the shrouds. These
channels act merely as out-riggers, for the ultimate point of fixture,
or that against which the shrouds pull, is lower down, where long
links of iron called chain-plates, are securely bolted through and
through the solid ribs of the ship, and rivetted within. The upper
ends of these chain-plates are furnished with what are called
dead-eyes, great round blocks of wood pierced with holes, through
which the lanyards are rove by which the rigging is set up, or drawn
almost as tight as bars of iron. The topmasts, rising immediately
above the lower masts, are supported chiefly by rigging spread out by
the tops, or what people on shore miscall round-tops. These, like the
channels for the lower rigging, are mere projections or out-riggers;
the true point of support for the topmast rigging is the lower
shrouds, the connection being made by what are called futtock shrouds
and catharpins. The top-gallant masts, at the next stage aloft, are
supported by shrouds passing through the ends of small spars called
cross-trees, at the head of the topmast; and so on in succession, up
to the sky-scrapers and moon-rakers in some very fly-away ships.

As early as possible, the boats, which are duly warranted for the
ship, should be selected, and their equipment superintended by the
officers of the ship, who are the persons most interested in their
completion. The master boat-builder attends to any little extra
fittings that the first lieutenant may have a fancy for--such as the
arrangement of the kedge and steam-anchor davits, the slide for the
carronnade in the launch, and so on. The boats will be painted of any
required colour, provided that colour be consistent with the dockyard
regulations; if any other be required, the captain must purchase it
himself, but the dockyard painters will lay it on. In the same way, if
the gun carriages are to be painted of any particular or fancy colour,
the people at the gun-wharf will prime them in a manner suited to
that colour, but no more.

I may here take occasion to remark, that in the numberless dockyards I
have drawn stores from, I never met with any real difficulty in
getting all that was reasonable from the officers in any department. I
have heard, indeed, one and all of these persons abused over and over
again, for being crusty and disobliging; for pertinacity in sticking
to the mere letter of their instructions, and forgetting its spirit;
and for throwing obstacles in the way of the service, instead of
promoting its advancement. But I can only say for myself, that I never
met with anything but a hearty zeal to furnish all that was right, and
that, too, in the pleasantest manner, provided the proper degree of
civility were used in making the application.

People too often forget, that politeness, punctuality, and general
attention to business, are all reciprocal qualities; and that, unless
they themselves employ such means in their intercourse with official
authorities, it is hopeless to expect these authorities will put
themselves one inch out of their way to oblige persons who manifestly
hold them in contempt. At least, until we can procure angels to take
the office of master-attendant, master-shipwright, storekeeper, and so
forth, the laws and customs of human nature will continue to regulate
such influences. Your gruff and sulky letter-of-the-law man will, no
doubt, get his ship fitted, in process of time, but not half so well,
nor nearly so quickly, as he who takes matters cheerfully.

When a sufficient number of hands have been volunteered at the
rendezvous, and stationed to the different parts of the ship's duty,
the first lieutenant should form them into separate working parties,
as carefully selected as possible for the different kinds of work
required. The gunner will take one of these gangs to the
ordnance-wharf, to fit the tackles and breechings; another party will
be sent to the sail-loft to fit the sails; a third party may be
occupied with stowing the water-tanks, and preparing the holds for the
provisions; while some hands should be sent to weave mats for covering
the different parts of the rigging. The carpenters form a most
important department of the crew, as there are many little jobs to be
attended to in every part of the ship which the dockyard pass over;
and it is useful to have one or two carpenters always ready at a call
to drive in a nail here, or fix a cleat there, or to ease or fill up
what does not fit nicely.

When a ship is first commissioned, the captain should apply to the
builder to have the caulking of the sides, and especially of the
decks, carefully examined, and if this important operation is to be
repeated, it should be got over as soon as may be. If the caulking be
delayed, as too frequently occurs, till after the ship is equipped and
painted, and the guns mounted; off comes a noisy gang of caulkers, who
daub her all over with pitch, the removal of which is a troublesome,
and always a dirty operation.

