Windjammers and Sea Tramps Part 2

THE SEAMAN'S RELIGION

Nothing is more comic than the sailor's aversion to the person nautically recognised as the "sky-pilot." I have known men risk imprisonment for desertion, on hearing that a parson was going the voyage, or that the vessel was to sail on a Friday. If any of them were asked their reason for holding such opinions, they would no doubt make a long, rambling statement of accidents that had happened, and the wild wrath that follows in the wake of a ship sailing on the forbidden day! These prejudices still survive in a modified form. The younger generation of seamen do not view the presence of the parson on board their ship with any strong objection. In many cases he is rather welcomed than otherwise. But the last generation had a strong tradition, which could not be subdued, that no clerical gentleman should be looked upon with favour as a pa.s.senger. The boycott was sometimes carried out against him during the voyage with unrelenting cruelty. Ever since the Lord commanded Jonah, the son of Amittai, to arise and go to Nineveh, and the Hebrew preacher took pa.s.sage aboard the ship of Tarshish instead, there has been trouble. The senseless antipathy has been handed down the ages, and the legacy comes from a shameless gang who were cowardly a.s.sa.s.sins, from the skipper downward! Poor Jonah! The tempest did not unnerve _him_; for, while the other drivelling creatures were chucking their wares overboard, he slept peacefully, until the bully of the crowd, and no doubt the greatest funk, called out to him, "What meanest thou, O sleeper? Arise, call upon thy G.o.d, if so be that G.o.d will think upon _us_ that we perish not!" These creatures always want sacrifices made to save their own precious skins; and they found in the poor penitent Hebrew a willing sacrifice.

He _agreed_ that they should cast him into the sea! It is not recorded what methods of torture were used in order to extract his consent; but it is pretty safe to a.s.sume that the Tarshish crew made it so hot for the poor man that he was glad to say to them, "Take me up and cast me forth into the sea!" Thus it comes to pa.s.s that the race of seamen cling to a tradition which originated in craven ignorance.

Some years ago a large party was invited by me to a trial trip of a new steamer. Amongst the guests were a number of ministers, some of whom were my personal friends, and some the friends of others who had been invited. A gentleman who had been in my service for many years held strongly to the old tradition against clerics, and vowed that no good would ever come of such a reckless breach of nautical etiquette.

He felt a.s.sured that much ill would come of it. His countenance the whole day betokened internal conflict! He refused to be ridiculed into consolation, and I think has felt chagrined ever since that nothing has happened to justify his prophecy. It must not be supposed, however, that men holding these views carried their resentment ash.o.r.e.

Many of them were on easy terms of friendship with sky-pilots, and listened to their devotional efforts and teaching with fervent submission. A story, which is known and reverently believed by the typical sailor, has done service many times. It is this: A parson had embarked aboard a sailing vessel as a pa.s.senger. They were crossing the Bay of Biscay when a tempest began to rage and the darkness became full of trouble. The sea lashed with remorseless effect on the hull of the vessel, until her timbers cracked and made strange noises. It was discovered that the vessel was leaking badly, and all hands were ordered to the pumps.

The hurricane continued to roar, and the parson became alarmed at the tumult. He at last appealed to the captain to know whether the danger was of a serious character. The captain informed him the danger was great; but, if he desired to be _a.s.sured_ of his safety or otherwise, he was to go towards the men that were pumping and listen whether they were swearing. If they were, there was no immediate danger. He came back and said to the captain, "Glory be to G.o.d, they are swearing!" A short time was allowed to elapse, and another visit was paid. He came back and informed the commander that they were still swearing, but not quite so hard; "Indeed," said he, "I thought I heard some of them praying." "Ah," said the captain, "I fear if hard swearing does not continue, and they begin to pray, there will be no hope!" Whereupon the man of Holy Orders dropped on his knees and offered up an eloquent supplication for Divine aid: "O G.o.d, in Thy boundless compa.s.sion do Thou cause these sailors to cease praying, and make them to swear with a vigour and force that will appease the anger of the waves, and bring Thy servants out of danger into safety!" The captain called out "Amen," and added a supplementary pet.i.tion for their deliverance, which is said to have been granted.

