■"n-f^ 4. '^- 1 1 K -i 1 - -I -^ ■-*" -i' Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030113785 Cornell University Library HE823 .P21 + + Papers relatina to the commercial marine 3 1924 030 113 785 olin Overs PAPERS RELATING TO THE COMMERCIAL MARINE OP GREAT BRITAIN. Presented to both Houses of Parliament by Command of Her Majesty. 1848. LONDON : PRIXTED BY T. R. HARRISON. LIST OF PAPERS. PART I. No. 1. Mr. Murray to Viscount Canning 2. Mr. Murray to Parties abroad . . Foreign Office, Foreign Office, January July Page 1, 1844 1 1, 1843 4 RUSSIA. a, Sir Edward Baynes to Mr. Murray Inclosure Vice-Consul Booker to Sir Edward Baynes 4. Consul Whitehead to Mr. Murray 5. Consul Baker to Mr. Murray Inclosure. Opinion of the Bombay Chamber of Com- merce . . 6. Consul Wright to Mr. Murray . . 7. Consul-General Yeames to Mr. Murray ,. St. Petersburgh, July 28, ■ Cronstadt, Archangel, Riga, Wiborg, Odessa, July July August 11,. 1, July , ^. — December 1, ■ 7 8 10 II 11 8. Consul Liddell to Mr. Murray 9. Consul Liddell to Mr. Murray SWEDEN. Gottenburgh, Gottenburgh, July 25, ■ September 2, ■ It 14 NORWAY. 10. Consul Crowe to Mr. Murray 11. Consul Crowe to Mr. Murray Inclosure Abstract of a Law relating to the qualifica- tion necessary for Mates and Masters of Norwegian vessels, called a Law relating to the " Navigation Examen." . . London, July 5, • Alten Hammerfest, October 28, ■ 17 18 18 DENMARK. 12i Consul Macgregor to Mr. Murray . . . . London, 13. Vice-Consul Macgregor to Mr. Murray . . .'. Elsinore,, Inclosure Return of the Number of Vessels owned by ' the different Ports in the Kingdom of Denmark, and the Duchies of Sleswick and Holstein PRUSSIA. 14. Consul Plaw to Mr. Murray . . . . . . Danzig, 15. Consul Plaw to Mr. Bidwell .. .. .. Danzig, 16.) Consul Plaw to Mr. Murray .. .. .. Danzig, ] 7._Vice-ConsuI Hertslet to Mr. Murray . . . . Memel, July 15, . December 15, • 25 25 27 July 15, 29 September 22, 1841 30 February 26, 1844 31 July 16, 1843 32 HANSE TOWNS. 18. Colonel Hodges to Mr. Murray . , , . . . Hamburgh, a2 July 27, 35 IT LIST OF PAPERS. HOLLAND. No. 19. 20. Sir Alexander Ferrier to Mr. Murray . . Sir Alexander Ferrier to Mr. Murray . . Three Inclosures 1 . Mr. • * * to Sir Alexander Ferrier. 2. List of the Commercial East India Ships. 3. General State of the Commercial Marine under the Netherland Flag . . . , Rotterdam, Rotterdam, Pagft July 7, 1843 39 September 8, 40 September 7, ■ 40 41 41 BELGIUM. 21. Consul Curry to Mr, Murray Ostend, Two Inclosures 1 . * * * to Consul Curry . . . . Ostend, 2. Arrets establishing Schools of Navigation. July July 31,' 19,- 43 43 44 FRANCE. 25. 26, 27. 28, 22. Consul Hamilton to Mr. Murray 23. Consul Gordon to Mr. Murray . , 24. Consul Gordon to Mr. Murray . . Consul Gordon to Mr. Murray . . . . .i Inclosure Mr. * * • to Consul Gordon . . Sir Anthony Ferrier to Mr. Murray : . Sir Anthony Ferrier to Mr. Murray Inclosure Memorandum. — French Naval Population Sir Anthony Ferrier to Mr. Murray Inclosure Wrecks of British Vessels within the Dis- trict of the Consulate of Brest, from January 1, 1825, to September 30, 1843 29. Consul Close to Mr. Murray 30. Consul Scott to Mr. Murray 31. Substance of Letter from Consul Turiibull 32. Consul TurnbuU to Mr. Murray Inclosure Regulations to which French Mariners are subjected. Boulogne-sur-mer, September 30, Havre, July 3, H&vre, July Havre, July 28, ■ Rouen, July 23, • 4, Spring Gardens, July 15, ■ 4, Spring Gardens, July 20, ■ Bwsti Charente, Bordeaux, Marseilles, Marseilles, October 27, July July July 10, 20, 24, 45 45 46 47 47 47 48 49 51 52 53 54 56 56 57 Santiago de Cuba, September 11, SPAIN. 33. Consul Clark to Mr. Murray . . . . Bilboa, August 25, • 34. Consul Brack enbury to Mr. "Murray .. .. J. U. S. Club July 8,. 35. Consul Mark to Mr. Murray Malaga, August 31,- 36. Consul Penleaze to Mr. Murray . . . . . . Barcelona, August 25, ■ 37. Consul Bartlett to Mr. Murray .. .. .. Santa Cruz, September 9,. 38. Consul Clark to Mr. Murray Inclosure Statement regarding the health of Seamen 39. Consul Crawford to Mr. Murray 40. Consul Crawford to Mr. Murray Two Inclosures 1. Complaint of one of the crew of the * * of * * against the Master, for assault, &c. . . . . Tampico, June 2. Complaint of the crew of the * * of * * against the Master . . Tampico, June 61 61 62 64 65 68 Santiago de Cuba, August 31, 70 Havana, October 26, 72 Havana, November 8, 73 1, 1841 73 1, 74 PORTUGAL. 41. Consul Smith to Mr. Murray 42. Consul Stoddart to Mr. Murray 43. Consul Hunt to Mr. Murray Inclosure Note on the Qualifications of Shipmasters engaged in the Trade of St. Michaels 44. Consul Kendall to Mr. Murray ., Lisbon, Madeira, St. Michaels, Boa Vista July 19, 1843 September 1, , November 1, . November 20, ■ 77 78 78 79 79 LIST OF PAPERS. SARDINIA. No. 45. Consul Brown to Mr. Murray Genoa, ROMAN STATES. 46. Consul Moore to Mr. Murray . . ■ . . . Ancona, TWO SICILIES. 47. Captain Gallwey to Mr. Murray Naples, Inclosure Scale of Victualling at Sea, recommended for adoption by the Liverpool Shipowners Association 48. Captain Gallwey to Mr. Murray . . . . Naples, 49. Consul Goodwin to Mr. Murray . . . . . . Palermo, 50. Consul Goodwin to Mr. Murray . . . . . . Palermo, AUSTRIA. 51. Sir Thomas Sorell to Mr. Murray .. .. Trieste, Page August. 7, 1843^,81 August, 9, ■ August 26, September 1 7, ■ August 18, August 19, ■ September 18, 83 85 89 90 90 91 93 GREECE. 52. Consul Wilkinson to Mr. Murray Syra, August 19, ■ 95 TURKEY. 53. Consul-General Cartwright to Mr. Murray Two Inclosures 1. Memorandum respecting the character and conduct of British shipmasters and seamen Constantinople, September 30, 2. Commander Robinson to Consul Cartwright 54. Consul Brant to Mr. Murray 56. Consul Ongley to Mr. Murray . . General Buyukder6, Smyrna, Canea in Crete, September 23, ■ September 13, August 2 1 , 97 97 98 99 99 EGYPT. 56. Colonel Bamett to Mr. Murray Inclosure Instances of misconduct of British ship- masters, from general observation during a residence of eight years at Alexandria . . Alexandria, September 21, 101 101 ALGIERS. 57. Consul-General St. John to Mr. Bidwell . . Algiers, Inclosure Statement of a disturbance on board the barque * * * . . . . Algiers, September 4, September 3, 103 104 MOROCCO. 68. Consul-General Drummond Hay to Mr. Murray Tangier, Two Inclosures 1. Mr. * * to Consul-General Drum- mond Hay 2. Mr. * * to Consul-General Drum- mond Hay 59. Consul-General Drummond Hay to Mr. Murray Tangier, September 19, 105 August 20, 105 Aujrust 26, October 20, 106 107 n LIST OF PAPERS. UNITED STATES. No. 60. Consul Sherwood to Mr. Murray . . . . Portland, 61. Consul Mc Tavish to Mr. Murray . . . . Baltimore, Four Inclosures 1. Consul Mc Tavish to Mr. ** * .. Baltimore, 2. Consul Mc Tavish to Messrs. * * * . . Baltimore, 3. Consul Mc Tavish to Messrs. • * * . . Baltimore, 4. Consul Mc Tavish to Captain * * * . . Baltimore, 62. Consul Molyneux to Mr. Murray Savannah, July Angust Page 27, 1843 109 5, ll'O July 28, . July 28, July 28, July 28, November 7, • 111 112 112 113 114 63. Consul Kennedy to Mr. Murray TEXAS. Galveston, October 4, ■ 117 MEXICO. 64. Memorandum by Consul Giffard, on the necessity of Legislative interference, to insure that Masters of English trading-vessels be properly edu- cated and qualified for their trust Vera Cruz, September 21, 121 HAYTI. 65. Consul Ussher to Mr. Murray . . Hayti, September 30, ■ 123 VENEZUELA. 66. Vice-Consul Lord to Mr. Murray .. .. La Guayra, October 7, ' 125 BRAZIL. 67. Consul Hesketh to Mr. Murray . . 68. Consul Porter to Mr. Murray 69. Consul Cowper to Mr. Murray 70. Consul Newcomen to Mr. Murray 71. Consul Ryan to Mr. Murray Rio de Janeiro, Bahia, Pernambuco, Paraiba, Para, November 3, ■ October 17, ■ October 2, ■ October 27, • November 24, ■ 127 133 133 137 138 PART II. 72. Memorandum by Mr. Murray Foreign Office, Foreign Office, November 22, 1847 141 May 28, 144 73. Circular to Consuls abroad Inclosure Mr. Lefevre to the Right Hon. E. J. Stanley Board of Trade, May 17, 144 RUSSIA. 74. Sir Edward Baj^nes to Viscount Palmerston Three Inclosures 1. Extract from the Russian Code of Com- merce . . 2. Notes regarding British Commercial Ma- rine . . . . : 3. Ordinance for the establishment of the School of Commercial Marine at St. Petersburgh, November 21, 1829 75. Consul Whitehead to Viscount Palmerston Inclosure Remarks on the Commercial Marine 76. Consul Wynyard to Viscount Palmerston Inclosure Report upon the general state of the Com- mercial Marine . . St. Petersburgh, July 12, • Archangel, Riga, June 1 3 , August 20, 145 145 146 149 158 159 160 161 LIST OP PAPERS. VU Np. 77. Consul-General Yeames to Viscount Palmerston Odessa, Three Inclosures 1. On the institutions existing in Southern Russia for the encouragement of the Commercial Marine 2. Ukase of January 26, 1834, instituting corporations of Free Mariners . . 3. Ohservations on the character of the British shipping frequenting the ports of the Black Sea . . . . November 22, 1847 163 163 164 166 SWEDEN. 78. Consul Pringle to Viscount Palmerston . . . . Stockholm, Two Inclosures 1. Statement relative to the instruction adopted for the regulation of the Com- mercial Marine of Sweden 2. Observations on the Commercial Marine 79. Consul Pringle to Viscount Palmerston . . . . Stockholm, Inclosure Statement of Funds for disabled Swedish Seamen, &c. June 23, 167 ;; 170 August 18, 171 171 NORWAY. 80. Consul-General Crowe to Viscount Palmerston . . Two Inclosures 1. Abstract of Regulations of the Seamen's Fund Society of Krageroe 2. Abstract of the regulations now in force with respect to the registration of seamen in Norway 81. Consul-General Crowe to Viscount Palmerston .. Two Inclosures 1 . Abstract of law relative to the examination of masters and mates for the Commercial Marine of Norway 2. Observations on the Commercial Marine 82. Consul-General Crowe to Viscount Palmerston . . 83. Consul-General Crowe to Viscount Palmerston . . Inclosure Number of Norwegian seamen entered on the registers for 1837 and 1847, and list of Seamen's Fund Societies . . 84. Consul-General Crowe to Viscount Palmerston . . Cbristiania, Christiania, Christiania, Christiania, Christiania, July 30, 173 174 176 July 30, . 180 August 20, • August 31, ■ 180 180 184 185 186 September 30, ■ 187 DENMARK. 85. Consul Kuper to Viscount Palmnrston . . Two Inclosures 1 . Observations upon the Commercial Marine 2. Regulations respecting the qualification of Danish masters and mates of mer- chant-ships Elsinore, June 13, 195 196 199 PRUSSIA. 86. Consul-General Plaw to Viscount Palmerston . . Danzig, 87. Consul-General Plaw^ to Mr. Murray . . Danzig, 88. Vice-Consul Hertslet to Viscount Palmerston . . Memel, 89.^ Vice-Consul Hertslet to yiscount Palmerston . . Memel, June 28, ■ July 1, . August 24, ■ August 24, ' 201 202 203 205 HANSE TOWNS. 90. Colonel Hodges to Mr. Bidwell Five Inclosures' Hamburgh, June 29.. 2. Remarks on the Commercial Marines of Great Britain and Hainburgh . . Regulations for the Water-Bailiff at Ham- burgh .. Articles of Agreement to be signed by the oflScers and crew of a Hamburgh vessel Vice-Consul Pearkes to Colonel Hodges Vice-Consul Behneke to Colonel Hodges Bremen, Hamburgh, June June 7.- 207 207 211 212 213 216 VUl LIST OF PAPERS. No. 91. Colonel Hodges to Mr. Bid well .. .. .. Hamburgh, June Three Inclosures 1. Syndic Banks to Colonel Hodges . . Hamburgh, June 2. Vice-Consul Pearkes to Colonel Hodges. . Hamburgh, June 3. Yice-Consul Behneke to Colonel Hodges Lubeck, June Page 29, 1847 217 11, 217 3, 218 7, 220 HOLLAND. 16, 92. Consul Annesley to Mr. Bidwell . . . . Amsterdam, July Two Inclosures 1. Abstract from the regulations of the " Zeemans Hoop" Society . . . , . . . . . , 2. Report on the Commercial Marine of North Holland 93. Consul Sir James Turing to Mr. Bidwell . . Rotterdam, August 28, ■ Two Inclosures 1 . Regulations of the " Weldadig Zeemans Fends" (Charitable Seamen's Fund) esta- blished at Amsterdam in 1825 .. .. .. .. .. ,. 2. Regulations of a fund for mariners below the rank of Captain, projected at Rotter- dam in 1847 221 221 223 225 225 228 BELGIUM. 94. Consul Johnson to Viscount Palmerston . . . . Antwerp, 95. Consul Johnson to Viscount Palmerston . . . . Antwerp, 96. Consul Curry to Viscount Palmerston . . . . Ostend, Inclosure Arrets authorizing the establishment of a Merchant Seamen's Fund in Belgium . . June 3, 231 June 5, 231 August 27, 233 233 FRANCE. 99 100. 97. Consul Bonham to Viscount Palmerston . . 98. Consul Bonham to Viscount Palmerston . . Inclosure. Observations on the Commercial Marine of France . . Consul Hamilton to Viscount Palmerston Inclosure. Statement of contributions to the " Caisse des Invalides" Consul Featherstonhaugh to Viscount Palmerston Two Inclosures 1. Nature of the " Caisse de Invalides" . . 2. Remarks upon the state of the British Commercial Marine . . 101. Consul Featherstonhaugh to Viscount Palmerston Two Inclosures 1 . Deposition of * * * 2. Mr. * * * to Consul Featherstonhaugh Consul John TurnbuU to Viscount Palmerston. . Consul John TurnbuU to Viscount Palmerston. . Consul Sir Anthony Perrier to Viscount Pal- merston. . Consul Sir Anthony Perrier to Viscount Pal- merston Three Inclosures 1. Observations on the general subject of Commercial Marine . . 2. Extract of a letter from Sir Anthony Perrier 3. Qualifications for admission to the grades of master of coasting-vessels, and cap- tain of lonsr-voyage ships Consul Newman to Mr. Bidwell Consul Newman to Mr. Bidwell Consul Close to Viscount Palmerston . . Inclosure. Report on the French Marine Pension Fund Consul Scott to Viscount Palmerston . . Two Inclosures 1. Memorandum on the " Caisse des In- valides de la Marine" 2. Memorandum on the Merchant Seamen's Service Calais, Calais, June June 21, 29. • 102. 103. 104. 105. 106, 107 108 109. Boulogne- sur-raer, June 11, •■ Havre, Havre, Havre, Granville, Granville, Brest, Brest, Nantes, Nantes, Charente, Bordeaux, July 8, 235 236 236 237 239 240 40 243 January 26, 1848 246 January 26, 247 January 25, 248 June 17, 1847 248 June 17, 250 Septe.T)ber 3, November 13, ■ 251 251 July July July June June 251 15, 1843 253 253 3, 1847 255 3, 257 17, 258 19, 259 260 261 263 LIST OF PAPERS. rix No. Page 1 10. Consul Turnbullto Viscount Palmerston .. Marseilles, June 29 1847 266 Inclosure Budget of the " Caisse des Jnvalides de la Marine" for 1847 267 HI. Consul Turnbullto Viscount Palmerston .. Marseilles, August 20, 272 Inclosure SPAIN. 112. Consul Clark to Mr. Bidwell .Bilboa, 113. Consul Baker to Viscount Palmerston .. .. Corunna, 114. Consul Brackenbury to Viscount Palmerston .. Cadiz, 115. Consul Mark to Viscount Palmerston .. .. Malaga, 116. Consul Mark to Viscount Palmerston .. .. Malaga, 117. Consul Turner to Mr. Bidwell .. .. .. Carthagena, Inclosure Remarks relative to the general subject of Commercial Marine 118. Consul, Barrie to Viscount Palmerston . . . . Alicante, Two Inclosures 1. Information regarding, the Commercial Marine of Spain . . 2. Observations on the Commercial Marine of Great Britain . . . . . . . . . . ' . . 119. Consul Bartlett to Viscount Palmerston . . Santa Cruz, Inclosure Statutes of the Gremio of Santa Cruz of TenerifFe 120. Consul Bartlett to Viscount Palmerston 121. Consul-General Crawford to Viscount Palmerston 122. Consul-General Crawford to Mr. Murray 123. Consul Forbes to Viscount Palmerston . . Two Inclosures 1. General Statutes of the Corporation of Seamen of St. Jago de Cuba . . 2. Ordinance for the regulation and military government of the matriculas of the sea 124. Consul Lindegren to Viscount Palmerston . . Porto Rico, 125. Consul Lindegren to Viscount Palmerston .. Porto Rico, September 11, • August 5, ■ July 14, ■ Jnly 31, July 31, ■ June 28, ■ June July 18,. 5, Santa Cruz, July 5, ■ Havana, August 5, ■ Havana, August 5,' Santiago de Cuba, September 1 6, July July 10, 10,- 275 275 276 276 27^ 288 288 289 290 291 291 292 297 299 300 302 303 306 310 311 PORTUGAL. 126. Consul Smith to Mr. Bidwell Inclosure Observations on the Commercial Marine . . 127. Consul Johnston to Viscount Palmerston Inclosure J Information respecting the Commercial Marine 128. Consul Stoddart to Viscount Palmerston Inclosure Observations on the Commercial, Marine . . 129. Consul Hunt to Viscount Palmerston . . Inclosure Report on Commercial Marine 130. Consul Rendall to Viscount Palmerston Inclosure Remarks on the Commercial Marine Lisbon, June 28, 313 Oporto, September 20,' 313 314 Madeira, June 12,' 815 315 St. Michael's, " July" 7,' 316 316 Cape Verds, August 18,' 317 319 319 SARDINIA. 131. Consul Yeats Brown to-Mr. Bidwell ., ,. Genoa, June 24,. Two Inclosures 1. Reply to paragraph 2 of circular of May 28, 1847 • 2. Regulations for admission of seafaring men to the benefit of the Chest for the Marine Invalids 132. Consul Craig to Viscount Palmerston .. .. Cagliari, Inclosure Sketch of the existing regulations for the ad- ' ministration of the Sardinian Mercantile ' Marine 133. Consul Craig to Viscount Palmerston .. ... .Cagliari, July 8,' Inclosure Regulations of the ■ Society of St. Elmari at Cagliari, for the benefit of seamen 6 321 321 'July ,8, 322 323 324 326 326 LIST OF PAPERS. ROMAN STATES. No. 134. Consul Mooi-e to Viscount Palmerston ,. .. Ancona, 135. Consul Moore to Viscount Palmerston . . . . Ancona, July July Page 3, 1847 337 3, 337 TUSCANY. 136. Consul Macbean to Viscount Palmerston 137. Consul Macbean to Viscount Palmerston Leghorn, October 22, 339 Leghorn, October 22, 339 TWO SICILIES. 138. Consul Gallwey to Viscount Palmerston Inclosure Scale of full pay and that of retiring pen- sions granted to the Royal Naval Service of Naples . . 139. Consul Gallwey to Viscount Palmerston 140. Consul Goodwin to Viscount Palmerston Inclosure Statement respecting the Commercial Marine of the Two Sicilies 141. Consul Barker to Viscount Palmerston Inclosure Information relative to the Commercial Marine of Messina Naples, Naples, Palermo, Messina, July July July June 5, 5, 21,' 21, 341 341 342 342 343 343 344 AUSTRIA. 142. Consul-General Dawkins to Viscount Palmerston Venice, Three Inclosures 1 . Abstract of Law of the Venetian Republic of 1786, respecting the " Scuola di San Niccolo" . . 2. Abstract of Law of the Venetian Republic of 1786 relative to the Merchant Service 3. Vice-Consul Hill to Consul-General Dawkins Trieste, 143. Consul-General Dawkins to Mr. Bidwell . . Venice, Inclosure Vice-Consul Hill to Consul-General Dawkins Trieste, Juh 345 .. •• 345 .. 347 J-une August 21, 30. 348 348 August 12, 349 144. Consul Saunders to Viscount Palmerston Inclosure Observations on the Commercial Marine ALBANIA. Prevesa, Novem.ber 10, 353 353 GREECE. 145. Consul Wood to Mr. Bidwell 146. Consul Wood to Mr. Bidwell 147. Consul Wilkinson to Viscount Palmerston Inclosure Consul Wilkinson to the Registrar of Seamen 148. Consul Green to Viscount Palmerston . . Two Inclosures 1. Observations on the Commercial Marine of Greece . . 2. Observations on the general subject of the Commercial Marine .. Patras, Patras, Syra, The Piraeus, June 21, . 355 June 21, 355 July 24, 356 January July 8, 1844 357 7, 1847 357 358 358 LIST OF PAPERS. XI TURKEY. No. 149. Consul-Gen. Cumberbatch to Viscount Palmerston Inclosure Consul Calvert to Consul-General Cumber- batch 1 50. Consul-Gen. Cumberbatch to Viscount Palmerston 151. Consul-Gen . Cumberbatch to Viscount Palmerston ■ Inclosure Memorandum on British shipping . . 152. Consul Brant to Viscount Palmerston ,. , Inclosure Observations on the Commercial Marine . . Constantinople August Dardanelles, Constantinople, Constantinople, Smyrna, Page 7, 1847 361 August 7, November 3, • November 3, July 8, 361 366 366 370 372 372 TRIPOLI. 153. Consul-General Crowe to IVIr. Bidwell . . Inclosure Remarks on the Commercial Marine Tripoli July 24, 375 375 ALGIERS. 154. Consul-General St. John to Viscount Palmerston Algiers, June 18, 377 MOROCCO. 155. Consul-General Palmerston Drummond Hay to Viscount Tangier, June 18, • 379 UNITED STATES. 156. Consul Sherwood to Mr. Bidwell 157. Consul Sherwood to Mr. Bidwell 158. Acting Vice-Consul Elliott to Mr. Bidwell 159. Acting Vice-Consul Elliott to Mr. Bidwell 1 60. Consul Barclay to Viscount Palmerston. . 161. Consul Barclay to Mr. Bidwell Inclosure Information relative to the general subject of the Commercial Marine 1 62. Consul Peter to Mr. Bidwell ^ . 163. Consul Peter to Mr. Bidwell 164. Consul Peter to Mr. Bidwell Inclosure Article from the New York "Journal of Commerce," respec>,mg British shipping 165. Consul Peter to Mr. Bidwell Inclosure Article from the " Courrier and Enquirer" 166. Consul Wake to Viscount Palmerston ,. 167. Acting Consul Atkinson to Mr. Bidwell Inclosure Information respecting the Commercial Marine 168. Consul Waring to Viscount Palmerston 169. Consul Molyneux to Viscount Palmerston 1 70. Consul Grigg to Viscount Palmerston , . Inclosure Observations on the Commercial Marine . . 171. Acting Vice-Consul Lingham to Viscount Pal- merston Inclosure Report on the Commercial Marine . . Portland, Portland, Boston, Boston, New York, New York, Philadelphia, Philadelphia, Philadelphia, Northampton, Charleston, Norfolk, Savannah, Mobile, July 23, • Julv 23, ■ July 21, ■ July 21, ■ January ] 6, July 12, . June 12, ■ July 14. • July 14, . 381 381 383 383 384 385 385 387 387 388 389 Philadelphia, July 29, — - 390 October 6, ■ October 25, ■ November 8, August 7, December 13, New Orleans, August 20, ■ 391 392 392 393 393 394 395 395 396 396 TEXAS. 172. Acting Vice-Consul Lynn to Mr. Bidwell .. Galveston, Jfuly 28, 399 173. Acting Vice-Consul Lynn to Mr. Bidwell .. Galveston, j\ily 28, 399 xu LIST OF PAFERS. No. 174. Consul Ussher to Mr. Bid well . , HAYTI. Port-au-Prince, July Page 9, 1847 401 MEXICO. 1 75. Consul Giffard to Viscount Palmerston Inclosure Note upon the present condition of seamen employed in the British Commercial Marine Vera Cruz, August 10, 403 403 NEW GRANADA. 176. Consul Kortwright to Viscount Palmerston .. Carthagena, November 27, 405 VENEZUELA. 177. Mr. Belford Wilson to Viscount Palmerston . . Nine Inclosures 1. Remarks upon the Merchant Sea Service 2. Ml- Belford Wilson to the Registrar of Merchant Seamen 3. Circular to British Consuls and Vice- Consuls in Venezuela . . 4. Mr. Belford Wilson to the Registrar of Merchant Seamen 5. Vice-Consul Mathison to Mr. Belford Wilson. . 6. Vice-Consul Mackay to the Registrar of Merchant Seamen 7. Vice-Consul Lord to the Registrar of Merchant Seamen 8. Report by Vice-Consul Mc Whirter 9. Report upon the general subject of the Commercial Marine of Great Britain, by Vice-Consul Riddel . . Caracas, July 15, 407 .. .. 407 Caracas, January 4, 1844 409 Caracas, June 26, 1843 411 Cai'acas, June 1, 1844 415 Angostura, May 4, 416 Maracaibo, March 20, 416 La Guayra, Puerto Cabello, March May 28, 417 20, 417 La Guayra, June 30, 418 PERU. 178. Consul-General Barton to Mr. Bidwell . . Lima, Inclosure Vice-Consul Bunch to Consul-General Barton Callao, September 3, 1847 423 ■August 28, 423 BRAZIL. 179. Acting-Consul Westwood to Viscount Palmerston Rio de Janeiro, July 31, 427 Inclosure Remarks on the Commercial Marine 180. Consul Porter to Viscount Palmerston . . . . Bahia, 181. Consul Porter to Viscount Palmerston . . . . Bahia, 182. Consul Cowper to Viscount Palmerston .. Pernatnbuco Inclosure Observations on the Commercial Marine . . 183. Consul Ryan to Viscount Palmerston .. .. Para, Inclosure Suggestions relating to the Commercial Marine . . 434 September 11, September 11, August 23, September 21, 427 430 430 431 431 434 PAPERS KEMLTING TO THE COMMERCIAL MAKINE OF CHEAT BEITAIN. PAKT I. ^JTo. 1. Mr. Murray to Viscount Canning. My Lord, Foreign Office, January 1, 1844. YAEIOUS circumstances have led me to reflect upon subjects connected with the Commercial Marine of this country, which subjects have lately engaged the attention of Her Majesty's Grovernment and of the public, in consequence of ihe proceedings of the Shipwreck Committee. I have ventured to think that I might be excused for taking the liberty of 'Offering a few observations and suggestions upon this matter, and I request that your Lordship wiU do me the favour to lay them before the Earl of Aberdeen. My position in this Office, and acquaintance with various persons connected with mercantile shipping, as also with Captain Fitzroy, who introduced into the House of Commons a Bill for the Examination of Shipmasters, brought to my knowledge several things which led me to a conviction that Her Majesty's Grovern- ment had not been made fully aware of the detriment caused to the Commercial and Shipping interest generally of this country, by the manner in which those .interests are regulated, and in which the Shipping Trade is carried on. With a view to obtain from various places in Europe and America informa- tion upon this subject, I addressed a private letter in July last to several of our Consuls, with whom I was personally acquainted, requesting them to furnish me with such information. The Letter and replies are hereunto annexed. I gather therefrom, — 1st. That the character of British shipping has declined, and that the character of Foreign shipping has improved. 2nd. That there is not sufficient control over British shipmasters and sea- men, either at home or abroad ; while foreign vessels are subject to considerable control. 3rd. That there is no system of regular education for the merchant sea- service of Great Britain, but that in foreign countries this matter is much attended to. 4th. That the sort of education which a British subject receives, when training for the higher grades of the merchant sea service, does not suffice to qualify him* to represent, with advantage to the merchant by whom he may be employed, that merchant's interest ; and that he may often neglect those interests when the merchant may never become aware of the fact. * What is wanted is not merely a study of navigation and seamanship, but a thorough know- 'ledge of ship's husbandry, and of the stowage of cargo ; and further, of exchanges, and other com- mercial information which would qualify a Master to act, if necessary, as the representative of his -employBT in the character of merchant. iChe person, in command of a ship,. is in law, considered the representative of the owners of the property on board. B 5tli. That a merchant has no means of ascertaining, Avith any degree of accm-acy, the character and capability of shijDmasters or of seamen, and depends, for the safety of his propert}-, upon his insurances. 6th. That by doing so the merchant assists in injuring the general character of the merchant sea service ; and that it is scarcely to be expected that if a merchant can protect without difficulty his individual interests, he will take much thought and trouble about the public interest and general good. I deduce from the above that some new system is requisite, for the benefit of British interests generally, in order to remedy the existing defects, and to keep up the character which G-reat Britain has for years maintained of supremacy in commercial navigation and commercial enterprise. I venture to suggest that this desirable result might best be secured by the establishment of a Board or Department of Commercial Marine. The grounds for this suggestion are as follows : — Experience proves that when one matter has to be dealt with by many departments, and when there is no one department to which all can refer, many ihings may happen which might affect the general system, but of which several of the departments are neces- sarily ignorant, and with which, perhaps, they may have apparently but little direct concern ; the custom thence grows up of each department dealing with the matter simply as it affects the business of that department, and not as it regards the general interests of the country — a point of extreme importance in the matter of the Commercial Marine. For instance, if the recommendation of the Committee of the House of Commons on Shipwrecks, that shipmasters should be examined, were acted upon simply in pursuance of that recommendation, and without reference to tlie general and commercial interests of the country considered in all their bearings, much that might advantageously be introduced into the regulation might be omitted, or might be so imperfectly laid down, that although the end contem- plated by the Shipwreck Committee — diminishing the number of wrecks, and thereby preventing- the loss of life — might in some degree be accomplished, the "trade" and the character of the Commercial Marine might not, in other respects, be benefitted to the extent that is practicable. And if a proposed law were left — as it is conceived that, under the present arrangement, , bills often must be — to be drawn up by one department which is only partially concerned in the operation of the law, or by one individual who knows no interests but those of. the department by which he is employed, it may not unreasonably be inferred that aU the interests affected in one way or the other by the enactment are not dealt with with that advantage which they would be by a Board in which aU the interests were concentrated, and to which all the departments and the public could refer. Moreover, the want of such Department or Board is not only felt in the preparation of a new law, but very materially in the subsequent process of acting upon it. For instance, many departments may be concerned in its operation (nine are concerned in the Merchant Sea Sendee Laws) . There is no central board to point out to each department how each can best act to ensure the success of the whole object of the law. Each department is left to find that out by itself, and in so doing looks merely, to those interests Avhich are more especially com- mitted to its charge and to its own convenience. This subject might be much enlarged upon ; but it may be unnecessary to say more than that the argument applies to every branch . of the Commercial Marine, and particularly to the Merchant Seamen's Act (5 and 6 WiU. IV., cap. 19), which is: found by experience not to work well, and which Her Maje'sty's' Government propose to amend in the ensuing session — but in the operation of which law the Foreign andithe Colonial Offices, as well as the Admiralty and the Board of Trade, are very materially concerned. The Committee of the Privy Council for Trade appears to be the office to which the mercantile community naturally look in regard to everything relatino- to trade, whether on shore or at sea, and it is to the head of that department that the commercial public would probably always be inclined to look for protection and information. If, therefore, the same Committee of the Privy Council assisted by officers or commissioners specially adapted to the management of a Trading Marine Department, were also appointed a Board or Department of Commercial Marine, and, if, necessary, assisted fiirther by a sub-board, composed 3 of members sent from each, department, who should be required to explain all matters relating to the subject as regarded their own department, though not otherwise to interfere, it is submitted, with deference, that in this manner means might be found at all times to arrive at the fullest information, or the speediest and most correct decision on the best method of advancing the prosperity, or of otherwise promoting oi: guarding the interests of British shipping ; and without hurrying forward any measure which might with advantage have been more fully considered. , If, however, it be thought premature to establish such a Board or Depart- ment at once, a Commission might be formed to take the subject "into considera- tion, and report thereon to Her Majesty's Government. (Signed) ' JAMES MURKAY. P.S. — In order to show the effect of a special education of shipmasters, and the effect of such education on trade and shipping interests, I beg to mention a fact told to me by Captain Fitzroy, that Mr. Edward Main Chaffers, a Master of the Eoyal I^avy, had made himself so proficient, not only in navigation and sea- manship, but in his knowledge of winds and currents, and in what latitudes to cross longitudes, &c. that when he went out to Wellington (New Zealand) in command of the IJf ew Zealand Company's ship " Tory," he performed the voyage out from England in ninety-three days, and the voyage home in ninety-one days, being the quickest passages that ever have been made; four and five, or even six months being not unusual. J. M. B2 No. 2. Mr. Murray to Parties abrttad. My dear Sir, Foreign Office, July 1, 1843. I AM anxious to obtain any information which your long experience may- enable you to supply me with respecting the character and conduct of British shipmasters and seamen, and I shaU be exceedingly obliged to you for any com- munication upon this subject. I am particularly desirous of gaining information in regard to instances which have come under your observation, of the incompetency of British ship- masters to manage their vessels and their crews, whether arising from deficiency of knowledge of practical navigation and seamanship, or from moral character, particularly want of sobriety ; also, to the different conduct of crews, according as they are commanded by good or incompetent masters ; showing, therefore^ the advantage, as regards preserving the character of British seamen, of their being commanded by a class of persons who should combine with skill in their profession, a knowledge of the means of properly maintaining authority on board their ships. My object is to show the necessity for authoritative steps on the part of Her Majesty's Government to remedy what appears to be an evU detrimental to, and seriously affecting the character of, our Commercial Marine, and therefore advantageous to foreign rivals, whose merchant-vessels are said to be exceedingly well manned and navigated. I am, &c. (Signed) JAMBS MURRAY. AifSWERS TO THE FOREGOIIsra LETTER. (No. 2.) RUSSIA. No. 5. Sir Edward. Bayn^s to Mr. Murray. My dear Sir, St. Petersburgh, July 28, 1843. OJSr perusal of your letter of the 1st instant, I felt that I could not better forward your object than by referring the questions relative to the qualifications and conduct of merchant shipmasters, &c., to Mr. Booker, at Cronstadt ; who, besides being Yice-Consul at the shipping station, possesses the experience of a close contact with the master and crew of every British vessel that has resorted to this port during the last half century, in his private capacity of Mercantile Shipping Agent to the Factory. I herewith inclose to you the answers I have received from Mr. Booker ; and have only to add, that all the persons concerned in trade, with whom I have ■ conversed on the subject, are unanimous in thinking that the interposition of the Legislature for the purpose of regulating the qualifications of shipmasters and mates of the Commercial Marine would be highly desirable ; but it should at the same time be borne in mind, that this measure, though unquestionably useful in many respects, would not be sufficient to secure a superiority in com- petition Avith foreign vessels, whose real advantage consists in the cheap rate at which they are navigated compared with our own. I am, &e. (Signed) EDWARD S. BAYNES. Inclosure in No. S. Vice-Consul B'Qoker to Sir EAward Baynes. My dear Sir, Cronstadt, July 11, 1843. OIsT commencing a reply to your obliging letter of the 1st instant, though the task is most pleasant, I do not find it so easy as I expected, especially as I do not keep any diary of the passing events of the day ; and the little troubles and vexations arising from the casual crosses in the loading and clearing of the ships in and out, pass away like unavoidable accidents, and are no more remembered. Before I open on any want of conduct on the part of the masters and men of our Mercantile Navy, I must say, for their honour, that, to the best of my recollection, during the course of th© experience of fifty-nine years, only two masters were sent over to Oranienbaum for trial ; and the accusation was that they had obstructed a custom-house officer in the execution of his duty, and were liable to a flse of 500 roubles (silver), but were both acquitted. We had also two men sent over for trial : the one^ — why, I cannot remem- ber, but he was (fofeaiBed thiere a long time, though I think it was for theft ; and the other for the obstruction of a custom-house officer in his duty, which having been proven, Ms imprisonment was viewed as a punishmejat adequate to his erime, Ako, abouft fourteen or fifteen years ago, we had two masters of ships, British subjects, arrested for smuggling; the one commanded a ship wadfer Britkb, ami ti® other tmder Russian colours, and both were canflscated. 6 EUSSIA. Of the captains, the former was confined a considerable time and the latter CSC£IT)6Q. The above comprise all the serious matters we have had during the course of fifty- nine years, and, 'bating the smuggling concern, were of little moment ; and two would have been unnoticed but for the pecuniary punishments. Averaging 500 ships a-year for 59 years, makes 29,500 ships and masters, and 10 men to each ship, 295,000 men, the circumstances I have detailed do not merit a thought, and many more crimes and faults are committed by an equal number of landsmen. I cannot give an adequate opinion of the competency of our masters in practical seamanship and navigation, as I am ignorant of these sciences ; and all I can say is, that they find their Avay from England and back again ; and many " east-country captains," as they are called, and viewed one degree above the colliers, navigate the Mediterranean, and even go round the world. With regard to the accidents which take place, they fall to the lot as often of the educated as of the ignorant. The complaints of the crew are rare, considering the number I have to deal with, and sometimes, nay, often, unreasonable ; and though most trouble- some, and taking up a great deal of time, are mostly family disputes. JEducation, the necessity of being examined, and the natural reflections created by study, would, past all doubt, tend, in some measure, to curb the violence of passion and the irregularities of temper in the commanders and the , mates ; for, at present, the management of the crew rests on the untaught goodness of head and heart, not of the captain alone, but especially of the mate, who is actually the man who has the detail of that department in his hands, and on whose steady considerate conduct much depends. A day or two ago I had a complaint of bad provision, and a sample was brought me by the men. The captain was then requested to bring his sample, which I passed through five waters, during the night and day I had it in soak. I then had it boiled, but the smell was enough to turn one's stomach. After showing it to Mr. * * *, in both states, to strengthen my decision, I declared it unwholesome and unfit for use. The men were satisfied on every other point with their captain, save this bad beef. Drunkenness is, certainly, the principal failing among seafaring people ; but it is a rare circumstance that a master is unfit to clear his ship, either inwards or outwards, and it does not happen above two or three times in the year, in which case I get hold of the mate, and no stoppage ensues: and in the interme- diate time, while the ship is loading, the master, if the worse of liquor, avoids the office. I know, comparatively speaking, but very little of a captain's private life, as my business is so weU arranged in detail, that a master, in many instances, need only report his ship on arrival, and clear it out before departure, without coming to the office, as every message and advice is delivered on board, in writing, and an answer taken, if required ; and I have one clerk at the Mole- head, and another at the Custom-house, to assist at those points. The crews behave hke too many common Englishmen, — take their glass freely when they can get it, and seU or pawn their clothes when they have no money, get into scrapes on a Sunday night, and are brought before me on a Monday, lectured and discharged, provided their conduct has not been so bad that their arrest lasts three days, or demands a trial; but, as before said, nothing serious has occurred. The only .very serious jobs I had was one, several years ago, when fifty men, belonging to a frigate, got liberty to come on shore at once, and then we had a regular row to quiet, in which myself and several of my clerks were forced to assist the police during the best part of the night. Another serious disturbance happened on a Sunday, and a pitched battle took place between the natives and our sailors. Fortunately, I had to pay a visit that evening, and on seeing the fray, drove my calesh right into it, sepa- rated the parties, and got all our men into their boats and off. I^ext morning a foreign sailor was found, close to the shore, drowned. For my successful exertions that evening, I got the thanks both of the Grovernor and the Police Master, especially for quelling the riot without the assistance of soldiery or pohce. Your idea, that the masters of merchantmen, and mates, should be regu- EUSSIA. 7 larly examined, is most excellent, and must be useful, as it is followed by Prussia, Denmark, Sweden, Lubeck, Hamburgh, Bremen, France, and, I am told, Genoa. To confine our remarks to Prussia : a seaman, when he wishes to pass as mate, must, before examination, go to school for a year, and then be examined. He then, if not rejected, passes into one of the three classes, first, second, and third. The last is confined, in the range of his navigation, to the East Sea, and as far as the Coast of Iforway; the second extends his course as far as the Land's End of England ; and to the first, the world is open. A mate must serve three years in this capacity before he can apply for examination as master ; and those of the first and second classes are alone eligible to advance this step. On inquiring of a Prussian captain if anything was taught independent of navigation, he answered in the negative, but added, "at least, we learn how to conduct ourselves to our superiors, and how to command our inferiors," — and this is a lesson beyond all price. In case of habitual drunkenness, a sailor is not admitted to examination, and consequently cannot rise. This is all that strikes me at this moment, and remain, &c., (Signed) JOHN BOOKEE. ISo. 4. Consul Whitehead to Mr. Murray. My dear Sir, Archangel, July ^f, 1843. I HAVE to acknowledge receipt of your letter of the 1st July, the perusal of which afibrded me great pleasure. The subject on which you desire information, viz., the character of British shipmasters, is one which has frequently pressed itself upon my observation. In the greater number of cases of dispute between shipmasters and their crews, the causes might be traced to incompetency on the part of the master, generally; to a want of moral character, without which it is scarcely to be expected they should command the respect of those under them. Some instances have occurred, — ^but these are fortunately comparatively rare, — ^where gross ignorance of almost everything save the practical knowledge necessary to navigate a ship, combined Avith arrogance and habits of intem- perance, have rendered shipmasters almost insupportable in their conduct towards their crews, and a disgrace to their country. A great proportion of shipmasters are respectable men, and well qualified to fill the situations they hold, with credit to themselves and their country, and it is very rarely that disputes or quarrels arise on board vessels under their com- mand; these do not occupy a prominent position as regards the subject under consideration ; whilst those whose want of character causes disobedience and complaints are necessarily thrown into the foreground, and tend to injure the reputation of the class to which they belong. This summer, up to the present day, thirty-five notes of surveys on British vessels, made out by shipmasters, have been presented to me to be certified; these, with the exception of three or four, were miserably indicted, and the orthography was in keeping with the composition. Indeed, in many, I had almost said most, cases of dispute on board ships, I have found the sailors express themselves better than the masters. Within the last few years there is a marked improvement amongst the crews of British ships as to sobriety. Drunkenness is by no means so common as it was ; a better general state of health prevails, and may, I conceive, be mainly attributable to this. Doctor Mackenzie, who attends to the British shipping at this port, concurs with me in this opinion. As far as my observation goes, German shipmasters, as a body, are very respectable, and a more quiet class of men than our own, and I believe that dis- putes are comparatively rare on board their ships; but I have had so little experience amongst them that I advance this opinion with caution, Shipmasters commanding Russian ships of commerce are almost exclusively of German extraction ; the portion of their crews consisting of native Russian sailors, is. I believe, exceedingly troublesome, — habits of intemperance being very general amongst them. RUSSIA. As regards our own Commercial Marine I have no doubt any regulation of Her Majesty's Government tending to prevent persons who are incompetent (whether from lack of skill or character), from being appointed as shipmasters, would create lively satisfaction wherever the British flag is seen. I am, &c. (Signed) JOHJS^ WHITEHEAD. S"o. 5. Consul Baker to Mr. Murray. My dear Sir, Riga, August 1, 18*3. , IT will afford me great pleasure in replying to your letter of the 1st July as fully as in my power ; and no one will more rejoice than myself, if measures, shall be taken for the improvement of the masters and petty officers of our Mercantile Marine, which is now in a deplorable condition. As I am of opinion that good and steady officers will invariably produce good crews, I shall confine my present remarks to shipmasters and mates. During my residence in Riga, I have had occasion to remark the conduct of several hundreds of British shipmasters, and, of course, have found amongst them many most respectable men, in every way qualified to command their respec- tive vessels, with credit to themselves and benefit to their employers. !N^umerous instances to the contrary have also unfortunately come under my notice, and in which I have found them wholly unfitted for this responsible situation, proceed- ing principally from want of sobriety. I am unable to speak as to their know- ledge of navigation and seamanship ; but, as regards mates of British vessels, it is proper to state, that in more than one instance where the master of a British vessel has died abroad, the chief mate, whom I have desired should succeed to the command, has voluntarily come before me and stated his utter incompetency to take charge of the vessel on her return voyage, from his ignorance of naviga- tion and the requisite duties of a shipmaster ; — a most disgraceful state of things' at all times, but which might be attended with fatal and disastrous results to the' crew and vessel, if during the voyage, while at sea, by any casualty to the ship- master, the officer next to him in rank was suddenly called upon to assume the command. The sole object with British shipowners in the Baltic trade, appears to be, • to officer and man their vessels at the cheapest rate. The only qualifications they deem necessary in a shipmaster are, that insurance can be obtained upon a vessel placed under his command, — and the lowest possible rate of remuneration for his services. The journal of this Consulate, I regret to state, affords several instances where the Consul has been compelled, on the representation of the consignees, to take from shipmasters the command of their vessels in a foreign port, and to appoint another master for the return voyage — their constant state of intoxication rendering them wholly unfit to carry on their duties. It is with no Uttle surprise I have subsequently heard that these shipmasters have in every instance again procured similar appointments, thus affording them another opportunity of endangering the lives and property of those so wantonly and criminally placed under their authority. Cases have also occurred where the shipmaster has, during a fit of intoxication, driven ashore several of the crew ; and on their making complaint to the Consul of such conduct, the shipmaster has been incapable, from drunkenness, to appear before the Consul, and yet he possessed no power of punishing or noticing this scandalous behaviour, as, pre- vious to the departure of the vessel, they would again be taken on board, and thereby compromise this illegal conduct. The journal of this Consulate will also present numerous instances where the chief mates of British vessels have been imprisoned, under the local laws, for riotous and drunken conduct in port, entic- ing seamen and apprentices to follow their evil example, and thus effectually putting an end to aU control and good order. I am sorry to state that, in my opinion, the British Commercial Marine is at present, in a worse condition than that of any other nation. Foreign ship- masters are generally a more respectable and sober class of men than the Briti^. I have always been convinced that while British shipowners gain by the more RUSSIA. 9 economical manner in which their vessels are navigatedj that they are great losers from the serious delays occasioned while on the voyage, and discharging, and taking in of cargoes, growing out of the incapacity of their shipmasters and their intemperate habits. I have had occasion to remark, while Consul in the • United States,^ that American vessels in particular, will make three voyages to two of a British vessel, in this way having an immense advantage over their Bri- tish competitors, and also from their superior education and consequent business habits, obtaining better freights and employment for their vessels on foreign exchanges. It appears to me that much of the present evil has been brought about by the almost entire withdrawal of the British shipmaster from the control and surveillance of his Consul, when abroad. With the largest Commercial Marine in the world, the British Consul possesses less authority or power over ship- masters than the Consuls of other nations. I am aware that, with the view of reducing the expenses of British shipowners abroad, that Government has gradually dispensed with the necessity of applying to the Consul for any docu- ments except such few as are strictly notarial. Although in this way ship- owners have been relieved from the payment of a few trifling fees, yet, in my opinion, they are now worse off by the present wretched condition of their vessels. In the French Merchant Service, where the vessel is, while in port, constantly under the control of its Consul, and where the fees of ofiice for aU duties performed are very high, I have never heard either the one or the other complained of. The superior condition and character of the French Com- mercial Marine may, in a great measure, be attributed to this strict surveiQance on the part of the Consul. The same beneficial results might be obtained for British shipping by adopting the same course, and requiring, should the levying of fees be objected to, that the services of the British Consul should be gra- tuitous. No ofiicer, with the good of the Consular service and the benefit of his country at heart, could complain of this return to the former effective condition of our Mercantile Marine, although at increased trouble and expense to him personally. At present a British shipmaster is only compelled by law, on arrival, to lay before the Consul the shipping articles or agreement with his crew. Without the necessity for the production of this document, a British shipmaster could now arrive and depart without even the fact of his having done so being known to the Consul at the place of his oflicial residence. Even the compliance with this form is often neglected, and shipping articles are most commonly presented illegally prepared, and, on departure, occasionally left by the shipmaster in the Consul's custody. Although I have frequently reported these illegal proceedings, yet no steps ever having been taken in England for the punishment of the offenders, they suppose that there is no intention of carrying into force the present few and inadequate laws for their government ; and they are daily becoming more careless and inattentive about them. I have had occasion to report, officially, the illegal shipment of foreign lads as appren- tices in British vessels, to the serious injury of our navy. British shipmasters finding that no measures have been taken to put a stop to this violation of the Act of Parliament, now persist in such infraction, and pay not the slightest attention to the Consul's remonstrance, stating, that no objections or difficulties are made in England to these practices, and therefore they have no occasion to pay the slightest attention to their Consul's complaints. I beg to inclose you a most interesting document with respect to the conduct and character of British shipmasters) in which I fuUy concur. Have efiScient Consuls abroad ; arm them with sufficient authority, providing at the same time all proper checks against its abuse ; let them be properly supported by the different authorities at home ; and, with shipmasters of character and sobriety to command, I am convinced we shall again have good seamen, and that our Mercantile Marine will once more take its proper place with that of other countries. Believe me, &c. (Signed) JAMES BAKER. G 10 RUSSIA. Inclosure in ISo. 5. The Merchant Service. To the Underwriters at Lloyd's, London, the Association of Underwriters at Liverpool, and the Underwriters at Glasgow. Gentlemen Bombay Chamber of Commerce. I AM directed by the Committee of the Chamber of Commerce to bring to your notice the opinion entertained by the members of the association as to the incapacity of many of the masters and officers of the vessels trading between Great Britain and this port. , . . With regard to commanders, the Committee would observe, that it is not on the score of professional incompetency they have to complain ; _for,_ without possessing the qualifications necessary to the management and navigation of a ship, few ever obtain a command ; but they think that these qualifications are now' the only ones required by the master, and that some assurance of his prudence, humanity, and ability to govern, and, above all, of his sobriety, should be obtained from those who could speak as to these points previous to his assuming so important a position. The frequency with which riots and disturbances occur on board ship is no doubt attributable, in a great measure, to the despotic and tyrannical conduct of some commanders, who, although they may be good seamen and navigators, are altogether unfitted properly to manage and control their inferior officers and crew. An unfortunate addiction to habits of intemperance on the part of captains is also not unfrequently the cause of insubordination. There are, of course, exceptions, and the Committee have no wish to pass a sweeping censure;, but the instances of incapacity that have come to their knowledge are so numerous that they cannot remain silent on the subject. When a merchant ship is at sea the captain is necessarily invested with limited powers ; he is without control, and though he is just as much amenable to the law for any acts of cruelty or crime he may commit as though he was resident on shore, yet the nature of his situation offers many facilities for concealment, or for suppression of evidence, and punishment appears remote and uncertain. These considerations do not, perhaps, prompt the commission of crime ; but they doubtless exercise considerable influence over commanders who have earned for themselves the epithet of " severe." Discipline on board a vessel is undoubtedly essential to the preservation of order ; and the captain who, by laxity and carelessness, should tempt his crew to commit disturbances, would be just as culpable as the commander who, by opposite conduct, produced the same result ; but there are some men who, having got into possession of power, see no bounds to its exercise, and love to display their authority on every petty occasion ; who, by acts of insult, oppression, and iU usage, outrage the feelings of their officers and crew, and who, weakening by those means the obedience of those beneath them, contribute to the creation of serious riots and mutinies, which often endanger the safety of aU concerned. The Committee have not alluded to the unhappy condition of passengers when placed in a vessel of this description ; for, fortunately, few ships carrying passengers are ever thus commanded. Still, when it does so happen, it wiU be acknowledged that their situation must be miserable in the extreme. To point out the remedy for the evils existing would be supererogatory ; the Committee merely desire to represent these evils, which must be felt by you in a far greater degree than by the merchants in this country. "With respect to officers they would beg to state, that several cases have recently come to their knowledge, where, in consequence of the death of the commander of the vessel, the charge of navigating has devolved upon the cMef mate, who has been found utterly incapable of undertaking such charge. In few. of these, fortunately, was any considerable injury sustained ; but it is hardly necessary to point out the serious risk to which life and property are always exposed under such circumstances ; and they would hope that some measure will be taken to insure for the future the shipment on board vessels of at least one officer competent to navigate and take charge of the ship in the event of any accident to the commander. RUSSIA. 11 The Committee have deemed it their duty to hring the suhject prominentfy to your notice, in the strong hope that it will obtain the serious consideratioii of all interested in the commercial prosperity and honour of our common country ; for they cannot but feel that, from the increase of the evils adverted to, property is exposed to increased dangers, and the character of our seamen and countrymen to the unfavourable comments of foreigners. I have, &c. (Signed) T. J. A. SCOTT, Acting Secretary. Fo. 6. Consul Wright to Mr. Murray. My dear Sir, Wiborg, July 2%, 1843. IK reply to your letter of 1st July I can only state that, since my being nominated Consul at this port, there has been no instance of the incompetency of shipmasters to manage their vessels or their crews, except in one instance, and that was entirely owing to the false measures adopted by the master to enforce his authority. The principal part of British shipping arriving at this place are steady old traders, the crews of which in a great part belong to the Temperance Society ; and, w^re it otherwise, the vessels are so quickly despatched, that there is little or no time for the seamen to indulge in intoxication. I am, &c. (Signed) MAECUS WEIGHT. m. 7. Consul- General Yeames to Mr. Murray. My dear Sir, Odessa, December 1, 1843. I HAYE the pleasure of acknowledging the receipt of your letter of the 1st July, which arrived during my late absence from my post. If, in answer to your inquiry, I at once state that it has long been my opinion that British shipmasters fall very far below the character which the important national interests that are staked in our Commercial Marine require, I beg it to be understood that my reflection is strictly confined to the numbers which frequent these ports, and that among these too, I have known many very respectable and unexceptionable persons. It is further my opinion that, with the same limitations, our shipmasters are inferior in knowledge and conduct to those of some other flags, and par- ticularly of the Austrian, who have come most under my observation. The general want of education is undoubtedly prejudicial to discipline in our ships ; for the little distinction in attainments between masters and their seamen, inspires the latter with contempt. In the frequent riots that occur and in the matters of complaints made, I have, in my experience of twenty-five years, found the blame to lie with the masters as often as with the men • and perhaps all the cases may be attributed indirectly to their moral deficiencies. Some of these shipmasters are shamefully illiterate, so as not to be quahfied to do justice to the interests of owners, in common transactions that occur in port. From ignorance they are disposed to surliness, and even a hostile spirit ; and freighters are better pleased to have to do with foreign shipmasters, who show more good-will, and who better understand the common interest of all the parties concerned. There is, too, an impression here (and certainly among aU the foreign merchants), that British shipmasters are indifferent to the condition of their cargoes, and careless of their preservation, which is prejudicial, at the least, to our interests in the carrying trade. Of their seamanship I am not competent to form a decided opinion. Our shipmasters have here the reputation of being the best seamen ; but of a surety C2 12 RUSSIA. their title to it will be improved by more instruction than they now have in the science of navigation. I must again say, in exception to the harsh reflections above stated, that many masters regularly frequent these ports, who are highly esteemed, that their ships are sought for in preference to others of the same standing, and that their crews give no trouble ; while I have ever observed with disorderly crews, masters deficient in education or moral conduct. I could give names, but am not prepared to bring forward individual instances. My observations on our shipmasters proceed from the experience acquired in a long series of years ; and I have always thought it of urgent necessity that the character of the class should be raised by some authoritative measure. I am, &c. (Signed) JAMES YEAMES. 13 SWEDEN. Consul Liddell to Mr. Murray .^ My dear Sir, Gottenburgh, July 25, 184:3. I HAVE considered the subject of your letter of July 1st, in which you ask for any information that I can afford, respecting the character and conduct of British shipmasters and seamen. As to instances of the incompetency of shipmasters to manage their vessels and crews I have not had any so grave and striking as to have induced me to act or to record them officially. Some years ago the lights on this coast were, owing perhaps to my representations to Lord Bloomfield, much improved, and wrecks becatiie less frequent. An inquiry into the conduct of all on board a lost ship may be desirable, but it is difficult. The wages of the seamen having ceased, subordination is at an end ; a few of them witness the protest, — an agent transacts the business of the concerned, — and I have to provide for the crew. N^ow, such a common misfortune generally unites the master, mate, and a portion of the crew, and hostile evidence of the malcontented portion must be tegarded with suspicion. Insurance is to be recovered, accounts are to be regulated and allowed, and it may be the interest equally of those abroad and at home, to conceal that which ought to be published. I do not doubt that many wrecks have arisen from incompetency, moral and professional, of shipmasters, and some, but not so many, from bad conduct of crews. . In regard to the master I have observed, that sober, steady behaviour, with kindness to the men, and the true qualifications of a navigator, will, in the case of most crews, gain their respect, and probably reform or control the majority, so as to render the whole body useful and obedient. The master of a Hull trader, now here, has made constant voyages during the last twelve years to and from this port, has often been long detained in winter, and yet 1 have not had a single complaint, on his side, against the seamen, or on their side against him as master. Another master of a regular trader has had men in the hospital, and men in prison, and has given me much trouble. I may notice that the crews and sometimes the masters of small Scotch vessels are infamous for drunkenness and irregularities ; and that whenever large numbers of shipwrecked seamen tave been on my hands, their offences and disorders originated in habits of intoxication. A good shipmaster is likely to procure or to make a good crew, and I should be glad to see shipowners concur with Her Majesty's Government in some measure by which no man should obtain a command unless qualified. There may be jealousy of interference, as relations of owners and part owners, not at all qualified, as I have heard, do obtain the command of vessels. AUow me to remark, that there does not appear to be, in Act 5 and 6 of William lY, cap. 19, or in any other Act before me, a clause to regulate the number of able seamen according to tonnage : hence, and from the introduction of the patent windlass, our vessels are under-manned, which is surely no trifling evil, and should be prevented. The last paragraph of your letter refers to what is said of the higher cha- racter of foreign rivals, as compared with that of our shipmasters and crews. The crews of Swedish ships are, I dare say, more orderly and better conducted 14 SWEDEN. than British crews ; but Swedish seamen, not being numerous, are well known and readily selected, while the master has, I am informed, an authority over them defined and sufficient. When out of Sweden they are apt to desert for higher wages. r • A Swedish shipmasters have now the benefit of a complete course oi mstruc- tion, and they pass an examination and obtain a certificate of approval. This course occupies a year, and there is also a course for mates. In practical seamanship I incline to think that British masters are superior. Of one thing I am satisfied, namely, that our shipmasters are not enough paid and encouraged ; and I may add, that if our Mercantile Marine has really suffered in the estimation of the world, the cause maybe found at home, in excessive and absurd competition. I shall have great pleasure in supplying any omission or explanation which you may request from me. Personally, as a Consul, I do not condemn our masters, with whom I have had few disputes or misunderstandings ; they are a class worthy of protection and improvement. I have &c. (Signed) ' HEI^RY THOS. LIDDELL. Ko. 9. Consul Liddell to Mr. Murray. My dear Sir, Gottmtburgh, September 2, 1843. IN" July I had the pleasure to reply to your letter of the 1st, and I said, in effect, that the conduct of the shipmaster will influence very much that of the mate and crew. There can be no doubt, that a master who knows his duty, and is determined to perform it, will look out for a mate and crew, in his opinion, likely to perform their duty. Yet a master, otherwise qualified, may be careless, a bad judge of qualifications, and not zealous in the service. The master of a HuU trader, on July 26th, complained to me of the sulky refusal of his mate to take any part in the work on board. Having advised the master, I inquired how this mate, who could neither read nor write, had been engaged. It appeared that he had been engaged in a public-house, without previous acquaintance, went in the vessel to Dunkirk and back, and then on to this port. I could not but hint to the master, that, with the choice of a mate, he had the responsibility of making a good choice. It happened that the son and partner of the owner was here, and from hini I learned that the selection of a mate is generally left to the master. This gentleman did admit that a mate should be able to read and write, and to assume the command in case of need; adding, that they were fortunate in vessels, and had few accidents. I observed that insurance could not be fairly claimed for the loss of a vessel in which the mate had quaUfications not higher than those of a man before the mast. Here was a mistake, and yet the owners are most respectable and intelligent. Our merchant seamen are picked up as they may be found. On discharge, no written certificate of character is given ; on re-engagement, of course no such certificate can be required. How can the good or bad character of a man be knoAvn ? certificates may be false, incomplete, not well drawn up ; but they have been useful in the Eavy, and they might, I imagine, be tried in the Merchant Service. At present a seaman has nothing to show that he is British ; abroad he declares that he is, and the Consul takes his word or not. A certificate should have on it age, birth-place, name, any personal pecu- liarity, and the signature, if he could write, of the seaman ; next, and more important, some account of his service, behaviour, and cause of discharge. There might be abuses : the cause of discharge might be maliciously stated, and the man shut out of employ. I should desire a certificate so contrived as' to be, on the one hand, a document of protection and encouragement, on the other, of considerate disapprobation. The question of wages is a question which I leave ; that of the mode of hiring seamen is, perhaps, of as much consequence. In the trade of the North of Europe, men are engaged out and home. The vessel is lost, and the men SWEDEN. 15 are sent home, not by tlie owner, but by the Consul. Or, a man gets sick late in the autumn, while loading wood at Gottenburgh, he has been badly fed and badly lodged (our timber vessels leave too small space for the crews often), the master hurries him into the hospital, and the vessel sails. Should he recover, I am to deduct the amount of his wages, if any, from the hospital expenses, and to send him home an absolute beggar. I have had cruel cases of the kind. !N"ow it does occur to me, that a specific term of service, say six months or one year, or even for the voyage out and home^ during which the owners should be compelled by law to pay after a certain rate of wages (happen what might), would greatly benefit seamen, and eventually, the owners themselves. We should not then hear of blackguard mixed crews of all nations, and aU charac- ters, which sometimes disgrace our flag. The best men would be found, and the plan of issuing certificates would facilitate matters. I had much trouble, a few years ago, with the mixed crew of an iron ship, the * * * ^ under average, bound from Liverpool to Russia, having just before arrived from the East Indies. The men complained of bad food and starvation, and want of room. They showed me beef which had been out to the East Indies. The master accused the crew of laziness and dishke to work. The end was a rebellion, I selected four of the most eloquent for incarceration: one only was caught, the rest were never heard of. They were the best seamen on board. With the exception of the three, who were foreigners, the whole of this extraordinary set were taken away in the ship. She was lost subsequently on our coast. .1 do not say that the master was incompetent as a seaman, but in port he could maintain no authority. The connexion between owners and those on board is generally for the voyage, out and home. A highly respectable master stated to me, lately, his apprehension, after twelve years' service, of dismissal on his return, on account of a mistake or supposed mistake in his manifest. The owners knew his value, and, I am told, will retain him. Still masters and men are continually un- shipped. I do not insinuate that our shipowners iU-use those employed. The vice is in the system, by which master and men may lose their employ from caprice, as well as from sickness abroad. Our masters and seamen are, com- paratively speaking, alike poor and needy. When past service they become objects of charity. This I believe to be the truth, — the hard naked truth ; and any plan for the reform of our Mercantile Service must, to succeed, bring with it better pay, permanent employ, — in short, something to make it worth while for men to behave well. Competition and low wages, in the maddest excess, are the order of the day, and of course vessels are worse manned and navigated than formerly. IsTow, reciprocity treaties admitted, foreign flags with cheap ships in few hands, and they can run us hard. Sweden, by such a treaty, acquired for her flag, the privilege of frequenting our colonies, and we, in return, that of entering St. Bartholomew. I do not despair of our shipping interest. Shipmasters, especially under average, should call on Consuls on arrival, and communicate freely doubts and difficulties. This visit is often, I suspect, paid too late, when Her Majesty's Consul cannot interfere. Above all, the discipline of a ship must be carefully attended to, and the master being good for nothing, the Consul should act. , Great good is done to the service by attention to the wants, complaints, and misdemeanors of seamen, while in port. Some years back, the Admiralty ordered that mutinous seamen should not be sent home in ships of war. In some cases, this must operate as a hardship ; and, in any case, there should be an express authority to put bad characters, sent home in a merchant vessel, in irons. I have, &c. (Signed) HENRY THOS. LIDDELL. p.g. — I have had in view short voyages, and the description of vessels employed in the North of Europe. The circumstances of distant voyages are different, and may suggest other measures and remedies. 