[240] The entries and clearances of British vessels engaged in the Foreign trade during the years 1816-18 averaged annually 21,735 vessels, of 3,180,472 tons; while for the three years previous to 1836 they averaged 27,390 vessels, of 4,628,450 tons, and, on the accuracy of these returns at both periods, we can depend.
[241] “Imperfect charts” were often then made to cover, as I fear may be the case to some extent now, incompetency, drunkenness, or carelessness. Indeed, about that period, they frequently served as excuses when other objects were in view. I remember a ludicrous instance of this. When a boy at school in Ayr I used to accompany my uncle to “the meeting of owners” of the brig Eclipse, in which he held some eight or ten 64th-shares. Every spring, the owners met on board to discuss matters relating to her affairs, and to dispose of what I recollect best, a round of salt beef, sea-biscuits, and rum-and-water. The Eclipse had hitherto been invariably employed during the summer season in the conveyance of timber from some one or other of the ports of New Brunswick to Ayr. On one occasion, a tempting freight had been offered for her to proceed to Quebec, and the owners, in conclave assembled, had all but unanimously decided to send her to that port. While, however, the discussion was going on, her skipper, Garratt, or “old Garratty,” as he was called, seemed very uneasy, and gulping down an extra tumbler of rum-and-water, he at last said,—“Weel, gentlemen, should you send the Eclipse to Quebec I’ll not be answerable for her safety.” “How so?” asked one of the owners. “Ah,” said Garratty, drawing his breath, “the charts are a’ wrang in the St. Lawrence. Yee’l ne’er see the Eclipse again gin ye send her to Quebec.” The skipper carried the day.
It is much to be regretted that Shipowners, when they leave their captains to provide their own charts (instead of supplying them), do not stipulate that they are to be the best and the latest. I remember a ship and cargo (numerous other instances could be produced), valued at 70,000l., lost near Boulogne from the master mistaking the two lights at Etaples for the South Foreland lights; and this, as appeared by the Board of Trade inquiry, because his Channel chart, which was thirty years old, had not the Etaples lights marked on it. Indeed, it so far appears that the large passenger steamer Deutschland, whose loss at the present moment (30th December, 1875) is now in course of investigation, was steered by an old chart.
[242] See Appendix to ‘Final Report of Unseaworthy Ships Commission,’ p. 600, and Summaries, p. 781, where this and other similar returns will be found.
[243] See Appendix to ‘Final Report of Unseaworthy Ships Commission,’ p. 682, and Summary, p. 768.
[244] See ante, [page 299].
[245] General Merchant Seaman’s Act, 7 & 8 Vict. cap. 112.
[246] 8 & 9 Vict. cap. 116.
[247] See ante, [page 350], note.
[248] 30 & 31 Vict. cap. 124.