Old hammocks are generally supplied for the men to sleep in while the
ship is fitting, and returned when she goes out of harbour. But two
sets of new hammocks ought to be got on board the hulk, ready to be
numbered as soon as a neat-handed man of letters can be enlisted for
that purpose; and as every hammock requires to have a legible number
marked on it, this occupies some time, and should be set about as
early as possible, that all may be dry and ready against going to sea.

If the ship be new, it will be of great advantage that the captain or
first lieutenant should point out to the dockyard officers what he
considers the best place for the bulk-heads, or partitions separating
the different holds from one another. The main hold, for example, if
fitted strictly according to rule, or if it be left to the general
guess of the superintending shipwright, may chance to be long enough
to stow a certain number of water-tanks, together with a foot or two
over and above; now this lost space, if thrown into the after-hold,
might prove sufficient to gain another entire "longer," or range of
provision-casks. In the same way, the bulkhead which is common to
the spirit-room and after-hold may, by timely adjustment, be so placed
as to gain much useful space. These things are now much better
attended to than formerly in the original fitting of the ship; but I
mention them to prevent, as far as may be, the dangerous practice of
taking that for granted which admits of further examination. Moreover,
as no two vessels are exactly alike in all their dimensions, and
correct seamanship is guided by principles, which an officer ought to
understand, it will not do to rely upon things being done properly
when they are done by rule-of-thumb. Thus the position of the
main-tack block, and those of the fore and main sheets, the main-brace
blocks, topsail sheet and brace bitts, with the number of sheeves in
each, and twenty other things relating to kevils, cleats, and belaying
pins, will be dependent for much of their eventual efficiency on the
length of the yards, the size of the sails, and other circumstances
which it is quite in vain, and quite unreasonable to expect the
dockyard workmen to take into account.

By the time the ship, to which every one has ere this become attached,
is so far advanced as to have all her spars on end, the artificers
will have completed their hammerings, sawings, and nailings, and the
main-hold will have been stowed with water-tanks. It is then time to
draw the heavy stores from the dockyard, such as anchors, cables,
spare anchor-stocks, fishes for the lower masts, and other spars,
forming, when packed together in two lines, one on each side of the
upper deck, what are called "the booms." Great care must be taken in
stowing these clusters of spars so as to leave room enough between
them, and just room enough, for stowing the launch or largest boat.
This is managed by the carpenter taking what is called her midship
section, and making a slight framework model to guide the stowage of
the booms.

It may be useful to remark, that, although the operations in fitting
out a ship are multifarious, and often apparently much confused, it is
of great consequence to carry into them as much routine method as
possible. For example, in spite of the frequent interruptions to which
the seamen are exposed by the arrival of dockyard and
victualling-office vessels, which must be cleared, it will be found
very advantageous to adopt a uniform plan by which one set of men
shall begin, carry on, and complete the same jobs. In this way the
several working parties will come to take an interest and pride in
executing their tasks well and quickly, which they never could feel if
the responsibility and credit were divided or dissipated by their
being sent backwards and forwards from one operation to another. For
the purpose of such arrangements, as well as to assist his memory, the
first lieutenant may find it useful to write out in the evening a
programme of the next day's intended operations, and commencing every
morning by this, adhere to it throughout the day as strictly as
circumstances will permit. A character of consistency will thus be
given to a vast crowd of operations which otherwise become confused
and desultory. The people employed to execute these tasks will soon
insensibly discover that their labours are guided by substantial
method, and they will work all the more cheerfully and effectively,
from a conviction that no time is lost, and that their services are
duly appreciated.

The main hold being now stowed, the cables, anchors, and spare spars,
all on board, the quantity of provisions required to complete for the
service appointed may be applied for, and will be sent off in the
victualling-office lighters. The purser then gets on board coals,
candles, lanterns, and other stores in his department. The rigging has
been repeatedly set up, and is now so well stretched that it is ready
for the last pull before going out of harbour. This done, and the
dead-eyes and ratlines squared, the shroud and backstay mats are put
on, and the masts and studding-sail booms carefully scraped. The lower
masts, and the heads of the topmasts and top-gallant masts, are next
painted, the yards blacked, and the rigging and backstays fore and aft
tarred down. The whole ship ought now to be scraped within and
without, and thoroughly cleaned and dried; after which the painters
may be sent for from the dockyard, and when they have primed the ship
it will be well to give her decks another good scouring. Next black
the bends, while the painters finish the upper works with one or two
more coats; and, finally, retouch the bends with the black-brush.

