King's Cutters and Smugglers 1700-1855 Part 1

King's Cutters and Smugglers 1700-1855.

by E. Keble Chatterton.

PREFACE

I have in the following pages endeavoured to resist the temptation to weave a web of pleasant but unreliable fiction round actual occurrences. That which is here set forth has been derived from facts, and in almost every case from ma.n.u.script records. It aims at telling the story of an eventful and exciting period according to historical and not imaginative occurrence. There are extant many novels and short stories which have for their heroes the old-time smugglers. But the present volume represents an effort to look at these exploits as they were and not as a novelist likes to think they might have occurred.

Perhaps there is hardly an Englishman who was not thrilled in his boyhood days by Marryat and others when they wrote of the King's Cutters and their foes. It is hoped that the following pages will not merely revive pleasant recollections but arouse a new interest in the adventures of a species of sailing craft that is now, like the brig and the fine old clipper-s.h.i.+p, past and done with.

The reader will note that in the Appendices a considerable amount of interesting data has been collected. This has been rendered possible only with great difficulty, but it is believed that in future years the dimensions and details of a Revenue Cutter's construction, the sizes of her spars, her tonnage, guns, &c., the number of her crew carried, the names and dates of the fleets of cutters employed will have an historical value which cannot easily be a.s.sessed in the present age that is still familiar with sailing craft.

In making researches for the preparation of this volume I have to express my deep sense of grat.i.tude to the Honourable Commissioners of the Board of Customs for granting me permission to make use of their valuable records; to Mr. F.S. Parry C.B., Deputy Chairman of the Board for his courtesy in placing a vast amount of data in my hands, and for having elucidated a good many points of difficulty; and, finally, to Mr. Henry Atton, Librarian of the Custom House, for his great a.s.sistance in research.

E. KEBLE CHATTERTON.

King's Cutters & Smugglers

CHAPTER I

INTRODUCTION

Outside pure Naval history it would be difficult to find any period so full of incident and contest as that which is covered by the exploits of the English Preventive Service in their efforts to deal with the notorious and dangerous bands of smugglers which at one time were a terrible menace to the trade and welfare of our nation.

As we shall see from the following pages, their activities covered many decades, and indeed smuggling is not even to-day dead nor ever will be so long as there are regulations which human ingenuity can occasionally outwit. But the grand, adventurous epoch of the smugglers covers little more than a century and a half, beginning about the year 1700 and ending about 1855 or 1860. Nevertheless, within that s.p.a.ce of time there are crowded in so much adventure, so many exciting escapes, so many fierce encounters, such clever moves and counter-moves: there are so many thousands of people concerned in the events, so many craft employed, and so much money expended that the story of the smugglers possesses a right to be ranked second only to those larger battles between two or more nations.

Everyone has, even nowadays, a sneaking regard for the smugglers of that bygone age, an instinct that is based partly on a curious human failing and partly on a keen admiration for men of dash and daring.

There is a sympathy, somehow, with a cla.s.s of men who succeeded not once but hundreds of times in setting the law at defiance; who, in spite of all the resources of the Government, were not easily beaten.

In the novels of James, Marryat, and a host of lesser writers the smuggler and the Preventive man have become familiar and standard types, and there are very few, surely, who in the days of their youth have not enjoyed the breathless excitement of some story depicting the chasing of a contraband lugger or watched vicariously the landing of the tubs of spirits along the pebbly beach on a night when the moon never showed herself. But most of these were fiction and little else.

Even Marryat, though he was for some time actually engaged in Revenue duty, is now known to have been inaccurate and loose in some of his stories. Those who have followed afterwards have been scarcely better.

However, there is nothing in the following pages which belongs to fiction. Every effort has been made to set forth only actual historical facts, which are capable of verification, so that what is herein contained represents not what _might_ have happened but actually did take place. To write a complete history of smuggling would be well-nigh impossible, owing to the fact that, unhappily through fire and destruction, many of the records, which to-day would be invaluable, have long since perished. The burning down of the Customs House by the side of the Thames in 1814 and the inappreciation of the right value of certain doc.u.ments by former officials have caused so desirable a history to be impossible to be written. Still, happily, there is even now a vast amount of material in existence, and the present Commissioners of the Board of Customs are using every effort to preserve for posterity a ma.s.s of data connected with this service.