Sailors of that day spoke of G.o.d with the profound belief that He was their exalted fellow-countryman, and they did not scruple to charge Him with indifference to their nautical interests, if a foreigner, or a foreign vessel, happened to gain a monetary or seafaring advantage over them. This is not a mere legend. North Blyth, in the county of Northumberland, was inhabited by personalities who held definite opinions on these matters. One old gentleman, whom I remember very well (his name was Readford, but he had the distinction of being better known as "Barley"--why he was given this name there is no need to relate), held very strong views as to the functions and obligations of the Almighty. He never doubted His existence or His power, and he always claimed a dispensation of benefit as the right of British patriots.

The following story, true in every essential, will show his reasons for doing so: Barley was in command of a collier, which traded between Blyth and London. On one of his voyages to London he encountered a strong head-wind, which caused him to have to beat "up Swin." A Dutch galliot--type of vessel which has never had the reputation of being a racer--was in company, to leeward of him. Barley managed by dexterous manipulation to keep her there until the flood tide was well-nigh spent; but, alas for human fallibility, and the eccentric fluctuations of the wind, the Dutchman stood towards the north sh.o.r.e, while our hero, who was priding himself on the superior qualities of himself and his brig, stood towards the south, whereupon the Dutchman got a "slant of wind" which came off the north sh.o.r.e. The result was the British vessel was badly weathered by the galliot.

Barley's anger could not be appeased. It was an offence against national pride and justice! He forthwith called the attention of his chief officer to the indignity that had been thrust upon them. "Look," said he, in wrathful humiliation, "there's G.o.d Almighty given that adjective Dutchman a leading wind and allowed His own countryman to be jammed on a lee sh.o.r.e!" It was said that Barley never really forgave this unpatriotic act, though he still adhered to the belief that the G.o.d of British seamen was stedfastly on the side of conservatives of every kind!

There is no cla.s.s of workmen that is so much thought of and cared for as the sailor cla.s.s, and there is none who need and deserve such consideration more. It would be invidious to draw comparisons between cla.s.ses, so that all I have to say on the point is that they have always compared favourably with those whose avocation is different from theirs. They are susceptible to good or evil influences.

Perhaps not more susceptible to one than to the other; and considering the malevolent, thievish scoundrels by whom they are continually beset, their record does not compare badly with that of others. Vagrancy is almost unknown amongst them, and if their vices are large their temptations are great; but, take them as a whole, they seldom premeditate evil. Their intentions are mostly on the side of right and goodness. Some of them stand like a rock against being tempted by the gangs of harpies that are always hovering about them. Others allow their good intentions to vanish as soon as the predatory gentlemen with their seductive methods make their appearance. Agencies such as the Church of England Missions to Seamen and the Wesleyan Methodist Mission are to be thanked for the hard efforts made to keep the sailor out of harm, and to reclaim those who have fallen. They may be thanked also for having been the means of diminishing, if not altogether extirpating, a loathsome tribe of ruffians who were accustomed to feast on their blood. These Missions are a G.o.dsend not only to the sailor, but to the nation. No other agency has done the work they are doing. The Church is apt, to gather its robes round a cantish respectability, and call out "Save the people," and the flutter falls flat on the seats. These missions owe any success they have had to going _to_ the people.

A few wholesome women are worth scores of men in getting at sailors--or for that matter in getting at anybody else, and the importance of getting more of them attached to the work should not be overlooked. The sailor is a person of moods.

Sometimes it is religion, and sometimes it is something very different, and it is only those women who have grace, comely looks and supreme tact, and who carry with them a halo of bright cheerfulness, who can deal successfully with cases of this kind. The long-faced, too much sanctified female, doling out fixed quant.i.ties of monotonous nothings, is an abomination, and is calculated to drive man into chronic debauchery. One look from this kind of awful female is a deadly agony, and much effort should be used to avoid her.

