THEEAST INDIAVADE-MECUM.
The consideration, that great numbers of young gentlemen proceed to India without the smallest idea of the customs, &c. peculiar to that country whither they are adventuring; and, that the want of some previous instruction has often proved of the greatest inconvenience; first induced me to assume the pen, for the purpose of submitting, to those under such circumstances, the result of a long residence in Bengal. When it is understood, that, merely owing to the absence of any experienced friend, or to the impossibility of obtaining some publication suited to guide under a case of no small difficulty, not only many a guinea, which could perhaps be ill spared, is thrown away, but many a lasting injury entailed, little apology need be offered for that earnestness with which I recommend my volumes to the attention, not only of those who are about toproceed to the East, but of such as have relatives, or friends, in that remote quarter.
The first point offering itself to notice, is, whether an appointment is to be obtained in the Company’s service, either in a civil, a military, or a naval capacity; or, whether the party is about to adventure as a merchant, or free-mariner. If the Company’s service be in question, it will be necessary to follow implicitly those regulations the Court of Directors, from whom alone any appointment can be obtained, have, from time to time, judged it expedient to promulgate for the better management of their affairs, and for obviating misconception on the part of every candidate, as well as to shield him from imposition. As these regulations are subject to much fluctuation, and as it would be burthening this work too much were they to be embodied therein, besides that it would be, to a certain degree, infringing on the rights of others, to whose assiduity the public are considerably indebted, I have excluded them altogether; confining myself to pointing out, that the ‘East India Directory,’ published annually by Messrs. Black, Parry, and Kingsbury, but edited by gentlemen holding offices at the India-House, will be found the best guide in all such matters, as it contains the code in force at the time of publication.
Formerly, a great number of persons received commissions in the army, and in the medicaldepartments in India, from the governor-general, for which necessity was the plea; but that practice was severely censured, and has been for full twenty-six years completely exploded. The hope of obtaining an appointment in India, as a Company’s servant, should never be entertained; none being bestowed but by the Court of Directors; though, it is true, the recommendations of their government abroad, in behalf of meritorious individuals, have, in very numerous instances, been attended to.
Little argument need be used to demonstrate the superior policy, or rather the imperious necessity, of sending young men from England in such a state of improvement as may enable them to become useful immediately on their arrival at the presidencies to which they may be respectively nominated. This is effected by the institution of a college, and of a military academy, under the auspices of the Court of Directors: at the former, those intended for the civil service are duly grounded in the languages, &c. of the East; while, at the latter, young gentlemen are instructed in whatever may be essential towards their military career. By these means, the natives are induced to entertain more respect for the junior servants, than could possibly be expected while a want of every local requisite, and even of the very rudiments of professional science, were too conspicuously apparent. The‘Directory’, already spoken of, will be found to contain whatever relates to the proper qualifications of young men aiming at employ under the Company; but I may be permitted to state, that whenever any undue influence may be exerted, by pecuniary means, to obtain any appointment, in whatever branch, expulsion and disgrace, or eventually, fine, &c. will be the result.
The opportunity which offers for the selection of civil servants duly qualified to fill offices of considerable importance, to which either large salaries, or handsome fees, &c. are attached, affords the ready means of rewarding the labors of meritorious individuals in that branch; and, with few exceptions, of enabling them, after a fair term of servitude, to return to Europe with competent fortunes. Hence, the Company have not found it necessary to stipulate for their granting any pensions to civil servants; but, whenever the pressure of infirmity, or of misfortune, has exhibited to the Court of Directors an object justly entitled to their consideration, such civil servants, and, on many occasions, their widows and children also, have experienced that attention to their distresses which might elevate them beyond the reach of adversity.
In the military branch, where a marked level prescribes the rise of every individual, beyond which, except in a few instances of staff-appointments, the utmost merit may unhappily remainunrewarded; and where, in so destructive a climate, the discharge even of ordinary duties is frequently attended with most injurious results to the constitution; it has been adjudged necessary to make some provision for those who may either be compelled to seek the re-establishment of health in their native country, under the indulgence of a furlough, or who, having passed the prime of their days in that quarter, may choose to withdraw from the effective strength of the army, passing their latter years in retirement, and making way for the more active, to supply their places in the performance of the more arduous duties.
In consideration of the important services rendered to the Company by their military and naval officers and surgeons, as also by their chaplains, the Company have established certain rates of income, under the general terms of full-pay, half-pay, and pension, for such of them as may retire from their service: those rates, together with all the regulations in force, will be found in the ‘East India Directory’, before referred to.
No British subject, not born in India, can claim the right of residing within the Company’s jurisdiction; which extends from the Cape of Good Hope, easterly, towards Cape Horn; including all the Indian Seas, and the great Peninsula of Asia, so far as the British flag is displayed, withthe exception, however, of the Island of Ceylon, on which the whole establishment appertains to the Crown, though generally some of the Madras troops, or even a portion of the Bengal army, may be seen doing duty there, as auxiliaries.
Necessity has imposed very arbitrary rules on the conduct of government abroad; none but persons whose political conduct and opinions are decidedly unexceptionable being permitted to reside within the Company’s territories. Every European inhabitant is registered, and furnished with a licence, renewable at times, or subject to be cancelled by the Supreme Council. Such is the determination supported against whatever may tend, however obliquely, towards colonization, that, in Calcutta, though purchases may be made of landed property, secured bypottahs, that correspond generally with our title-deeds, yet there does not appear to be any actual claim to the soil. This does not create any diffidence on the part of the purchaser, who, provided there be no latent mortgage, &c. always holds the property as a fee-simple. This rule does not, indeed, properly extend beyond the Maharrattah Ditch, which formerly circumscribed the town on the land side, making nearly a semi-circle, whose radius might be more than a mile and a half: beyond that ancient barrier; which in old times was found a considerable protection against the incursionsof the Maharrattah horse: though pottahs may perhaps exist, their validity would not bear the test of litigation. The Company, it is true, have in various instances made grants of lands, but always under such terms as precluded any claim to property in the soil, as a permanent, independent, and paramount tenure.
The free-merchant, or, (as some designate him,) the free-mariner, who may proceed to India with the view of purchasing landed property, or of becoming a renter in his own name, will find himself in a very awkward, or even a very hazardous, situation, should he lay out his money in supposed purchases, or in buildings,et cetera, beyond the ascertained limits of the town of Calcutta. My readers will therefore correct, in due time, any erroneous impressions arising from misrepresentation, or from misconception: they must, in fact, alienate their British opinions, and conform to local considerations; divesting themselves of every prepossession, and viewing our Indian possessions, not as colonies, but as conquests, of a peculiar description, to which our laws and privileges are every way either unsuitable, or unwelcome.
I shall now proceed to the display of some minutiæ regarding the out-fit of a gentleman about to embark in a chartered ship; observing, that no passenger can be received on board without an express order in writing, directed to thecaptain, and signed by the secretary. Should an impostor succeed, of which, I believe, no instance has ever come to light, in obtaining a passage to India, by means of fictitious documents, he would indisputably be detected on arrival there, and be subjected to all the rigors of the law. The several commanders of the Company’s ships are so bound by agreement, as well as by regulations, not to receive unauthorized passengers, as to leave no opening for malpractices of the above description.