Owing to the courtesy of the Commissioners it has been my good fortune to make careful researches through the doc.u.ments which are concerned with the old smuggling days, the Revenue cutters, and the Preventive Service generally; and it is from these pages of the past and from other sources that I have been enabled to put forth the story as it is here presented; and as such it represents an attempt to afford an authentic picture of an extremely interesting and an equally exciting period of our national history, to show the conditions of the smuggling industry from the seventeenth to the nineteenth century, and the efforts to put a stop to the same. We shall soon find that this period in its glamour, romance, and adventure contains a good deal of similarity to the great seafaring Elizabethan epoch. The s.h.i.+ps were different, but the courage of the English seamen was the same. Nor must we forget that those rough, rude men who ran backwards and forwards across the English Channel in cutters, yawls, luggers, and sometimes open boats, stiffened with a rich ballast of tea, tobacco, and brandy, were some of the finest seamen in the world, and certainly the most skilful fore-and-aft sailors and efficient pilots to be found anywhere on the seas which wash the coasts of the United Kingdom. They were st.u.r.dy and strong of body, courageous and enterprising of nature, who had "used" the sea all their lives. Consequently the English Government wisely determined that in all cases of an encounter with smugglers the first aim of the Preventive officers should be to capture the smugglers themselves, for they could be promptly impressed into the service of the Navy and be put to the good of the nation instead of being to the latter's disadvantage.

As everyone familiar with the sea is aware, the seamans.h.i.+p of the square-rigged vessel and of the fore-and-aft is very different. The latter makes special demands of its own which, for the present, we need not go into. But we may a.s.sert with perfect confidence that at its best the handling of the King's cutters and the smuggling craft, the chasing and eluding in all weathers, the strategy and tactics of both parties form some of the best chapters in nautical lore. The great risks that were run, the self-confidence and coolness displayed indicated quite clearly that our national seafaring spirit was not yet dead. To-day many descendants of these old smugglers remain our foremost fore-and-aft sailors, yet engaged no longer in an illicit trade but in the more peaceful pursuits of line fishermen, oyster dredging, trawling during the winter, and often s.h.i.+pping as yachts'

hands during the summer.

But because we are to read fact and not fiction we shall scarcely find the subject inferior in interest. Truth often enough is stranger, and some of the tricks and devices employed by the smuggling communities may well surprise us. And while we shall not make any vain attempt to whitewash a cla.s.s of men who were lawless, reckless, and sometimes even brutal in their efforts, yet we shall not hesitate to give the fullest prominence to the great skill and downright cleverness of a singularly virile and unique kind of British manhood. In much the same way as a spectator looks on at a fine sporting contest between two able foes, we shall watch the clas.h.i.+ng exploits of the King's men and the smugglers. Sometimes the one side wins, sometimes the other, but nearly always there is a splendidly exciting tussle before either party can claim victory.

No one who has not examined the authentic records of this period can appreciate how powerful the smugglers on sea and land had become. The impudence and independence of some of the former were amazing. We shall give instances in due course, but for the present we might take the case of the Revenue cutter which, after giving chase to a smuggling vessel, came up to the latter. Shots were exchanged, but the smuggler turned his swivel guns on to the Government craft with such a hot effect that the Revenue captain deemed it prudent to give up the fight and hurry away as fast as possible, after which the positions were reversed and the smuggler _actually chased the Revenue cutter!_ In fact during the year 1777 one of the Customs officials wrote sadly to the Board that there was a large lugger off the coast, and so well armed that she was "greatly an overmatch" for even two of the Revenue cruisers. It seems almost ludicrous to notice a genuine and unquestionable report of a smuggling vessel coming into a bay, finding a Revenue cruiser lying quietly at anchor, and ordering the cruiser, with a fine flow of oaths, immediately to cut his cable and clear out; otherwise the smugglers promised to sink her. The Revenue cutter's commander did not cut his cable, but in truth he had to get his anchor up pretty promptly and clear out as he was told.