But there are even men engaged in religious work, whose agonising look would give any person of refined senses the "jumps." What earthly use are such creatures to men who crave for brightness and hope to be put into their lives, and the pa.s.sion of love to be beamed into their souls? If people would only bear in mind that it is always difficult to find a real soul behind a flinty face, a vast amount of mischief would be obviated by making more suitable selections for philanthropic and religious work. Of course there is more needed than a pleasant look. It is imperative that there should be combined with it knowledge, and the knack of communicating it. All denominations have wasters thrust upon them, sometimes by the ambition of parents that their sons should be ministers, and sometimes by the unbounded belief of the young men themselves in their fitness. But it often becomes apparent that good bricklayers or blacksmiths have been spoiled in the process of selection; whereas a little courage and frankness on the part of the selection people would have saved many souls and many reputations.

CHAPTER VI

SAFETY AND COMFORT AT SEA

The present-day sailor has a princely life compared with that of his predecessors of the beginning and middle of the last century. Those men were ill-paid, ill-fed, and for the most part brutally treated. The whole system of dealing with seamen was a villainous wrong, which stamps the period with a dirty blot, at which the British people should be ashamed to look. What awful crimes were permitted by the old legislatures of agricultural plutocrats! Ships were allowed to be sent to sea in an unseaworthy condition. Men were forced to go in them for a living, and scores of these well-insured coffins were never seen or heard of again after leaving port. Their crews, composed sometimes of the cream of manhood, were the victims of a murderous indifference that consigned them to a watery grave; and the families who survived the wholesale a.s.sa.s.sination were left as legacies of shame to the British people, who by their callousness made such things possible. Whole families were cast on the charity of a merciless world, to starve or survive according to their fitness. Political exigencies had not then arisen.

The people were content to live under the rule of a despotic aristocracy, and so a devastating game of shipowning was carried on with yearly recurring but unnoticed slaughter. In one bad night the billows would roll over hundreds of human souls, and no more would be heard of them, except, perhaps, in a short paragraph making the simple announcement that it was feared certain vessels and their crews had succ.u.mbed to the storms of such and such dates. "Subscription lists for sailors' wives, mothers, and orphans! Good heavens! What is it coming to? _They_ have no votes! What, then, do they want with subscriptions?" "But you subscribe for colliery, factory, railroad, and other sh.o.r.e accidents. What difference does it make how the bereavement occurs?" "Votes make the difference--the importance of that should not be overlooked!"

In disdain of the commonest rights of humanity this nefarious business was allowed to flourish triumphant. The bitter wail of widows and orphans was silenced by the clamour for gold until all nature revolted against it. The earth and the waters under the earth seemed to call aloud for the infamy to be stayed. The rumbling noise of a vigorous agitation permeated the air. Strenuous efforts were made to block its progress. Charges of an attempt to ruin the staple industry of the country were vociferously proclaimed and contemptuously unheeded. Parliament was made the centre of intrigue, whereby it was expected to thwart the plans of the reformers, and throw legislation back a decade, but the torrent rushed along, with a spirit that broke through every barrier. Even the great Jew, Benjamin Disraeli, funked further evasion and opposition, after the memorable evening when Samuel Plimsoll electrified the House, and stirred up the nation, by charging the Prime Minister with the responsibility of proroguing Parliament in order that shipping legislation should be evaded, and further charged him with indifference to the loss of life at sea! The onslaught was so fierce and irresistible that it became a necessity not only to listen but to act. Thus it came to pa.s.s that a hitherto obscure gentleman, who had no connection whatever with the sea, was the means of carrying into law one of the most beneficent pieces of legislation that has ever been introduced to the House of Commons; and his name will go down to distant ages, with renown unsurpa.s.sed in the pages of Mercantile History. And shame to him who would detract from the great reformer his share in the act which has been the means of saving the lives of mult.i.tudes of seamen, and which has stamped upon it the immortal name of Samuel Plimsoll.