17 NORWAY. ^0. 10. Consul Crowe (of Hammerfest) to Mr. Murray. My dear Sir, London, July 5, 1843. IN reply to your favour of the 1st instant, respecting the character and conduct of British shipmasters and seamen, I must observe, before I specifically rejply to the points you are desirous to obtain information, that the class which have more particularly fallen under my official observation stand probably in the lowest grade of our Commercial Marine, being composed chiefly of colliers or of vessels which, during the winter months, are employed in carrying coals from Newcastle, Sunderland, &c,, to London ; and during the summer, when the demand slackens, proceed either to Norway, the White Sea, or the Baltic, in search of freights. The observations I now make are, therefore, solely with respect to this class ; and, taking them as a whole, I do not hesitate to say, they are the most ignorant, illiterate, and brutal set to be met with, in command of vessels belonging to a civilized nation ; as a consequence, the tendency is rapidly to lower the character of this class of our Commercial Marine. While other nations, viz., Prussians, Swedes, Norwegians, Russians, and other maritime States in the Baltic, have been subjecting the officers of their Commercial Navy to certain examinations, conducted by a board composed of naval officers, the British Marine have been left to themselves ; the consequence is now becoming appa- rent, at least, as far as my seven years' experience leads me to infer. While foreign masters, as a class, have been making rapid strides towards improvement, the British have remained stationary. WTiile the former, as regards education, were on the same grade as British, the latter, from their greater daring and practical seamanship, generally com- manded a preference. The case is now altered ; and I consider the preference foreigners have of late years acquired is mainly owing to this cause, and not, as our shipowners and shipmasters are disposed to exclaim, to a relaxation of our Navigation Laws. Convince foreign merchants that our shipmasters possess the requisite theoretical knowledge, by subjecting them to a proper ordeal, and I am persuaded they will again command a preference, and even* superior freights to the generality of foreign vessels, as their practical habits are stiU admitted by every one to be superior to those of foreign seamen. Considering the limited trade of the Consulate of Finmark, which does not average above 4000 to 5000 tons British shipping annhally, few Consuls have had more trouble than myself with the masters and crews of British vessels; and I unhesitatingly affirm, that, in two-thirds of the cases which have come under my cognizance, the origin of the complaints is to be traced to the want of that moral influence which every commander ought to possess over his crew, and to a general incompetency to govern men, arising from ignorance, drunkenness, and brutality ; as a consequence, disrespect is engendered, and an indifference for the preservation of the property entrusted to their care. In three instances, I have been under the necessity of displacing masters ; and in two of these cases, had it not been for the exemplary conduct of the crews, the property would have been totally sacrificed. Various wrecks have occurred on the coast, and in several instances, these could be traced to the ignorance of the masters. D 18 InTORWAY. Vessels have put in damaged, and the masters have applied to me as Consul for assistance, but in several of these cases it has been with difficulty I could make out the natm-e of the assistance they required, as literally they could not wi'ite. As an effective body our common sailors are still superior to any other nation, and my experience has forced on me the conviction, that, had our com- mon class of shipmasters been equally as effective, we could still successfully compete with our foreign rivals; as it is, while they have remained stationary, or, to all appearance, have retrogaded, foreigners have been making rapid strides in advance, and this, I consider, is not owing, as those interested would wish to persuade the world, to our more liberal system, but to the general want of edu- cation, moral incompetency, and consequent inability to preserve that respect and command on board, Avithout which British mercantile seamen are the most difficult to control. I cannot call to my recollection any one single instance where vessels have been commanded by superior or properly educated men, that disturbances of a serious nature have occurred on board, but, on the contrary, the crews have always been disposed to show every deference to the commands of their superiors. In conclusion, I have only to reiterate that I feel convinced the respecta- bility of our Commercial Marine can in future only be sustained by similar measures being enforced with regard to our shipmasters as those now adopted by Prussia, Norway, Sweden, and other maritime Powers in the north of Europe. I have, &c. (Signed) J. R. CROWE. H"o. 11. Consul Crowe to Mr. Murray. (Extract.) Alten Hammerfest, October 28, 1843. THE accompanying voluminous document is a translation of the existing laws and rescripts, defining the qualifications required in^ those who aspire to become mates and master mariners. I have kept, as literally as possible, to the original text ; it is however, at least I fancy so, sufficiently clear to be of some guide, and I hope of some use, in the object you have in view. I consider the preference the B"orwegian Marine has attained is mainly to be attributed to the respectable and intelligent class of masters that have been cited. _ The term " Censor," used in the translation, means umpires or judges, who decide whether and what character candidate has merited. The term "Examinator" and " Examiner" has been indiscruninately used ; he is the presi- dent, or mouth-piece of the Commission. Inclosure in '^o. 11. (Translation.) Abstract of a Law relating to the qualification necessary for Mates and Masters of Norwegian vessels, called a Law relating to the " Navigation Examen." § 1. THERE are to be two examinations : — 1st. The ordinary examination for mates, which every one must subject themselves to before they are to be allowed to proceed either as mate or master of any I^orwegian vessel ; and 2ndly. The higher urate's examination, which every one is permitted to take, that has previously subjected himself to the ordinary mate's examination, and obtained the character qualified, who is desirous to prove his especial nautical abilities. § 2. For the ordinary mate's examination is required : — a. As a necessary introduction to navigation, to have a knowledge of deci- mal fractions, relation of figures, and use of logarithms, the first rudiments of K"0EWAT. 19 geometry, as well as trigonometrical lines, and their application to triangular deductions. b. An acquaintance with the figure of the earth, the points noted on the same to designate localitiesj latitudes, longitudes, variation, compass points, course and distances. c. A knowledge of the nature of the compass and log, with their application to practical use. d. To have a knowledge of the variation of the compass, its changeableness and local attraction. e. To have a knowledge of the means for determining the velocity of cur- rents. /. Capability to conduct the journal, and to work oflF the ship's course and .reckoning by the tables prepared for that purpose. g. To have a knowledge of the construction of charts. h. To have a thorough knowledge of the use of the charts, and the pricking off the ship's course, as well on Mercator's as the projecting scale, either accord- ing to true compass or variation ; consequently, to be able to prick off the ship's course by dead reckoning and conjecture, by traverse sailing and distance ; to prick off the situation of a ship by observation ; to fix your course on the chart and make allowance for currents, leeway, and compass variation ; to transfer the ship's course from one chart to another. i. To have a knowledge of the quadrantal and Gunter's scale. h. To find the time of high and low water. /. To' have an acquaintance with the celestial circles ; right ascension, and declination, of the dip of the horizon ; of semi-diameters, refraction and par- allaxes. m. Ability to examine and regulate the position of the glasses of the quadrant and sextant ; to be able to use those instruments for taking an altitude of the sun, or of a star. n. To find what star, at a given time, is to be in the meridian, at its highest and lowest ; as well as at what height a given star is to be in the meridian. 0. AbUity to ascertain the latitude by the meridian altitude of the sun, or of a star. p. To find the latitude by two altitudes of the sun, when the time between the observations is given, as well as by a single altitude near the meridian when the angle of time is known. q. To be able to find the variation by ampletude and azimuth. r. To have a knowledge of time, how measured, and its relation to the longitude of the earth, of the sun, the medial time, and equation of time. s. To be able to find the rising or setting of the sun or of a star, out of the meridian. t. To find the longitude by chronometer, and to understand its use, and to be able to ascertain its rate on a voyage, by reference with distances that have been accurately determined. § 3. For the higher mate's examination is required: — a. A perfect knowledge as to the mode of inspecting and regulating a sextant ; ability to use it for the purpose of measuring the distance between two objects. 6. To be able to calculate the distance of a celestial body at a given time. c. To be able to calculate the longitude by the distance measured between the sun and the moon,, and between the moon and a star or planet, whether the altitude is ascertained or not. d To know the chief stars and their configuration, and to be able to find the stars used for ascertaining distances by observation. e. To know the proper period for taking observations required in naviga- tion ; the practical manner of proceeding ; and to know the effect an error in these observations wiU have on the result ; and, finally, /. To be able to find the latitude by the meridian altitude of the moon, of a planet, and of the polar star, § 4. The characters from the ordinary mate's examination are, "qualified," or, "not qualified; and from the higher mate's examination, "good," and "tolerably good." Which of these characters the candidate may receive, D2 20 NORWAY. depends in conformity with the Royal Rescript of the 22nd February, 1840, and 25th of August, 1841,* on the residt of the examination. §. 5. Four public • Examinators are to be nominated by the King, who are to be separately remunerated by the Treasury, and have to reside in the district or county towns, and are obliged in the towns in which they reside to examine all candidates who are qualified to demand .their examination, according to the above paragraphs, and in the manner appointed by § 12. § 6, At what period annually these examinations are to be held will be regulated by Royal Rescript, which will be duly notified ; stiU the Examinators are authorized, on proper application, to hold extra Boards, for the purpose of examining candidates whenever they think proper*. § 7. The Examinators are not permitted to hold any kind of Preparatory IKTavigation Schools for those they may have to examine, nor are they to receive any payment for examining any one. § 8. The Censors at the ordinary mate's examination are, besides the Examinator himself, the Enrolling Chieff, or a naval officer that may be ordered for the occasion, as well as an experienced master appointed by the magistrate and corporation. At the higher mate's examination the Censors are, besides the Examinator, the Enrolling Chief, or a naval officer ordered for the occasion, and either an additional one, or a master who has himself passed the higher mate's examination, and obtained the character "good;" the master being selected for the purpose by the magistrate and corporation. 'Eo one who p repares a pupU for examination can be a Censor. Censors have no right to accept payment for their services, but the master may decline acting, after having officiated in that capacity for a period of two years. § 9. Both these examinations may take place at one time, provided the can- didate first passes the ordinary examination in the mode required, and obtains the character "qualified;" in that case the higher examination may be pro- ceeded with, if he requires it. § 10. The examinations are to be in public, partly verbal and partly in writing. § 11. J^o one is to be permitted to take the ordinary mate's examination, before he has completed his seventeenth year, and at least performed one sea voyage. § 12. If any one is desirous to take the ordinary mate's examination, he must make a written application to the Examinator, stating his age, name, and burth-place, which is to be accompanied by his baptismal certificate, and an attest from his teacher, or those who have prepared him, stating that they consider he IS qualified to submit to his examination ; this must further be accompanied by a certificate, proving how many sea voyages he has performed. These applica- tions are all to be preserved by the Examinators. Those who wish to take the higher mate's examination have likewise to make a written application to the Examinators ; but this is only required to be accompanied by a certificate proving that the applicant had already passed the ordinary mate's examination, and had obtained the character required by § 1. § 13. When the examination is passed, the examined is to receive free of aU charge, a certificate in the following form, signed by the Examinator and Censors : — ,, "^■^•' b«™ i^ „ . aged , has been examined this «-u +1, 1 -^ay<^* .184 , m the several branches required "by the law of to qualify mates. An ordinary mate's 1 . ,. A higher mate's J exammation. "and has obtained the character of ." § 14. Those who have not been able to go through with their examination, * See Royal Rescripts at the end. enrolLgtwrs!"^ ^^"^ '" ' "'"'^ "^'^ ''''^"^ '° '^"^ ^"""'^ *''^"' ^°' *« P«Po^e of ] g £ g 2 ■*j rt cc S 1 - ° 1 i -^ O !1|o =« " a rt S s .S3 ^rC 4> *" C lil^li ijiili ■s g Is ^ s fe H -.^ ^ g 53 s c 3 " a IS • g -^ =S l-S c j:: f^ :>! w c^ III S^-2|^ ^ ?^ (n OJ ? £ § a a en • — 1 13 T3^ ^ ^ cSeS ccjr^caoi- : : : ■ N ! ! r ; ; : ; ; : : : s (K o ■^ / ■z, rH ~l^ Cv " ., '2 >; c cp lS CD -r; g -s 3 -r! § ^ -^ -2 .s -r: rO ^ a n: cs 0«o CO CO g § i-:iSo ■" '. dj ■ - tsi ■ ■ >-, ' '-s g a ;5 6 ho t Jjiiii . S .£ 6 P= C 3 .S CO fe ^ . >; ^ -i; -tJ -tj 53 . s i E g ooi g5 be 000 t^ . -. >-, ^ :- ^ cu CD at CD r-( 3 S lo § 1 S .^pp p^^. 00 <3J (M CO CO CO CO CO CO CO CO ■* 00 CD i—t I— t c» C50 r— p-H 00 i-H GO 00 00 1—i 1— j 00 00 f— c 1— 1 C30 r-t FRANCE.. 53 No. 29. Consul Close to Mr. Murray. My dear Sir, Charente, July 10, 1843. I SHALL be most happy to give you all the information in my power on the subject of your letter of the 1st instant. ^ During a long residence in this port I have had daily opportunities of observing the character of my countrymen, and searching out the causes of those most deplorable scenes so much complained of by foreigners, and which, in some ports, may be made use of to injure our Commercial Marine. I do not hesitate in saying that the fault lays with the masters and mates of our merchant-vessels, who though at sea may be excellent sea- men> navigate their vessels well, and make two voyages whilst a foreigner makes one, of whiqh I can cite recent examples, which procure them with the merchants here a decided advantage at equal freight over the latter, yet in harbour their want of sobriety is often much to be regretted. This, however, is less frequent than it used to be ten or fifteen years ago ; there is an improvement in the generality of masters of British merchantmen of from 50 to 300 tons burthen, the class of ships we are in the habit of seeing here. The Shields and Newcastle men are those in whom this improvement is the least visible ; they are frequently intemperate ; and when a master is a drunkard it is rare that the mate is not one also ; then the crew follow their example, and during the whole time the vessel remains in port it is one continued scene of drunkenness and fighting. It often happens that a shipowner gives his vessel to be commanded by a youth, 'because he is his son, nephew, or protege ; this is almost always attended with serious inconvenience to discipline; the young man's inexperience deprives him of all influence over his crew, who do not allow themselves to be restrained in harbour, whatever they may do at sea, by the authority of a boy, who, to punish them for their want of respect and submission, has recourse to annoying and vexatious means, — depriving them of grog and optional comforts, which not unfrequently causes assaults and mutinous conduct on the part of the crew ; such was the case here in March last, when the crew of a Newcastle vessel threw both master and mate overboard in the night, and they narrowly escaped with their lives. It may be difficult to compose a crew of eight or ten hands without getting one or two indifferent, or less manageable characters than the rest in the number ; but this would be of little or no consequence were the others good men and the master and mate well chosen, and combining with skill in their profession and sobriety, a knowledge of the means of properly maintaining authority on board, which is the point on which they are certainlv the most deficient. The best master is liable to get a worthless crew by acting on the economical plan now adopted by owners, of causing all hands to be dis- charged as soon as the ship arrives at her port of delivery, in order to save victuals and wages ; not shipping others till she is again ready to go to sea ; when the master is obliged to take any men who may offer, with- out requiring a character from their last ship, or being able to make any choice. These men are often the worst in the kingdom, and are, in a great measure, the cause of the reproaches uttered against the British Merchant Navy, and which are made the most of by foreign rivals to deprive it of its good character. Nine out of ten of the Shields, Sunder- land and Newcastle vessels trading here are manned in this way, and are almost a disgrace to the country to which they belong ; but I am happy to say that this is not general, and that a great difference is to be made between them and the ships belonging to almost all the other ports of the United Kingdom, most particularly the Scotch and Welsh ports, amongst the crews of which drunkenness and insubordination are of rare occur- rence. A fault which is becoming far too general with owners of vessels 54 .FRANCE. since the invention of the patent windlass, by which two or three hands can raise a heavy ship's anchor, is sending their vessels to sea much too weak handed. 1 have observed several vessels here this year of from 250 to 300 tons burthen, the crews of which consisted of a master, mate, three, or at most four, able-bodied seamen, and four or five apprentice boys of from twelve to sixteen years old. If the vessel is lost the insurance pays the owner ; but the men's lives are sacrificed through this too econo- mical armament, and foreign merchants lose their confidence in British merchantmen. Masters of vessels endeavouring to compose a steady I'espectable crew are frequently deceived by worthless seamen, who impose on them by false certificates and forged characters. This might be avoided by a proper officer stationed in each port, in whose presence all men might be shipped and discharged, all wages paid, and who would sign and stamp each man's certificate of character delivered on the master's report. Forgery would by such means be almost impossible ; and the bearer of a good certificate obtaining more easily employment and better wages than the bearer of a bad one, men would be stimulated to good conduct during the voyage, and perhaps lose the habit of being bad. A British built, found, and rigged vessel, with a steady and sufficient crew, and a respectable master and mate, need fear no foreign rival, and will, at an equal rate of freight, always obtain the preference in the foreign ports 1 am acquainted with over the ships of all other nations. Should these remarks, which are the result of twenty years' observa- tion and experience, be of any use in assisting to obtain a remedy for the evil complained of I shall be truly happy. I am, &.C. (Signed) J. F. CLOSE. No. 30. Consul Scott to Mr. Murray. My dear Sir, Bordeaux, July 20, 1843. I AM rejoiced to find that you are busying yourself in behalf of the Merchant Seamen Service, and have great pleasure in contributing my mite of information, trusting that your labours may some day be pro- ductive of good. It is greatly to be lamented that our Legislature has not hitherto thought of protecting, in an adequate manner, this branch of our mari- time power, by exacting certain qualifications from those men who undertake the situation of masters on board merchant-vessels. Much valuable property would be saved were these men, who are in general very ignorant, more competent to fill the responsible situation which is often too lightly entrusted to them. In France the laws are very strict as regards the qualifications of master-mariners, and no man can obtain the command of a vessel without having previously undergone a very severe examination. "^ I have invariably remarked that when the master is either ignorant of his duty or intemperate in his habits, the crew under his command take their tone from him. When the master is ignorant the men are insolent and mutinous, alleging as an excuse for their conduct, that their lives are in peril, owing to the incompetency of their superior When he IS addicted to drinking he puts himself on a footing with his men and bv associating with them, too often slackens that discipline which is so indispensable, and ends by allowing them to treat him with little or no respect. On the contrary, when the master is a person who has received a certain degree of education, and possesses something beyond the mere practical information which most seamen attain, the crew is orderlv anrl well disciplined. ^ Generally speaking, masters frequenting this port are lamentably rxvAi^uii,. 00 ignorant of everything except what they had acquired as seamen, parti- cularly those commanding timber ships (of which great numbers resort here with coals on their voyage to Canada). Among the cases that I am able to cite, as bearing on this subjectj are the following: — In 1838 * * master of the brig * * of London, who sailed from hence for the Mauritius, after being upwards of a hundred and fifty days at sea, though the vessel was a superior sailer and with very fair weather, reached the Isle of Bourbon without knowing where he was, and was obliged to go on shore there to ascertain where he was. Previous to my appointment there were two cases of a similar nature, in which both vessels and crews were lost through the incapacity of the masters. Among the cases of incompetency through drunkenness, which unfor- tunately are too frequent to enumerate, I will cite two. In 1840 that of * * master and owner of the schooner * * of Yarmouth, who was constantly drunk during his stay here. His vessel went home without him, he being then in jail, on a charge of robbing a woman of the town, while in a drunken fit. And that of * * master of the brig * * of Bristol, drunk during the whole time he was here; and on leaving the river lost his vessel in very fine weather, owing to his state of intoxication. There is another point which has been overlooked by the English Legislature, requiring earnest consideration, — protection of the master against the seaman. The seaman is sufficiently protected against the arbitrary conduct of the master, but the latter is left unprotected, except in certain cases where he acts on his own responsibility. Hence arise endless disputes between them, in which the seaman, if he chooses, has generally the upper hand. For instance (and one of continual occurrence), a sailor, dissatisfied with his captain, or wishing to leave the ship, applies for his discharge, which is refused, and in order to insure success he imme- diately proceeds to abuse and sometimes strike his captain or chief officer, or create a disturbance on board. The master lays his complaint before the Consul and applies for the man's discharge; if this is not granted he threatens to resign the command of his vessel, and by this means the sailor generally obtains what he wanted. In cases of insubordination, through drunkenness in port, the master is unvvilling to punish, but applies to the Consul, who, by his instructions, has no power to interfere, and if he does it is on his own responsibility, for the local authorities will not do so. Now, were the Consul invested with certain powers to punish refrac- tory and disorderly seamen, much inconvenience would be spared to the master, and discipline better enforced on board his vessel. I would therefore propose the following among the various improvements to be made in the legislation of the Merchant Seaman Service : — No man should be allowed to command a merchant-vessel who could not justify his competency to such command. The service should be divided into two classes: 1st. masters commanding vessels destined for long voyages; 2nd. those commanding coasters. The examination through which both should be obliged to pass ought to be adapted to the exigencies of each class ; but, as a general rule, it should not take place till after the age of twenty-one years. Consuls to be invested with certain powers of punishing refractory seamen by imprisonment or fine. To prevent the abuse of this power the Consul should be made answerable to the Admiralty for the exercise of it, by furnishing returns of every case in which he has been called upon to interfere between masters and seamen. I sincerely trust that the above considerations may be of some utility, for I cannot help looking on them as indispensable to the well-being of our Commercial Marine. Believe me, &c. (Signed) T. B. G. SCOTT. 56 FRANCE. No. 31. Substance of Letter from, Consul Turnbull to Mr. Murray. Marseilles, 1843. THE French distinction between cases in which local tribunals ought, or ought not, to interfere to punish disturbances on board of foreign vessels in French ports, appears to be a very proper one, -and it would be very desirable to adopt the same rule in this country. The rule is, that although all offences committed within French jurisdiction are cognizable by the tribunals of France, yet that if an offence be committed in a French port on board a foreign vessel, by one of the crew against another of the crew of such vessel, then the inquiry and settlement of the case may be left to be decided by the regulations of the country to which such vessel belongs, and the tribunals of France are not to take cognizance of the matter, unless applied to by competent authority. No. 32. Consul Turnbull to Mr. Murray. My dear Sir, Marseilles, July 24, 1843. I HAVFi much pleasure in giving you the information you are desirous of receiving respecting British shipmasters and their crews, as requested in your letter of the 1st instant, so far as I am able to furnish it. I must first premise, that the average tonnage of the ships frequent- ing this port is small, about 160 tons per vessel, and the average number of the crews does not exceed eight men ; many of the ships are mere colliers ; others, regular Mediterranean traders ; and the largest are the vessels that sail from hence for the Isle of France, and occasionally for the East Indies. With regard to the principal object of your inquiries, namely, the incompetency of the British shipmasters to manage their vessels and" their crews, my observations can only apply to the conduct of the masters in the harbour; what takes place at sea — and which is the most important part of a shipmaster's charge and duties — very seldom comes within my knovidedge ; in consequence I cannot venture an opinion upon it, founded on any sufficient basis ; I can only speak of the conduct of masters and seamen while in the harbour, and it certainly is my opinion that, as a g-eneral question, a change for the better is to be desired, although instances could of course be produced, which would be exceptions. You ask for instances of incompetency of British shipmasters to manage their vessels and crews; these it might be too invidious to par- ticularize ; but I can safely say, that it would be much better if the masters received a more regular education, which would bring with it a greater respect for themselves, and induce the same in their crews ; as it is, many masters caa barely write their names, far less properly compose any letter or paper necessary for their duties ; they frequently rise fnom ordinary seamen to be mate, and from mate to be master, and placed in the charge of a ship, without any examination of their competency whatever ; they may thus obtain that practical knowledge sufficient, perhaps, to navigate their ships; but if they were better, and more generally educated, I am convinced that, in harbour, those disputes between the masters and the crews which so frequently come before me, would be greatly diminished. I have, I think, generally found less trouble with the larger ships than with the smaller, which I ascribe to the circumstance of the master being in many cases a superior man, and consequently more able to control the first impulses of his own feelings, and to rule his crew with firmness, but at the same time with temper and moderation ; this is however open to exceptions. FRANCE. 57 I must further allow, that intoxication, in a greater or lesser degree, is unfortunately too prevalent among our shipmasters while in the harbour, and afford but a bad example to crews already sufficiently disposed to transgress. There is no doubt, whatever, that the crews of those vessels which have steady and intelligent masters, are much better conducted than those whose masters are more deficient in sobriety, or otherwise ; but I must at tiie same time observe, that even the best masters have sometimes great difficulty in keeping their crews in order in this port, where there are so many incentives to neglect their duty, and facilities in indulging in excess, and where, at the same time, there is so little power of restraint over them : the French police leave to their respective Consuls the sole charge of keeping up discipline among the crews of foreign ships ; they at the same time allow the Consuls full power of imprisonment over them. The English Consul is not authorized by the laws of his own country to avail himself of this power, and, consequently, the masters, on their complaints to me of insubordination among their crews, can only be referred for distress, in ordinary cases, to the clauses of the Merchant Seamen's Act, so vague and insufficient on that point. I of course use all that influence which my situation affords me in settling disputes, and exert myself to keep order by reprimand and injunction; but a more energetic line of conduct is in many cases necessary. I repeat, in conclusion, that our Maritime Service would gain much by a superior education being required of the masters of merchant- vessels; and I shall be very happy if effective measures could be taken for that purpose ; it would increase their respectability and efficiency, and tend to support and strengthen the favourable opinion which British shipping already enjoys in this port. I inclose a copy of the French regulations relative to the examination to which French mariners are subjected to, previous to their being allowed to take command of a vessel, and which may be of interest to you in connexion with this question. Believe me, &c. (Signed) ALEX. TURNBULL. Inclosure in No. 32. Regulations to which French Mariners are subjected. (Extrait.) POUR ^tre regu capitaine au longcours, au grand et petit cabotage, il faut avoir vingt-quatre ans accomplis, et avoir fait soixante mois de navigation ; dans les soixante mois doivent se trouver douze mois de navi- gation sur le ^batimens de I'Etat, soit qu'il s'agisse d'un capitaine au longcours, ou au, cabotage; il n'est admis d'exception a la condition d'avoir servi sur les bitimens du Roi, qu'en faveur des candidats qui, r^unissant les soixante mois de navigation, auront subi une detention de plus de deux ann^es dans les prisons de I'ennemi, et de ceux qui auraient 6t6 jug^s impropres au service de la Marine Royale. Les navigateurs qui ont Page et le temps de navigation requis ne peuvent 6tre regus capitaines qu'apr^s un examen. Pour 6tre admis a subir cet examen, ils doivent se faire inscrire au Secretariat de I'officier sup^rieur de la Marine du port d'examen, et produire, k cet efiFet, les pieces suivantes : — 1°. Un acte de naissance, 2°. L'^tat de services dument certifi6. 3°. Une attestation de bonne conduite, d^livree par le maire de leur domicile, et vis6e par le commissaire du quartier. 4°. Les certificats des captaines des b^timens k bord desquels ils ont navigue, attestant leur aptitude et leur bonne conduite, et vis6s par le Commissaire de Marine du port dans lequel les b^timens ont efFectu6 leur retour; ils d^clarent, en outre, dans quelle 6cole d'hydrographie, ou m ^„ FRANCE. V A. r„iPl nrofesseur particulier Us ont fait leur cours; et enfin ils aupres ^^^ .^""\f^7^^^^^^^ ils d6sirent gtre immatricul^s. On dresse SiXs orson\S^.esces divers renseignernens, pour etre remxses aes "s^^^'. " ,^^. ^„ aHmet alors les candidats a 1 examen. ^^"Sramerekt\\t^^^^^^^^^ pour les capitaines aulongcours .t nour ™au grand cabotage; mais depuis que, par une Ordonnance duS^Novembre, f827, les maitres au petit cabotage ont le droit de com- mander pouTle grand/l'examen des maitres au petit et au grand cabotage Sue meme; la^distinction est effacee; il n'y a plus en France que des TTia^tres au cabotage et des capitaines au longcours. L^xamend^^^^ porter sur la Theorie et le Pratique; celui des capi- taines au longcours est fait, pour la Throne, sur :— L'Arithmetique demontree. La Gdometrie ^l^mentaire. Les deux Trigonometries. La Theorie de la Navigation. L'Usage des Instrumens et le Calcul d'Observation. Et pour la Pratique, sur : — Le Greement. La MancBuvre des bMimens et des embarcations. Le Carronage. Les maitres au cabotage subissent I'examen Pratique, sur :— Le Greement. La Manoeuvre des bitimens et des embarcations. Les Sondes. La connaissance des Fonds. i nyr ^ j Le Gisement des Terres et Ecueils ; les Courans et les Maries dans les limites indiquees pour la navigation du Cabotage, soit sur les cotes de I'Ocean, soit sur celles de la Mediterran^e. Leur examen de Theorie porte, sur : — L'Usage de la Boussole et de la Carte. L'Usage des Instrumens Nautiques. La Pratique des Calculs. (Translation.) To be eligible to serve as captain au longcours, au grand et petit cabotage (long voyage and great and little coasting trade), it is necessary to have attained the age of twenty-four years, to have been sixty months at sea, out of which sixty months twelve must have been passed in the Royal Navy, either in the case of captains au longcours or au cabotage ; the only exception to the condition of having served on board a King's ship is in favour of those candidates who, besides having been sixty months at sea, shall have been detained upv/ards of two years in an enemy's prison, and of those who shall have been deemed unfit for the Royal Marine service. Mariners, who are of the age and have been at sea the required time, can only be received as captains after an examination. To be admitted to this examination it is necessary to be inscribed at the Secretariat of the superior officer of marine of the port of examination, and to produce for this purpose the following papers : — L A certificate of birth. 2. A list of services duly certified. 3. A certificate of good conduct from the mayor of their domicile, and countersigned by the commissary of the district. 4. Testimonials from the captains of vessels on board of which they have sailed, of their ability and good conduct, countersigned by the ^Maritime Commissary of the port into which the ships returned ; they are to declare, moreover, in what hydrographical school, or under what private FRANCE. 59 professor they studied ; and lastly, they must state the district in which they wish to be registered. Lists, in which the several particulars are to be entered, are to be drawn up and transmitted to the examiners. Candi- dates are then admitted to the examination. This examination was formerly the same for captains au longcours and au grand cabotage ; but now, by an ordinance of November 25, 1827, masters au petit cabotage having the right to command in the grand, the examination of masters for the petit and grand cabotage is the same, the distinction is abolished — there are now in France only masters au cabotage and captains au longcours. The examination is theoretical and practical. The theoretical part for captains au longcours is on Arithmetic in all its branches ; Elementary Geometry ; Trigonometry ; The theory of Navigation ; The use of instruments, and calculations of observations. The practical part is on — Rigging ; The working of vessels and boats ; Gunnery. Masters au cabotage are subjected to a practical examination on — Rigging ; The working of vessels and boats ; Soundings ; The knowledge of bottoms ; The bearings of the lands and reefs, the tides .and currents on the coasts of the Ocean and of the Mediterranean situated within the limits assigned to the coasting trade. The theoretical part of their examination bears on — The use of the compass, and of charts ; The use of nautical instruments ; The practice of calculations. 12 &1 SPAIN. No. 33. Oonsul Clark to Mr. 'Murray. My dear Sir, Bilbao, August 25, 1843. I BEG to acknowledge the receipt of your letter of the 1st ultimo. In reply, I beg to say, that I have observed that the masters of mer- qhant-.vessels are often very incompetent to take charge of the property intrusted to them, and very ignorant in their knowledge of navigation, which makes it desirable, and in fact necessary, they should pass a strict examination as to their abilities, before taking command of a vessel ; and their moral character is a point which should be better attended to, for, of course, if the master is not a steady sober man, he cannot be capable of keeping that order so necessary in a ship ; and it too frequently occurs there are disputes with the crew from his bad example, particularly in small vessels, where the captains are the most ignorant, low class of men; and by these faults often unpleasant difficulties arise, which gives a Consul much trouble to arrange. I have noticed, within the last few years, that the masters, in general, are better informed in their duty ; and when there is a steady, respectable captain commanding, there is no trouble with the mate or crew, and much better order kept on board than I have ever observed with foreigners. The capability of a mate should not be of less considsration, for it has frequently come under my observation, they are neither navigators or in any respect fitted to be placed in such command ; the crew finding this, of course take every advantage, and their ill conduct may often be attributed. to this cause; and could the captains or mates be a better- educated class of people, it would be of great importance to the Merchant Service, as now the apprentices are much neglected, by not receiving that instruction which is intended to bring them forward as British seamen. I am, &c. (Signed) JOHN CLARK. No. 34. Cortsul Brachenhury (of Cadiz) to Mr. Murray. Junior United Service Club, My dear Sir, Charles Street, July 8, 1843. I WILL answer hereafter your letter about shipmasters and mariners. I could explain personaUysome points more satisfactorily to myself than I can by writing. I may, however, remark, that the defects in our maritime laws, and the greater power given to the masters of merchant-ships of foreign nations over theirerews to punish insubordination, occasion that compa- rative superiority to which you allude; and although our Government might never give — ^and I do not think it ought — the same latitude to ipjjnish refractory seamen, vwhich that of America gives, yet I am sure 62 SPAIN. that more power might safely be intrusted to our shipmasters than they now possess, which, properly exercised, would occasion a vast improve- ment in the discipline of the crews of our merchant-vessels; and il our masters and mates were to undergo, preparatory to their assuming com- mand an examination as to their fitness to take charge of a «hip, Irom their knowledge in practical navigation and seamanship, I am of opinion that the certificate of their competency from duly authorized examiners, would contribute greatly to the improvement of our Commercial Marine, and would also tend to check that insubordination in the crews which too often originates in the ignorance of the masters. Ever, &c. (Signed) J. M. BRACKENBURY. No. 35. Consul Mark to Mr. Murray. Sir Malaga, August 31, 1843. I HAVE received your letter of the 1st ultimo, in which you express an anxiety to obtain information respecting the character and conduct of British shipmasters and seamen, with the object of showing the necessity for authoritative steps on the part of Her Majesty's Government, to remedy the evils and abuses so detrimental to, and seriously affecting the character of, our Commercial Marine and calling on me to relate any instances which may have come under my observation, of the incompetency of British shipmasters to manage their crews. It becomes a source of satisfaction that any person should have taken up this matter, which, from the glaring defects of a system of indifference, or want of organization throughout the corps, is daily presenting such disastrous results, and must ultimately tend to diminish the lustre and undermine the prosperity of our Commercial Marine, — that nursery from whence our energies of warfare are drawn, and resources of defence as a nation are obtained, I am happy to state, that it is not in my power to record or parti- cularize any individual cases which have come under my notice, as my memory does not assist me at this moment; but I shall venture a few remarks founded on observation and on circumstances to which I think it would be well to draw the attention of the Legislature, when it becomes the object of special inquiry. My experience has been confined solely to the observation of a small class of vessels, which are generally called fruiters, of 50 to 150 tons, who proceed out to southern climes to take home the various fruits with which England is supplied during the season which commences about September and finishes about January following. These craft frequently lie up throughout the rest of the year, and are equipped for one voyage out to the coast of Spain, and a second perhaps to the Azores. Both masters and seamen labour relatively under considerable difficulty in a navigation of this sort, which tends little to the peace and tranquillity on board, the security of interests committed to their care, or the discipline and character of the National Marine. The master's difficulty arises from the necessity of manning his vessel (for the voyage out and home), which has been lying by since the last season. A heterogeneous crew, consisting of master, mate, and seamen, are thrown together, which, before these opposite ingredients have time to amalgamate, create a mass of confusion ; owners' interests are neglected, misfortunes occur, complaints are made, and generally a blind mutiny, if it may be so called, ensues on board, which it becomes impossible to quell with a strict attention to the circumstances of the case and the ordinary course of law and justice. The master appears suddenly on board his vessel, which he finds entirely rusty and out of order ; he has been on shore the last six months, and takes no pride in his craft. He is most likely part-owner of the vessel, and he thus assumes towards his mate, whom he knows for the SPAIN. 63 first time, and whom he has to imbue with a high notion of his grandi- loquence as such, a distant tone and demeanour, totally different from that which ought to be preserved between the first and second officer of a well-disciplined ship, or calculated to inspire either confidence or respect amongst the rest of the crew ; he has not been in the habit of enforcing command or setting an example, and he indulges pretty freely in liquor to inure him afresh to a sea-life, and works the new hands pretty sharply to get his own hand into play. The mate has been picked up, knowing, perhaps, much more of navi- gation than the captain, but without a character ; and being a regular sea-lawyer, sides more with the seamen than with his overbearing master : talks of the articles not being in order, of the quality of the provisions, of the allov/ance to each man, of the treatment experienced by the apprentices and cabin-boy at the master's hands, and whether the grog is locked up or left at his disposal. The seamen, picked up on the exigency of the moment, idle hands kicking about at the outports, with the rough handling of getting every- thing into order on board a vessel that has been laid up for half the year^ kick and give tongue, in order to feel the captain's pulse ; and, indeed, it is as well that they have not known their master, for had they, in many cases, he would not have been able to man his vessel. They begin to find, that the allowance of provisions on board the vessel differs from that of others, from the master being a teetotaller with respect to his crew, and a- total brandy puncheon with regard to himself ; the men get discontented, are worked up by the mate, and the infuriated captain loses his self- possession ; misunderstandings take place, and a complaint is lodged at the first port, that mutiny is springing up, and that the crew wishes to take the ship from the master ; the men are cited, the usual complaint of " not being worth their salt," having shipped as able seamen, and that,, although they were promised 21. 10s. per month, as the Act of Parliament allows that the contract is not valid should a man ship as an able seamen when he is not competent to perform the duty of such, his wages are lowered, discontent arises, and all parties are pulling different ways. No redress can be afforded in a foreign port, and the whole ship's company run riot; the men affirm that the provisions are bad, that they do not get fresh beef in port, that they have been put on short commons in tea, sugar, grog, and what not. For the Consul to attempt to discover the truth would be an endless.^ job. How is he to examine a seaman as to whether he is competent or not ? Will not all the crew support each other in a complaint against the captain ? and if the whole turns out apparently true, what redress can the Consul afford in a foreign port ? Thus he is obliged to lean towards the captain not to encourage want of discipline ; and unless he has sufficient tact to play the parties off against each other, a difficult task ensues ; a disordered state of things arises, and the appearance of the vessel suffi- ciently indicates what little management, discipline, and seamanship, reigns throughout the fated craft. It will be affirmed, all these circumstances are incidental to, and inherent in, human nature, and without the pale of legislative provision, which cannot reach so far as to make fire and watisr agree, or society to shuffle into place like a pack of cards, I think, nevertheless, some assist- ance might be rendered, and some measures adopted, which would lessen the number of cases, and, by cutting away the canker, create a more healthy state of things. In the first place 1 would suggest that ignorant people should not be entrusted with the lives and property of any party ; and as masters of vessels take under their care, indiscriminately, the property of whoever may employ them, under the idea that the Government, by its legislative enactments, and with due regard to the safety of the res-publica, has taken such care as to secure their being treated with equity, and as the subjects of Her Majesty, in the shape of seamen, are placed under the control of the master this might be accomplished by requiring that every foreign bound master should pass a certain examiiiation on the more important points connected with their vocation, to wit, the navigation of the vessel, 64 SPAIN. and the knowledge of the respective relations in which captain, mate, seamen and passengers stand with regard to each other on the high seas, where thev find themselves, as I have often heard it remarked by masters, beyond the bounds of any other law than that of self-preservation, or what thev choose to establish. ., , , i . ^ A work on the latter subject should be compiled at a cheap rate, to render easy of access that which ought to be perused by every master passing his examination. _ ^ ^ . r jtj i. I would require that a certain list of questions beput to the candidate for the command of a vessel, particularly relating to the commercial branch of his occupation, which would avoid such egregrious blunders, manifested in public documents, as to see a captain committing himselt bv signing a bill of lading for coal, coke, bricks, sawdust, or fish, and other artides in bulk, "content onone," as if for bale goods, instead of " quantity unknown ;" and, " not accountable for leakage,' as it it were a wine cargo: that the habit of signing charter-parties for a stipulated freight, and the bills of lading for a different rate, in most cases is with the object of fraud, and should not be consented to without a full expla- nation of the circumstances of the case : that the class and quantity of provisions be defined by law as awarded to each individual on board : arrangements made binding on master respecting fresh provisions when in port ; and that a clause to this effect be inserted in the articles of every vessel, to be recapitulated when signed by a seaman shipping : that nO reduction, on settlement with a sailor, leaving by mutual agreement in a foreign port, be made in the payment of the wages due, under the plea of incompetency for the class of able seamen, for which the claimant shipped, unless the affirmation of the captain be confirmed by the mate and two seamen, in vessels whose crews are composed of six hands, and mate and one seaman, when the ship's company does not exceed five individuals : that printed forms of certificate of character should be required of the masters on discharge of a man, and on shipping be demanded of the seaman, which requisite will banish bad characters from the Merchant Service, where they are under no control, and force them into the Royal Navy, where the number and discipline on board neutralize the efforts of their evil inclinations, and where hands are generally wanted. If a youth turns out unmanageable he is invariably sent to sea, it is a useful safety-valve to society for the escape of bad characters ; and it ought not to be deprived of that outlet by legislative difficulties; the quiet Commercial Marine is not, however, the proper school for this species of outcasts. I have, &c. (Signed) WM. PENROSE MARK. No. 36. Consul Penleaze to Mr. Murray. My dear Sir, Barcelona, August 25, 1843. 1 HAVE this instant only received your private letter dated July 1st. I shall be happy if I am able to communicate any information at all likely to be useful in the desirable question you are disposed to take up ; it is too much the fault of the present day to endeavour to legislate on generals, without an adequate mass of particular facts to build up a superstructure on a solid foundation. Between ascertaining that an evil exists, and providing for it an adequate remedy, there is a long interval ; and in combining the information you may receive from different Consulates, you have a laborous duty to perform ; simple facts conveyed to you from different ports, will I apprehend obviate many of the difficulties which would arise were we to indulge in abstract speculations ; I will therefore content myself with stating to you, in reference to your object, the com- mercial state of Barcelona and its dependencies. Since I have had the charge of this Consulate, the trade with Engjand SPAIN. S5 has been, I may say, exclusively confined to the transport of coals ; you are aware that the nature of that trade, both with regard to crew and masters, is almost sui generis. The crew is generally composed of men who have received a certain modicum of information, among which you usually find one, at least, who is what is technically called a sea-lawyer ; and on the other hand, the master is seldom of that conduct which would give him the superiority which perhaps in the higher branches of com- merce, a master may preserve; the consequence is, that here there are many squabbles arise, which it requires some tact for a Consul to he able to settle consistently with the strict performance of his duty. I am not aware that J have met with any instance, as far as I am capable of judging, where the master has shown " any deficiency of knowledge as to practical navigation ;" but from " want of moral character, and want of sobriety," I fear the instances are not rare ; and as, where the masters conduct themselves with propriety, it scarcely ever happens that serious difficulties arise between them and the crew, I am bound to draw the inference, that were the masters better men, the crew would be better sailors. How this is to, be accomplished by legislative enactments, it is beyond my province to endeavour to decide ; I fear it must be admitted that, in foreign ports, the unfortunate tendency of British seamen to indulge in inebriety gives to others an idea of superiority of foreigners whiciS^ does not exist ; and, as far as I have been able to ascertain, the rules of temperance societies are not much calculated to obviate the evil, as it only superinduces hypocrisy to drunkenness, as, in several instances, when spirits have been allowed to the crew, the masters have been the least remarkable for sobriety. You are of course aware that the powers of Consuls are negative, rather than positive ; if we decide in favour of the crew against the master, he complains bitterly that he is not supported in his authority ; if, on the other hand, we declare we consider that he is in the .right, the usual clamor takes place, that the poor are oppressed, and justice is not to be obtained. Perhaps, should any new enactment take place, it might be desirable that it should be peremptory on the Consul to take a written deposition of the facts on both sides, and transmit the details to England, to be -dealt with as the Act may point out, before a competent court. Should it appear in evidence before such court, that the master has been guilty, either of drunkenness or tyranny, an order might be issued to the custom-house not to enter his name on the register. You no doubt have considered the evil and its remedy well before proposing any alteration of the law, I merely take the liberty of suggesting this inter alia; to support the authority of the master when he is in the right, I consider absolutely necessary, and perhaps the best method of doing so, may be to punish him when he is clearly in the wrong. ' I remain, &c. (Signed) JOHN STORY PENLEAZE. No. 37. Consul Bartlett to Mr. Murray. My dear Sir, Santa Cruz, September 9, 1843. I HAVE read your letter marked Private, dated July 1st, several times. It is a difficult letter to answer : it involves nothing less than the present system of management of the Commercial Marine of the British Empire. I will do my best to reply. First, a few words in answer to the letter of your communication. A Consul has few means of obtaining proofs of incompetency of British shipmasters to manage their vessels and crews ; that can only be known by being on board at sea, or inferred from consequences. When arrived in a foreign port, and while remaining there, if such incompetency exists, the master will of course do his best to conceal it. There can be no doubt that the conduct of seamen will be very much influenced by the capability and character of the officers. That British IC 66 SPAIN. vessels are oftener found commanded by ignorant and dissipated, and therefore presumptuously incompetent, master^ than forei,^ners, I believe to be true ; the immense number of British vessels in proportion to others m\ist, however, be taken into consideration. I think it will be found true, as a general rule, that the skill and respectability of officers will be in proportion to the value of the ship. Where a ship is well built and well provided, the officer will be superior, and the seamen more content and under control. I will now state my opinion respecting the Commercial Marine of England ; and as this is a private letter, I can say what I please, and you must estimate it at what it is v/orth. The evils generally complained of, I consider attributable to reckless speculation in building bad ships, sending old ships to sea, and the facility of insurance under the actual system in England. The loss of ships, the ■inefficiency of masters, the discontent and insubordination of seamen, may all be deduced, by a regular chain of consequences, from these causes. The business of the insurer 1 conceive to be this — taking the risk of the prodigious number of British and foreign vessels, what is the premium on each that will leave a hadsome surplus? Looking at the matter in a business-like way, this is all he cares about; just as a like insurance might, with security, insure the lives of the first 5000 persons that passed through Temple Bar, provided the insurers could fix the premium that each person should pay. What is the consequence of this facility of insurance? Why, in many cases, I make the assertion — having read and heard much on the subject — it is gain to the shipowner and owner of the cargo, if both ship and cargo go to the bottom of the sea. If you have not attended to and considered this matter, such an assertion will startle you, but I have no doubt in my own mind of its truth. Put an imaginary case. Suppose the owner of a ship, built on speculation, which has made a successful voyage or two, and is in tolerable repair, is sent, say to TenerifTe, and takes on board a cargo of wine, paving-stones, and drip- ping-stones, bound to Cuba or Mexico; the ship is insured, and the cargo is insured at something beyond its value here; the ship is lost, — what is the consequence ? The owner gets a new ship,^ and the merchant makes a fair profit without risk or trouble. If the crew are saved, they are provided for, and sent home by Her Majesty's Government; and if they are drowned — poor fellows ! Another consequence is, that in speculation ships, the masters and officers who will serve cheapest will be chosen, without much reference to their qualifications, and the provisions will be bought cheap, and there- fore not of the best quahty,— a main cause of discontent and insubordina- tion of merchant seamen. It is evident also, that a ship well built manned, and navigated, and therefore costly, cannot compete, in many instances, with a cheap ship, cheaply navigated. The construction of bad ships IS therefore not only an evil in itself, but a powerful cause of others. It seems to me, that it is only by the fact, that the destruction of the ship and even cargo, is frequently to the advantage of the parties concerned that the loss of 500 British merchant-ships annually can be accounted for, at the same time that the loss of one of Her Maie^tv's ships, navigating the same sea, is a rarity. J - J ' The remedy as it appears to me, is "^to attack and destroy the root of riiri. f ''^''? ^^ ^^^ °^ Parliament should be passed, autho- rizmg the appointment of competent and responsible officers to reside at fn^F""!?! "^t^"^ *^^rt.^«^ custom-house; they should be authorized to S Sn?;^^'K'P'ii^"'^'i'"5 within the district; and no British merchant- ca e thn? fh^ 1 ''^ ^" '\^^l ^°"/" ''T"" sea-voyage without a certifi- cate that the ship IS properly found and provided for the voyage- and period"^' Affn ''"''? ^"^" a certificate to be renewed after' ascertain period As to any clamour about the sacredness of private prooertv ZIT''""^ 7ir ^'''^' ^"^^'y ''^'"'^ '^' ^^^^« «f Her Majesty'sCCcS are jeoparded, the supreme power of Government ought to be brought to W 7f finn "'"'^""^ ^°' 1 ""'" °"§^^* *° P^r^it the sacrifice of the hves of 600 seamen annually, or at least the greater part of them Besides, the principle of the law has been admitted and acted upon in th^ SPAIN. 67 case of vessels carrying passengers. Why should the drowning of seamen be permitted more than the starving of passengers ? Much has been said and written as to the necessity of laws to insure skilful officers in the Merchant Service, — a most desirable object, no doubt. Make such laws that no merchant-ship can be sent to sea unless such that it is the interest, in all cases, of the owners, that the ship should arrive at the port of destination and return, and it may be safely left to their vigilance that proper persons are on board to take care of them. I have read Captain Fitzroy's Bill ; it is a very strong measure : the law of the quarter-deck applied to the Merchant Navy. The constitution of the Board of Examiners to be paid by fees^ so that their salaries will be in proportion to the number of officers, passed, is radically vicious. It seems to be thought all-sufficient if a man can pass an examination in theoretical and practical navigation ; that is all very well where there is rigorous discipline, as in the Royal Navy, but in the Merchant Service it imports little, unless the habit and character of the men are such that they will properly use their knowledge; this can only be brought about by the caution and prudence of owners, and owners can only be induced to use them by considerations of interest ; compel them, therefore, to build and send to sea only such ships as will swim, and the exercise of their caution and prudence will be of more avail in providing skilful officers than the provisions of Acts of Parliament. Nevertheless, a Board of Examiners, formed under the auspices of Government, before which masters and mates might pass an examination gratis, or at very trifling cost, their names being published, (why not in the " London Gazette ?") would be a powerful auxiliary to the owners ; and if the Government should declare that they would not freight nor employ any merchant-ship, unless the master and mates had passed such examination, the beneficial influence would soon be felt in the whole of the Merchant Service. Few passengers would embark in a vessel commanded by an uncertificated captain, nor merchants who wished their goods to arrive at the port of destination, engage freight. The bill of Captain Fitzroy will, I expect, be strongly opposed. I apprehend that in this matter the Government would find impulsion more effectual than compulsion. Another security to merchant-vessels would be an obligatory form of log-book for all, and the master should be compelled to bring his log-book for inspection to the Consul on his arrival in a port, and to the senior naval officer. This would make the master cautious in noting arid keeping up his reckoning, and writing the log every day. At present they are written how they like and when they like. All Consuls and commanders of Her Majesty's ships in foreign countries should have the same powers with respect to seamen as magistrates in England, so far as they are applicable and executable in the country where the merchant-ship maybe. They should be authorized also, in cases of mutiny and danger to life and property, to interfere, hear declarations, and take seamen out of merchant- ships and send them on board ships of war for prevention of crimes, and to England for trial, when crimes have been committed. In any case of this kind theapplicationof the master should be made in, or reduced to, writing, and the ship, the freight, and the personal property of the master and owners liable to Government for cost incurred. This would make owners wary what masters they employed, and masters cautious to use all possible means to keep up proper discipline on board. In cases of the conviction of seamen in England, the costs might be allowed on the certificate of the judge. The removal of masters in foreign countries is a point of great diffi- culty, as they must be considered as the confidential agents of the owners. If none but really valuable ships were sent to sea, few cases would happen in which the exercise of such power would be called for. The answer I got at Lloyd's, when I mooted this subject, was, that every owner was supposed to use proper caution in the selection of the master, and that if lie did not he must abide the consequence. I thus answer your letter as well as I am able. (Signed) RICHARD BARTLETT. — -^ 68 SPAIN. No. 38. Consul Clark to Mr. Murray. My dear Sir, Santiago de Cuba, September 11, 1843. I SIT down to address you in answer to your letter of last July, with feelings of peculiar satisfaction. The subject treated of therein has forced itself on my mind for the last ten years as of the highest interest to our welfare as a maritime nation, and which calls loudly for some enactment. Jn the winter of 1829 I left Gravesend in an English brig bound for Mexico ; we anchored the first night at the Nore, where the master got drunk. The next night we anchored in the Downs, and when the pilot left us, the master was again so drunk that he could not write an order for the pilotage. So disgusted, indeed, was I with his conduct, that I wrote on shore by the pilot-boat, stating the facts, and recommending the appointment of a fresh master; during the night, however, the wind became favourable, and we proceeded down Channel. The master was. a most ignorant man, in addition to his habit of frequent intoxication ; but there was a sober, active mate on board. We got out of the Channel, passed to the eastward of the Madeiras, and shaped a course which it was thought would take us clear of the Canaries, To our suprise, however, one morning we made land right ahead, and finding that we could not weather, we bore up, and passed to the leeward or eastward of the island, which to the mate and myself was certainly that of Teneriffe, although the master declared that it must be Palma ; and it was only the sight of the Peak which convinced him of his error. I have run down the Trades in five different British merchant- vessels, and in three instances we have made the Canaries when the masters in command considered themselves in a fair way to pass to the westward of that group : and only in one instance was the master correct as to the name of the island which we made. Palma was averred to be the name of the island in place of Teneriffe in two instances ; and in the third mistake was impossible, as we passed to the westward of Palma. In the first of the three voyages just cited, we not only made the Canaries unexpectedly, but we were very near running on shore on Porto Santo, high land as it is : and I think that these proofs of miscalculation show that the shipmasters are in many instances grossly ignorant and incompetent. But to resume my voyage to Mexico. We made the West Indian Islands without any further mistake. We ran down the south side of Hayti, and shaped a course to take us to the south side of Alta-vela then in sight ; but, owing to current or bad steering, about 8 p.m., laiiid was seen on the larboard bow, after a heavy squall of rain. The mate and I remained on deck during the whole of its continuance, from prudential motives, and the moment we made out the land clearlv on our larboard bow, I ran down and called up the master, who had turned in. At first he pretended that there was not any land to be seen to the southward of our course, and stood on ; after the lapse of some time we pointed out Peata to him on our starboard bow, which he asserted to be the main land, and that we had passed Alta-vela ; however, upon our persisting in out assertions, he at last gave way, and the course was changed. It is more than probable that the mate and myself saved the brig in this instance from shipwreck, as the reefs near Peata would most likely have been fatal to the vessel, had not the course been altered. We touched afterwards at Campeche, where we stayed two days ; and on going off the second night in the boat we missed the brig ; the men were half drunk, they fought in the boat in despite of the master, and it ended m our passmg the night at sea in the open boat. ' 1 loaded the brig at Laguna de Terminos, and during her stay there, and the master dmed one Sunday on board of an English barque, on which occasion the crew of the vessel in which I had come out became intoxicated, and commenced abusing the crews of the different vessels- SPAIN. 