When the paint is thoroughly dry, the guns and ordnance stores are to
be got on board, and all the remaining stores drawn from the dockyard,
leaving nothing, if possible, excepting the gunpowder, to be got off.
At this stage of the equipment, the ropes forming the running rigging
may be rove and cut. At the same time, both suits of sails ought to be
got on board in a decked lighter, one for stowing away in the
sail-room, but completely fitted and ready for use; the others to be
bent to the yards. The hammock-cloths also being now fitted, are
brought off; and if the ship be "going foreign," double sets are
allowed, both of which in former times used to be painted; but the
spare cloths are now very properly supplied unpainted.

The ship being all ready for going out of harbour, the captain makes a
report to that effect to the admiral, the working boats are returned,
and the new ones drawn, and hoisted in. At the same time all
unserviceable stores, worn out in fitting the ship, are returned to
the dockyard, including the hulk hammocks, which must be well
scrubbed, dried, and made neatly up. The new hammocks are issued and
slung, and the bedding being lashed up in them, they are stowed in the
nettings, with their numbers ranged in a straight line, in regular
order fore and aft. This arrangement not only gives symmetry, but is
useful in affording the means of getting at any particular hammock
which may be required; for instance, if a man is taken sick, or
persons are required to be sent to other ships.

Generally speaking, indeed, it will be found that the attention
bestowed on regularity, neatness, and even dandyism, in all these
minor details, brings with it more than a correspondent degree of
practical advantage. The men soon feel a pride in what their officer
approves of and shows himself pleased with; and, when once they fall
into habits of mutual obligation in the accomplishment of a common
purpose, everything goes on smoothly and cheerfully. I need scarcely
recall to the recollection of any one who has witnessed the practice
of such things, the marvellous difference in the efficiency of a ship
where the system of discipline is to bully and reproach, and of
another where the principle is encouraging and gentleman-like. In one
case the crew work as little as may be, and even take a morbid
pleasure in crossing the views of the officers as much as they
possibly can without incurring the risk of punishment; and they never
stir a finger in works not strictly within their assigned duty. In the
other case, where good will, a temperate exercise of authority,
indulgence, when it can by possibility be granted, and, above all,
when no coarse language unworthy the lips of an officer and a
gentleman is used, the result is very different. All the subordinate
authorities, and indeed the crew at large, then become insensibly
possessed of an elasticity of obedience which exerts a two-fold
influence, by reacting on themselves even more than it operates upon
the commanding-officer whose judicious deportment has called out the
exertion. I may safely add, that in the strict discipline which is
absolutely indispensable in every efficient man-of-war, and under all
the circumstances of confinement, privation, and other inevitable
hardships to which both officers and men are exposed, such a course of
moderation and good-breeding, independently of its salutary effect on
the minds of the people, works most admirably for the public service,
and more than doubles the results, by rendering men, who otherwise
might have been disposed to retard the duty, sincerely zealous in its
advancement.