Drastic reforms cannot be brought about without causing inconvenience and even suffering to some one; and I am bound to say a vast amount of unnecessary hardship was caused in condemning unseaworthy vessels, many of which belonged to poor old captains who had saved a bit of money, and invested it in this way long before there was any hint of the coming legislation which was to interfere, and prevent them from being sailed unless large sums of money were expended on repairs. Scores of these poor fellows were ruined. Many of them died of a broken heart. Many became insane; not a few ended a miserable existence by taking their own lives; or died in almshouses, and under other dependent conditions. Of all cla.s.ses of men, I do not know any who have such an abhorrence for the poorhouse as the sailor cla.s.s. They will suffer the greatest privations in order to avoid it. It was a hard, cruel fate to have the earnings of a lifetime, and the means of livelihood, taken from them by a stroke of the pen, without compensation; and England again degraded herself by subst.i.tuting one crime for another. These fine old fellows had been at one time a grand national a.s.set; some of them had fought our battles at sea; but even apart from this some compensation should have been voted to all those who were to be affected by legislation that was sprung upon them, and pa.s.sed into law for the public good. It may be said that any scheme of compensation must face heavy difficulties, but that is not a sufficient reason for not grappling with the question.

Compensation to the cattle-owners during the cattle plague was difficult no doubt to adjust. Indeed all revolutionary schemes are surrounded with complexities that have to be got over; but in the hands of skilled, willing workmen they can be carried out. Not very long ago a political party introduced a scheme for compensating the publicans--ostensibly because drunkenness would be diminished. It bubbled over with difficulties, but it would have been pa.s.sed into law had the other party of the state not intervened in such a way as to prevent it. The same political party which thought it right that the publicans should be compensated, were not unmindful of some more of their friends, and voted something like five million sterling per annum to be distributed among landowners, parsons, &c. When the poor old sailors, withered and broken by hard usage, pleaded, for pity's sake, not to be ruined, their appeals were ruthlessly ignored.

A most extraordinary feature of the agitation to prevent loss of life at sea was the att.i.tude of some shipmasters.

They believed it to be an undue interference with their sacred rights. At the time when Mr. Plimsoll was vigorously pushing his investigations into the causes for so many vessels foundering, he went to Braila and Galatz, and examined every English steamer he was allowed to visit. Some owners, hearing that he was on a tour of investigation, instructed their captains not to allow him admittance; and I heard at the time that these instructions in some cases were rudely carried out. One forenoon he paid a casual visit to the steamer "_A----_," and entered into conversation with a person whom he a.s.sumed to be the commander. He chatted some time with him upon general topics, and soon discovered that the captain was not of the same political faith as himself.

Shipmasters who take political sides are generally conservative. Up to that time he had carefully avoided making known his ident.i.ty. At last he ventured to approach the object of his visit. He said, "Now, Captain, we have had a pleasant little chat; I should like to have your views before I go, on the Plimsoll agitation. They may be of value to me. I should like you to state also what you think of Plimsoll. I have heard varied opinions of him."

"Well," said the captain, in broad North Shields dialect, "you ask what I think of the agitation. My opinion is that all the skallywags who are taking part in it should be locked up, and have the cat every morning at five o'clock, and every hour of the day after, until they abstain from meddling with what they know nothing about! And as for Plimsoll, I would tie one end of a rope round his neck, and attach the other to a fire bar, and chuck him in there,"

pointing to the ebbing stream of the Danube!

"Then," said Mr. Plimsoll, "you are not in sympathy with the movement?"

"No," said the infuriated skipper, "and n.o.body but a ---- fool would be!"

"But don't you think, Captain," said Mr. Plimsoll, "that the measures you suggest are somewhat extreme, for after all they are only trying to improve the condition of the seamen?"