It was not till after the year 1815 that the Government began seriously to make continuous headway in its efforts to cope with the smuggling evil. Consider the times. Between the years 1652 and 1816 there were years and years of wars by land or by sea. There were the three great Anglo-Dutch wars, the wars with France, with Spain, to say nothing of the trouble with America. They were indeed anxious years that ended only with the Battle of Waterloo, and it was not likely that all this would in any way put a stop to that restlessness which was unmistakable. Wages were low, provisions were high, and the poorer cla.s.ses of those days had by no means all the privileges possessed to-day. Add to this the undoubted fact that literally for centuries there had lived along the south coast of England, especially in the neighbourhood of the old Cinque ports, a race of men who were always ready for some piratical or semi-piratical sea exploit. It was in their blood to undertake and long for such enterprises, and it only wanted but the opportunity to send them roving the seas as privateers, or running goods illegally from one coast to another. And it is not true that time has altogether stifled that old spirit. When a liner to-day has the misfortune to lose her way in a fog and pile up on rock or sandbank, you read of the numbers of small craft which put out to salvage her cargo. But not all this help comes out of hearts of unfathomable pity. On the contrary, your beachman has an eye to business. He cannot go roving nowadays; time has killed the smuggling in which his ancestors distinguished themselves. But none the less he can legally profit by another vessel's misfortune; and, as the local families worked in syndicate fas.h.i.+on when they went smuggling, so now they mutually arrange to get the cargo ash.o.r.e and, incidentally, make a very handsome profit as well.

We need not envy the Government the difficult and trying task that was theirs during the height of the smuggling era. There was quite enough to think of in regard to foreign affairs without wanting the additional worry of these contraband runners. That must be borne in mind whenever one feels inclined to smile at the apparently half-hearted manner in which the authorities seemed to deal with the evil. Neither funds nor seamen, nor s.h.i.+ps nor adequate attention could be spared just then to deal with these pests. And it was only after the wars had at last ended and the Napoleonic bogey had been settled that this domestic worry could be dealt with in the manner it required. There were waiting many evils to be remedied, and this lawlessness along the coast of the country was one of the greatest. But it was not a matter that could be adjusted in a hurry, and it was not for another forty or fifty years, not, in fact, until various administrative changes and improvements had taken place, that at last the evil was practically stamped out. As one looks through the existing records one cannot avoid noticing that there was scarcely a bay or suitable landing-place along the whole English coast-line that did not become notorious for these smuggling "runs": there is hardly a cliff or piece of high ground that has not been employed for the purpose of giving a signal to the approaching craft as they came on through the night over the dark waters. There are indeed very few villages in proximity to the sea that have not been concerned in these smuggling ventures and taken active interest in the landing of bales and casks.

The sympathy of the country-side was with the smuggling fraternity.

Magistrates were at times terrorised, juries were too frightened to convict. In short, the evil had grown to such an extent that it was a most difficult problem for any Government to be asked to deal with, needing as it did a very efficient service both of craft and men afloat, and an equally able and incorruptible guard on land that could not be turned from its purpose either by fear or bribery. We shall see from the following chapters how these two organisations--by sea and land--worked.

If we exclude fiction, the amount of literature which has been published on smuggling is exceedingly small. Practically the whole of the following pages is the outcome of personal research among original, authentic ma.n.u.scripts and official doc.u.ments. Included under this head may be cited the Minutes of the Board of Customs, General Letters of the Board to the Collectors and Controllers of the various Out-ports, Out-port Letters to the Board, the transcripts from shorthand notes of a.s.sizes and Promiscuous Trials of Smugglers, a large quant.i.ty of MSS. of remarkable incidents connected with smuggling, miscellaneous notes collected on the subject in the Library of the Customs House, instructions issued at different times to Customs officers and commanders of cruisers, General Orders issued to the Coastguard, together with a valuable precis (unpublished) of the existing doc.u.ments in the many Customs Houses along the English coast made in the year 1911 by the Librarian to the Board of Customs on a round of visits to the different ports for that purpose. These researches have been further supplemented by other doc.u.ments in the British Museum and elsewhere.

This volume, therefore, contains within its pages a very large amount of material hitherto unpublished, and, additional to the details gathered together regarding smuggling methods, especial attention has been paid to collect all possible information concerning the Revenue sloops and cutters so frequently alluded to in those days as cruisers.

I have so often heard a desire expressed among those interested in the literature of the sea to learn all about the King's cutters, how they were rigged, manned, victualled, armed, and navigated, what were their conditions of service at sea, and so on--finally, to obtain accounts of their chasing of smuggling craft, accounts based on the narratives of eye-witnesses of the incidents, the testimony of the commanders and crews themselves, both captors and captives, that I have been here at some pains to present the most complete picture of the subject that has. .h.i.therto been attempted. These cutters were most interesting craft by reason both of themselves and the chases and fights in which they were engaged. The King's cutters were employed, as many people are aware, as well in international warfare as in the Preventive Service.

