Part 3
In peaceable times, cabins are ordinarily constructed of wooden partitions, and have a door, with lock, &c. very complete; but, during war time, it is usual to make them of canvass, fixed to the beams above, and rolling up thereto, whenever the vessel may be cleared for action. Some cabins include a port-hole, which, in large ships, is peculiarly comfortable; especially under the Line, when a current of air is invaluable; but, in bad weather, when the port is shut, those cabins that have only skuttles, about one-fourth the size of a port-hole, become preferable; especially when they are provided with glass shutters; which can be at any time made by the ship’s carpenter, if not previously attached. The skuttles being higher up in the side of the vessel, and nearer to the deck above the cabin, are well calculated for allowing rarefied air, which would float above the level of a port-hole, to escape. They are usually placed at intervals between the ports. When a cabin is built so as to include a port, the gun appertaining thereto is commonly sent forward, and lashed up to the ship’s side, the muzzle pointing forward; but, on emergency, the cabin is knocked down, and the gun is run into its place. Hence, each kind of cabin has its advantages, and disadvantages.
The right side of the ship, from stem to stern is called the _starboard_; the left side is called the _larboard_: the line on which the mast stands, _i.e._ straight over the keel, divides them. The starboard, in most modes of applying the term, implies superiority over the larboard. Thus the chief mate has his cabin, which is usually 12 or 14 feet long, by 10 or 12 in breadth, next to the great cabin, on the starboard side of the gun-deck. The second mate has one rather smaller, on the opposite, or larboard side. Then, again, the third mate on the starboard side, immediately before the chief mate’s; next before him the fourth mate; while the surgeon and purser usually have their cabins on the larboard side, next before the second mate’s.
What is called the ‘great-cabin,’ is a slip taken off across the stern 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.