When Drusus a few years before the commencement of our era excavated the Yssel canal, and thus gave a new arm to the Rhine, he began a process of canalization in the Frisian and Batavian provinces which has been going on more or less ever since. To the foreigner Holland or the Northern Netherlands must always appear a land of dykes and canals, the one not more important for protection than the other as an artery of communication; spreading commerce and supporting national life. Napoleon, with naÏve comprehensiveness, called Holland the alluvion of French rivers. Dutch patriots declare with legitimate pride, 'God gave us the sea, but we made the shore,' and no one who has seen the artificial barrier that guards the mainland from the Hook to the Texel will disparage their achievement or scoff at their pretensions.

A Sea-Going Canal.
A Sea-Going Canal.

The sea-dyke saves Holland from the Northern Ocean, sombre and grey in its most genial mood, menacing and stormy for the long winter of our northern hemisphere; but it is to the inland dykes that protect the low-lying polders that Holland owes her prosperity and the sources of wealth which have made her inhabitants a nation. The original character of the country, a marshland intersected by the numerous channels of the Rhine and the Meuse, rendered it imperative that the System of dykes should be accompanied by a brother system of canals. The over-abundant waters had not merely to be arrested, they had to be confined and led off into prepared channels. In this manner also they were made to serve the purposes of man. High-roads across swamps were either impracticable or too costly; but canals furnished a sure and convenient means of transport and communication.

At the same time they did not imperil the security of the country. Roads on causeways or reared on sunken piles would have opened the door to an invader, but the canals provided an additional weapon of defence, for the opening of the dykes sufficed to turn the country again into its primeval state of marshland. The occasion on which this measure alone saved Holland during the French invasion of 1670 is a well-known passage in history, and the hopes of the Dutch in resisting the attack of any powerful aggressor would centre in the same measure of defence, which is the submerging of the country, practically speaking, under the waters of the canals and rivers. There exists a popular belief that there is at Amsterdam one master key, a turn of which would let loose the waters over the land, but whether it is well founded or not no one except a very few officials can say.

Pending any unfortunate necessity for breaking through the dykes and letting loose the waters, it may be observed in passing that the effectual maintenance of the dykes is a constant anxiety, and entails strenuous exertions. They stand in need of repeated repairing, and it is computed that they are completely reconstructed in the course of every four or five years. A sum of nearly a million sterling is spent annually on the work. A large and specially trained staff of engineers are in unceasing harness, a numerous band of dyke watchers are constantly on the look-out, and when they raise the shout, 'Come out! come out!' not a man, woman, or child must hold back from the summons to strengthen the weak points through which threatens to pass the flood that would overwhelm the land. It is a constant struggle with nature, in which the victory rests with man. As the dyke is the bulwark of Dutch prosperity in peace, it might be converted into the ally of despairing patriotism in war.

There are marked differences among the canals. The two largest and best known canals, the North Canal and the North Sea Canal, are passages to the ocean for the largest ships, and specially intended to benefit the trade of Amsterdam. The North Canal was made in 1819-25, soon after the restoration of the House of Orange, with an outlet at Helder, near the mouth of the Texel. It has a breadth of between 40 and 50 yards, a length of 50 miles, and a depth of 20 feet, which was then thought ample. After forty years' use this canal was found inadequate from every point of view. It was accordingly decided to construct a new canal direct from Amsterdam to Ymuiden across the narrowest strip of Holland. Although the Y was utilized, the labour on this canal was immense, and occupied a period of eleven years, being finally thrown open to navigation in 1877. In length it is under 16 miles, but its average breadth is 100 yards, and the depth varies from 23 to 27 feet. Consequently the largest ships from America or the Indies can reach the wharves of Amsterdam as easily as if it were a port on the sea-coast. Leaving aside the sea-passages that have been canalized among the islands of Zeeland, the remaining canals are inland waterways serving as the principal highways of the country, giving one part of the country access to the other, and especially serving as approaches or lanes to the great rivers Meuse and Rhine.

A Village in Dyke-Land.
A Village in Dyke-Land.

The interesting canal population of Holland is, of course, to be found on these canals, which are traversed in unceasing flow from year's end to year's end by the tjalks, or national barges. On these boats, which more resemble a lugger than a barge, they navigate not only the canals of their own country, but the Rhine up to Coblentz, and even above that place. It has been computed that Germany imports half its food-supply through Rotterdam, and much of this is borne to its destined markets on tjalks. The William Canal connects Bois le Duc with Limburg, and saves the great bend of the Meuse. The Yssel connects with the Drenthe the Orange and the Reitdiep canals, which convey to the Rhine the produce of remote Groningen and Friesland. The Rhine represents the destination of the bulk of the permanent canal population of Holland, whose floating habitations furnish one of the most interesting sights to be met with on the waters of the country, but which represent one of the secret phases of the people's life, into which few tourists or visitors have the opportunity of peering.