The out-fit of a military passenger will necessarily differ, in a few points, from that of a person proceeding in a civil capacity: whichever may be the case, it will be found least expensive to lay in the whole of the supplies of clothing, so far as may be practicable, from the stock on hand; obtaining any additional articles from those tradesmen by whom the family may have been usually furnished. I cannot too forcibly deprecate the common practice of burthening young folks with a variety of useless apparel, &c.; the greater part of which becomes the perquisite of servants, or, being found rather a burthen than a convenience, is generally thrown about in the most negligent manner. The grand object should be to provide what may be efficient after arrival in India.
The first point for consideration is the quantity and the quality of the shirts, of which notless than four dozen should be provided. They ought to be of very fine, stout calico, such as may be used in a hot climate, where linen is particularly prejudicial to health, owing to its feeling cold when moist with perspiration. About a dozen of the shirts may be of rather a superior quality, and have frills.
Under-shirts, made of chequered calico, of a moderate fineness, will be found extremely pleasant, and preserve the upper-shirts from being soiled by contact with the body: of such, an equal number should be made; if with sleeves, and reaching to the hips, they will serve for sleeping in: there should be no ties, nor any opening, except for about eight inches down, on one side, from the neck, but not in front; a button will suffice to keep the parts together, after the head has been passed through.
For wear on board-ship, nothing can equal pantaloons, of which two pairs of thick, and two of thin, should be provided; together with as many pairs of wove cotton long-drawers, to wear under them. The thick kinds may be milled broad cloth, or wove worsted; the thin ones of light corderoy, aleppine, &c. Half-stockings of worsted, and of cotton, will be requisite; a dozen pairs of the former, and three dozen of the latter: they will all be found useful in India. Two or three black velvet stocks, made to tie with ribbon, will be serviceable; and, as articlesin great request abroad, about four dozen of neck-handkerchiefs, of very fine linen, not calico, should be made up: an equal quantity of a coarser kind may be laid in for under wear.
Cotton handkerchiefs, of a small size, such as may be put into a waistcoat pocket, will be found preferable: of these, full four dozen; they should be white, with very neat, narrow borders. Two good warm waistcoats of woollen must be provided, and about two dozen of white waistcoats, made of fine Irish linen. Breeches in the same proportion, and of the same qualities. To wear with the latter, two dozen pairs of long cotton stockings, and half a dozen pairs of short, wove, cotton drawers, should be provided. The stockings ought to be of the best quality. A dozen pairs of silk stockings will also be useful on arrival in India, where they are extremely scarce, generally damaged, and bear an enormous price.
A substantial great-coat will, on many occasions, be acceptable during the voyage; as will two pairs of boots, and as many of shoes; one stout, the other light, for ship wear.
I cannot too forcibly recommend that measures be left with the tailor, the shoe and boot-maker, the hatter, &c. in order that regular supplies may be sent yearly, or half-yearly, through the medium of some friend in London; who could get all articles of such a descriptionshipped in the privileges of some of the officers of the Indiamen; the freight payable on delivery at Calcutta, Madras, or Bombay, respectively.
It will be proper to have two or three coats to wear on board-ship: two should be of broad cloth, and one of camlet, or some other light stuff: a warm dressing gown of flannel, with two lighter, of printed linen, will be essentially serviceable.
Hats are so very subject to be injured on board-ship, and, indeed, to be blown overboard, that I should recommend but little attention to appearance in that article. In this, as well as in most of the foregoing, a large portion may be supplied from the stock in use previous to embarkation. The old saying, of ‘going to sea to wear out one’s old clothes,’ has so far sense on its side, that whatever can be decently worn will be found full good enough for that purpose. Persons who are growing, should observe the precaution of having every article of apparel made full large; else, by the time they may have been some months at sea, they will be put to serious inconvenience. It is true, that few ships sail without a tailor on board, but he is not always to be had; being generally employed by the purser; or he may be in the sick list, &c.
With respect to leather-breeches, two pairs may be taken by those accustomed to hard riding;though nankeen are in general use for the greater part of the year. In the cold season, the former are extremely comfortable. Three, or even four, pairs of boots, as many of shoes, and two round hats, of the best quality; together with two best coats, of the lightest cloth, or kerseymere, two waistcoats, and two pair of breeches, of fine white kerseymere, should be packed, with the intention of being reserved for use in India.
It may be said, that tailors, shoe-makers, &c. abound in India; and, that every article above-mentioned may be made up, or be obtained there. The truth is, that all artizans in that quarter expect exorbitant profits, to enable their amassing sums wherewith to return to Europe. The materials are likewise much dearer; and many, if not all, of a very inferior quality. Articles of European manufacture, except when the market is absolutely glutted, bear full £80. and occasionally £200. per cent. advance on the prime cost: add to this, that sometimes gentlemen are so far removed from their trades-people, who are by no means expeditious in their work, and, if at all expert, have ever more on hand than they can execute, as to render it next to impracticable for them to be supplied as they would wish.
With respect to woollens, boots, shoes, &c. Europe is the great source; no cloths beingmanufactured in India, except a kind somewhat resembling serge; and the leather in general use among the native cordwainers being so ill tanned, that, after being once wet through, which is effected by the slightest exposure to moisture, it stretches, losing its shape and pliancy, so as to be both uncomfortable and unsightly. The native shoe-makers are certainly very neat in their work, but, owing to the badness of their materials, cannot, in this case, be recommended.
Blankets of a good quality are scarce, and bear an unconscionable price. I should recommend to every passenger, that he take three of the largest double milled, and one smaller under blanket. He will find them useful on board-ship; and, in the cold season, will not be displeased to find such in his possession. Their value in the hottest time of the year, when the wind is dry, and clouds of dust every where passing, is extreme. If a bed be covered with two or three blankets, at that season, it will always remain cool and pleasant.
It may be supposed that calico sheets are not adapted to the torrid zone; and such is strictly the case. Accordingly, we find the greater portion of Europeans provided with hemp sheeting: many go to the expence of coarse Irish linen for that purpose, and make their pillow cases of fine Holland, or of a fabric, calledgrass-cloth, imported from China, and said to be made fromthe smaller fibres of what is usually calledIndia-gut, orweed. Whatever the material may be, its smooth, glossy surface, and its disposition to resist absorption, more than any other cloth in use, qualify it pre-eminently for that purpose to which we apply it.
I should recommend that twelve sheets were taken; each formed of one breadth of very fine Russia, or other hempen cloth, and full eleven feet in length. During the passage, they may be used in that form; which, if they are full ell-wide, will be found broad enough. On arrival in India they should be joined two and two, so as to form three, instead of six pairs. In regard to pillow cases, one for every pair of sheets in their original state, will suffice: they should be of Irish linen.