69 aii'ound them. The master of the brig left the barque to quiet his crew ; but in place of being able to effect his purpose, they continued theif abuse, came aft, insulted' him on the quarter-deck, and were complete masters of the vessel. In the end I had to obtain soldiers from the Governor of the town to take the ringleaders out of the brig, who were imprisoned until the time arrived for her sailing, when they refused to go on^ board unless the master signed a certificate that no part of their wages should be stopped in England, on account of loss of time and expenses incurred ; and the master complied. The perils which this vessel ran during the voyage, in consequence of the incapacity of the master are to be ascribed to want of education and to drunkenness combined.' The insubordination of the crew is to be ascribed to the little respect entertained for the master, on account of his want of knowledge as a navigator, added to his want of sufficient firmness in- command ; he was unnerved by his excessive use of ardent liquor. He coald do little more than sign his name ; he could not be said to write an intelligible letter. He often committed errors in working the latitude, according to the simple rule in vogue ; and L have heard lately from the mate referred to (now in command of a vessel), that duving the homeward voyage from Laguna de Terminos, he, the mate, had to take all the spirits on board under his own charge, and lock them up in his chest, having one night found the master intoxicated on deck, running the brig right for the shore during a gale of wind ; and he added, that the master afterwards perished miserably on board of a vessel which he commanded, having been suflFocated in a fit of intoxication. On my asking him the reason of such a being having been kept in command, as his conduct must have been made known to his owners, he told me that the influence of a relation was the cause. During the time I have been acting here as Consul, — ^liast year indeed, an Irish brig was consigned to me, commanded by a young Irishman, who was continually intoxicated; the consequence was, that the crew mutinied, the master and some of the men were imprisoned, the disputes continued after their liberation, and eventually I had to send the vessel to sea with a guard of soldiers on board ; and when clear of the mouth of the harbour, she was left to her fate. I have made a voyage in a Scotch brig, the master of which was so ignorant as not to be able to comprehend the fact of this being the nine- teenth century. He carried a chronometer to sea with him, but he scarcely comprehended its management, and it stopped whilst I was on board. He was a good seaman, who had risen from before the mast to the command of a vessel. He did not want for sufficient natural ability for his situation, but he wanted education ; and if, by enactment, educa- ticfn had been requisite to enable him to assume command, I do not doubt but th^t he would have found means to have obtained it, either from his own resources or those of his relatives, as he was decently connected. He ran away from his home early in life; and the little learning he possessed he had acquired chiefly after having obtained the command of a vessel, — so far as I could gather from his conversation. My intercourse with merchant-vessels has not been confined to those of the Commercial Marine of my own country. I have had also consider- able experience among the merchant-vessels of the United States ; and I think, on the whole, that American masters are superior to our own, but that the crews are not better, but, if anything, worse. In my opinion, the crews of Bl-itish merchantmen are not inferior to those of any nation, when properly commanded. It is true that the crews of British merchantmen are more riotous in port than the generality of other seamen ; and it may also be stated, that their irregular behaviour arises entirely from over- indulgence in ardent spirits. Masters of American ships are not better seamen, not braver, not more robust, not more moral, than masters of our own merchant-vessels ; but I think that they are better educated, and less addicted to intoxi- catiom rhave sailed on board of various American merchantmen, and I have found themv in m&st instances, very superior vessels indeed, and their 70 SPAIN. superiority, in my opinion, is to be ascribed chiefly to the officers, after due allowance for model and fitting out. It has struck me, of late years, that the Bremen vessels are exceed- ingly well conducted, and in every respect superior merchantmen ; and I am inclined to ascribe the admirable state of those vessels, in a great measure, to the officers selected for command. It is my decided opinion, that every master of a British vessel should be subjected to examination previously to command being conferred upon him, and that the same law should extend to mates also. I am also of opinion, that, if sobriety could be enforced or induced in the Merchant Navy, scores of vessels would be saved annually. Tem- perance regulations are gaining ground in the Commercial Marine of the United States ; and in this port I have met with American masters who, confessing that they liked a glass of grog, when on shore, as well as most persons, never took spirits to sea with them, stating that long experience had taught them the great advantage of strict temperance at sea ; and adding that, with hot coffee, they could get along, even on their own coast, in a snow-storm. With the way jn which grog is served out on board of Her Majesty's ships, I think no fault can be found, and that it is even con- ducive to the health of the men; but the evil attendant upon the presence of spirituous liquor in the Merchant Navy is, that there is not sufficient check against its abuse : the master is uncontrolled judge of the quantity that he or the men are to take. I am of opinion, farther, that if sanitary regulations were introduced, hundreds of deaths would be avoided every year : when sick, the seamen are too often left to the care of the cook, after the administering of a dose of medicine, which in many instances is the wrong one. I have seen British seamen dead or dying from yellow fever, over and over again in the bows of British merchantmen, when, if the sufferers had been sent on shore at the commencement of the disease, at least half the deaths from that terrible scourge might have been avoided ; and I am therefore of opinion, that no master of a British vessel should be allowed to keep a sick seaman on board of his vessel in port after the seaman had requested to be sent on shore to the hospital or sick lodgings, as it might be ; and that in case of the death of the seaman, after refusal on the part of the master to send him on shore, such refusal should subject him to fine and imprisonment. The forecastles of merchant-vessels in, the burning climate of the Tropics are too often floating hells, from filth, confined space, and want of ventilation ; and although I am aware that the subject is a most difficult one on which to legislate, I cannot refrain from stating that a change is required. I do not think that we ever can expect to see our merchantmen manned with cleanly well-behaved seamen, unless the seamen themselves are well treated ; at the same time I do not think that the power possessed by a master over his crew is too absolute ; if anything, I think the contrary to be the case. • I beg to transmit to you a statement which I have addressed this very month to a friend of mine, a large shipholder, on the health of the seamen m this port, and I think it bears out my opinion that some sanitary regulations are called for. I sincerely trust that the foregoing remarks v^^ill be of service to you m the meritorious object you have in view, and I shall be delighted to learn that such is really the case. I remain, &c. (Signed) CHARLES CLARK. Inclosure in No. 38. Statement by Consul Clark, reqarding the health of Seamen. Santiago de Cuba, August 31, 1843. IF the owners of vessels in the copper-ore trade to Santiago de Cuba will only order the masters in command to contract for medical attendance on shore, they will save annually many valuable lives, and I SPAIN. 71 do not think that, one year with another, they will have to undergo any extra outlay. A representation was drawn up in 1842, and numerously signed by masters of vessels, recommending the contract plan, which I forwarded to the directors of the ^obre Company ; and in it Doctor James Forbes offered to contract the year round at 8 dollars per head for each individual composing the crew. I will now transcribe a few facts, attendant upon the present system, which have come to my knowledge, and for the truth of which J pledge myself. I possess the names of the vessels alluded to^ but I shall not make them known unless called upon to do so. One of the crew of the brig * * * having fallen sick, the master was recommended to apply for medical advice, which he declined doing ; but on a relative of his own falling ill also, a doctor was sent for, who, having bled and prescribed for him, was then asked by the master to examine a convalescent forward, who had been very ill, but, by sweating and purg- ing, was recovering. Upon examination, the poor fellow was found to be dying, in place of being convalescent, and his death took place the next morning. In despite of this warning, the same master, during the same voyage, treated two others of his crew in the same way. A doctor was called in on the third or fourth day of the disease, when he found one of the men in the last stage of the complaint, the master thinking him, as he said, out of danger, and next morning the man threw himself overboard, delirious, was picked up, and died in a few minutes. In the barque * * * one of the crew complained of pain in the back, the usual sign of yellow fever ; his malady was conceived by the master to be a cold ; paregoric elixir was administered to him, and his back rubbed with opodeldoc, and on the third or fourth day of the disease, the man was sent to hospital, merely to breathe his last. A man lately hung himself on board the barque * * * during a paroxysm of the fever, an event which could hardly have happened in an hospital ; and, in addition to this case, I believe the same ship lost more hands on board of the vessel, during the same voyage. In another vessel, during the last month, a boy was taken down with fever, was kept on board four daj'^s, and dosed with pills and powders ; he was then taken on shore, and died the following morning. After the lapse of a few days, another boy was taken sick, and with the preceding fatal case fresh in the master's memory, he pursued the same mode of treat- ment, and that boy also died the morning following his admission into hospital. Again, during the last month, a man belonging to the brig * * * was taken ill on the Saturday. A doctor was sent for, who bled and pre- scribed for him, giving instructions for a boat to be sent for him the next morning, as he had no doubt, but that the man would require a second bleeding. On the Tuesday following it was that the doctor was sent for, when the man was delirious, and died the same night. These are only a few instances out of the sad scenes of misery and death which this bay continually presents, from proper medical attendance on shore not being furnished to the crews of the vessels lying there. If I chose to make extended inquiry,, I could fill a small volume with the harrowing details which attend, and ever will attend, the system of non-contract, or even medical attendance on board ship ; and I solemnly declare, with the deepest conviction of the truth of my assertion, that the owners of vessels trading to Santiago de Cuba might save one- half, if not two-thirds, of the number of seamen who die of yellow fever on board ship, if they would only instruct the masters in their employ to contract in every case for medical attendance on shore, and order them, on pain of dismissal, to send to hospital any man complaining of head-ache, or pain in the back, no matter at what hour the seaman should make his complaint. An hospital has been erected here, by Dr. James Forbes, for the use of British seamen ; and I can safely add, that there is not any other place in Santiago de Cuba which offers one-half the advantages which are afforded to sick seamen in, that establishment. C. C. 72 SPAIN. No. 39. 'Consul Crawford to Mr. Murray. My dear Sir, Havana, October 26, 1843. IN reply to your letter of the 1st July, I have to state, that I have all my life had to do with merchant-masters, and the crews of British and other merchant-ships. When at Lisbon, from 1816 till end of 1822, the number of ship- masters entered and cleared in each year was very great ; the instances of drunkenness very numerous, and the consequent loss of registers and other papers most distressing ; the example set by such masters occasioned continual riots and disorder amongst the crews. In after experience at Tampico, from 1827 till June 1841, I regret to say that my opinion of the inferiority of our shipmasters, both as to their vs^ant of sobriety and general intelligence, is not altered in their favour. At that place, there vrere some instances which required all my determination to control. In a state of drunkenness a master insulted me in my own office, backed by his mate ; they were turned into the street, where they continued their abuse until taken up by the guard and placed in arrest ; and that master commanded a vessel which brought a cargo from Liverpool of near 30,G00Z. invoice value. Since I have been stationed at this place I have not observed any improvement in the class of masters. It is uniformly the case, that where the master is drunken or otherwise incompetent, they either have inferior class mates, or the mate, if superior, is presuming in his behaviour, and the crew disorderly ; giving room for constant complaints, there being nothing hke order or discipline on board. The miserable wages paid to the masters of our smaller class mer- chantmen, operates against their being persons of greater attainments and quahfications to command ; and too little attention is paid in their selec- tion by the owners, as to their character for sobriety. The system of crimpage, or shipping the crews by means of a crimp or shipping-master, calls also for reform. The masters seldom, if ever, see their crews till they are just getting under weigh to proceed upon their voyage ; it is there- fore a matter of chance that they have either a good or a well-conducted crew ; but most decidedly, if the master is an indifferent one, the mate is so too, or he is against the master, and the crew become mutinous and disorderly. It is my opinion, that much is wanting to be done to preserve the. character of our seamen, by their being commanded by a class of persons who,, combining skill in their profession, with a knowledge of the means of properly maintaining authority on board their ships, should also be carefully selected as to the sobriety of their habits ; and in all cases the chief mates should be ascertained to be thoroughly qualified to succeed the master in command, as well as that the second mate should be a com- petent seaman and navigator ; which, with a rule that the crews should be seen and approved by the masters, previous to their signing the agree- naent prescribed by the Act of Parliament, for the intended voyage, instead of trusting entirely to the shipping-master, would be the means of placing our Mercantile Marine upon a much more respectable footing than It IS at present, as compared with that of other nations. I remain, &c. (Signed) JOS. T. CRAWFORD SPAIN. 73 No. 40. Consul Crawford to Mr. Murray. My dear Sir, Havana, November 8, ] 843. AFTER having written to you about merchant-ships and sailors, I recollected that I had some notes about a case which occurred at Tam- pico, which thinking would be amusing, if not instructive, you have them here. Yours always, (Signed) JOS. T. CRAWFORD. P.S. — Only a few days before! left my old station. I have seen many quite as bad. Inclosure 1 in No. 40. Complaint of * * , one of the crew of the * * of * * * the Master, for assault, &jc. Tanfipico, June I, 1841. * * , one of the crew, sworu: — Declares he is a Norwegian, and shipped on board the * * at Liverpool. The master put him on the ship's. articles as a native of Guernsey ; cannot speak as to whether the master struck the man * * or not, he, the witness, having been in the hold at the time^ hooking on the bales which they were discharging; but he distinctly heard the master urging another^ of the men * * and * !* *' to see it out." * * another of the crew, sworn : — Brother to former witness, also a Norwegian, but put upon the ship's papers as a native of Guernsey; declares that, he saw the master strike * * with the shovel, now produced, and afterwards attempt to strike him with an axe, also now )rodueed, which he, the master, took up, swearing that he would knock, lis i brains out, but which he was prevented doing by * * seizing the instrument and wresting it from the master. Witness declares that the master incited * * and * * to fight out their quarrel, in order, as he said, to have an end of disturbances in the vessel. * * sworn : — Declares that he had a dispute with complainant, , * * ; that the master inquired what it was about, and said that he. knew what, it was about ; that. * * went aft with the niaster and, as declarant believes, told him all about it. After which, they having no disposition themselves to fight, the master urged them to "see" or ''have it out;'' upon \yhich they didi the best they could, but the master interfered, and they separated ; after which the master ordered * * to go to work, which he refused to do, saying that he would* not work so long as the master set the rest of the crew against him ; upon which the master took up a shovel and struck * * on the thigh, and was prevented from striking him a second time, by * * ' catching the shovel and evading the blow. After which the master .took up an axe and attempted to strike the same man * * with it; but he dodged the blow, and snatched the hatchet from the master and jumped into the boat alongside. * * , the mate, objected to being sworn, but reluctantly at length upon his oath declared, that having been on shore taking, an account of the cargo, upon his return saw there was some trouble on board ; saw the master with a shovel in his hand, but did not see him strike any one. Whereuponj5s[,the3Colisul> severely reprehended the^said master for 74 SPAIN. such outrageous and unlawful proceedings, pointing out to him the con- sequences of such conduct, as calculated to destroy his command of the vessel, inducing mutinous resistance by the crew, by placing himself on a level with them ; and cautioning him against the repetition of such an ofience ; as, should such occur, I should feel myself under the painful Tipcessitv of passina: the complaint to the Mexican authorities. > M s i- (Signed) JOS. T. CRAWFORD. Inclosure 2 in No. 40. Complaint of the Crew of the * '^ of * * against the Master. Tampico, June I, 1841. * * , one of the crew, sworn : — Declared that on this last passage from Liverpool, on a day the date of which declarant ha,s on board, and will add hereto, the crew complained of a want of provisions, to which the master replied that they had enough, and that if they did not go forward, he, the master, w^ould blow their brains out; that he went below and brought up a gun ; and that this declarant and the f est of the crew having gone forward, he only knew that the master fired it off. * * and * * , on their oaths, substantiate the declaration of first witness. * * , the mate, sworn : — Declares that on this last voyage, when off Madeira, * * refused to cook, and said that he would not, as he did not ship as cook ; that afterwards, words rose between the master and the crew respecting their victualling ; that the master went below and brought up his gun, and spoke about shooting them, upon which something was said by the crew about their lives being in danger ; upon which the master observed that he had a right to try his fire-arms, and then fired off his gun to leeward. * * , a passenger, who came by the * * from Liver- pool, sworn : — Declares that he heard several disputes between the master and crew, from which it was his custom to retire into the cabin, but on the occasion referred to he heard the men and captain disputing about the quantity of provisions allotted to them. After disputing some time, the captain came down to his cabin, seized his gun, and went up declar- ing " that he would shoot some of the men ;" witness does not know which. Immediately after * * came to the skylight and requested me to come on deck to be a witness of what was going on, but I declined, as I did not wish to interfere one way or other. Heard the captain order one of the * * to go to his work, but he refused, stating, that so long as he, the master, held his gun in his hand, his life was not safe. * * , the master, in his defence, stated that the men got more than their allowance, viz : — one pound of meat each per day, one pound of butter and one pound of sugar each per week, and potatoes as much as they could eat ; and that he denies all the assertions made by the parties before named. Upon which I, the Consul, informed the said master that the crew must have a sufficient allowance of provisions, and that his conduct in threatening their lives with a loaded gun in his hand, which he had gone for purposely whilst threatening to commit murder, was highly culpable, and for which he had made himself liable to be severely punished by law. Whereupon the crew raised a new difficulty, declaring that the master was the only person on board capable of navigating the vessel ; and the mate having been asked by the Consul as to his capability as a navigator, conducted himself in so violent and insolent a manner as to render it necessary to remove him under arrest to the guard-house, from SPAIN. 75 which he was liberated soon afterwards, upon his making- a proper apology in this office, and expressing his regret for his improper (Signed) JOS. T. CRAWFORD. behaviour. Tampico, June 2, 1841. THIS day, notwithstanding what had passed, the crew of the * * presented themselves to complain of short allowance of provisions. They brought a piece of back-bone of salted beef, upon which there might have been something less than one pound of meat, which they stated was issued, with some potatoes, for their day's provisions, being five in number. The master admitted that that was what had been issued, but said they should have more at one time, and swore the next minute they should not; that he should give them what he pleased, and no more; that he defied the Consul, which he repeated after having been cautioned as to his being insolent ; he then taxed the Consul with being partial and siding with the crew, denying him justice, and so forth. Upon which I desired the crew to go on board and civilly ask for a sufficient allowance of pro- visions, which, if refused to them, and they returned, I should consider it my duty to supply to them at the vessel's expense. The provisions were refused, and thereupon 1 supplied their dinner at an eating-house on shore, which cost 13 reals, or 6s. 6^. sterling. (Signed) JOS. T. CRAWFORD. T, 2 .77 PORTUGAL. No. 41. Consul Smith tci Mr. 'Murray. My dear Sir, Lisbon^ My 19, 1843. IN answer to your letter of, the 1st July, which I received on 'the 14th instant, I beg leave to state, that amongst" the many instances of complaints preferred at this Consulate by masters of British merchant- vessels against their crews, I have observed that a considerable portion of them arose out of the improper conduct of the masters themselves •or of their mates, some of whom having been palpably deficient in that moral conduct and education which are so essentially necessary for the mainte- nance of their own authority and for preserving good order on board their vessels; whilst others who have been given to drinking, and thereby affording a bad example to their crews, have led them inta acts of insub- ordination and want of proper respect. A few cases have come under my observation, in which vessels have been wrecked and stranded on the coast of this kingdom, owing, it- would appear from the hints thrown out by their respective crews, on their reaching this office, to the total ignorance of the masters and mates in practical navigation. In illustration of the present defective system I beg to mention a case that occurred at this Consulate. On the arrival of a ship in this port, bound to the coast of Africa, the master complained of the disorderly conduct of the crew in setting his orders at nought, upon several occa- sions ; when, upon cross-examination of the parties, it appeared that the irregularities began by the master's ordering them to let go the anchor in the Bay of Biscay whilst in a state of intoxication ; and the crew in their turn petitioned for the removal of the master, upon the plea that they were unwilling to intrust their lives to a person so totally inadequate to com- mand, from his extreme ignorance and habits of insobriety. There are a number of regular trading- vessels frequenting this port, commanded by men who combine with skill in their profession, a perfect knowledge of the means of properly maiiitaining their own authority with good order and regularity on the part of their respective crews, in such a manner that scarcely a case has occurred of any complaint having been made, either by the masters or crews of those ships at this Consulate ; but, as I have above stated, there are many lamentable instances to the con- trary, and I have frequently seen vessels intrusted to ignorant young men who have appeared totally incompetent for the command. ^^ As far d,s I am able to form an opinion of masters of foreign trading vessels, I am bound to state that I think they' are of a very superior class, generally speaking, to those of our own country. In conclusion, I beg leave to add that, were I called upon to give, an opinion: founded upon the observations which, the experience of, severial years has afforded me, I should say that there;eannot be any doubt as to the necessity^ for the. authoritative steps on the part of Her -Majesty's 78 PORTUGAL. Government to which you allude, and that a most desirable result would be obtained, if, through such interposition, our Commercial Marine should be placed upon a moi-e sound and respectable footing. I am, &c. (Signed) WM. SMITH. No. 42. Consul Stoddart to Mr. Murray. My dear Sir, Madeira, September I, 1843. 1 HAVE had the honour to receive your letter of Jst of July last, expressing your anxiety to get every possible information respecting British shipmasters and seamen, with the view of showing the necessity for authoritative steps on the part of Her Majesty's Government to remedy the disastrous consequences so frequently resulting from the incompetency of the former; an evil which seriously affects the character of the Commercial Marine of Great Britain. It really affords me much satisfaction to find that a subject so important to British interests is likely to have the advantage of attentive consideration. In investigating numerous complaints which have been made to me, respectively by shipmasters, of the disobedient, disorderly, and mutinous conduct of their crews, and by seamen, of the unjust, offensive, and tyran- nical treatment of the master, I have on many occasions been forced to the conclusion, particularly in the case of small vessels, that incapacity and want of sobriety in the master have been the principal causes of all the dissatisfaction and evils arising out of it. Indeed I have not often met with instances of complaints from either shipmasters or seamen, where the former appeared to combine sobriety ■with skill in their profession and a knowledge of the means of properly maintaining authority on board thir ships. ' I should therefore rejoice to see some measure adopted which would secure to our Mercantile Marine a more competent class of men as ship- masters than many of those who now obtain the charge of vessels and cargoes, and which would recognize habits of intemperance as an objection to the admission to the responsibility of so important a trust. I have, &c. (Signed) GEO. STODDART. No. 43. Consul Hunt to Mr. Murray. My dear Sir, st. Michaels, November 1, 1843. THE subjoined statement with respect to the qualifications of ship- masters engaged m the British trade of St. Michaels, has occupied me a much longer time than 1 expected, and could not be forwarded sooner This you will easily believe, if you reflect that such a statement could only be drawn up from a knowledge of the character of every individual- and that, to prevent errors, it was necessary to weigh carefully all that I could remember of his qualifications. The statement which I now offer to you is drawn up from memory, and from the opportunities which my ship-broker duties, in entering and clearing ships, have given me of being personally acquainted with all the shipnaasters resorting to this port. I have enjoyed a further means of knowing their several degrees of acquaintance with the science of navi- gation, by inspection of their log-books and questions as to their out- ward voyages, made for the purpose of deriving assistance from them in tracing the progress of gales of wind. But the information which I have derived from this double source is still exposed to some uncertainty; inas- PORTUGAL. 79 much as a man who is of intemperate habits when on shore, may be very sober, and therefore trustworthy at sea, and may be acquainted with the modes of ascertaining the longitude without putting them in practice. The latter is, however, the most rare and doubtful exception o'f the two. The number of individual shipmasters which have been engaged in the trade of this port, since my first arrival here in 1839, has been 232; of which I can only furnish information of 191. These will, however, form a sufficient number to give the character of our trade. The vessels of other foreign nations, visiting this port, have all been of large size, and therefore commanded, I should presume, by properly qualified per- sons. The Portuguese ships may be divided into two classes, the coasters and foreign traders : the former commanded by masters of merely prac- tica^f/^cquirements, the latter by masters regularly educated, examined, and gassed, at Lisbon. No further information on this subject now occurs to me ; but I shall be happy to reply to any questions which you may think necessary for its further elucidation. Believe me, &c. (Signed) THOMAS CAREW HUNT. Inclosure in No. 43. Note on the Qualifications of Shipmasters engaged in the Trade of St. Michaels Numbers of Shipmasters comma Vessels of nding Vessels lost in four years Under 40 tons. From 41 to 60. From 61 to 80. From 81 to 100, From 101 to 150. under their Command. Of sober habits, and acquainted with the mode of ascertaining longitude 1 9 23 21 28 4 Of sober habits, but not acquainted with the mode of ascertaining longitude . . 8 53 11 6 5 Of intemperate habits, but acquainted ■with the mode of ascertaining longitude 1 1 1 3 Of intemperate habits, a,nd not acquainted with the mode of ascertaining longitude 1 10 11 2 1 191 Shipmasters . . 10 73 46 30 32 No. 44. Consul Rendall to Mr. Murray. My dear Sir, Boa, Vista, Cape Verds, November 20, 1843. A FEW days since, I had the honour to receive, vid the "^ Gambia," your letter of the 1st July last, expressing a desire to obtain information respecting the character and conduct of British shipmasters and seamen. The ships which I have found to give the most trouble, and in which, consequently, the greatest disorder generally prevails, are those from the port of Liverpool. The cause of this I have ascertained to arise from the loose manner in which masters of vessels hire their crews ; they are never taken on board, until the last moment of the vessel hauling out of dock or anchoring in the stream ; they are then brought from low lodging- houses, by men who can be denominated by no other name than " Crimps," and who settle with the capta,in and owners for the advance usually given to the crew, the whole amount being generally absorbed for debt, and the men proceed to sea without the usual comforts and clothing. It often occurs to masters of vessels leaving the Mersey, to be obliged to return and change the whole crew, the men shipped not being sailors. Men thus collected together are found to be generally of the worst kind, disorders of a serious nature prevail, and the vessel is continually chang- 80 ^ PORTUGAL. ing- her crew in every port she puts into. A great expense is entailed upon the ship and sometimes to the country, by seamen being left behind ; at any rate the Consuls are plagued and teased to death whenever these scamps come under their charge. 1 have observed similar disorders (and they are, I believe, to be attri- buted to the negligent manner of hiring the crews) in vessels from New- castle, the Clyde, and Aberdeen. There is nothing hke the same trouble with the crews of vessels from London ; the mode of hiring is different, and some regard appears to be paid to character and previous services. Vessels from Whitehaven, parts of the Severn, Guernsey, Jersey, and similar places, the crews are found to belong to the place where the ship was built, the captain is part-owner, and generally from the same place. In these crews, you find a pattern for our Commercial Marine; seldom is it the case that a man requires to be removed during a voyage ; the master is a sober and good-tempered man ; the crew love and respect him, and everything proceeds with the greatest regularity; indeed it is a pleasure to have anything to do with a vessel of that description. I have had the crews of several shipwrecked vessels under my charge, and 1 observed in one instance, the " Martha" of Guernsey, the captain of which was a moral and a sober man, that the crew attended to his good counsel, and during their stay there was no case of drunkenness, selling of clothes, or any misbehaviour worth speaking of I cannot, however, speak in any the like terms of the crews of other vessels similarly circum- stanced : but I found their conduct to be generally good or bad, as the captain could be classed for sobriety or mildness of temper. I do not think, generally speaking, there is a deficiency of practical knowledge of navigation and seamanship with the masters of British vessels ; but that where a ship is in disorder (the crew having been selected with care) then the cause must be attributed to the want of management of the head officer, caused, no doubt, from bad temper or want of sobriety. I cannot hold owners of vessels free from blame ; much depends upon them, particularly in selecting the master, as well as the care taken of a good seaman, while the vessel is lying idle in port and not earning^ freight. The Americans have a large fleet of whalers, and these islands are at times infested with them; they have generally four or five English sailors or more, the rest are landsmen, or other foreigners ; the former are upon gpod wages, and it is an invariable practice to get rid of them as soon as they can get a foreigner perfected, who is upon low wages. The system of kidnapping is practised in the harbours of the United States, or. they would not otherwise be able to man their vessels ; and the persons who suffer are emigrants from Great -Britain. From these causes, the Consulates are filled with distressed seamen, or at least such is the case in these islands ; for if an American ship does not put Englishmen ashore here, some are seen, to run away; the severity of treatment on board is very much complained of To conclude, I can safely assert, that where I have found a sober, well-informed, and good-tempered man, as master of a vessel, there also nave I found a well-behaved and steady crew. On the other hand, where the master has been found wanting in those qualities, the crew, generally speakmg, are found also to be a disorderly and drunken set. Believe me, &c. (Signed) JNO. KENDALL. 81 SARDINIA. No. 45. Consul Brown to Mr. Murray. My dear Sir, Genoa, August 7, 1843. SUCH little experience as I have in my official capacity leads me to the firm persuasion that the conduct (if not even the character) of British merchant seamen depends very greatly upon the character and demeanour of the masters. Merchant seamen, though generally ignorant of, and at least but slightly acquainted with, navigation, have almost invariably sufficient cunning to discover the want of such knowledge in their captains,, and the cases of that want are not unfrequent; but I am sorry to confess, that the want of knowing how properly to maintain authority on board their ship is a common fault, more especially when in port, when they seem to trust more to the intervention of the Consul than to their own exertions to preserve order. It is quite common for a captain to take up his abode at a tavern, leaving the entire charge of the vessel in the hands of an ignorant mate, whose whole learning is not a whit supe- rior to that of a man before the mast, whose quarrels with the seamen or those amongst themselves, are forced upon the Consul for adjust- ment ; and he is frequently pressed to discharge a particular seaman, and exposed to great impertinence, if, from a sense of duty, he refuses to comply. Good masters, i.e., mild and steady, combined with adequate know- ledge of practical navigation, have invariably well-conducted crews ; and the indifferent and the incompetent have crews stamped with like want of good qualities, and among them there are frequent outbreaks. I have experienced but one instance of a really clever man and excellent navi- gator, who had a refractory crew, and this, I feel sure, was attributable to his hardness, violence, almost cruelty. He had navigated his vessel (a large one) in safety a direct voyage from Calcutta to this port ; but it is my clear opinion he would not have been safe, had he left Genoa with the identical crew he brought into it. Therefore I allowed the discharge of five seamen, at considerable inconvenience to the service, as hands were wanting to supply the deficiency. This was from February 1842 to April in the same year. From November 1842 to March 1843, a Jersey captain was here, who was accused, on all hands, of great stinginess, and he consequently could not maintain sufficient control, — for to be stingy is a mean fault that Englishmen will hardly bear with ; a regular fight took place on board this Jersey man's ship, in which a Scotchman (said to be a good navigator, but who had certainly got some little twist) struck the captain. For this grave offence I took the responsibility and (as you know) risk upon myself, and imprisoned him and his coadjutor; after this the Jersey captain, knowing he would remain long in port, and wishing to avoid the expense of maintaining the men, pressed me to discharge them. This 1 would not do, considering one punishment (imprisonment) enough, or at any rate all I was entitled to subject them to. Upon this he appealed to Turin, but to this I turned a deaf ear, and forced him to take back to England (a direct voyage) the two men whom he intended to abandon M 82 SARDINIA. here, totally unprovided for. I lectured the men when on board their own vessel and on the point of sailing, and she reached England, as I was quite sure she would, in safety. Drunkenness is, after all, the worst fault in a captain or master ; and an instance occurred here (unparallelled, J presume) two years since, — an Irish master, his mate, and the entire crew, were ashore, all drunk at one and the same time, the vessel being at anchor in the port without a soul board. To make the matter stranger, the master was part-owner; when the drunken fool had received his dressing, he wept like a child, the fumes of wine being still upon him ; declared his incompetence to manage his vessel; and requested me to appoint another captain and crew. I reasoned him out of this by pointing out the certain ruin it would entail upon him, and he then (though a Protestant) offered to take the pledge ; he arrived on the 2nd, and cleared out on the 15th, July, 1841, and — mirabile diciu I — got safe again to the Green Isle. Perhaps the most objectionable of all practices (and it is one cer- tainly open to legislative interference) is that of advancing a month's wages previous to sailing from England ; and at the port of Liverpool this practice is invariable. Nine times out of ten it causes the sailor to arrive here, and at many other ports in the Mediterranean, without any claim for wages upon the ship, and sometimes (not unfrequently) in the ship's debt ; the consequence of this is, that the captain has but slight hold of him ; and if, from any cause, he is discharged, he becomes a burden upon Her Majesty's Government or a vagabond upon the streets. If we can, by legislative enactment, break through the above very bad practice, it will confer a great national benefit, and it is the very moment to do it while there are so many unemployed hands. The Consul might be directed to disallow— in the account between captain and sailor, which must be settled before him, ere the latter is discharged from a ship — any sum advanced to the sailor previous to the sailing of the vessel. I have thrown these few words together in a hurry, and doubt whether you will find them of use ; but upon the last point, viz., disallow- ance of the advance of a month's wages, I am most strenuous. Faithfully yours, (Signed) T. YEATS BROWN. 83 ROMAN STATES. No. 46. Consul Moore to Mr. Murray. My dear Sir, Ancom, August 9, 1843. I REPLY to your letter of 1st July, on the subject of British ship- master and seamen, in which you request me to furnish you with any remarks I may have to offer upon their character and conduct in general. From the experience I have had of this class of men for a period of seventeen years in the Mediterranean, I am firmly of opinion that a great reform is necessary, in order to place our Commercial Fleet on a footing worthy of our great commercial country. I consider the greater part of masters unequal to the responsible trust reposed in them, not so much from the want of nautical skill, as from a want of sobriety, by which imminent danger is continually incurred, voyages prolonged, and unnecessary delays in ports resorted to for the gratifications of their appetites. Though I lay most stress on the second defect, a want of skill is too often visible. The seamen are to an extent brutalised by the tyrannical treatment of the masters ; and the bad example of intemperance before them is followed up by them with avidity, whenever allowed to land with money in their pockets. Nine out of ten cases of dispute between masters and men I believe to originate from the faults of the masters in governing the latter. The seamen are so unaccustomed to kind treatment, that they never look for it. In all disputes on shore, or on board, wherein crews of different British vessels are concerned, independent of the inhabitants, the men almost invariably side as one body against the masters, and vice versd. The ships where masters keep up a proper discipline, tempered with kindness, the crews in proportion rise in character ; and I have generally found when a master has a few men on his muster-roll or articles, who have served him on a previous voyage, that such vessel is well conducted; but it is the usual practice to discharge the whole crew at the expiration of the voyage, so that neither party concerns itself to cultivate more than an ephemeral link. Out of three shipwrecks that have occurred here during my residence, I consider one to have been occasioned by causes beyond control, one from incompetency, and one from the inebriety of the master. The Guernsey and Jersey vessels, I find, upon the whole, the best conducted. Perhaps in our large ports our ships are not sufficiently under the eye and inspection of their respective owners, and many owners do not reside in sea-ports, and may not therefore take much pride in their vessels. In the principal countries of the Continent, a system prevails by which it is required that every candidate for the command of a merchant- vessel is compelled to undergo an examination as to his nautical skill, as M2 84 ROMAN STATES. well as to possess a certificate as to his general good conduct, before an appointment to a post of so much confidence can be allowed. I am, &c. (Signed) GEO. MOORE. I will add another remark or two, by way of postscript. American A'^essels (United States) appear to me to be the best models of merchant- vessels at present. They bear the palm over us in cleanliness, equipment, efficiency, and in the superior education of their masters. Within my own knowledge, I can perceive a deterioration in the cha- racter of our seamen. Their pride as British tars is not sufficiently kept up ; and at present, instead of hearing them sing national airs (as they formerly used), they have sunk to immoral and obscene songs, which they sing even at their work. 8-6 TWO SICILIES. K"o, it. ■Captain Gallwey to Mr. Murray. My dear Sir, Naples, August 26, 1843. I HA YE received (on the lOth instant) your letter of the 1st of July, requiring me to give you any information in my power respecting the character and conduct of British shipmasters and seamen ; and I assure you that it wiH give me great pleasure to communicate to you the result of my observations on iiie, subject during the nine years I have held this Consulship ; and I shall hail with much satisfaction the enactment of any Government measure that can lead to an improvement in the character of the persons that frequent this port as masters of British trading vessels, the average of which class is decidedly of a very low standard. Generally viewed, they are a very ignorant uneducated dass of men, — ^but little superior in mental or literary acquirements to the sea- men they are placed over. They are good seamen, which appears to be the only .qualification they often possess for the situation they fill. They are generally related nearly, or connected by marriage, with the owners of their respective vessels, and- it often happens that they hold an interest in them themselves. Very few of them understand navigation beyond the mere power of keeping the ship's reckoning, and that in the commonest manner. TTiey are not subject to any examination in navigation, and very few of them carry a chronometer with them, or are aware of the great benefit to be derived from the possession of so invaluable a companion. Asa body the shipmasters that come hither are not given to drunkenness, but some very melancholy and degrading instances to the contrary have come under my observation. In one instance, a vessel arrived here from England, the master of which died four days after she left the port of her loading through drunkenness. The evidence of the crew proved that immediately after the pilto left the vessel in the river the master commenced drinking, and by 8 p.m. he was stupidly drunk. AU the two following days he passed in the same state of beastliness. On the fourth day high fever ensued, attended by delirium, and he died on the sixth or seventh day. He had not performed any single act of duty after the vessel sailed from her port. I sent the result of the inquiry to the owners. The deceased had only joined the vessel a month before she sailed. The mate joined her two weeks afterwards, and the crew were hired the day previous to her sailing ; consequently, aU the persons composing the equipage of the vessel were entire strangers to each other when they put to sea — a very usual occurrence in the Mediterranean trade. On another occasion, a large English vessel came to l^Taples from Sicily to complete her cargo for England. The master not having repaired to the Con- sulate, I was told that he was iU on board and not able to leave the vessel. It subsequently appeared, however, that when the vessel was first visited on her arrivatl, the master was found in a disgusting state of drunkenness in the cabin; and, however wicked it was in the mate to permit spirits to be given to him, he continued so disgracefully drunk during the time that the vessel continued at ]!?[aples, taking in her cargo, that he was not on any occasion in a fit state to quit her ; and I was informed that he did not once come on shore, nor was he in a ^te to take any account of the goods that were sent on board her. I 86 TWO SICILIES. reported the case to the Underwriters at Lloyd's, in order that they might, if they thought proper, quash her insurance. On another occasion a vessel cleared out from IsTaples and left the port. I was surprised at seeing her at anchor outside on the following day. On inquiring the cause of her detention I was informed that the master was drunk when the vessel left the mole, and the mate did not wish to take charge of the vessel under such circumstances, and had anchored her again outside, and that as soon as the captain should become sober the vessel would go to sea. This did not however take place for two days more. I regret to say that I could cite many other cases equally bad as those I have now quoted, but I think I hmwe ^mA enough. I must, however, add, that A^ery little encouragement is held out to respectable men to enter the trade as masters of vessels. Their remuneration is on a very limited scale. The vessels in the Mediterranean trade vary from 90 to 250 tons burthen, and the pay of the masters varies from 61. to 7?. 10s. per month, and no other allowances, except their provisions, are attached to their situation. Formerly they enjoyed a primage, or commission, on the freight, but this has been discontinued for some years. Great temptation is consequently thrown in their way to peculation on the owners. Three or four instances have come under my observation in cases of vessels that had sustained damage, and whose accounts had necessarily passed through the Consulate. I was obliged on each occasion to have the work surveyed and the bills taxed, and, on a considerable reduction being required the masters of necessity com- plied, but said that the overcharges were made to enable them to get some of the work done on their arrival in England. On one occasion the contemplated peculation amounted to 60Z., and I discovered it on the artificers' refusing to swear to their bills ; and on my threatening to have them taxed by the dock-yard Grovernment artificers, they acknowledged that the master had obliged them to frame the bills they had delivered, but they confessed the overcharge in each and all of them. In this case the master was a very low, common fellow, and a confirmed drunkard ; and the owners, through their agent in London, wrote to me in very grateful terms for having thus guarded their interests, and assured me that if I would remove the master, and appoint any other competent person to the command, they would feel very much obliged to me ; but if I did not they would discharge him on the arrival of the vessel in England. Many of the shipmasters that come here are by no means fit persons to be entrusted with the command of any vessel, and the mates are, generally, if pos- sible, a worse, a commoner class of persons, being generally selected' by the master on his understanding that they can write, so as to write the ship's log- book, and keep an account of the cargo as it comes on board. I regret very much, on making a comparison between the men I have been speaking of and the persons that command merchant-vessels belonging to France, Sardinia, and the Two Sicilies, to find how miserably deficient our countrymen prove to them. In each of the countries I have quoted, persons desirous of obtaining the situations of mate and master, are obliged to'underffo an examination before a Board named by the Government, and if reported qualified for the situation, they are furnished with a "Patent of Command" or as "Mate," by the Minister of Marine, and in each service a shipmaster is obliged to make two coasting or home voyages, in command, before he attempts a foreign voyage ; and in the event of their conducting themselves impronerlv whilst abroad, on the Consul of their country or other authority reporting the case to their Government, the shipmaster is either deprived of his " Patent of Command " altogether, or it is suspended for a period. With respect to the seamen, their case in this trade is indeed very bad A very pernicious habit prevails generally, which calls loudly for consideration Immediately a vessel arrives in England from this country, her crew are all dis ' charged, and the vessel is unloaded, refitted, and reloaded when a cargo offers by persons residing at the port of her discharge. Her crew, poor men, are turned adriffc the day they arrive, unmindful of their late services, and they soon squander, most unprofitably, their late earnings. When a vessel is quite ready to go to sea, the master seeks for a crew ; and his first inquiry is addressed to a class of persons abounding in aU trading ports in England, caUed "ship agents " alzas crimps," fellows that keep boarding-houses for poor seamen that arrive from foreign service, and whom they keep while a single shilling remains to be TWO SICILIES. 87 fleeced from tliem ; they are then obliged to go to sea again; and these robbers generally contrive to get the poor sailors into their debt at least one half of the month's wages -that is to be advanced on their entering on a fresh engagement, and Jack generally embarks with a spare shirt, and his never-faUing companion, a bottle of rum. This conduct is pursued, I am invariably told, in consequence of the distressed state of the shipping interest. The crews of vessels unload and refit them whUst here, and they reload them likewise, and I cannot understand why the same custom does not prevail in - England. Sometimes vessels that resort hither . do retain their men for many months, and the difference in the appearance of such seamen is very striking. This, when it does occur, generally appears in Scotch vessels, and in those of Gruernsey and Jersey. Many of the former, and all those of, the islands I have named, retain their crews a long time. By the former mode of acting, the sailors must unavoidably continue naked beggars. They can never obtain what a good sailor prides himself on — a stock of clothes and a chest. "When they enter in the manner I have stated, they sign the articles of the ship without caring what conditions or provisions they contain. As soon as they get to sea, they quickly find cause of complaint against the food that had been provided for them, which is sometimes very bad indeed. Disagreement and squabbling immediately commences between the ship- master and crew — all strangers to each other ; and a system of quarrelling fre- quently continues to exist aU the voyage between the parties, and at the close of it both parties resort to the Consulate to complain of each other, — the one of idleness and neglect of duty during the outer passage, and the other of bad food and continual ill-treatment ; and both parties leave the Consul dissatisfied with the result of their visit. I have already addressed the Secretary of State on the subject of victualling merchant-vessels, and I shall not allude further to it here than to call your attention to the inclosed document on the subject, which I copied from the papers of a vessel that came here. Could any such scale of pro- visions be legally established for the Merchant Service, it would prove a cure to many of the diseases that exist in the vessels that come to IsTaples. Drunken- ness, to a sad extent, prevails amongst the seamen in this trade. I am not surprised at it. They are so low in the scale of society, and have so small a stake in the world, that they drink to drown care. It frequently happens, that a seaman is brought to the hospital here, and I am informed by the ship- master that the man had no clothes, no bed, and, perhaps, an old and dirty blanket forms his kit. This is not right, surely. Drunkenness is quite unknown in the Merchant Service of any country that I meet here but our own. Tem^ perance ships come here, the crews of which enter on the day of their departure, from England, subscribing regularly to the prescribed conditions of abstinence from spirits, and the first complaint that comes to a Consul, on the part of the master, is a breach of this condition by the crew. The latter pretty plainly prove, that when they signed the articles, binding themselves to those hard conditions, they were actually destitute of food, or of the means to get any. This is all very bad, and calls loudly for correction. This correction wUl never take place, unless it be induced by some Grovernment inquiry or enactment. The ship- owners do nothing themselves, but stiU they cry out, " leave it all to us, and we wiU reform the abuses that exist." [EsTothing can be more truly disgraceful or discreditable than the manner of keeping the log-books of the vessels that resort to this port. I assure you that it is at times almost impossible to make out their meaning, so terribly bad is the writing and spelling. The master of a vessel never looks at a log-book ; and when it is brought up to the Consulate, in order to extend a vessel's protest, it occupies three or more days to do what is necessary. I am particular in men- tioning this, because the masters of IsTeapolitan vessels act so differently. Their logs are necessarily produced for inspection at the end of a foreign voyage ; and I assure you that I have seen some of them that would reflect credit on our own men-of-war. Besides the necessary statement of the ship's proceedings on each day, a fuU account is inserted on each page, of the working of her navigation during the preceding twenty-four hours, and likewise, not unfrequently, a mathe- matical diagram of her route during the period of the preceding day is drawn up at the close of the remarks. This I do not look for in our Merchant Service, and I should be sorry to think that, in other branches of our foreign and colonial trade, a far more respectable class of persons did not command our vessels. 88 TWO SICILIES. Judging by the men that come here I am forced to the conclusion, that ship- owners, however loudly they complain of. the depression of their interests,, are very indifferent as to the people they put into their vessels to command them. In the event of any new measures being contemplated, as connected with shipmasters, one thing strikes me as imperatively necessary to be effected. Put it legally in the power of a Consul, in a foreign country, to compel a shipmaster to do justice to his crew, in the event of their proving their complaints satisfac- torily. Foreign Governments will not interfere. They leave aU such matters to be decided by the respective Consuls ; and our Consuls have no power to protect either the seamen or themselves from the yi-usage of the shipmaster. I remain, &c. (Signed) THOMAS GALLWEY. TWO SICILIES. 89 m i— H j "1" j HW j ;S i "-1 1 "-I 1 ■-< J 1 1 S ^ ^ S £ ^ J OS m p4 n P e QJ h o •J3 o d~ (S 1 ^ s a s d s +r "^ nl ^ 'o a) Oi ^ "r\ g ^. 1 .3 S i 1 § 1 C4H O HO* rt s CD n-! 1 (S rt -+J ^H r^ •ni cu 2 '^ a CS ^ i^ t s g ^ i n a (X, « Jh bo OS !^ t ■Tl i tS 5 o -§ •p 1 a. R CD tS ^ ■§ fi, H o a -y 03 -4-» of te +a Xi fl t rS o a CS 1 1 ^ 1) O (ji ^ w > ;^ I IB P-l a) j^^ CO O ^ • •?* ;§ N 90 TWO SICILIES. No. 48. Captain Gallwey to Mr. Murray. Dear Sir, Naples, September 17, 1843. I HOPE you saw an account of the recent meeting of the merchant seamen, that took place at Liverpool, All that they there and then stated is most true. The truck system is in fuU operation in the Merchant Service, in so far as regards the most complete usury on the part of the shipmasters. He will often refuse a seaman a small portion of his pay in a foreign country, hut he will advance him slopB at usurious and iniquitous prices, which the sailor immediately sells at a loss of 50 per cent. Yery truly yours, (Signed) THOM. GALLWEY. No, 49. Consul Goodwin to Mr. Murray. Dear Su-, Palermo, August 18, 1843. IN reply to your letter of the 1st July, I have the honour to state that a striking instance of incompetency on the part of a British master to manage his vessel, occurred here about four years ago. * * * master of the l)arque " * * * " of * * * having complained of his crew for disobedience, the complaint was heard officially, when it appeared that the master had frequently given the most preposterous orders when in a state of intoxication. I thought it my duty to suggest to Mr. * * * the consignee of the vessel, that the master should be superseded, and replaced by the mate, for the benefit and safety of the crew and cargo. The suggestion was unavailing. Mr. « * * declined interfering, and Mr. * * * went home master. The result M'as natural. Out of eight hundred bags of shumach, with which the vessel was laden, three hundred were completely spoilt, at the end of a summer voyage between Palermo and Glasgow. I beg leave to mention, that when a British master dies at Palermo, the mate is not allowed to succeed until he has passed a strict examination in sea- manship and navigation, before two or more shipmasters, whose attestation is exhibited to the Consul before the certificate of registry is endorsed in due form. This is not a legal regulation, but a local custom. Tour concluding observation, that the merchant-vessels of our foreign rivals are well manned and navigated, applies with great truth to the Sicilian Marine. Sicilian seamen are often preferred to British, by British masters homeward bound, in winter as well as in summer. The preference is founded on the greater sobriety and steadiness of the Sicilians, compared with British sea- men in general. Sicilian masters are usually better navigators, not better seamen, than the British ; a superiority attributed to their better education on shore. A nautical college at Palermo, for the instruction of merchant-seamen, has attained a high degree of reputation, through the proficiency of its scholars. By the Navigation Law of Sicily, candidates for the rank of master or mate must be examined by professors of navigation before the candidate can enter on the duties of his office. I remain, &c. (Signed) JNO. GOODWIN. TWO SICILIES. 91 No. 50. Consul Goodwin to Mr. Murray. Dear Sir, Palermo, August 19, 1843. HAVIN'Gr done myself the honour to reply to certain questions in your letter of the 1st July last, I beg leave to advert to other matters concerning shipping, which appear to me to be weighty and interesting. The first point to which I would draw your attention is the recruital of Her Majesty's IsTavy. I am inclined to think that, in the event of a maritime war (which God forbid), impressment of seamen would be unnecessary in the Mediterranean. It would be sufficient to authorize Her Majesty's Consuls to enlist such British sea- men as should volunteer for the Queen's service, and forward them to Malta or Gibraltar, there to join the fleet at the pubHc expense. So popular is the British E'avy, that a hundred or more seamen might be picked up in a month or six weeks in the ports of the Two Sicilies ; nor would British merchantmen be distressed by the measure. The want of British hands might be supplied with Sicilians, as is frequently done at present, with the free choice of our masters. The second and last point to be briefly noticed is, the strong encourage- ment given by this Government to its own Marine. A master and mate of a Sicilian merchantman,, returning from an India voyage, have been raised to the respective ranks of mate and midshipman in the Royal IsTavy, and rewarded with gold and silver medals by the Government. Moreover, Mr. * * * -yrho brought out three steamers from England, was destined by the King to be placed at the head of a post-office department, with a liberal salary and handsome allowances. That the destiny was not ful- filled was no fault of His Majesty; the blame rested with subordinate officers, by whom the plan was defeated, to His Majesty's chagrin. I remain, &c. (Signed) mo. GOODWm. 93 AUSTEIA. No. 51. Sir Thomas Sorell to Mr. Murray. My dear Sir, Trieste, September 18, 1843. I VERY much regret having been prevented, by the consequences of indisposition, from replying earlier to your letter of the 1st July. My sentiments on the questions you put to me have been been so strongly stated, on more than one occasion, in my correspondence with the Foreign Office, that I believe I cannot now meet your inquiry in a more satisfactory manner than by transcribing, in part, what I have already written on the importance of adopting measures for securing to our merchant vessels a better description of officers, than a large portion of those to whom the safety of our ships, the lives of our seamen, and the character, and consequently the property, of our Mercantile Marine has long been confided. It is painful to hear given as a reason why a foreign flag has been preferred in the freighting of a vessel to that of Britain, that the masters of the former are generally more steady and carefp.1, and deliver their cargoes in better condition than ours. On the 16th March, 1841, I wrote to Lord Palmerston as follows : — " I cannot close my observations on British navigation without adverting to the imperfect discipline and want of order which are too frequently observ- able on board our merchant-ships, presenting a painful contrast with those of other nations. I am fully aware that the lower classes of our population (and especially such as are connected with maritime pursuits), owing to the habits and hardships of a sea-life, and their general fondness for liquor, are more impatient of control, and more difficult to keep in order, than the like classes in other countries. But the very admission of the difficulty of the task imposed on the master of a British merchant-ship, tends to prove the care which ought to be shown in the selection of persons to fill so responsible and important a trust; and, I regret to add, these considerations do not seem to be, in general, sufficiently attended to by shipowners, either as regards pro- fessional knowledge, or private conduct. The property confided to their care may, it is true, be covered by an ample insurance, but the safety and lives of those who sail with them are exposed to be sacrificed by their incapacity or neglect, " One of the most frequent duties a British Consul has to perform, if he be stationed at a port much frequented by the ships of his nation, is to hear the complaints, and settle the disputes of shipmasters and their seamen. The former charging their men with mutinous and irregular conduct, and the latter complaining of tyranny and ill-usage on the part of their commander, of attempts to defraud them of part of their wages, and of the bad quality and insufficiency of their food. If I were required to state which side I have found most frequently to be wrong, I should express my belief that the balance has been nearly equal, " It might be difficult to suggest a legislative remedy for the evils to which I have alluded, without it should be thought expedient to establish by law,Hhat no individual should be appointed to the command of a trading-vessel employed in a distant navigation, untU he had undergone an examination by a public board (to be constituted for that purpose), and obtained from that board a 94 AUSTRIA. certificate of his fitness for the trust. Something, indeed might be done by the Committee of Underwriters at Lloyd's, were it made a rule not to assure a vessel on its lading, without the production of a certificate as to the capacity and character of the master ; in like manner a report is required on the age and soundness of the vessel ; such certificates or testimonials to be furnished, after proper investigation, by the agent for Lloyds, or some other duly autho- rized individual residing at the port of outfit." I brought the subject again und^r the notice of the Secretary of State, in my report of the 11th March, 1S42, and many cases have since occurred to confirm me in the opinion, that the future prosperity of our commercial naviga- tion, urgently calls for such regulations as may ensure to our merchant-vessels a description of officers (and more particularly of masters), more intelligent, better instructed, and, above all, more steady and better regulated in their conduct, than a large proportion of those at present in the service ; without such a reform, the reputation of our Mercantile Marine in foreign ports will inevitably decline and pass away. I remain, &c. (Signed) THOS. S. SORELL. Extract of Report above alluded ta. IN my report of the 20th of March last, to which I now beg to refer, I noticed the absence of all proper order and discipline, which too frequently disgraces our merchant-ships, as well at sea as during their stay in foreign ports, and which I ascribed, to the full, in as many cases, to the irregular habits and want of judgment of the master as to the insubordinate disposition of the crew. The experience of another year has by no means weakened my belief of the importance (not only to the character, but to the best interests of our Com- mercial Marine) of securing, by positive regulation, for the command of our merchant-ships, a more able and steady class of men than many of those to whom so important a trust has been, and continues to be, confided. 95 GREECE. No. 52. Consul Wilkinson to Mr. Murray. My dear Sir, Syra, August 19, 1843. YOUR letter of the 1st July reached me on the 11th of this month; and, in compliance with your request, I shall communicate all the information in my power, on the character and conduct of British shipmasters and seamen, as far as concerns those only who have come under my ohservation. I have heen ten years at Syra, and during all that period, I am happy to say, that I have only had to note three instances of shipmasters as being con- firmed drunkards. With respect to nautical knowledge, I am afraid that, in general, they are very deficient, and are not capable of taking any other obser- vation than the one at noon, to enable them to mark the latitude ; and few are those who have a chronometer on board to ascertain the longitude. The masters of English vessels are sent to sea when very young as appren- tices, and the shipmasters, with whom they serve their time, cannot give them any other nautical theoretical education than what they themselves possess, admitting that they do take the interest they are bound to take in the future advancement of the apprentice, which, I am afraid, is not always the case. With respect to the seamen, they are, in general, well-behaved, so long as they can be kept from drinking wine or spirits, which is not very easily done in this country, where wine is so very cheap ; but I have observed that the conduct of the seamen greatly depends upon the masters and mates. Whenever the masters or mates so far forget themselves as to be on familiar terms with their crews, or, otherwise, tyrannize over the seamen, and treat them harshly, without any apparent necessity, the crews of such vessels are insubordinate ; and I h^Ve been confirmed in this opinion by observing certain masters of vessels, who had disturbances on board whenever they came here ; and as their crews were changed every time they left England, I concluded that the fault must lay with the masters, and this I found to be the case whenever application was made to me for redress, either by these masters or any part "of their crews. In several cases of disturbances on board of British vessels I have likewise ascertained that one bad man would, during the voyage, have, and exert, sufficient influence over the remainder of the crew, to make them as bad as himself, before the end of the voyage. In such instances the master can only obtain satisfaction on his return to England, and must submit to keep this black sheep on board during the whole of the voyage. This is a hardship which ought to be remedied* The tribunals in this country will not take cognizance of any disturbance on board of foreign vessels ; and it is only when a seaman, in a drunken state, is found disturbing the public peace on shore, that the police will interfere. The Consuls of other nations have the power to take a refractory seaman out of his vessel, and send him home to be punished with a proces-verbal of his conduct, and this document is sufficient evidence before the tribunals ; but with us, we cannot do this, and if a man commits any violence on board, we are instructed to send him home, together with the witnesses, and this can seldom be done. I do not believe that foreign masters of vessels — I mean those in the Medi- terranean — have a better theoretical nautical education than ours have. In point of practical knowledge they are certainly far inferior to the English. Their 96 GREECE. crews are sober, and more quiet and well-behaved than the British, but the natives of Southern Europe are generally sober and but seldom addicted to drinking so as to degenerate into vice ; and the laws of France, Austria, and Italy, are very severe towards refractory seamen. The work you have undertaken will be of national importance to our Mercantile I^avy, and to the interests of our merchants, shipowners, and underwriters. Both my knowledge and experience have been restricted within a small sphere, but if you think that I can give you any further information, I shall be most happy to do so whenever you may require it. Believe me to be, &c. (Signed) EICHARD WILKINSOIir. 