"I apprehend that is the case, Captain," said Plimsoll.
So ended an interview which is memorable to at least one person; and not least notable for the friendship Mr. Plimsoll showed towards his would-be executioner! The story was told to me about two months after the interview occurred by the captain himself. It is very odd that even one man, especially a shipmaster, should have been found disagreeing with a reform that was to be of so much benefit to all classes of seafaring men.
Up to that time vessels were sent to sea scandalously overladen. There was no fixed loadline as there is now. Cargoes were badly stowed; no bagging was done. The fitting of shifting boards was left pretty much to the caprice of the master, who never at any time could be charged with overdoing it, but rather the reverse. I am speaking now more particularly of steamers, though to some extent the same reckless disregard for human safety existed among sailing vessels. It was necessary, however, that commanders of "windjammers" should be more painstaking in the matter of having their cargoes thoroughly stowed, and that adequate bulkheads and shifting boards should be fitted; for the shifting of a sailing vessel's cargo was accompanied with the possibilities of serious consequences. Sailing vessels cannot be brought head-on to wind and sea, as steamers can, and the weather may be so boisterous as to make it impossible to get into the holds; and even if these are 'accessible, the heavy "list" and continuous lurching prohibit the trimming of the cargo to windward.
But the great loss of life was not altogether caused by allowing rotten, leaky, badly equipped sailing vessels to go to sea, nor by the neglect of commanders of both sailers and steamers to adopt reasonable precautions for the purpose of avoiding casualty. At the very time when the whole country was ablaze with excitement over the harrowing disclosures that investigation had brought to light, Lloyds' Classification Committee was allowing a type of narrow-gutted, double-decked, long-legged, veritable coffins to be built, that were destined to take hundreds of poor fellows to their doom. Their peculiarity was to capsize, or continuously to float on their broadsides. Superhuman effort could not have kept them on their legs. Neither bagging transverse or thwartship bulkheads were of any avail. Scores of them that were never heard of after leaving port found a resting-place, with the whole of their crews, at the bottom of the Atlantic Ocean. They lie there, unless enormous pressure has crushed them into mud; and their tombs, could they be revealed, would give ghastly testimony to the incompetence of naval architects. No amount of precautionary measures could have made this type of craft seaworthy. They were not shaped to go to sea. My own impression is, apart from the crankiness of these rattletraps, there was a vast amount of overloading which was the cause of many vessels being sent to the bottom; so many, indeed, that it became a common saying among seamen who were employed in the Baltic trade that if the North Sea were to dry up it would resemble a green field, because of the quantity of green steamers that had perished there. Perhaps the phrase was merely a picturesque figure of speech, as the North Sea makes no distinction as to the claim it has on its victims, and the colour of paint does neither attract nor repel its favour. Notwithstanding the startling evidence which proved that there was something radically wrong in the design and construction of what was known as the "three-deck rule" type, Lloyds' Classification and the Board of Trade officials adhered to the idea of their superiority over every other class. The Hartlepool Well-decker became the object of hostility. It was pronounced by dignified theorists to be unsafe. The long wells combined with a low freeboard lacerated their imaginations. They could not speak of it without exhibiting strong emotion. "Suppose," said they, "a sea were to break into the fore well and fill it, the vessel would obviously become overburdened. Her buoyancy would be nil, and she would succumb to the elements."
But practical minds had provided against such an eventuality. These objects of aversion had what is called a raised quarter-deck; two ends which stood boldly out of the water, and of course a big "sheer." Heavy seas rarely came over their bows or sterns, and when they did the bulk of the water did not remain or seem to affect their buoyancy. The heaviest water was taken aboard amidship, when they were running with a beam sea or scudding before a gale; but owing to their great sheer it gravitated in a small space against the bridge bulkhead, the structure of which was strong enough to stand excessive pressure. They were considered to be the finest and safest tramps afloat by men who sailed in them. Vessels of two thousand tons deadweight, with only eighteen to twenty-four inches freeboard, would make winter Atlantic passages without losing a rope-yarn, while many of the three-deckers with six or seven feet freeboard never reached their destination. Still the theorists kept up their unreasoning opposition to the Well-deckers, and the Hartlepool men were driven to take the matter up vigorously. They would have no indefinite, haughty assertions. They demanded investigation; and the result of it proved that the theorists were wrong, and the men of practical ideas were right. It was proved that there were singularly few cases of foundering among these vessels, and that fewer lives were lost in them than in any others. This is not the only instance in which Lloyds' Classification Committee have been proved wrong in their opinions. They refused in the same way, for some time, to class Turrets. I was obliged to give up a conditional contract which I had made with Messrs. Doxford and Sons, of Sunderland, for the first built of these, in consequence of their refusal to class. But Turrets have now been well tested, and prove very superior sea-boats. Underwriters, indeed, could not have better risks; and, what is as good a test as any of a vessel's seagoing qualities, is the readiness of seamen to join and their reluctance to leave it.
But each successive depression in shipping unrolls the resources of the mind, and there are evolved new ideas which disclose advantages hitherto unknown. They may not be great, but they are usually sufficient to make it possible to carry on a profitable trade instead of stopping altogether or working at a loss. It was this that brought the Switchback into existence: a vessel, by the way, which has a short, deep well forward; a long bridge; raised after deck; and a long well and poop aft. Then came the Turret, and then the Trunk; and last, the Single Decker on the "three-deck rule." I do not believe it possible that any of these will ever founder if they are properly handled, if their cargoes are properly stowed, and if no accident to machinery or stearing-gear occurs. They may come into collision with something, run on to a sand-bank or reef, and then founder, but not by force of hard buffeting. I am persuaded that the chances are a thousand to one in favour of them pulling through any storm in any ocean. But this is not all that can be said of them. The men that compose the crew have spacious, comfortable, healthy quarters, whereas in the old days, besides the prospect of being taken to Davy Jones's locker, men were housed in veritable piggeries: leaky, insanitary hovels, not good enough to bury a dead dog in.
CHAPTER VII
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.