"Seamen be d----d," said this meteoric Northumbrian. "We don't want ships turned into nurseries, and that's what it's coming to!"

There were indications that the interview should cease. Mr.

Plimsoll thereupon prepared to take his leave. He apologised to the captain for having taken up so much of his time, handed him his card, and proceeded to land. The gallant captain looked at the card, and called for his distinguished visitor to wait, so that he might make known to him that he was ignorant of his ident.i.ty, otherwise he would have saved him the pain of disclosing his opinions!

"And your method of putting a stop to agitation?"

interjected Plimsoll.

"Well," said the rollicking mariner, laughing at the joke that had been played upon him, "we sailors express ourselves _that way_, but we have no bad intentions!"

"I apprehend that is the case, Captain," said Plimsoll.

So ended an interview which is memorable to at least one person; and not least notable for the friendship Mr.

Plimsoll showed towards his would-be executioner! The story was told to me about two months after the interview occurred by the captain himself. It is very odd that even one man, especially a shipmaster, should have been found disagreeing with a reform that was to be of so much benefit to all cla.s.ses of seafaring men.

Up to that time vessels were sent to sea scandalously overladen. There was no fixed loadline as there is now.

Cargoes were badly stowed; no bagging was done. The fitting of shifting boards was left pretty much to the caprice of the master, who never at any time could be charged with overdoing it, but rather the reverse. I am speaking now more particularly of steamers, though to some extent the same reckless disregard for human safety existed among sailing vessels. It was necessary, however, that commanders of "windjammers" should be more painstaking in the matter of having their cargoes thoroughly stowed, and that adequate bulkheads and shifting boards should be fitted; for the shifting of a sailing vessel's cargo was accompanied with the possibilities of serious consequences. Sailing vessels cannot be brought head-on to wind and sea, as steamers can, and the weather may be so boisterous as to make it impossible to get into the holds; and even if these are 'accessible, the heavy "list" and continuous lurching prohibit the tr.i.m.m.i.n.g of the cargo to windward.

But the great loss of life was not altogether caused by allowing rotten, leaky, badly equipped sailing vessels to go to sea, nor by the neglect of commanders of both sailers and steamers to adopt reasonable precautions for the purpose of avoiding casualty. At the very time when the whole country was ablaze with excitement over the harrowing disclosures that investigation had brought to light, Lloyds'

Cla.s.sification Committee was allowing a type of narrow-gutted, double-decked, long-legged, veritable coffins to be built, that were destined to take hundreds of poor fellows to their doom. Their peculiarity was to capsize, or continuously to float on their broadsides. Superhuman effort could not have kept them on their legs. Neither bagging transverse or thwartship bulkheads were of any avail. Scores of them that were never heard of after leaving port found a resting-place, with the whole of their crews, at the bottom of the Atlantic Ocean. They lie there, unless enormous pressure has crushed them into mud; and their tombs, could they be revealed, would give ghastly testimony to the incompetence of naval architects. No amount of precautionary measures could have made this type of craft seaworthy. They were not shaped to go to sea. My own impression is, apart from the crankiness of these rattletraps, there was a vast amount of overloading which was the cause of many vessels being sent to the bottom; so many, indeed, that it became a common saying among seamen who were employed in the Baltic trade that if the North Sea were to dry up it would resemble a green field, because of the quant.i.ty of green steamers that had perished there. Perhaps the phrase was merely a picturesque figure of speech, as the North Sea makes no distinction as to the claim it has on its victims, and the colour of paint does neither attract nor repel its favour.

Notwithstanding the startling evidence which proved that there was something radically wrong in the design and construction of what was known as the "three-deck rule"

type, Lloyds' Cla.s.sification and the Board of Trade officials adhered to the idea of their superiority over every other cla.s.s. The Hartlepool Well-decker became the object of hostility. It was p.r.o.nounced by dignified theorists to be unsafe. The long wells combined with a low freeboard lacerated their imaginations. They could not speak of it without exhibiting strong emotion. "Suppose," said they, "a sea were to break into the fore well and fill it, the vessel would obviously become overburdened. Her buoyancy would be _nil_, and she would succ.u.mb to the elements."