97 TURKEY. 'So. 53. Consul-General Carhvright to Mr. Murray. My dear Sir^ Constantinople, September 30, 1843. IN reply to your letter of the 1st of July, which reached me by the August messenger, I beg leave to refer you to the inclosed memorandum made at my request by Mr. Cumberbatch, who, being in constant communication with our shipmasters and seamen, is better informed on the subject of your inquiries than I am. I agree entirely with him in his statement. The great evil appears to be the vice of drunkenness, which, unfortunately, is too common with our country- men of certain classes, whether mariners or not. We have not, perhaps, the means of judging correctly of the proficiency of our shipmasters as navigators, but I should think that, in that respect, they are equal at least, to the foreigners trading in these seas. The accompanying copy of a letter which I received a few days ago from the commander of Her Majesty's steam-vessel "Devastation," will convey further information on the subject of your letter. I remain, &c. (Signed) J. CARTWRIGHT. Inclosure 1 in No. 53. Memorandum respecting the Character and Conduct of British Shipmasters and Seamen. THE conduct of British shipmasters, and seamen in this port, in general, is very disorderly, especially those belonging to vessels proceeding from the northern ports, — Sunderland, Newcastle, Shields, &c. It arises principally from the rough and unedufcated character of both masters and men ; their great tendency to intoxication ; the facility of obtaining wine and spirits in this port ; and the little restraint held over them by the local authorities, or power of the Consulate, in case of misbehaviour, to exercise con- trol over them. During the outward voyage both masters dnd men become irritated against each other in consequence of harsh and violent conduct shown on one side, and discontent, iU-humour, and insubordination on the other. Their mutual ani- mosities are however, in general, suppressed, and kept within certain bounds by necessity during the time they are at sea. On their arrival in port their first thought (Jtoo generally of masters as well as men) seems to be to get drunk. AH their animosities then break out with redoubled violence, and quarrelling, fight- ing, and other disgraceful scenes ensue, which bring discredit upon their country equally with themselves. Cases of this iimd are almost of daily occurrence, and can generally be traced to these causes. The consequences must of course be very detrimental to the interests of both shipowners and freighters from the delays and detention to which they give rise, for it requires, in general, many days before quietness and order can Tse restored, and tTie duty of the ^hip be property carried on again. 98 TURKEY. In the meantime a favourable wind is lost, — a most serious consideration fo these vessels, which are usually bound to the Black Sea, on account of the preva- lence of the northerly wind through these straits. Vessels arriving from London and Liverpool are generally better navigated. The masters and men are of a superior class, and disorderly conduct is much less frequent on board of these vessels than the others. Many of the masters are part owners in them, and men of respectable characters and education ; they, therefore, take care to provide themselves with good seamen ; they find them better, treat them better in every respect, and they are more happy and quiet. Motives of economy are, amongst some, a source of disturbance. On arriving in British ports many masters discharge almost all their crew, in order not to be at the charge of maintaining and paying them while they are in port. They do not fill up their complements until they are just on the point of sailing again on their outward voyage ; they are then obliged to take the first persons they can find, who frequently prove not to be seamen, or very inefliicient men, and often turn out to be very bad characters, and .cause a great deal of trouble. These cases, and others which arise through the fault only of the seamen, are, however, much more easy to be dealt with, and less serious in their conse- quences. (Signed) A. CAELTOI!^ CUMBERBATCH. Pera of Constantinople, September 28, 1843. Inclosure 2 in IsTo. 53. Commander Robinson to Consul- General Cartwright. Her Majesty's steam-ship "Devastation," Sir, At BuyiMeri, September 23, 1843, I BEG-_ leave to report, for your information, the conduct of the person connected with the folIovAdng circumstance, that use may be made of it in any way you may think proper. At about 1-30 p.m. this day it was reported to me by the ofiicer of the watch that a brig was ashore on the south shoal, under the Giant's Mountain. I immediately sent the master of this vessel with a party of men to render her assistance ; she proved to be the English brig * * *, * * -*, master, of* * *, bound to Odessa, in ballast. On the officer going on board to tender any assistance required, the said Mr. * * * was excessively insolent, and replied, " If he wanted any assistance he could procure it much cheaper from foreigners than from his own countrymen, and that he was owner of the vessel, and he would get her off in an hour himself." The master explained to him his position, and recommended him shortening sail; and as he was heaving his ballast overboard on the larboard side, and driving on to the shoal with his sails set as fast as the vessel lightened, and should a gale of wind come on she would, most probably, be bilged ; and in the event of her being insured and those particulars not stated, it would be nothing more than a robbery on the underwriters, for, had proper means been taken, which could easily have been done with the men I sent, she would have been afloat in an hour. Since being at this anchorage, the master of this vessel has got off five English vessels from the same shoal. The last one, the * * *, the master of her behaved at first in a similar way; but as he was not the owner, I persisted m getting her off, and afterwards the master apologized for his conduct, and voluntarily gave the men employed eighty dollars, without any apphcation on my part. And it seems to me to be an extraordinary proceeding, that, when we take the trouble to render all the service in our power, that it should be met with ignorant insult. I shall merely forward a notice to the agent at Lloyd's, an account of the circumstances, as, I have before mentioned, should any damage occur, the underwriters might not suffer. (Signed) J. ROBmSOIif, Acting Commander. TURKEY. 99 1^0. 54. Consul Brant to Mr. Murray. My dear Sir, Smyrna, September 13, 1843, YOUR letter of the 1st July reached me a short time since, requesting me to supply you with information respecting the character and conduct of British shipmasters and seamen frequenting this port. In reply, I am sorry to say that, generally speaking, they are a very in- different set of men. As far as I am able to judge,. they do not appear to be deficient in knowledge of navigation and seamanship, but drunkenness is their besetting vice. Instances are constantly occurring of both masters and men presenting themselves at my office, early in the day, in a state of complete intoxication. There is a vessel now in port which has been detained (though chartered) for the last fortnight, on account of the inability of the captain to put to sea, who, having been constantly drunk for many days together, is now raving mad. Another drunkard, who sailed from hence a few days ago, has run his vessel ashore within the Dardanelles, where she will very probably be lost. When the master is a sot, his conduct towards his crew becomes brutal and overbearing ; the men lose aU respect for him, follow his example, when liquor is to be procured, and then aU discipline and subordination are at an end ; thence arise quarrels, mutiny, and often bloodshed. In ships commanded by masters of sober habits and of respectable cha- racter (of whom I am happy to say there are some in this trade), it is quite the reverse. Order and regularity prevail, and no complaints are heard of on either side. As, therefore, everything depends upon the personal bearing of the master (I may add, of the mate likewise), it is of the utmost importance that our ships should be properly commanded ; and I perfectly agree with you in thinking that the interference of Her Majesty's Government is called for, to put our Mercantile Marine on a better footing than it is at present, and thereby enable it to com- pete with its foreign rivals, whose ships are generally well manned, but not, I think, better navigated, upon the whole, than our own. I am, &c. (Signed) , R. W. BRANT. ISo. 55. Consul Ongley to Mr. Murray. My dear Sir, Canea in Crete, August 21, 1843. I HAYE to acknowledge the receipt of your letter of the 1st July, in which you convey to me your wishes to obtain information respecting the cha- racter and conduct of British shipmasters and seamen. I have not had an opportunity of forming, from personal observation, an opinion as to the incompetency of British shipmasters to manage their vessels or their crews ; but as to seamen, I have frequently had occasion to remark, that they can never be allowed to go on shore without getting drunk, and getting into quarrels, giving thereby great trouble, not only to the public authorities, but also to their own masters. I believe it to be true that foreign ships are exceedingly well manned and navigated, but that the}-, at the same time, frequently run into port and lose their voyage, where an English captain will keep out to sea, and take advantage of the first change of wind. Foreigners have generally more hands than an English vessel of equal tonnage, and the master has,_ therefore, more leisure to attend to other occupa- tions besides sailing his vessel. He is generally acquainted with the prices of the different articles at the ' ports he frequents, and unites some of the know- ledge of the merchant to his qualifications as master of a vessel. 02 100 TTJRKET. The masters of the few English vessels that have loaded in this port, have worked, during the process of loading, almost as hard as the sailors. An Austrian or Greek master of a vessel of the same tonnage would have been lounging on shore, or, if on board, would have merely looked on whilst his crew was working. So long as British vessels are sailed with so few hands that the master is obliged to take a considerable part in the performance of the manual labour, it cannot be expected that he employs much of his time in the acquirement of theoretical knowledge and the cultivation of his intellect. I regret that I cannot give you more satisfactory information on the points alluded to in your letter. I am, &c. (Signed) H. S. ONGLEY. - 101 EGYPT. ]^o. 66. Colonel Barnett to Mr. Murray. My dear Sir, Alexandria, September 21, 1843. "WITH reference to your letter of the 1st of July, asking for information respecting the character and conduct of British shipmasters and seamen^ I must state to you that I have very httle experience myself on the subject, having, as you are aware, been employed previous to my coming here at an inland station, and the shipping business of this place not coming under my immediate observation. I referred your queries to an old and experienced merchant captain, who ^ has been eight years resident in Alexandria as a ship agent, and I inclose you a copy of his remarks. On reference to the Consulate I do not find that cases have often appeared of the incompetency or want of skill of masters to manage their vessels when sober ; but drunkenness among them is of very frequent occurrence, and the mates of merchant-vessels are seldom found capable of taking charge of the ship, in the event of the master being incapacitated. I am, &c. (Signed) C. J. BARNETT. Inclosure in E'o. 56. Instances of Misconduct of British Shipmasters, from general observation, during a residence of eight years at Alexandria. IN December 1836, the brig * * * of London, * * * master, ran on shore^on the rocks (and received great damage), on a fine clear morning, which might have been avoided had he taken a pilot, which was off" at the time. In March 1838, the bark * * * belonging to Hull, * « * master, was ran on shore on the rocks, and afterwards became a wreck near the Centre Channel, on a fine clear day, which might have been avoided had he taken a pilot which was off" at the time. In April 1839, the brig * * *j * * *, master, ran on a rock in coming into this port in the day-time, without a pilot, strong winds and clear weather ; afterwards sunk on the main. Memorandum. — These accidents might have been avoided had the masters not been incautious, headstrong men, running heedlessly into a strange port, surrounded with rocks ; it is to be regretted several accidents of the hke have since occurred to English ships ; no foreign vessels have met with like accidents during my residence. Total loss of British vessels on the African coast since 1841, by negligence. In June 1842, the brig * * * of Newcastle, * * * naaster, sailed from hence, bound to a port in England with cargo, ran on shore on the coast, about 102 EGYPT. seventy miles to the westward (in the night-time), two days after he left this port, fine weather and clear ; the vessel was wrecked. In November 1842, the brig * * * of Belfast, on her passage from Malta to this port, ran on shore on the coast (by course in night-time), about 150 miles to the westward of this port, and was totally wrecked ; the master died from fatigues afterwards. In August 1843, the brig * * * of Sunderland, * * * master, left this port with a cargo of cotton bound to Trieste, on the 31st July, and on the next night ran his vessel on shore on the coast, about seventy or eighty miles to the westward of this port, in fine, clear weather ; he afterwards abandoned her. Memorandum. — These three cases are a disgrace to the British marine, particularly the latter; the * * * being bound to Trieste, could have no business on the starboard tack ; and from what I could learn from the crews of these 'vessels, the losses must have been occasioned from ignorance and in- capacity of the masters; they were wrecked on a coast which they had no occasion to go near by 200 miles, — a coast di-eaded and avoided by all nations, and before which accidents I never heard of a shipwreck. It is to be regretted that a great many masters of north of England vessels that have been here are far from sober men, nor are the mates of these vessels always competent to take charge in case of the death of the master ; several cases of this nature have come within my knowledge. I am sorry to observe a great falling off in the manners and appearance of merchant-seamen who have come out of late years, and repeated instances of insubordination to their masters have occurred, which may be ascertained more particularly by referring to the Consulate. I know of no other means a master has of maintaining a proper authority over his crew than by threatening to stop their pay on arrival in case they refuse their duty, and by adopting a system of regularity of conduct and good treatment of his men, setting a good example. . I have observed those vessels that have been commanded by respectable men, accustomed to keep up a proper discipline, seldom or ever have to complain of mutinous conduct of the crew. 103 ALGTEHS. 1^0. 51. Consul- General St. John to Mr. John Bidwell. (Extract.) Algiers, September i, 1843. I HAVE the honour to inclose a letter which I have received from the inaster of a British vessel in this port. It will be seen that his crew was in a state of complete mutiny ; and that when I sent an officer of police on board to arrest the ringleader, the men fell upon him and drove him out of the ship,^ and that six of them are now confined in prison, where they will remain till something can be arranged between them and their captain. I trouble you with this, that I may have an opportunity of asking for instructions on the manner I ought to act in such cases. They constantly occur, and I have hitherto, except in one case when murder was committed, managed to arrange these matters ; but, in a case like this, the crew ought not to escape with impunity, and I have no means of punishing them. In fact, here they may commit any crime on board their vessel. They are not, while here, subject to the tribunals here. This is, perhaps, the only port in the Mediterranean in which no British ships of war appear, and from which no British merchant-ships proceed to a British port ; so that I can neither deliver a mutineer up to a naval authority, or send them home as prisoners ; and, in the latter case, if I had the opportunity, I should not know to whom I should address them, though, in most cases, I send them to the senior naval officer at Gibraltar or Malta. I should wish for some directions on this subject, and I should be glad to know if I should be justified, in a case like the present, in keeping them in prison till an opportunity should occur to send them to Malta or Gibraltar as prisoners ; and, in that case, by v,hom the expense of such imprisonment should be paid. In this case, the master wiU probably refuse to take them on board again, and they will be left here on my hands ; and I shall feel a great disin- clination to allow the usual daily allowance to men who have been left here under such circumstances. This Government have not, as yet, made any complaint of the resistance offered and assault committed on the police ; but I imagine,' that though a crime committed on board a British vessel is not under the cognizance of the local tribunals, yet, when at the master's request, I call for the inteference of the police, any resistance made to that force would take away such immunity, and make the culprit amenable to the laws of the country ; and I should not interfere in this case, if the legal authorities here should proceed to punish the men who assaulted the officer who, in such a case, would be without protection for the performance of his duty. One reason for the numerous offences committed by sailors againt their captains, is, that the vessels are moored so close to the mole, that it is impos- sible to prevent them going on shore ; and when there, the price of wine and spirits is so low, that they become inebriated. In many cases I have found that the masters have brought on themselves the insubordination of the crew, by want of consideration of the state in which the men are at the moment, and in irritating them still further by ill-timed abuses and blows. My instinictions lay down no line of conduct applicable in a port so 104 ALGftERS. situated as this is, where I have no means of doing what I am directed by them to do ; and I have heard that, in law, I have no right even to imprison a man, and might be liable to an action at law in England for so doing. Inclosure in ISio. 57. A Statement of the Disturbance on board the bark * * *, on Sunday Morning. Algiers, September 3, 1843. THE foUowing men, ************,*** part of the crew of the * * *, were ordered to scrape the decks previous to wash- ing them, which they refused to do. About 10 a, m. * * * and * * * came on board drunk, the latter commenced to fight with another boy. I immediately separated them, and gave the said boy * * * two or three blows, and ordered the crew to put him below, which order they took no notice of. Afterwards, * * * and * * * came on the quarter-deck, and gave me very insulting bad language, and were repeatedly told to go forward and behave themselves, which they refused to do, and doing everything in their power to make me commit a breach of the peace. At last, I saw that something was likely to happen in consequence of the insubordination of the crew, and sent a letter to the Consul, requesting he would give an order to have * * * sent to prison; Previous to the police coming on board, all the crew canle aft on the quarter-deck, — ^their behaviour was nothing less than mutiny; I repeatedly requested them to go forward, which they refused to do ; and if they wanted to have anything to say to me, to come on Monday morning. They then had complete charge of the ship, and as soon as the police came on board, the fol- lowing men, * * *^ * * *^ # * «^ * * *^ * * *^ a^^ » * *^ armed themselves with iron bolts, capstans, bars, hand-spikes, &c., and everything they could lay hands upon, crying out blood for blood, and beat the officers out of the ship. I was obliged to go into the boat for the safety of my life, along with one of the ofiicers, who immediately pulled on shore to get more soldiers ; in the mean time the crew went down into the cabin, and got what drink they could find, broke four glasses and a water pitcher, and hove the dog right down the skylight into the cabin ; they were first upon deck and then in the cabin, cheering and saying, "we are captain now," brandishing the above-named weapons about. Shortly afterwards I came on board with a reinforcement of soldiers, and took the above-named six men out of the ship to prison. (Signed) * * * Master of the bark * * *. We, the Undersigned, declare the above statement to be correct. (Signed) * * * Chief Mate. * * * Second Mate. * * * Steward. W5 MOROCCO. No. 58. Consul- General Drummond Hay to Mr. Murray. My dear Sir, Tangier, September 19, 1843. AFTEE receipt of your letter of the 1st of July, which I answered on 1st ultimo, I addressed myself, for the same eflPect as that of your letter to me, and m a private form, to two of the most intelligent of the Consular Agents on the coast of Morocco, who, in their capacity of merchants also, have been necessarily brought much more than myself into contact with masters of merchant-craft. Few, moreover, of square-rigged merchant-vessels, and few therefore of British mariners, properly so called, visit this place, which is rather a political residence than a port of commerce. I inclose copies of those agents' answers, as I think them not unworthy your attention. They are to the point ; from sensible and candid men ; but, as they would (I believe) be unwilling to have their names known, as giving evidence, even in a private form, to the disparagement of a class of people with whom they must have frequent concern, and on whom, of course, they somewhat depend, you must excuse my leaving blank both their names and stations. I remain, &c. (Signed) ,E. W. A. DRUMMOND HAY. Inclosure 1 m No. 58. Mr. * * * to Consul-General Drummond Hay. Dear Sir, August 20, 1843. IN reply to your letter of the 3rd instant I respectfully offer the following observations. I never knew a British master unable to manage his vessel or his crew, unless he lost command of himself by indulging in the too common vice of drinking, — ^the origin of all bad discipline, in my humble opinion, on board ships of our nation. Whether it oftener occurs that the crews, from want of sobriety, are in fault, or the master, remains for persons of more experience than myself to decide ; either, however, must be allowed by all to be cause sufficient to derange the management of a vessel. I know not any instances where a British master has shown himself imcompetent from deficiency of knowledge of practical navigation ; on the contrary, from what has fallen under my general notice, I have alM^ays considered them to excel in seam^ship those of any other nation, which is proved by British vessels navigating with so few crew, and the average quicker passages their vessels make, when compared to those of other nations. I do not think by any means that foreign vessels are better manned than those of our nation ; but the former, I regret to say, being more generally composed of sober men, when compared to British crews, and seldom or ever with a captain or master who is addicted to drinking, maintain a better disci- P 106 MOROCCO. pline, with, perhaps, less knowledge of navigation, particularly the practical application of it, than what is usually found in our ships. In short, I may safely say, that I helieve the great evil reigning in the present day, and giving cause, perhaps, for your enquiries, arises from insohriety, and certainly this evil would he a great deal remedied if vessels were commanded hy persons com- bining skill in their profession with a knowledge of the means of properly main- taining authority on board their ships ; for such a class of persons, one may reasonably suppose, would be too wise to indulge in low-life habits. With this humble offering of my opinion. I remain, &c. Inclosure 2 in 1*^0. 58. Mr. * * * to Consul- General Drummond Hay. My dear Sir, August 26, 1843. I HAVE much pleasure in acknowledging receipt of your communi- cation of the 3rd instant, and in reply beg to inform you that I have, during my residence now of nearly eight years at this port, observed that the persons in command of British merchant vessels, who have received a good education and conduct themselves in a sober and respectable manner, have proper consideration for and treat their crews as men rather than brutes, are naturally looked up to and beloved by their crews. Whereas others, who being ignorant men and addicted more or less to drinking, not having that consideration towards their inferiors, which to induce subordination in all stations is requisite, who are thrust by accident or favour into the command of men and vessels, without being able in the slightest man- ner to command themselves, are often in disputes with their crews, one day allowing a great laxity of discipline, and the next acting in so tyrannical a manner that no man can submit to it. Another great cause of disputes, and a reason of the incompetency of masters to properly manage their vessels, and more particularly their crews, is a want of knowledge and a want of moral character in their mates. Many a vessel, I am sure (one under my own observation), has been lost by the ignorance and want of sobriety of the mate ; and, on disputes occurring between masters and their men, the first thing the master invariably says, is, "In fact. Sir, I have a very bad mate." As to the relative merits or demerits of foreign seamen, in comparison with those of Great Britain, it would, Sir, be presumptious in me to offer an opinion ; but, judging by the deportment of the generality of them in this place, I must confess, that British sailors stand far louver on the scale than those of Sardinia (of other nations I cannot speak from my own observation) as moral agents. How often are we informed, that the British masters have gone off to their vessels in a state more or less inebriated, but the Sardinian masters never. Is there a dispute with any sailors and the natives, and they are brought to the Consulate, nineteen cases out of twenty they are British subjects, and drunk. Are any men left on shore by their masters, by the boats leaving earlier than was intended, or from any other cause, Sardinian subjects will always be found civil and sober, whereas British sailors are invariably tipsy and insolent. A case occurred about twelve months ago, which I considered singular at the time, and, perhaps, may not prove uninteresting to you, as showing the dif- ference of feeling that subsists between foreign masters and their crews, and between such persons, British subjects. Two Sardinian vessels were in the bay, the men were on shore to pass the Sunday ; out of twelve or fourteen men, one got tipsy, his companions did not dare to take him off with them, accordingly they laid him in a shore boat, and left him till the next day; the next day the man went on board ship, but was fearful of going on board the vessel to which he belonged, so he repaired instead to the other, where, after having remained two days, he besought the captain to request his master to look over the fault and disgrace he had committed, and allow to go to work as usual ; his master told him he was sorry he had got drunk on the Sunday, but if he chose to do so MOROCCO. 107 ' it was no business of his, and if he now chose to go on board, no further notice would be taken of it. How different would have been the conduct of the Englishman in like cir- cumstances : he would have gone off in his drunken state, and had the captain remonstrated with him, would have been insolent, and probably assaulted him on the quarter-deck. So far as my limited observation tends, I should say that the Sardinian is well off, compared with the British sailor, having always a good bed and coverings, and, for a man in his situation, a large stock of clothes ; while the British sailor has usually a very small waUet, and if he possess a change of clothes, he is a lucky fellow. Hoping the foregoing observations may prove of use to you in the informa- tion you are anxious of collecting, I remain, &c. 2^0. 59. Consnl- General Drummond Hay to Mr. Murray. My dear Sir, Tangier, October 20, 1843. THE boat that brought me, two days ago, your letter of the 3rd instant, brought also one from Mr. * * *, of Gibraltar, a man of much experience ; and with reference to your observations on our Commercial Marine, I will now give you Mr. * * *'s remarks, to whom I had not wntten on that subject. " The ignorance and stupidity of the greater part of masters of merchant- men require that they should be continually apprised of all that both their duty and interest should lead them to be fuUy acquainted with. " In these revising and reforming days, I know nothing more needing regu- lation than the appointment of shipmasters, to whom, although totally unin- structed, are often confided both valuable lives and property." Yours, &c. (Signed) E. W. A. DRUMMOND HAY. P2 109 UNITED STATES. m. 60. Consul Sherwood to Mr. Murray. My dear Sir, Portland, July 27, 1843. YOUR favour of the 1st instant was duly received by me on the 18th. It gives me much pleasure to reply thereto, especially as it touches upon a subject of vital interest to all who may be in any way interested in the Commercial Marine of our blessed country. From my own observation of the incompetency of masters of vessels owned in Great Britain to manage their vessels and their crews, I know nothing, and really wish I could say so of those masters of ships owned and sailing out of the provinces, in whom I have observed (with but few exceptions) a total deficiency in education and sobriety, and, I must also believe, the knowledge of practical navigation; and I account for it in this way, — ^merchants, in lieu of employing respectable educated men in the profession on fair terms, put into their vessels such only as they can obtain at the cheapest rate ; hence, mates, and second and third mates, having but little education or practical knowledge of naviga- tion, and perhaps but a small share of seamanship, are employed, which, with a want of sobriety, is, in my opinion, the whole cause of the many disasters at sea. If shipmasters are, as I have frequently seen them here and in IS"ew Bruns- wick, so addicted to liquor on shore, it follows they must be so at sea, conse- quently can have no command or authority over their ships or crews. Masters commanding the Coasting Marine (so called) of JSova Scotia and S^ew Brunswick, visiting my Consulate, are mostly uneducated, and totally igno- rant of navigation, and withal, fond of liquor. It was but last week that I had occasion to take upon myself the risk of sending back to New Brunswick a vessel, whose master, after disposing of her cargo, and receiving the proceeds, squandered the whole in liquor, leaving his crew without their wages, and the vessel without sea stores. Again, last fall, I was called upon by the commander of the revenue cutter stationed at Eastport, who stated to me that he boarded, on his way to this port, a British barque from England for St. John, New Brunswick, and found the cap- tain, mate, and crew drunk ; the vessel drifting about, embayed in a dangerous place near Mount Desert ; and how she got where he found her, without loss, he could not account for; that he brought her to anchor and proceeded here, and, at my request, returned the next morning, but could not find her. She after- wards arrived at St. John's. That the object you have in view calls loudly for the interference of Her Majesty's Government, all must and wiU allow, provided it is not intended that the character of our Commercial Marine should be totally ruined. And by way of protecting British owners and others, ought not Consuls to be authorized, without risk, to interfere and prevent, if possible, nay, take possession, if needs be, of and from masters and supercargoes, all property under their care, when seen habitually inebriated, ere it is squandered or totally lost, as in the above case. Vessels owned within my Consulate are generally commanded by men of moral character, with a knowledge of practical navigation and seamanship, and withal, good education, and perfectly sober. Their crews also have received good common education^ and in many cases, liberally educated, which accounts no UNITED STATES. for the Marine of the United States being so highly thought of in all parts of the world. I really wish I could say all this of our own Marine. Education and good example are dreadfully deficient with us. I am, &c. (Signed) JOS. T. SHERWOOD. No. 61. Consul McTavish to Mr. Murray. My dear Sir, Baltimore, August 5, 1843. ALTHOUGH my experience (with reference to the subject of your private letter of the 1st ultimo) has been limited, compared with that of some of my colleagues further south, I shall endeavour to answer your inquiries, as far as my observation has gone, respecting the character and conduct of British ship- masters and seamen. Tou are aware that, of late years, but few English vessels from the ports of Great Britain proper have arrived here ; the trade being chiefly in colonial ship- ping, as my Consular returns will show. With a few exceptions, I am sorry to observe, that almost all the masters of English merchantmen, which have arrived here from British ports in my time, appeared to me incompetent, arising chiefly from inebriety. In such cases, the crew invariably complain either of the captain, the mate, or perhaps both ; desertions, and disputes about wages and treatment, are sure to take place ; these are succeeded by a course of fending and proving between master and man, which is exceedingly annoying and irksome, and frequently difficult to reconcile : an investigation of the matter, however, generally leads to a disco- very that intoxication, on one side or the other, is at the bottom of the dispute; and I honestly confess that, with every desire to act impartially in such cases, my s3Tnpathies, from conviction, have been with the crew. When the mas- ter and mates happen to be sober men, these passages rarely occur ; and I am quite persuaded, that the only way to elevate the moral character of our Mer- cantile Marine to a par with that of our commercial rivals, will be to arrest the use, or rather the abuse, of spirituous liquors on board of our merchant-ships. A sober master, with sober mates, will, in most cases, insure sobriety and good conduct on the part of the crew ; more especially when combined with good seamanship, good temper, and firmness. AVith respect to colonial vessels, I am happy to say, that my experience has been the reverse of the foregoing ; the temperance principle is becoming very general on board of them, and a manifest improvement is in progress from that cause. Now and then desertions take place (when wages are high), and com- plaints are sometimes made about the quality of the bread and beet^ &c. ; but, in general, these matters are easily adjusted. With the view of assisting you in the very meritorious object you have undertaken, I addressed some questions to a few commercial houses here, engaged dn the American and Hanseatic trade, and their replies are transmitted herewith; they tend to prove the importance of maintaining strict temperance on board of merchant vessels. The establishment, under an Act of the Imperial Parliament, of a competent Board in the principal sea-ports of the United Kingdom, whose duty it should Tje to enforce a rigid examination of aU seamen aspiring to the post of master or mate of a merchant-vessel, would, in my opinion, if properly carried out, efifect a marvellous change for the better, in the course of a few years. Such a measure, I dare say, would meet with considerable opposition, from both merchants and mariners ; but, unless something of the sort be adopted, we must be content to acknowledge, with continued shame and mortification, the moral inferiority of our Commercial Marine, compared with that of our foreign rivals. I remain, &c. (Signed) JOHN Mc TAVISH. UNITED STATES. Ill Inclosure 1 in "Ro. 61. Consul McTavish to Mr. * * * Sir, Baltimore, July 28, 1843. I AM exceedingly desirous to obtain the benefit of your experience on the following points, as far as your observation has gone, with reference to the character and conduct of masters and seamen employed on board of Hanseatic vessels, trading to and from the port of Baltimore. I have stated the points upon which I wish to be informed, in the shape of questions, in order that you may affix your replies in the corresponding half margin, viz. : — Have you found the masters of Han- seatic ships, generally, to be compe- tent, or incompetent, persons ? If incompetent, — ^have you found it to arise from a deficiency of nautical skill, or from a want of sobriety ? Have you remarked any difference in the conduct of crews generally, when commanded by competent or incompetent masters ? Answers. They are invariably competent navigators, and many have received good education, belonging to respect- able families in Bremen. There are hardly any class of men more temperate, almost abstemious. The beverage of the cabin is light- body Claret, and Yin de Grraves. The crews of Hanseatic and more particularly Bremen, vessels, are natives of that city, or its dependent villages at the mouth of the Weser. The laws are very severe against deserters in foreign ports; and they are a hardy, enterprising, and, withal, faithful set of men. Is want of sobriety in the master or crew a matter of common occurrence on board of Hanseatic vessels ? In thirteen years' experience, I have heard of but one master of vessel being a drunkard, and he was at once removed. Has the temperance system been introduced on board of Hanseatic vessels ; and if so, to what extent ? The temperance system, as such, has not yet been introduced, nor is it likely to be; the moderate use of a schnaps being considered salutary in severe weather. Are you of opinion that the moral character of the masters and crews of Hanseatic vessels has improved or deteriorated of late years. It has unquestionably much im- proved since 1830 ; from which period is also to be dated the great improve- ment in ship-building on the American models, and consequent great increase of tonnage, which in 1842, amounted to 20,000 tons of square-rigged ves- sels, or equal to one-fourth of the French Commercial Marine, and only Bremen vessels. Your replies to the foregoing queries, at your early convenience, will very much oblige, &c., (Signed) JOHN Mc TAVISH. 112 UOTTED STATES. Inclosure 2 in No. 61. Consul Mc Tavish to Messrs. * « * Gentlemen, Baltimore, July 28, 1843. I AM anxious to obtain the benefit of your long experience, with reference to the character and conduct, generally, of masters and seamen employed in the navigation of vessels trading from hence to European ports. I subjoin in half margin, in the shape of questions, the points upon which I am particularly desirous of being informed ; and if you will have the goodness, at your earliest convenience, to furnish me with your replies thereto, you will exceedingly oblige me : viz. : — Have you found shipmasters generally competent, or incompetent, persons ? Answers. Generally competent. If incompetent, do you mean a defi- If incompetent, from a want of so- ciency of nautical sMll, or a Avant of briety. sobriety ? Have you remarked any difference Crews, when masters are incompe- in the conduct of crews generally when tent from intemperance or otherwise, commanded by competent, or incom- are generally troublesome, petent masters ? Is want of sobriety in the master or crew a matter of common occurrence? Has the temperance system been in- troduced on board of vessels sailing from this port, and if so, to what extent ? Do you think the moral character of masters and seamen generally has improved or deteriorated of late years ? In supplying your answers to the foregoing queries, I should prefer re- ceiving them derived from instances which have come under your personal observation. I have, &c. (Signed) JOHN Mc TAYISH. In regard to masters, a want of so- briety is not common ; and the master and owner can easily restrain the crew, which, we believe, is now generally the case, by furnishing tea or coffee as a substitute for liquor. We believe it has very generally. We believe it has much improved, which may be mainly attributed to the temperance cause and greater means of education. American seamen are more easily governed than foreign. Inclosure 3 in No. 61. Consul Mc Tavish to Messi's. * * *. Gentlemen, Baltimore, July 28, 1843. I AM anxious to obtain the benefit of your long experience, with reference to the character and conduct generally, of masters and seamen employed in the UNITED STATES. 115 navigatiop of vessels trading from hence to European ports. I subjoin, in half •margin, in the shape of questions, the points upon which I am particularly desirous of being informed ; and if you will have the goodness, at your earliest convenience, to furnish me with your replies thereto, you will exceedingly oblige me: viz.: — Have you found shipmasters generally competent or incompetent persons ? Jf incompetent, do you mean a defi- ciency of nautical skill, -or a want of sobriety ? Have you remarked any difference in the conduct of crews generally, when commanded by competent or incompe- ^Bg men in the employ of niggardly, 128 BRAZIL. impoverished, or illiberal shipowners. Many acts of injustice and cruelties are practised on the crews by young shipmasters, whose livelihood is not dependent on their avocation, and who too often are guilty of such actions with impunity, which treatment of the crew, however, tends to destroy discipline equally as much as want of sobriety on the part of those in command. Disciphne is indispensable in Maritime Service; but, with the failings and faults above alluded to, it cannot be maintained over British seamen, who, as a body, are intellectually improved, and quite beyond the control of persons destitute of self-respect or proper feeling. The proof of this must be of daily occurrence in all British Consulates, from the contrast afforded between crews commanded by shipmasters of respectable character and proper habits, and those unfortunately subjected to men brutalized by low habits and uncontrolled passions, or forced to unjust practices by unreasonable employers. 2ndly. With respect to the competency of shipmasters as seamen and navigators, I can only judge from the particulars detailed in protests, and from the manner voyages are accomplished. From the data thus afforded, I infer that in practical seamanship few British shipmasters are deficient, and that, when sober, they generally meet all the casualties of a mariner's profession with adequate energy, skill, and forethought. As navigators, however, I have come to the conclusion that some British shipmasters are intrusted with commands on voyages requiring more knowledge of the scientific department of navigation than they possess, and that conse- quently the voyages are longer and less advantageous. There is little doubt a sufficient number of skilful navigators can be met with for the Merchant Service ; and it is the improper selection made by the owners of the ships that gives rise to all the mischievous consequences. It is by no means unusual for shipowners to select a master who has been always in a particular trade or voyage, in which he has thus become expert, and to send him on a voyage in which his skill is necessarily contrasted with that of other masters who have the advantage of superior acquirements and practical experience. Such an inconsiderate employment of uneducated shipmasters occa- sions much mischief to the interests of British foreign trade; and by thus requiring more professional ability than a master could possibly acquire, some have been disheartened and failed, while others become reckless. I have known instances of honest and sober shipmasters being so conscious of their own incompetency, as to refuse an appointment to a superior vessel offered by their employers as a reward for good service; such prudence or forbearance is however not general ; and the result is disappointment to the shipowner and destruction to the shipmaster's character. As an example I will detail one case; and will, for the sake 'of brevity, confine myself to single instances, where exemplifying particubr points of these observations. The conduct of * *, a very steady and honest shipmaster, was so satisfactory after a long service in the Coal Trade, that his employers at length induced him to accept the commaaQ of a fine new vessel * * ; he touched at this port on his way tp fiombay, but was then quite besotted with constant drinking, from the effects of which he died that voyage in India. Independent of scientific knowledge, so advantageous in long voy- ages, a great portion of the vessels employed in tliem require larger <:rews and more subordinate officers, thus constituting a command for which a shipmaster only accustomed to the small crew of a British •coaster, is by no means qualified. In making these remarks, however, it may be proper to add, that the masters of large, or first-class merchant- vessels, are generally fully competent. So^ far these observations are chiefly made on that part of a ship- master's conduct which immediately effects the crew and owners; but there are also complaints against British shipmasters for negligence or ignorance in stowage and care of cargo. However 1 conceive that such complaints are occasioned more by a defective system in remunerating masters, chartering vessels, and shipping cargoes, than by culpable acta of the masters themselves. BEAZIL. 129 3rdly. The misconduct Of masters invariably xiestroys discipline; the result is sometimes personal injury to some one on board, and always detrimental to the owner of the vessel, as well as to the underwriters, or to others interested in the voyage. Since the Act 5 and 6 William IV, cap. 19, the general result of the master's misconduct is the discharge of seamen, who, after the cause of their complaint has been inquired into and corrected, often obstinately ■refuse to return to their duty, subjecting themselves to a forfeiture of "their clothes and wages; the latter, however, from the practice of giving an advance on leaving Great Britain, rarely proves a check to desertion on outward voyages. In this manner, merchant-vessels imprqperly com- manded are partly and frequently entirely unmanned in foreign ports; and after considerable detention and expense, ultimately pursue their voyage with crews composed of seamen who have previously been dis- charged, or who have deserted under similar circumstances from other vessels. In some instances the crews collected in this manner are found so worthless that in consequence thereof, and of the master's unaltered misconduct, the vessels have been wrecked. The brig * * , of Lon- don, * * , master, was, owing to the master's outrageous misconduct, deserted by all her crew in this port ; most of a second crew also deserted from her at Paranagua ; and on her voyage from thence to Valparaiso she was abandoned at sea, under circumstances discreditable to the master and crew. Some shipmasters erroneously conceive they more readily govern their crews by a system of severity towards them ; such is not the fact from my experience. Turbulent seamen are easily checked by the exem- plary conduct of the master, while the insubordination of crews is always proportionate to the irregularites of their officers. During a long experience in investigating disputes between ship- masters and seamen, it seems to me that, in nine cases out of ten, such broils are attributable to the want of judgment on the part of the ship- masters. Efficient shipmasters have a pride in not seeking for the assist- ance of a Consul in managing their crews. Seamen abroad frequently volunteer into Her Majesty's Navy to avoid harsh treatment on board merchant-vessels, and notwithstanding the bad characters the shipmasters generally give them, prove well-con- ducted men on board a man-of-war. In cases where there is no opportunity of joining a ship of war, seamen will often forfeit both clothes and wages rather than return on board the vessel in which they left Great Britain ; most of such seamen go into a foreign service, chiefly the American. Attempts are sometimes made to impose on crews of merchant-vessels, by distributing bad provisions, or by insufficient or irregular meals ; on such ill-treatment being remedied, crews, though passive, are generally desirous to quit the vessel. On the other hand, T have often discovered shipmasters practising all kinds of annoyances towards their crews, to induce them to ask for their discharge, that the vessel might be relieved from the expense of keeping them during long periods in which the vessels had to wait for cargoes : and the only check to this, is, to refuse sanc- tioning discharges, until the seamen obtain a berth in another vessel ; but in this manner British seamen are also forced to go in foreign vessels. 4thly. The circumstances which lead to the employment of improper persons as shipmasters, are various, and it is therefore difficult to dis- cover a remedy for the consequent evils. A primary object with all ship- owners is to keep down wages, and consequently the pay to shipmasters is reduced to the lowest scale, particularly for the more numerous class of vessels averaging from one to three hundred tons. It often happens that this class is employed for a long period on short voyages, without the owners having an opportunity of ascertaining the habits or the failmgs of the master, the crew he commands being shipped only immediately before the vessel's departure, and discharged soon after the vessel's return the crews have neither much opportunity nor inclination to make complaints ; and as for the master himself, it is most likely that he will o 130 BRAZIL. place more restraint on himself, when under the eye of his employer, than "when abroad. Tn this manner, shipmasters often acquire characters for sobriety and nautical skill, after some service in one particular trade, requiring only short voyages, and where everything is regular and well understood, when the fact is, that this description of masters are often given to drunken habits. The incompetency of such masters becomes much more important and injurious when the employer, under a mistaken impression of the master's character, but quite satisfied as to the rate of wages he pays, charters his vessel on a distant voyage, to a quarter in all likelihood never approached either by this master or his mate. The increased responsibility then thrown on such a master, and his removal for an extended period from the superintendence of his employer, creates a feeling of independence, and destroys all restraint upon his enjoyments. The master of the * * * * ^a^g j understand about thirty years in one employ, and I believe considered by his employers to be a sober man, when the reverse of such a character was always per- ceptible when at this port. Shipmasters who thus commence their employment in the foreign trade are very inferior to those who begin by serving apprenticeships, and afterwards gradually rise to commands in that description of trade. But admitting that shipowners, acting on the principle of selecting the cheapest masters, do also discharge such as prove incompetent, still there is no check to masters so dismissed obtaining appointments to other vessels, as the name of a master rarely or ever becomes any obstacle to insurance. Much mischief is occasioned by negli- gence in shipping, stowing, and landing cargoes, and the responsibility for the due performance of this branch of duty being now generally trans- ferred from the ship to the owners of cargo and underwriters, there is little check on negligence of the shipmasters in this particular. The masters of Danish, Swedish, and Hamburgh vessels, pursue a different line of conduct, and are very attentive and careful in such matters, and consequently there is a decided preference given to them over British vessels : at all events in this port, and I presume also in others. This evil may 1 think be traced to the fact that a greater portion of the British shipping in foreign trade is employed under contracts with a party whose interests do not suffer by any mischance in the transport of a cargo. 5thly. The number of Danish, Swedish, and Hamburgh vessels fre- quenting this port increases annuallj^, owing no doubt to the preference they enjoy from shippers ; and as those three flags are said to be more cheaply navigated than any others, their owners make profitable voyages, fitting out their vessels liberally, and the masters have consequently a pride in their vessels, and are zealous in performing their duties. The pay of the masters is also partly dependent on the result of the voyage, by means of a per centage on the freight, forming thus a system stimu- lating the shipmasters to greater exertion than that pursued by British shipowners. I am not aware of the state of discipline on board those foreign vessels ; nor how far the same may be conducive to their good manage- ment, and at the same time beneficial to maritime interests on an extended scale, such as those of Great Britain ; nor can I give a satisfactory description of the conduct and characters of the masters. But I am aware that on board Danish vessels the authority over the seamen is greater than British law admits ; and that in this harbour corporeal punishment is inflicted on the crews under the sanction of the Danish Consul ; but I cannot state whether the same system is followed on board Swedish and Hamburgh vessels. With respect to the characters of the masters belonging to these three foreign flags, I am not enabled to furnish any detailed account, but I believe them to be generally skilful navigators. There are no doubt occasional instances of improper conduct among the foreign shipmasters. BRAZIL. 131 In illustration, the masters of the Danish ship * * and of the the Swedish brig * * were two as notorious cases of insobriety as ever occurred in this port. The construction of the vessels frequenting this port under the Danish, Swedish, and Hamburgh flags, is much better adapted for the trade than those under the British flag. These foreign vessels combine greater powers of sailing, and more capabilities for carrying, than are met with in British built vessels. This is a fact more immediately aflFecting the interests of shipowners; it nevertheless involves most extensive and important results, and it must ultimately attract public attention, with the view to some alteration in the build of British merchant-vessels. 6thly. In regard to the system under which a large proportion of British merchant-vessels obtain employment, and by which it is alleged that much injury is caused to maritime commerce, I have to remark, that the extension of commerce has given increased energy to many of its relative departments; and thus, between the owner of cargo and the owner of the vessel transporting it to a foreign market, both a shipping- agent and a ship-broker intervene at the port of loading. To judge from the results, it would appear that the interests of the shipowners are by such intervention placed in an unfair position ; because, in the first place, the shipping-agent's interest is to reduce freight; and, in the second place, the agent having the disposal of cargo, has more influence than the shipbroker, who has the command of shipping. Under such circumstances, the broker is led to combine with the shipping-agent; so that a broker by thus, on one hand acquiring an influence in the ship- ment of cargo, and, on the other, knowing the competition for employ- ment among shipowners, often finds himself in a position to reduce the freight low enough, not only to satisfy the shippers, but even to secure for himself a profitable result. For he can hire a vessel at a stated amount, technically called " a lump sum,'' and fill her at a rate of freight which leaves him at an advantageous difference between such freight and the sum paid, while he serves the shipper by punctuality and expedition in the departure of the merchandize. By this system the two commercial classes, neither of them liable to the risks of markets or of shipping, find room to act beneficially for themselves, but to the detriment of stripping property. Though the ship- broker (the charterer) runs the risk of not obtaining a remunerating freight before the vessel's departure, still he has the option of declining such a speculation should the risk be too great ; but no such retreat is open to the shipowner, who from the nature of his property is obliged to employ it. In fact the safety and profit to the broker may be inferred from the growth of this system in such ports as London and Liverpool, where no doubt large amounts are annually made by this method of contracting for the employment of shipping. Negligent stowage is often the result ef this system ; and besides it may induce the preference of a foreign flag over a British one, even in a British port; for the broker will employ the vessel he can charter with the greatest profit to himself. An American vessel arrived lately at this port from Liverpool, the loading of which under this system, is said to have left one thousand pounds profit to the shipbroker. There exists no doubt a large portion of shipowners who are quite independent of brokers ; but it is no less true that the system above described, now more or less extends over the British carrying-trade to all foreign countries, and that it materially cripples the means and resources of the ship proprietors in such trades. , . . The more shipowners are impoverishad by thus depnvmg their property of a just return, the greater will become the evils here exhibited. Having thus remarked on the different points to which you called mv attention, I leave to superior judgment the remedies which may be deemed practicable; in considering, however, this most difficult portion of the subject it appears to me that the efficiency of those shipmasters and their mates' who are employed in distant voyages, would be most advan- 132 BRAZIL. tageously secured, if it were made incumbent on them to be previously qualified by a competent examination as to their skill in navigation, as well as to their general character. Great benefit would also be derived by recording cases of gross mis- conduct on the part of the shipmasters, such as drunkenness, violence, and ill-treatment of the crew ; all such cases are generally known at Police Offices in the British dominions and at Consulates abroad, and might be transmitted quarterly in a succinct form to Lloyd's, or other Insurance Companies, by their agents, now universally appointed. The circumstances which justify the removal of a shipmaster from the command of a vessel, while abroad, I conceive require to be defined ; as well as those acts of disrespect and insubordination at sea, on the part of seamen, which predispose a crew to mutiny, and which, though in them- selves not precisely mutinous acts, still often terminate in open mutiny, whether attempts are made by the master of the vessel to check them, or whether he overlooks them to avoid an outbreak. No doubt impunity increases misconduct on board merchant-vessels. The delay attending the proceedings for legal redress at home, generally deters both shipmasters and seamen from bringing small grievances before a court of law on the vessel's return ; the complaining party resting satisfied with an escape from further annoyances, while the culpable one is not deterred from pursuing to greater lengths in subsequent voyages the same evil course. With regard to the construction or build of British merchant-vessels, it appears reasonable to infer, that vessels well adapted for the trade on and about the British coasts, may prove very inferior when employed in a trade and in voyages of a totally different description. At the same time it seems just to suppose that the build of vessels, and the various consi- derations connected with that particular, are matters regarding which the shipowners themselves must be the most competent judges, and the class most likely to obtain legislative assistance in effecting any alterations their interests may require. The foregoing remarks on the prejudicial tendency of the system now generally pursued in the employment of shipping trading to foreign coun- tries, chiefly affects a class of shipowners who do not enjoy a direct com- mercial relation with shippers, and who are consequently more dependent on ship-brokers tlian those having vessels in the fisheries, in whaling, and in the West and East Indian trades. Shipping in the foreign carrying-trade are principally either chartered or belonging to companies, as in in the regular lines between Europe and the United States. Under the system of chartering, valuable cargoes are often shipped on board vessels inadequately provided and improperly commanded. Such occurrences must tend to lower the character of the British Commercial Marine, disadvantageous] y contrasting it abroad with foreign vessels. This evil, however, does not appear to be within the reach of a legis- lative remedy, though one which the shipowners themselves can, and it would seem their true interests to counteract, in order to secure for them- selves a just share of the carrying-trade : firstly, by adapting to the trades they wash to be engaged in ; and, secondly, establishing such an organization and combination between themselves, as will answer the now mdispensable punctuality and expedition in the transport of British manufactures to foreign markets ; — in fact it has now become essential to their general interest to place themselves in a situation to afford, under great uncertainty as to freight, a periodical and quick conveyance for supplies very irregularly required in foreign markets. Because, owing to the activity of commerce, it is now as indispensable to forward expeditiously what is saleable abroad, as it is essential to avoid the manufacture of what is unsaleable; and the rapidity with which intel- ligence is now conveyed affords to the manufacturer information which is only valuable in proportion to the promptitude with which he can act on it in the foreign market. I am, &c. (Signed) ROBERT HESKETH. BRAZIL. 133 No. 68. Consul Porter to Mr. Murray^ My dear Sir, Bahia, October 17, 1843. I HAVE to acknowledge the receipt of your letter of the 1st July last, in which you express a desire to obtain information respecting* the general character and conduct of British shipmasters and seamen ; and of instances which may have come under my observation of the incompetency of the former to manage their vessels and crews. In reply thereto I have to state, that few instances have occurred on which I could give an opinion as to the incompetency of masters to manage their vessels, or to the extent of their knowledge of practical navigation. Of those which have come under my observation, connected with the loss or damage of vessels by getting on shore, there certainly has appeared a want of due caution, if not a deficiency of seamanship ; this might be guarded against, were masters and mates compelled to undergo an exami- nation, and to have certificates of their competency from a Naval Board, as is the custom by most of the foreign nations ; these certificates should be cancelled on the loss or damage of a vessel, through negligence or inebriety. Such an arrangement, by obliging shipmasters to be more attentive to their education, would therefore be the means of intro- ducing a superior class of men into our Merchant Service, of which 1 am sorry to say it is now lamentably deficient. The greater part of the disagreements between shipmasters and their crews, which have been brought before me, have arisen from gross language, violent and harsh conduct, attended in many instances by inebriety on the part of the former. ^ It is also a known fact that British merchants even prefer, when practicable, to send their cargoes by foreign vessels, solely on account of the greater care and attention given to the condition in which goods are loaded and discharged. There is evidently a want of care on the part of the owners and masters of vessels in selecting their mates and crew, which are too frequently taken from the lowest description of men, being deficient both of intelligence and morals ; this also tends in a very great degree to lower the general character of our Commercial Marine. I am, &c. (Signed) EDWARD PORTER. No. 69. Consul Cowper to Mr. Murray. My dear Sir, Pernambuco, October 2, 1843. I HASTEN to answer your letter respecting the character and conduct of British seamen and shipmasters, in as detailed a form as my time and means of observation and information will allow. In a general view, there can be no difference of opinion, I believe, that the master of a merchant-vessel, having the property and lives of many individuals under his absolute control, should be a person whose character is of the highest order, and whose acquirements should be such as to warrant his assump- tion of the heavy responsibilities with which he is burthened. That the masters of British merchant-ships are not generally persons of this description, and that nothing but some legislative measure can make them so, are facts not to be refuted; the objection, that such a step would be an unjust interference with the rights of property, I do not look upon as a tenable argumentative position. For the public welfare, property is thus interfered with every day in an infinitely greater degree than by the mere decision of the Legislature. That private ships, applied to public purposes, should be commanded by efficient persons; for, after all, the 134 BRAZIL. master of a ship, although appointed by its owner, has the property of so manv others under his charge, that he cannot be strictly said to be wholly his servant; and when we consider the lives of his seamen, and of the passengers, with whose preservation he is entrusted, it not only appears desirable, but the absolute duty of the Government, to insist that they shall be protected, by the official" approval of the capacity of the candidates for these commands. That there are difficulties in the way of legislation, appears to me to be undoubted, but that the Government may improve our Commercial Marine is equally so; that it can be thus perfected is, I fear, if not entirely hopeless, at least of immense difficulty. The masters of our merchant- vessels rise from before the mast; and, however contrary to the ordinary rules of reasoning, we know, from our own Military Service, that men from the ranks do not make the best officers, and it is never attempted in the Navy. If we are still to obtain the commanders of our merchant-ships from the ignorance and immorality, — the tar-buckets and grog of the forecastle, — I apprehend that by strict legislative enact- ments we may certainly succeed in promoting only the best informed; not so surely shall we elevate the most exemplary, but very questionably indeed shallwe obtain persons fit to command. To accomplish this latter object, masters must be sought from some other class. If the system of some of the East India traders could be carried into general adoption, this difficulty even, which is the greatest, would not be insurmountable, — I meai\ the plan of Messrs. Wigram and Green, and others, of carrying- young gentlemen as midshipmen, which is not only a source of profit to the owners, but of great benefit to the Service; young men of respectability thus grow up, uncontaminated by the mature debaucheries of the fore- castle; unemployed like the apprentice of the Merchant Service, in menial and degrading offices; having all the advantages of combining the theory and practice of their profession ; and finally turning out efficient and respectable persons to command. A man should be judged by his peers, but he cannot be governed by them; and the sooner this principle is acted upon in the Merchant Service the better. With regard to our seamen, they are like their class, unruly, but I do not consider them to be more so than those of other nations ; they appear to be so from their numbers ; they are less protected, and there- fore more dirty and slovenly than either the French or American sailors, and I consider the Legislature to be imperatively called upon to interfere in their behalf. First, they should be secured wholesome and sufficient food ; a specific number of cubic feet each man, which should never be invaded ; a summary mode of efficient protection from the brutality of their officers ; a clear definition of their daily time of service, loading and unloading, within and without the tropics; and the complement of men prescribed by Act of Parliament, should be insisted on. The beef, pork, and bread, is now but too often of the vilest quality, and a bare sufficiency of this put on board vessels arriving here from England, an average pas- sage of only five or six weeks, have been sometimes ten or fourteen days upon allowance. Now a Government Inspector of the Merchant Service, at the chief ports, might prevent this ; good wholesome meat and bread would be secured, and, with regard to quantity, if the men , were put upon allowance during the voyage, the owners should be forced to repay them in money, upon their arrival, for the balance of their rations, the same with regard to their cabin, it should be inviolate, and if cargo were put in, it should be only with their consent, and upon freight being paid to them. Marine Courts or the Inspector's Office should be also opened to hear complaints of ill-usage, and indeed of bad language, of which I find seamen peculiarly sensitive ; and Her Majesty's Consuls abroad should be empowered to cite the masters or seamen of vessels, under penalty for non-appearance, to take depositions and transmit them to these courts, and in extreme cases to send the ill-used person home at the owners' expense. These measures, I should imagine, would elevate the character of both officers and seamen, giving them that self-respect which, wanted, has degraded our Mercantile Marine to what it is. When I speak thus generally, I of course except the superior class of persons who usually command the large ships trading to the East BRAZIL. 