Lord Nelson, that great master of war and discipline, and all that was
noble and good in the cause of his country, understood, better perhaps
than any other officer, the art of applying these wholesome maxims to
the practice of duty at the exact moment of need. During the long and
weary period when Lord Nelson was blockading Toulon, he was joined
from England by a line-of-battle ship, commanded by an officer who, as
the story goes, had long applied for and expected an appointment to a
cruising frigate, and who, in consequence of this disappointment, came
growling out to join the fleet, in high dudgeon with the Admiralty at
being condemned, as he called it, to the galley-slave duty of a
blockade, in a wretched old tub of a 74, instead of ranging at large
in a gay frigate over the Atlantic or the Adriatic, and nabbing up
prizes by the dozen. It appears farther, that he rather unreasonably
extended a portion of his indignation to the Admiral, who, of course,
had nothing to do with his appointment; and this sulky frame of mind
might have proved the captain's ruin, had his Admiral been any other
than Nelson. But the genius of that great officer appeared to delight
in such occasions of recalling people to a sense of their duty, and
directing their passions and motives into the channels most useful to
themselves and their country. Knowing the officer to be a clever man,
and capable of performing good service if he chose, it was Nelson's
cue to make it his choice. When, therefore, the captain came on board,
full of irritability and provocation, the Admiral took no notice, but
chatted with him during breakfast on the news from England, and other
indifferent matters, as if his guest had been in the best humour
possible. The other, who was nursing his displeasure, waited only for
an opportunity of exploding, when he could do so without a breach of
decorum. Lord Nelson soon gave him the occasion he appeared to seek
for, by begging him to step into the after-cabin, and then asking him
what he thought of the station, and how he should like cruising in
the Levant and other interesting parts of the Mediterranean.

"Why, as to that, my lord, I am not very likely to have any choice. I
am sent here to join the blockading fleet, and here, no doubt, I am
doomed to stick. I care nothing about the Mediterranean, and it would
matter little if I did."

"I am sorry to hear you speak in that way," said Nelson, "for I had
reckoned a good deal on your activity, personal knowledge, and
abilities, to execute a service of some consequence in the upper parts
of the station. In this view I have been cutting out a cruise for you,
which I had hoped might enable you to see everything that is
interesting, and at the same time to execute a delicate and difficult
piece of service. But if you really do not fancy it, only say so--it
is not a business that can be done well on compulsion, but must be
done cheerfully. If you have a mind to go, well and good--if not, I
must look out for some one else--but you are the man I should prefer,
if it be agreeable to you. Here is a sketch of your orders, and there
is the chart--look them over at leisure, and make your decision."

As Lord Nelson spoke these words he went on deck, leaving the poor man
bewildered at the prospect of the very employment he most desired, and
not a little ashamed of himself for having anticipated so different a
reception. The captain gratefully accepted the Admiral's offer, sailed
on the appointed service, which he executed with such diligence and
zeal, that he actually returned to the blockading fleet long within
the period he was authorized to bestow on the cruise; and there he
remained ever afterwards, performing all the drudgery of the
blockading service, not only with zeal, but with the heartiest good
humour, springing out of an anxious desire to manifest at once his
respect and his affectionate devotion to the matchless officer who had
so judiciously taught him the true path to honour.

The last thing to be done in fitting out, and before quitting the
harbour, is to turn all hands over to their proper ship, and then to
scrape, and scrub, and wash the hulk as effectually as possible,
preparatory to her being inspected by the dockyard. This duty is too
frequently executed in a negligent manner; and really it is not much
to be wondered at, for the hulks are such abominable ugly-looking
monsters, that one can take no pride or pleasure in treating them with
common decency. The commanding-officer, therefore, should be
particularly cautious in seeing this operation effectually performed;
for, if he does not, he will be sure to be called upon next day to
send a party of hands, probably at a great inconvenience, to repeat
the process.

There are, as will readily be conceived, a hundred minor points to be
thought of in the equipment of a ship, to which I have not adverted,
relating to the watching, stationing, and quartering of men and
officers; the berthing and arrangement of the people into messes; the
rules respecting their having leave to go on shore, and so on. It may
be well, however, to remind officers that they should never forget
that the mere appearance of their ship is a matter of considerable
consequence; and therefore, even in the very busiest times of the
outfit, the yards should be carefully squared every evening after the
work is over, all the ropes hauled taut, and the decks swept as soon
as the artificers leave off work. Not a single person beyond the
sentries should ever be allowed to go from the hulk to the ship,
except during working hours. This rule prevents any interference with
the tools or unfinished work of the dockyard men. In a word, the crew
should never be allowed to suppose that the discipline of forms and
appearances, so to call it, is relaxed, because the usual regularity
of working is in some degree interrupted. That a ship is essentially
in good order can at once be discovered by a professional eye, in the
midst of her most bustling occupations and at any stage of the outfit.

