WAGES AND WIVES
When I first went to sea, and for many a long day after, I
used to hear the sailors who were more than a generation my
seniors, talking of the wages they received during the
Russian war aboard collier brigs trading from the north-east
coast ports to London, France, and Holland. They used to
speak of it with restrained emotion, and pine for an
outbreak of hostilities _anywhere_, so long as it would
bring to them a period of renewed prosperity! Able seamen
boasted of their wages exceeding by two or three pounds a
voyage what the masters were getting. It was quite a common
occurrence at that time for colliers to be manned entirely
with masters and mates. They stowed away their dignity, and
took advantage of the larger pay by accepting a subordinate
position. Of course it was the scarcity of men that gave
them the opportunity. They were paid in some cases nine to
twelve pounds a voyage, which occupied on an average four
weeks. The normal pay was four to five pounds a voyage for
each man, all food, with the exception of coffee, tea, and
sugar, being found. The close of the big war brought, as it
always does, a reaction, and it is safe to say that collier
seamen have never been paid so liberally since. The racing
with these extraordinary craft was as eagerly engaged in as
it was with any of the tea clippers. It was an exciting
feature of the trade which carried many of them to their
doom almost joyously. Their masters were paid eight pounds
per voyage, and if their vessels were diverted from coasting
to foreign trades their stipend was eight to nine pounds a
month. Considering the cost of living in those days, it is a
marvel how they managed, but many of them did not only
succeed in making ends meet, but were able to save. They
owed much to the frugal habits of their bonny, healthy
wives, who for the most part had been domestic servants, or
daughters of respectable working men, living at home with
their parents until they were married. They were trained in
household economy, and they were exclusively domesticated.
Educational matters did not come into the range of their
sympathies. They were taught to work, and they and their
homes were good to look upon. Many of these thrifty girls
married swaggering young fellows who were before the mast.
They were not merely thrifty, but ambitious. Their ambition
was to become captains' wives; nor did they spare
themselves to accomplish their desire promptly. They did not
overlook the necessity of inspiring their husbands with high
aims, and in order that their incomes might be improved
these married men were coaxingly urged to seek an engagement
as cook--a post which carried with it ten shillings per
month more than the able seamen's pay, besides other
emoluments, such as the dripping saved by skimming the
coppers in which the beef or pork was boiled, and casking it
ready for turning into cash wherever the voyage ended. The
proceeds, together with any balance of wages, were handed
over to the custody of the imperious lady, who was
continuously reminding the object of her affection that he
should apply himself more studiously to learning during his
voyages, so that he would have less time to stay at the
navigation school, and more quickly achieve nautical
distinction when their savings amounted to the sum required
for passing the Board of Trade examination first, only mate,
and then for master. But once they got their mate's
certificates, financing became easier; and, although
domestic expenditure might have increased, the good lady
steadily kept in view the joy that would light up their home
and come into her life when she could hear her husband
addressed by the enchanting title of "Captain!" Hence the
effort to save became a fixed habit.
When their object was attained, and the husband had passed
his examination successfully, he soon got a command, and
although the pay was small many of these men, with the
assistance of their wives, saved sufficient to take an
interest in a vessel. This was an achievement never to be
forgotten. The news spread quickly over a large district.
The gossips became greatly engaged, and the distinguished
person was the object of respectful attention as he walked
up and down the quays or public thoroughfares with an air of
sanctified submission. It was a great thing to become part
owner of a vessel in those days when large dividends were so
easily made, and a small share very often led up to
considerable fortune.