A good mattress made of horse-hair, is, in the East, a valuable article. I should recommend one made to fit the cot, or bed-place, on board-ship; which will generally be from 6 ft. to 6 ft. 2 in. in length, and from 22 to 28 in. in width. This mattress should be filled to the thickness of near five inches, and enclosed in a double case of the strongest ticking: by this means, on arrival, the mattress may be extended to double its size, with the choicest materials; the hair being spread thinner, and the ticking reduced from double to single.
A pillow filled with feathers is scarcely to beseen in India! I would, however, recommend, that, in lieu of a bolster, a pillow stuffed with horsehair should be taken, with one feather pillow. On board-ship, the former would be found acceptable in hot weather, while the latter may be resorted to in stormy latitudes. Their alternate application, as uppermost, would prove refreshing and comfortable, at least, if not conducive to salubrity.
Table cloths can be had better, and cheaper, in India than in Europe; as can towels, or napkins, also: it will, however, be necessary to take about three or four dozen of rather large towels, of a thick strong texture. Combs of sorts, tooth, nail, clothes, and shoe brushes, with their respective et ceteras, should not be forgotten. Soap, for washing hands and for shaving, must be taken; and if about twenty or thirty pounds of the patent soap, which will wash with salt water, be laid in, it may be useful in case a few articles should, from necessity, be washed on board, and will, at all events, be an invaluable present to any persons who may do little jobs, such as making the bed, cleaning boots, &c.: to all such, soap and pig-tail tobacco are more acceptable than either money or liquor.—Cut tobacco is not considered so valuable; smoking being next to prohibited in every ship.
A wash-hand bason, ewer, and chamber utensil, will be required: these, at least the first andlast, should be of pewter: the ewer should be in the form of a bottle, both on account of the convenience it offers in handling it, and because water is less liable to be spilled from its mouth; a common quart bottle is no bad substitute. About a pound of good tea, and five or six pounds of double-refined sugar, may be provided: in case of indisposition they may be resorted to, without troubling the captain’s servants beyond the requisition of some hot water.
Persons fond of shooting, would do well to take with them one or more good double-barrelled guns, with spare locks, a good supply of flints, and all the necessary implements for cleaning, &c. in a very solid wainscot case, firmly clamped with brass at the corners, lid, and bottom. Shot is to be had in Calcutta, as is gun-powder, of the first quality. A good pointer dog will be found highly valuable; preferable to a bitch, which rarely lives in that climate after her first, or, at most, her second litter; besides, it is common for the captain and officers to expect whatever pups are born on board: on the other hand, a male pointer, of established breed and reputation, must be eagerly sought by all sportsmen, who will cheerfully give a portion of its progeny to the owner.
With respect to military persons, whose apparel and accoutrements cannot be ascertained previous to quitting England, they should confinetheir attention to laying in those materials which cannot fail of becoming useful on their arrival: thus, an officer of infantry ought to purchase a few yards of the bestsuper-superfinescarlet broad cloth, or kerseymere, for making up his regimentals; an officer of artillery or of engineers, blue, &c. The whole establishment not being exactly uniform in particular points, such as the colors of the facings, the patterns of the swords, &c. nothing can be done, with propriety, in those instances: this, however, is the less important, because every cadet is, on arriving in the country, sent to join a corps composed of gentlemen under similar circumstances, about sixteen miles from Calcutta, in which he must serve for two years, or until judged qualified to do duty with the regiment to which he may stand appointed as an ensign.
Every thing in the cutlery line should be taken from England; the most essential are as follow. Two good razors, in a case, with a small strop, a small looking glass, two or three pairs of scissors, of sorts; two or three good penknives, a riding knife, with fleam and picker, a pair of good carvers, a dozen of table knives and forks, ditto of dessert, all plain bone or ivory handles; a pocket case of apparatus for scaling the teeth; mathematical instruments may be included under this article, as may black-lead pencils of the first quality, with colors, hair pencils, anddrawing and writing papers; all of which are extremely dear in India, and, according to the usual modes of shipping, rarely arrive in good condition.
A good gold watch, with light chain and seals, together with some spare glasses fitted, will be indispensable. A small telescope, that may be easily carried in the pocket, will prove amusing on many occasions, and, to a military man, must ever be ranked among absolute necessaries. In regard to plate, very little is wanted for a single gentleman. Six table spoons, twelve tea spoons, a soup spoon, a marrow spoon, and four salt spoons, will be found as much as usually can be required; as will be better understood when I come to describe the manner of living among Europeans.
The very limited space allowed for the baggage of each passenger, renders it indispensably necessary that every article should be packed close. Many consider a large sea-chest to be useful; but, in my opinion, it is the worst receptacle that could be devised; especially as it becomes useless on arrival in India. I should strongly recommend four boxes, well covered with leather, and clamped with brass, measuring about 26 or 28 inches in length, 18 in breadth, and 18 in depth. Each should have within a lifter, so that half its contents may be taken out at pleasure, the lower tier remaining undisturbed.The contents of each part to be noted on a piece of stiff paper, which should be pasted within the lid: a copy to be written in a memorandum book, so that the contents of the several boxes (which should be numbered and lettered with the proprietor’s initials, thus,A.B.—1A.B.—2A.B.—3A.B.—4) may be known without opening them. Only one of these need ever be in use at a time; the rest being sent down into the after-hold; which usually is opened once or twice weekly, on stated days, for the convenience of those who may wish to have access to their packages.
I have derived very considerable convenience from sorting all my linen into sets: for instance, a shirt, an undershirt, (commonly called abanian,) a pair of stockings, two neck handkerchiefs, and a pocket ditto: these I rolled up as tight as could be effected by manual force, and surrounded with a towel, which, being pinned, kept all fast and clean. In this form my linen could be packed in a very small space. Foul linen should always be put up in the same manner. One box, containing articles in reserve, should be exempted from such as might be occasionally wanted: it should be allotted to hats, silk stockings, best coats, linen, waistcoats, &c. Each will occupy about five cubic feet; therefore, the whole may be comprised in half a ton measurement.
I should observe, that blankets, &c. not in use,may be put under the mattress; and, that, if a standing bed-place is in question, about four yards of coarse woollen, such as serge, perpet, shalloon, or baize, may be taken on board, wherewith to make a set of curtains; which, in some situations, such as the steerage, will be found not only comfortable, but absolutely necessary. Those who have been on board any coasting vessel, fitted up for the accommodation of passengers, will instantly accord with this piece of advice, and comprehend how desirable it is that every box, &c. beyond that in immediate use, should be consigned to the after-hold. If more than four trunks should be deemed necessary, they may generally be had ready made at most of the manufacturers. The size described ought not to be exceeded, on account of the facility with which such may be suspended in slings made of canvas, and be carried on bullocks, one trunk on each side. Too much cannot be said on this point; since the degree of compactness an officer is able to attain, will generally determine the quantity he may be able to carry, and insure its early, as well as its safe, arrival.
Those who are not in the Company’s service, are left to make the best bargain they can with the commanders of the Indiamen, and to select such ships for their conveyance as may best suit their views in regard to destination and time of sailing. The Company, some years ago, issuedtheir orders, that only certain stated sums were to be taken by the commanders of ships in their employ, according to the rank of passengers respectively.—A reference to theDirectorywill shew what were prescribed, any trespass on which was declared tantamount to anipso factodismissal from the service. The regulations formerly included only as far as majors, under the supposition that all above that rank would indulge in the hire of cabins; for which they must, of course, pay extra. The specified sums were what the Company paid on all occasions where the passage-money was receivable from their own treasury.