Last of all the pilot comes on board; the sails are loosed and
hoisted; and the lashings being cast off from the hulk, the gay ship
sails joyously out of harbour, and takes up her anchorage at the
anchoring ground. The officers and crew set to work in getting things
into their places; and being all thoroughly tired of harbour, and
anxious to get to sea, a fresh feeling of zeal and activity pervades
the whole establishment.

The powder is now got on board; the warrant-officers "indent" or sign
the proper acknowledgments for their stores at the dockyard; and the
purser, having completed the stock of provisions, closes his accounts
at the victualling-office. The captain's wife begins to pack up her
band-boxes in order to return home, while the Jews and bum-boat folks
are pushing all the interest they can scrape together to induce the
first lieutenant to give them the priority of entrance with their
goods and chattels on the approaching pay-day. The sailors' wives
about this period besiege the captain and his lady alternately, with
petitions to be allowed to go to sea in the ship; to all, or most of
which, a deaf ear must be turned. When all things are put to rights,
the port-admiral comes on board to muster and inspect the ship's
company, and to see how the different equipments have been attended
to.

At length, just before sailing, pay-day comes, and with it many a
disgusting scene will ever be associated until the present system be
modified. The ship is surrounded by a fleet of boats filled with gangs
of queer-looking Jew-pedlars sitting in the midst of piles of
slop-clothing, gaudy handkerchiefs, tawdry trinkets, eggs and butter,
red herrings and cheeses, tin-pots, fruit, joints of meat, and bags of
potatoes, well concealed beneath which are bottles and bladders filled
with the most horribly adulterated spirituous liquors. As many of
these dealers as can be conveniently ranged on the quarter-deck and
gangways may be admitted, that the market may be as open and fair as
possible; but it is very indiscreet to allow any of them to go on the
main-deck.

Right happy is that hour when the ship is fairly clear of all these
annoyances--sweethearts and wives inclusive--and when, with the water
filled up to the last gallon, the bread-room chock full, and as many
quarters of beef got on board as will keep fresh, the joyful sound of
"Up Anchor!" rings throughout the ship. The capstan is manned; the
messenger brought to; round fly the bars; and as the anchor spins
buoyantly up to the bows, the jib is hoisted, the topsails sheeted
home, and off she goes, merrily before the breeze!

FINIS.




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Teuton. By C.J. Riethmueller. Crown 8vo. 7s. 6d.

The Legend of the Golden Prayers, and other Poems.
By C.F. Alexander, Author of "Moral songs," &c.
Fcap. 8vo. 5s.; morocco, 10s. 6d.

Verses for Holy Seasons. By the Same Author.
Edited by the Very Rev. W.F. Hook, D.D. _4th Edition_.
Fcap. 8vo. 3s. 6d.; morocco, 8s. 6d.

Day and Night Songs and The Music Master, a
Love Poem. By William Allingham. With Nine Illustrations.
Fcap. 8vo. 6s. 6d.

Wild Thyme. By E.H. Mitchell. Fcap. 8vo. 5s.

Lyrics and Idylls. By Gerda Fay. Fcap. 8vo. 4s.

Pansies. By Fanny Susan Wyvill. Fcap. 8vo. 5s.

Io in Egypt, and other Poems. By R. Garnett.
Fcap. 8vo. 5s.

Poems from the German. By Richard Garnett.
Fcap. 8vo. 3s. 6d.

Poems. By Thomas Ashe. Fcap. 8vo. 5s.

Dryope, and other Poems. By Thomas Ashe.
Fcap. 8vo. 6s.

NIGHTINGALE VALLEY: a Collection
of the Choicest Lyrics and Short Poems in
the English Language. Fcap. 8vo. 5s.
Morocco, 10s. 6d.

Ballads and Songs of Yorkshire. Edited by C.J.D.
Ingledew, M.A., Ph.D. 6s.

Percy's Reliques of Early English Poetry. 3 vols.
small 8vo. 15s. Half-bound, 18s. Antique-calf, or
morocco, 1l. 11s. 6d.

Ellis's Specimens of Early English Poetry. 3 vols.
small 8vo. 15s. Half-bound, 18s. Antique-calf, or
morocco, 1l. 11s. 6d.