There is an interesting letter, for instance, to be read from Lieutenant Henry Rowed, commanding the Admiralty cutter _Sheerness_, dated September 9, 1803, off Brest, in which her gallant commander sends a notable account to Collingwood concerning the chasing of a French _cha.s.se-maree_. And cutters were also employed in connection with the Walcheren expedition. The hired armed cutter _Stag_ was found useful in 1804 as a despatch vessel.

But the King's cutters in the Revenue work were not always as active as they might be. In one of his novels (_The Three Cutters_) Captain Marryat gives the reader a very plain hint that there was a good deal of slackness prevalent in this section of the service. Referring to the mids.h.i.+pman of the Revenue cutter _Active_, the author speaks of him as a lazy fellow, too inert even to mend his jacket which was out at elbows, and adds, "He has been turned out of half the s.h.i.+ps in the service for laziness; but he was born so, and therefore it is not his fault. A Revenue cutter suits him--she is half her time hove-to; and he has no objection to boat-service, as he sits down in the stern-sheets, which is not fatiguing. Creeping for tubs is his delight, as he gets over so little ground."

But Marryat was, of course, intentionally sarcastic here. That this lazy element was not always, and in every s.h.i.+p, prevalent is clear from the facts at hand. It is also equally clear from the repeated admonitions and exhortations of the Board of Customs, by the holding-out of handsome rewards and the threatenings of dire penalties, that the Revenue-cutter commanders were at any rate periodically negligent of their duties. They were far too fond of coming to a nice snug anchorage for the night or seeking shelter in bad weather, and generally running into harbour with a frequence that was unnecessary. The result was that the cutter, having left her station unguarded, the smugglers were able to land their kegs with impunity.

But we need not delay our story longer, and may proceed now to consider the subject in greater detail.

CHAPTER II

THE EARLIEST SMUGGLERS

It is no part of our intention to trace the history of the levying of customs through different reigns and in different ages, but it is important to note briefly that the evading of these dues which we designate smuggling, is one of the oldest offences on record.

The most ancient dues paid to the English sovereigns would seem to have been those which were levied on the exportation and importation of merchandise across the sea; and it is essential to emphasise at the outset that though nowadays when we speak of smuggling we are accustomed to think only of those acts concerned with imports, yet the word applies equally to the unlawful manner of exporting commodities.

Before it is possible for any crime to be committed there must needs be at hand the opportunity to carry out this intention; and throughout the history of our nation--at any rate from the thirteenth century--that portion of England, the counties of Kent and Suss.e.x, which is adjacent to the Continent, has always been at once the most tempted and the most inclined towards this offence. Notwithstanding that there are many other localities which were rendered notorious by generations of smugglers, yet these two between them have been responsible for more incidents of this nature than all the rest put together.

What I am anxious at first to emphasise is the fact that, although smuggling rose to unheard-of importance as a national danger during the eighteenth and nineteenth centuries (and this is the period to which we shall especially address ourselves presently as affording the fullest and the most interesting information on an ingenious phase of human energy), yet it was not a practice which suddenly rose into prominence during that period. Human nature is much the same under various kings and later centuries. Under similar circ.u.mstances men and women perform similar actions. Confronted with the temptation to cheat the Crown of its dues, you will find persons in the time of George V.

repeating the very crimes of Edward I. The difference is not so much in degree of guilt as in the nature of the articles and the manner in which they have been smuggled. To-day it may be cigars--centuries ago it was wool. Although the golden age (if we may use the term) of smuggling has long since pa.s.sed, I am by no means unconvinced that if the occasions of temptation recurred to carry on this trade as it was pursued during the eighteenth and the first half of the nineteenth centuries, there would not be found many who would be ready to apply themselves to such a task. To some extent the modern improvements in living, in education, and increased respect for lofty ideals would modify this tendency; and long years have awakened so keen a regard for the benefits of law and order that the nefarious practice might not break out immediately on a large scale. But when we speak of smuggling it is perhaps more correct to speak of it as a disease which has not been exterminated from the system, but is, as it were, a microbe that is kept well under control and not allowed to spread.