However just and benevolent the intention of the Company evidently was; since it served to protect their servants from impositions which had, on many occasions, been ruinous to individuals in low circumstances, and, in some instances, caused them to apply to the Court of Directors for loans, to enable their returning to India; still, it cannot be denied, that the stipulated rates are by no means adequate compensation for the very heavy expence a commander incurs, when laying in stock for a voyage generally estimated at six months duration. Whatever may be paid by individuals of the several classes respectively, each invariably expects to be received with the same cordiality, and topartake, without distinction, of whatever the stores may afford.
It needs no argument to prove, that a ship containing a great number of cadets, under the limited rates, would by no means be a gaining concern to the commander. Hence, the outward voyage is not the object of a commander, who, even under the most favorable circumstances, could not make any great profit by his passengers; but, by his liberal treatment of them, he obtains that character which insures him a choice of rich persons returning to Europe, who, in the aggregate, rarely fail to make up to him for his former trouble, and deficiency of pecuniary benefit.
It is usual to enquire among the commanders as to their probable number of passengers, and to ascertain the dates at which their ships are, according to the arrangements made at the India House, to be despatched. The pursers are commonly employed to adjust the rates of passage, and to dispose of such cabins as may be intended for the accommodation of passengers. Matters being settled, it is necessary to apply to the secretary for an order to be received on board the vessel in question; which order is delivered to the commander, or to his purser, so soon as obtained. The secretary likewise furnishes every Company’s servant with a certificate of his appointment;and to each free-mariner, &c. he gives a licence to proceed to India. These papers must be carefully preserved, for delivery into the office of the secretary under that presidency to which the party may be destined. It is always best to consign them to the keeping of the purser. In cases of certificates having been lost, much difficulty has arisen, and all the parties have been obliged to depose to that effect on oath.
I should advise those who are about to embark, to cultivate an acquaintance with the respective commanders. Experience fully establishes, that civility rarely fails to produce good consequences. It is reasonable to conclude, that some previous acquaintance must engender some good will. The captains navigating under the auspices of the India Company, are men who have seen much of the world, and who rarely fail justly to appreciate those marks of attention, and respect, which flow voluntarily from persons with whom they have dealings. On the other hand, it must be rather uncomfortable to go on board a ship where all are total strangers; or, at the best, where, perhaps, the purser alone, and that with some hesitation and difficulty, acknowledges ever to have seen your face! Common sense points out that such is both impolitic, and uncomfortable.
Having made a voyage in a foreign ship fromBengal to the Cape, it may be serviceable to some of my readers to receive a hint or two regarding the usage he is likely to experience, should he entertain a disposition to avail himself of that channel of conveyance. The detail need not be prolix; for it may justly be asserted, in few words, that foreign vessels are rarely sea-worthy; they are badly equipped, and worse manned; their decks are low; their accommodations dark, dismal, and offensive; their water execrable; their provisions scarce and bad; their commanders ignorant, avaricious, mean, proud, tyrannical, and deceitful! That some exceptions may exist, cannot be denied; but I never heard of one who did not, more or less, merit the above stigma.
Look to the Company’s ships, and see the reverse! The truth is, that in them we find most of those good points that are established in the Royal navy, added to much desire in their commanders to be on a friendly footing with the passengers; while, I believe, there is no doubt that, in the end, their terms are more moderate than those of any foreigners.
If the circumstances of a passenger should enable him to hire a cabin, his comfort will be increased inconceivably, even though he should have barely room enough to swing a cot, or to put up a standing bed. But, that he may not deceive himself in respect to the accommodation he is to derive from such a retirement, it wouldbe proper for him to pay a visit to the vessel while lying in the river, probably at Gravesend, or the Hope, and there to ascertain the exact dimensions he is to occupy. It is an object, if he uses a swinging cot, that the breadth of the cabin should be such as to allow of its being triced up between the beams during the daytime; thereby to have it out of the way, and to give more space in the cabin. When suspended, it should be lengthwise; so that, as the ship rolls, or lays down on either side, the cot should swing even. When hung athwart-ships, unless the cabin be very broad, it would be perpetually knocking against the bulk-head (or partition), and the ship’s side. Hence it is advisable, wherever the space may admit, to make a standing bed-place fore and aft, furnishing it with rails, to keep the occupant from rolling out; for, if it be made athwart-ships, and the vessel be working against an adverse wind, he must, whenever the ship goes about, change the position of his pillow, from head to foot alternately.
In peaceable times, cabins are ordinarily constructed of wooden partitions, and have a door, with lock, &c. very complete; but, during war time, it is usual to make them of canvass, fixed to the beams above, and rolling up thereto, whenever the vessel may be cleared for action. Some cabins include a port-hole, which, in large ships, is peculiarly comfortable; especially under theLine, when a current of air is invaluable; but, in bad weather, when the port is shut, those cabins that have only skuttles, about one-fourth the size of a port-hole, become preferable; especially when they are provided with glass shutters; which can be at any time made by the ship’s carpenter, if not previously attached. The skuttles being higher up in the side of the vessel, and nearer to the deck above the cabin, are well calculated for allowing rarefied air, which would float above the level of a port-hole, to escape. They are usually placed at intervals between the ports. When a cabin is built so as to include a port, the gun appertaining thereto is commonly sent forward, and lashed up to the ship’s side, the muzzle pointing forward; but, on emergency, the cabin is knocked down, and the gun is run into its place. Hence, each kind of cabin has its advantages, and disadvantages.
The right side of the ship, from stem to stern is called thestarboard; the left side is called thelarboard: the line on which the mast stands,i.e.straight over the keel, divides them. The starboard, in most modes of applying the term, implies superiority over the larboard. Thus the chief mate has his cabin, which is usually 12 or 14 feet long, by 10 or 12 in breadth, next to the great cabin, on the starboard side of the gun-deck. The second mate has one rather smaller, on the opposite, or larboard side. Then,again, the third mate on the starboard side, immediately before the chief mate’s; next before him the fourth mate; while the surgeon and purser usually have their cabins on the larboard side, next before the second mate’s.
What is called the ‘great-cabin,’ is a slip taken off across the stern of a ship, on the gun-deck, about 14 feet deep, leaving a passage on the larboard side that the passengers and officers may have access to the quarter-gallery, or privy, on that quarter. The great-cabin includes all the stern windows, therefore, is extremely light and airy; but, on the other hand, its situation is rather disadvantageous to those who are troubled with habitual sea-sickness. The bows and the stern partake, in an accumulated ratio, of the ship’s motion, as she pitches; that is, as she rises and sinks, alternately, at the head and stern; consequently, the centre of every vessel is the part least subject to agitation.
