U.S.S. “NYANZA”
U.S.S. “AFRICAN”
Naturally the first things that caught my eyes were the ship’s spars, and there I was gratified; she being rigged with yards beautifully squared, sail covers on, and royal and topgallant-yards up and down the lower rigging in approved man-of-war fashion. Next, the decks were clean, and there was a look of the old Blackwall liner about the paintwork that spoke well for her. Altogether she bore an air of prosperity that made me think my lines had fallen in pleasant places. My first impression in this case was the right one, for I doubt if I ever had an unhappy day on board that ship. She had originally been built with a flush deck by Lungley of Deptford, on a so-called unsinkable principle, but the exigencies of increasing trade had caused the company to build a poop on her to a great sacrifice of good looks. She carried it well, however, and years afterwards they even lengthened and put a forecastle upon her, from which you descended by a ladder to the bowsprit to get at the jib.
On the day after my arrival I reported myself at the office to the Marine Superintendent, Captain R. W. Ker, R.N.R., and learned from him that I was on a trial voyage, and that my tenure of office depended upon my suitability for the company’s service. With this information I was perfectly satisfied, and went down to the ship to present my appointment to Captain Warleigh. Things were then done with a good deal of form, and I trust I may be forgiven a certain amount of regret that a system which gave excellent results has been departed from. The policy of “hustle” is not the only one productive of good results.
My new captain was somewhat of a revelation. He received me as one gentleman would another, and when he chose he could be particularly agreeable. His appearance was decidedly prepossessing, and he had a pair of steely blue eyes that could on occasions show a very lurid light. Let me say at once that I always found him a kind friend, though years afterwards we had differences of opinion. Warleigh was a very fine character and would have been an ornament to any service; he was not, however, physically strong, having suffered greatly from fever contracted on the Mauritius service. When he had asked me some few questions as to where I had been and what I did there, he called to the chief officer, whose name was Coathupe, and introduced me to him in the following manner: “Curly, this is our new third, show him round and help him feel his feet, will you?” The freedom of speech, I afterwards learnt, was owing to the fact that Warleigh had only been promoted the previous voyage, and as he and Coathupe had been great friends when officers together, the skipper was on more free and easy terms with his chief than would otherwise have been the case. Fred Coathupe was one of those gifted mortals liked by every one; indeed, I cannot call to mind any occasion on which I knew him to lose his temper. There was little if anything of the sailor in his manner, but for all that he was a smart officer and kept his ship in excellent order. We proceeded in search of the second officer, whom we found in the shed tallying cargo—or going through the form of doing so—for let me say here, that to put a steamer’s officer on to do clerk’s work is both unfair and a farce. I know that in some cases it is done to-day, but I feel sure that the loss entailed by an imperfect record of cargo carried is far more than would pay for the time of a clerk who has been properly trained to the work. In sailing-ship days, when there was no hurry, the mate could sit on the rail and do his tallying easily enough, but not so now.
Reginald Leigh, the “second,” was a man with a very keen sense of humour, never at a loss for a reply to any curious remark that might be addressed to him, and altogether gifted with a flow of language that on occasion compelled even the admiration of the victim to whom it might be addressed. I could tell amusing stories on this subject, but think I will refrain from details. Indications of them may appear, however, in future pages. Leigh made my acquaintance with a humorous grin, observed that “It was a good dog that barked when it was told,” that was his motto, and would I just relieve him for a little time with the tally book? He and I had to share the same cabin, and we were on very good terms, the one difference of opinion being that he abhorred tobacco, while I and my pipe were good friends. When the ship was not full of passengers the captain gave permission for the third to use one of the saloon cabins, and indeed the fashion in the service was for every one to be made as comfortable as possible. The captain, throughout the company’s service, was a very important personage. Under him the chief officer was practically supreme in all matters. If, for instance, one of the crew had a grievance and wished to represent it to the chief, he had first to secure the attention and support of a warrant or petty officer who would certify to his statement and accompany him aft to lay it before the chief officer.
It may not be out of place here to say a few words about Southampton as it then was—not the great home of mammoth liners it is to-day—but a nice, quiet little place with just enough of the best sort of shipping to make it of considerable importance. The people who lived there did not seem very keen about encouraging shipping, they rather preferred it to be considered the county town, and to rely upon the support of the county families; at all events that is what the townsfolk used to say if one pointed out the vast potentialities of the port. I confess that to visit the place to-day makes me look back to the old times with keen regret, for a Southampton sailor in the early ’seventies could with truth take unto himself the thanksgiving of the Pharisee when he contemplated the despised Publican.
Firstly, to mention the shipping companies in their order of precedence, there was the Royal Mail Steam Packet Company. This was, and is, I believe, the only steamship company incorporated by Royal charter, and it had various quaint privileges denied to others. It is difficult even now to arrive at them, but the tie between the Royal Navy and the Royal Mail has been close, and undoubtedly the line was at one time more or less under the active patronage of the government of the day. Its ships were well officered, and there was fairly rapid promotion, for the climate of the West Indies taken all round was not very conducive to longevity, owing to the fevers that were at that time very common.
The Union Company drew many of its officers from the Royal Mail, and there was consequently a good deal of intercourse between the two services. Antagonism existed, however, to a considerable extent between the officers of the Royal Mail and the P. & O. service; they would not foregather on any condition, the reason being that each was jealous of the other. Either, however, would associate with us, for they could and did say in a patronising tone: “Oh, yes, that’s a very nice little company of yours, quite nice,” little thinking what it would grow to in the very near future. At that time the Royal Mail was modernising its fleet. It still had running such paddle steamers as the La Plata and Shannon, and the contrast between these and the new Elbe was very marked. I happened to know an officer named Teddy Griffiths who was appointed to the latter ship, and he, in describing his first visit to her, declared she was so spacious and intricate that he lost his way, and sat down crying on a hatch until a boy came along and showed him the way out. Be that as it may, we spent many a cheery evening on board that ship, for we were young, we could sing a good song, and we had the gift of good fellowship—which I regret is not always appreciated at its proper value when one is its owner. It may lead you into undue exuberance, but it’s a valuable possession to be able to see the best that’s in your immediate surroundings.