Even in staunch ships the accommodations provided for the sailors were of the meanest sort. Men might wade to their bunks through water, or be packed in a filthy forecastle like herrings; they were fed on “salt horse” and moldy biscuit; they might rot with scurvy—if the ship got to port with her cargo, it made little difference how the crew fared.
Our own ships and the Russian and French vessels the investigator found far superior in treatment of the sailor: and the majority of English owners did well by their crews; but Plimsoll’s efforts induced great improvement. Compulsory survey and no overloading were his main remedies for the prevention of the terrible loss of life in the mercantile marine. He cites two cases of great firms—the first engaged in the coal carrying, and the second in the guano trade—who do not permit overloading, and the first, in fifteen years had not, out of a large fleet of steamers, lost a single vessel, although they made from fifty to seventy double trips per year. The second case deserves particular mention. About the year 1860, the firm of Anthony Gibbs & Co., of London, took a contract from the Peruvian Government to charter and load ships from the Chincha Islands with guano, and as many as three or four hundred ships left those islands annually for different parts of the world. At first they were allowed to load and proceed to sea without inspection or surveying, and were permitted to load as deeply as the masters thought fit. What was the result? Accidents and losses were reported every few days, and many of their ships foundered at sea, some with all hands on board. When the head of the house at Lima, Peru, introduced proper surveying before loading, to discover what repairs were needed, etc., allowing no overloading, and not permitting the ships to go to sea without full inspection of her pumps and gear, a sudden and wonderful change took place, and for years after not one of these ships foundered at sea.
There is no sadder record than that which has been made of many a gallant vessel, sailing with the best prospects—“Missing,” or “Never heard of.” Occasionally the mysterious fate of some of these vessels has been revealed by the picking up of sealed bottles containing brief records of the disastrous end of the missing ships. But such cases are rare in comparison with the vast majority of the disasters; for the greatest peril to a vessel in a storm is the vicinity of a reef or shoal. In the open sea there is comparative safety, even in a considerable gale, for good seamen; but a shoal or rocky coast may be fatal to the vessel striking, even though the wind be but moderate. So nearly all disasters occur along shore; and the time is past in which it is possible for a vessel to be lost on an unknown or uninhabited coast. Hence, soon or late, the lot of nearly every vessel is known. Occasionally a vessel has been abandoned as unseaworthy or unmanageable, and has surprised those abandoning her by drifting around for months in the path of other vessels and occasionally fouling with some of them, to their serious injury.
WRECKED ON A ROCK.
The polar seas present peculiar perils to the navigator. Almost every one has heard of the ill-fated Franklin expedition, even though others may not be familiar. The attempts to find a northwest passage have long ceased, it being indisputable that it is useless though found. The great expeditions of later years have been equipped purely from a scientific standpoint. No conceivable benefit to commerce can result therefrom.
But the vast majority of fatalities in the polar seas have not been among the great exploring expeditions, any more than the majority of disasters in warmer climes are among first-class passenger steamers. The world over, it is the coasting vessels, the fishing smacks, the second and third-class freighters that swell the lists of losses at sea. And in the polar seas the most numerous disasters are among the whaling and sealing vessels, which visit the regions season after season. Many a vessel has been crushed like an egg-shell amid the enormous masses of ice. Often a vessel seemingly hopelessly imprisoned has been abandoned by the crew, only to be freed by some caprice of the winds and picked up by some other crew. And again there have been instances of vessels seen resting in masses of ice far above the water, raised by continual tilting and piling of ice-cakes beneath. Sometimes a vessel has floated about thus for a considerable period. Comparatively speaking, losses of life have been small in proportion to the dangers and property losses. Where so many vessels are in the same region at a time, the crew of a crushed ship can generally reach another vessel without great difficulty. But years ago, when the whaling fleet was smaller, and steam had not been called to the seaman’s aid, the peril of life was greater; and many is the vessel that sailed away never to be heard of again.