AN ATLANTIC VOYAGE—AS IT WAS AND AS IT IS.
When Samuel Johnson said, ‘A ship is a prison with a chance of being drowned,’ he in that aphorism gave expression to the opinion generally entertained by landsmen in his day. In fact, the discomforts, and even privations, which sea-travelling then involved were such that very few persons were willing to expose themselves to them, save when compelled by imperative circumstances to do so.
When I crossed the Atlantic in 1841, for the first time, the condition of things had, in the three-quarters of a century which had elapsed since Johnson’s time, measurably improved; but the désagrémens to which passengers were even then subjected were numerous. No regular steam communication between Great Britain and the United States was in existence. The Sirius and the Great Western had indeed crossed the ocean in 1838, and the latter vessel had continued her trips at irregular intervals. But for some little time subsequently, no other steamer attempted to follow her example, the Cunard line not having been established until 1842.
At the period of which I speak, the sailing packets which ran between London and New York, and between Liverpool and that port, were ships of five to six hundred tons burden. The staterooms—as the little cabins ranged on either side of the saloon were termed—were below the sea-level. They were incommodious, dark, and ill ventilated. In fact, the only light they enjoyed was that furnished by small pieces of ground glass inserted in the deck overhead, and from the fan-lights in the doors opening to the saloon, and this was so poor, that the occupants of the staterooms could not even dress themselves without making use of a lamp. The sole ventilation of them was that afforded by the removal of the saloon skylights, which, of course, could only be done in fine weather. The consequence was that the closeness of the atmosphere in the staterooms was at all times most unpleasant; whilst the smell of the bilge-water was so offensive as to create nausea, independent of that arising from the motion of the vessel. In winter, on the other hand, the cold was frequently severe. There was, it is true, a stove in the saloon, but the heat from it scarcely made itself appreciably felt in the side-cabins.
In other matters there was the same absence of provision for the comfort of the passengers. The fresh water required for drinking and cooking purposes was carried in casks; and when the ship had a full cargo, many of these were placed on deck, with the result that their contents were sometimes impregnated with salt water from the waves shipped in heavy weather. At all times, the water was most unpalatable, it being muddy, and filled with various impurities from the old worm-eaten barrels in which it was kept. Not only was the water bad, but the supply occasionally proved inadequate; and when the voyage was an unusually long one, the necessity would arise of placing the passengers upon short allowance.
There was always a cow on board; but there was no other milk to be had than what she supplied, no way of preserving it having then been discovered. Canned fruit and vegetables were equally unknown. There was commonly a fair provision of mutton and pork, live sheep and pigs being carried; but of other fresh meat and of fish, the stock was generally exhausted by the time the vessel had been a few days at sea, refrigerators at that period not having been invented.
But the arrangements on board these ships were defective in much more important matters than in not providing a good table for the passengers. The boats—even when they were seaworthy, which frequently was not the case—were so few in number that, in the event of shipwreck, there was no possibility of their holding more than a third of the souls on board. The longboat, indeed, was practically useless in an emergency, as it was almost invariably filled up with sheds for the accommodation for the cow, sheep, and pigs; and it would have been several hours’ work to clear the boat and launch her.
The law did not then render it compulsory for every vessel crossing the Atlantic to carry a surgeon, and the owners of the various lines of American packets would not incur the expense of providing one. The consequence was that, if an accident occurred or there was serious illness on board, no medical assistance was available. When I was returning to Europe in the Mediator in 1842, a sailor fell from one of the yards, badly fracturing his right leg. The commander of the vessel was a Yankee—that is, a native of one of the New England States—and he had the ingenuity and readiness of resource which are characteristic of the people of that section of the Union. He so admirably set the injured limb with splints, that, when the ship arrived at London and the man was taken to Bartholomew Hospital, the officials of that institution highly complimented Captain Morgan upon the workmanlike manner in which he had performed the operation. The fact, however, remains, that but for the purely fortuitous circumstance of the commander of the vessel having been able to deal with the case, the result of there being no surgeon on board must have been that the injured man would either have died, or been a cripple for life.
If the cabin passengers had good cause to complain that neither their safety nor their comfort was sufficiently studied, the condition of the steerage passengers was infinitely worse. Men, women, and children were huddled like sheep in the quarters assigned them, no separation of the sexes being attempted. The berths, which ran on either side of the vessel, were not inclosed, and were without curtains. The women were compelled to dress and undress before the eyes of the male passengers, and exposed to their coarse remarks and scurrilous jests. Indeed, the moral downfall of many a poor girl was to be attributed to her feelings of decency and modesty having been blunted by her painful experiences during the voyage.
The steerage passengers were required to both supply and cook their own provisions. There was commonly a fierce struggle for a place at the galley fire, in which the sick and feeble necessarily went to the wall; and sometimes several days would pass without any warm food being obtained by those who were most in need of it. Again, when there was a storm, or even when the ship experienced heavy weather, the hatches were closed, rendering the atmosphere of the steerage almost stifling. In fact, the condition and treatment of this class of passengers were simply abominable, and such as to reflect deep discredit upon the government for allowing so many years to elapse ere any attempt was made to deal with the evil.
Now, all is changed. The steamers which at the present day cross the Atlantic are vessels ranging from four to seven thousand tons burden; and the arrangements on board of them are excellent in all respects. Besides the lifeboats—which are numerous, large, and built on the most approved models—there are rafts which, in case of necessity, can be got ready and launched in a few minutes. In the event, too, of a fire breaking out in any part of the ship, the appliances for extinguishing it are of the most thorough character. In fact, the provision made for the safety of the passengers would be all that could be desired if every ship carried a sufficient number of boats to accommodate, in case of disaster, every passenger, even when her complement was full. Note the late disaster to the Oregon.
The comfort of the travelling public is now carefully studied. The cabins for the first-class passengers are placed amidships, where the motion of the vessel is least felt, instead of, as formerly, at the stern. The staterooms are commodious, handsomely furnished, thoroughly ventilated, and heated by steam. The saloon, which is spacious and well lighted, contains a piano, a small library, bagatelle tables, chess, &c., for the use of the passengers. There are also smoking and reading rooms and bathrooms, supplied with hot as well as cold water. The table is so luxuriantly spread that there is scarcely a delicacy which can be obtained in the best hotels in London, found lacking on board these steamers. The supply of fresh water—furnished by condensers—is practically unlimited; whilst that which is required for drinking purposes is in summer cooled with ice, of which a large stock is provided. A surgeon is invariably carried, the law rendering it obligatory to do so; and his services are at the disposal of any of the passengers who needs them without the payment of any fee.
Nor have the steerage passengers failed to participate in the altered condition of things. Instead of their being crowded together in the badly ventilated and unhealthy quarters assigned to them, as was formerly the case, it is now compulsory for a fixed cubic space to be allotted to each individual. Not only, too, are the berths inclosed—which is greatly conducive to the preservation of decency—but the single women occupy a separate compartment, in the charge of a matron. But one of the greatest improvements which has taken place in the condition of occupants of the steerage has been effected by the Act, passed a few years ago, requiring cooked provisions being found by the owners of the ship; and although the passage-money is necessarily higher than it was under the old system, this drawback is more than compensated by the comfort which results from the present arrangement.
In conclusion, I may say that, indulging in a retrospect upon my experiences for the last forty years—during which period I have crossed the Atlantic ten times—I have been forcibly struck by the contrast the peril, tedium, and inconveniences then attendant upon an Atlantic voyage afford to the safety, rapidity, and comfort with which it is now accomplished.