The captain occupies, in general, a cabin called the ‘state-room,’ situated under the fore part of the poop, on the starboard side, with a glass door towards the quarter-deck: its dimensions, as well of those of all the cabins already described, vary according to the ship’s tonnage, but may be taken at about 15 or 16 feet square: the space including it, and the larboard side under the same parallel, is called the ‘cuddy;’ while all behind is designated the ‘round-house;’ andhas a row of glass windows in the stern part, with two doors opening into the ‘stern-gallery:’ a flight of steps, rather confined to be sure, serves as a communication, by means of the starboard quarter-gallery, with the great-cabin. These steps, under which is a privy, are particularly convenient to ladies, who usually have the starboard side of the great-cabin allotted to their accommodation. When the passengers are very numerous, especially when many families are on board, the round-house is partitioned off into three or more cabins; the larboard quarter-gallery, on the upper deck, having also a privy. In such case, the dinner table is laid in the cuddy, instead of the round-house; but, as it is rarely spacious enough to allow the whole to sit down at the same time, the company are, commonly, divided into two parties, succeeding each other every day alternately.
The sums paid for cabins entirely depend upon the demand, their size, the ship’s destination, and the circumstances of the person selling his accommodations. The several portions of the round-house and great-cabin, both of which are considered the captain’s property, of course are paid for in proportion to their respective dimensions: it may, however, be taken as some guide, that, outward bound, a slip, including one window, may produce from £200. to £300.; and that the several mates’ cabins may be averagedat from £3. to £5. for every square foot of the enclosed area. Homeward bound, on account of the number of children and servants shipped with a family, the rates are yet higher: I have known, more than once, the whole of a great cabin let for £2,500.!
There being an essential difference in the comfort afforded by having either a cot or a fixed bed-place, it may be acceptable to my readers to be informed of some minutiæ attached to those conveniences respectively. A cot is an oblong case of canvas, having a deal frame at the bottom, with a canvas sacking well strained; the ends are furnished with small cords, called nettles, which pass round an iron thimble, orgrummet; and those again are passed over two strong hooks, placed about seven feet asunder, fore and aft, whereby the cot is suspended. During the day time, a cot is commonly taken down, and disposed of in some part where it may, so far as the means allow, be out of the way: the best mode is to trice it up between the beams that support the superior deck. In this kind of bed, the motion of the ship is scarcely felt, unless she is acted upon by a very short, broken sea; the cot always preserving its level: hence, those who are much troubled with sea-sickness should always provide a swinging cot; taking care to hang it in such a place as may preclude the danger of its being bumped against the ship’ssides, or the bulk-head, (i.e.a boarded partition,) than which nothing can be more unpleasant. I have several times been canted completely out of my cot, owing to the want of space at its sides. In very bad weather, when the ship has rolled many streaks of her deck under water, the frame of my cot has been forcibly dashed against the beams: at such times, if the width of the space admits, it is proper to lengthen the nettles to their utmost: whereby such inconvenience may generally be obviated.
A standing bed-place is so far convenient, that the necessity for removing in the morning, and affixing at night, is done away; whereby the bed-furniture is greatly preserved from filth and injury: besides, its occupant can ‘turn in’ whenever he pleases, and has the satisfaction of knowing that his trunk is, by being under him, secured from damage, as well as from depredation; whereas persons who sleep in cots often experience considerable inconvenience in those particulars. Those who have fixed bed-places in the larboard division of the great-cabin, are by far more privately, and more comfortably, situated than such as have them in the steerage, ranging along the bulk-head of the chief mate’s cabin: in either case, there are always two tiers, or ranges, of bed-places, one above the other; the lower are certainly most convenient.
As priority of embarkation, or at least of adjustment,gives a right to selection, it is advisable to visit the ship so soon as an order for being taken on board is obtained; when a choice should be made as to the situation of a bed-place; those of the lower tier, nearest the stern windows in the great cabin, are to be preferred, they being both more airy, and more light: the latter will be found an object to those who are studious, or partial to reading in bed, which, on board-ship, is held to be a most delectable recreation.
In adjusting with the captain, or his purser, it is proper to be very exact in stipulating for a berth in the great-cabin; and it would be as well to notice the conveniences to be afforded, in the body of the receipt given for the passage-money. Not that I would lead to the supposition of deceptions being practised intentionally; but, in the hurry of business of considerable importance, such lesser items will occasionally slip the memory, giving birth to disagreements which not only are attended with future distrust, but may, perhaps, be beyond the possibility of remedy. It should, however, be considered that a bed-place in the great-cabin, which generally is fitted up for eight, or, at the utmost, for twelve, will be charged somewhat higher than one in the steerage; the latter being an open passage, totally devoid of privacy, exposed to violent currents of air, not always of the sweetest, and subject to many obvious inconveniences.
Among the ship’s company, two or three men, or boys, are usually excused the general duty of the ship, for the purpose of attending the passengers: when other matters are settling on board, care should be taken to engage one of these attendants to do all the work in the cabin, if one is hired; namely, to clean boots and shoes, brush clothes, clean the basons, provide hot and cold water, attend to the boxes in the hold; with a variety of et ceteras which will soon obtrude into notice. For such good offices, about three or four guineas will be expected; but it must not be supposed that, for such a compensation, a man will devote his whole time to one passenger; nor, indeed, is it necessary that he should, since an active, intelligent fellow, who has been used to such menial offices, may, with great ease, give satisfaction to at least four or five. When such an aid cannot be obtained, on account of the scarcity of hands on board, a douceur to any of the mates’ servants will answer every purpose, besides probably giving the advantage of being served by one perfectly conversant with ship affairs, and possessing some influence with the captain’s steward; with whom I humbly recommend to all passengers that they keep on good terms; he being no small man in his way, and having the power to afford many conveniences, which, though in the estimation of folks on shore apparently insignificant, are,nevertheless, of considerable value to those unaccustomed to a sea-life, and cooped up for months within such narrow limits!
This reflection leads me naturally to the consideration of that line of conduct which should, on all occasions, be maintained by those who wish to pass their time as agreeably as circumstances will admit, and to appear respectable. In the first place, the captain will exact from every one on board, of whatever class, a perfect attention to the regulations of his ship: were he to allow any deviation, the whole would be aiming at the same indulgence, and subordination would be annihilated! It is customary, whenever a person ascends from the gun-deck to the quarter-deck, or goes upon it from the cuddy, &c. to touch his hat; even though no one should appear there: a breach of this rule would be considered grossly insulting, and might induce to rebuke, by no means pleasant to the feelings, or adding to the credit, of a gentleman. When it is considered with what a high hand the officers of ships are obliged to uphold their authority, over a numerous crew composed of all nations, and often including the most hardened and daring culprits, we cannot but applaud every practice tending to preserve order, regularity, and decorum.
The hour for breakfast may be generally statedto be eight, for dinner two, for tea six, and for supper nine. The first is announced by the great bell on the fore-castle, which always rings a sonorous peal when the watch, or guard, is to be relieved: tea-time is known by the same signal. As the dinner hour does not correspond with the relief of the watch, it is usual to warn the passengers and officers by beat of drum: the tune of ‘Roast-beef’ being daily heard, though it rarely leads to a participation of that viand whence its designation is derived. Very little notice is required to call together those who are disposed to partake of supper: for the most part, the company amuse themselves with cards, music, &c. during the evenings; or, when the weather admits, walk the quarter-deck; observing to keep on the windward side; which is held to be the privilege only of the captain, the three senior mates, the purser, the surgeon, and those passengers who board at the captain’s table.
