of a ship, on the gun-deck, about 14 feet deep, leaving a passage on the
larboard side that the passengers and officers may have access to the
quarter-gallery, or privy, on that quarter. The great-cabin includes all
the stern windows, therefore, is extremely light and airy; but, on the
other hand, its situation is rather disadvantageous to those who are
troubled with habitual sea-sickness. The bows and the stern partake, in
an accumulated ratio, of the ship’s motion, as she pitches; that is, as
she rises and sinks, alternately, at the head and stern; consequently,
the centre of every vessel is the part least subject to agitation.
The captain occupies, in general, a cabin called the ‘state-room,’
situated under the fore part of the poop, on the starboard side, with a
glass door towards the quarter-deck: its dimensions, as well of those of
all the cabins already described, vary according to the ship’s tonnage,
but may be taken at about 15 or 16 feet square: the space including it,
and the larboard side under the same parallel, is called the ‘cuddy;’
while all behind is designated the ‘round-house;’ and has a row of glass
windows in the stern part, with two doors opening into the
‘stern-gallery:’ a flight of steps, rather confined to be sure, serves
as a communication, by means of the starboard quarter-gallery, with the
great-cabin. These steps, under which is a privy, are particularly
convenient to ladies, who usually have the starboard side of the
great-cabin allotted to their accommodation. When the passengers are
very numerous, especially when many families are on board, the
round-house is partitioned off into three or more cabins; the larboard
quarter-gallery, on the upper deck, having also a privy. In such case,
the dinner table is laid in the cuddy, instead of the round-house; but,
as it is rarely spacious enough to allow the whole to sit down at the
same time, the company are, commonly, divided into two parties,
succeeding each other every day alternately.
The sums paid for cabins entirely depend upon the demand, their size,
the ship’s destination, and the circumstances of the person selling his
accommodations. The several portions of the round-house and great-cabin,
both of which are considered the captain’s property, of course are paid
for in proportion to their respective dimensions: it may, however, be
taken as some guide, that, outward bound, a slip, including one window,
may produce from £200. to £300.; and that the several mates’ cabins may
be averaged at from £3. to £5. for every square foot of the enclosed
area. Homeward bound, on account of the number of children and servants
shipped with a family, the rates are yet higher: I have known, more than
once, the whole of a great cabin let for £2,500.!
There being an essential difference in the comfort afforded by having
either a cot or a fixed bed-place, it may be acceptable to my readers to
be informed of some minutiæ attached to those conveniences respectively.
A cot is an oblong case of canvas, having a deal frame at the bottom,
with a canvas sacking well strained; the ends are furnished with small
cords, called nettles, which pass round an iron thimble, or _grummet_;
and those again are passed over two strong hooks, placed about seven
feet asunder, fore and aft, whereby the cot is suspended. During the day
time, a cot is commonly taken down, and disposed of in some part where
it may, so far as the means allow, be out of the way: the best mode is
to trice it up between the beams that support the superior deck. In this
kind of bed, the motion of the ship is scarcely felt, unless she is
acted upon by a very short, broken sea; the cot always preserving its
level: hence, those who are much troubled with sea-sickness should
always provide a swinging cot; taking care to hang it in such a place as
may preclude the danger of its being bumped against the ship’s sides, or
the bulk-head, (_i.e._ a boarded partition,) than which nothing can be
more unpleasant. I have several times been canted completely out of my
cot, owing to the want of space at its sides. In very bad weather, when
the ship has rolled many streaks of her deck under water, the frame of
my cot has been forcibly dashed against the beams: at such times, if the
width of the space admits, it is proper to lengthen the nettles to their
utmost: whereby such inconvenience may generally be obviated.