It is not to be supposed that the only road to success was
through the galley doors. I do not mean that at all. There
were scores of men that became shipmasters on our north-east
coast who never sought the opportunity of figuring in the
galley, and even if they had they could not have cooked a
potato without spoiling it! It has long been a saying among
sailors that "God sends grub and the devil sends cooks," and
the saying is quite as true to-day as it was when cooks had
not the advantages they have now of attending cookery
classes. I merely relate the story of how a number of these
men of the middle of last century added to their incomes in
order that they might not stint their families of the
necessaries of life, and at the same time might put aside a
little each voyage until they had accumulated sufficient to
enable them to stay ashore and pass the necessary
examination. How a certain section of these men acquired
their diplomas will always be a mystery to themselves and to
those who knew of them. They were sailors every inch, and
they claimed no higher distinction. It would be ridiculous
to suppose that they were representative of the higher order
of captain. With these they had nothing in common. Indeed,
they were a distinct race, that disdained throwing off
forecastle manners; whereas the higher type of captain,
wherever he went, carried with him a bright, gentlemanly
intelligence that commanded respect. The higher class of man
nearly always soared high in search of a wife, not so much
in point of fortune as in goodness, education, useful
intellectual attainment--a lady in fact, combining domestic
qualities compatible with his position. The merely
intellectual person did not appeal to him. It was rational
culture he sought for, a companionable woman indeed, who
could use her hands as well as her head. Sometimes their
judgment erred, and carried them into a vortex of misery.
The swift pulsations of a generous heart generally do lead
to trouble if not well steadied by sound judgment. One of
the most pathetic instances of this I have ever heard of
occurred to a man who was high up in his profession. I knew
him well. He was held in high esteem by his many friends.
But his big soul was too much for him. He made the
acquaintance of a young lady who intoxicated his fancy. She
was beautiful: a quick, attractive girl of twenty-one, who
could talk brightly of things that excited his attention.
Soon she told him a piteous tale of domestic trouble. She
was an artist in words and facial expression. Her whole
being was indicative of a guileless life. One morning by
appointment they met to say goodbye, for he was to sail from
London that afternoon in command of a large vessel on a long
voyage. She was brimming over with sparkling wit that
overjoyed him. She skilfully hinted of marriage on his
return, and playfully adjured that he should not allow other
attractions when he was abroad to lessen his affection for
her.
"Ah," said she, "sailors are so good, I fear you may not be
an exception."
"Well," said he, "as you seem to have some doubt as to my
_bonâ-fides_ I think the question may be settled by my
marrying you now."
"What!" said the fair maiden, "this forenoon? Surely you
will allow me to consult my mother?"
"No," said the captain; "that would spoil the romance, and
make it uninteresting. We must be spliced at once." And they
were. The result was a ghastly tragedy. The lady turned out
a termagant. Happily she did not live long, but while she
lived it was terrible. He told me the tale long after, and
the pathos of it, in all its hideous detail, was piteous. It
sank deep into his life, and changed his whole character. He
was a man of culture, and in the affairs of life displayed
unusual common sense. No one could comprehend how he came to
be drawn into this ill-assorted union, that might have
sacrificed two lives.
There is no body of men who should be so careful in choosing
their wives as sailors, no matter what their rank may be. If
they have children, the sailor, or captain, sees little of
them, and can have no part in their training, whereas the
mother has it in her power to fashion their lives either for
good or evil. She is always with them, and the
responsibility of forming their characters must rest almost
entirely with her. It would be a reckless exaggeration to
say that all successful men had good wives; but I think it
safe to assume that a large majority of them are blessed in
that way. One thing is certain, if you see a
well-conditioned, well-behaved child, there is a good mother
and a good wife behind it. And it may not be unsafe to
assert that the successful man nearly always owes some of
his success to his wife's assistance. She may not have
assisted actually in the business itself, but she may have
done better still by holding her tongue at the proper time,
and watching a suitable opportunity of making an appropriate
suggestion, avoiding saying or doing anything that will
irritate and break the continuity of thought which is
essential to the husband's success. A great deal may be
achieved by discreet silence.
The wages of captains sailing in north-east coast brigs and
barques that traded to the Mediterranean, Brazils, West
Indies, and America, ranged from ten to twelve pounds per
month. Those trading to the East Indies received fourteen
pounds, and some out of their wages had to find charts and
chronometers. London owners paid higher wages to their
captains, but less in proportion to their crews. These
commanders were on the whole a very intelligent,
well-conducted lot of men. They had high notions, perhaps,
of their importance, but they did no ill to anybody by this.
There were occasional squabbles between their mates and
themselves, and sometimes bickerings with the crew, but
these were never of a very serious or lasting character; in
fact, I have known men sail for years with one captain, and
it was delightful to witness the treatment and mutual
respect shown to each other. The men were frequently far
more jealous of their captain's dignity than he was himself.