But practical minds had provided against such an eventuality. These objects of aversion had what is called a raised quarter-deck; two ends which stood boldly out of the water, and of course a big "sheer." Heavy seas rarely came over their bows or sterns, and when they did the bulk of the water did not remain or seem to affect their buoyancy. The heaviest water was taken aboard amidship, when they were running with a beam sea or scudding before a gale; but owing to their great sheer it gravitated in a small s.p.a.ce against the bridge bulkhead, the structure of which was strong enough to stand excessive pressure. They were considered to be the finest and safest tramps afloat by men who sailed in them. Vessels of two thousand tons deadweight, with only eighteen to twenty-four inches freeboard, would make winter Atlantic pa.s.sages without losing a rope-yarn, while many of the three-deckers with six or seven feet freeboard never reached their destination. Still the theorists kept up their unreasoning opposition to the Well-deckers, and the Hartlepool men were driven to take the matter up vigorously.

They would have no indefinite, haughty a.s.sertions. They demanded investigation; and the result of it proved that the theorists were wrong, and the men of practical ideas were right. It was proved that there were singularly few cases of foundering among these vessels, and that fewer lives were lost in them than in any others. This is not the only instance in which Lloyds' Cla.s.sification Committee have been proved wrong in their opinions. They refused in the same way, for some time, to cla.s.s Turrets. I was obliged to give up a conditional contract which I had made with Messrs.

Doxford and Sons, of Sunderland, for the first built of these, in consequence of their refusal to cla.s.s. But Turrets have now been well tested, and prove very superior sea-boats. Underwriters, indeed, could not have better risks; and, what is as good a test as any of a vessel's seagoing qualities, is the readiness of seamen to join and their reluctance to leave it.

But each successive depression in shipping unrolls the resources of the mind, and there are evolved new ideas which disclose advantages. .h.i.therto unknown. They may not be great, but they are usually sufficient to make it possible to carry on a profitable trade instead of stopping altogether or working at a loss. It was this that brought the Switchback into existence: a vessel, by the way, which has a short, deep well forward; a long bridge; raised after deck; and a long well and p.o.o.p aft. Then came the Turret, and then the Trunk; and last, the Single Decker on the "three-deck rule."

I do not believe it possible that any of these will ever founder if they are properly handled, if their cargoes are properly stowed, and if no accident to machinery or stearing-gear occurs. They may come into collision with something, run on to a sand-bank or reef, and then founder, but not by force of hard buffeting. I am persuaded that the chances are a thousand to one in favour of them pulling through any storm in any ocean. But this is not all that can be said of them. The men that compose the crew have s.p.a.cious, comfortable, healthy quarters, whereas in the old days, besides the prospect of being taken to Davy Jones's locker, men were housed in veritable piggeries: leaky, insanitary hovels, not good enough to bury a dead dog in.

CHAPTER VII

WAGES AND WIVES

When I first went to sea, and for many a long day after, I used to hear the sailors who were more than a generation my seniors, talking of the wages they received during the Russian war aboard collier brigs trading from the north-east coast ports to London, France, and Holland. They used to speak of it with restrained emotion, and pine for an outbreak of hostilities _anywhere_, so long as it would bring to them a period of renewed prosperity! Able seamen boasted of their wages exceeding by two or three pounds a voyage what the masters were getting. It was quite a common occurrence at that time for colliers to be manned entirely with masters and mates. They stowed away their dignity, and took advantage of the larger pay by accepting a subordinate position. Of course it was the scarcity of men that gave them the opportunity. They were paid in some cases nine to twelve pounds a voyage, which occupied on an average four weeks. The normal pay was four to five pounds a voyage for each man, all food, with the exception of coffee, tea, and sugar, being found. The close of the big war brought, as it always does, a reaction, and it is safe to say that collier seamen have never been paid so liberally since. The racing with these extraordinary craft was as eagerly engaged in as it was with any of the tea clippers. It was an exciting feature of the trade which carried many of them to their doom almost joyously. Their masters were paid eight pounds per voyage, and if their vessels were diverted from coasting to foreign trades their stipend was eight to nine pounds a month. Considering the cost of living in those days, it is a marvel how they managed, but many of them did not only succeed in making ends meet, but were able to save. They owed much to the frugal habits of their bonny, healthy wives, who for the most part had been domestic servants, or daughters of respectable working men, living at home with their parents until they were married. They were trained in household economy, and they were exclusively domesticated.

