A West Indiaman in Course of Construction.
I hope on another occasion to tell at greater length the story of that fine class of ship known as the East Indiaman, which has long since disappeared from the sea. I have but little space left here to deal with a species of ship that was scarcely inferior to many of those in His Majesty’s service. Although nominally merchantmen, yet they so much enjoyed the patronage of the Government, that to be officer in the East India Company’s service was almost the equivalent of a commission in the Royal Navy. So well paid were the East India captains and their staff, and so many handsome emoluments besides were there attached to their posts, that you are not altogether surprised to find, as you look down the names of these officers, men of title and the younger sons of some of the best English families.
A Three-Decker on a Wind.
Promotion was made by seniority, and a captain was assigned to his ship even before she was launched, so that he had an opportunity of knowing every timber and every plank in her hull. He superintended her fitting out, and when she was at last complete with her spars and sails, her complement of passengers, her cargo and her crew, she put to sea, but she was in no tremendous hurry to get to the Orient. Her voyaging was to be safe and sure, like her captain’s remuneration. For he was allowed by the directors 56½ tons of space for carrying cargo on his own account, the rates of freights then varying from £35 to £40 a ton. Captains did their own chartering, and in one way and another accumulated very large perquisites. A conservative estimate places the income of some of these skippers as from £6000 to £10,000 a year; and the mates and petty officers managed to feather their own nests very amply as well.
The discipline of these ships was founded on the prevailing custom in the Royal Navy. They flew the Navy’s long pendant. They were built like some of the Admiralty frigates, they were fitted out on similar lines, and they were handled in like manner. But they were slightly fuller-bodied than the Admiralty ships in order to carry plenty of cargo. The accommodation for passengers was, considering the times, luxurious. At the end of each homeward voyage these ships were entirely dismantled and given a complete refit, the passengers selling their state-room furniture by auction on board before going ashore. The directors looked well after the men as well as holding out encouragement to the officers. Seamen of eight years’ service were permitted pensions. The crews were divided into two watches, the officers having three watches—four hours on and eight hours off. The men messed in batches of eight, their allotted space being between the guns in the ’tween decks. Here also were their mess-utensils and their sea-chests, and here were slung their hammocks. Every Sunday morning after the crew had been inspected they were, by the regulations of the Company, to attend Divine service, the captain acting as chaplain. If a commander’s log-book was found to have omitted this duty he was liable to a fine of two guineas. He wore a uniform consisting of a blue coat having black velvet lapels with cuffs and collar. There was plenty of gold embroidery and gilt buttons with the Company’s device thereon. The breeches were buff, he wore a black stock or neckcloth, and a cocked hat and side-arms completed the picture.
The Brig “Wolf,”
Formerly in the Royal Navy, hove-to off Dover waiting for the pilot to come out.