There were others whose dignity became a slavish occupation
to sustain. It sometimes happened if the master and mate
differed on some minor matter that their relations became
childishly strained, and each asserted his rights until the
feeling softened. The captain always claimed the starboard
side of the quarter-deck as his special parading ground, the
mate the port. It often happened when these disagreements
occurred the master, to show his authority more drastically,
would ask the carpenter for a piece of chalk and draw a line
down the centre of the deck. When this was done the
aggrieved commander would address his chief officer in a
deep, hollow voice that was obviously artificial. "Sir," or
"Mr.," he would begin, "I wish to impart to you that your
conduct has been such as to cause me to draw this line so
that our intercourse may not be so close as it has been.
Please do not presume to attempt any familiarity with me
again; stick to your own side!" This piece of grotesque
quarterdeck-ism was made all the more comical by the serious
way it was taken by the mate and enforced by the master! It
did not occur to _them_ that there was something extremely
humorous in it. Another ludicrous custom was this: if the
master and mate were on deck together, though there was
ample room for both to walk on the weather side, the mate
was always supposed to give way to the captain, and walk on
the lee side, no matter what tack the vessel was on. If the
officer in charge was smoking, and either standing or
walking on the weather side, and the captain came on deck,
immediately the short cutty pipe was taken out of his mouth,
and, as a mark of respect, he passed to leeward! It was
considered the height of ill-manners for a mate or second
mate to smoke a churchwarden or a cigar!
The food that was supplied to these north country
"southspainers" was neither plentiful nor good. It was not
infrequently bought in the cheapest and nastiest markets--in
fact, it is not an exaggeration to say that large quantities
of it were not fit for human beings to eat.
The owners were, as a rule, of humble birth. Many of them
inherited frugal habits from their parsimonious parents, and
many of them became miserable misers independent of any
hereditary tendency. If their generous impulses ever did
swell big enough to give the captains a few delicacies, they
were overcome with fear lest extravagance should enter into
their lives, and therefore they hastened to caution them
with imploring emphasis to take special care not to allow
too much to be used, as luxuries of that kind were very
costly! The captains were put to sore straits at times to
carry out the wishes of their owners in doling out the food;
and it often happened in the process of economising they
became imbued with the same greedy ways as their employers.
It would not be fair to charge all north-east coast owners
of that period with the shame of stinting their crews of
proper food; those who did so had no idea that they could be
accused of being criminally mean. Their lean souls and
contracted little minds could only grasp the idea of making
money, and hoarding it after it was made. Hundreds of fine
fellows had their blood poisoned so that their teeth would
drop out, and their bones become saturated with virulent
scurvy owing to the unwholesome food the law provided they
should eat. The hereditary effects of this were in some
cases appalling, and yet while this was going on never a
voice in the country was raised effectually against it; and
if the conditions under which the sailor lives to-day are
vastly improved on what they were in the sailing-ship days,
he has neither the country nor the Parliament of England to
thank for it, but the new class of shipowner who sprang into
existence simultaneously with the introduction of steam.
There were many of the old shipowners and shipmasters
generous in all their dealings with their men; but my
experience compels me to say that a great number of them
were heartless skinflints. The economical measures adopted
by some captains in order that their supplies might spin out
were not only comic, but idiotic. For instance, the master
and his chief officer had their meals together, and if they
were not on very lovable terms the few minutes allowed the
mate was a very monotonous affair owing to the forced and
dignified silence of his companion, who eyed with disfavour
his healthy appetite; but this did not deter him from
continuing to dispose of the meagre repast of vitiated salt
junk. The request to be helped a second time broke the
silence and brought forth language of a highly improper
nature, and did the indiscreet officer happen to boldly go
for the butter-pot _after_ he had partaken of beef he was
eloquently reminded that those who "began with beef must
finish with beef," and those who "began with butter must
finish with butter"! I quote the exact words, for I have
heard them. If the mate was of a quarrelsome disposition he
retaliated by declaiming against any attempt to restrict his
food. Then followed mutual cursings, and hot recriminations.