The canal population of Holland is fixed on a moderate computation at 50,000 persons. For this number of persons the barge represents the only fixed home, and the year passes in ceaseless movement across the inland waters of the country or on the great German river, excepting for the brief interval when the canals are frozen over in the depth of winter. Even during these periods of enforced idleness the barge does not the less continue to be their home, for the simple reason that the canal population possesses no other. Their whole life for generations, the bringing up and education of the children, the years of toil from youth to old age, are passed on these barges, which, varying in size and still more in condition, are as closely identified with the name of home in their owners' minds as if they were built of brick and stone on firm land. The ambition of the youth who tugs at the rope is to possess a tjalk of his own, and he diligently looks out for the maiden whose dowry will assist him, with his own savings, to make the purchase. This he may hope to procure for five or six hundred gulden, if he will be content with one of limited dimensions, and somewhat marked by time. When a family comes he will want a larger and more commodious boat, but by that time the profits which his first tjalk will have earned as a carrier will go far towards buying a second.

The tjalks are all built in the same form and from a common model. They carry a mast and sail, although for the greater part of their journeys they are towed by their owners, or rather by the familles, wife and children, of the owner. Mynheer, the barge-owner, is usually to be seen smoking his pipe and taking his ease near the tiller. Formerly it was otherwise, for the towing was done by dogs, under the personal direction of, and no doubt with some assistance from, the barge-owner himself, while his wife and children remained on the poop of the boat. But five and twenty years ago the authorities of Amsterdam issued a law prohibiting the employment of dogs in the work of towing, and gradually this law was generally adopted and enforced throughout the country. When dogs were emancipated from their servitude on the canal-bank the family had to take their places, and by degrees the ease-loving head of the family has grown content to look on and think towing a labour reflecting on his dignity. There is nothing unusual in the sight of a barge being towed by an old woman, her daughter or daughter-in-law, and several children. As they strain at the rope the work seems extremely hard, but the people themselves appear unconscious of any hardship or inequality in the distribution of labour.

The barge is in the first place a conveyance. The whole of the front part of the boat represents the hold in which the cargo is placed. This is generally represented by cheese or vegetables, timber, peat, and stones, the last-named being a return-cargo for the repairing of dykes and the construction of quays. But in the second place it is a house or place of residence, and the stern of the boat is given up for that purpose. The living room is the raised deck or poop, on which is not only the tiller, but the cooking-stove. The sleeping-room forms the one covered-in apartment. It is easily divisible into two by a temporary or removable partition, and it always possesses the two little windows, one on each side of the tiller, which give it so great a resemblance to a doll's house. This resemblance is certainly heightened by the custom of colouring the barges, which are always painted a bright colour, red or green being perhaps the most usual. As ornament there is usually a good deal of brasswork; the handle of the tiller is generally bordered with the metal, and the owner seems to take pride in nailing brass along the bulwarks of his boat where it is not wanted and is even little seen. It has been suggested that the polishing of these brass plates or bars provides a pleasant change from the dull routine work of towing. The brightness of the paint and the brasswork constitutes the pride of the barge-owners, and supplies a standard of comparison among them.

To increase the homelike aspect of this water residence, birds and plants, always in more or less quantity and variety, are to be seen either in the windows or on the deck. The poorest bargee, which generally means the youngest or the beginner, will have one song-bird in a gilt cage, and as he accumulates money in his really profitable calling, he will add to his collection of birds a row of flowers and bulbs in pots. Thus he says, with a glow of satisfaction, 'I possess an aviary and a garden, like my cousin Hans on the polders, although my home is on the moving waters.' To strengthen the illusion what does he do but fix a toy gate on the poop above his sleeping-cabin, and thus cherishes the belief that he is on his own domain? In the evening, when the towing is over for the day, the women bring out their sewing, the children play round the tiller, and the good man smokes his immense pipe with complete and indolent satisfaction. And so day passes on to day without a variation, and life runs by without a ripple or a murmur for the canal population, while the mere landsmen look on with envy at what seems to them an idyllic existence, and even ladies of breeding and high station have been known to declare that they would gladly change places with the mistress of the bargee's quarter-deck. That was no doubt in the days before women had to take on themselves the brunt and burden of the towing.