Although nothing very sumptuous is to be expected on board-ship, yet there will be little or no cause to complain of deficiency. The breakfast ordinarily consists of good tea and coffee, with excellent biscuit, and, at times, rolls; which, as well as every species of leavened bread, come under the marine designation of ‘soft-tommy.’ The butter, to be sure, is not tobe boasted of; it being utterly impossible to prevent its melting, so as to resemble liquid honey.
It being studied to take on board as much fresh meat as possible, at the time of sailing, some joints of good beef and mutton may be served up for the first week; after which the ‘corned’ (or slightly salted) meat comes into use. The ample supply of poultry, of all descriptions, fed in coops on the poop, and a small flock of sheep, perhaps from twenty-five to forty in number, maintained there on hay, &c. enable the captain, for the most part, to exhibit fresh meat, of some sort, every day; which added to abundance of prime beef and pork for his use, together with tongues, pickles, sauces of all kinds, potatoes, rice, pastry, olives, &c. &c. form atout ensemble, where even the most dainty may find something acceptable to the palate.
It cannot be supposed, that wine is so freely dispensed, as when on shore; the ladies, however, are generally supplied with as much as they may require during the repast; after the cloth is removed, the bottle is put round two or three times, according to the liberality of the commander. The last tour it makes being accompanied with ‘good afternoon’ serves as a hint for the gentlemen to withdraw, until the hour for tea; when, as already observed,they frequently amuse themselves until supper is ready.
This last meal is little more than a matter of form; it consists chiefly of cheese and biscuits, rasped beef, sago-soup, lobs kous, which is a curious medley of various ingredients, forming something midway between water-gruel and peas-soup. One tour of the bottle, attended with ‘good night,’ closes the operations of the day.
The water taken on board being strongly impregnated with filth, of various kinds and colors, soon becomes so nauseous as to be utterly unfit for the use of delicate persons: the quantity of animalculæ it contains could not be credited by a person who had not seen it! On this account, several filtering-stones are used, through which the water finds a passage, leaving the impurities behind. This percolation is, however, extremely tedious, and does not entirely remove the taint; though it assuredly so far sweetens it as to render the water very drinkable. The fecula left in the hollow of the drip-stone, are perfectly putrid.
The ordinary beverage is table beer, or perhaps porter: in warm weather excellent spruce beer abounds; sometimes, indeed, the whole crew are supplied with from one to two quarts daily. Nor is the punch-bowl suspended for empty shew! By means of prepared lemon-juice,aided by a good stock of the fresh fruit, carefully suspended in nets in the stern-gallery, &c. good punch, lemonade, and negus, are often served to the company.
I strongly recommend, that all young persons should be embarked at Gravesend, or the Nore; in preference to being taken on Board at Portsmouth; by that means they become settled before the generality of passengers arrive, and escape that indescribable confusion attendant upon the sudden influx of whole hoys full of dead and live lumber! For such they appear when interrupting the several operations attendant upon a vessel’s getting under weigh. Those who purpose delaying to the last moment, should leave their cards of address with the purser, taking care not to be far from home, that he may, when proceeding to the India-House to receive the packets, send notice of his being about to quit town. On receipt of such notice, no time must be lost in repairing to that port where the vessel may be; in being customary to sail so soon as the purser gets on board. Half an hour’s delay has proved the loss of many a passage.
The great number of ships employed in the India trade, occasions so frequent an intercourse, that scarcely two months ever elapse without one or more being despatched to some part of India. Unless under very peculiar andpressing circumstances, it is inadvisable to proceed in any not bound to that part whither the passenger is destined: for, although it appears, on paper, very easy to get from Madras, for instance, to Bengal, such will not always be practicable; and so great a delay may elapse as should allow a vessel bound to Bengal, sailing perhaps a month or two subsequent to that proceeding to Madras, to arrive at her port before the means might offer of getting on from Madras. Add to this, that freight and passage-money are infinitely higher in India than in Europe; which, combined with the heavy expence attendant upon long detention on shore, would prove the economy, as well as the speed, to be on the other side of the question.
The time of sailing will, under common circumstances, decide the time of arrival. Ships leaving England, that is, the Land’s End, in all April, may be expected to arrive at Madras in all September; when, if not delayed, they may run up the Bay in a week more, with great ease. As the northerly monsoon often begins to prevail in October, occasioning ships to stretch over towards Acheen-head, whereby from four to six weeks will be lost in getting to Balasore Roads, it is rather advisable not to sail later than March, if at liberty to choose the season. By so doing, the arrival will take place at a time when the great heats are over, and the cold weatheris approaching: two points not only eligible as they relate to health, but to society also. The early, or late, arrivals of such writers and cadets, as are appointed for the same year, make no difference whatever in the rank they are relatively to bear; that being determined by a general list transmitted by the Directors, generally in the last ship of that season. The pay, however, is calculated from the date of presenting the certificate, before spoken of, at the proper office.
The period of sailing will generally indicate the weather which may be expected during the whole passage. Such as leave the pilot in the spring will round the Cape of Good Hope about Whitsuntide or Midsummer, when winter prevails in that Quarter; it being in 34° south latitude: advancing to the northward, they will meet with the trade-winds from the tropic towards the Line, where, in all probability, light and variable winds may cause some delay. Ships leaving England in our autumn, round the Cape at their Midsummer, and reach Madras generally in from eighteen to twenty weeks; carrying fair, but warm, weather all the way. If they arrive about the middle, or latter end of March, they may, by remaining for a few days, until the southerly monsoon is fairly established, sometimes reach the sand-heads in Balasore Roads in three or four days. This isobviously preferable to running over to the eastward.
I know nothing more unpleasant than being wind-bound! Nor, indeed, can there be well conceived a more certain recipe for draining the purse! The passenger must not suppose that, after having repaired to that port where the ship rides, he is at liberty to go on board instantly, and to remain until she sails. On the contrary, though he should not fail to intimate his arrival, and to leave his card of address, he must put up at some inn, or lodging-house, at his own expence, until the signal may be made for sailing, by firing a gun, and loosening the fore top-sail, by that ship under whose convoy a fleet is to sail; or, if there be no convoy, by the senior captain; who is, by courtesy, designated ‘Commodore.’
The Court of Directors have, latterly, in consideration of the inability of their junior servants to pay the heavy charges to which they are subject while in port, given an extra sum to the commanders of their ships for each cadet’s diet in such situations. This was no less necessary than considerate. It will have been seen, that persons going out in the civil service have fewer stipulations in their favor; for which the presumptive reason is, that they are commonly the sons of gentlemen possessing large property: thesum of £3000. having been so often given for writer-ships, seems to indicate that very little occasion could exist for interference in their behalf.