Everyone who is familiar with English history is aware of the important position which was occupied by the wool trade. Because of the immense value to the nation of the fleece it was necessary that this commodity should be kept in the country and not sent abroad. If in the present day most of our iron and coal were to be despatched abroad regardless of what was required by our manufacturers it would not be long before the country would begin to suffer serious loss. So, in the thirteenth century, it was with the wool. As a check to this a tax was levied on that wool which was exported out of the country, and during the reign of Edward III. attempts were made by the threat of heavy penalties to prevent the Continent from becoming the receptacle of our chief product. But the temptation was too great, the rewards were too alluring for the practice to be stopped. The fleece was carried across from England, made into cloth, and in this state sent back to us. Even in those days the town of Middleburgh, which we shall see later to have been the source of much of the goods smuggled into our country in the grand period, was in the fourteenth century the headquarters abroad of this clandestine trade. We need not weary the reader with the details of the means which were periodically taken to stop this trade by the English kings. It is enough to state that practically all the ports of Suss.e.x and Kent were busily engaged in the illegal business. Neither the penalties of death, nor the fixing of the price of wool, nor the regulating of the rate of duty availed in the long-run. Licences to export this article were continually evaded, creeks and quiet bays were the scenes where the fleece was s.h.i.+pped for France and the Low Countries. Sometimes the price of wool fell, sometimes it rose; sometimes the Crown received a greater amount of duty, at other times the royal purse suffered very severely. In the time of Elizabeth the encouragement of foreign weavers to make their homes in England was likely to do much to keep the wool in the country, especially as there began to be increased wealth in our land, and families began to spend more money on personal comforts.

Even in the time of Charles I. proclamations were issued against exporting wool, yet the mischief still went on. In the time of Charles II. men readily "risked their necks for 12d. a day."[1] The greatest part of the wool was sent from Romney Marsh, where, after nightfall, it was put on board French shallops with ten or twenty men to guard it, all well armed. And other parts of Suss.e.x as well as Kent and even Ess.e.x were also engaged in similar exportations.

But it is from the time of King Charles II. that the first serious steps were taken to cope with the smuggling evil, and from here we really take our starting-point in our present inquiry. Prior to his time the Customs, as a subsidy of the king, were p.r.o.ne to much variability. In the time of James I., for instance, they had been granted to the sovereign for life, and he claimed to alter the rates as he chose when pressed for money. When Charles I. came to the throne the Commons, instead of voting them for the extent of the sovereign's life, granted them for one year only. At a later date in the reign of that unhappy king the grant was made only for a couple of months.

These dues were known as tonnage and poundage, the former being a duty of 1s. 6d. to 3s. levied on every ton of wine and liquor exported and imported. Poundage was a similar tax of 6d. to 1s. on every pound of dry goods.

It was not till after the Restoration that the customs were settled and more firmly established, a subsidy being "granted to the king of tonnage and poundage and other sums of money payable upon merchandise exported and imported." Nominally the customs were employed for defraying the cost of "guarding and defending the seas against all persons intending the disturbance of his subjects in the intercourse of trade, and the invading of this realm." And so, also, there was inaugurated a more systematic and efficient method of preventing this export smuggling. So far as one can find any records from the existing ma.n.u.scripts of this early Preventive system, the chronological order would seem to be as follows: The first mention of any kind of marine service that I can trace is found in a ma.n.u.script of 1674, which shows the establishment of the Custom House organisation in that year for England and Wales. From this it is clear that there had been made a beginning of that system which was later to develop into that of the Revenue cutters. And when we recollect how extremely interested was Charles II. in everything pertaining to the sea and to sloop-rigged craft especially, it seems very natural to believe that this monarch inspired, or at any rate very considerably encouraged, the formation of a small fleet of Custom House sailing craft. Elsewhere I have discussed this matter at length, therefore it may suffice if attention is called to the fact that to Charles was due the first yacht into England, presented to him by the Dutch; while from his encouragement were born the sport of yachting and the building of English yachts. He was very much concerned in the rig of sloops, and loved to sail in such craft, and his yacht was also most probably the first vessel of that rig which had ever been employed by English sailors. Further still, he was something of a naval architect, the founder of the Greenwich Royal Observatory and the _Nautical Almanac_, and under his rule a fresh impulse was given to navigation and s.h.i.+pbuilding generally.

