Chapter 7

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.]