The Book of Ancient Ballad Poetry of Great Britain,
Historical, Traditional and Romantic; with Modern
Imitations, Translations, Notes, and Glossary, &c. Edited
by J.S. Moore. _New and Improved Edition_, 8vo. Half-bound,
14s. Antique morocco, 21s.

Poets' Wit and Humour. Selected by W.H. Wills,
with 100 Illustrations by C. Bennett, and G.H. Thomas.
Crown 4to. Ornamental cloth, 1l. 1s.; antique morocco
elegant, 1l. 11s. 6d.; morocco, Hayday, 2l. 2s.

Shakespeare's Tempest. With Illustrations by
Birket Foster, Gustave Dore, Frederick Skill, Alfred
Slader, and Gustave Janet. Crown 4to. Ornamental
cloth, 10s. 6d. Antique morocco elegant, 1l. 1s.

David Mallet's Poems. With Notes and Illustrations
by F. Dinsdale, LL.D., F.S.A. _New Edition_. Post
8vo. 10s. 6d.

The Defence of Guenevere, and other Poems. By
W. Morris. Fcap. 8vo. 5s.

Passion Week. By the Editor of "Christmas
Tyde." With 16 Illustrations from Albert Durer. Imperial
16mo. 7s. 6d.; morocco, 14s.

"Handy, well edited, and well printed."--_Athenaeum_.


_Now in course of Publication._

BELL AND DALDY'S
POCKET VOLUMES,

A SERIES OF SELECT WORKS OF
FAVOURITE AUTHORS.

The intention of the Publishers is to produce
a Series of Volumes adapted for
general reading, moderate in price, compact
and elegant in form, and executed in
a style fitting them to be permanently preserved.

They do not profess to compete with the so-called
cheap volumes. They believe that a cheapness which
is attained by the use of inferior type and paper,
and absence of editorial care, and which results in
volumes that no one cares to keep, is a false cheapness.
They desire rather to produce books superior
in quality, and relatively as cheap.

Each volume will be carefully revised by a competent
editor, and printed at the Chiswick Press, on
fine paper, with new type, and ornaments and initial
letters specially designed for the series.

The Pocket Volumes will include all classes of
Literature, both copyright and non-copyright; Biography,
History, Voyages, Travels, Poetry, sacred
and secular, Books of Adventure and Fiction. They
will include Translations of Foreign Books, and also
such American Literature as may be considered
worthy of adoption.


POCKET VOLUMES.

The Publishers desire to respect the moral claims
of authors who cannot secure legal copyright in this
country, and to remunerate equitably those whose
works they may reprint.

The books will be issued at short intervals, in
paper covers, at various prices, from 1s. to 3s. 6d.,
and well bound in cloth top edge gilt at 6d. per
volume extra. They will also be kept in superior
bindings for presents and prizes.


Now Ready.

Walton's Complete Angler.    2s. 6d.
Sea Songs and Ballads.    By Dibdin, and others.   2s. 6d.
White's Natural History of Selborne.    3s.
Coleridge's Poems.    2s. 6d.
The Robin Hood Ballads.   2s. 6d.
The Lieutenant and Commander.  By Capt. Hall, R.N.  3s.
The Midshipman.    By Capt. Basil Hall, R.N.   3s.
Southey's Life of Nelson.   2s. 6d.
George Herbert's Poems.   2s.
George Herbert's Works.   3s.
Longfellow's Poems.   2s. 6d.
Lamb's Tales from Shakspeare.    2s. 6d.
Milton's Paradise Lost.   2s. 6d.
Milton's Paradise Regained and other Poems.   2s. 6d.
Well Bound in cloth, 6d. extra.


Preparing.

Burns's Poems.
Burns's Songs.
The Conquest of India.    By Capt. Basil Hall, R.N.
Walton's Lives of Donne, Wotton, Hooker, &c.
Gray's Poems.
Goldsmith's Poems.
Goldsmith's Vicar of Wakefield.
Henry Vaughan's Poems.


_Other Works are in Preparation._