Educational matters did not come into the range of their sympathies. They were taught to work, and they and their homes were good to look upon. Many of these thrifty girls married swaggering young fellows who were before the mast.

They were not merely thrifty, but ambitious. Their ambition was to become captains' wives; nor did they spare themselves to accomplish their desire promptly. They did not overlook the necessity of inspiring their husbands with high aims, and in order that their incomes might be improved these married men were coaxingly urged to seek an engagement as cook--a post which carried with it ten shillings per month more than the able seamen's pay, besides other emoluments, such as the dripping saved by skimming the coppers in which the beef or pork was boiled, and casking it ready for turning into cash wherever the voyage ended. The proceeds, together with any balance of wages, were handed over to the custody of the imperious lady, who was continuously reminding the object of her affection that he should apply himself more studiously to learning during his voyages, so that he would have less time to stay at the navigation school, and more quickly achieve nautical distinction when their savings amounted to the sum required for pa.s.sing the Board of Trade examination first, only mate, and then for master. But once they got their mate's certificates, financing became easier; and, although domestic expenditure might have increased, the good lady steadily kept in view the joy that would light up their home and come into her life when she could hear her husband addressed by the enchanting t.i.tle of "Captain!" Hence the effort to save became a fixed habit.

When their object was attained, and the husband had pa.s.sed his examination successfully, he soon got a command, and although the pay was small many of these men, with the a.s.sistance of their wives, saved sufficient to take an interest in a vessel. This was an achievement never to be forgotten. The news spread quickly over a large district.

The gossips became greatly engaged, and the distinguished person was the object of respectful attention as he walked up and down the quays or public thoroughfares with an air of sanctified submission. It was a great thing to become part owner of a vessel in those days when large dividends were so easily made, and a small share very often led up to considerable fortune.

It is not to be supposed that the only road to success was through the galley doors. I do not mean that at all. There were scores of men that became shipmasters on our north-east coast who never sought the opportunity of figuring in the galley, and even if they had they could not have cooked a potato without spoiling it! It has long been a saying among sailors that "G.o.d sends grub and the devil sends cooks," and the saying is quite as true to-day as it was when cooks had not the advantages they have now of attending cookery cla.s.ses. I merely relate the story of how a number of these men of the middle of last century added to their incomes in order that they might not stint their families of the necessaries of life, and at the same time might put aside a little each voyage until they had acc.u.mulated sufficient to enable them to stay ash.o.r.e and pa.s.s the necessary examination. How a certain section of these men acquired their diplomas will always be a mystery to themselves and to those who knew of them. They were sailors every inch, and they claimed no higher distinction. It would be ridiculous to suppose that they were representative of the higher order of captain. With these they had nothing in common. Indeed, they were a distinct race, that disdained throwing off forecastle manners; whereas the higher type of captain, wherever he went, carried with him a bright, gentlemanly intelligence that commanded respect. The higher cla.s.s of man nearly always soared high in search of a wife, not so much in point of fortune as in goodness, education, useful intellectual attainment--a lady in fact, combining domestic qualities compatible with his position. The merely intellectual person did not appeal to him. It was rational culture he sought for, a companionable woman indeed, who could use her hands as well as her head. Sometimes their judgment erred, and carried them into a vortex of misery.