135 Indies and Australia; I am indeed delighted to mention the name of Captain H. W. Driscole, of the " Theresa," with whom I was placed in close intimacy for two months, during a most trying period, — I mean the raging of the typhus fever on board, amongst upwards of 300 persons ; he was a gentleman of education ; his ship, as regarded her cleanliness and order, had all the appearance of a vessel of war ; the comforts of his men were attended to ; and notwithstanding trials from which, it may be readily imagined most men would have gladly fled, not one of his crew left him. Possessed alike of the suaviter in modo fortiter in re, guided by that inexpressible impulsive sentiment which we term gentlemanly, he presented to me an example of that, of which I am daily" more and more convinced, — that the theory of command is not to be acquired amongst the men, but that it requires a distinct and entirely different course of education. During the detention of the " Theresa'' here, although the men were allowed liberty on shore, I had no complaint of any one of them for drunkenness or any kind of disorderly conduct. I can also mention as proofs that good masters make good crews, the names of Captain Green, of the "Columbus;" Captain Killey, of the " Mary Queen of Scots ;" Captain Hunter, of the " Nightingale ;'' Cap- tain Petrie, of the '' Eliza Johnston :" and Captain Taylor, of the " Pris- cilla;' all regular traders to this port, persons of high respectability, never troubling the Consulate with any complaints ; their ships are in cleanly and seamanlike order ; their men decently dressed and orderly in conduct ; they are men who take a pride in their ships, and feel an anxiety for the welfare and comfort of their crews ; and the consequence is, that their seamen are desirous of remaining with them, passengers are anxious to travel with them, and merchants compete together to ship on board their vessels, which are usually dispatched in ten or twelve days after their arrival, whilst others are detained for three months. If I were to mention the names of those persons whom I deem unfitted for command, I fear 1 should include the whole of the remaining traders to this port ; with the former exceptions, I do not think that a British vessel arrives at Pernambuco without some complaint being made to me from the men, of brutality, starvation, insulting language, over- work, or want of sufficient hands. In nine cases out of ten I am obliged tQ decide in favour of the men; and what is the consequence? whj^ that armed with no specific powers, the master laughs at the decision which he himself has oftentimes invoked, even here where the Commercial Treaty makes Her Majesty's Consuls, arbitrators in the disputes of their countrymen; no powers of enforcing their decisions are conferred; it follows, therefore, that the time and attention which might be employed in far riiore useful purposes, is devoted to the complaints and squabbles of the most I i^i^sreputable persons of their class ; and, perhaps, after having been disturbisd in the midst of an important report for some days, you pronounce your decision adverse to the master, and are forthwith threat- ened toibe pitched out of the window, as one ruffian, a Mr. * * * commanding the brig * * *, lately did to me. A complaint was made to me by the crew of starvation and ill usage, which, in my opinion, was very clearly established ; and the men added, that a boy was on board who had been cruelly treated by the master. I desired him to bring him on shore; but he supposed he was beyond my jurisdiction, as his vessel was lying in the outer roads, and refused. My powers being so undefined I hesitated to take harsh measures, and merely desired him to fetch his ship's articles to me, which he had not deposited in the office, according to law ; this he also insolently declined. I then inquired the names of his owners, that I might report him to the Admiralty ; he desired me to "find out." This being somewhat more than my patience could support, I requested the Intendente to prevent the * * * boat passing the fort until the master had deposited his papers ; and it was only after this strong measure that I was enabled to obtain the owners' address, and refer the case to the Admiralty. Another person, a Mr. * * master of the * * was deserted by the whole of his crew. In reply to his complamt they stated, that the captain, a young and powerful man, was in the habit of coming ]36 BRAZIL. on board intoxicated, and of amusing himself by thrashing his men unmercifully, and at times of arming himself with a sword and pistols, and threatening to kill them as he had done four others. He admitted the whole thing, but justified his having killed two men and wounded two others on former voyages, as they had been mutinous ; and he refused to disarm. I of course would not take the responsibility of forcing the men on board under these circumstances ; I strongly reprobated his conduct, and endeavoured to impress upon him its criminality. He, however, positively refused to disarm, but offered the men a bond for 500/. for his good behaviour ; they in turn refused to reship upon any terms ; and he was finally obliged, and that even with great difficulty, to man his brig with desperadoes of all nations. There are but too many of this class of men in the Merchant Service ; ferocious tyrants who can brook no opposition. Almost equally demoralizing to the men is the master who is too lax with them ; you may know when this is the case by their appearance and that of their ships,— hulk dirty, yards askew, mast angular, and rigging slack, and the crew drunken and disorderly. An instance was Mr. * * of the * * ; when he came on board his men used to push him about the deck for their amusement ; and upon one occasion caught him in his shirt, took him to the forecastle, and did not treat him with all the dignity due to their commander. I recollect a master named * * coming into my office with a piece of paper in his hand, his face glowing with learned indig- nation, and his reproved and corrected mate following him. "Look here, Sir," said * # a ^jjjg ^__^ fooj ^g-s been and spelt shugger (sugar) without the h." And another clever fellow here informed the public, upon his arrival from Liverpool, that " Shuggers is riz, cottons is fell." Incompetency from want of knowledge of navigation, I should say, was less common. I addressed a note upon the subject to Messrs. * * one of the largest shipping-houses at Pernambuco, to which they replied : — " We can vouch for the incompetency of many masters of vessels which have come to our consignment, in some instances we fully believe owing to the want of requisite knowledge of their profession, and in others, and more frequently, from insobriety. " Of the former we have a memorable instance of the barque * * which vessel was dispatched from Liverpool, chartered to bring the news of a rise in the cotton market, and with orders to purchase the article ; the mate (on whom it would appear the master placed his dependence) was washed overboard in the Irish Channel, the vessel was not heard of for nearly four months, when she made her /appearance, creeping up the coast, and eventually came off the port, in 117 days' passage. The captain had touched at the Island of St. Anns, he said, had lost his long-boat, and two or three of the men, but did not know any more than the child unborn if he had been north or south, or where he had been. Another mate was pat in the vessel, and she was sent down to Maranham, as nobody would ship in her here, in consequence of the master's incompetency ; we cannot say if this proceeded from drunkenness or actual ignorance of his profession. We have instances without number of masters of vessels being so much addicted to drink, that we have found it very difficult to procure freight for the vessels under their command ; and in one or two instances we have been compelled to get them removed in consequence. We think that the plan of examining apprentices after having served a certain time, before allowing them to pass as mates, and then obliging the mates to serve a certain time before being allowed to act as masters, would have a very salutary effect." 1 might give you many more instances of the bad effects of our Mer- chant Service system, but that I am very much overburthened with business at present ; and I fear that the little time which I have been able to devote to your wishes will scarcely render my present letter acceptable ; I shall however at all times be ready and happy to reply to any other queries on this or other subjects. The main points in this particular BRAZIL. 137 question I look upon to be, as respect masters, that they are usually unfitted for command, and that this is attributable to their having been private seamen, or brought up amongst them as apprentices ; and that this may, in part, and with some difficulty, perhaps wholly, be remedied by the Legislature. As respects seamen, that they are generally dis- orderly, dirty, and slovenly ; that this is owing to the want of proper officers, and to the want of protective laws regulating and enforcing the proper manning, finding, and provisioning of ships, the inviolability of the seaman's cabin, and easier and prompter redress of his grievances, and that these may be totally and effectually accomplished by the Legislature. Believe, me, &c. (Signed) H. AUGUSTUS COWPER. No. 70. Consul Newcomen to Mr. Murray. My dear Sir, Paraiba, October 27, 1843. I HAVE to acknowledge the receipt of your letter dated July 1st, 1843, stating that you were desirous of obtaining any information with which I might be able to supply you, respecting the character and con- duct of British shipmasters and seamen ; and I have only to regret that the trade of this port, and the term of my experience are so limited as to preclude the hope that any communication from me upon this most interesting and vitally important subject, can be in the slightest degree beneficial. In proportion to the number of British vessels which have loaded here since my occupation of this post, many instances have come under my observation of the most glaring incompetency on the part of British ship- masters to manage their vessels and crews ; of this incompetency, want of sobriety is but too often the cause, that it also frequently arises from a deficiency of the knowledge of practical navigation and seamanship, which tends in an eminent degree to \'^eaken, if not to subvert, the authority of a master, by depriving him of the respect and confidence of his crew, 1 am firmly convinced, although not prepared to assert it as a thing which I could prove to the satisfaction of others ; I am of opinion, however, that it more generally arises from their low moral character, and gross ignorance, not only of subjects which are not immediately con- nected with their profession, but of the very laws under which British merchant-vessels are sailed, and of the rules and regulations prevailing at foreign ports, to which they have to conform. The striking dissimilarity of crews, when commanded by good, in- different, or incompetent masters, most forcibly demonstrates the advan- tage, as regards preserving and even elevating the character of British seamen, of their being commanded by a class of persons who should com- bine with skill in their profession, a knowledge of the means of properly maintaining authority on board their ships; and it affords me much gratification to be able to state that I have met British shipmasters m this port, who not only possessed these most essential qualifications, but who had received educations so liberal, and possessed funds of information so useful and varied, as would render them an acquisition to any society ; on board ships, commanded by such persons, a degree of control, order, and discipline may be observed, which does honour to our Commercial Marine ; whereas I have no hesitation in saying that in cases of seamen being brought before me in my official capacity, I have almost invariably been able to trace the misconduct of the men to the fault of the master. Shippers now give so decided a preference to the merchant-vessels of Sweden Denmark, Sardinia, Hamburgh, and Austria, that they are rapidly engrossing the carrying-trade of Brazil ; and this alarming fact is attributed by the most intelligent British merchants and shipmasters, with whom I have conversed on the subject, to the greater care taken by foreign masters, and enforced by them upon their^crews, in the reception and stowage of their cargoes, which they consequently deliver in much 138 BRAZIL. better order than do British vessels, the masters of which are in general said to be exceedingly careless and inattentive in this respect*. Upon the whole, I do not suppose any one can be hardy enongh to dispute the necessity for authoritative steps on the part of Her Majesty's Government, to remedy an evil undoubtedly detrimental to, and seriously affecting the character of our Commercial Marine, and therefore proportionably advantageous to our foreign rivals. I am, &c. (Signed) BEVERLEY NEWCOMEN. No, 7L Consul Ryan to Mr. Murray. My dear Sir, Pard, November 24, 1843. IN reply to the letter you did me the honour to address me under date of the 1st July ultimo,! have to say, as far as the experience I have had during the ten years of my Consular experience, of the capability and fitness of masters of British merchant-ships, both as regards their general knowledge of navigation and their fitness to command, and management of their crews on board, so as to sustain strict discipline over the men, my conviction is, that two-thirds of all such masters are not possessed of the requisite nautical instruction required to insure the safety of the vessel at sea ; and that not one-fourth of them have the temperate calmness or tact, necessary to insure the good conduct or obedience of the seamen. During my residence at Cette I had to decide almost daily disputes between masters and their sailors, and I generally found that these dis- putes originated in the tyrannical acts of the former ; but it must also be acknowledged that the morals of the British seamen are, generally speak- ing, worse than almost those of any other maritime nation. The masters even of all the Northern ships, say Swedes, Norwegians, Danes, Prussians, Dutch, Russians, &c., at least once a-day read prayers on board, while such pious acts are of very rare occurrence, even on Sundays, on board British ones ; and in France I have experienced that the drunken habits of British seamen far exceed that of those of any other country. Their general character is also much more intolerant than is manifest in any of the others, and hence they get more frequently into disputes with foreigners. As an instance of ignorance of some British masters, a British ship, six years ago, that sailed from London bound to Marseilles,, actually put into the port of Cette, mistaking it for Marseilles ; and the master did not find out his mistake until he entered my office to deposit his ship's papers. , In both France and Spain, masters of ships, before they can become such, must study navigation for three years, and pass a rigid examination, and obtain their certificate of capability while in maritime England there is no restriction whatever, be he ploughman, or what he may. If you succeed in your praiseworthy undertaking to establish a better system than that now followed, in the qualifications a master should possess previous to obtaining a command, and which qualification should also be required in the cases of mates, you will do a great service to British navigation; and you are entitled to the full support of every maritime insurance company in the United Kingdom, as well as to that of the general body of shipowners. Permit me to suggest that the obligation of all masters bound from English ports to foreign ones should be, under penalty, to be provided with a Bible and book of appropriate sermons, and a prayer book, and [* Mr. Ellis alludes to this fact in his despatch dated Rio de Janeiro, December 10, 1842; viz . : — " The trade of Brazil, with Sweden, Denmark, Hamburgh, and Trieste,, has much incresised of late, and is mostly sustained by the application of British capital ; and I am sorry to be obliged to add, that Swedish, Danish, Austrian, and Hamburgh vessels, are preferred to British, from-the fact that the cargoes sent in them are delivered in., better condition and etffer shorter voyages."] - BRAZIL. 139 obligatory on their part, or on the mate's during their absence, to read at sun-down on week-days the evening prayer, and on Sundays, at least, a chapter in the Bible, followed by a sermon at the most convenient hour before noon. If penalty could be imposed for drunkenness at sea, or in foreign ports, of either the masters or mates, to be sworn to by two or more seamen on returning to a British port, the best effects would result from such a measure, and the loss of ships would be considerably diminished. I am, &c. (Signed) RICHARD RYAN. T'2 PAPERS RELATIVE TO COMMERCIAL MARINE OF GREAT BRITAIN. PART II. No. 72. Memorandum by Mr. Murray. THE Board of Trade having, in their letter of the 17th of May, 1847,. of which a copy is annexed, stated that a Commission was about to be formed for inquiring into matters relating to the Commercial Marine, and particularly into the state of the Merchant Seamen's Fund, Lord Palmer- ston instructed Her Majesty's Consuls to report upon this subject. His^ Lordship desired them also to furnish information in regard to the general condition of British shipping in foreign ports, with reference to a propo- sition which had been submitted to Her Majesty's Government, for the; establishment of a Board or Department of Commercial Marine. This information has now been received ; and the following obser- vations are suggested by the facts stated in the various reports. The condition of British shipping, according to evidence from the ports of foreign States, may not unjustly be termed discreditable to this country. No suflBcient efforts appear to have been made in Great Britain to remedy the existing evils ; while pains have been taken by foreign Governments, and with success, to improve the condition of their Mercantile Marine. However much British ship-owners and ship-charterers may depre- cate the assistance or interference of Her Majesty's Government, the fact cannot be denied, that they allow a large proportion of British ships to be sent to sea, commanded, and navigated, in a manner which injures British interests, and reflects discredit upon the National intelligence. It is stated from various parts of the world, that persons placed in command of British ships are so habitually addicted to drunkenness as to be unfitted for their position ; and it will be seen that Her Majesty's Consuls allude specifically to the notorious incapacity and gross intem- perance, and to the ignorance and brutality of British shipmasters, many of whom are totally void of education ; and these are not bare assertions, but are made on facts and occurrences which are detailed. In only three reports out of sixty-five is it stated that the condition of British Shipping has improved rather than declined ; and in those cases it is shown that the nature of the trade in which the vessels are engaged (the fruit-trade of Greece),, requires that the greatest care should be taken in selecting the best ships. In several reports it is stated that there are honourable exceptions to the unworthy class of masters; thus showing that bad conduct and ignorance is the rule, and intelligence and ability the exception ; but of course it is to be understood that these remarks apply solely to the class of vessels which frequent foreign ports. 142 Meanwhile the Commercial Marine of Great Britain is stated, in the majority of the reports, to have become lowered in the estimation of foreigners ; and foreign ships are chartered in preference to British vessels. Foreign masters are educated, sober, intelligent men, capable of commanding respect and of maintaining discipline on board their ships ; and foreign seamen consequently are more orderly. The fact that a good master will make his men good seamen, is repeatedly adverted to. This is a state of things -which, it is submitted, requires to be remedied ; for the questions may fairly be asked, Is it justifiable that the lives of thousands of persons should be jeoparded because shipovirners have a right to place incompetent persons in charge of vessels ? Is it proper for the State to allow the large class of its subjects who belong to the seafaring profession, to be kept in a state of ignorance and disorder, because illiterate and drunken captains and mates are allowed to be placed in a position of showing them a bad example ? Is it reasonable that shipowners should be allowed, by sheltering themselves behind the protection of the Navigation Laws, which will insure them some employment, to give encouragement to the growth and employment of foreign in preference to British shipping, instead of keeping pace with the times, and of bettering the system of navigating British vessels ? It would seem to be impossible for any one to read the accompanying papers, and not to feel satisfied that much attention should be bestowed upon this matter ; and the growing interest of the subject appears to justify a repetition of the suggestion that a Department should be formed to take entire cognizance of all matters relating to Merchant Seamen and Shipping ; and the present seems the most opportune time for carryii^g this suggestion into effect, and for various reasons : — 1st. Supposing even that the questions of the Merchant Seamen's Fund or of the Navigation Laws, were not likely to engage attention, still the condition of the sailor and the necessity of improving the system of navigation and management now observable in our' merchant- vessels, so as to ensure their not losing ground, as compared with foreigners, would alone appear to require the exclusive attention of a competent department ; for it is clear that individuals, however much their personal interests may be concerned, cannot, or will not, make the necessary inquiries, or take the necessary steps in the matter. They cannot be made acquainted with a tithe of the proceedings of their masters or crews, and indeed it may often be their interest to conceal any improper conduct which may come to their knowledge. The records of this office teem with reports upon such subjects, but there is no department to which they can be sent, or which can inquire into them with a view of amending the evil. Publicity would probably do more towards a remedy than any course of legislation, and a competent department, comprising some nautical members, appointed expressly to consider these subjects, would examine into all cases of the kind, and would give such publicity as might be beneficial to the State and to the community. But, 2ndly, a Royal Commission is now sitting to inquire into the state and prospects of the Merchant Seamen's Fund, the income of which is understood to be not equal to the expenditure. Now although this may appear at first sight to be a matter merely of pounds, shillings, and pence, the subject, if gone into thoroughly, will be found to embrace many questions affecting the Commercial Marine generally ; for instance, one cause of the decline of the Fund is stated to be the number of apprentices which are now allowed to be entered onboard of merchant-ships, these apprentices taking the places of seamen who formerly contributed, which the apprentices do not, to the fund. This question only affects the whole principle of the mode of manning and navigating our Merchant Navy, and may be considered beyond the range of the labours of the commission, which are limited to an inquiry into the state and prospects of the fund. 14S The apprentice system is treated of in several of the annexed reports, and it is shown that" the system works badly. But even setting aside the apprentices, it may be said that the whole principle of improving our Commercial Marine and of securing, in time of need; seamen for Her Majesty's Navy, may be affected by the manner of regulating for the future the mode of levying and appropriating the Merchaint Seamen's Fund. Hitherto the fund has been managed by a body corporate ; that management has not been able to succeed, and if public funds are in any way to be applied to this object, Governm'emt management womld seem to be desirable. If so, the management would properly be placed in the proposed Department of Commercial Marine. 3rdly. The question of an alteration of the Navigation Laws has been mooted, in consequence of their suspension during this year, and if any alteration should take place, the formation of a Department of Com- mercial Marine appears to be still more necessary, in order to take into consideration an infinity of subjects connected with the Merchant Shipping, so as to prove the possibility of competition between British apd foreign ships to the advantage of this country. The subject of tonnage dues is important. Ships are represented as being built more with a view of economising the dues than of providing comfort, good stowage, or speed* All shipping dues and charges, not only in British but in foreign ports, might be brought under review ; and an inquiry into the mode of provisioning vessels, and of conducting brokerage and notarial business, might lead to a reduction of a ship's expences in port. The. subject of lights is extremely important, and is understood to require systematic- regulation. It appears by the Consuls' reports to be a mistaken notion, that foreign ships can be navigated at a much cheaper rate than British ; and there seems no reasonable ground for fearing competition, if pains are taken to improve our system. At present, if a British sailing vessel is wrecked, comparatively little inquiry is made into the subject, although scores of persons may suffer death ; whereas, if an accident happens on a railroad, and a person is killed, a judicial as well as an official investigation is required. A Depart- ment of Commercial Marine would properly take steps in such matters, and in various others which it would be tedious to detail, but which affect British vessels in all parts of thie world, and foreign vessels in the ports of this country*;- and it is hoped that sufficient ground has been shown for urgring the formation of such a department. (Signed) JAMES MURRAY. Mreign Office, NovenAer 22, 1847. * There is no regulation for the management of Foreign seamen in British ports. If a British sailor deserts in an English port, or abroad, the laws of England and the regulations of Foreign States will ensure hiy iSeing' captured, and. returned on board or punished; but if a Foreign sailor deserts in England, nothing can be done to procure his being restored to his ship, and he is thus left in this country, and possibly becoroeg burthensome or troublesome. 144 No. 73. Circular to Consuls abroad. Sir, Foreign Office, May 28, 1847. I AM directed by Viscount Palmerston to transmit to you a copy of a letter from the Board of Trade, stating that a Commission is about to be appointed by the Crown, to examine and inquire' into certain matters relating to the Commercial Marine of this country, and requesting that information may be procured from abroad, in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England ; and I am to instruct you to furnish such information upon this subject as you may be able to collect. I also transmit to you a copy of the letter from Mr. Murray, referre to by the Board of Trade ; and I am to request that you will furnish, in a distinct paper, such additional information relative to the general subject of the Commercial Marine as may be suggested to you by a perusal of that letter. I am, &c. (Signed) JOHN BIDWELL. Inclosure 1 in No. 73. Mr. Lefevre to the Right Hon. E. J. Stanley. Office of Committee of Privy Council for Trade, Sir, Whitehall, May 17, 1847. WITH reference to your letter of the 23rd February, 1846, calling the attention of the Lords of this Committee to the papers which were laid before Her Majesty's Government by Mr. Murray, of the Foreign Office, on the 1st of January, 1844, and were forwarded by the Treasury to this department, I am directed by their Lordships to state to you, for the information of Lord Palmerston, that it is in contemplation to issue without delay a Commission to examine and inquire into certain matters relating to the Commercial Marine, (that is to say) more especially into the state and prospects of the Merchant Seamen's Fund, and its influence upon the welfare of the merchant seamen of this country, and how far it is susceptible of improvement either in its principles or details. My Lords conceive that it would materially assist the Commission in their deliberations, if they were supplied with information as to the insti- tutions for the relief or encouragement of seamen in foreign countries, and I am to request you to move Lord Palmerston to ascertain from the Consuls in the principal ports abroad, especially in the UMted States, Holland, Russia, and France, whether there exist any such institutions in those ports or countries, and if so, upon what principles or under what laws or rules they are established, and what is the nature and amount of the assistance or benefit which the seamen receive from thenj* and gene- rally, whether the result of such institutions have been beneficial to the Commercial or National Marine of the country in which they may exist. I am to add, that my Lords think it possible that there may have existed at Venice and Genoa in former times, during their commercial greatness, institutions of this character, and that it would be desirable that the Consuls at those ports should make inquiry accordingly. I am, &c. (Signed) JOHN LEFEVRE. Inclosure 2 in No. 73. Paper referred to in Board' of Trade Letter of May 17, 1847. Mr. Murray to Viscount Canning. [See No. 1 page 1.] 14S EUSSIA. No. 74. Sir Edward Baynea to Viscount Paimerston. My Lord, 8t. Petersburgh, July 12, 1847. IN reply to your Lordship's eirctrlar despatch of the 28th May last, I have the honour to state that there is no institution in this country answering to the Merchant Seamen's Fund in England. The relief to Russian mariners injured or maimed in the performance of their duties in the Merchant Service, is provided for by the Code of Commerce, of which I inclose an extract. With reference to the second part of your Lordship's despatch, my experience at this port enables me to concur in the opinion expressed by Mr. Murray, both as to the necessity of some new system in regard to the officering of our merchant-ships, and the expediency of centralizing the superintendence of our Commercial Marine ; and in conformity with your Lordship's instructions, I beg leave to submit a distinct paper, in which I have ventured to note some respectful suggestions of my own on the^^same very important subject. I have, &c. (Signed) EDW. S. BAYNES. Inclosure 1 in No. 74. Extract from the Russian Code of Commerce, TiTRE I. Chapitre V. (Traduit du Russe.) De VEngagement des Gens de VEquipage et des Matelots. Section 5. Du Cong^ des Matelots, et de leur Solde. 715, L'HOMME d'^quipage qui, pendant I'exercice de ses fonctions, regoit des blessures, des mutilations, &c., est en droit d'exiger du capitaine, non-seulement des secours mais encore le montant de tous les frais que peut entrainer sa gu^rison ; et si, pour ce fait m6me il ne peut continuer la travers^e, le capitaine est oblige de lui payer son passage jusqu'au lieu de son engagement, en ayant soin pourtant de porter ces d^penses au compte de I'armateur et de I'affr^teur. 716. Ind^pendamment des frais de gu6rison, le capitaine doit payer, au compte de I'armateur, double solde k I'homme d'^quipage qui a perdu un membra dans I'exercice de ses fonctions ; s'il meurt, ses heritiers ont droit de r6clamer la double solde qui lui est due, Dans le cas d'absence des heritiers, cette solde et les efFets du defunt sont envov^s au bureau de la Soci6t^ G^n^rale de Bienfaisance, pour leur ^ U 146 RUSSIA. 6tre remis. Si le matelot d^c6d6 est un serf, le capitaine est tenu de payer a son maitre, a charge de remboursement par les afFr^teurs, la redevance et la capitation de trois annees auxquelles ce serf 6tait impos6. (Translation.) Part I. Chapter V. Of the engagement of the Crew and of the Sailors. Section V. Of the discharge of Sailors, and of their pay. 715. Any sailor who may be wounded or injured in the performance of his duties, has a right to claim from the captain not only assistance, but also all expenses his cure may entail on him ; and if he should not be able to proceed on his voyage, "the captain is bound to pay his passage back to the place of engagement, taking care, however, to charge the owner and freighter with these disbursements. 716. Independently of the expenses of cure, the captain must pay, on account of the owner, double wages to the sailor who has lost a limb in the performance of his duties ; if he die, his heirs have a right to claim the double pay which is due to him. In default of heirs, this pay, together with the effects of the deceased, are sent to the Office of the Soci6t6 G^n^rale de Bienfaisance, for their use. If the deceased sailor be a serf, the captain is bound to pay to his master, on account of the freighter, the value of the services, and the poll- tax for three years, to which the serf was liable. Inclosure 2 in No. 74. Notes regarding the British Commercial Marine. 1st. Want of controul over the British Mercantile Shipping abroad. THE Act 7 and 8 Victoriae, cap. 112, of the 5th September, 1844, commonly called the " Merchant Seamen's Act," has added little to the authority of Her Majesty's Consuls abroad in respect of the Mercantile Navy. The shipmasters are still exempt from their former obligation of reporting to the Consulate their inward and outward cargoes, and even leave a foreign port without the Consul's consent. If I am not misinformed, some shipmasters go so far as to make it a subject of boast that the Consul has no right to take cognizance of any of their proceedings. Matters are very differently regulated in regard to the shipping of other nations ; and the knowledge of the independence of British ship- masters abroad, added to the notorious incapacity and gross intemperance of many of them, has, it would appear, contributed to lower the character of our Commercial Marine in the estimation of foreigners. " A cette pratique (the presentation of documents to the Consulate) fait cependant exception la Grande Bretagne. Les capitaines n'y sont plus tenus de soumettre aucun papier au Consul, ni m§me de se presenter k la Chancellerie*." This is not exactly the case at present ; for shipmasters are obliged to deposit at the Consulate their articles of agreement on arrival, and to receive them back indorsed; but it cannot be denied that in other respects the Consul is not vested with sufficient authority to control the masters of merchant- vessels, or to protect the general interests of British commerce in its relations with the carrying-trade. On these points the American regulations might perhaps be usefully consulted. * Traite du Consulat, Hambourg, 1839. * (Translation.) — To this rule (the presentation of documents to the Consulate) Great Britain however forms an exception. There captains are not bound to submit any paper to the Consul, nor even to present themselves at the Consulate. RUSSIA. 147 2nd. Incapacity of Shipmasters. The British Vice-Consul at Cronstadt, who has been in constant con- tact with the British merchant shipping resorting to this port for upwards of half a century, gives a lamentable account of some of the men he has known in command of vessels, and therefore entrusted with the property of our merchants and the lives of our fellow-creatures. Ignorance, intem- perance, and brutality, — to the extent that he quotes an instance of a shipmaster having by degrees descended to the occupation of a cook, he adds — " The education which a British boy receives on board ship makes him an inimitable practical seaman, but he is deficient in theoretical in- formation, and in the qualifications necessary for the difficult task of commanding others. A higher scale of education would, in my humble opinion, prevent many shipwrecks and disasters ; and by raising the ship- master in his own mind, prepare him for acting a respectable part on shore, as well as at sea." Nor are the evils of the present system to be remedied otherwise than by the interposition of the legislature ; for neither the merchants nor the shipowners are likely to give themselves thought on the matter, so long as -they find companies and clubs ready to insui'e vessel and cargo without strict inquiry as to the character and capacity of the master. As to Navigation. The necessity of providing for the more efficient command of our Mercantile Marine is unquestionable ; but the subject is confessedly sur- rounded by difficulties not to be easily overcome, and of which the following seem deserving of the earliest consideration : — How are the necessary means of education for the higher grades of the Mercantile Marine to be provided for ? Where should such education commence, and where ought it to terminate ? What reasonable prospect of employment can be held out to indivi- duals who may qualify themselves by an established course of education ? In Russia there are at divers sea-ports Government schools for pre- paring youths destined to officer the Mercantile Navy. The model school is at Petersburgh ; and a translation of the ordinance by which it was established is hereto annexed. But the pupils of this shore school whilst they acquire a sufficient theoretical knowledge of navigation, fail, as might be expected, in practical seamanship, notwithstanding their occa- sional exercises on board ship ; nor, from all accounts, would they be likely to become better seamen by following the course of education which is given to the Imperial Navy. With us, however, it is happily otherwise ; we possess a Royal Navy, equally distinguished for scientific acquirement and for practical seaman- ship. Might not, therefore. Her Majesty's Fleet, whose crews are re- cruited from the Merchant Service, contribute to the training of young men intended for the higher grades of Commercial Marine ? Could not a limited number of youtbs, of a given age and with a certain amount of rudimental instruction, be entered on board such of our ships of war as are provided with naval instructors, under some special and distinct designation — say " naval volunteers"— to serve till they shall have passed the examination required for second masters; and to be then discharged with certificates, registered at the Admiralty, qualifying them according to their proficiency for masters or mates in the Merchant Service ? Were such a means of professional education offered, very probably persons belonging to classes above those from which the great majority of shipmasters now spring, might be induced to prepare themselves ifor com- mands in the Mercantile Navy ; and thus in course of time our Commer- cial Marine might be supplied with officers taken from a comparitively U 2 148 RUSSIA. superior order ; and not only skilled in navigation and seamanship, bu schooled to the duties and responsibility of command — a qualification indispensable to an individual who is entrusted with the great discre- tionary powers of a shipmaster at sea. Such men would be respected by their crews for their professional knowledge ; they would exact obedience without unnecessary severity, and maintain discipline without resorting to those violent means which are but too frequently heard of under the present system. Nor would the proposed arrangement be without its advantages to the Royal Navy itself, for the Admiralty could engage the permanent services, in the " Masters" branch of the fleet, of those among the youths trained for the Mercantile Marine who might be distinguished for extraordinary talent. Supposing that the Admiralty should see no objection to the proposed plan, the principal difficulty in carrying it out would be found in the pro- viding of funds to defray the expenses of the " Naval Volunteers" whose friends might not be in circumstances to meet the whole charge, and from which class it may be presumed that most of the earlier candidates would come. Why should not a legislative enactment impose a small rate on all merchant-ships clearing from ports out of the United Kingdom — say one penny per ton — to be levied by the collectors of customs in our colonies and settlements abroad and by the Consuls at foreign ports, and appro- priated by the proper department at home, in part payment of the ex- penses of youths entered on board Her Majesty's ships for training to the higher grades of the Merchant Service, whose friends may be unable to defray the whole ? The Consular Returns of Trade will offer the ready means of forming an estimate of the total amount likely to be produced by the proposed rate at foreign ports. The average total measurement of the British shipping annually cleared at the [port of St. Petersburgh, may be stated at 150,000 tons, which at one penny per ton, would produce 625Z.; and taking the expense of each naval volunteer at 501., and the contribution of his friends at 201., there would remain 301. to be supplied from the Fund ; therefore the British carrying trade at the port of St. Petersburgh alone would maintain about twenty-one naval volunteers*. Such an arrangement ought not however to operate to the exclusion of individuals who may prefer quaUfying themselves by private means and in private ships. Such persons should be privileged to demand an exami- nation before a regularly constituted board of officers of the Royal Navy, and, on passing, receive a certificate of qualification similar to that of the naval volunteers, to be likewise registered at the Admiralty. The certificates of qualification, both of the naval volunteers and of the individuals privately instructed, being regularly reported and regis- tered at the Admiralty, the Government could know exactly the number of examined masters available for the Merchant Service; and upon that information the legislature might gradually enact that vessels above a certain tonnage must be commanded by masters trained on board Her Majesty's ships, or who have passed a corresponding examination before the Board of Officers of the Royal Navy. If the proposed scheme could be carried out, it might reasonably be expected that before the lapse of many years, few merchant-vessels above 100 tons register would sail without an efficient and trustworthy com- mander. As to Ship-Husbandry and knowledge of Commercial Affairs. A sufficient acquaintance with ship husbandry could no doubt be attamed in a few conversations with some experienced ship-agents, and would soon be improved by practice. The instruction of shipmasters in respect of commercial affairs, so * The proposed rate would amount to 16*. 8d. for a vessel of 200 tons — a minor consideration compared with the charges which are paid for agencies, &c., amounting to more than 17Z., anti full one-third of which might be saved if the shipowaers would act in concert, and be gmded bv Ifae advice of Her Majesty's Consul. RUSSIA. 149 far as they may concern the carrying trade, is certainly very desirable, and could be acquired with comparatively little trouble. A well-drawn-up guide, at once clear and concise, would suffice for all ordinary purposes, and a regularly educated shipmaster would naturally provide himself with the standard works on the law of commerce, and on the law of shipping in particular, for study as well as for reference in cases of doubt or emergency. 3rd. Central Board of Commercial Marine. Whatever measures may ultimately be adopted to remedy the evils which now affect our Mercantile Navy, it would appear, from the circum- stances stated by Mr. Murray, that the appointment of a central board or department, empowered to take cognizance of all matters relative to that service, is much wanted, both with a view to the revisal of the present system and the future efficient superintendence and control of our Com- mercial Marine. Should such a board or department be instituted, it should include a representative of the Consular branch of the Foreign Office, for it may be confidently anticipated that the great mass of information, references, and representations, would proceed from Her Majesty's Consuls at foreign ports. Inclosure 3 in No. 74. Ordinance for the establishment of the School of Commercial Marine at St. Petersburgh, November 21,1 829. (Traduit du Russe.) Ordonnance sur I'Ecole de la Marine Marchande ouverte h St. Petersbourg. (Approuve par Sa Majesty I'Empereur, le 21 Novembre, 1829.) Article 1. II sera ouverte k St. Petersbourg une Ecole de Marine Marchande qui sera composee de I'Ecole de Chantiers de la Marine et de I'Ecole de Construction actuellement existantes. 2. Le Ministre des Finances sera le chef de cette ecole; elle sera port^e £1 la connaissance du D^partement des Manufactures et du Com- merce, et administree par un directeur. Le Ministre de I'lnstruction Publique aura sur elle I'influence qu'il exerce sur les 6coles en g^n^ral. 3. Cet etablissement a le double but: 1°. De preparer des capitaines et des pilotes pour les navires des particuliers. 2*. D'apprendre A une partie des ^l^ves h, construire les vaisseaux-marchands. 4. Le nombre des ^l^ves entretenus par la Couronne sera de trente- deux, en sus desquels peuvent 6tre regus de douze k vingt pensionnaires. On admettra des amateurs k I'audition des cours sur la navigation propre- ment dite. 5. Les 41dves de la Couronne comme les pensionnaires ne seront pas regus ni plus jeunes que quinze ans, ni plus 4ges que dix-sept. 6. Les Aleves seront choisis par les communes des villes maritimes, parmi les fils de marchands de troisi^me guilde, de bourgeois, d'industriels, et de personnes ayant des rangs ; tous de la re%ion Chretienne ; et a merite ^gal, de preference parmi les orphelins des families nobles tombees dans I'indigence. Les retributions en faveur de ces derniers eldves admis dans r^cole seront acquitt^es par I'institut pendant toute le temps qu'ils ?r resteront. Les candidats des deux categories doivent 6tre choisis parmi es plus distingues par le merite, sans aucune autre consideration. Le choix des ei^ves dans les deux categories qui doivent composer reeole. 150 RUSSIA. appartiendra, apr^s I'examen pr6alable du directeur, aux g6n6raux, gouverneurs, ou aux personnes qu'ils en auront chargees, et k defaut de gouverneurs militaires, aux gouverneurs civils, ou aux maires, qui, en cas de n^cessit6, auront le droit de se faire presenter d'autres candidats. Les candidats choisis par les communes sont dans I'obligation de se rendre a St. P6tersbourg k leur propre compte, avec des personnes qui y sont appelees pour affaires de commerce, ou par tout autre moyen qu'ils jugeront a propos d'employer. Le Ministre des Finances informera les autorites locales du temps ou ils devront arriver, et donnera en meme temps le detail des qualites que doivent avoir les candidats. Si dans le nombre de ces candidats choisis. il s'en trouve qui n'aient pas pour entrer dans I'^cole, les qualites requises aupr^s des autorites locales, le Ministre des Finances les renverra aux frais des communes. Au nombre des huit candidats a adraettre chaque ann^e, il y en aura deux de St. Petersbourg, et dans ce nombre un de Cronchetadn ; deux de Riga et dans ce nombre un de Tarnow; un de Revel, de Liban, ou de Vinedaw, tour k tour; un de Taganrog et de Kortchi tour a tour; un d'Odessa; un d' Archangel et autres villes de la Mer Noire, tour a tour, selon les dispositions du Gouverneur-General. 7. Les Aleves sont partages en deux ages : les cadets et les aines ; et chaque age en deux classes. Les cours des 6tudes pour chaque classe sera d'un an; par consequent de quatre ans pour tout le temps des etudes. 8. Les 616ves admis doivent Hre d'une forte constitution, sans aucun defaut corporel, et de bonnes moeurs ; sachant bien lire et bien ^crire le Rnsse, et les quatre regies de I'arithm^tique et de plus leur langue nationale. Si lors du choix qu'on fera des ^l^ves design^s, I'un d'eux remplit parfaitement les dispositions de I'ordonnance, il aura la preference sur tous les autres. (Remarque.) Jusqu'k nouvel ordre, on recevra des gouvernemens dg la Baltique des 61^ves sachant passablement lire et ^crire I'Allemand ^t parler le Russe; I'etude serieuse de cette derni^re langue leur sera donn^e plus tard dans des ecoles speciales. 9. L'admission dans I'^cole sera faite des le commencemeijt, de maniere a ce que le nombre de tous les el^ves de la Couronne soit coujpl^t^ «n deux ans. A cet effet on admettra la premiere annee huit el^is^es des villes maritimes dans la premiere classe des cadets, et huit sur Ja desig- nation du Ministre des Finances, qui tous n'auront pas moins de dix-sept ans et poss^deront les connaissances necessaires pour entrer tout droit dans la troisi^me classe, c'est-^-dire, dans la premiere des ain^s. La meme admission aura lieu la seconde annee, et la troisi^me annee on n'en admettra que huit des villes maritimes; et cela constamment. 10. Les eleves qui manqueront de facultes n'entreront pas dans la classe des aines et seront rendus a leurs peres et meres ou a leurs parens ; s'ils sont orphelins ils seront mis en apprentissage. Pour qu'un cas pareil ou toute autre circoostance qui pourrait subvenir, ne diminue pas le nombre des seize eleves foi-mant le second kge, le Ministre des Finances la completera par des jeunes gens ayant droit k entrer dans le second age : et principaleinent par les pensionnaires qui se sont distingu^s dans les examens et qui appjartiennent aux families les moins aisees. 11. Les eleves de la Couronne et les pensionnaires qui sortent apr^s avoir accompli les quatre annees du cours, obtiennent, savoir : les plus instruits, le rang de pilotes, et les autres celui de pilotes en second 5 on leur d^livre des attestats et des passeports illimites, et quatre ans apr^s leur sortie ils peuvent se presenter dans I'ecole et s'y faire examiner de nouveau; s'ils le meritent, le Ministre de la Marine leur concede un rang et leur delivre des attestats qui leur donnent le droit d'etre regus capitaines de navires marchands, s'ils pr^sentent en meme temps des atcestats des tribunaux de districts ou de nos Consuls qui t6moignent que dans le RUSSIA. 151 cours des quatre ann^es en question, ils n'ont pas et6 moins de quatre ann6es en mer comma pilotes ou pilotes en second ; ces attestats devront ^tre confirm^s par les capitaines sous les ordres desquels ils auront servi, et qui y relateront leur m^rite, leur sang froid, leur courage et leur bonne conduite. 12. Les eleves sortans ne peuvent entrer au service de la Couronne que moyennant un salaire, et aucan rang ne leur est concede. 13. Les Aleves n'apprennent la religion que dans les trois premieres classes ; leurs autres etudes sent relatives k la th6orie et a la pratique. 14. Etudes Theoriques : — 1°. lis apprendront, selon qu'ils en auront besoin, au nombre des connaissances preparatoires, la calligraphic, le dessin, I'arithmetique, la grammaire, la geographic, et outre la langue Russe, les langues AUe- mande, F'ran^aise, et Anglaise, de mani^re -k les parler, k les lire et k les: ^crire quoiqu'imparfaitement. 2°. Les Siemens de la science nautique. 3°. La science nautique proprement dite. 4°. L'art de construire les vaisseaux. 15. On pr^parera k la science nautique proprement dite, pour chaque sortie, un ou deux Aleves et particuli^rement ceux qui ont montr6 pour cette science le plus de faculte ou de gout. Mais en g^n^ral tons les ei^ves doivent 6tre instruits dans l'art de construire les vaisseaux. 16. Les ei^ves qu'on aura pr^par^s k la construction des navires, resteront aprds le cours de quatre ans, une ann^e encore dans les chantiers maritimes ou ils ont ^t^ attaches, pour y 6tudier plusieurs parties du cours des ing^nieurs de la marine, a condition qu'ils y seront employes pendant tout ce temps k la construction des vaisseaux et qu'ils y restei-ont depuis que la quille est posee sur le chantier jusqu'au moment ou on les lance dans I'onde. lis seront entretenus sur les sommes restantes des depenses de I'^cole, independamment des 300 roubles mentionnes dans 1' Article 23. 17. Occupations Pratiques : — 1°. II est indispensable que les capitaines fassent des observations astronomiques, et qu'ils se familiarisent avec les instrumens. 2°. lis doivent examiner les procedes employes dans les constructions que Ton fait ici et celles que Ton fait k I'etranger, et faire a ce sujet toutes les observations qui leur sont sugg6r6es. lis doivent aussi connaitre les divers ^tablissemens qui concernent la navigation. II y aura chaque semaine un temps marqu^ pour ces occupations. 3°. La pratique s'exercera sur les navires dans les chantiers, ou sur- les navires de la Couronne ou des particuliers qui se trouvent momentane- ment sur la N^va. 4°. Pour s'habituer a la mer et pour s'y livrer a leurs occupations les ei^ves feront des voyages sur des batimens k voiles. Le temps et les moyens relatif £i, ces voyages seront determines selon les circonstances, et leur principal but sera que les occupations pratiques en mer composent la partie la plus importante de la preparation des eleves. 5°. On apprendra la natation, le maniement du fusil, et le tire au canon ; les batimens de commerce devant au besoin se tenir sur la defensive. 18. Le plan des e'tudes sera presente k I'ecole avec la confirmation du Ministre des Finances, qui en premier lieu le communiquera au Ministre de la Marine et au Directeur du Corps de la Marine. 19. Le directeur de I'ecole apportera tous ses soins k ce que les eleves, outre les connaissances theoriques et pratiques, soient eleves dans la crainte de Dieu, dans les bonnes moeurs, et dans les vrais principes de la vie civile. J52 RUSSIA. 20. Les el^ves, avant la fin de leur cours d'^tude, ne pourront sortir de r^cole pour se rendre dans la maison de leurs parens que dans una occasion majeure appr^ci^e de I'autorit^ ; mais il leur est permis de les voir les Dimanches dans la salle de recreation. 21. Les Aleves de la Couronne et les pensionnaires qui sortent de r(5cole, quand ils ont achev6 le cours de leurs Etudes, s'ils ont eu des succ^s et une'bonne conduite, sont exempts du recrutement, si ce n'est par suite d'un jug-ement et apr^s avoir encouru une punition corporelle ; ils sont 6galement exempts de I'impot personnel— ce dont leur attestat fera men- tion. Ils ne sont pas obliges de s'inscrire dans la classe marchande, si d'eux-m^mes ils ne veulent pas faire le commerce. Leurs enfans ont les m&mes avantages, s'ils se destinent a la navigation, qu'ils veulent entrer dans I'ecole ou y subir un examen. Dans tout autre cas ils doivent se choisir une condition. Les ei^ves d'une bonne conduite qui n'auront fait dans les sciences que desprogr^s m^diocres, demeurent dans leur premiere condition. Ces dispositions sont applicables aux eleves inscrits comme 6tant d'une faible sante et a ceux qui seront exclus pour mauvaise conduite. (Remarque.) Jouiront des avantages mentionn^s dans 1' Article 11, les Aleves qui dans les commencemens et par des circonstances particuli^res, comme le dit le m^me article, entreront tout droit dans la classe des ain6s. 22. Les eleves recevront comme recompense de leurs succ^s dans les etudes, des livres, des instrumens, et des grandes et petites medailles en argent. Ceux qui se seront le plus distingues dans les hautes classes recevront une petite medaille en or attach^ au cordon de Ste. Anne et qu'ils pourront toujours porter a la boutonniere. 23. Les Aleves recevront a leur sortie de I'^cole un habillement con- venable et de plus un secours de 300 roubles qui leur sera donn^ pour un an. 24. L'^cole aura soin que les eleves sortans soient places dans I'annee pour laquelle elle leur accorde le secours de 300 roubles, sur des bitimens appartenant h une compagnie ou a des particuliers, et si le Ministdre de la Marine y consent, sur des vaisseaux de I'Etat, particulierement ceux destines a faire le tour du monde. 25. Les amateurs qui desirent assister aux cours d'enseignement auront k se presenter chez le directenr de I'ecole pour en obtenir un billet, et devront y assister aussi regulierement que possible, s'y conduire d^cemment, et avoir une mise honnete. Les personnes qui ont des maladies apparentes et qui peuvent se com- muniquer, ou celles qui en ont d 'internes et qui n'en sont pas gurries radicalement, ne sauraient &tre admises k visiter I'ecole. En g6n6ral les Aleves doivent autant que possible 6tre sans communication avec les personnes ^trangeres a I'ecole. L'6cole tiendra la discipline la plus severe envers les eleves qui y entre- ront, comme envers ceux qui y sont k demeure. S'ils commettent des fautes graves ils seront exclus du nombre des admis, et s'ils se rendent coupables de crimes on agira h. leur 6gard conformement aux lois. Les amateurs peuvent participer aux examens, et recevoir conforme- ment k I'Article 22, les recompenses et les attestats qui constatent leurs connaissances et leurs moyens pour remplir les fonctions de pilotes ou de pilotes en second. 26. Pour contribuer au bien-etre de I'ecole, on lui concede le droit d'accepter des dons volontaires, soit en effets, soit en argent, aussi bien du vivant des donataires que par leurs testamens, en tant que les lois seront rigoureusement observees. Ces dons seront publies par la voie des gazettes. Les dons en argent et I'excedant des sommes necessaires k I'entretien de I'ecole formeront un capital dont les interets serviront k payer les impots que les ei^ves doivent acquitter, les secours accordes aux eleves sortans, a entretenir pendant un an ceux qui s'occupent de la con- struction, a augmenter la bibliotheque, a acheter des instrumens et autres objets indispensables pour I'ecole. En cas qu'il soit necessaire de faire RUSSIA. 153 des reparations dans les b^timens de I'ecole, on y emploiera m^me une partie du capital, 27. Tous les autres objets, comme I'organisation interieure de I'^cole et radministration de ses parties, la discipline des ^l^ves, I'ordre 6cono- mique, la compatibility, et en g^n^ral le bien-fetre de I'^cole, seront r6gl6s par des arrSt^s ou r^glemens dress6s par le Ministre des Finances. Etat d'Organisation et Appointemens des Employes de I'Ecole de la Marine Marchande. Nombre des Per- sonnes. Appointemens. Portions alimen- taires. Individuel. Total. Directeur et Professeur des Sciences sur la Navi- Roubles assig. Roubles assig. gation 1 4000 4000 2 Inspecteur de premiere classe et Caissier 1 1500 1500 1 Commis Redacteur et Comptable 1 600 600 1 Econome et Intendant 1 400 400 1 Inspecteurs pris parmi les sons-oflSciers de la tttr Marine cong6dies. Appointraens, 150r., uniformes, 80r. 3 230 690 Medecin 1 600 600 Maitres enseignant 12 600 7,200 Pour entretien coraplet des Aleves, avec uniformes et mldicamens 32 260 8,320 Portions alimentaires 8 130 1,040 Aux eleves en navigation pratique pour une annee 8 300 2,400 Pour leurs uniformes 8 135 1,080 Pour le service, 1500r.; chauffrage et eelairage, 2,500r.; fournitures d'objets divers, lOOOr. ; hopital, 500r. ; entretien de la bibliotheque et autres objets, lOOOr. ; divers petits objets 670r. ; d^pense pour les voyages, SOOOr. . . 12,170 Total par annie •• • « 40,000 Pour premier 6tablissement . . •• 10,000 Remabque. 1°. Le Ministre des Finances designera dans St, Petersbourg une maison pour y placer I'ecole. . Outre les appointemens et les portions alimentaires, on accordera des frais de logement, au lur, a rinspecteur de premiere classe, au Commis Redacteur, a ITntendant et aux Inspecteurs 2 Directeur Oriinaires 3°, Ce qui restera I de la somme assignee pour la depense d'un objet servira a completer ce qui manquera pour un autre, et le reste des d6penses en general formera le capital de I'ecole, de meme ce qui restera de la premiere annie pour le defaut de complement des eleves. 154 RUSSIA. (Translation.) Decree founding a School of Mercantile Navigation in St. Petersburgh. Approved of by His Majesty the Emperor, November 23, 1829. 1. IN St. Petersburgh a school of Mercantile Navigation is hereby established, which shall comprise the School of Navigation and that of Ship-Building now existing. 2. The school to be under the controul of the Minister of Finance, in the jurisdiction of the Department of Manufactures and Home Trade, and under the immediate management of a Director. The Minister of Public Instruction to have the same influence over it as he has over educational establishments in general. 3. The object of this educational establishment is two-fold:— 1st. To prepare young men for being captains and pilots of private vessels ; and, 2ndly, To instruct a certain number of the pupils in the building of merchant-vessels. 4. The number of scholars to be maintained by the Crown to be thirty-two ; in addition to which from twelve to thirty boarders may be received. To the lessons specially devoted to navigation, day-scholars to be admitted. 5. Crown scholars and boarders are not to be received under fifteen, nor above seventeen, years of age. 6. Scholars to be selected by the municipal authorities of sea-port towns, from among the children of 3rd guild merchants, burghers, mechanics and freemen, professing the Christian religion; and c ;-> E T3 03 0) . 0) CQ a-5 s 13" 3 3 > O 4>- CO CO 9, r^ en -H CO 00 eo" t>r (n" oo" ci OS o l-H a? 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CO in X 'r^ ^ M bo OJ cf r-* l-H r-H l-H ■* r^ l-H CO o" l-H t^ Oi 00 CO o l-H -»j 1— o Q .^ Si H.2 qQ t3 to rg 'rf • 13 § : -o : O CO s a> CD 13 ho 1 B * .2 » 1 s ^ .1 CO to h S3 O) CO Gd ■r: c»- 1 i 1 12; g e S A 2 ^ 1 ^ S 0> Pm pp U pq Qi- H U 02 m c« It 8 3 13 3 t3 13 3 ni ^' u o .-civ\;o Chief mate do. 13 Second mate do. . 10 Carpenter do. . 10 Boatswain do. . 9 Five sailors at 8 sp., receive 40 Cook receives 6 Boy do. . . . 5 Master's primage and perquisites, allowance for small stores and 113 20 Cost of provisions, according to the above ratio, per month 133 100 Spd. 233 Thus, the cost of navigating the above vessel of 330 tons, was 233 spd., or better than 50/. per month. Three or four years ago, vessels were built cheaper, and provisions were lower, but since the return of the British legislature to a more liberal system with respect to commerce, all kinds of provisions have increased in value, and although their free introduction into Great Britain has not materially lowered the price to the consumer at home, it has had the t: ndency of raising it abroad, at least about 30 per cent., and of enabling the British artisan and shipowner to compete more effectually with the foreigner. A fr.rther reduction of duty on materials cannot but have the effect of placing the shipowner, in a pecuniary point of view, on a more equal footing with his foreign neighbour; while the superior skill, industry, and commercial enterprise universally admitted to be in a pre-eminent degree the property of the British, cannot fail insuring him peculiar advantages : if you add to these qualities, the improvement in the education of our master mariners, a just and more paternal care in the formation and deve opment of the sterling elements which constitute the character of the British seaman, identify his owner's and master's interest with his own, I am convinced that under ordinary disadvantages, we can successfully compete v/ith the foreign shipowner and mariner, in whatever quarter of the globe it may be. The Government of Norway treat all vessels belonging to countries with whom treaties of reciprocity have been entered into, on the same footing as their own ; and Norwegian vessels are privileged in most European countries, as well as America. r have, &c. (Signed) J. R. CROWE. 195 DENMARK. No. 85. Consul Kuper to Viscount Palmerston. My Lord, Elsinore, June 13, 1847. I HAVE the honour to acknowledge the receipt of Mr. BidwelFs despatch of the 28th ultimo, inclosing copies of two letters, the one from the Board of Trade, and the second addressed by Mr. Murray toYiscount Canning on the 1st of January, 1844, both relating to the subject of the Commercial Marine of England. In obedience to your Lordship's instructions, I have the honour to state, with reference to the question of the Merchant Seamen's Fund, alluded to in the letter from the Board of Trade, that in this country there exists no institution for the relief and support of invalided and superannuated merchant seamen, founded upon a system by any means so extensive as that forming the basis of the British fund in question. I am informed that since the last war, two private but very limited establishments of that kind have been formed, the one called the " Bomb Fund," and entirely supported by private and voluntary contribution, and administered by the Corporation of Shipmasters at Copenhagen ; and the other called the " Kofoed Fund," originally founded in virtue of a legacy left for that purpose by a private individual, and since supported by voluntary contribution. By the funds of the former an asylum is sup- ported for the reception of fifty aged seamen (some of them with their families), where they obtain board and lodging ; and by the latter pensions of 51. and 10^. per annum are granted to a small number of decayed seamen, their wives and children, up to the age of fifteen. To neither of the above establishments are the masters and crews of merchant-vessels required to contribute; their reception into the one or the other is entirely dependent upon the selection made by the respective boards of management out of the whole body of petitioners. I am further informed that in Denmark the British Merchant Sea- men's Fund is thought of most highly, and that at this very moment a proposition is about to be submitted to the Government by the Corpora- tion of Shipmasters at Copenhagen, urging the adoption of an entirely similar system in this country. In conformity with your Lordship's further instructions, I have the honour to inclose a memorandum containing such observations upon the general subject of the British Commercial Marine as have been suggested to me by the perusal of Mr. Marray's letter to Viscount Canning. I have, &c. (Signed) HENRY GEORGE KUPER. 2 C2 196 DENMARK. Inclosure 1 in No. 85. Observations upon the Commercial Marine. IN attempting to offer an opinion upon the present state of the Commercial Marine of England, after a careful perusal of Mr. Murray's letter to Viscount Canning- of the 1st of January, 1844, inclosed in Mr. Bidvvell's despatch of the 28th instant, I beg to premise that any impres- sions which I may have received from personal experience and observa- tion, respecting the conduct, capabilities, and general character of British masters, mates, and seamen, will scarcely be entitled to an unlimited degree of weight or confidence; and this for two principal reasons, viz. — 1. That the period during which I have had the honour to serve in a Consular capacity, and have consequently been brought in contact with that class of British subjects respecting which I am now called upon to express an opinion, has not exceeded three years and a half 2. That although about 4000 or 5000 British shipmasters pass through the Sound annually, but few of them, comparatively speaking, appear before me, inasmuch as Elsinore is not a place of trade, but merely a station at which shipmasters are compelled to halt for an hour or more, in order to regulate their business with the Oresound custom- house ; and only such amongst them as require Consular documents or advice, or to discharge or engage seamen, and those who enter the port either to discharge coal or under average, feel called upon by law to come before me. If f may however venture to express an opinion founded upon such slight and short experience, I feel no hesitation in declaring my conviction generally, that, judging by those individuals with whom I have personally had dealings, there is certainly much to modify and correct in the present system of their selection and nomination to posts of trust and responsi- bility. Amongst so numerous a body of British masters, however, as annually frequent the Baltic, it may reasonably be assumed that there are many honourable exceptions to the unfavourable opinion 1 have expressed; but judging from those whose conduct and general bearing I have had an opportunity of observing, 1 cannot but think that it would be well for the service, if it were made impossible for many such as now hold appointments as masters, to be selected for such a responsible station; for the majority of those masters who have come before me I have found to be remarkably illiterate and uneducated, and all more or less, and in some cases desperately, addicted to drunkenness. That under such circumstances, and with such an example before their eyes, sobriety should so often be found wanting on the part of British crews touching at Elsinore, — thereby exhibiting a sad contrast with the condition and deportment of the crews arriving here in Russian, French, Prussian, Danish, and Swedish vessels, who are all more or less remarkable for their decent and sober conduct, — is not surprising. I have witnessed frequent instances of such inveterate drunkenness in some British ship- masters, that the crews of their vessels have come to me requesting my sanction to their discharge from a ship in which thej' did not think their lives secure, owing to their captain having never been sober since they first started on their voyage. As an example of this kind I will mention the case of the late schooner * * * which was totally lost off Bornholm at the end of last year, when every soul on board perished. From a report on the subject which 1 received from the British Vice-Consul in Bornholm, it appears that the loss of the vessel and of so many lives was mainly attributable to the disorder and insubordination which prevailed on board in the hour of danger, in consequence of the extreme state of intoxication of the captain, whose arms the crew were obliged to pinion in order to prevent his injuring them with various weapons which he had seized upon in his fury. Under such circumstances and in such confusion, it is not surprising that the ship's boats should have been left on shore, and that no vigorous steps should have beea taken in proper time to save the DENMARK. 