A standing bed-place is so far convenient, that the necessity for
removing in the morning, and affixing at night, is done away; whereby
the bed-furniture is greatly preserved from filth and injury: besides,
its occupant can ‘turn in’ whenever he pleases, and has the satisfaction
of knowing that his trunk is, by being under him, secured from damage,
as well as from depredation; whereas persons who sleep in cots often
experience considerable inconvenience in those particulars. Those who
have fixed bed-places in the larboard division of the great-cabin, are
by far more privately, and more comfortably, situated than such as have
them in the steerage, ranging along the bulk-head of the chief mate’s
cabin: in either case, there are always two tiers, or ranges, of
bed-places, one above the other; the lower are certainly most
convenient.
As priority of embarkation, or at least of adjustment, gives a right to
selection, it is advisable to visit the ship so soon as an order for
being taken on board is obtained; when a choice should be made as to the
situation of a bed-place; those of the lower tier, nearest the stern
windows in the great cabin, are to be preferred, they being both more
airy, and more light: the latter will be found an object to those who
are studious, or partial to reading in bed, which, on board-ship, is
held to be a most delectable recreation.
In adjusting with the captain, or his purser, it is proper to be very
exact in stipulating for a berth in the great-cabin; and it would be as
well to notice the conveniences to be afforded, in the body of the
receipt given for the passage-money. Not that I would lead to the
supposition of deceptions being practised intentionally; but, in the
hurry of business of considerable importance, such lesser items will
occasionally slip the memory, giving birth to disagreements which not
only are attended with future distrust, but may, perhaps, be beyond the
possibility of remedy. It should, however, be considered that a
bed-place in the great-cabin, which generally is fitted up for eight,
or, at the utmost, for twelve, will be charged somewhat higher than one
in the steerage; the latter being an open passage, totally devoid of
privacy, exposed to violent currents of air, not always of the sweetest,
and subject to many obvious inconveniences.
Among the ship’s company, two or three men, or boys, are usually excused
the general duty of the ship, for the purpose of attending the
passengers: when other matters are settling on board, care should be
taken to engage one of these attendants to do all the work in the cabin,
if one is hired; namely, to clean boots and shoes, brush clothes, clean
the basons, provide hot and cold water, attend to the boxes in the hold;
with a variety of et ceteras which will soon obtrude into notice. For
such good offices, about three or four guineas will be expected; but it
must not be supposed that, for such a compensation, a man will devote
his whole time to one passenger; nor, indeed, is it necessary that he
should, since an active, intelligent fellow, who has been used to such
menial offices, may, with great ease, give satisfaction to at least four
or five. When such an aid cannot be obtained, on account of the scarcity
of hands on board, a douceur to any of the mates’ servants will answer
every purpose, besides probably giving the advantage of being served by
one perfectly conversant with ship affairs, and possessing some
influence with the captain’s steward; with whom I humbly recommend to
all passengers that they keep on good terms; he being no small man in
his way, and having the power to afford many conveniences, which, though
in the estimation of folks on shore apparently insignificant, are,
nevertheless, of considerable value to those unaccustomed to a sea-life,
and cooped up for months within such narrow limits!
This reflection leads me naturally to the consideration of that line of
conduct which should, on all occasions, be maintained by those who wish
to pass their time as agreeably as circumstances will admit, and to
appear respectable. In the first place, the captain will exact from
every one on board, of whatever class, a perfect attention to the
regulations of his ship: were he to allow any deviation, the whole would
be aiming at the same indulgence, and subordination would be
annihilated! It is customary, whenever a person ascends from the
gun-deck to the quarter-deck, or goes upon it from the cuddy, &c. to
touch his hat; even though no one should appear there: a breach of this
rule would be considered grossly insulting, and might induce to rebuke,
by no means pleasant to the feelings, or adding to the credit, of a
gentleman. When it is considered with what a high hand the officers of
ships are obliged to uphold their authority, over a numerous crew
composed of all nations, and often including the most hardened and
daring culprits, we cannot but applaud every practice tending to
preserve order, regularity, and decorum.