A Canal in Dordrecht.
A Canal in Dordrecht.

But even for the canal population of Holland the halcyon days are past. The spirit of reform is in the air. It may not be long before the tjalk, with its doll's house and its residential population, will finally disappear, and leave the canals of Holland as dull and colourless as the inland waters of any other country. The reform seems likely to come about in this way. There are at least 30,000 children resident on the canal-boats. How are they to be properly educated and brought up as useful citizens if they are to continue to lead a migratory existence which never leaves them for a fortnight in a single place? Formerly, nobody cared whether they were educated or not. They were left undisturbed to live their lives in their own simple and primitive way. As De Amicis wrote: 'The children are born and grow up on the water; the boat carries all their small belongings, their domestic affections, their past, their present, and their future. They labour and save, and after many years they buy a larger boat, selling the old one to a family poorer than themselves, or handing it over to the eldest son, who in his turn instals his wife, taken from another boat, and seen for the first time in a chance meeting on the canal.' But now the State has begun to interest itself in the children, and its intervention threatens to put a rude and summary ending to the system of heredity and exclusion which has kept the canal population a class apart.

For some time past schools have been in existence, especially devoted to the education of the barge children, and whenever the barges are moored in harbour the children are expected to attend them. But these periods of halting are very brief and uncertain. The stationary barge earns no money, and it may even be that the parents evade the law as far as possible for fear of seeing their children acquire a distaste for the life in which they have been brought up. But the Government, having taken one step in the matter, cannot afford to go back, and it must also have definite satisfactory results to show for its legislation. The tentative measure of temporary schools along the canals has not leavened the illiteracy of the canal population. It will, therefore, become necessary at no great interval to devise some fresh and drastic regulations. Compulsory attendance at school for nine months of the year, which now applies to children in normal circumstances, may not be the lot of the barge children for some time, but when it comes, as it inevitably will one day, it will of necessity mean the break-up of the home life on the canals, for the children will have to be left behind during the almost unceasing voyages, and a place of residence will have to be provided on land. Where the children are the women will soon be, and gradually this place of residence will become the home, displacing the barge in the associations and affections of the canal population. Whether these changes will benefit those most affected by them cannot be guaranteed, but at least they will put an end to the separate existence of the canal population.

When this result has been compassed by the inexorable progress of education and knowledge, the gradual disappearance of the canal population, the class of hereditary bargees as we have known it, and as it still exists, may be expected to follow at no remote date, for it was based on the enforcement of the family principle, and on the devotion of a whole community, from its youngest to its eldest member, to its maintenance. As it is the tow-barge is something of an anachronism, but the withdrawal of the youthful recruits, whose up-bringing alone rendered it possible, will entail its inevitable extinction. The decay and break-up of the guild of tjalk owners will be hastened by the introduction of steam and electricity as means of locomotion. The canals will lose the bright-coloured barges which are to-day their most striking feature, and the population that has so long floated over their surface. Life will be duller and more monotonous. The canal population, so long distinct, will be merged in the rest of the community. The tug will displace the tow-rope. The pullers will be housed on land, mastering the three R's instead of learning to strain at the girth.

But there is still a brief period left during which the canal population may be seen in its original primitive existence, devoted to the barge, which is the only home known to six or seven thousand families, and traversing the water roads of their country in unceasing and endless progression. There is nothing like it in any other country of Europe. Venice has its water routes, but the gondola is not a domicile. There was a canal population in England, but, like much else in our modern life, it has lost whatever picturesqueness it might once have claimed. For a true canal population, bright and happy, living the same life from father to son and generation to generation, we must go to Holland. There these inland navigators ply their vocation with only one ambition, and that to become the owner of a tjalk, and to rear thereon a family of towers. It is said that the life is one that requires the consumption of unlimited quantitics of 'schnapps,' and the humidity of the atmosphere is undoubted. But even free libations do not diminish the prosperity of the bargees. They are a thriving race, and it must also be noted to their credit that they are well behaved, and not given to quarrels. Collisions on the thickly-covered canals are rare; malicious collisions are unknown. The barges pass and repass without hindrance, the tow-ropes never get entangled, there is mutual forbearance, and the skill derived from long experience in slipping the ropes uncler the barges does the rest. The conditions under which the canal population exists and thrives are a survival of an older order of things. When they disappear another of the few picturesque heritages of mediÆval life will have been removecl from the hurly-burly and fierce competition of modern existence.