When a ship arrives at any regular port, where accommodations can be had, the passengers are, in like manner, expected to reside on shore, at their own charge. Such, to many, may appear unreasonable, or strange; but, when it is considered to what heavy losses a commander might else be subject, which, divided among a number, would appear trifling, and, at all events, not prove ruinous, the propriety of such a rule will not be disputed. This explanation may serve as a hint to parents, and guardians, not to ship young folksin forma pauperis, under the prudent, but here inapplicable, precaution, of taking away the means of being extravagant. Emergencies often arise, wherein a few guineas are indispensably necessary; and, as few go to sea with more cash than ordinary expences may demand, it is not easy to remedy the error.
Where a young man has established his character for imprudence, the only recourse is to place a few guineas, say from twenty to thirty, in the hands of the captain, or the purser, with directions to supply what may be absolutely required, rather in form of a loan; keeping the youth in ignorance of his having a banker on board, andgiving him, at taking leave, perhaps five or six guineas, in order to carry on the deception.
When it is known that no shop of any kind exists in a ship, (excepting the purser’s slop-shop,) we must conclude there can be little opportunity for extravagance: the principal danger is to be apprehended from gaming, which in some ships reaches to a dreadful extent; always creating difficulty, and rarely terminating without bloodshed. This, added to emulation for the favorable opinion of the ladies, may be considered the usual causes of discord. The latter is, in a great measure, restrained by that custom which fixes every passenger to the same seat at table during the whole voyage; whereby daily contests for vicinity are avoided.
The number of accidents that have happened from trivial causes, renders it necessary to be extremely cautious in regard to smoking; which in all men of war, and India-ships, is permitted only on the fore-castle. By this means danger is avoided, and the stench carried away. It is to be lamented that so proper a regulation is not observed throughout the merchant service; in which so much carelessness prevails, that it appears to me miraculous so many vessels arrive in safety. On my return from India, I embarked at St. Helena on board a whaler, of which the captain had a strong predilectionfor his pipe, which was scarcely ever out of his mouth. His practice was, to smoke in the cabin where we dined, throwing his hot ashes down upon the deck, in which was a skuttle, or small hatchway, under his own seat. Two lieutenants of the navy, who were fellow-passengers, used to remonstrate very freely, but without the smallest effect, against so improper a practice.
It happened, one morning, as we were off the Azores, that a suspicious-looking vessel hove in sight, laying-to under close reefed top-sails: we altered our course, and were immediately chased. Having at least forty-five young fellows, and about a dozen six-pounders, on board, we cleared ship for action. Imagine what was our surprise at finding that, under the identical hatchway, over which our captain had been perpetually smoking, was a magazine of about thirty barrels of gun-powder; some hooped in, and some having their chimes barely covering their contents which proved to be ready-filled cartridges! I conceive it would have been utterly impossible, if the vessel in chace had proved an enemy, and that we had been compelled to defend our ship, to have avoided being blown up!
Many are in the habit of reading by candle light in their beds: this only requires to be known to the officers, to be completely overruled;nor will they, unless in cases of indisposition, allow a candle to be burning after the passengers have generally retired to rest. Hence, only a few wax tapers, or bougies, can be requisite. When it is considered, that a ship is composed of materials for the chief part highly combustible, and, that in such a situation a fire spreads with astonishing rapidity, defying the exertions of all on board; also, that there is little chance of many lives being saved, unless other vessels may be in company; we ought assuredly to adopt every means of guarding against so terrible a calamity!
Most ships have a small fire-engine on board, which is not only an admirable safe-guard, but facilitates the washing of decks; an operation that usually takes place once or twice weekly. At such times all the chests are sent below, and all the hammocks hauled upon deck, for the purpose of being aired. Seamen become habitually cleanly in their persons, and in their bedding; but when recruits are on board, they, being less attentive to personal appearance and to comfort, not only breed vermin, but sometimes propagate infectious diseases. Hence, a small quantity of vermin-ointment will perhaps prove an useful succedaneum; its timous application preventing the growth of any colony, of which some stragglers may have laid the foundation.
When the decks are washed, it is customaryto exercise the seamen in the use of great guns. For this purpose the drum beats to quarters; when all repair to their several stations, and, under the instruction of the several officers, go through the ordinary operations attendant upon that branch of discipline. No persons, of whatever description, females excepted, are exempted from being appointed to some post, where their services may be efficient. The military officers are allotted to commands on the poop, fore-castle, waist, &c.; having under them such cadets and recruits as may be on board; the whole acting as marines. The surgeon, with his mates, those of the sick who are incapable of taking an active part, together with all females, descend to the cock-pit; which, being below the level of the water-line, is tolerably secure from danger; though sometimes a shot, between wind and water, will find its way to that retreat.
The crew are always portioned into two watches, except when very numerous; in which case, as well as during the time a vessel is in port, they divide them, including recruits, &c. into three watches. The chief mate commands the starboard-watch; the second mate commands the larboard-watch; and, when there are three, the other, called the mid-watch, is commanded by the third mate. It is customary to relieve the watch every four hours, except in the interval between four and eight o’clockin the evening, which is divided into two reliefs, of two hours each, called ’dog-watches.’ But for the intervention of these, there would be no change in the times of coming upon duty; as each of the starboard and larboard watches would, respectively, come on at the same hours daily; and this would be the same, even if a mid-watch existed: whereas, by dividing the evening-watch, it occasions an odd number, and changes the tour, or series, every day.
Where supplies of provisions are not attainable, it necessarily follows that each person on board can receive only a stipulated allowance of meat, water, &c. This does not always affect those who are at the captain’s table; though it is generally recommended to the passengers to be economical in their expenditure of water for washing, shaving, &c. In some ships they are restricted to a quart daily, and if the crew are upon short allowance, which is understood to be the case when each man receives less than two quarts, the passengers and officers have little or no fresh water allowed for the above purposes; but their beverage at table is rarely limited, except under the pressure of actual necessity.
All things considered, the privations experienced by passengers to India are by no means so numerous, nor so severe in their operation, as might at first view be apprehended. In many ships, ladies and gentlemen skilled in music areadventitiously assembled, and, by their united talents, afford a most pleasing recreation to all on board: few vessels are totally destitute of some means to attract the parties towards the quarter-deck; where, in the cool of the evening, during fair weather, the merry dance for a while banishesennui, and contributes to give a wholesome impetus to the circulation.
Those ladies who are partial to music should be particularly careful that the piano-fortes they may take with them, be constructed in such manner as may exempt them from those wondrous effects produced by the climate of India. I have had the pleasure of aiding several friends in this instance, and found that the instruments made for exportation could never be depended upon, unless clamped at every joint with plates of brass, and secured, in the more delicate parts, by means of battens well screwed and cemented to the sounding board. Experience has fully satisfied me, that the pianos most appropriate for hot climates are made by Clementi, Kirkman, and Tomkinson, at their respective manufactories in London.