The hour for breakfast may be generally stated to be eight, for dinner
two, for tea six, and for supper nine. The first is announced by the
great bell on the fore-castle, which always rings a sonorous peal when
the watch, or guard, is to be relieved: tea-time is known by the same
signal. As the dinner hour does not correspond with the relief of the
watch, it is usual to warn the passengers and officers by beat of drum:
the tune of ‘Roast-beef’ being daily heard, though it rarely leads to a
participation of that viand whence its designation is derived. Very
little notice is required to call together those who are disposed to
partake of supper: for the most part, the company amuse themselves with
cards, music, &c. during the evenings; or, when the weather admits, walk
the quarter-deck; observing to keep on the windward side; which is held
to be the privilege only of the captain, the three senior mates, the
purser, the surgeon, and those passengers who board at the captain’s
table.
Although nothing very sumptuous is to be expected on board-ship, yet
there will be little or no cause to complain of deficiency. The
breakfast ordinarily consists of good tea and coffee, with excellent
biscuit, and, at times, rolls; which, as well as every species of
leavened bread, come under the marine designation of ‘soft-tommy.’ The
butter, to be sure, is not to be boasted of; it being utterly impossible
to prevent its melting, so as to resemble liquid honey.
It being studied to take on board as much fresh meat as possible, at the
time of sailing, some joints of good beef and mutton may be served up
for the first week; after which the ‘corned’ (or slightly salted) meat
comes into use. The ample supply of poultry, of all descriptions, fed in
coops on the poop, and a small flock of sheep, perhaps from twenty-five
to forty in number, maintained there on hay, &c. enable the captain, for
the most part, to exhibit fresh meat, of some sort, every day; which
added to abundance of prime beef and pork for his use, together with
tongues, pickles, sauces of all kinds, potatoes, rice, pastry, olives,
&c. &c. form a _tout ensemble_, where even the most dainty may find
something acceptable to the palate.
It cannot be supposed, that wine is so freely dispensed, as when on
shore; the ladies, however, are generally supplied with as much as they
may require during the repast; after the cloth is removed, the bottle is
put round two or three times, according to the liberality of the
commander. The last tour it makes being accompanied with ‘good
afternoon’ serves as a hint for the gentlemen to withdraw, until the
hour for tea; when, as already observed, they frequently amuse
themselves until supper is ready.
This last meal is little more than a matter of form; it consists chiefly
of cheese and biscuits, rasped beef, sago-soup, lobs kous, which is a
curious medley of various ingredients, forming something midway between
water-gruel and peas-soup. One tour of the bottle, attended with ‘good
night,’ closes the operations of the day.
The water taken on board being strongly impregnated with filth, of
various kinds and colors, soon becomes so nauseous as to be utterly
unfit for the use of delicate persons: the quantity of animalculæ it
contains could not be credited by a person who had not seen it! On this
account, several filtering-stones are used, through which the water
finds a passage, leaving the impurities behind. This percolation is,
however, extremely tedious, and does not entirely remove the taint;
though it assuredly so far sweetens it as to render the water very
drinkable. The fecula left in the hollow of the drip-stone, are
perfectly putrid.
The ordinary beverage is table beer, or perhaps porter: in warm weather
excellent spruce beer abounds; sometimes, indeed, the whole crew are
supplied with from one to two quarts daily. Nor is the punch-bowl
suspended for empty shew! By means of prepared lemon-juice, aided by a
good stock of the fresh fruit, carefully suspended in nets in the
stern-gallery, &c. good punch, lemonade, and negus, are often served to
the company.
I strongly recommend, that all young persons should be embarked at
Gravesend, or the Nore; in preference to being taken on Board at
Portsmouth; by that means they become settled before the generality of
passengers arrive, and escape that indescribable confusion attendant
upon the sudden influx of whole hoys full of dead and live lumber! For
such they appear when interrupting the several operations attendant upon
a vessel’s getting under weigh. Those who purpose delaying to the last
moment, should leave their cards of address with the purser, taking care
not to be far from home, that he may, when proceeding to the India-House
to receive the packets, send notice of his being about to quit town. On
receipt of such notice, no time must be lost in repairing to that port
where the vessel may be; in being customary to sail so soon as the
purser gets on board. Half an hour’s delay has proved the loss of many a
passage.