197 vessel. The inevitable result was the fatal catastrophe I have mentioned above. That British masters, generally speaking, are not specially educated for the sea service is well known. Many of those, however, who are now in command in the Baltic, began service before the mast; and of these it may be admitted, that, besides the superior nautical skill more or less inherent in every British seaman, they have the advantage at all events of long practical experience in seamanship. But if that advantage were coupled with some degree of fundamental and systematic education and subsequent examination, there can be no doubt but they would be infi- nitely more competent to undertake the command of vessels and to establish well their authority on board. At present numerous instances prevail of the absence of all proper control, subordination or discipline on Doard these Baltic trading vessels; and not unfrequently altercations lave taken place, even in my presence, between masters and their crews, in which the latter used the niost threatening language towards their captain, and openly defied his authority. I have been assured by the Consuls of other nations at Elsinore, and have myself had reason to observe, that such instances of insubordination are far more rare amongst the masters and crews of their respective countries, as well as that the individuals, generally speaking, acting as masters in those several services, form a better educated and better conducted class of men than I often find amongst those sailing under the British flag. In Denmark, for instance^ the system of education for the higher grades of the Merchant Service is particularly strict and effective. In order to show what is required by Danish law of all Danish subjects desirous of acting as officers in that service, I have the honour to inclose a succinct account of the qualifications deemed indispensable on the part of masters and mates, from which it will be seen that in order to be qualified to act as master, a man must have served two voyages as mate ; and that to be appointed mate, a man has to pass a very extensive and rigorous examination, the several heads of which are enumerated in the inclosed document. The Board of Admiralty at Copenhagen have also instituted a further examination of a still higher order, to which both masters and mates are admitted, but solely at their own option. Alt Danish seamen are enrolled by the Government, whether for the Navy or for the Merchant Sex-vice, and every merchant captain is bound to pledge himself, upon oath, never to engage any but enrolled seamen. There is, moreover, at Copenhagen, a society composed of many highly respectable members, and amongst them many naval officers, whose object it is to encourage, promote, and reward, all deserving members of the Merchant Service ; and indeed it is very generally considered a more respectable and efficient Commercial Marine than the Danish does not exist. I am not prepared to state the actual annual number of shipwrecks of British vessels in these waters ; but, although it is generally considered, that, taking into account the immense number of British vessels which annually frequent the Baltic, the number of those lost is not large, I do not hesitate to express my belief that instances have occurred of ship- wreck of a greater or smaller loss of property, which might have been prevented if more intelligent and better-conducted masters had had the command in the hour of danger, and had a better system of discipline, control, and subordination prevailed amongst the crews ; and I found my belief in this respect upon the very declarations frequently made before me in such cases by the captains themselves. For instance, a master appears before me to note his protest, detailing therein the circum- stances of the voyage, and the particulars of the disaster which he may have experienced, whether the loss of the ship or extensive damage. This protest, 1 conceive, is mainly intended to satisfy the insurance companies concerned, serving as a voucher to secure the amount of indem- nity for which ship and cargo may have been insured. Now if, as has sometimes been the case, I find, on referring to the log,, that the accident happened in broad day, in a calm, and in fine weather, and thereupon ask the captain to state the cause of the loss or damage of his ship, as the case maybe, and he is wholly unable to do so, and the protest consequently contains merely a narration of the accident as it may have happened, and 198 DENMARK. nothing in explanation, I cannot but feel some Astonishment; nor can 1 suppose that the insurance companies concerned will always feel satisfied under such circumstances. The Merchant Seamen's Act unquestionably grants to Her Majesty's Consuls abroad some degree of control over the masters and crews of British vessels in certain specified cases. But I beg leave to submit upon this subject, that in some respects it appears to be very precarious to enforce that control. By the 59th Article of the aforesaid Act, power is given to the Consul, whenever a complaint shall have been made to him of an offence committed at sea either by the master, the crew, or the apprentices, to inquire into the case, upon oath, and to take down and certify under his official seal the deposition of the parties ; and it is enacted that those depositions shall be admitted in evidence in all courts having criminal jurisdiction and otherwise, &c. ; and by the 60th Article he may lawfully send home the offenders under necessary restraint, and order for them as well as for witnesses, a passage by any British ship bound for England ; and on their arrival the master shall take the accused parties before a justice of the peace, who shall deal with the matter as in cases of offences committed on the high seas. Notwithstanding the very explicit statement as to the course to be lawfully pursued in such cases by Her Majesty's Consuls, instances have occurred in which the magistrates in Kngland, on the appearance befoi-e them of seamen sent home by British Consuls for trial, have declared that there was no evidence against the parties, although the sworn depositions certified under the Consular seal lay at hand, and that they could not entertain the charge against them in the absence of the prosecutor, that is to say, the captain of their ship, that therefore the parties should be discharged. A similar case occurred to me last summer, when a master brought before me a very serious case of mutiny and insubordination on the part of some of his crew. The guilt of the men was to my mind sufficiently proved, and I took down the deposition of all parties upon oath, sent the offenders under restraint to London, and wrote to the magistrate of the Thames Police Office, inclosing to him the aforesaid depositions, and stating to him that the captain had declared his readiness to pledge himself to any amount to prosecute the men and have them punished on his return from the Baltic, whither he was then bound with a valuable cargo. I sent the men home in the * * * steamer, and on their appear- ance before Mr. * * * he declared that he found no fault in them, and that " as there was not a tittle of evidence against them," they must be discharged. They were instantly discharged accordingly. Such cases of serious mutiny or insubordination, often accompanied with acts of violence, are of frequent occurrence here, and masters naturally look to their Consul for advice and protection; but under the above-mentioned circumstances, I must confess I now feel somewhat embarrassed how to act, especially as the only alternative appears to be to advise the captain, unless himself on his way to England, to discharge the offenders and so get rid of them, although 1 am aware that by such means the men will not only escape all punishment, but will not unfre- quently fall upon my hands for subsistence, whenever no wages shall be due to them on leaving the service of the ship. I cannot therefore but agree with Mr. Murray, at least as far as my own experience and opportunities for observation have gone, in considering that some steps might with propriety be adopted, tending to improve the class of men acting as masters in the Merchant Sea Service and the state of discipline and subordination on board their ships, as well as that the masters and crews ought to be placed under some more active control, both at home and abroad, than that to which they are subject at present; the more so that I feel persuaded that unless the existing defects in the system now in force be abolished, and considering how greatly the character of foreign shipping appears to have improved, it may become difficult for Great Britain to maintain her renowned supremacy in Commercial Navigation. (Signed) HENRY GEORGE KUPER. Ehinore. June 12. 1847. DENMARK. 199 Inclosure 2 in No. 85. Regulations respecting the qualification of Danish Masters and Mates of Merchant- Ships. Masters. No Danish subject is allowed to act as master of a merchant-vessel, or to carry any decked ship beyond the custom-house boundary, unless he shall have previously made at least two voyages in the capacity of mate. If as such he shall have proved his efficiency, the Committee of the Corporation will grant him permission to take out his patent as burgher, and will give him a certificate as shipmaster. But this latter must in all cases be confirmed by the Admiralty and Commissariat Colleges. Every master must, on his nomination as such, make oath that he will not engage amongst his crew any but regularly enrolled seamen (unless in time of war, when a modification in this respect may be granted); that he will take on board no passengers excepting such as shall be provided with passports from their respective authorities;- and that he will conform in every respect to the royal ordinances in as far as they may concern him. Having thus made oath, he must provide himself with a proper certificate to that effect, to be exhibited to the custom-house authorities, before he can clear his ship outwards. Mates. Every Danish seaman desirous of becoming a mate in the Merchant Service, must submit to a general examination, embracing the following points, viz.: 1. Some knowledge of reckoning in decimal fractions, and of the nature and the use of logarithms, the first rudiments of geometry, and a general knowledge of trigonometrical lines and their application in calcu- lating rectangular triangles. 2. The nature and use of the compass and the log. 3. The earth, its form and motion, as well as the lines and points assumed on its surface, in order to determine the position of various places. 4. An idea of plain charts and Mercator's charts, also of pricking the ship's position on the charts, and the calculations required for that purpose; of the difference of the cliarts drawn according to the true meridian, or where allowance is made for variation; of the change to which the rate of variation is liable, and of local attraction in ships; knowledge of the different ways of determining a ship's distance from the land, such as by taking one or two bearings, by the distance sailed, or by measurement of angles subtended by the intervals betvyeen objects on the shore; on the importance of the sounding lead for navigation in general, and as a means of correcting the reckoning, as also of the use of what is at present considered the best sounding apparatus. 5. Expertness in keeping a journal and in calculating a reckoning by means of the tables constructed for the purpose, and knowledge of the use of the sinical quadrant; of the mode of pricking and tracing a ship's course on the chart; and of making the necessary allowance for currents, lee- way, and variations. 6. An idea of the manner in which the common or daily motion of the heavenly, bodies takes place; of the imaginary circles assumed on the celestial globe ; of the sun's proper motion ; and also of the meaning of the dip of the horizon, refraction, semi-diameter (radius), and the parallax. 7. Experience in examining and rectifying the position of the mirror in octants and sextants, and in using those instruments in calculating the elevation of the sun or of" a star, as well as the distance between objects on shore. 200 DENMARK. 8. Expertness in deciding what star enters the meridian at a given time, at the highest and the lowest elevations, or in finding at what moment and at what elevation a given star will enter the meridian ; as well as in finding the latitude, both by means of the meridian elevation of the sun or of a star, and by means of two elevations of the sun, the time between both observations being given ; also in determining the time for high and low water. 9. Expertness in calculating the time of the sunrise and sunset, and in finding the variation of the compass by means of one or two bearings in the horizon, or by that of the azimuth. Both masters and mates are admitted to a further examination upon all points connected with the longitude; but their attendance at this examination is not compulsory, nor will the fact of their having success- fully passed entitle them to any positive advantages or claims in the service, beyond such as may result generally from the distinction they may have thereby acquired for themselves. 201 PEUSSIA. No. 86. Consul- General Flaw to Viscount Palmerston. My Lord, Danzig, June 28, 1847. I HAD the honour of receiving by your Lordship's direction, dated 28th May, copy of a letter from the Board of Trade, also copy of a letter from Mr. James Murray, both upon subjects relating to the British Commercial Marine, to which I now beg to offer such information as I have collected, and which bears reference to the contents of said, despatch. As to any public institution in this country exactly answering to the Merchant Seamen's Fund in England, there is nothing of the sort ; but there are various private clubs supported by the contributions of master mariners, which allow them small pensions in case of insufficiency by ill health or accident. A widow's fu^d, supported without restriction as to any subscription or amount of same. A fund is collected from ship- owners and masters, each party contributing a very small sum every voyage, say one pfenning per last (value about j^ fraction of a shilling sterling). From this source a captain, or his widow, in decayed circum- stances, receives an annual stipend of twenty-four dollars, or about 31. 12s. sterling. And lastly, there is an ancient richly endowed hospital for the relief of seamen in general, natives of Prussia. This fund affords 12s. a-month to captains, to other seamen 6s. a-month, and to their widows 6s. a-month, together with comfortable lodgings. These are the only charitable institutions providing assistance to distressed or disabled seamen and their widows. There can be no question but that vast improvement in the condition and character of the shipping of this country has of late years been progressing : at present it stands upon as respectable a footing as that of any civilized Commercial Marine, and I regret to say far beyond that of Britain — with reference of course to that portion usually trading to these shores, consisting chiefly of colliers and coasters in general ; I must add, a large share of which disgrace the flag they bear. The improvement in Prussian shipping is doubtless chiefly to be attributed to the Government navigation school here, of which branches are established, all under one director, at the other seaports. Having already been in correspondence upon this subject with Mr. James Murray, 1 inclose to him the rules and regulations of this establish- ment, together with the form of examination of mates, masters, and sea- pilots, &c. I do not know that the pamphlet contains any information interesting for the object he has in view, but Mr. Murray may perhaps choose to avail himself of it. I am of opinion that essential improvement cannot possibly be attained, unless it commences by requiring the commanders of such vessels to be men with a moderate education, at least in accordance with what may now-a-days be expected from their rank, and this would pro- bably improve their moral conduct ; they will then value the character 202 PRUSSIA. and behaviour of those they have under their command, and the latter then respect the man placed above them. At present it not unfrequently occurs that captain and crew equally disgrace themselves. I have more than once represented this state of things to British shipowners, when I heard as reply:-— 'O, we don't want scholars, but practical seamen — that satisfies us." As long as such notions prevail, little good can be expected. I beg to offer another remark, with regard to apprentices; very many of these can only make a mark when required to write their name, which is observable from their register-tickets. The apprenticeship expired, they become ordinary or able seamen, but, with otherwise good abilities, can never make mates, much less masters. Merchants who employ such vessels, much more shipowners, are not only responsible, but they may be assured their interest greatly demands attention to this branch, affecting so seriously our intercourse with foreign nations. Formerly, truly, British shipping was sought after, and British ship- masters were held in respect ; but this was previous to other nations, who, advancing with the times, now also see the policy and necessity of improving the character of their Commercial Marine. No preference is now given to British ships, thej;^ are even neglected when any other available flag is at hand. I beg again to state that these my observations have merely reference to the trade at the ports of this neighbourhood, and would appear unfair in a more extended view of the subject. I take the liberty of closing this despatch with remarking, that my experience leads me fully to coincide in the suggestions offered by Mr. Murray, and most gratified should I be if assistance within my attaining could contribute to so very desirable a result. I have, &c. (Signed) H. R. FLAW. No. 87. Consul- General Flaw to Mr. Murray. (Extract.) Danzig, July 1, 1847. IT may perhaps interest you to have a copy of " Form of Instruction and Examination for Mates, Masters, and Sea Pilots," together with the plan of instruction at the Navigation Schools in Prussia. You find these inclosed ; and I hope the information they afford will prove acceptable. I perfectly agree in all you say upon the character of British and Foreign Commercial Shipping. As far as is experienced in this neighbourhood, never was there a time when reform seemed to be more demanded than in these days of enlightened knowledge among all classes. The march of intellect is truly slow among our boasted jolly tars ! Only picture, just at this very time I have here, first, an illiterate master, whose mate can neither read nor write : - not one on board, save the master, is able to do either; so that if by accident or other cause the captain is disabled, the ship, and probably a valuable cargo, is exposed to such a crew ! I insisted upon the mate being removed. Fortunately a more suitable Englishman was found to supply the place. Then a fellow called on me in the morning, requiring my assistance to settle a dispute with his merchant. I appointed to meet him on Change for the purpose ; when he appeared there outrageously intoxicated, so that he could not stand ; laid nearly insensible, though not so much but that he could abuse me, until two men were called to carry him off. A most disgraceful sceqe. Another took his men and boat to receive a part of his cargo. While the people were employed, he laid himself in the bottom of another boat, tipsy, of course ; wept to sleep ; the bop-t was not properly moored, was PRUSSIA. 203 carried a great distance by the wind ; and when his people were ready to return to their ship (in the roads) no master was to be found. They went on board, thinking he might be there. No ! They had to return and commence their search. After a length of time they at last discovered the boat, and their captain at the bottom still asleep, unconscious of all that had occurred. These are a few specimens of our adventures ; but I have experienced worse even. Thus, if masters give such examples, what is to be expected of crews ? There is not a set of seamen that enter the port who give so much trouble to the police and to their Consul as these, our countrymen ; in general terms, they are a disgrace to their country. Thank God, we do see here some few creditable exceptions. Thus it has been, is, and will continue, until merchants, shipowners, and underwriters, combine; and by acting in counsel, they may soon establish the reform so desirable. Apprentices in general are much to be pitied ; the treatment they usually receive is indeed distressing. I trust now the Government will take your representation to heart, and introduce such a reform, that we may, as in bygone days, be proud of witnessing our flag waving from the mast-head of the " wooden walls" which have contributed so much to sustain the independence and glory of their country ; for it must be admitted that if our Commercial Marine is thus so inefficient, our men-of-war may doubtless show brute force, but other fleets will combine rational conduct with a valiant spirit. Inclosures. 1. — Instruction uber die Bef'dhigung undfUr die PrUfung des Steuerleute, Seeschiffer, Seelootsen. 2. — Uebersicht der Preussischen Handels-Marine. No. 88. Vice-Consul Hertslet to Viscount Palmerston. My Lord, Memel, August 24, 1847. IN obedience to your Lordship's commands to put to paper any remarks which might occur to me on perusal of Mr. J. Murray's letter to the Board of Trade, regarding the British Commercial Marine, I have the honour humbly to state, that, as far as my experience will allow me to judge, I hold Mr. Murray's conclusions to be perfectly just. A Marine Board, with magisterial or police powers in England, said Board having officers at the ports of Britain answering to Consular officers abroad, would perhaps be a great step towards enforcing a sort of discipline which might do a great deal of good. The present system of register-tickets for seamen might likewise do good, if it were not so easy for the men to get them. I am credibly informed that some individuals possess four or five tickets obtained at various ports. On the other hand, I have found most refractory seamen become quite tame on the threat of sending their tickets to England with a description of their conduct. I have carefully examined the Prussian regulations for the examina- tion of masters and mates, but I cannot find therein anything worthy of par- ticular notice, except that they are limited to three classes, and must have served five years at sea before any examination can take place. A similar arrangement in Great Britain would be, as at present, first serving a certain number of years as apprentice ; and on receiving a written dis- charge as to character, to pass an examination as mate, and afterwards as master. Masters and mates of the third class to be employed in the 2D2 204 PRUSSIA. coasting trade ; of the second class, in European seas and oceans ; and of the third class, for all waters. Such is the principle of the Prussian system, a higher degree of knowledge being required for each stage ; a master of first class being qualified to sail as second-class mate ; of second class, as third-class mate, &c. Maritime schools for boys at the principal ports, at which aged or invalid masters and mates of good character may find useful employment as teachers, are likewise being brought into existence in Prussia, and are thought will prove very useful. But useful as these expediments might be for British mariners, they can hardly have the effect of giving British masters of merchant-vessels a higher moral and social position, unless at the same time decided steps are taken to free them from the numerous parties who live upon them at present abroad, viz., ship-brokers and their clerks, and the insurance agents. Insurance agents are mostly parties who officiate gratis, but who have some marine article for sale. The brokers, in case of an average, are here allowed to charge as much as fifty dollars for assisting a master at the local courts. At the Consulate, such assistance would not be wanted at all, and therefore the master is always induced to go to the court ; and as the agent's attestation suffices for the underwriters, the Consul seldom has an opportunity of seeing average documents. It is of course a difficult subject for a Consul to write on ; but, in my humble opinion, it is a vital point for the moral character of British masters, and if allowed to go on, cannot fail to undermine their moral worth more and more. At this small port of Memel, five or six individuals all take upon themselves to act as, or perform the duties of, the British Consul — some as brokers, others as insurance agents, and all gratis, for pure Chris- tianity ; and there is no remedy. The masters are of age, and have a right to choose whoever they please to assist them. I therefore beg to add my humble voice to Mr. Murray's suggestions, that a Board of Com- mercial Marine Affairs, a sort of Commercial Admiralty, be created in Britain, to pay exclusive attention to Commercial Marine affairs ; and that the duties of British masters abroad in all cases be simplified, which might be effected by the Consul's being placed in direct connection with such Board in England, and by the prevention of the master's applying indiscriminately to any pai-ty who may run after them for assistance. Education and discipline or system would most probably soon place British mariners far above those of any other nation. An alteration of the Consular system would naturally follow; and the abolition of fees or gratuities, and employment of British gentlemen with fixed salaries, would prevent any partiality of the Consul. That such alterations would be difficult and expensive, there can be no doubt; but the question is, whether the object is not of sufficient importance to warrant the expense. Firstly, the saving of life and property of British subjects ; secondly, the more regulated and happier condition of British seamen ; and lastly, in case of a disastrous war, the reliance which could, in case of need, be placed in masters of known abilities and education, and supported by sailors accus- tomed to respect and place reliance in their officers, creating thereby a security against invasion not to be equalled by any other means. These objects might, in my humble opinion, be obtained by the before-mentioned expedients. Should the British Government determine on any such alterations, the details of examination, &c. would of course be the subject of subsequent consideration. I have, &c. (Signed) W. J. HERTSLET. PRUSSIA. 205 No. 89. Vice- Consul Hertslet to Viscount Palmerston. My Lord, Memel, August 24, 1847. IN obedience to your Lordship's commands to furnish any informa- tion regarding institutions answering to the Merchant Seamen's Fund in England, i have the honour to state, that as far as I can ascertain, there is no institution in Prussia answering to such fund. All expenses incurred in sending home shipwrecked or distressed Prussian mariners must be defrayed by the owner of the vessel, unless he cannot do so, and in that case the expense is borne by the State. I have, &c. (Signed) W. J. HERTSLET. 207 HANSE TOWNS. No. 90. Colonel Hodges to Mr, Bidwell. Sir, Hamburgh, June 29, 1847. IN obedience to Viscount Palmerston's commands, contained in your letter of the 28th May last, inclosing copy of a letter from Mr. Murray, referred to by the Boord of Trade, desiring me to furnish in a distinct paper such additional information relative to the general subject of the Commercial Marine as may strike me by a perusal of that letter ; I have now the honour to inclose the best information I have been able to obtain upon this subject, w^ith respect to the Commercial Marine of Hamburgh. The views and opinions come from a highly-informed person, who has thought much on the subject, and who from his position is /ully competent to offer much valuable information on this subject. I have likewise the honour of inclosing information on the same subject, obtained from the British Vice-Consuls at Bremen and Lubeck. 1 have, &c. (Signed) G. LLOYD HODGES. Inclosure 1 in No. 90. Remarlis on the Commercial Marine. THE character of British shipping has not so much declined as it may perhaps not have improved in the same proportion as that of some other countries ; and this can likewise only be said with regard to the theoretical qualifications of the officers. The greater number of cases of gross indifference and neglect of duty in the British Mercantile Marine may be accounted for by its greater extent. A private Navigation School existed at Hamburgh in the year 1760, if not before ; but it is only since 1816 that the Hamburgh Government has erected a public one. Sailors are not compelled to frequent this school, but they must pass an examination before they can serve as mates under the Hamburgh flag. The Hamburgh Navigation School is however greatly frequented by foreign seamen, who have no intention of serving in Hamburgh ships. The complaint that the education of masters and mates of the Com- mercial Marine is generally found inadequate to the rank which they should hold in society, in comparison with the importance and responsi- bility of their duties, and that they are often found not only unable to transact the business of their employers abroad, but also deficient in navigation, is not only confined to Great Britain. The principal cause is the difficulty of uniting perfect seamanship with literary education in the same person ; as in order to acquire the former the apprentice must be sent to sea at an early age among rude and uncultivated men, and is thereby deprived of every opportunity of obtaining the latter. But I 208 HANSE TOWNS. believe this deficiency to exist less in Germany than in Great Britain, where there are so many sea-ports without schools for seamen ; whilst in London navigation is taught "on an easy and expeditious plan," as the advertisements have it, and sold, as it were, in pieces, like merchandize in a market. But in my opinion this " easy and expeditious plan '* is a wrong one, and must fail in the end. I do not like to follow it, but admit that under some circumstances hardly any other one is left to a private establishment; whilst in a national school an imbecile youth who can devote but little time to his studies loses that little and his money besides, in hearing what he cannot understand. I admit also, that owing to a total want of preparatory education, no systematical course can be taught in so short a time as many a sailor wishes to " be got ready in," and that there is some excuse for making a pupil act like a machine, when a teacher who attempts to treat a seaman like a rational being, is almost at every word of theory interrupted by the question, What is the use of that ? Teacher and pupil thus find their object best accomplished by dealing out science in the manner referred to ; but the country will find it the ruin of the Commercial Marine and Trade when their officers are not taught to make use of their faculties. It is impossible to lay down rules for all cases that may occur. There is but one upon which navigation is based, without which it cannot be learnt, and without which all other rules become as many snares. This rule is mathematics ; and however con- venient an invention a shipmaster who feels no inclination to exercise his judgment may think his chronometer, he will run his ship on shore when this chronometer changes its rate. It becomes, therefore, incumbent upon Government to alleviate the disadvantages under which an aspiring seaman is placed ; and the ques- tion is. How to let practical seamanship and theoretical instruction go hand-in-hand, and how to let an apprentice be early brought up for sea without neglecting his education ? It has been proposed to erect schools in seaport towns by voluntary contributions, where boys who have no other prospects, or have a natural disposition for sea life, receive from their twelfth year a regular education, particularly in mathematics, and are at the same time taught under the superintendence of a boatswain or an experienced seaman, the art of knot- ting, splicing, rigging, sail and rope-making, boat-sailing and mancEuvring, and in particular all those parts of their profession which they are not admitted to, even when on board, and which, because they demand less hard labour, the older sailors and able seamen generally reserve to them- selves, under pretext that the younger ones do not understand them whereas boys are either kept in the cabin, or for any other work but that which it was their object to learn. Part of the time spent in such schools may be deducted from their apprenticeship. When an apprentice is on shore he should not be kept by his master to act as servant to his family, but sent, after every return from sea to a navigation school, as it is of the highest importance that he sho'uld renew his studies as often as possible, and work at school those observa- tions which he has made at sea. This gives him an opportunity of finding out his deficiency in his observations as well as calculations, and to ask explanations. When at sea again he can practise and reflect upon what he learnt at school. A mate should not be allowed to finish his studies in a few months, as no good is to be expected from a superficial preparation for an exammation, which is soon forgotten, and no more thought of when the exammation is over. Particular attention should be paid to instruct the apprentices m making nautical observations whenever opportunities occur. At sea the apprentices should not only be allowed but encouraged to practise in his leisure time and on Sundays, what he has learnt at school and to work the ship's reckoning. It would be a highly meritorious act of the shipmaster to superintend the education of his apprentices, who would soon reward his humane exertions by serving him as assistants in observing and working lunars, &c. A few good examples that meet with encouragement from shipowners would soon find imitators ; and a good will and disposition once prevailing, there is no fear of rapid improvement. HANSE TOWNS. 209 Some shipowners would perhaps furnish their ships with quadrants and sextants for the use of their apprentices. An examination operates most beneficially towards the improvement of officers of the Commercial Marine, as it compels them to exert them- selves during the time they have to look forward to meet it. I consider it very just that this measure should for the present be optional with respect to shipmasters who have had the command of vessels before, and that their examination be not carried on too strictly. A strict examination would check tfie measure and increase opposition. Many a master is too old to learn theory, but has perhaps in compensation more practical expe- rience. The greater part have families, and no other occupation to resort to, if put out of employ: they must reach their final port before long. Hereafter a seaman who aspires to the command of a ship knows what he has to look forward to, and must prepare himself accordingly. In Hamburgh an examination is compulsory to mates, and the har- bour-master has to see that no master takes the command of a ship without bringing proofs of having served as mate. It is greatly to be lamented that shipowners do not take a more lively interest in supporting a measure so much calculated for their own benefit, by encouraging masters and mates to undergo an examination, or if they will not suffer themselves to be guided in the choice of their officers, by taking opportunities of showing their approbation of it. Insurance offices could show a greater readiness to sign upon vessels commanded by officers who have passed their examination, and Government could entrust the command of transport-ships in preference to them. A sole dependence of shipowners for tfie safety of their property upon their insu- rances would reflect no credit upon their humanity. It is the less necessary to dwell here upon the melancholy probability that more shipwrecks and loss of life are owing to unskilful navigation and blunders in seamanship, than survivors can reveal, as but too many sad catastrophes of late occurrence tend to confirm it. If we now come to consider that the qualifications of an accomplished shipmaster require, — 1. Thorough seamanship and experience at sea, knowledge of goods and their stowage. 2. A degree of mercantile and general education to superintend abroad the interest of his owners, comprising a knowledge of the language of the different ports he is bound to. 3. That in order to be a perfect navigator he must be well versed in nautical astronomy, which he cannot be without a mathematical foundation. 4. A complete knov/ledge of geography, tides, winds, meteorology, magnetism, &c. — it is evident that a competent shipmaster is a man of high respectability. Now 1 have found seamen neither less willing than other professionals to improve themselves, or more backward to follow up the progress made in their art. as far as their intellect, previous education, time, and otiier laborious duties admit; nor do I expect greater opposition from their side to measures intended for their own benefit than any other class would raise at novelties that put them to some more than usual exertion, or surpass their abilities ; and no sailor would stoop to say that his profes- sion was the only one requiring no talents. But a young seaman when on shore frequently falls a prey to mercenary landlords, and is not accus- tomed to economise his limited wages providentially enough to enable him to spend much time on shore for his instruction. If just and honourable, he will endeavour to get another ship as soon as possible. Now this hap- pens at that stage of life vvhen mind and body are most susceptible of improvement; but this time, when his mental faculties are most favour- ably disposed for instruction, and when his mind is most active and enter- prising passes away amidst hardships, bodily distress, and cares for his support; he advances in age but not in life. There are some to whom a little instruction suffices to' proceed by themselves with the help of books, and who apply all the time left to them from their arduous duties in a corner of their berth, or at the light of the galley, in the prosecution of 2 I-: 210 HANSE TOWNS. their studies. These will prosper in defiance of circumstances, but they are few in number; whereas, many others with moderate abilities and energy, pine away their lives before the mast, unable to raise themselves above the station of a common sailor. Why, then, should not rich mer- chants and shipowners take the young orphanlike mariner, to whom they entrust their property, and who is risking his life for them, under their protection and guardianship, and by guiding his education forward their own interest? There is no want of military academies in England, where artillery officers receive a complete mathematical education; but I do not believe navigation to be a less useful branch of mathematical science than gunnery, nor the art of killing more beneficial to mankind than that of preserving lives and conducting ships across the ocean. The Merchant Sea Service of Hamburgh stands under the control of the " SchifTahrts and Hafen Deputation," consisting of one syndic, three senators, the Governor of Ritzebiittel and Cuxhaven, two aldermen, and six of the principal merchants. In Prussia the shipmaster must undergo an examination as to his competency of taking the command of a ship ; in Hamburgh mates are only examined, but this examination includes what is expected from a master. To this examination no sailor is admitted before he is 21 years of age, and can bring proofs of having served six years at sea. It is expected that he shall have frequented the Navigation School at different times on his return from sea, and that he shall not finish his studies in less than nine months. The choice of the crew is generally left to the shipmaster. It was once proposed that seamen should, like tradesmen, carry a book, showing the time of their servitude, with the characters given to them by the masters of the ships they had served in, but this has not been carried out. It was also proposed that the mates should be obliged to preserve the abstracts of their journals, and keep a book containing all the nautical observations they have made. These measures would prove effective, if the production of such testimonials and books were made conditional to the admission at the examination, as after the examination it may not be expected that either shipowner or master will be guided thereby in the choice of their own. The harbour-master has to register the crew of the ship, and to see that the mate has passed his examination. The owner can apply to a sworn board, "Schiffer Alten," for inspec- tion of the vessel before leaving the harbour, to see that she is fit for sea and after her return to give their opinion, particularly in case of outrage! whether the master has taken the necessary precaution in stowage, &c. There are also sworn surveyors, " Schiffs Resichtiger," appointed to fix the ship's class at Lloyd's, and to examine the ship's provisions and conveniences, in case the ship has to carry emigrants In case of shipwreck, damaged goods, &c., the master has to lay his journal before the court of trade, " Handels Gericht," and to make his declaration, competent surveyors being appointed to estimate the average. At the request of the insurance offices professional men are called upon to give their opinion from the journal, as to the probability of the ship heins; accidentally cast away at the stated time and place. Disputes between masters, mates, and crew, are in the first instance settled by the harbour-master, in the next by the " Schiffer Alten," and more serious cases are brought before the senior burgomaster. Apprenticeship had heretofore not been customary in the Merchant Service of Hamburgh ; but some shipowners formed a society, " Rheder Verein," for the promotion of trade and improvement of shipping, intro- ducing, among other regulations, apprenticeship on board their vessels, particularly with a view of encouraging natives of Hamburgh to follow the nautical profession. I believe the shipowners only made themselves responsible for the necessaries, education, and conditionally for the advancement of their apprentices. But it appears that the greater part of these shipowners soon became tired of such apprentices, owing to the HANSE TOWNS. 211 inadequate pretensions of these youths, in comparison to the numerous applications of boys from Holstein and the interior of Germany, freeing the owners of every responsibility. Able seaman's wages vary from eight to ten dollars a^month, mates are allowed double, boatswains and cooks one and a half, and boys one- half thereof. In the year 1766, a codex was passed for the punishment of sailors guilty of misdemeanour, which is now about to be revised. In the neighbourhood of the harbour stands the "Schiffer Armen Haus," having funds of about 10,000/., and is further supported by contributions and collections, so that the annual revenue amounts to about 700Z. or 800Z., and stands under the administration of the above- mentioned " Schiffer Alten." In this house poor aged sailors are received; to some rooms are allotted, the remainder sleep in wards. At their reception they must bring a bed and some linen, which is renewed to them when worn out. From these funds alms are also distributed to sailors who do not live in the house, and to widows of sailors. A sailor who has been wounded or injured in the defence or protection of his ship must be cured at the expense of the owner, and can, in case he is rendered unable to work for his maintenance, demand reception in the " Schiffer Armen Haus." Two other institutions, '' Schiffer Wittwen Haus," and " Stach von Achten Casse," have originated from societies formed long ago, and are now supported besides by shipmasters and mates who have become share- holders. Widows of such masters and mates chiefly are provided for in the " Schiffer Wittwen Haus," where twenty-five lodgings are prepared for them, besides pensions. These funds also were originally intended for the relief of captives taken by pirates, and are administered by the "Schiffer Alten." There is a Navigation School at Hamburgh, in which native seamen are admitted free, foreigners paying entrance-money for the support of the school. The sulajects taught, are: arithmetic; geometry; plane and spherical trigonometry; plane, Mercator, and spher.cal sailing; use of the charts ; spherical astronomy and problems of the sphere ; the theory and practice of the principal methods of determining the latitude and lon- gitude, and the variation of the compass ; use of the nautical almanac, and explanation of the auxiliary tables ; the theory of tides, winds ; nautical geography ; sailing directions; and in particular instructions are given in making nautical observations with the sextant, whenever oppor- tunities offer. Inclosure 2 in No. 90. Regulations for the Water-Clerk or -Bailiff at Hamburgh. (Translation.) 1. NEITHER officer, sailor or boy, shall be allowed to embark in this port without presenting himself to the water-bailiff and entering his full name, age, place of birth, and the quality in which he has served before. i , i • , 2. The water-bailiff must keep an accurate alphabetical register of all sailors who present themselves and who are entitled to a certificate of having been entered in the register gratis. 3. No shipmaster is allowed to receive a sailor in his service without such a certificate, under penalty of 30 dollars. 4. Shipowners and masters are allowed to engage their officers sailors and boys, who can produce the above-named certificate from the water-bailiff, and to agree about the conditions with them ; but they must acquaint that officer of it within four days, who will have to draw up a list of the officers and crew, and the conditions at which they are engaged, otherwise the shipmaster is liable to a fine of three marks for each individual who is not notified within that space of time. 2 E 2 212 HANSE TOWNS. 5. The water-bailiff must keep a correct journal of such lists of ships' crews, as cases may occur that might render it necessary to make inquiries. 6. The water-bailiff must be present when the master musters his crew, and he is to receive six-pence for each man. He is then to draw up a list, and to give a copy to the master and also to the mate. He must read the list, the regulations and the articles of agreement for the captain and the crew in their presence, and a copy of the regulations and articles is to be kept on board the ship, in order that nobody can excuse himself with ignorance on the subject. 7. All seamen resident in this city, are to acquaint the water-bailiff, of their lodgings, and to give him notice if they change them. In case of neglect the seaman is fined six-pence, otherwise the bailiff has to enter the lodging free of expense. 8. Any person who gives a false name must pay a penalty of six marks to the bailiff. 9. Any officer, sailor or boatswain who is afterwards found incapable to do the duty he has engaged for, must return the money which he has already received, and pay half the amount of wages agreed upon, as a fine to the Seamen's Poor House. 10. Whosoever shall desert with his wages, shall, when taken, be imprisoned for the term of fourteen days, and be kept on bread and water, and then be sent out of the territory of Hamburgh. The master is to inform the bailiff of it, under penalty of ten dollars. 11. If the deserter is not taken, the bailiff is to refund to the ship- owner or master the money given into his hands, but he may keep it until the ship sails, if the owner or master cannot give sufficient security for the amount. 12. The bailiff shall strictly observe all the above regulations and rules respecting shipmasters and crews, on whom he is to keep a watch- ful eye, and he shall not neglect to inflict the fines in case of non- compliance with those rules. 13. In case of dispute between shipmasters, mates, and crew, the bailiff has first to be applied to. If he cannot settle the matter the ship- elders are to intercede ; and in the last instance the burgomaster, who is at the same time the patron of the Commercial Marine. 14. In criminal cases the watei'-clerk has authority to arrest the ship- masters as well on shore as on board, and to bring them before the courts of civil law. 15. The water-clerk is allowed two servants' assistants, but he must bring them to the Admiralty (Navigation and Harbour Deputation) for approval. 16. The emoluments of the Avater-bailiff, besides the fines and penal> ties, are from all merchant-vessels discharging their cargoes : Upwards of 1.50 tons . . 3 marks. 75 . . 2 „ Further, he is to receive from each ship manned by From 15 to 20 men . . . . 1^ mark. 20 to 30 . . . . 21 „ 30 to 50 . . . . 3i „ Inclosure 3 in No. 90. Articles of Agreement to he signed hy the Officers and Crew of a Hamburgh vessel. (Translation.) WE, the undersigned officers and seamen, acknowledge and prove by our signatures to have engaged ourselves under the following conditions r 1. We bind ourselves to sail in the vessel N. N., commanded by Captain N. N., from the port of Hamburgh to N. N., and hereafter to return to this port, or wherever we may be destined to deliver our cargo. 2. We promise to be on board at the desire of the captain, twenty- HANSE TOWNS. 213 four hours after these articles have been read to us, and to be obedient to said captain, or his successor, in case of change or death, and voluntarily submit to his orders, and to behave at all times during the voyage, orderly, contented, and with sobriety ; to load and discharge the ship's cargo, and to do all the ship's work required, particularly the stowage, without objection, by forfeit of one month's wages, to be paid to the water- bailifF. 3. We acknowledge to have received, according to agreement, two months' wages in advance. Wages to commence from the time that the vessel has passed the Red Buoy, and to end upon the return of the same vessel on arrival at the Red Buoy. 4. Every night, when in harbour, or off Neumiihler, one half of the crew and one of the officers, and, if required, the whole crew, is to be on board ; and after eight o'clock, no fires, candle, or lamp to burn in the galley. 5. Neither officer nor sailor to leave the vessel in port here or in foreign ports, without leave, under a fine of six marks. 6. Nobody allowed more tobacco or contraband goods than is suffi- cient for his private use ; and persons transgressing this rule, causing thereby the seizure of the vessel or otherwise, are liable to a severe, and, according to circumstances, bodily punishment. 7. Besides the two months' advance, the crew have no further claim during the voyage ; and they must remain satisfied until the end of the voyage, the goods being soundly and safely delivered, the vessel cleared and brought into port, all under forfeiture of six marks. 8. None of the crew can during the voyage leave the vessel ; and if he deserts he forfeits all his wages, and is besides liable to personal punishment. 9. None of the crew is permitted to take his chest on shore without its having been previously examined by the master or first mate, under forfeit of two months' wages. 10. It is not permitted to boatmen, or any other body not connected with the vessel, to come on board without permission of the master. 11. We bind ourselves, as is becoming to dutiful officers and sailors, to protect the vessel, goods, and property against hostile attacks, and not to desert our master in case of danger or shipwreck. Any one neglecting this condition shall not only lose the whole of his wages, but he will also be punished with the utmost rigour of the law. Whosoever is wounded or becomes disabled on such an occasion shall be cured at the expense of the owner; and if thereby rendered incapable of further serving and gaining his livelihood, he shall be received in the Seamen's Poor House for the remainder of his natural life. 12. Every case not particularly specified in the above articles is to be decided by the water-bailiff according to his prescriptions and to the laws respecting shipmasters and crew ; and criminal cases are to be decided and punished by the civil law. Inclosure 4 in No. 90. Vice-Consul Pearkes to Colonel Hodges. Q- Bremen, June 7, 1847. ' I HAVE the honour to transmit to you herewith the information I have obtained in regard to the questions handed me with your esteemed letter of the 3rd instant, and hope the same will be to your entire satisfaction. (Signed) ' b". PEARKES. 2U HANSE TOWNS. 1. What sort of education does a Bremen subject receive when train- ing for the higher grades of the Merchant Service ? 2. Has the Bremen merchant the means of ascertaining, with any de- gree of accuracy, the character and capability of shipmasters or of sea- men, or does he depend for the safety of his property upon his insurances ? 3. What IS the time of appren- ticeship, and what is the remunera- tion during the time of such appren- ticeship? ^^ Answers. The boys generally frequent the parish or free -schools from their sixth to the fourteenth year of age, in which reading, writing, arithme- tic, religion, geography, &c., are taught. The boys better situated frequent, from their ninth to the fifteenth, year, the higher school, divided into classes, one of which is called the Commercial School ; in this the English and French languages, ma- thematics, history, &c. form a part of the instruction, preparatory for the counting-house or navigation. The masters of vessels are gene- rally well known to the shipowners ; and their ambition being gratified by associating with the merchants and shipowners at the anniversary meetings of the institutions " Haus Seefahrt," they conduct themselves with great propriety, as also strive to give general satisfaction by pay- ing great attention to the property confided to their care. Temperance is a primary requisite, and a man whose sobriety is doubted can sel- dom or never obtain the command of a vessel, although well qualified in every other respect. The information respecting sea- men is obtained at the office of the Wasserschout, where all seafaring men are registered. The Wasserschout is a respect- able and experienced person, having been master of a vessel, and is ap- pointed by the Board composed as follows, viz. : Two members of the senate ; Two aldermen ; Two shipowners ; Two masters of vessels. This Board acts likewise as judges when complaints are brought before them, or for the settlement of dis- putes arising between masters and crews. Every master of a vessel under the Bremen flag is bound by law to ship (muster) his crew at the office of the Wasserschout, where he ob- tains a muster-roll, certified by this officer. Several owners have such a con- fidence in the equipment of their vessels, that they seldom make any insurance thereon ; others make only partial insurances. There is no apprenticeship in the Merchant Service of Bremen; the boys apply generally to the ship- HANSE TOWNS. 215 4. Under and by what Board is the Merchant Sea Service regulated and controlled, both at home and abroad ? 5. What proofs of the efficiency of the seamen are required when mustered, and upon entering on board of a vessel? 6. What kind of discipline, fines, and punishments are exercised on board a Bremen vessel, be it for neglect of duty, incapacity, insubor- dination, desertion? 7. What is the provision made for seamen when incapacitated in the service of the ship, or if even worn out by old age? Answers. owners, masters of vessels, and also to the Wasserschout officer, when they have finished their education and are confirmed in church; they begin as cabin-boys (stewards) at the age of fifteen or sixteen years, receiving a monthly pay of four or five rixdollars. Some go as volun- teers, without any remuneration for the first voyage. Every sailor when mustered re- ceives from the Wasserschout a book, in which his name, place of birth, age, Sic, and the ships are mentioned in which he has pre- viously sailed. In this book the captain reports, on his return to Bremen, the conduct of the seaman named therein; this serves at the same time as a certificate, on which shipowners and masters of vessels rely as to the character. This question is answered in the foregoing; it may however be added, that a seaman who has been once dismissed for misdemeanour, is struck from the list of good seamen, and can seldom or never obtain employment again on board of a Bremen vessel. The Wasserschout is bound by oath to keep an alphabetical register of every seaman employed on board of a Bremen vessel, and lo enter therein the testimonies after every voyage, so that owners and masters of vessels are certain to obtain cor- rect information as to the character or efficiency of their crews. It occurs but very seldom that the masters of vessels, or the offi- cers, say the first and second mates, boatswains, &c., are under the ne- cessity of punishing a sailor on board, as they are aware that by misconduct they lose their character and employ; when they desert in a foreign port, their names are pub- lished here; and should they return home, they are fined by the loss of their wages, which are paid into the treasury of the " Haus Seefahrt." The institution under the name of '' Haus Seefahrt," is for the sup- port of the widows of seamen or invalids, under the joint manage- ment of mercliants, shipowners, and masters of vessels. The observation may still be made, that the young men, when train- ing for the higher grades in the Merchant Service, generally commence with the practical part ; and after a service of two or three years, they visit the school for navigation, where they are instructed in the theory of 216 HANSE TOWNS. the nautical science ; they must make a regular course, and go through a rigorous examination, before they can obtain the testimony of being capable to act as mate. These testimonies are generally divided into two classes, viz., for European voyages, and transatlantic, calculating longi- tude, &c. In this way the seafaring men have become a respectable class m the population of Bremen ; they are led by ambition, and become attached to their employers, as they are almost sure of continuing in the service for life, or as long as they are capable of navigating ; and should they have failed to earn sufficient for themselves in old age, or for their widows, they can claim and are sure to receive assistance from the " Haus Seefahrt." When vacancies occur in the command of vessels, by death, retire- ment, or an increase of the number, the owners generally give the prefer- ence in the new appointments to the mates who have been acting on board of their vessels, on being recommended by one or other of the masters already in their service. (Signed) B. PEARKES. Bremen, June 1 - 1847. Inclosure 5 in No. 90. Vice-Consul Behneke to Colonel Hodges. Sir, Hamburgh, June 7, 1847. IN reference to the several questions transmitted in your favour of the 3rd instant, I have the honour to state as follows : We have no particular institution or peculiar course of instruction at our schools for those who are intended for the higher grades of the Merchant Service. Whatever preparatory instruction may be given in that way, during their school education, is solely the result of private arrangements. We however now have it in contemplation to establish schools for ship's apprentices, from whence they may proceed to our Navigation School, which is under the immediate controul of the Senate, is maintained by the State, and has proved very efficacious for its purpose. Seamen go through a course of instruction there, before passing the examination for the rank of first mate. The cost is twenty-two marks per winter, and twenty-four marks for the examination ; and as the whole takes place in the winter, when our navigation is mostly closed, great facilities are thus afforded to the parties. The apprentices generally begin as cabin-boys between the ages of fourteen and sixteen, and must pass through the various grades of ordinary seamen, full seamen, second mate and upper mate, to the command of a vessel. No one is allowed to become first mate of a ship here, until he has gone through the regular course of instruction, and passed a special and very strict examination for that rank, to which, however, he cannot be admitted before the twenty-first year. In addition to this, satisfactory testimonials are required from the captain with whom he has sailed, as well as from the water-bailiff appointed by the State. To obtain the appointment of master of a vessel, the mate must exhibit a certificate from the water-bailiff that he has been at sea in the capacity of first mate at least three years, and the water-bailiff must also certify his abilities and character ; so that the greatest confidence is felt here, that all our captains are fully competent to their duties. There is no fixed length of service for ship's apprentices, they generally enter between the ages of fourteen and sixteen as cabin-boys, and as soon as they are qualified are promoted to be seamen by the captains, who have likewise the power of degrading them again, if found incapable. The rates of wages are generally four dollars per month for cabin- boys, six dollars for ordinary seamen, eight dollars for full seamen, twelve dollars for second mates, and sixteen dollars per month for first mates. These rates are increased accordins: to circumstances. HANSE TOWNS. 217 All the seamen of this port are under the controul of the water- bailiff, and in cases of dispute between the captains and their crews, and all small offences, are referred to his decision in the first instance. More important cases come under the cognizance of the city court, and abroad the seamen are under the controul of the Consuls. The water-bailiff is bound to keep an alphabetical register of all the seamen of this place, and also of such foreign seamen as sail in Lubeck ships, which must contain not only the name, birth-place, domicile, &c., but also an account of the ships on board of which tiiey have served, and their captain's report of their behaviour, and this register is open to the inspection of all masters who wish to engage seamen. No legal provision exists for our seamen when incapacitated for service by age or otherwise, but they are promised all possible aid in r-egard to alms-houses and establishments for the relief of the necessitous. I have, &c. (Signed) W. L. BEHNEKE. No. 91. Colonel Hodges to Mr. Bidwell. Sir, Hamburgh, June 29, 1847. IN obedience to Viscount Palmerston's commands, contained in your letter of the 28th May last, inclosing copy of a letter from the Board of Trade, stating that a Commission is to be appointed by the Crown to examine and inquire into certain matters relating to the Commercial Marine of England, and requesting that information may be procured from abroad in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England; I have now the honour to inclose the desired information as regards the Hanse Towns of Hamburgh, Bremen, and Lubeck, contained in Syndic Banks' letter and in letters from the British Vice-Consuls at Bremen and Lubeck. It appears that neither of the institutions of this nature in these towns are under the control or inspection of their respective Governments, but are left to their own administrations. I have, &c. (Signed) G. LLOYD HODGES. Inclosure 1 in No. 91. Syndic Banks to Colonel Hodges. Sir, Hamburgh, June 11, 1847. IN answer to your request of the 31st May, I have the honour to inclose an information concerning two institutions existing at Hamburgh for the sustentation of captains and sailors of private ships, or their widows and children, which I presume is the purport of the Merchant Seamen's Fund Society in England. These institutions, founded, like many others of that kind, by private charity, have undoubtedly been beneficial to the Commercial Marine at Hamburgh, although they cannot be considered to suffice for the claims and wants of invalid seamen or their widows and orphans, for which, whenever necessary, the charitable public always provide in one way or another. I have, &c. (Signed) E. BANKS. 2 F 218 HANSE TOWNS. Information respecting the Seafaring Poor Institutions at Hamburgh. (Translation.) WITH respect to the institutions at Hamburgh for the benefit of the seafaring poor, the following remarks may find room here. There exists a poor-house for seafaring people at Hamburgh, which, besides the ground, possesses a capital of 120,000 banco marks (about £8000). The interest of that capital, as well as the amount of an annual collection in the town for the seafaring poor, and whatever the poor-boxes may produce, amounts in round figures to about 12,000 marks courant, which is partly applied towards receiving aged seamen in the poor-house, and partly towards granting the widows and children of deceased seamen small pensions. This institution, however, is by no means sufficient to meet all the claims made by decrepit and worn-out seamen and their families after the seamen's death. And the claims would amount to a much greater extent if a large number of the crews of Hamburgh vessels did not belong to other German States on the coast. The poor-house is administered by four old shipmasters, called the " Shipper Elders." A re-organization and extension of this establishment, such as the times require, is very desirable. Besides this institution there exists a Pension Chest, in which every Hamburgh shipmaster may under moderate terms participate. This Pension Chest has been regulated in the year 1843. The principal of it amounts to about 415,000 banco marks, or about £32,000. This chest grants to widows and children of the deceased an annual pension. Besides them, those members who by accidents in the Sea-Service have been incapacitated and without reference to age, as well as others who have contributed fifteen years towards that fund, and have attained the sixtieth year and are no longer in active service, are entitled to pensions. There is no special hospital for seamen here, but if necessary they are sent to the general hospital. The erection of a hospital for seamen in the neighbourhood of the port has been urged some years ago, but without success. Tnclosure 2 in No. 91. Vice-Consul Pearltes to Colonel Hodges. Sir, Bremen, June 3, 1847. I HAVE had the honour to receive your esteemed letter of the 31st ultimo ; and in conformity therewith I beg leave to communicate to you herewith, for the information of Viscount Palmerston, the following particulars in regard to the institution existing at Bremen for the relief of seamen. This institution is known here under the name of "Haus Seefahrt ;" and its regulations having been approved by the Senate of this city, the same is not under the control or inspection of the Government, but the management thereof left entirely to its own administration. The institution is composed of merchants, shipowners, and the masters of vessels sa,iliag under the Bremen flag, the latter having declared their readiness to comply with the different regulations referring to them. The committee for managing the affairs of the institution consists of: — Four merchants or shipowners and ten masters of vessels, called "OberAlten;" in the month of February, a general meeting takes place of the merchants and shipowners who have become members of the insti- tution, as also of all the masters of vessels belonging to the same ; in this the accounts for the preceding year, together with the state of the insti- tution, are made known, and re^risors appointed. - The four merchants, or shipowners, elected into the committee, hold their office for eight years — one by ^-otation retiring every other year : HANiSE TOWNS. 219 the ten masters, or Qber Alien, are likewise for eight years, but may be rcrelected. The receipts of the institution are formed as follows : — 1. The interest of the capital or fund lent out on mortgage. 2. The general collect held annually in the city, suburbs, Yegesaick, Bremerhaven, &e., as also at the annual dinner to be given by two merchants and four masters of vessels, the third year after their being elected as members of the institution. 3. The contribution or bottomry premium to be paid by the masters of vessels sailing under the Bremen flag, and being members of the insti- tution, according to the voyages they may have made in the course of the year ; those who have retired from a seafaring life, pay two and a-half rixdoUars per year. And other receipts of minor importance. The disbursements may be stated as follows :— a. Pensions, when required to the masters of Bremen vessels, or their widows ; the same vary from twenty to forty rixdoUars per annum ; in addition thereto are twenty dwellings attached to the principal building, in each of which there is a good accommodation for a small family ; the nomination to such a dwelling is for life, and granted by the committee ; besides being rent free, each receives, annually, fuel and- firewood to the amount of about fourteen rixdoUars. h. Weekly gifts on application to masters and seamen of Bremen vessels or their widows : Mates 18 grotes per w^eek. Seamen 12 ditto. And the widows accordingly. c. Foreign seamen in distress, passing through this city, receive Kkewise on application a trifling sum. d. Extra gifts, if requisite, to indigent masters, mates, and seamen of Bremen vessels, in a severe winter. For the year 184'6, the general amount was as follows : Receipts. 1. Interest of the fund . . . 1^850 rixdoUars 2. The yearly collect .... 2,270 3. Contribution or bottomry premium on the part of the masters, for their voyages . . 1,558 „ 4. Contributions of the masters retired from a sea- faring life, each 2| rixdoUars . . 107-36 „ 5. Poor-boxes- on board the Bremen vessels . 675 ,, 6. Gifts 125 Total . . 6,585-36 I>ishir!sem€ifiU. a. Pensions to masters of vessels or their widows 20; each 40 rixdbllars. 12, „ 30 „ 54, „ 20 „ 6. Weekly gifts to mates, seamen, or their widows (248 persons) . . . • • 2,433 c. Extra gifts .... ^70 d. Sundry expenses^ such as house-repairs, fuel, &c 2,240 rixdoUars. 650 5» )5 Total . . 5,393 „ The annual dinner given by the two merchants or shipowners and four masters of vessels, being at their own expense. The institution under the name of " Haus Seefahrt" has existed here for upwards of 300 years, and there is not the least doubt but the same 2 F 2 220 HANSE TOWNS. has been very beneficial to the Commercial Marine of Bremen, rendering, if requisite, a certain relief in old age or otherwise, to masters, mates, and seamen of Bremen vessels, or their widows. Finally I beg leave to hand you herewith a copy of the laws and regulations for the "HausSeefahrt*" in this city, to which is annexed a table of the contributions or bottomry premiums to be paid by the masters of vessels, according to the length of the voyages. And in the hope that the foregoing information may prove satisfactory, *' I have, &c. (Signed) B. PEARKES. Inclosure 3 in No. 17. Vice-Consul Behneke to Colonel Hodges. q\y Lubeck, June 7, 1847. I WAS duly favoured with your letter of the 31st ultimo, requiring me to ascertain from our Government, as soon as possible, what public institutions exist here for the relief of distressed seamen, and have the honour to transmit the following reply. No institution of this kind has originated with our Government, nor do they do anything further for distressed seamen than merely taking them into consideration, and giving them the preference when disposing of situations and appointments suited to their capacities, which naturally is a matter of course with such offices as those of a commander of the pilots at Travemiinde, water-bailiffs, harbour-master, lighthouse-wardens, upper and under-pilots, &c. Some relief is however afforded to needy seamen by the Guild of Shipmasters and another institution of this place called the Seamen's Fund. All masters of ships are obliged to become members of the former, but they generally relieve only the widows of seamen, and but a limited number even of these.. Eighteen of them have a free dwelling, and about sixty receive pecuniary relief, but only 8 to 9 marks or 16 to 20 marks a-year, according to circumstances. The Seamen's Fund, an institution that was founded by our Society for General Useful Activity in 1846, with a foundation capital of 18,000 marks, and is supported by annual contributions, has proved very salutary and more conducive to its purpose. Its whole annual income, including interest and contributions, now amount to about 2,400 marks courant, or about £150, and any surplus at the end of the year is added to its capital. Although for many years past a general wish has prevailed to free seamen from their liability to military duty, it has not yet been realized. In the neighbouring States of Mecklenburg, Hanover, and even Hamburgh and Bremen, young men who have devoted themselves to this profession are quite free from military service, but not at Lubeck. (Signed) ' W. L. BEHNEKE. * Neue Berfassung und Gesetze des Hauses Seefahrt genemight von den Borstehern, Ober- Alten und 22 Ultesten dieser stiftung am 16 Januar, 1841, und confirmirt von einera Hochsweisen Senate am 27 Januar, 1841. — Bremen. 