The title of gentleman was repudiated, and "you're another"
substituted. But these little squabbles generally passed
away without any permanent resentment; and although the
mates may have strongly disagreed with the starvation policy
of their captains and owners, as soon as they got command
themselves they adopted the selfsame methods, and in some
cases applied them with a rigour that would have put their
former commanders to shame. The scale of provision was a
scandal to any civilised nation. Both owners and captains
were well aware of this, and shamefully used it as a threat
to prevent men from justly complaining of the quality or
quantity of food they were being served with. An opportunity
was often made so that the men might be put on their
"whack," or, to be strictly accurate, the phrase commonly
used was "your pound and pint," and as an addendum they
were dramatically informed that they should have no fresh
provisions in port. The men, of course, naturally retaliated
by measuring their work according to the food they got; and
then it was seen that the game was to be too costly and too
perilous. The common-sense commander would find a judicious
retreat from an untenable position, and the blockhead would
persevere with it during a whole voyage, and boastfully
retail a sickening story of meanness to an audience who, he
cherished the idea, would regard him as a hero! How much
bitterness and loss was caused by this parochial-minded
malignity can never be estimated. It was undoubtedly a
prolific factor in making sea-lawyers, and a greater evil
than this could not be incubated. The sea-lawyer always was
and always will be a pest on land, and a source of mischief
and danger on the sea. But while so much can be said against
the tactless, and, it may be, the vindictive captain, just
as much can be said against some crews who ignored the duty
of submitting to control. They feasted on unjustifiable
grumbling and discontent. They loafed and plotted to destroy
all legitimate authority, and very often made it a
perplexity to know how to act towards them. I do not class
these men with the criminal class of which I have spoken;
there is a very wide distinction between the two. The men I
am now speaking of, at their worst, never went beyond
loafing, grumbling, and plotting to evade some technical
obligation.
The wages of the mate aboard these south-going craft were £5
5s. per month, the second mate got a pound above the
A.B.'s, who, on these voyages, were paid £2 10s. to £2 15s.
per month. The cook and steward (one man) got the same as
the boatswain, the carpenter, and the second mate. The scale
of wages for officers and crew aboard a tea clipper was
regulated on more aristocratic lines. Their hands were
carefully picked, and, as a rule, they carried double crews,
exclusive of officers and petty officers. Both pay and food
were vastly better in the clippers than that of the average
trader. The statutory scale of provisions was, however, the
same for all. A copy of it appears on the opposite page.
SCALE OF PROVISIONS
_NOTE.--There is no scale fixed by the Board of Trade. The quantity
and nature of the Provisions are a matter for agreement between Master
and Crew_.
Scale of Provisions to be allowed and served out to the Crew during the
Voyage, in addition to the daily issue of Lime and Lemon Juice and Sugar,
or other Anti-Scorbutics in any case required by the Act.
PROVISIONS. QUANTITY SUN. MON. TUE. WED. THUR. FRI. SAT. WEEKLY
Water Qts. 3 3 3 3 3 3 3
Bread lb. 1 1 1 1 1 1 1
Beef " 1-1/2 1-1/2 1-1/2 1-1/2
Pork " 1-1/4 1-1/4 1-1/4
Preserved Meats "
Preserved Potatoes oz.
Preserved Vegetables. lb.
Flour " 1/2 1/2 1/2
Peas Pint 1/3 1/3 1/3
Calavances "
Rice lb. 1/2
Oatmeal "
Barley "
Salted Fish "
Condensed Milk oz.
Tea " 1/8 1/8 1/8 1/8 1/8 1/8 1/8
Coffee Beans (Roasted) " 1/2 1/2 1/2 1/2 1/2 1/2 1/2
Cocoa "
Sugar " 2 2 2 2 2 2 2
Dried Fruit (Raisins,
Currants, &c.) "
Butter lb.
Marmalade or Jam "
Molasses Pint
Mustard oz.
Pepper "
Vinegar or Pickles Pint
[1].............. ....
.............. ....
SUBSTITUTES AND EQUIVALENTS.
Equivalent Substitutes at the Master's option. No spirits allowed.
FOOTNOTES:
[Footnote 1: Other articles may be inserted here.]