Nor in too many instances were the ships much better than their masters; and hence foreign vessels were frequently chartered in preference to British, not because, as ships, they were superior in quality, but on account of the greater care foreign shipmasters bestowed on the stowage and transport of their cargoes, and from the fact that being generally educated, sober, intelligent, and capable of commanding respect and maintaining discipline, the seamen themselves were consequently more orderly.
Views of Government.
For these and numerous other reasons, Government naturally asked whether it was justifiable that the lives of thousands of persons should be constantly jeopardised, because shipowners had the power of placing incompetent persons in charge of their vessels; and whether it was proper for the State to allow its seafaring population to be left in ignorance and disorder, and exposed to the evil example of illiterate and intemperate masters. Many thoughtful men out of doors also began to enquire if it was right that these men, by sheltering themselves under the Navigation Laws, should be thus allowed to encourage the growth and employment of foreign in preference to British shipping, to the injury of the national interests.
Necessity of a competent Marine Department.
Even had it not become apparent that the time had arrived for great changes in the commercial policy of England, the condition of our seamen and the state altogether of our merchant service required the exclusive attention of some such public department as Mr. Murray had recommended. But such matters, however important, being subsidiary to the question of the Navigation Laws and their effect upon maritime commerce, were left in abeyance till these had been fully considered.
FOOTNOTES:
[16] See papers relating to the Commercial Marine of Great Britain, 1846, p. 235.
[17] The “Winding-up Act, 1851,” enacted that compulsory contributions should cease from that date; that those who had paid up till then, should have the option of continuing these payments, but those seamen who had not contributed before 1851 should not be admitted. Thus the fund was practically “abolished,” and is now only in operation for the purpose, as the Act names, of “winding-up.” This well-intended Institution had become hopelessly insolvent through the grossest mismanagement. Its administration was vested in different irresponsible bodies at the different ports, and while the Legislature compelled contributions, it took no security for the just appropriation of these funds, and no security for solvency! The Winding-up Act of 1851 transferred its affairs to the Board of Trade for the purpose of paying all existing pensions, and to allow the then existing contributors to continue their annual payment should they wish to do so. It has cost the country upwards of 1,000,000l., and will probably cost 500,000l. more before all claims have been satisfied. The pensions granted by the Board of Trade until now (1875) have been 7528l. to masters and seamen, and 14,972l. to widows and children.
The “Belvidere,” or “Royal Alfred Aged Seaman’s Institution.”