221 HOLLAND. No. 92. Consul Annesley to Mr. Bidwell. Sir, Amsterdam, July 16, 1847. IN reply to your despatch of the 28th May, in which you direct me to furnish such information relative to the Commercial Marine of this country as I may be enabled to collect, I have now the honour to state, that after having made inquiry on the subject, I cannot discover that the merchant seamen of Holland enjoy any particular protection from the Netherland Government, there being no fund whatever appropriated by the autho- rities for the relief of old and infirm seamen, nor any asylum to which they may look forward in future. There is, however, an institution (though not exactly answering to the Merchant Seamen's Fund in Eng- land) which has been productive of considerable good to seafaring men ; this is a society called the " Zeemans Hoop," supported by voluntary donations and yearly subscriptions, governed by its own laws and regula- tions, and neither under the control of the Government nor in the enjoy- ment of any pecuniary aid from it. I take the liberty to inclose an abstract from the rules of this society, wherein may be seen the terms on which merchant seamen are admitted, and the benefit and advantage they derive from being members. Of course it is a matter of option with the seamen whether they may think proper to become members or not ; and those mentioned in the three first classes specified in the abstract inclosed, are more generally found to be members than those of the fourth class ; for unfortunately this society is not regarded in the best light, nor its advantages sufficiently known to or appreciated by the ordinary merchant seamen. In compliance with the directions contained in your despatch, I have the honour to forward, in a distinct paper, such additional information relative to the general subject of Commercial Marine as has suggested itself to me by the perusal of Mr. Murray's letter. I have, &c. (Signed) JAMES ANNESLEY. Inclosure 1 in No. 92. Abstract from the Rules and Regulations of the Society called " Zeemans Hoop" {Seaman's Hope). Article 1. The chief aim of the seamen's club called "Zeemans Hoop," is to promote the prosperity of the Netherland mercantile navi- gation in general, and in particular to provide for old and infirm sailors, their widows, orphans, &c. ,„„„ rw,,.- i i. • . j i. It was established in the year 1823. This club is supported by donations and subscriptions. . Article 8. All seamen except those in Government service are entitled to participate in the seamen's fund. 222 HOLLAND. Article 10. The subscriptions are divided into four classes : — 1st class. Captains and commanders of vessels in general. 2nd „ Mates, doctors, and seamen that receive more than 50f. wages per month. 3rd „ Mates and petty officers who receive from 24 to 49f. wages per month. 4th „ All other seamen having less than 24f. per month. Article 13. Subscriptions ^an beenteredr for one voyage or for life. Article 19. All seamen who wish to subscribe for one voyage, must pay 5 per cent, of their wages, except unmarried people of the 3rd and 4th classes, who pay 2^. Article 35. All seamen who are under forty years of age, mentioned in Article 8, can subscribe towards the seamen's fund. Article 40. A general subscriber pays an entry-money and a yearly contribution. Article 42. The entry-money for married people — F. 1st class . . . 1 00 1 2nd „ . . . 75 I for each year 3rd „ ... SO I of their age. 4th „ . . . 25 J Article 43. For married people or widowers with children- 1st class . . . 1 50 2nd „ . . .1 12^ 31-d „ . . .0 75 4th „ ... 27i ; for each year of their age. Article 44. For people who are older than their wives — 1st class . . .2 87|- i for every year 2nd „ . . . 2 20 j difference. Article 45. For people who. are ten or more years older than their wives — 3rd class . . . 95 1 for each year 4th „ . . . 47 j of their age. Article 49. The yearly contribution for unmarried people p. F. 1st class . . .20 2nd ,, . . . 16 For married people — 1st class . . .25 2nd „ . . .20 3rd class . . . 8- 4th „ . . .4 3rd class . . .10 4th „ . . .5 Article 73; Those who have a right to be relieved out of the funds are widows, children', maimed, old, poor, or who are unable to work through sickness. Article 74. Amount paid to widows — F. 1st class 32 per month 2nd „ 24 3rd „ 12 4th „ 6 Article SO. Besides that mentioned in Article 74, the widow shall receive for each child — F. c. 1st class . . . . 3 50 per, month 2nd „ .... 3 00 3rd „ . . . . 2 50 4th „ .... 2 00 This shall be paid till the boys are fourteen and the siris sixteen years of age. * HOIXANJ]). 223 Article 83. When a subscriber being a widower, and leav-ing children on their attaining the age of fourteen or sixteen years, they shall receive in addition to the sums mentioned in Article 80, for the F. p. 1st class . . .150 2nd „ . . . 115 3rd class . . .90 4th „ . . .70 Article 90. Maimed seamen shall get the same as mentioned in Article 74. Article 92. The subsidy given to old and sick seamen shall be regulated by the Committee of the seamen's fund. Amsterdam, July 16, 1847. (Signed) JAMES ANNESLEY. Inclosure 2 in No. 92. Report on the Commercial Marine of North Hollands Amsterdam, July: 16, 1847. HAVING examined into the actual state of the C!ommercial Marine in this and other parts of North Holland, with a view to discovering what peculiar privileges merchant seamen enjoy and how far they are protected by the Dutch Government, as also what system of education is usually adopted by those destined to become masters of merchant-vessels, and whether any previous examination be required as to what scientific know- ledge of their profession the possess, before they are invested with the command of a ship ; I have now the honour to report that I cannot ascer- tain any particular privilege enjoyed by this class of the community, except an exemption from serving in the militia. There is no Govern- ment instruction for the protection of merchant seamen in case of age, need, or infirmity, or for their widows and children in case of death ; it appears they have only to look forward for the future to the fruit of their own economy during the time of their being employed, and their wages are inferior to those given to British seamen. There exists at Amsterdam a society called the " Zeemans Hoop," which is altogether independent of the Dutch Government and unaided by it, which affords considerable advantages to such seafaring men as think proper to become members of it. This is a private society or club, sup- ported by the donations of the humane and charitable, and by the yearly contributions of its members. The inclosure in my letter* to Mr. Bidwell states the terms on which this society can be entered, and the advantages to be derived from some reason or other, perhaps improvi- dence, not one-third of the number of seamen of this port avail themselves of the opportunity. Besides this society there is an admirably conducted school for the education of boys destined for the Commercial Navy ; it is called the " Kweekschool voor de Zeevaart," or Maritime Nursery. This establishment is likewise a private institution, deriving no assistance from the Netherland Government, and being entirely supported by voluntary subscriptions. The number of pupils is limited to eighty ; the boys are admitted at eleven years of age upon passing an examination, and are permitted to remain there for three years on paying a small «um annually; a few are admitted gratuitously. Upon leaving the school and passing the necessary examination, they are fitted out for sea at the expense of the society, and placed on board merchant-vessels. It has been remarked that youths of good conduct, educated at this establishment, invariably make a rapid advancement and become the best masters. The generality of Dutch masters trading in the home seas are very respectable and orderly persons, trusting more to their experience than to their scientific knowledge. No examination is required to become a master, but the Dutch merchant is well aware of the qualifications of tbe captain into whose hands he entrusts his property; nevertheless the merchant does not neglect his insurances. The masters of the higher * No. 92. Missing Page Missing Page 226 HOLLAND. That of the second class for captains — 1st. For voyages to the Mediterranean and Levant, the coast and islands of Africa, north of Madeira and east of North Cape, at 55f. per month (4Z. lis. 8d.) 2nd. For voj^ages to European ports, on this side of the Straits of Gibraltar, and west of North Cape, at 45f. per month (31. 15s.) The pay of the effective members sailing to European ports, and engaged by the year, is reckoned at 45f. (3Z. 15s.) per month for nine months of each year, from the 1st of March to the end of November, without any deduction, and their contributions must be paid once a-year, at the expiration of the nine months. In certain cases of change of destination and diminution of pay, the above rates are reduced accordingly. The other participants of the 2nd, 3rd, and 4th classes contribute according to the pay they actually receive. Captains, effective members, and other commanders of vessels parti- cipating for the voyage, on omitting to return the necessary documents before their departure, are subjected to a penalty of 25f. (21. Is. 8d.) towards the fund, as well as those who have not paid their contribution within a month after the stipulated time. All seamen not excluded by these regulations may become permanent participants, provided their age do not exceed forty years. Captains of the 1st class wishing subsequently to become permanent participants, and sailing from other ports than Amsterdam, must pay a double annual contribution, or otherwise offer three new honorary members as donors, which number must remain complete. It may, how- ever, be reduced to two or one, specially engaging to furnish a joint contribution of 30f. (2/. 10s.) Those of the 2nd class are not obliged to furnish more than two, and the other classes more than one honorary member as donor. The entrance-money is fixed according to the age of the participants, and to their single or married state. The unmarried participants, including widowers without children, must pay for each year of their age, as entrance-money — In the 1st class „ 2nd ,, . . . II «'i'o „ . . . 4th „ . . . The entrance-money for married participants, including widowers with children, is fixed for each year of their age as follows — /. s. d. In the 1st class . . . 1 50 2 6 „ 2nd „ . . . 1 12i 1 lOi „ 3rd „ . . . 75 13 „ 4th „ . . . 37i 7i That for such unmarried participants as are older than their wives is regulated thus — /. s. d. In the 1st class . . . 2 87^ 4 9^ „ 2nd „ . . . 2 20 3 8 „ 3rd „ . . . 94 1 6f „ 4th „ . . . 47 9f in addition to the preceding rates, if ten or more years older than their wives. The effective members of the college may deduct 20f. (IZ. 13s. Ad.) from this entrance-money, on assuming their effective membership. A participant ascending to a higher class pays no additional entrance- money. A participant subsequently marrying must pay the additional entrance- money. /. s. d. 1 00 1 8 75 1 3 50 10 25 5 HOLLAND. 227 The annual contribution for unmarried participants amounts — /. £ s. d. In the 1st class, to . .20 113 4 „ 2nd „ . . 16 1 6 8 „ 3rd „ . . 8 13 4 „ 4th „ ..4068 That of the married participants is — /. £ s. d. In the 1st class . . .25 2 18 „ 2nd „ . . .20 1 13 4 „ 3rd „ . . .10 16 8 „ 4th „ . . . 5 8 4 Such married participants as are older than their wives, pay in addition to the above-mentioned contribution — /. s. d. In the 1st class . . . 1 00 18 „ 2nd „ . . . 80 1 4 For each year of difference in age — f. s. d. In the 3rd class . . . ' 2 00 3 4 „ 4th , 1 00 18 as the whole surplus, in case they are ten or more years older than their wives. A participant engaging to sail under a foreign flag forfeits all claim to any succour either for himself or for his wife and children ; but the directors have the faculty of making exceptions, in times of war or under other particular circumstances. AH participants who leave a vessel to enter into the naval service lose the same right; but if such persons meet with a death not caused by any hostile encounter, their widows and children preserve their claim for relief, provided they have, instead of the usual contribution, annually paid 5 per cent, of their wages to the fund; which is equally applicable to those who go over into military service, but not to the effective members and other participants now holding the rank of officer in His Majesty's Marine, when called up, in time of war, to take active service, provided they furnish 7^ instead of 5 per cent. In case of their adopting any other profession or course of life, they may preserve their participation entire, on increasing their usual contribution by one-half, which increase, however, is not required from those who give up their former vocation in consequence of old age or infirmity. Those who fix their residence in the colonies, or enter into colonial, naval, or military service, are excluded from all participation. Any differences arising in the mode of paying the claims of relief are to be settled by arbitration. A deduction of one-sixth part is made for the retributions granted to the permanent participants, their widows, or children, during six years from the time of their right thereto. The permanent participants who pay their contributions for six years at once in advance, enjoy their full right without any deduction ; but in case of decease within those six years, the contribution of the remaining years comes to the benefit of the fund. Payments to persons residing out of the Kingdom of the Nether- lands and its colonies, undergo a deduction of one-third for the benefit of the fund. If the payments due should exceed the revenues of the fund, a pro- portionate deduction is made. The distribution to the widows of participants in the Charitable Seamen's Fund, is fixed as follows : — /. For the 1st class, at . .32 2 13 4 per month „ 2nd „ . . 24 „ 3rd „ . . 12 „ 4th „ . . 6 2 G 2 £ s. d. 2 13 4 2 1 10 228 HOLLAND. The distribution to the widows of effective members is increased by 16f. (1/. 6s. 8d.) monthly, in case these members have paid double entrance-money, or an annual contribution of 50f. (4Z. 3s. 4rf.), and for those whose wives are ten or more years younger, 60f. (5/.) A widow who has declined receiving any distribution, still retains her right of claiming it, whether she be in want of it or not. No widow's claim may be bought out, nor may she transfer or pledge it to others. A widow forfeits her right by remarrying, but regains it on again becoming a widow, and is replaced in the same class as before ; but if remarried to a person in a higher class than her first husband, she, on his decease, belongs to that class, though if her subsequent husband be no participant, his children have no right to any relief from the fund. A widow may lose her right by misconduct, and then, according to circumstances, it goes over to her children. Besides the above-mentioned distribution, a widow receives for each legitimate child — /• In the 1st class . . 3 „ 2nd „ . .3 „ 3rd „ . .'2 „ 4th „ . . 2 until the boys have attained the age of fourteen and the girls that of sixteen ; but in cases of necessity the period may be lengthened. On the death of a participant, leaving no widow, also after the decease of the mother, the children, on attaining the above-mentioned age, receive an extra gratification, to be paid at once to the guardian; say — In the 1st class „ 2nd „ „ 3rd „ „ 4th „ . Permanent participants, and also those who have contributed to the fund for the space of ten years, may, when in reduced circumstances, apply for such relief as the board of directors shall think proper to grant. Relief may also be afforded to infirm seamen, not belonging to the fund, to their widows and children, as well as to other charitable institu- tions. "When a Dutch pilot on board of any vessel carrying the signal flag of the College Seamen's Hope happens to lose his life by accident, whilst in the exercise of his functions, his widow is entitled to 7f. (11«. 8d,) per month from the Seamen's Fund. Any person saving the life of a participant in the fund, in case of shipwreck on the coasts or within the Kingdom of the Netherlands, is entitled to a premium. c. s. d. 50 5 10 per month 30 5 5 50 4 2 00 3 4 f- c. s. d. 1 50 2 6 1 15 1 11 90 1 6 70 1 2 inclosure 2 in No. 93. Regulations of a Fund for Mariners below the rank of Captain, projected at Rotterdam in 1847. THE object of this institution to be estalalished by the " Maatschappy tot nut der Zeevaart " (Society for the benefit of Navigation), in imitation of the " College Seamen's Hope" at Amsterdam, is to afford relief to sea- men of a rank inferior to that of commander of Netherland vessels, as well as to ships' doctors, in cases of advanced age, disability, or sickness, and on their decease, to their widows and children. i^ ^ The capital is to be raised from contributions, and to be vested in the public funds or the savings bank. Each participant must have contributed during three years before being entitled to any distribution. HOLLAJNfD. 229 The participation extends to mariners sailing from other places. The participants are only such as have not yet attained the full age of forty years, and if married, or wi<^'0wers with children, they have to pay a double contribution during three years ; after which -they are on the same footing as others. This also applies to those who marry before they have been members three years. Captains, on discovering that any participants on board of their ships are afflicted with previous infirmities, are obliged to give notice thereof to the directors of the fund, when the participation ceases, and it -cannot be resumed before a radical cure is proved. Commanders are bound to retain the contribution from the wages of their crews, and to pay the amount due to the fund, under a penalty of 25 per cent, on the sum diae. They also incur a penalty of three guilders if they omit to render an account of the state of their crews. The participation in the General Seamen's Fund is divided into four classes, according t'O the pay :— ri /. £ s. d. The 1st class is rated at 50 or more 4 3 4 per month 2nd „ „ 50 to 24 '2 3rd „ „ 24 to 15 15 4tli „ „ less than 15/. 15 They all pay 5 per cent, on their wages. The mariners of the 2nd class may be placed in the 1st, on paying the rates of that class. Married participants whose wives are younger than themselves, pay 60 cents (lOd.) additional per annum for each year of difference in age, and if they have legitimate children 25 cents (5c?.) per annum for each child under 16. Mariners sailing under a foreign flag, but previously participant's, are considered members as long as they pay their contributions regularly. A permanent participation may be obtained by paying an annual contribution, and the following entrance-dues : — For unmarried participants, without children, for each year of their age — /• c. s. d. 1st class . . .10 18 per annum 2nd „ . . . 75 13 3rd „ . . 50 10 4th „ . . . 25 5 Married participants aad widowers with children — /. c. s. d. 1st dass . . . 1 50 2 6 p^er annum 2nd „ . . . 1 00 18 3rd „ ... 4 75 1 3 4th „ . . .0 35 7 The latter pay over and above for each year that they are older than their wives — /• c. s. d. 1st class . . . 2 50 4 2 per annum 2nd „ . . .1 87i 8 li 3rd „ ... 1 20 2 4th „ . . . 60 10 A participant ascending from a lower to a higher class, pays no increase of extra entrance-dues. An unmarried participant, subsequently marrying, is obliged to furnish the deficiency. . , ,. Unmarried permanent participants, mcludmg widowers without children pay an annual contribution, as follows — f. £ s. d. 1st class . . .20 1 13 4 per annum 2nd „ ... 16 1 6 8 3rd „ ... 8 13 4 4th „ ... 4 6 8 230 HOLLAND. Married and widowers, with children, pay for the — f. £ s. d. 1st class . . .25 2 18 per annum 2nd „ . . .20 1 13 4 3rd „ . . .10 16 8 4th „ . . . 5 8 4 Besides which, the latter pay for each year that their wives are younger than themselves — /. c. s. d. 1st class . . . 1 00 18 per annum 2nd „ . . . 80 14 3rd „ . . . 60 10 4th „ . . . 50 10 A participant regularly paying his contribution, and obliged to enter into the service of His Majesty's Marine, retains his claim of distribution for his widow and children. A widow on remarrying forfeits her right, but regains it on again becoming a widow. To persons residing out of the kingdom, a deduction of one-third of the distribution is made. Shipwrecked seamen who can prove that they have lost their all, are entiiled to relief. A disabled participant, who has contributed to the fund for ten years consecutively, is entitled to the distribution, as likewise he who has attained the age of fifty years, according to the class in which he has last contributed. On the death of a widow with children, the distributions are paid to the lawful guardians of such children. The distribution to participants or their widows is fixed — /. c. s. d. For the 1st class, at . 10 00 16 8 per month 2nd „ . 5 50 2 2 „ 3rd „ . 4 00 6 8 „ 4th „ ■ . 2 50 4 2 To the children of participants till their sixteenth year of age, it is — /. c. s. d. For the 1st class . . . 1 50 2 6 per month „ 2nd „ . . . 1 00 18 „ 3rd „ . . . 75 13 „ 4th „ . . . 50 10 In case of need, the distribution may be reduced in just proportion, according to the state of the fund. 231 BELGIUM. No. 94. Consul Johnson to Viscount Palmerston. My Lord, Antwerp, June 3, 184:7- I AM to acknowledge the despatch of the 28th May, relative to the Com- mercial Marine, inclosing a letter from the Board of Trade, of 17th May, 1847, and in reply thereto I have the honour to acquaint your Lordship that there is no institution in this country in any way corresponding with the British Merchant Seamen's Fund. There is no provision whatever for the assistance or benefit of the Belgian Marine, either national or commercial. The few ships this country possesses are hy no means badly manned, on the contrary ; but the sailors are almost all Dutch or IsTorwegian. It is common when a mercantile voyage of importance is undertaken, for the ship to be in part manned from the idle hands of the Navy of the country ; which Navy consists altogether of only 600 men. (Signed) ' GObsOHALL JOHNSON. No. 95. Consul Johnson to Viscount Palmerston. My Lord, Antwerp, June 5, 1847. WITH reference to Mr, Murray's letter of the 1st January, 1844, inclosure in the despatch of the 28th May, 1847, I beg leave to state that the British shipmasters do not entirely consist of so intelligent a class of persons as those of other countries, though in some of the larger merchantmen the masters and mates are inferior to none ; and the interior regulations of those ships, and the keeping of the logs, &c., are quite systematic and excellent. I cannot state that I think the character of British shipping has declined ; for, on the contrary, as far as my observation goes, it has (subsequently to the date of Mr. Murray's letter) since the Act of 7 & 8 Yictoriae, perceptibly improved. But though that Act has operated well to. a certain extent, it is very defective in some points ; at the same time that it has introduced some regu- lations attended with no benefit to the Merchant Service, and causing much vexatious and unnecessary trouble to masters and men. What appear to me to be the deficiencies of the Act come under the second head of Mr. Murray's deductions from his correspondence, namely, the want of controul over masters and men in British compared with foreign vessels (parti- cularly American vessels). The Act was clearly intended to give this power of controul, but it has failed of so doing. Much misapprehension prevails amongst shipmasters as to the Act 7 & 8 Victoria; ; many of them suppose that the Act of the 6th Greorge lY, and the whole of the 5th and 6th William lY, is thereby repealed ; nor will they believe or be prevailed on to act as if it were not so. 232 BELGIUM. That which all masters complain much of (and it appears to me with reason), are the regulations regarding register-tickets, about which at present such precautions are necessary as to render it almost impossible for them to man their ships with any dispatch, even at home. In a foreign port, when hands are wanted, the excluding a man who has no ticket often prevents good hands from getting ships, and obliges the taking foreigners instead of Englishmen. It has another very bad effect, by driving numbers of good men, who are thus deprived of an English ship, to sail in an American. To avoid the Act, too. Englishmen still desirous of going in an English ship, state themselves to be Americans, — the least objectionable of the two evils, but one that can hardly be detected or stopped ; indeed the British shipmaster's interest would lead him not to wish to detect it, and thus the Act is evaded. 3. There is in Antwerp, under the immediate direction of the burgomaster and municipal authorities, but supported at the expense of the Belgian Govern- ment, a school for navigation, at which are educated equally all persons for the l^avy or the Merchant Service, ^o one can be admitted to this school tiU they have attained to a certain proficiency in arithmetic and mathematics ; and no one can take the command of any merchant-ship, for either a long or short voyage, till they have passed an examination before the professors superintend- ing liiis school, as to their qualifications for the specific sort of command for which they are candidates. I am not aware that there is any practical system of Commercial Marine education other than that adopted in Great Britain, namely, apprenticeship ; nor do I see that there can be any other ofllcer ; in fact that is the real education given to British officers in the Royal !Navy. 4. As regards the sort of education that a merchant might consider most conducive to his individual interests, I am incompetent to judge ; but I should say, that in attempting a better educatioui, the masters of small vessels are generally deficient in seamanship, and more so in navigation, which concern the safety and the lives of the crew ; whilst the merchants seem to me quite able to take care of their own interests, and never fail to do so in many instances to the unfair prejudice of the British shipmaster, who, in a foreign port, before a local tribunal, has no chance when contending for justice with a native or wealthy resident merchant. The reason of the present education being so inefficient for producing masters and mates qualified for those stations is, that when a boy is bound apprentice he is generally considered in the light of a servant ; is made cabin-boy ; set to do aU the dirty work, and knocked about and ill-treated, instead of receiving instruction how to navigate or work a ship. This applies particularly to the smaller class of vessels,, very generally com- manded by persons incapable of giving instruction, having themselves received none ; and if ships under 200 tons were exempt from taking, or not allowed to take apprentices, and in those ships that do take them if the stipulations in the indentures as to the boy's instruction as a sailor could be made more stringent on the master (which might be effected by some examination at the end of each voyage), there can be no doubt great improvement in education would be effected. I am glad to say confidently, however, that the Act of 7 & 8 Vic- torise has been productive of good as regards apprentices, who before that were wholly neglected, and their treatment in many instances brutal in the extreme, which is not now by any means a case of frequent occurrence. 5 &: 6. I do not see how any merchant, except an English shipowner, can expect to have, or could have, any means provided for him by Government for ascertaining the character and capability of shipmasters and seamen. But doubtless, besides knowing navigation and seamanship, a perfect knowledge of how to stow a cargo, &c., in the best manner, would be very advantageous to the master ; and agreeing perfectly that the merchant will only look to his own individual interests without thought or trouble for the public good, it is essen- tial that a master should have this knowledge, as rendering him less liable to be overreached and oppressed by his consignee, which I am sure is often the case in a foreign port, without the possibility of affording him any protection. I have, &c. (Signed) GODSCHALL JOHIfSTOK BELGIUM. 23S No. 96. Consul Curry to Viscount Palmerston. My Lord, Ostend, August 27, 1847. EN" compliance with the circular despatch of the 28th of May last, directing me to furnish such information on the subject of institutions existing in this country answering to the Merchant Seamen's Fund in England, as I may he able to collect, I have the honour to inform your Lordship that until the year before last no institution answering to the Merchant Seamen's Fund existed in Belgium. By an arrete royal dated 19th September, 1845, an establishment of a fund in favour of Belgian seamen was created. I inclose a copy of the arrete forming this institution ; it is of too recent a creation to afford any con- clusion as to its working. I have read Mr. Murray's letter of the 1st January, 1844, referred to in the letter of the Board of Trade ; no observations, additional to those I have made to Mr. Murray, under date of the 31st July, 1843*, occur to me on its perusal. I have, &c. (Signed) ED. T. CUEET. Liclosure in ISo. 96. Arrete Royal authorizing the establishment of a Merchant Seamen's Fund in Belgium. *'Etablissement d'une Caisse de secours et de Prevoyance en favour des Marins naviguant sous Pavilion Beige, et de leur FamUle. — 19 Septembre, 1845." * See No. 21, p. 43. 2H 235 FRANCE. m. 97. Consul Bonham to Viscount Palmerston. My Lord, Calais, June 21, 1847. I HAVE tlie honour to acknowledge the receipt of despatch circular dated 28th May last, instructing me to furnish such information as I may be able to collect in regard to institutions in this country answering to the Merchant Seamen's Fund in England. I beg to report that there is no institution in this country specially for the relief or support of merchant seamen, both the Eoyal and Commercial Marine in France being under one and the same code of regulations, and the members of both equally entitled to a pension after a certain length of service ; in fact, aU seamen in France are held to be in Government employ; their names are registered in the office of the Commissaries of Marine at the port to which they belong ; and from the age of eighteen to fifty years they are liable to be ordered at any time on board a King's ship, there to serve so long as may be necessary ; and vt^ithout probably an exception, every seaman or fisherman has served in the 'Na.Yy for at least three years from the age of twenty to twenty-three. After attaining the age of fifty years, and completing a service at sea of 300 months, whether in the Royal or Commercial Marine is immaterial, a seaman is entitled to and receives a pension regulated by a certain scale, and which cannot under any circumstances exceed 600 francs (24Z.) a-year, or be less than 96 francs (3/. 17s.) These pensions are not however in fact paid by the State, a deduction of 3 per cent, being made from the monthly pay of every seaman, whether in the Eoyal or Commercial iN^avy, during his period of service, for the purpose of forming the fund from which this payment is made. The usual rate of pension is one-third of what the seaman received as wages when actually serving ; but in this a preference is always shown to those who have served the longest in the 'Navj. This system, at this port at least, is much disliked ; few if any volunteers for sea service coming forward, save those whose fathers are sailors or fisher- men, and who have been brought up to the sea from early youth. The liability to be called on to serve at any period and for any length of time is considered hard, and not compensated by a small pension accruing from deductions made from their own pay. The number of registered seamen requisite for the service of the !N"avy could not probably be taken at any time, without very inconveniently diminish- ing the number of those engaged in the coast fisheries, and seriously crippling the Merchant Service ; this deficiency is supplied by conscripts, who serve for seven years on board a man-of-war, being drawn by ballot for that service under the same regulations and at the same periods as the conscripts for the Army : these are entitled to no pension for such service. T ll9iVG &C (Signed) ' EDW. WALTER BOFHAM. 2H2 236 FRAIifCE. No. 98. Consul Bonham to Viscount Palmerston. My Lord, Calais, June 29, 1847. WITH reference to my despatch of the 21st instant, I have now the honour to inclose some particulars of the examination required by the laws of this country to qualify persons for command in the Commercial Marine. I have, &c. (Signed) EDW. WiLLTEE B0:N^HAM. Inclosure in 'So. 98. Observations on the Commercial Marine of France. SOME attention is paid by the French Government towards ensuring a certain degree of proficiency in their duties to those who seek to become com- manders in the Merchant Service. A professor, paid by the Government, resides in each of the principal ports, who gives instruction free of charge to such persons, on the different subjects connected with their duties, and a certain examination must be gone through by them ; stiU it is probable that as regards masters of coasting vessels (and only such vessels frequent this port), the examination is not conducted in a strict manner. From all the inquiries I have made, I have no reason to think that the masters of these vessels are superior, either in point of education or nautical proficiency, to the masters of the British coUiers, which may also be classed as coasting vessels, and of which there are always some at this port. On the other hand, the foreign merchantmen at this port, chiefly !Nor- wegian and Prussian timber vessels of from 150 to 400 tons, and with crews numbering from nine to fourteen men, are commanded by a very superior class of men, especially the Prussians : their crews are orderly and under complete control ; and the masters are well acquainted with their duties. What exami- nations they are required to go through I do not know. I annex some par- ticulars of the regulations for the French examinations but which, as regards masters of coasters, I doubt being very strictly observed : — " Nul ne peut etre admis aux grades de capitaine au longcours et de maitre au cabotage, — S'il n'est age de 24 ans accomplis. S'H n'a fait 60 mois de navigation, dont 12 mois sur les batimens de I'Etat. S'il n'a satisfait a des examens sur la pratique et la theorie de la navigation. L'examen pratique pour les capitaines au longcours porte sur, — Le greement. La manoeuvre des batimens et des embarcations, Le canonnage. L'examen theorique sur, — L'arithmetique demontree. La geometrie elementaire. Les deux trigonometries. La theorie de la navigation. L'usage des instrumens et le calcul des observations. Pour les maitres au cabotage, l'examen porte sur, — Le greement. La manoeu\Te des batimens et des embarcations. Les sondes. La connaissance des fonds. Le gisement des terres et ecueils, les courans et les marees, dans les lunites assignees pour la navigation du petit cabotage, soit sur les cotes de rOcean, soit sur celles de la Mediterranee. ERANGl. 237 L'examen theorique porte sur, — L'usage de la boussole et de la carte. L'usage des instrumens nautiques. La pratique des calculs. L'instruction theorique de la navigation est donnee gratuitement aux frais de I'Etat a tout individu ige de treize ans au moins, porte sur les registres de I'inscription maritime ; a cet effet quarante-quatre ecoles d'hydrographie sont etablies dans un pareU nombre de chef-lieux de quartiers d'inscription mari- time." (Signed) EDW. WALTEE BONHAM. (Translation.) " Ko one can be admitted to the rank of captain au longcours or master au cabotage — Unless he has attained the age of 24 years,; Unless he has been at sea for 60 months, 12 of which he must have served in the Royal Marine ; Unless he has passed an examination on the practice and theory of naviga- tion. The practical part of the examination for captains au longcours is on — Rigging ; The working of vessels and boats ; Gunnery. The theoretical on — Arithmetic in all its branches ; Elementary Geometry; Trigonometry ; The theory of Navigation ; The use of instruments, and calculations of observations. The examination for masters au cabotage is on — Rigging ; The working of vessels and boats ; Soundings ; The knowledge of bottoms ; The bearings of the lands and reefs, the tides and currents on the coasts of the Ocean and the Mediterranean, situated within the limits asssgned to the coasting trade. The theoretical examination is on — The use of the compass, and of charts ; The use of nautical instruments ; The practice of calculations. Instruction in the theory of navigation is given gratuitously, at the expense of the State, to every one above the age of thirteen years inscribed in the marine registers. For this purpose forty-four hydrographical schools have been established in the principal marine register districts. ISo. 99. Consul Hamilton to Viscount Palmerston. yr T„_j Boulogne-sur-iner, June 11, ISi^. ^ I HAYE the honour to acknowledge the receipt of your letter dated the 28th ultimo with its inclosure, copy of a letter from the Boai'd ot Trade dated the ITthTthe same month; also one from Mr. Murray, of the 1st of January, 1844 relating to the Commercial Marine of Great Britam, andrequestmg mform- 238 FRANCE. ation iu regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England ; also such additional information relative to the general subject of the Commercial Marine as may be suggested to me by a perusal of Mr. Murray's letter. I have, therefore, in compliance with Yiscount Pahnerston's instructions, to state to you for his Lordship's information, that the " Caisse des Invalides," a branch of the French Admiralty, to which every sea- faring man in France must contribute according to the service he is engaged in, as the accompanying statement furnished me by the Marine Office at this port will show, with the mode of treatment of the Commercial Marine of this country, which institution is the only one answering in some degree to the Merchant Seamen's Fund in England. I am, &c. (Signed) W. HAMILTON. FRANCE. 239 05 u Pi I I § ^-s I >*-( I o CO •— ( GQ 03 .S fl g a- O fQ; 0) - bCOJ •g^ j^S Eh m & g s fn ^ a ff tn^v a i?2 s •sNoiiVAatsao i«» g-• ■a a 4 > 1 R 8 " ^ "S ^1 to 'C cS S u •SUB OT £i «M 6 ^ 23 6 6 d d ap snossap-ne siiBjua^p quarag^mx ■TS ■T3 (N -Ti T3 nd m ■Sl-B •saAnaA sap f)Hacaa:)rejjQ .13 a ■3t^a ^ ^ ^ -§ ^ o Id ■sapejS sno:) op sqopjBm ?3 'aiBcl a^jao 1 1 1 5S ^ o ^ -§ snossap-nE sjaimjni^ saarogjo g •sioni JBd •JI8 3P snssap-TiB qsa ared r 1 SJ 1 1 1 1 1 /c9 t3 Bj }uop sjarauBjyr saarogfo 3 , •^naraapuBinraoo ap Cu "S, SUE gx BBd }ubXb,>j -' f— 1 a »— 1 s a •- *)uauipuEuinioa ap to SUB 21 SEd }nBiE,}iI r-t •^uaraapuBUinioa Cm '» :^,o ap SUE gi jnop 'aaiA 1 O 1 1 1 1 1 1 « <§ -jas ap SUB 5g ^UBiy 9 3 00 00 » 22 50 }} 18 00 ;^ 6 2 00 00 18 00 >} 15 00 ?J 12 50 75 10 8 00 00 55 4. No. 108. Consul Close to Viscount Palmerston. My Lord, Charente, June 17, 1847. I HA YE the honour to acknowledge the receipt of a despatch dated Foreign Office, May 28, inclosing copies of a letter from the Board of Trade FRANCE. 259 of the lYth of same month ; and also of one from Mr. Murray, dated January 1, 1844. In obedience thereto I have now the honour to transmit to your Lordship such information as I have been able to obtain concerning the French Marine Pension Fund, the assistance afforded by which enables many aged seaman to subsist without having recourse to charitable institutions. With regard to the Commercial Marine of England, I had the honour to state my opinion thereon in a letter to Mr. Murray, on the 10th July, 1843*, and continue to think that shipowners are not careful enough in ascertaining the character of those to whom they confide the command of their vessels. It might also be desirable to establish a scale for the manning of merchant- men, which are often so weak-handed, that a man is off duty through sickness or accident, the ship is disabled, I have, &c. (Signed) P. J. CLOSE. Inclosure in I^o. 108. Report on the French Marine Pension Fund. THE institutions of the Commercial Marine of France are so mixed up with the rules and regulations of the Eoyal 'S&'vy, that it is not easy to explain the former, without going into details in which both are concerned. The coast is divided into arrondissemens, quartiers, and syndicats, in each of which resides a Commissaire-General, Commissaire, or Syndic. 'Eo sea or river harbour, however small, is without one or other of these officers, whose special duty is to keep a register of every seaman in his district, and be at all times able to give an account of each, state his character, and say where and how he is employed. Eo master of a vessel can ship a man or boy without causing his name to be put on the ship's muster-roll by the commissary or syndic at the port at which he may ship him ; and if the man or boy does not belong to that port, the officer must immediately give notice of his having done so to his colleague at the port to which the seaman belongs, that the voyage he is employed on, name of ship, &c., may be entered in the register against the man's name. Any boy who wishes to go to sea, may ship, on causing his name to be put on a register kept for that purpose by the commissary or syndic at the port to which he belongs. During eighteen months he may continue, or renounce the sea as he pleases ; but should he continue the profession, at the end of that time he is "classe," or registered as "mousse," or cabin-boy, if under sixteen years of age, and as "novice," or apprentice, if more than sixteen and under eighteen years ; he then belongs to Government, and is exempt from the mili- tary conscription, to which he would otherwise be liable at twenty years of age. When he has been at sea three years he is registered as " marin," or able seaman. He may continue in the Merchant Service till called upon to serve inthe Navy, when he must immediately join for three years, at the end of which time, if not wanted longer, he receives a " conge provisoire," and may again enter the Merchant Service ; but is liable to be recalled into the Navy at a moment's notice until he is fifty years of age, unless in the interval he obtains exemption from the " classes," and ceases to go to sea. Besides these voluntary seamen, there is a corps of seamen drawn from military conscription, formed of men of twenty years of age, who having become liable to serve in the Army, are ceded to the Navy by the military authorities. They are placed in barracks where, during a year, they are taught the theory of a seaman's duty, after which they are sent in companies on board men-of- war as " novices ;" these men serve seven years in the Navy, as they would have done in the Army, and are then discharged and exempt from all further service. If, however, at the expiration of that time, they choose to continue at sea, they cause themselves to be registered, and become liable to serve until fifty years of * See No. 29, p. 53. 2L2 2m 'snAJSdE. fige, when th«y are entiided to the same privileges as volmitaTy seamen, mih. regard to pension, &c. Ship-carpenters, blacksmiths, sailmakers, and caulkers, who are " classes " or registered, are liable to compulsory employment on shore in the dodiyards and arsenals, at a rate of wages fixed by G-OTernmemt, and averaging Is. ^d. per day. The time they are so employed is reckoned as active sea-^service, and is admitted as such in claims for pension, &c. No person can command a merchantman who has not served three years in the Navy. Masters of merchantmen are as liable as seamen to be called into the Navy when men are scarce; they are then employed as petty officers. Every officer, man, or boy, whether in the Navy or the Merchant Service, or in the civil service of the dockyards, clerks in the navy offices, &c., who receive pay, contribute 3 per cent, on the amount thereof to the Caisse des Invalides, or pension fund, to which is forfeited half the wages due to every man or boy who deserts from the Navy or Merchant Service, as also the unclaimed proceeds of aU wrecks. When crews receive shares of the profit of the voyage in lieu of wages, as is the case in the coasting trade, masters contribute 2 fr. (Is. 8d.). mates 1 fr. 50 c. (Is. 3cZ.), seamen 75 c. (7id.'), apprentices 50 c. {5d.), and cabin- boys 25 c. (2^d.^, per month to the fund, instead of an uncertain per centage. Every seaman who at fifty years of age can prove that he has been 300 months in active sea-service, whether in the Navy or Merchant Service, or in both, is entitled to a pension of 96 fr. (3Z. 16s. Sd.) until he attains his sixtieth year, when the pension is raised to 214 fr. (81. lis. 5d.^ per annum for life. A man who at the age of fifty ranks as petty officer in the Navy, or commands a vessel of any size in the coasting or foreign trade, and can prove the same number of months of active sea-service, is entitled to a pension of 270 fr. (lOL 16s.) untU sixty years of age, and 378 fr. (15Z. 2s. 6d.) per annum afterwards, paid out of this fund. Widows of pensioners are entitled to half the pension their husbands were in the receipt of at the time of their death, and an allowance of about 5s. per month is granted to their orphans of both sexes, until they attain their fourteenth year, when it ceases. The Caisse des Invalides, first established in the year 1681, is now so rich that two of its sources of revenue have lately been given up. Tkese consisted of 3 per cent, paid to it by aU contractors for stores and provisions of every sort for the use of the dockyards and Navy on the amount of their contracts ; and also the same per centage from shipowners on the freight earned by their vessels, when employed in carrying stores and materials for the Navy. The income of this fund, which Last during the reign of Napoleon 1,600,000Z., drawn out of it by him for his own purposes, may be estimated this year at above 300,000Z, Charente, June 21, 1847. No. 109. Consul Scott to Viscount Palmerston. My Lord, Bordeaux, June 19, 1847. I HAVE the honour to acknowledge the receipt of Mr. John Bidwell's despatch and inclosure of 28th May last ; and in compliance with your Lord- ship's instructions, I now beg leave to inclose to your Lordship herein two memorandums, Nos. 1 and 2 ; the former on the " Caisse des Invalides de la Marine," corresponding with the Merchant Seamen's Fund in England, and the latter on the Merchant Seamen's Service ; the one and the other containing the best and most accurate information I have been able to obtain on the subject. I have, &c. (Signed) T. B. a. SCOTT. FEASjCE. -261 Inclosure 1 inliiro. 109. Memorcmdvm en the " Caisse des Invalides de la 'Marine." THE institution in France corresponding with that of the Merchant Seamen's Fund, is the " Oaisse des Invalides de la Marine," which comprises iboth the service of the State and of the Merchant Service. This institution was erected by Colbert in the reign of Louis XIV, October 6, 1647. It has subsequently been altered and improved by various laws, ordinances, and regulations, but more (particularly by the laws of the 13th May, 1791, and 18th April, 1831. The administration of it is quite distinct from that of the Treasury, though it is subject to the same control ; and in the opinion of competent judges, to this distinction it owes its prosperity. The Caisse des Invalides de la Marine grants temporary relief, half-pay, and pensions, not only to the civiLand military servants of the Marine Depart- ment, but also to the seamen of the Merchant Service, to their widows and orphans. These pensions are awarded according to the rank and standing, mid are fixed as follows : — By the law of April 18, 1831, after twenty-.five years of effective service (in the Royal N^avy). By the law of May 13, 1791, after twenty-five years of mLsed service (partly in the Royal ISavj and partly in the Merchant Service). The revenues of this ingtitution are drawn from various sources, and are as follow: — 1. A deduction of 5 per cent, on the salaries of the persons employed in the Central Administration, and 3 per cent, on the pay of the civil and military body of the Marine. 2. A deduction on the pay of the civil and military officers, and other agents of the Marine, on leave of absence, amounting to about 100,000 francs (4000Z.) per annum. 3. A deduction on the pay of seamen employed, either in the Merchant Service or in the fisheries, and shipped by the month or the share. These deductions are as follow :■ — Three per cent, on the pay of seamen in the Merchant Service by the month. Three per cent, on the share of seamen employed in the whale or cod fisheries, or in the first-class coasting trade.* In the second-class coasting trade : On the wages of the master, 2 francs (Is. 8d.) per month. „ of the seamen ... 75 c. r7ifZ.) do. „ of the novice t... 50 c. (5d.) do, „ of tiie oajbin-boy 25 c. (2^d.) do. In the coast and river fisheries : On the wages of the master ... 80 c. (8d.) do. „ of the seaman... 50 c. (5rf.) do. „ ofthe novice ... 30 c. (SfZ.) do. „ of the cabin-boy 15 c. (l|c?.) do, 4. The pay of deserters from the Royal Navy, and half the pay from the Merchant Seamen's Service. 6. The balance of the pay, prize-money, and property of seamen or passen- gers, not claimed, and the prize-money of deserters. 6. The produce of wrecks not claimed. 7. The duty on vessels captured either in war-time or for piracy, or for * The coasting service is divided into two classes, the " Grand Cabotage," which includes all foreign ports in Europe and the Medilerranean ; the "Petit Cabotage," mdiides all the ports in Fiance, except those in the Mediterranean. , , , • r j- i The " Novice" is a dass of seamen that does not exist in England; he is between an oBdi- oary seaman and a boy; his. pay is very small, not exceeding 30f, (11. 4s.) per month. 262 FRANCE. infractions of the slave trade laws, and the produce of prizes made by unautho- rized vessels. The duty levied on captures is as follow : — Two and a-half per cent, on the value of men-of-war taken by men-of-war. One-third of the net produce of privateers, merchant-ships, and cargoes taken by men-of-war. Five per cent, of the net produce of all prizes made by privateers. 8. The dividends of shares in the Bank of France belonging to the institu- tion, about 25,000 francs (lOOOZ.) 9. Dividends in the 5 per cent, funds, amounting to 4,7 48,092 f. 13 c. (189,923Z. 135. 8d.) in 1844, representing a capital of 94,961,842 francs, (3,798,473?. 135. 8d.) 10. The excess on the value of muster-rolls delivered to trading-vessels by the Maritime Administration, 11. The duty of 15 per cent, on prohibited goods, proceeding from salvages, and admitted for consumption, 12. One per cent, on the amount of drafts drawn by the treasurers of the Invalides, for money paid in by seamen. This amounts to about 20,000 francs per annum (800/.) 13. The proceeds of all fines inflicted by the tribunals in all matters con- cerning the police of navigation. 14. And lastly. Divers receipts, among others the sum of 6000 francs per annum (230Z,), for the rent of a house belonging to the institution. Seamen who have seen twenty-five years of mixed service, that is, partly in the Royal Navy and partly in the Merchant Service, at the age of forty are en- titled to a pension or half-pay. This pension or half-pay is regulated in the following manner according to the Law of the 13th May, 1791 : — Seamen of the 1 st and 2nd class, that is, receiving in the Royal Navy 36 francs {11. 8s. 9d.), and 33 francs {11. 6s. 5d.), 10 francs per month (85.) Seamen of the 3rd class, receiving in the Royal Navy 24 francs (195. 2d.), 8 francs per month (65. 5d.) When these men reach the age of sixty, they are allowed an additional pay of 6 fr. (4s. 9d.) per month. According to the terms of the Ordinance of the 10th May, 1841, pensions are granted to captains employed in the transatlantic trade (capitaines au long- cours) having attained the age of fifty, with 25 years of service, during which period 6 years in command, 31 fr, 25 c, (II. 5s.) per month. Not having commanded, 22 fr. 50 c. (I85.) per month. In each case after the age of sixty they receive an additional pay of 9 fr. (7s. 2d.) per month. The masters of coasting-vessels are also entitled to a pension as follows : When at the age of fifty with 25 years' service, out of which 12 in command, 22 fr, 50 c, (18s,) per month. Not having commanded, 18 fr, (14s. 6d.) per month. In the first case, after the age of sixty, an additional pay of 9 fr. (75, 2d.) per month. In the second, 6 fr, (45, 6d.) per month. The period of service in the lesser fisheries (river and coast) is only reckoned at three-fourths m the computation of service (Ordinance of the King, June 29, 1838); but it reckons as a whole for those sailors who have served six years in the Royal Navy, or for those who having been taken prisoners on board a King's ship or a privateer, have remained six years prisoners, (Royal Ordi- nance, October 9, 1837,) Widows, forty years of age, are entitled to half the pension of their hus- bands, or sooner, if they have children to support. Orphans have a right to the one-third of the pension up to the age of fourteen. (Royal Ordinance, May 13, 1791.) Seamen and captains having twenty-five years of mixed service, and who die at sea before the age of fifty, leave their widows, and orphans under the age of fourteen, claims to their pension or half-pay. Those sailors who have not fulfilled the requisite engagements, and are not entitled to half-pay or pension, receive temporary relief on the representa- tion of the conmiissaries of the maritime inscription. This relief may be FRANCE. 26a granted every two or three years, but it is of little importance. Widows and orphans may in like manner be relieved. Although a seaman may not have attained twenty-five years of service, he may become entitled to a pension, &c., fixed by the Law of April 18, 1831, in cases of wounds or severe illness, while in active service in the Ifavy, and on special semce. With a few exceptions, pensioned seamen are not entitled to receive their pension, if employed in any lucrative situation under the Government. The pensions granted to seamen are very small, and wholly insufiicient ; and the conditions required are so stringent, that very few men succeed in obtaining them. There is no doubt that the Caisse des Invalides de la Marine, with the great resources at its disposal, might easily improve the condition of the meritorious seaman, by increasing the rewards held out by it. However, on the whole, this institution is highly useful, though still capable of great improvement. The Government has on many occasions endeavoured to possess itself of the resources of this establishment, and to merge its service in that of the Treasury ; but the. Maritime Administration has as often successfully opposed these encroachments, which, had they succeeded, would have proved fatal to the institution. Bordeaux, June 19, 1847. (Signed) T. B. G. SCOTT. Inclosure 2 in !N"o. 109. Memorandum on the Merchant Seamen's Service. THE Merchant Seamen's Service in France is divided into two classes : — The "Longcours" (transatlantic trade). The " Cabotage" (coasting trade). Vessels employed in the transatlantic trade are commanded by captains. Those employed in the coasting trade by masters (maitres au cabotage), and sometimes by captains. According to the Eoyal Ordinance of the 7th August, 1825, no man can act as captain or master without having been previously passed as such. In order to become captain or master, certain examinations and conditions are exacted, which are as follow : — To be a French subject, and to have attained the age of twenty-four years. To have been five years at sea, twelve months of which in the Royal K"avy. To have passed an examination in the theory and practice of navigation. This examination consists for " capitaines au longcours," in the practical part, viz., rigging and working ships and boats, and gunnery. The theoretical part — Elementary arithmetic in all its branches. Elementary geometry. Trigonometry. The theory of navigation. The use of instruments and calculations of observations. The examination for coasting-masters consists, for the practical part, in- Rigging working vessels and boats. Soundings. The knowledge of grounds and bottoms. The bearings of the land and reefs, the tides, the currents on the coast of the Ocean and the Mediterranean, of the Channel, and of the seas situated in the circumscription of the great and little coasting- trade. The theorical part of the examination bears on — The use of the compass, maps, and charts. The use of nautical instruments, and the practice of calculation. The candidates for the post of captain or master must be able to write 264 FRAI^CE. legiMy and correctly, and produce a certificate of good conduct from the mayor of their residence, countersigned by the maritime commissary of the district. These examinations are oiul and pubKc, and in general very strict. The practical examination is conducted by a superior officer of the IS-anyy, and the theoretical examination by an examiner chosen by the King, and selected from among the most eminent professors of the hydrographical schools which are established in the different sea-ports to give gratuitous instruction to all seamen above the age of thirteen. Generally speaking, the capitaines au longcours and their officers are much better educated and are more regular in their habits than masters and officers of English merchantmen, and owing to these circumstances their crews^ with whom they do not associate, show much more respect and deference to them, — consequently discipline is better preserved on board French vessels than on English. lifotwithstanding the superiority of the theoretical part of the education of French captains and masters, they are far inferior in the practical part to the' English masters. The superiority of the latter in this respect is particularly remarkable in the quickness with which they acquire the knowledge of coasts^ rivers, and ports, and their boldness in putting to sea in doubtful M^eather. The masters of the coasters are perhaps better practical seamen- than the captains au longcours, for they acquire a certain knowledge of the coasts, rivers, &c. As all vessels under eighty tons are exempted from the obligation of taking a pilot, they naturally rely on their own knowledge for navigating their vessels ; whereas the captains of transatlantic vessels, as soon as the pilot gets on board, are relieved from all responsibility, and consequently never give themselves the trouble of acquiring this knowledge. For some years past the officers of the French Merchant Service employed as mates and second mates, have all passed their examination for captains, and consequently from their greater degree of instruction and respectability, are superior to those of the same grades in the English Merchant Service, and possess a greater degree of influence over the crews. ^ French captains being very often called on to carry on the operations of their vessels, the owners exact from them a knowledge of the laws of their own country as well as of that with which they may trade ; and, in this respect the French captain is far superior to the English one. There is one branch of maritime education most useful, which has been attended to by some of the northern countries, but which is neglected both in France and in England ; this is the knowledge of modern languages. Were this, exacted, great faciUtics to commercial relations would be effected, and many useless expenses and charges would be avoided, which result from the ignorance of language and customs often compromising the individual and the interests he represents. In France the usual habit is to appoint a captain to a, vessel while building;, by which means he may become acquainted with the art of ship-building. The mates being specially charged, under their own responsibility, with the fitting out, loading, unloading and dismantling the vessel^ they naturally acquire the knowledge requisite for these important operations. Il^fotwithstanding the incontestable superiority of the French captain and master over the English one, in point of manners and theoretical and com- mercial acquirements, the latter are for the most part more active, daring and better seamen. ' According to the Law of the SrdBrumaire, year lY. (25th October, 1795), every Frenchman who, having attained the age of eighteen, and has. served eighteen months in the Eoyal or Merchant i^avy, or has made two transatlantic voyages, or has been twenty-four months in the coast or river fisheries, may continue the profession of a saUor, and is inscribed in the register of the classes of the maritime district to which he belongs. From this time he is Kable to be called into the service of the ]^avy, according to the wants of the Fleet, up to the age of forty, or under that age, if discharged for wounds or infirmities, or unless he is disrated. At all times, and on giving up the sea, a seaman may be disrated ; but in the event of this taking place before he has served the number of years required of all Frenchmen by the laws of conscription, he is placed at the disposal of the muitary authorities. FRANCE. 265 The period from which the length of service is counted, is from the age of ten years. As all seamen are necessarily rated and helong to the maritime inscription, it follows that all, from the cabin-boy to the capitaine au longcours, hold a rank or station in the Royal Navy. The captain has the rank of ensign (enseigne de vaisseau), and may be called on to serve in that capacity. He then has the same pay and privileges, only he takes the title of auxiliary ensign, and wears the uniform without embroidery. The master is rated as a quarter-master of the 2nd class, or of the 1st class if he has held a command for two years. There are three classes of sailors, and consequently three distinct pays : viz., 24fr. (19s. 2d.), 33fr. (IZ. 6s. 5d.), and 36fr. (IZ. 8s. lO^^.), with an increase of 12c. (lid.) a-day, after seven years' service, and 15c. (i^d.) a-day, after eleven years' service. It is always with reference to the rank or station that he holds in the Royal Navy, that the seaman is entitled to a pension from the Oaisse des Invalides de la Marine. On the departure from, or arrival at, a French port, of a merchant- vessel, the crew is mustered (passe la revue d'armement et de desarmement) before the commissary of classes, who sanctions or refuses the shipping of the men. It is before him that advances and wages are paid. He delivers and signs the muster-roll, of which he keeps a copy, and it must be delivered into his hands on the ship's return, unless she disarms at another port, when the muster-roll is sent to the Commissary of the Maritime Inscription of the port whence she sailed. By this means the trace of the men shipped can always be followed. On the return of a merchant-vessel to a French port the captain is obliged to deliver to the commissary of classes a statement (rapport de mer) of all the events that may have occurred during the voyage. AU complaints and claims are laid before this functionary, and he is empowered to punish faults of seamen by a certain number of days of detention, or by sending them to serve in the Royal Navy out of their turn. The captains are under the control of the Minister of Marine, who, on the representation of the conamissary of classes, can inflict a reprimand or a temporary or definitive suspension, without prejudice to the penalties inflicted by the ordinary laws. The institution of classes is one of great importance, but it might perhaps be more useful to the Merchant Seamen Service, were it not combined with that of the Royal Navy, whose interests are often in direct opposition to those of the Merchant Service. The French sailor enjoys, in common with others, the protection of the French laws at home, but not in the same degree that the English one does,, when away from his country, and when from circumstances he is left in a foreign one. There, the Government has not made that ample provision for its seamen that the EngHsh one has, and consequently it often happens that the French seaman passes from his own into the service of another country. Considering that the French seaman owes his services to the State, it is hard that in case of need he should not meet with that protection and relief to which these com- pulsory services ought to entitle him. This portion of the French service then calls loudly for reform. On the other hand, the French Consuls being invested with extensive powers and attributions, are able to afibrd much more efficient assistance to the Merchant- Service than the Bnghsh Consuls, whose sphere of action is too restricted. The authority of French Consuls extends not only over the seamen but likewise over the captain ; and it has frequently occurred that they have deprived the latter of, and replaced him in his command. The disorderly habits of sailors often render the position of the captain very uncomfortable abroad, and the success of many an undertaking might be defeated were it not for the inter- ference of the Consul, who should be invested with sufficient power to grant protection and also enforce punishment on the delinquents. The British Consuls, as has been before observed, have little or no power accorded to them, and therefore are loth to engage their own responsibility in repressing many abuses, which not only affect that consideration m which the Merchant Service should be held, but also the general interests of commerce. The system of apprenticing does not exist in France, to the great regret of 266 FEAJ^CE. seafaring- men and the enlightened administrators of the Marine; As the French seamen are far less efficient than the English, a greater number of hands are required to man a vessel, aud as the number of classed seamen is small, and not always sufficient to supply the wants of the Royal IsTavy, recourse is had to the recruits who are annually sent by the conscription. These men are designated as apprentices in the Royal Navy; and being landsmen and only compelled to seven years' service, they very rarely make efficient sailors, and at the expiration of their time of service, almost always abandon a sea- faring life. Within the few last years schools have been established by private means in some of the French ports ; among others in that of Bordeaux. They are called "Ecoles des Mousses," and are for the purpose of giving to lads the elementary knowledge requisite for a sailor. They are encouraged by the towns and also, by the G-overnment, but to a limited extent. Though there is little doubt they might become most useful if properly conducted and protected, their results, as regards the Merchant Seamen Service have hitherto been very limited. Bordeaux, June 19, 1847. (Signed) T. B. G. SCOTT. m. 110. Consul Turnbull to Viscount Palmerston. My Lord, Marseilles, June, 29, 1847. IS obedience to the instructions of your Lordship contained in the first paragraph of the printed despatch dated 28th May last, to furnish such infor- mation as I may be able to collect in regard to institutions answering to the Merchant Seamen's Fund in England, I have now the honour of informing your Lordship, that the only institution of that nature with Vi^hich I am acquainted in France is "La Caisse des Invalides de la Marine." This establishment, although under the control and direction of the Grovernment, does not come within the General Budget of the State, but has a separate budget of its own. Its funds, arising from various sources, amount to about 8,300,000 francs a-year (332,000Z.), and out of them are paid all the pensions, allowances, &c., that relate to the Kavy, the Merchant Service, and the civil departments connected therewith. In order to offer to your Lordship a clear view of the sources from which its funds are raised, and the manner in which they are disposed of, I beg to inclose herein a copy of the budget of the Caisse des Invalides for the present year, and of such observations as will, with the budget itself, explain the system on which pensions are granted, and their general amount. This is the only establishment to which the French merchant seaman can look for any permanent provision in his old age, and to attain it from length of service he must have been actually at sea for 25 years, and be 50 years of age. There are a great many laws and ordonnances which regulate the details of the service, but the most essential points wiU be found in the inclosed papers. I have &c (Signed) ' ALEX. TUENBULL. FRAlifCB. 267 Inclosure in Ko. 110. Budget of the " Caisse des Invalides de la Marine. Developpement des Recettes pour I'annee 1847. 1 . Eetenue de 3 centimes par franc sur la solde et accessoires des officiers maims et autres du Departement de la Marine et des Colonies _ _ _ - Retenue de 5 centimes par franc et autres retenues specialement applicables au personnel des Bureaux de 1' Administration Centrale _ _ _ _ Retenue de 5 pour cent sur les appointemens de la division des Invalides, et produit des autres retenues speciales qui s'appHquent au personnel des bureaux de cette division comme aux Bureaux du Ministere, ci _ _ _ -F. 3,916 Retenue de 3 pour cent (comme dans le service general) sur les appointe- mens et les taxations du Trfesorier-General des Invalides, et sur la partie de ses frais de bureau consideree comme depense du personnel ; ensemble sur les appointemens, indemnites de logement, et taxations des Tresoriers des Invalides dans les ports, ci ______ -F. 5,084 2. Retenues exercees sur la solde des officiers miHtaires ou civils et autres agens de la Marine et des Colonies en conge ______ 3. Retenues sur les salaires des marins employes, soit au commerce soit a la pecbe, et naviguant a salaires fixes ou a la part ______ 4. Solde des deserteurs de la Marine Militaire, et moitie de la solde des deserteurs de la Marine Commerciale _______ 5. Depots provenant de solde, de parts de prises, et de successions de marins, non-reclames pendant deux ans, et verses pour ordre a la Caisse des Invalides - 6. Depots provenant de Naufrages, non-reclames dans I'an. et jour et verses pour ordre a la Caisse des Invalides _______ 7. Droits des Invalides sur les captures faites par les batimens de I'Etat - 8. Dividende des actions de la Banque de France, appartenant a la Caisse des Invalides _________ 9. Rentes 5 pour cent appartenant aux Invalides de la Marine (immobilisees) - 10. Plus valeur des feuilles de roles d' equipage deUvrees aux navires du commerce 11. Recettes diverses _______ Franesv 1,924,730 50,000 9,000 115,000 770,000 25,000 230,000 70,000 40,000 85,000 4,809,239 35,000 108,031 F.8,271,000 Developpement des Depenses pour I'annee 1847. 