At any rate by the year 1674 there were among the smaller sailing craft of England a number of sloops and smacks employed doubtless for fis.h.i.+ng and coasting work. As a kind of marine police, the Custom House authorities determined to hire some of these to keep a watch on the "owlers," as the wool-smugglers were termed, so called, no doubt, because they had to pursue their calling always by night. Whatever efforts had been adopted prior to his reign probably had consisted for the most part, if not entirely, of a land police. But under this second Charles the very sensible and obvious idea of utilising a number of sailing craft was started. In the above MS. volume the first reference is to "Peter Knight, Master of ye smack for ye wages of him self and five men and boy, and to bear all charges except wear and tear ... 59." "For extraordinary wear and tear," he was to be paid 59. His vessel was the Margate smack. In the same volume there is also a reference to the "Graves End smack," and to "Thomas Symonds for wages and dyett [diet] for himself, master and six men ... 56, 5s.

0d." And for the "wear and tear to be disposed as ye Commrs. direct ... 14, 15s. 0d." There was yet a third vessel stationed a few miles away, the "Quinborrough smack," and a reference to "Nicholas Badc.o.c.k for hire of ye smack, two men, and to bear all charges ... 23." These vessels were not known as Revenue cutters at this time, but as Custom House smacks. They were hired by the Commissioners of the Customs from private individuals to prevent the owlers from smuggling the wool from Kent, Ess.e.x, and Suss.e.x. But it would seem that these smacks, even if they modified a little the activities of the owlers, did not succeed in bringing about many convictions. Romney Marsh still sent its contribution across to France and Holland, much as it had done for generations.

But in 1698 the attack on the men of Kent and Suss.e.x was strengthened by legislation, for by 7 & 8 William III. cap. 28, it was enacted that "for the better preventing the exportation of wool and correspondence with France ... the Lord High Admiral of England, or Commissioners for executing the office of Lord High Admiral for the time being, shall from time to time direct and appoint one s.h.i.+p of the Fifth Rate, and two s.h.i.+ps of the Sixth Rate, and four armed sloops constantly to cruise off the North Foreland to the Isle of Wight, with orders for taking and seizing all s.h.i.+ps, vessels, or boats which shall export any wool or carry or bring any prohibited goods or any suspected persons."

It was due to William III.'s Government also that no person living within fifteen miles of the sea in those counties should buy any wool before he entered into a bond, with sureties, that all the wool he might buy should be sold by him to no persons within fifteen miles of the sea, and all growers of wool within ten miles of the sea in those counties were obliged within three days of shearing to account for the number of fleeces, and where they were lodged.

Instructions were duly issued to captains of sloops, and a scheme drafted for surrounding the whole of the coast with sloops, the crews consisting of master, mate, and mariners. But from an entry in the Excise and Treasury Reports of 1685, it is clear that a careful regard even at that date was being had for the import smuggling as well. The reference belongs to September 24, and shows that a "boarding" boat was desired for going alongside vessels in the Downs, and preventing the running in of brandies along the coast in that vicinity. The charge for building such a boat is to be 25. In another MS. touching the Customs, there is under date of June 1695 an interesting reference to "a Deale yoghall to be built," and that "such a boat will be here of very good use." She is to be "fitt to go into ye roads for boarding men or other ocations when ye sloops may be at sea."

So much, then, for the present as to the guarding by sea against the smugglers. Let us now turn to look into the means adopted by land. The wool-owners of Romney Marsh were still hard at their game, and the horses still came down to the beach ladened with the packs ready to be s.h.i.+pped. If any one were sent with warrants to arrest the delinquents, they were attacked, beaten, and forced to flee, followed by armed gangs on horseback. But it was evident that the Crown was determined not to let the matter rest, for a number of surveyors were appointed for nineteen counties and 299 riding officers as well, though they made few seizures, and obtained still fewer condemnations, but at great expense to the State. In 1703 it was believed that the owling trade, especially in Romney Marsh, was broken if not dead, although the smuggling by import was on the increase, especially as regards silks, lace, and such "fine" goods. At that time for the two hundred miles of coast-line between the Isle of Sheppey and Emsworth--practically the whole of the Kentish and Suss.e.x sh.o.r.e--fifty officers were being employed at a salary of 60 per annum, with an allowance to each of another 30 annually for a servant and horse to a.s.sist them during the night. And there was authority also for the employment of dragoons to aid the riding officers, especially in the neighbourhood of Romney Marsh; but there was a number of "weak and superannuated" men among the latter, who did not make for the efficiency of the service.