The great number of ships employed in the India trade, occasions so
frequent an intercourse, that scarcely two months ever elapse without
one or more being despatched to some part of India. Unless under very
peculiar and pressing circumstances, it is inadvisable to proceed in any
not bound to that part whither the passenger is destined: for, although
it appears, on paper, very easy to get from Madras, for instance, to
Bengal, such will not always be practicable; and so great a delay may
elapse as should allow a vessel bound to Bengal, sailing perhaps a month
or two subsequent to that proceeding to Madras, to arrive at her port
before the means might offer of getting on from Madras. Add to this,
that freight and passage-money are infinitely higher in India than in
Europe; which, combined with the heavy expence attendant upon long
detention on shore, would prove the economy, as well as the speed, to be
on the other side of the question.
The time of sailing will, under common circumstances, decide the time of
arrival. Ships leaving England, that is, the Land’s End, in all April,
may be expected to arrive at Madras in all September; when, if not
delayed, they may run up the Bay in a week more, with great ease. As the
northerly monsoon often begins to prevail in October, occasioning ships
to stretch over towards Acheen-head, whereby from four to six weeks will
be lost in getting to Balasore Roads, it is rather advisable not to sail
later than March, if at liberty to choose the season. By so doing, the
arrival will take place at a time when the great heats are over, and the
cold weather is approaching: two points not only eligible as they relate
to health, but to society also. The early, or late, arrivals of such
writers and cadets, as are appointed for the same year, make no
difference whatever in the rank they are relatively to bear; that being
determined by a general list transmitted by the Directors, generally in
the last ship of that season. The pay, however, is calculated from the
date of presenting the certificate, before spoken of, at the proper
office.
The period of sailing will generally indicate the weather which may be
expected during the whole passage. Such as leave the pilot in the spring
will round the Cape of Good Hope about Whitsuntide or Midsummer, when
winter prevails in that Quarter; it being in 34° south latitude:
advancing to the northward, they will meet with the trade-winds from the
tropic towards the Line, where, in all probability, light and variable
winds may cause some delay. Ships leaving England in our autumn, round
the Cape at their Midsummer, and reach Madras generally in from eighteen
to twenty weeks; carrying fair, but warm, weather all the way. If they
arrive about the middle, or latter end of March, they may, by remaining
for a few days, until the southerly monsoon is fairly established,
sometimes reach the sand-heads in Balasore Roads in three or four days.
This is obviously preferable to running over to the eastward.
I know nothing more unpleasant than being wind-bound! Nor, indeed, can
there be well conceived a more certain recipe for draining the purse!
The passenger must not suppose that, after having repaired to that port
where the ship rides, he is at liberty to go on board instantly, and to
remain until she sails. On the contrary, though he should not fail to
intimate his arrival, and to leave his card of address, he must put up
at some inn, or lodging-house, at his own expence, until the signal may
be made for sailing, by firing a gun, and loosening the fore top-sail,
by that ship under whose convoy a fleet is to sail; or, if there be no
convoy, by the senior captain; who is, by courtesy, designated
‘Commodore.’
The Court of Directors have, latterly, in consideration of the inability
of their junior servants to pay the heavy charges to which they are
subject while in port, given an extra sum to the commanders of their
ships for each cadet’s diet in such situations. This was no less
necessary than considerate. It will have been seen, that persons going
out in the civil service have fewer stipulations in their favor; for
which the presumptive reason is, that they are commonly the sons of
gentlemen possessing large property: the sum of £3000. having been so
often given for writer-ships, seems to indicate that very little
occasion could exist for interference in their behalf.
