History of merchant shipping and ancient commerce, Volume 3 (of 4)

by W. S. Lindsay

The emigrant was further persuaded by the runner that it was necessary to lay in a stock of provisions for the voyage, together with other purchases, on all which the runner got a percentage. Great frauds were also perpetrated in “dollaring,” that is, in exchanging money, in which the emigrant was robbed at least 20 per cent.

Remedies proposed.

Average price, then, of passages.

Although various plans were suggested to the committee, with a view of putting an end to the evils complained of, it is only necessary to refer to that part of the question which affects the actual shipping and conveyance of the passenger to his destination. It was generally agreed that the existing regulations were not stringent enough, the great object of the previous Acts having been to give as much security as possible to the passengers; but it was found impossible to obtain this without increasing the price of passage, which had fallen from 5l. in 1842 to 3l. 10s. in 1851, from Liverpool to New York, and about 5s. less to Quebec, including provisions. It is further to be noted that, though in 1842 the charge was higher, there was less given for it, as the Shipowners supplied only two-thirds of the amount of provisions provided at the latter period. While the law, in fact, had obliged the Shipowner to supply a larger quantity of provisions, restrictions as to the extent of the provisions added, together with a superior dietary scale, the money price of the passage had been materially diminished.

Emigration officer.

In 1864, the inspection of passenger ships and provisions was carried on at Liverpool, for example, by an Emigration officer, and two assistants who were lieutenants in the Royal Navy. The Emigration officer had to satisfy himself of the seaworthiness of every ship which came under the Act; to see that no greater number of passengers were carried than her measured space would allow according to law; that her boats were sufficient, and that she had the necessary stock of provisions and water for the number of passengers to be carried, and that they were of good quality. He had further to attend to the complaints of the emigrants, and to procure redress for them where necessary. The provisions were tested by the arbitrary selection of some barrels of flour or oatmeal, which were bored through with an auger, so that a fair sample might be brought up and tasted. Whenever any suspicion existed, the inspection was more minute, and the duty of tasting became very irksome.

Medical inspection.

The medical inspection of emigrants took place at Liverpool, not on board the ship, but in an office adjoining the dock. The emigrant, taking with him his contract ticket, proceeded to the medical office, which he entered at one door, and, if approved on the inspection, had his ticket stamped, and passed out at another. He was compelled to produce his ticket on embarking. A system such as this naturally opened a door to fraud and personation, while, not unfrequently, after personal examination the emigrant contracted an infectious disorder, the infection spreading before the diseased person could be removed from the ship.

American emigration law.

By the United States Statute of the 22nd February, 1847, it was provided that the space to be allowed to passengers should be fourteen clear superficial feet of deck for each passenger, if such vessel did not pass within the Tropics. By an Act of 1848 this was so far altered, that when “the height between the decks is less than six feet, and more than five feet, each passenger shall be allowed sixteen superficial feet; but if the height between decks be less than five feet, then twenty-two superficial feet; and for every passenger on the orlop deck, thirty feet.” Under our Act, no ship could clear out that had not six feet between the decks. In some cases the law of the United States was but loosely observed; while other cases, doubtless, occurred where English vessels sailed from Liverpool to New Orleans with a number greatly exceeding what they could legitimately carry, but which they had reason to expect would not be noticed on their arrival. Owing, however, to some change of persons at the Custom House at New Orleans an inspection was instituted; two vessels were heavily fined, and one was confiscated. But it was found more difficult to provide against the frauds practised by the Shipowners in supplying bad or unwholesome provisions.