Ladies will derive considerable convenience and gratification from having an exterior case made to enclose the piano-forte, leaving a space of about an inch all around. This outward safe-guard should be of planed deal, stained of a mahogany color, or painted; and it should open infront, so as to admit of playing the instrument, while its lid should be fixed upon hinges, that it may be thrown back at pleasure. The lower part of the frame may be packed, and laid by; a spare frame of deal being substituted during the voyage, with a set of shelves below to contain music, books, &c.; all locked up by means of folding doors. Both the exterior case, and the frame, ought to be furnished with lacquered iron handles, whereby to lift them occasionally; but particularly intended to secure them to the side of the ship, and to the deck: without such a precaution the whole would be tumbled about, and shivered to atoms, by the vessel’s motion.
Gentlemen who perform on stringed instruments, should be careful to provide an ample supply of strings, firsts and fourths especially; they being not only very dear, and perhaps damaged, when procurable, but at times not procurable, in any part of India, for love or money! Reeds for oboes, clarionets, bassoons, &c. are similarly circumstanced. Nor would it be superfluous for a lady to take with her several sets of wires for her piano; they being very scarce. At all events, she ought to qualify herself to tune the instrument; which may be effected in the course of a month, or six weeks, by attention to the instructions of a regular tuner, who would feel himself well satisfied under a moderate compensation. This is a point whereon Idwell rather particularly; knowing that, even in Calcutta, Madras, or Bombay, a good tuner is not always to be had; and that, in all other situations, throughout the interior scarce a professional person can be found. Besides, in a country whose climate deranges the most skilful adjustment of the wires, often in a few minutes, merely by a slight exposure to heat, or to damp, the expence attendant upon such frequent tunings, as are indispensably requisite, would speedily absorb the full value of the instrument itself; the ordinary rates being a guinea for a grand-piano, and twelve shillings for a square one. Therefore, whether considered as a convenience, or as a matter of economy, too much cannot be said in recommendation of every lady’s learning to tune her piano before she embarks.
It being impossible to say how soon rough weather may be experienced after leaving port, (indeed, sometimes ships get under weigh while it is blowing very fresh,) it is usual to lash the dinner tables to the deck, placing their feet in mortices cut into small blocks, called cleats, which, being firmly nailed down, generally keep the whole sufficiently firm. It is not easy to render the chairs equally secure; but they are tolerably steadied by nailing two rows of battens on each side of the table, so as to embracethe legs of the chairs, which, in this mode of securing them, ought all to be of equal compass from front to rear. It requires, after all, some management to preserve an equilibrium when a ship rolls much; which it does chiefly in a calm, or in a gale of wind. In the former instance, the transitions of reclination from starboard to larboard, andvice versâ, are often very great, owing to the heavy swell which alternately raises the ship, and again sinks her into the trough made by two successive waves. However curious it may seem to persons unacquainted with sea affairs, it is nevertheless certain, that more masts are lost by rolling in a calm, than by stress of weather.
In regard to that most distressing malady, sea-sickness, it is not possible to lay down any specific mode of precaution, or of remedy: it ordinarily commences with that agitation occasioned in the vessel’s motion, by either the wind’s force, or the water’s undulation. Few experience more than a few qualms, while the water is smooth; such as is the case in going through the Needles with a leading wind, in fine weather; but when upon a wind, with a chopping sea, and sudden, or forcible, gusts, all who are not accustomed to the motion, become most oppressively sick. However much they may be affected by this customary derangement, those suffering under itsinfluence are more frequently objects of derisive merriment, than of compassion. The prevalent opinion is, that, in a few days, the complaint will disappear; hence it is regarded as a matter of course, and as a seasoning, which, by its mode of operation, rather conduces to health, than to a dangerous issue. That such is the usual result, cannot be denied; but there are some constitutions which cannot stand so forcible an attack: women, in general, are most severely oppressed by it, and some few fall victims thereto.
It would be endless to enumerate all the recipes, which those who fancy themselves qualified to prescribe, tender on this occasion to the unhappy sufferers. I believe that acids and laudanum, in repeated small doses, are most successfully administered; though I have seen them fail. That unfeeling advice given to the unwary, ‘to drink a glass of spirits,’ invariably tends to aggravate all the symptoms, and, with those not habituated to such strong remedies, produces all those inconveniences attendant upon super-added irritation. The fresh air upon deck will be found considerably to diminish the force of the complaint; but the eyes should be kept shut, and the attention be withdrawn from the sea, and from the rigging; of both which the motion is peculiarly calculated to increase that swimming in the head inseparably attendant on sea-sickness. If, notwithstandingthese precautions, the nausea and derangement should continue, it will be proper to retire to bed; observing the precaution of lying on one side, and keeping the eyes closed.
There may, perhaps, be no harm in taking a small case of spirits on board; but such is by no means indispensable: they do not come within the scope of a gentleman’s expenditure; and, unless preserved with uncommon vigilance, will probably be drawn off by some adventuring fellow, provided with a pick-lock, while the owner is either asleep or absent. I cannot too strongly inculcate, that every thing should be under lock and key: ships, of every description, are infested with petty pilferers, and sometimes with more expert and daring thieves; who will not fail to purloin whatever can be turned to use, in such manner as may not lead to discovery. The effects of passengers, especially, are considered to be fair booty. Blankets, sheets, &c. will all disappear towards the close of a voyage, or when in a port where they can be sold, or bartered away, if their owners confide too much in the honesty of their neighbours.
The third mate generally has a mess, in the expences of which the fourth, fifth, and sixth mates sometimes partake; the purser and surgeon being invariably at the captain’s table. The captain’s clerk, who is usually a midshipman,the surgeon’s mate, when there is one, and the second class of passengers, all mess with the third mate, who is allowed a certain space before the officers’ cabins; which, being enclosed with canvas, makes a very tolerable berth, wherein the table is laid. Those of the mess who belong to the ship, subscribe to lay in such articles of provision, chandlery, &c. as may suffice for their own consumption; the sums paid by passengers, who associate with them, being applied in due proportion towards the maintenance of the latter; any balances arising therein becoming the perquisite of the third mate. I have heard, that, with the exception of so large a proportion of live stock as is destined for the captain’s table, the mate’s mess, in some ships, claims the palm in many respects. When so many passengers are ordered on board, as to render it impracticable for the captain to accommodate the whole at his table, the later applicants are consigned to the mate’s mess during meals; but are admitted, so far as convenience can be extended, to a participation of the amusements and society of the round-house. On some occasions the mate’s mess has, from the above cause, been able to boast of rather eminent characters.
Those who are fond of fishing, may sometimes derive much amusement from the possession of a stock of tackle suited to the occasion.In warm weather, especially towards the Line, when moderate weather and calms prevail, many sharks may be taken. The hook for this purpose ought to be about a foot long in the shank (the other parts bearing a just proportion) which should be firmly attached to a stout piece of chain, from two to four feet in length, having at its other extremity a loop and swivel, to which the rope (such as is called inch and half rope, and ought to be full a hundred yards long) is tied; the bait, a piece of fat pork, of about three or four pounds weight. The weight of the chain and hook will suffice to sink the bait to about thirty feet below the surface, where it will soon be discerned by the sharks, which generally keep under the vessel’s bottom, or play around her at a considerable depth; though they will occasionally range along the ship’s side, or bask under the stern, so as to be easily shot with a musquet ball, or struck with a harpoon.