When a ship arrives at any regular port, where accommodations can be
had, the passengers are, in like manner, expected to reside on shore, at
their own charge. Such, to many, may appear unreasonable, or strange;
but, when it is considered to what heavy losses a commander might else
be subject, which, divided among a number, would appear trifling, and,
at all events, not prove ruinous, the propriety of such a rule will not
be disputed. This explanation may serve as a hint to parents, and
guardians, not to ship young folks _in forma pauperis_, under the
prudent, but here inapplicable, precaution, of taking away the means of
being extravagant. Emergencies often arise, wherein a few guineas are
indispensably necessary; and, as few go to sea with more cash than
ordinary expences may demand, it is not easy to remedy the error.
Where a young man has established his character for imprudence, the only
recourse is to place a few guineas, say from twenty to thirty, in the
hands of the captain, or the purser, with directions to supply what may
be absolutely required, rather in form of a loan; keeping the youth in
ignorance of his having a banker on board, and giving him, at taking
leave, perhaps five or six guineas, in order to carry on the deception.
When it is known that no shop of any kind exists in a ship, (excepting
the purser’s slop-shop,) we must conclude there can be little
opportunity for extravagance: the principal danger is to be apprehended
from gaming, which in some ships reaches to a dreadful extent; always
creating difficulty, and rarely terminating without bloodshed. This,
added to emulation for the favorable opinion of the ladies, may be
considered the usual causes of discord. The latter is, in a great
measure, restrained by that custom which fixes every passenger to the
same seat at table during the whole voyage; whereby daily contests for
vicinity are avoided.
The number of accidents that have happened from trivial causes, renders
it necessary to be extremely cautious in regard to smoking; which in all
men of war, and India-ships, is permitted only on the fore-castle. By
this means danger is avoided, and the stench carried away. It is to be
lamented that so proper a regulation is not observed throughout the
merchant service; in which so much carelessness prevails, that it
appears to me miraculous so many vessels arrive in safety. On my return
from India, I embarked at St. Helena on board a whaler, of which the
captain had a strong predilection for his pipe, which was scarcely ever
out of his mouth. His practice was, to smoke in the cabin where we
dined, throwing his hot ashes down upon the deck, in which was a
skuttle, or small hatchway, under his own seat. Two lieutenants of the
navy, who were fellow-passengers, used to remonstrate very freely, but
without the smallest effect, against so improper a practice.
It happened, one morning, as we were off the Azores, that a
suspicious-looking vessel hove in sight, laying-to under close reefed
top-sails: we altered our course, and were immediately chased. Having at
least forty-five young fellows, and about a dozen six-pounders, on
board, we cleared ship for action. Imagine what was our surprise at
finding that, under the identical hatchway, over which our captain had
been perpetually smoking, was a magazine of about thirty barrels of
gun-powder; some hooped in, and some having their chimes barely covering
their contents which proved to be ready-filled cartridges! I conceive it
would have been utterly impossible, if the vessel in chace had proved an
enemy, and that we had been compelled to defend our ship, to have
avoided being blown up!
Many are in the habit of reading by candle light in their beds: this
only requires to be known to the officers, to be completely overruled;
nor will they, unless in cases of indisposition, allow a candle to be
burning after the passengers have generally retired to rest. Hence, only
a few wax tapers, or bougies, can be requisite. When it is considered,
that a ship is composed of materials for the chief part highly
combustible, and, that in such a situation a fire spreads with
astonishing rapidity, defying the exertions of all on board; also, that
there is little chance of many lives being saved, unless other vessels
may be in company; we ought assuredly to adopt every means of guarding
against so terrible a calamity!
Most ships have a small fire-engine on board, which is not only an
admirable safe-guard, but facilitates the washing of decks; an operation
that usually takes place once or twice weekly. At such times all the
chests are sent below, and all the hammocks hauled upon deck, for the
purpose of being aired. Seamen become habitually cleanly in their
persons, and in their bedding; but when recruits are on board, they,
being less attentive to personal appearance and to comfort, not only
breed vermin, but sometimes propagate infectious diseases. Hence, a
small quantity of vermin-ointment will perhaps prove an useful
succedaneum; its timous application preventing the growth of any colony,
of which some stragglers may have laid the foundation.