1. Pensions dites demi-soldes accordees aux marins apres vingt-cinq ans de naviga- tion, tant sur les batimens de I'Etat que sur ceux du commerce, comptant de I'age de dix ans, et a diverses classes d'ouvriers, apres vingt-cinq ans de service effectif dans les ports ou dans les forges et fonderies. Supplement de 6 ou 9 francs par mois pom- blessures, infirmites ou vieillesse. Secours de 2 ou 3 francs par mois aux enfans des demi-soldiers, jusqu'a I'age de dix ans. Secours de 3 francs par mois jusqu'a I'age de huit ans aux enfans des ouvriers domicilies depuis longtemps dans les ports militaires Soit, la depense au ler Janvier, 1847, de - - - 1,950,000 Concessions de I'annee, avecjouissance du ler Janvier, ci - 170,000 Ensemble - - 2,120,000 A deduire pour les extinctions, evaluees pendant toute I'annee a 140,000 francs, et dont moitie environ profitera El I'annee meme, ci - 70,000 Reste - - 2,050,000 2. Pensions d'anciennete et pensions pour blessures dans les divers services du Departement de la Marine et des Colonies, y compris I'entretien de 100 marins a I'Hotel Royal des' Invalides. Pensions de veuves qui se rattachent a cette categoric. Pensions des veuves de demi-soldiers ou de marins et ouyriers decedes en possession de droits a la demi-solde. 2M2 Francs. V2,050,000 268 FRAKCE. Allocations aux peres et meres des marins tues dans les combats. _ ,, , , , Secours annuols et temporaires aux enfans des officiers et des manns decedes avec la pension, ou le droit de robtenii-. Soitladepenseauler Janvier, 1847, de - - - F. 5,290,000 Concessions successives de I'annee, s'elevant en total a 380,000 francs, ^ et dont les resultats imposerent pour I'annee meme une depense d' environ 300,000 Ensemble 5,690,000 A deduire pour les extinctions, evaluees pendant toute I'annee a 360,000 francs, et dont moitie environ profitera a I'annee meme, ci - 180,000 P. 5,410,000 3. Fends annuel de secours ----- 200,000 Subside a I'Hospice de Rocbefort pour douze veuves infirmes et quarante orphelines de marins, de militaires ou d'ouvriers classes, ci - - 6,000 4. Frais d'administration, fi-ais de tresorerie, frais materiels, en tout et poui- les trois services, gens de mer, prises et invalides _ _ - - - 6. Remboursemens sur les anciens depots provenant de solde, parts de prises, &c. 6. Remboursemens sur les anciens depots provenant de naufrages 7. Depenses diverges et remboursemens pour trop pergu _ _ - } Francs. 2,050,000 5,410,000 206,000 325,000 180,000 50,000 50,000 F,8,271,000 Observations sur les Receites. IS'.B. — ^Les numeros correspondent aux numeros de I'Article du Developpement des Recettes. 1. L'origine de cette attribution remonte a I'annee 1673. La retenue etait alors de 6 deniers pom- Hvre, ou 2^ pom- cent. En Fan IX (1801) elle a ete portee a 3^ poiu- cent, ainsi que la retenue afferente a la Marine du Commerce. C'est une ordonnance du Roi du 31 Decembre, 1833, qui a eleve de 3 a 5 centimes par franc, la retenue a exercer sur les appointemens des chefs et employes du Ministere de la Marine. La meme ordonnance attiibue, en outre, a la Caisse des Invalides, savoir — 1°. La retenue du premier mois d'appointement aux employes nouvellement admis. 2°. Celle du premier mois d' augmentation de traitement. 3. Le principe de cette cotisation, etablie dans la vue de faire participer tons les marins au benefice des pensions dites demi-soldes, a ete fonde par I'Edit de Mai 1709, et par celui de Mars 1713 ; il a ete confirme par la loi du 13 Mai, 1791. Quant a la quotite de la retenue, elle est de 3^ pour cent (comme dans la Marine Militaire) siu: les salaires des marins naviguant a tant par mois ou par voyage, et sur les decomptes des marins employes aux pecbes de la baleine et de la morue, dites grandes pecbes. 4. D'apres la legislation maritime, Ibomme qui deserte de son batiment perd la solde qui lui etait due au moment de sa desertion, sans prejudice des autres peines. A l'origine le decompte du deserteur tournait tout entier au profit des marins invalides ; mais a partir de 1791, la loi a disting-ue, en maintenant I'attribution totale du decompte, quand il s'agit des deserteurs des batimens de I'Etat; elle a reserve a I'armateur la moitie de la solde du marin qui deserte d'un navire du commerce, et cela en consideration des frais que peut lui occasionner le rem- placement des deserteurs. 8. La Caisse des Invalides est proprietaire de 609 actions de la Banque de France, achetees de 1827 a 1830. 9. On rappeUe ici que, des I'annee 1713 I'etablissement avait place de premieres economies sur les aides et gabelles de Paris, et que, en 1795 elle possedait l,800,000fr. de rentes 5 pour cent sur le Grand Livre. Depuis lors cette propriete commune des gens de mer s'est accrue : 1°. Par I'effet de I'augmentation de la retenue, qui, de 4 deniers pour Hvre, a ete portee a 3 centimes par franc, tant sur la solde au service que sur les salaires des marins naviguant au com- merce, salaires dont le taux s'est eleve dans une forte proportion ; 2°. Par les retenues sur les prises et par les placemens qui en ont ete les consequences ; 3°. Par divers dons et legs ; et pai- le residu non reclame des produits de bris et naufrages et des depots de solde, parts do prises, &c. Observations sur les Depenses. IT.B. — Les numeros correspondent aux numeros de I'Article du Developpement des Depenses. 1. ON continue de designer ces pensions viageres, sous le titre de demi-soldes, parceque c'est la denomination qu'elles ont regue des l'origine, et a laquelle les hommes de mer sont accoutumes. Au ler Janvier, 1845, le nombre des demi-soldiers etait de 10,077. FRAI^CE, 269 Le taux de ces pensions viag^res (non compris les supplemens pour blessures, infinnites ou vieillesse, non compris aussi les secours pour les enfans en bas kge) varie depuis 8 francs jusqu'a 31 francs 25 cent, par mois, suivant la paie au service de I'Etat, qui sert.de base pour la fixation de la pension. Avec les supplemens et traitemens pour enfans, la moyenne des demi-soldes etait au ler Janvier, 1845, d'environ 190 francs par an. 2. Les pensions fenumerees ci-contre forment, avec ceUes qui sont comprises au chapitre prece- dent, I'ensemble des pensions aceordees en vertu des lois aux agens des divers services de la Marine et des Colonies. Au ler Janvier, 1845, le nombre des pensionnaires compris dans le present chapitre etait de 15,694, dont 1258 seulement ayant des pensions au-dessus de lOOOfr., et 14,436 ayant des pensions de lOOOfr. et au-dessus. La moyenne individuelle de la pension etait de 334fr. environ. 3. D'apres la loi du 13 Mai, 1791, le maximum de ces sortes d'aUocations a ete fixe a 200 francs. L'administration n'outrepasse jamais cette limite : les demandes fondees en titre sont d'aiUeurs si nombreuses, que le maximum n'ost accorde que dans des cas fort raa-es, quelle qu'ait ete I'an- cienne position des pai'ties. En 1844 la distribution a porte sur 3,306 personncs; ce qui donne pour moyenne individuelle le ohiffre de 45 francs. Les secours sont aceordes par decision du Ministi-e, sur la proposition des ports, ou sur le vu de pieces probantes, savoir : 1°. Aux marins qni perdent lem-s filets, leurs effets, &c., dans les naufrages ou autres aceidens de mer : aux families des marins qui peiissent sur les batimens de I'Etat, ou sm- les batimens du commerce. 2°. Aux marins et ouvriers qui sont obliges d'abandonner, avant I'accomplissement de la duree legale, Texercice do leur professien, soit par accident, soit par maladie ou par toute autre cause digne d'iuteret. 3 . Aux veuves et orphelins des officiers, marins et ouvriers qui meirrent sans avoir entierement accompli les conditions voulues par la loi pour leguer droit a pension a leurs families. 4°. Aux anciens pensionnaires aveugles ou mutUes ou tombes dans le denument par des ma- ladies et autres causes, et dont la pension a ete regie sous 1' empire de lois moins favorables que ceUes de 1831. Quant au subside de 6000 francs payable a I'Hospice de Rocliefort pour I'entretien de 12 veuves infirmes et de 40 orpbelines de marins nulitaires ou ouvriers de la Marine, il a ete eonstitue ,par im arrete Consiilaire du 9 Messidor, an IX. (Translation.) Particulars of the Receipts for the year 1847. 1 . Deduction of 3 centimes per franc on the pay and allowances of sea officers and others of the Department of the Marine and the Colonies _ _ _ Deduction of 5 centimes per franc and other deductions specially applicable to individuals of the offices of the Central Administration _ _ _ _ Deduction of 5 per cent, on the appointments of the di\ision of the Invalids, and produce of the other special deductions applicable to individuals of the offices of this division, as well as to the Officers of the Administration, namely - -P. 3,916 Deduction of 3 per cent, (as in the general service) on the appointments and the poundage of the Treasurer- General of the Invalids, and on that part of his office-disbursements which is considered as personal expense ; also on the appointments, compensation for residence, and poundage, of the Treasurers of Invalids in the sea-ports, namely ----- -F. 5,084 2. Deductions made on the pay of military or civil officers and other agents of the Maiine and of the Colonies, on leave of absence — - - - - 3. Deductions on the salaries of sailors employed either in commerce or the fisheries, and sailing on fixed salaries, or with a share of the profits _ — ., - 4. Pay of deserters of the "War Marine, and half the pay of deserters of the Commercial Marine _- — - — --- 5. Deposits arising fi-om pay, from shares of prizes, and from inheritances of sailors, tot claimed during two years, and paid for disposal to the Chest of the Invalids - 6. Deposits arising from shipwrecks, not claimed within a year and a day, and paid for disposal to the Chest of the Invalids _----- 7. Rights of the Invalids on captures made by national vessels - _ - 8. Dividends on stock of the Bank of France, belonging to the Cliest of the mvaUds ---------- 9. Rents 5 per cent, belonging to the Invalids of the Marine (on real property) - 10. Item, value of folios of muster-books' delivered to ships of commerce 11. Various receipts -------- Francs. 1,924,730 50,000 9,000 115,000 770 000 25,000 230,000 70,000 40,000 85,000 4,809,239 35,000 108,031 1,805,090 270 FRAlfCE. Particulars of the Disbursements for the year 1847. 1. Pensions called half-pay granted to sailors after twenty-five years of naval service, whether in national vessels or those of commerce, reckoning from the age of ten, and to different classes of operatives, after twenty-five years' of actual service in the sea- ports or in the forges and foundries ______ Addition of 6 or 9 francs per month for woimds, infirmities, or old age - Assistance of 2 or 3 francs per month to the childi-en of those on half-pay, up to the age of ten _-__----- Assistance of 3 francs per month up to the age of 8 years to the children of operatives long domiciled in the naval stations _ _ _ _ - Viz., expense to the 1st -January, 1847, of _ _ _ 1,950,000 Grants of the year, the 1st January included, namely - - 170,000 Together - - 2,120,000 Deduction for extinctions, valued for all the year at 140,000 francs, and of which about half wiU be available for the current year, namely - - 70,000 Remainder - 2,050,000 2. Pensions for superannuation, and pensions for wounds in the difibrent services of the Department of the Marine and of the Colonies, including the support of 100 sailors at the Royal Hospital of the Invalids __--__ Pensions of widows of this class ______ Pensions of widows of persons on half-pay or of sailors and operatives who die while entitled to half-pay -__----- Allowances to the fathers and mothers of sailors killed in action — - - Assistance, annual and temporary, to the children of officers and sailors who die with the pension, or entitled to it : Viz., Expense to the 1st of January, 1847, of _ - _ - F. 5,290,000 Successive grants of the year, amounting to 380,000 francs, the sum of which for the current year will occasion an expense of about [- - 300,000 Together - _ _ _ 5,590,000 Deduction for extinctions, valued for all the year at 360,000 francs, and of which about half will be available for the current year, namely - 180,000 3. Annual investment for assistance ------ Subsidy to the Hospital of Rochefort for twelve infirm widows and forty orphans of sailors, of soldiers, or of registered operatives, namely - F. 5,410,000 200,000 6,000 4. Expenses of management, expenses of treasurership, expenses of materials, in aU, and for the three services, seamen, prizes and invalids - 5. Repayments on old deposits arising from pay, shares of prizes, &c. 6. Repayments on old deposits arising from shipwrecks - - - 7. Various expenses, and repayments of sums overpaid - - - Francs. 2,050,000 5,410,000 206,000 325,000 180,000 50,000 50,000 |F. 8,271,000 Observations on the Receipts. ^•B. — The numbers correspond to the numbers of the Article of the Particulars of the Receipts. 1. The origin of this grant is as old as the year 1673. The deduction was then 6 deniers per livre, or 2i per cent. In the year IX (1801) it was raised to 3| per cent., as was also the deduction appertaining to the Commercial Marine. It is a royal ordinance of December 31, 1833, which raised from 3 to 5 centimes per franc, the deduction to be made on the appointments of the chief and subordinate offtcers of the Ministry of the Marine. The same ordinance makes a further assignment to the Chest of the Invalids, namely — 1. The deduction of the first month's pay of persons newly admitted to an employment. 2. That of the first month of increase of stipend. 3. The principle of this assessment, established with the view of giving sailors of every class a PRAJ^CE. 271 ■share in the benefit of the pensions called half-pay, was foimded by the edict of May 1709, and by that of March 1813 ; it was confirmed by the law of May 13, 1791. With respect to the rate of the deduction, it is 31 per cent, (as in the War Marine) on the salaries of seamen sailing at so much a month or a voyage, and on the abatements of seamen employed on the whale and cod fisheries, called great fisheries. 4. By the marine law, the man who deserts fi-om his ship loses the pay which was due to hitn at the time of his desertion ; the other punishments remaining the same. Originally the deserter's loss went wholly to the profit of the invalid sailors; but siace 1791 the law has made a distinction : preserving the right of disposal of the sum forfeited, in the case of deserters from national ships ; allowing the owner to retain half the pay of the sailor who deserts fi-om a merchant-ship, and this on account of the expenses to which he may be subjected ia obtaining substitutes for the deserters. 8. The Chest of the Invalids possesses 609 portions of stock of the Bank of France, purchased 1827-1830. 9. It may here be mentioned that, since the year 1713, the institution held securities on the chapels and salt stores of Paris ; and that in 1795 it had 1,800,000 francs rents 6 per cent, in the Great Book. Subsequently this common property of seafaring men has accrued : — . 1. By augmentation] of the deduction which, from 4 deniers per livre has been raised to 3 centimes per franc, both on the pay of the service and on the salaries of merchant seamen, salaries of which the rate has risen in a high degree. 2. By the deductions on prizes, and by the consequent investments. 3. By various donations and legacies, and by the unclaimed residue of the proceeds of fragments of ships and wrecks, and of deposits of pay, shares of prizes, &c. Observations on the Disbursements. N.B. — The numbers correspond to the numbers of the Article of the Particulars of the Disbursements. 1. It is still usual to designate these life pensions by the title of half-pay, because it is the term which they originally received, and to which seafaring men are accustomed. On January 1, 1845, the number of persons receiving half-pay was 10,077. The rate of these life pensions (exclusive of the additions for wounds, infirmities, or old age, exclusive also of the assistance for young children) varies from 8 francs to 31 francs 25 centimes per month, according to the pay on public service, which serves as a basis for determining the pension. With the additions, and allowances for children, the average of half-pay on January 1, 1845, was about 190 francs per annum. 2. The pensions here enumerated constitute, with those comprised under the preceding head, every description of pensions granted by law to the members of the various services of the marine and of the colonies. On January 1, 1845, the number of pensioners included under the present head was 15,694, only 1258 of them receiving pensions above 1000 francs, and 14,436 receiving pensions of 1000 francs or less. The average of the pension to each iadividual was about 334 francs. ' _ 3. According to the law of May 13, 1791, the maximmn of this description of allowances was fixed at 200 fi-ancs. The administration never exceeds this Hmit: the claims founded on title are, moreover, so numerous, that the maximum is not granted, except in very rare instances, whatever may have been the former position of the parties. In 1844 the distribution extended to 3,306 persons, which gives for the average to each individual the figure of 45 francs. The assistance is granted by decision of the Minister on the recommendation of the seaports, or on the exhibition of authentic documents, namely, — 1. To sailors who lose their nets, their efiects, &c., in shipwrecks and other accidents of the sea ; to the families of sailors lost in national or commercial ships. 2. To sailors and operatives who are compelled to abandon, before the completion of the legal period, the exercise of their profession, whether by accident, by iU health, or by any other cause deserving consideration. 3. To the widows and orphans of officers, sailors, and operatives who die without having entirely fulfilled the conditions designed by the law, in order to bequeath to their families a title to a pension. 4. To aged pensioners, blind or mutilated, or destitute through sickness or other causes, and whose pension was regulated under the empire by laws less favourable than those of 1831. As to the subsidy of 6000 francs, payable to the hospital of Kochefort, for the maintenance of 12 infirm widows, and of 40 orphans of sailors of ships-of-war, or operatives of the marine, it was appointed by a Consular Kesolution of the 9 Messidor, year IX. 270 FRAl^CE. Particulars of the Disbursements for the year 1847. 1. Pensions caUed half-pay granted to sailors after ttt^enty-five years of naval service, whether in national vessels or those of commerce, reckoning from the age ol ten, and to different classes of operatives, after twenty-five years' of actual service in the sea- ports or in the forges and foundries - ~ „ . 7 ,, Addition of 6 or 9 francs per month for wounds, infirmities, or old age - - Assistance of 2 or 3 francs per month to the children of those on half-pay, up to the age of ten — — — ~ ~ ~ ~iii_-ij e Assistance of 3 francs per month up to the age of 8 years to the childi-en ot operatives long domiciled in the naval stations - - - Viz., expense to the 1st January, 1847, of - - - Grants of the year, the 1st January included, namely - Together - - 2,120,000 Deduction for extinctions, valued for all the year at 140,000 francs, and of which about half wiU be available for the current year, namely - - 70,UU0 1,950,000 170,000 Remainder — 2,050,000 2. Pensions for superannuation, and pensions for wounds in the difierent services of the Department of the Marine and of the Colonies, including the support of 100 sailors at the Royal Hospital of the Invalids ------ Pensions of ■svidows of this class - - ~ ~ ■ ~ -l j~ Pensions of widows of persons on half-pay or of sailors and operatives who die while entitled to half-pay - - - --." ~ ~ Allowances to the fathers and mothers of sailors killed in action - _ - Assistance, annual and temporary, to the children of officers and sailors who die with the pension, or entitled to it : Viz., Expense to the 1st of January, 1847, of - - - - F. 5,290,000 Successive gi-ants of the j-ear, amounting to 380,000 francs, the sum of which for the cm-rent year will occasion an expense of about [- - 300,000 Together 5,590,000 Deduction for extinctions, valued for aU the year at 360,000 francs, and of which about half will be available for the current year, namely - 180,000 3. Annual investment for assistance ------ Subsidy to the Hospital of Rochefort for twelve infirm widows and forty orphans of sailors, of soldiers, or of registered operatives, namely - F. 5,410,000 200,000 6,000 4. Expenses of management, expenses of treasurership, expenses of materials, in all, and for the three services, seamen, prizes and invalids - 5. Repayments on old deposits arising from pay, shares of prizes, &c. 6. Repayments on old deposits arising from shipvrrecks - - - 7. Various expenses, and repayments of sums overpaid - - - Francs. 2,050,000 5,410,000 206,000 325,000 180,000 50,000 50,000 F. 8,271,000 Observations on the Receipts. InT.B. — The numbers correspond to the numbers of the Article of the Particulars of the Receipts. 1. The origin of this grant is as old as the year 1673. The deduction was then 6 deniers per livre, or 2| per cent. In the year IX (1801) it was raised to 3| per cent., as was also the deduction appertaining to the Commercial Marine. It is a royal ordinance of December 31, 1833, which raised from 3 to 5 centimes per franc, the deduction to be made on the appointments of the chief and subordinate officers of the Miaistry of the Marine. The same ordinance makes a further assignment to the Chest of the Invalids, namely — 1. The deduction of the first month's pay of persons newly admitted to an employment. 2. That of the first month of increase of stipend. 3. The principle of this assessment, established with the view of giving sailors of every class a FRAJirCE. 271 •share in the benefit of the pensions called half-pay, was founded by the edict of May 1709, and by that of March 1813 ; it was confirmed by the law of May 13, 1791. With respect to the rate of the deduction, it is 3^ per cent, (as in the War Marine) on the salaries of seamen sailing at so much a month or a voyage, and on the abatements of seamen employed on the whale and cod fisheries, called great fisheries. 4. By the marine law, the man who deserts fi:om his ship loses the pay which was due to him at the time of his desertion ; the other punishments remaining the same. Originally the deserter's loss went wholly to the profit of the invalid sailors; but since 1791 the law has made a distinction : preserving the right of disposal of the sum forfeited, in the case of deserters from national ships ; allowing the owner to retain half the pay of the sailor who deserts fi:om a merchant-ship, and this on account of the expenses to which he may be subjected in obtainiag substitutes for the deserters. 8. The Chest of tbe Invalids possesses 609 portions of stock of the Bank of France, purchased 1827-1830. 9. It may here be mentioned that, since the year 1713, the institution held securities on the chapels and salt stores of Paris ; and that in 1795 it had 1,800,000 francs rents 5 per cent, in the Great Book. Subsequently this common property of seafaring men has accrued : — . 1. By augmentation] of the deduction which, fi'om 4 deniers per livre has been raised to 3 centimes per franc, both on the pay of the service and on the salaries of merchant seamen, salaries of which the rate has risen in a high degree. 2. By the deductions on prizes, and by the consequent investments. 3. By various donations and legacies, and by the unclaimed residue of the proceeds of fragments of ships and wrecks, and of deposits of pay, shares of prizes, &c. Observations on the Disbursements. N.B. — The numbers correspond to the numbers of the Article of the Particulars of the Disbursements. 1 . It is still usual to designate these life pensions by the title of half-pay, because it is the term which they originally received, and to which seafaring men are accustomed. On January 1, 1845, the number of persons receiving half-pay was 10,077. The rate of these life pensions (exclusive of the additions for wounds, infirmities, or old age, exclusive also of the assistance for young children) varies from 8 francs to 31 francs 25 centimes per month, according to the pay on public service, which serves as a basis for determining the pension. With the additions, and allowances for children, the average of half-pay on January 1, 1845, was about 190 francs per annum. 2. The pensions here enumerated constitute, with those comprised under the preceding head, every description of pensions granted by law to the members of the various services of the marine and of the colonies. On January 1, 1845, the number of pensioners included under the present head was 15,694, only 1258 of them receiving pensions above 1000 francs, and 14,436 receiving pensions of 1000 francs or less. The average of the pension to each individual was about 334 francs. 3. According to the law of May 13, 1791, the maximum of this description of allowances was fixed at 200 fi-ancs. The administration never exceeds this limit : the claims founded on title are, moreover, so numerous, that the maximum is not granted, except in very rare instances, whatever may have been the foi-mer position of the parties. In 1844 the distribution extended to 3,306 persons, which gives for the average to each individual the figure of 45 francs. The assistance is granted by decision of the Minister on the recommendation of the seaports, or on the exhibition of authentic documents, namely, — 1. To sailors who lose their nets, their efiects, &c., in shipwrecks and other accidents of the sea ; to the families of sailors lost in national or commercial ships. 2. To sailors and operatives who are compelled to abandon, before the completion of the legal period, the exercise of their profession, whether by accident, by iU health, or by any other cause deserving consideration. 3. To the widows and orphans of officers, sailors, and operatives who die without having entirely fulfilled the conditions designed by the law, in order to bequeath to their families a title to a pension. , , . , , •. 4. To aged pensioners, bHnd or mutilated, or destitute through sickness or other causes, and whose pension was regulated under the empire by laws less favourable than those of 1831. As to the subsidy of 6000 francs, payable to the hospital of Eochefort, for the maintenance of 12 infirm widows, and of 40 orphans of sailors of ships-of-war, or operatives of the marine, it was appointed by a Consular Kesolution of the 9 Messidor, year IX. 274 FRAIJ^CE. * * * apprentice on board of the * * * deposed on oath as follows : — About 12 o'clock a.m. of the 14th August, the captain being at the helm, the ship ran into the quarter of a Greek vessel and took the iron off his boom and almost took an anchor from the bows; before he could be advised to put the ship about, he was very nigh on shore. Afterwards ordered to go to dinner. When the disturbance took place I went to relieve the mate at the helm ; the mate went down and the captain said " There is no dinner here for you ;" and after a good many words I left the wheel to see the disturbance, and I saw the mate standing in the steerage, bleeding in his hand, and the master standing before him at the door, with a bayonet in his hand, swearing that he would knock his head through the bullihead. It was agreed upon to run the ship back to Marseilles. And I further declare that the captain was intoxicated at the time. (Signed) * * * Marseilles, August 16, 1847. * * * seventeen years old, apprentice on board of the * * * deposed on oath as follows : — About 11 A.M. of the 14th August, I came into the cabin. The master asked me if the dinner was ready ; I told him I would go and see ; and saying that it was not ready, the master told me to fetch it as it was, and not being cooked I was sent back with it. When it was ready I fetched it down for the carpenter and mate. On going down, the master said sharply to me, "Wbo is there ;" and he threw a quadrant-box with a quadrant at me, but did not touch me. The carpenter came down for his dinner, and I was in the steerage. I heard several rash M^ords between the master and the carpenter. I went into the cabin to take the plates off the table, and I heard the master say to the carpenter, "I have arms here," and he stooped down to pick up the pistol which the carpenter had hid away ; not finding the pistol, he took a knife and drew it close to the carpenter's throat; he flinched back and it did not touch him; the carpenter went upon deck, and the mate came down for his dinner. The naaster told him to go on deck; he refused, saying that he would have his dmner. The master went into the cabin for a bayonet, and seeing him with the bayonet I was frightened, and ran aft. The master was intoxicated at the tmae. (Signed) * * « Marseilles, August 16, 1847. 275 SPAIN. No. U2. Consul Clark to Mr. Bidwell. Sir, Bilboa, September 11, 1847. I HAVE the honour to acknowledge the receipt of your despatch dated the 28th May, and I beg to inform you that captains for the American Une must he examined in Ferrol by persons named by the Government. Captains for" Europe and coastwise are not compelled to pass any examination, but never- theless most of them do so, and in general they receive a good education. It would be much better if all captains engaged in foreign trade should have to pass an examination before being allowed to take charge of vessels, as although there are a great many clever men, many are almost perfectly ignorant of every thing relating to the material management of a vessel. Most of the captains in the Spanish service, of vessels beyond 100 tons, are exceedingly steady and attentive to the merchant's interests, and quite capable of representing the owner of his cargo in any part of the world. Formerly seamen could be examined in different parts of Spain for their certificates as mates, but in conse- quence of representation made to the Spanish Government of the enormous extent to which bribery was carried on with the examiners, it was determined only to allow certificates to be given in Ferrol. I have, &c. (Signed) JOHN *CLARK. No. 113. Consul Baker to Viscount Palmerston. My Lord, Corunna, August 5, 1847. I HAVE the honour to acknowledge the receipt of the despatch from the Foreign Office of the 28th of May last with its inclosure, directing me to furnish such information as I may be able to collect in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England, and also to forward such additional information relative to the general subject of the Commercial Marine, as may be suggested to me after the perusal of the inclosure referred to. In Spain there exists no institution in any way assimilating to the Merchant Seamen's Fund in Great Britain, there being no provision for disabled or decayed Spanish merchant seamen. All Spanish seamen are compelled by law to present themselves for registration before the chief of the Marine Depart- ment at the place of their residence, and are hable whenever called upon to be enrolled into the National Marine. No person is eligible to serve in any capacity on board of a Spanish mercTiant-vessel who has not previously obtained a certificate of enrolment ; nor can he follow the occupation of either fisherman, boatman, or any service connected with the Marine, without this indispensable document, and which, when not called upon to serve in Government vessels, 2N2 276 SPAIN. afFords him the exclusive privilege of engaging in such employments, and like- wise exonerates him from all obligation of miUtary duty. With respect to the letter from Mr. Murray, referred to by the Board of Trade, I had great pleasure in furnishing that gentleman, in 1843*, with such information respecting the Commercial Marine of Great Britain, as my official residence at that time in Riga afforded me a good_ opportunity of obtaining. My present position in Corunna, where so few British vessels enter, does not enable we to add anything further upon that subject which it is of importance to make known. I have, &c. (Signed) JAMES BAKER. No. 114. Consul Brackenbury to Viscount Pahnerston, My Lord, Cadiz, July 14, 1847. IN acknowledging Mr. Bidwell's communication of the 28th of May last, inclosing me copy of a letter from the Board of Trade, stating that a Commis- sion is about to be appointed by the Crown to examine and inquire into certain matters relating to the Commercial Marine of Great Britain, and instructing me to furnish such information upon this subject as I may be able to collect, I have the honour to acquaint your Lordship that there is no institution in this city answering to the Merchant Seamen's Fund in Enj^land, for the relief or encou- ragement of Spanish seamen. I have, &c. (Signed) J. M. BRACKENBURY, Jun. No. 115. Consul Mark to Viscount Palmerston. My Lord, Malaga, July 31, 1847. I HAD the honour to receive in due course Foreign Office despatch of the 28th of May last, with its inclosure, announcing that an inquiry is about to be made by the Crown into certain matters connected with the Commercial jSIarine of Great Britain, and instructing me to furnish such information as I may be able to collect with regard to foreign institutions analogous to the Merchant Seamen's Fund in England. Conceiving this instruction to refer more particularly to the institutions of the above nature which may exist in the country of my residence, I have the honour to report thereupon as follows. In the present state of prostration of the Military and Mercantile Marine of Spain, which has followed the loss of her South American colonies, and the long series of foreign and intestine wars in whiclishe has been engaged since the close of the past century, that no protective institutions should exist in the Peninsula for the relief of infirm and indigent Spanish seamen, will not be a matter of surprise to those acquainted with the impoverished resources and unvarying system of misrule prevailing in this unhappy country for a number of years past. Even in her days of afHuence and power, when Spain possessed one of the finest naval armaments in Europe, her institutions for the succour of distressed and disabled seamen belonging to her Military Marine were of an exceedingly limited and imperfect character. Small pensions were assigned to this class of seamen, which were never punctually discharged; and in the present day such claimants share the fate of all the other retired dependents on the State, rarely or never receiving a month's pay. There never existed in Spain any Government Fund or Asylum for the benefit of seamen employed in the Merchant Service, nor is any deduction made * Part I, page 8. SPAIN. 277 from their wages for such purpose: and indeed these individuals may be said to be entirely abandoned to their own resources. The Spanish Marine Ordinances, however, prdfess to encourage and foment the establishment of what are termed "Gremios de Mareantes," or Mariners' Guilds, at the principal ports. These guilds are a species of privileged corporation of seafaring people, in whom is vested the exclusive right of con- ducting all operations of lighterage and labour in the lading and discharge of the cargoes, and the ballasting and unballasting of merchant-vessels, national and foreign, within the limits of the jurisdiction of the captain of the port.. They have also the right of supplying anchors, cables, hawsers, and launches for the succour of ships in distress ; and the services rendered by them in any of these capacities are paid in conformity with tariffs, which vary according to the local circumstances of each port. The fund thus raised is administered by a director and other officers chosen from amongst the members of the society, and the surplus is applied to the succour of sick, infirm, and indigent seamen matriculated within the Marine district where the guild is established. The species of relief most generally afforded consists in medicines, medical attend- ance, and nourishment supplied to the sick, and the funeral expenses of deceased mariners ; pensions, too, are sometimes assigned to the widows of the latter. The lighters, launches, cables, and other utensils used by these corpo- rations, as well as all their operations, are placed under the immediate inspection and superintendence of the captain of the port, who is enjoined to see that the former be kept in proper repair, and that the proceedings of the guild b& regulated with equity and order ; he is furthermore authorized to preside at and exercise a certain degree of intervention in their deliberate meetings. One of these guilds, which are the only institutions in this country in anywise analogous to the English Merchant Seamen's Fund, was established at Malaga at a remote period, but it had ceased to exist long before my consulship or that of my predecessor ; I am therefore unable to report on its observation, or the causes which led to its falling into disuse. The Mariners' Guild at Carthagena is, I understand, in a tolerably flourishing state, which is also said to be the case with a few of these societies at others of the principal ports of the Peninsula, though in all places where they exist they are viewed with a decided feeling of jealousy and dislike by the mercantile community, who look upon the monopoly as undue interference with their just rights to employ such persons as they think proper in the lading and unlading of their merchandize, and providing for the safety of their shipping. It will not probably be irrelevant here to mention that there are two colleges in Spain for the instruction of youth in nautical science, one situated at Seville, and the other at Malaga. The "Nautical College of San Telmo " in this city, was founded by King Charles III in 1787, and endowed by that Monarch with the conventual buildings previously occupied by the suppressed Order of Jesuits, together with a grant of 2,500/. per annum for the gratuitous nautical education of one hundred orphan pupils of from eight to fourteen years of age, with a preference in favour of the sons of deceased naval and military officers. This college was originally organized upon a most liberal scale, and its rental was further increased by the munificent donation of a late bishop of this diocese. In the year 1790, in addition to the one hundred resident pupils fixed by its charter, the institution further encharged itself with the instruction of forty extern students ; but since that period it has unfortunately suffered the fate of all other pubHc establishments in the kingdom: the royal grant has been gradually reduced to the nominal annual sum of 1 560/., which has not been paid since the year 1835; and this useful institution would have long ceased to exist, were it not for the private bequest of the deceased bishop, by which it is with ■difficulty enabled to admit and provide for the general and professional instruction of a limited number of youths, reduced in the present day to forty. I have, ,&c. (Signed) WM. PENROSE MARK. 276 SPAIN, No. 116. Consul Mark to Viscount Palmerston. My Lord, Malaga, July 31, 1847. I AM honoured with your Lordship's instructions communicated to me in Foreign Office despatch of the 28th of May last, calling my attention to the copy of a letter respecting the Commercial Marine of Great Britain, addressed by Mr. Murray to Viscount Canning, therein inclosed, and requesting me to furnish such information on the subject as might suggest itself to me on a perusal of the said letter. In compliance with your Lordship's commands, I have the honour to state that my attention has been constantly directed to this interesting and important subject, aided by the experience acquired in the course of my official duties, which bring me into continual contact with the masters and crews of from 1 50 to 200 sail of British shipping annually trading to this port ; and the result of my close observation of the working of our present system of legislation con* cerning the Commercial Marine induces me fully to coincide with the judicious views entertained by Mr. Murray, and detailed in his able letter of the 1st of January, 1844. It is true that, since the date of the letter just referred to, a valuable mea- sure of reform has been introduced into one of the branches of the legislation by which the shipping interests of the country are governed. I allude to the Act of the 7th & 8th of Victorise, cap. 112, commonly called the Amended Merchant Seamen's Act. This enactment has certainly been found beneficial in many respects, amongst which may be cited the clauses conferring on the British authorities at home and abroad an increased degree of control over seafaring people, declaring offences committed on the high seas and at foreign ports to be comprehended within the jurisdiction of the Admiralty of England, and requiring that the class and quantity of provisions to be served out to the crew should be stipulated and specified in the articles of agreement of each vessel. However, I would respectfully venture to submit that there still appears to me to exist a number of defects in the general organization of the system, which it would be highly advisable to correct ; and in pointing out these defects, such as they occur to me, I take the liberty of premising my sugges- tions with the remark that they are chiefly founded on the circumstances of the British shipping trade with this port, which is conducted in a class of vessels varying from 50 to 150 tons burthen, many of them employed during a part of the year in the coasting trade at home, and the greater number navigated upon an extremely economical scale. Indeed, the more respectable and enlightened class of shipmasters have frequently expressed to me their anxious desire to see an extensive and wholesome reform introduced into the system of our Mercantile Marine, which would have the beneficial eflfect of enobling a profession of the utmost utility and importance, at present unfortunately shorn of a part of its respectability, in consequence of the ignorance and incapacity of a considerable number of its members. It strikes me that the first and principal evil of our system consists in the absence of a special course of nautical and other appropriate studies for persons aspiring, to the command of merchant-vessels. Great Britain is probably the only European nation where the masters of merchantmen are not obliged to possess certain qualifications before they are per- mitted to undertake such employment. In Spain both masters and mates are required to qualify themselves for their appointments, and are classified ac- cording to their eligibility to serve in certain capacities. The first requisite is to pursue a regular course of professional studies at one of the naval colleges or nautical schools established in various parts of the kingdom ; then, after having performed two voyages to America, they must undergo a formal examination at any of the three chief naval departments of the country (Ferrol, Cadiz, and Carthagena), and if found adequately skilled in the practice and theory of navi- gation, they are furnished with the diploma of third mates ; three more voyages of tte nature above specified qualify them as second mates, and these officers are competent to take the command of merchant-vessels engaged in long foreign voyages to Asia and America. Mates of the third class are usually appointed SPAIN. 27a to vessels trading to foreign ports in Europe, and sometimes to those engaged in the coasting trade. A similar and still more approved principle prevails in the French Mer' cantile Marine. No person in that service can obtain the command of a merchantman without being twenty-five years of age, having been during five years at sea, one of which must have been served in the Navy, and having passed a formal examination on the practice and theory of navigation. Masters are divided into various classes, according to the description of foreign or coastino; trade in which the vessels are employed. When it is considered that a vast amount of property, and even the lives of a large number of one of the most useful classes of Her Majesty's subjects, are confided to the charge of British shipmasters, it will not appear unreasonable to require that these officers should prove, in a satisfactory manner, their profes- sional skill and competence to fulfil the duties of their appointment, so as not unnecessary to expose to the dangers of the wild element on which their lot is cast, the lives and property committed to their care. It is very generally believed that to a want of due precaution in ascertaining the fitness of the indi- viduals appointed to command British vessels may be ascribed the frequency of shipwrecks and other disasters, which are not found to occur in the same pro- portion amongst the vessels of other countries where masters and mates, are obliged to qualify themselves for their posts. I may here mention a case which corroborates my view of this matter. About two years since, a small British schooner, navigated with a crew of five individuals, having sailed from Gibraltar with a cargo bound for this port, with a favourable wind, actually passed the port unknowingly on the morning following, and made further way to the eastward until the breeze died away to a calm. Entirely ignorant of the position of his vessel, the master sent the mate and two of the seamen in the boat to make some inquiries of a fishing- craft which appeared in the distance, the vessel in the meantime remaining with only the master and another hand on board. Shortly after the boat had left the schooner's side, the wind rapidly freshened, and the consequence was, that the vessel drove ashore on a reef of rocks to the eastward of Motril and soon became a total wreck, and the boat's crew narrowly escaped a watery grave, having with the utmost difficulty reached the village Nerja on the afternoon of the next day, where they were received and succoured by the authorities. This case speaks for itself, and requires no further comment. Masters when not scientifically and morally qualified for their appoint- ments, occasion serious mischief to the interests of our Commercial Marine in many respects ; in the first place, by the exposure of the lives and property on board their vessels to injury and destruction, through ignorance of their duty, as already pointed out ; again, they are required to keep on board and instruct a certain number of apprentices, in proportion to the tonnage of the vessel, and in cases where the masters themselves are unacquainted with their business, and perhaps disorderly in their conduct, they will naturally be very unfit for the training of the youth placed under their care. The moral qualifications of masters, too, should not be neglected, being a matter of great importance in preserving order, regularity, and disciphne on ship-board. I have unfortunately had on many occasions to expostulate with masters for drunkenness and other misconduct, which I regret to state is but too prevalent amongst those commanding small vessels of the class trading to this port. When the conduct of the masters is irregular and reprehensible, the force of the bad example shown them by their chief will have a pernicious effect on the crew ; his intemperance furnishing a species of excuse to the men for indulging in similar excesses ; hence originate a want of respect for their supe- rior officers ; insubordination, desertion, disturbances, riots, mutiny, and other more disastrous consequences ; the business of the ship is neglected, and the owners of the vessel and cargo suffer the prejudices arising:" rom these dis- graceful proceedings, which might have been obviated, were the moral capacity of a master considered as one of the requisites for his appointment. The most unpleasant and not the least onerous part of a Consul's duty consists in attending to the complaints daily brought under his notice by masters in foreign ports; and these endless bickerings are too commonly attributable to the inaptitude or injudicious behaviour of these individuals them- 280 SPAIN. selves towards their crews ; indeed I often find myself placed in a most disagreeable position in deciding on the merits of these complaints, when, as it by no means unfrequently happens, on a due investigation of the cause of grievance, the seamen prove to be the really aggrieved parties ; in such cases, were I to express to them this conviction, it would only have the effect of injuring still further the authority of the master, already seriously depreciated in consequence of his own imprudence. On the other hand, I have not failed to notice the order, discipline, and good conduct which prevail among seamen placed under the command of masters of a different stamp. The picture is the reverse of the one I have been just describing. The master possessing the degree of education suited to his station ; skilled in the practice and theory of navigation, seamanship, stowage of cargoes, and the general duties of ship-board ; acquainted with the rudiments of commercial information, exchanges, and maritime usage ; and lastly, endowed with the moral character so necessary to enable him to com- mand his subordinates with moderation and discretion, avoiding the extremes of unjust severity or undue familiarity. Under such masters, and I have known a few at Malaga, I venture with deference to submit, that the sacrifice of life and property through shipwreck would be sensibly diminished, and the character of our Commercial Marine elevated to its proper standard ; while, as at present constituted, I regret to assert that the British shipping engaged in the trade of this port, contrasts (in the light of respectabihty) most unfavourably with that of all other European nations. In the foregoing observations I have attempted to elucidate my opinion that there exists an evident necessity for the adoption of the principle in opera- tion on the Continent, requiring masters and mates to qualify themselves for their appointments by previous study of the theory of their profession ; a certain number of voyages or periods of active service, to acquire the necessary practical skill ; the passing a rigorous examination before competent authorities to accredit their efficiency, and obtain the corresponding licence or diploma ; and the possession of a suitable degree of education and moral qualifications to temper their administration with prudence and decorum. I shall now, with your Lordship's permission, proceed to notice a few other points upon which I conceive the legislation affecting British shipmasters to be susceptible of im- provement. The 56th section of the Amended Merchant Seamen's Act empowers Her Majesty's Consuls to demand the production of such of the ship's papers as have reference to that Act or are connected with the " laws relating to navigation," and also to muster the crew, cite the master, and interrogate the parties on any of the matters therein provided. The log-book, muster-roll, agreements, register-tickets, indentures, and assignments of apprentices, and lists of passengers, are specially enumerated ; but no provision is made for the production of manifests of inward and outward cargoes, although the Consul is required by his instructions to furnish periodically statistical returns of the trade within his district. Owing to the peculiar local usage of this port, I am enabled to procure this information, with a greater or lesser degree of accuracy ; at other places, however, even this slight facility may not exist, and I am not aware of any law conceding to Her Majesty's Consuls abroad the power to demand of the masters of British vessels an account of the lading on board. The authority vested in foreign Consuls on this and many other equally important matters, in their relations with the Commercial Marine of their respective countries, is much more extended and better defined. Masters are bound in all instances to appear before the Consul within twenty-four hours after their arrival at a foreign port, and make a circumstantial report of the cargo on board their vessels, and the events which have occurred during the voyage ; they are obliged to apply to the Consul for his intervention and authorization in all proceedings adopted in cases of shipwreck, or average sustained by the vessel or cargo, appointment of surveys, sanction for raising money by bottomry or sale of part of the ship's lading, accrediting the neces- sity for foreign repairs, and certification of the legitimacy of the expenses incurred and measures pursued in these and all other extraordinary cases. In order more clearly to explain the reciprocal duties and obligations sub- sisting between foreign Consuls and shipmasters, according to the legislation of SPAIN. 281 France, Spain, Russia, Prussia, Denmark, and the principal European States, I shall here take the liberty of recording the leading enactments of those nations on the subject. Consuls are bound to take the necessary steps to be promptly advised of the arrival of national vessels at the roads and ports of their districts ; and in case of any contagious or epidemic disease prevailing in the place of their residence, they are required to give immediate advice thereof to the master. Every master arriving at the port of his destination, as soon as he has provided for the safety of his vessel, or at latest within the period of twenty- four hours after his arrival, is under the obligation to present himself before his Consul, and deposit with him aU his sea papers, together with a report com- prising the following particulars : The name, tonnage, port of registry, and number of crew of the vessel, and date of departure ; the name and address of the managing owners, and also of the insurers, if the master be acquainted with this circumstance; particulars of the cargo, stores, and provisions on board, corroborated by the custom-house cockets or clearance issued at the port of lading ; the route or course which he has steered : the intermediate ports at which he may have touched, and the causes which obliged him to do so ; the particular events which may have occurred during the passage ; the actual condition of the vessel, the averages sustained, the sales of cargo or ship's stores, or monies taken up for the use of the vessel, and the purchase of provisions or other necessary objects ; the rocks and shoals which he may have discovered, or the bearings of wliich he may have had occasion to rectify ; the signal-towers, Ught-houses, light-ships, beacons and buoys, the establishment, si^pression or alteration of which may have been noticed by him ; the aban- doned ships or boats which he may have fallen in with, and the etFects pro- ceeding from jettison, wreck, &c., which he may have picked up or perceived floating on the sea; the fleets, squadrons, and cruizers, national or foreign shipping of every description, suspected or otherwise, the privateers or pirates which he may have met with, the ships spoken by him, and the communications made to him by these ; the alterations introduced in the sanitary customs and port regulations at the places at which he may have touched; and finally, every matter which may be interesting to the service of the nation and the prosperity of national commerce. Previously to their departure, the masters are again required to present themselves before their Consul, and make a circumstantial report of their outward cargo ; providing themselves at the same time with a certificate under his hand and seal (the which he is instructed to furnish gratis), testifying their having duly compfied with these necessary formalities on arrival and departure. The Consul is ordered to communicate to the proper department at home all matters of interest contained in the master's reports. When obliged to put into an intermediate port through stress of weather, want of provisions, or other urgent circumstances, the master is merely required to notify the fact to the Consul, acquainting him at the same time with the cause of such arrival. The Consuls are specially authorized to exercise a species of police or magisterial authority over the merchant-vessels of their nation in the roads and ports of their districts, whenever there may be no national vessel of war on the spot, as far as such attributes are reconcileable with the rights of the local authorities, and guiding themselves in accordance with the existing Treaties and Conventions, or the principle of reciprocity. They are to receive the complaints of passengers against masters and seamen, and transmit these complaints to the Naval Department at home. They are also enjoined to observe the general deportment of masters, and communicate to their Govern- ment a report of all cases wherein, through the misconduct, neglect, or igno- rance of these persons, the safety of their crew or the interests of insurers are exposed to risk. In cases where acts of violence, crimes, or offences are com- mitted on shipboard at sea or in port, between two individuals of the same crew, or belonging to different ships of his nation, the Consul is specially in- structed to take exclusive cognizance of the affair, remonstrating against any interference therein on the part of the local authorities (except in cases where, l)y reason of the occurrence, the tranquillity of the port may have been compromised) ; and he is to institute the competent magisterial investigation, transmitting the depositions taken by him, together with the prisoner, to the proper authorities at home, in order that he may be dealt with according to the 282 SPAIN. laws of his nation. When such offences are committed in any other place than on board a national vessel, or even on board, when the injured party is a foreigner, if the culprit be arrested and prosecuted by the authorities of the place, the Consul is required to take proper steps to ensure that the prisoner be treated with humanity, allowed all facility for his defence, and judged with strict impartiality. Whenever, owing to sickness or other causes, there may be a necessity for a change of master at a foreign port, the Consul, at the written request of the consignees or crew of the vessel, and after having made himself fully acquainted with the facts, is authorized to approve or reject tbe request, as shall seem to him just and expedient, notifying his decision to each of the parties interested ; and in cases where a change is thus effected, the Consul is enjoined to pi-ocure by every means in his power, that the individual selected be a person competent to fulfil the duties of the appointment. With regard to this regulation, I shall hereafter cite an instance in which the interest of the owners of a British vessel were jeoparded through the want of a similar power on the part of Her Majesty's Consuls. In all cases of the stranding or wreck of foreign vessels abroad, the master is bound to give prompt advice of the occurrence, with full particulars, to the Consul of his nation, who is enjoined to take immediate measures so that all necessary assistance may be rendered for the salvation and protection of the property. When the master is not provided with a special legal power from the owners of the vessel authorizing him to act in such cases, and the proprietors of the cargo or their duly empowered representatives are not on the spot, the Consul is instructed virtute officii to take charge of the entire property saved, and administer the same for the benefit of all concerned, always bearing in mind to conduct his proceedings with respect to the salvage, in accordance with the treaties existing between the respective countries. He is furthermore required to institute a special investigation into the causes which led to the disaster, in order to ascertain whether it be attributable to any criminal act, premeditated design, or other barratry of the master, with an intent to defraud the insurers, or to the ignorance or neglect of the master and crew; and is desired to communicate such facts to his Government, for the information of the parties interested. With a view to prevent fraud or collision, no surveys held on damaged goods or wrecked property abroad are lawful, unless appointed by the national Consul, who is ordered to use his utmost discretion in selecting the persons most competent for the purpose. Nor can a foreign vessel under any circumstances be condemned us unseaworthy without this indispensable formality. Masters are likewise prohibited from raising funds for repairs or otherwise, by bottomry on the ship or cargo, or by sale of any portion of the latter, without the previous authorization of the Consul of their nation. Spanish shipmasters contravening this regulation are declared " reos de hurto" (guilty of fraud), and in addition to the ordinary punishment inflicted for such offence, they are fur- thermore condemned to make restitution of the amount so taken up. While alluding to Spanish shipmasters I may here briefly mention, en passant, three excellent provisions of their national maritime code. They are strictly prohibited from being absent from their vessels on entering or departing from ports and rivers. They are forbidden to sleep ashore during the voyage unless when absolutely necessary on the service of the ship ; and they are required to be constantly on board with their crew, superintending the lading and stowage of the cargo. The permission of the Consul is equally requisite, when, in consequence of average sustained by a foreign vessel or her cargo, it may be considered neces- sary to discharge the whole or a part of the latter. The necessity for the ship's undergoing foreign repairs must be satisfactorily proved before and certified by the Consul, whose duty it is to exercise an intervention in the expenditure incurred, and to verify the equitable and londfide nature of these disbursements. The foregoing are the principal instructions regulating the mutual duties and obligations established between foreign Consuls and the shipmasters of their respective nations ; and it is a matter worthy of consideration whether many of these regulations might not be appUed with advantage to the Mercantile Marine of Great Britain. British Consuls possess little or no controul over the conduct of masters in SPAIN. 283 our Merchant Service ; the latter are not even obliged to present themselves at the Consulate during their stay at a foreign port. The only general purpose which would seem to require the master's visit to the Consulate is the deposit of his articles of agreement and register-tickets ; but by the 53rd section of the Merchant Seamen's Act, he is at liberty to comply with this duty through the medium of a deputy, the words of the Act being, "to deliver or cause to be delivered" the documents in question within forty-eight hours of the ship's arrival. It is true, that by the 56th section (already quoted) the Consul may cite him to appear and explain any apparent infraction of the Merchant Seamen's and Navigation Laws ; but unless specially so cited, the master is under no legal obligation to call at the Consular Office. The Registrar of Seamen in his eminently useful work, entitled the " Shipmaster's Guide" (pages 48 — 9), strenu- ously recommends masters to present themselves to the Consul ; and accom- panies his advice with a few opportune observations which go farther than any- thing I could adduce, to prove that a certain class of these individuals are susceptible of improvement. When treating of the authority given to the Consuls of other nations to check the misconduct of shipmasters, I adverted to a case in point respecting a British master, which will throw some light upon the subject, and I shall here take the liberty of recording it. An English brig of 1 60 tons burden arrived at this port last year in ballast from Almeria, in want of heaving down, caulking, and other repairs, under the following circumstances. The vessel had taken on board a cargo of coke at Newcastle, bound for La Garrucha, a small village on the coast near Almeria, being then commanded by the owner, but when on the point of sailing from Newcastle, a domestic affliction required his presence at home, and he conse- quently caused his mate to be appointed master in his stead; it being also necessary to observe that a few days previously the vessel had been insured for the voyage in the sum of 1000/. The owner had scarcely departed from New- castle before the newly-appointed master began to show symptoms of irregularity in his behaviour. The day after sailing for Almeria he put back to Newcastle, alleging as a reason, the mutinous spirit of his crew, and these deserted him on the day following, taking with them the month's advance paid to each on joining the ship. In consequence of this occurrence the owner found himself obliged to proceed to Newcastle ; a new crew was engaged, the ship once more got under weigh, upon which he returned again to his family. At the expiration of a week the master wrote from Longhope (Orkneys), advising that he had put into that place through bad weather ; that he was having some repair done to the fore- castle deck, which was leaky ; that he had got a very bad crew, and that he had drawn upon the owner for 51. The latter having in the meantime learned that the master was a very disreputable person, on receipt of this letter started in the steamer from Hull for Wick, to embark there for Longhope, with the intention of disrating him and proceeding himself on the voyage ; but on arrival at Wick he found that all the wind-bound vessels at Longhope had sailed on the day previous ; he therefore returned once more to Hull. The brig pursued her voyage to Almeria, experiencing very severe weather, and making much water during nearly the whole of the passage out ; still on his arrival at Almeria (where there is a British Vice- Consul), the master culpably neglected to note a protest. Having discharged the coke, he announced to the charterers' agents at La Garrucha, his readiness to receive on board the lead which was to consti- tute part of his homeward cargo ; they however decUned to effect the shipment on account of the very leaky state of the vessel ; the master therefore sailed for Malaga to procure the necessary repairs. Many of these circumstances I learned afterwards. On arrival at this port, knowing his owner, I introduced the master to a respectable merchant of the place, and prevailed on this gentle- man to advance the amount necessary for the repairs of the vessel (estimated at about 200Z.) at a simple commission of 5 per cent., taking his reimbursement by bill on the owners' agents in London, without the customary guarantee of a bottomry on the ship, which, under the pecuhar circumstances of the case, would have cost 20 per cent, (an additional 40Z.) ; yet, strange to say, the master afterwards told me with a certain air of mystery, that he would have preferred the latter mode of hquidation ; and when asked to state his motive, dechned to explain it. Two or three weeks passed, during which I had frequent occasion to notice the reprehensible conduct of the master ; he was continually quarrelUng with 202 284 SPAIN. his mate and crew whom he was in the habit of ill-treating ; he slept ashore ; was expending considerable sums of money in a disreputable manner, and was too often seen in pubhc accompanying loose females ; in short his conduct was so highly improper that I was just on the point of writing to the owner of the vessel on the subject, when this individual unexpectedly made his appearance here. The owner with the master had several interviews with me, and I was obliged to witness scenes of the most disagreeable nature. The owner bitterly taxed the master with his strange neglect to note a protest at Almeria, whereby he had lost his claim on the underwriters for the amount of his repairs, as well as with his suspicious behaviour respecting the bottomry bond ; and demanded a statement of his account, which the master at first refused to present, but was ultimately prevailed on by me to do, and the result proved that he had become some SOL or 40Z. in debt to the ship within the short period of three months and a half. Violent disputes and recriminations ensued between the parties, the master claiming wages at the rate of 12Z., and the owner obstinately declaring that he should not be credited with more than 81. per month : no written agreement existed between them; it was therefore out of my power to reconcile the conflict. A proposal was made by the master to have his wages fixed at the highest rate allowed in any vessel of a similar class, one or two of which were at anchor in the port at the time, and the owner at once consented to this arrangement ; but as the amount did not turn out to the master's wishes, he quarrelled with and insulted the arbitrators named by himself, and refused to abide by their decision. The owner in the meantime appHed to me to disrate the master as an improper person to command the vessel, and in every respect unworthy of liis confidence. I informed him that I had no authority to disrate a master, but that I would sanction any change which might be effected by mutual consent of the parties concerned. The master, however, so far from agreeing to such change, defied all attempts to dismiss him, and even refused to permit the owner to sail in the ship as a passenger. During these unpleasant altercations, two prosecutions were instituted against the master for the recovery of debts contracted by him during his moments of foolish extravagance, and which the owner, already a heavy loser by him, refused to advance funds to liquidate : the vessel was therefore threatened with an embargo. In this state of affairs the owner appeared at the Consulate, protested against my refusal to disrate the master, and gave me notice that he would hold me responsible if anything should happen to the vessel ; particularly as, judging from what had transpired respecting the bottomry bond and other circumstances, he was of opinion that it was the intention of the master to wreck the vessel. I therefore found myself under the necessity of decreeing the discharge of the master, stipulating that the owner should pay his passage home to England, which was accordingly done ; and in compliance with a written request to that effect, I provisionally appointed the mate of a wrecked vessel, who happened to be in my charge at the time, to be acting master of the brig until her arrival at a British port. She then sailed for Almeria, and by a singular fatality was wrecked in a gale of wind the day after her departure. Had the original master been stiU in the command, I should doubtless have been considered to have in a measure contributed to the misfortune. My object in citing this case is to show that British shipmasters are inconveniently independent of all control over their proceedings at a foreign port, and I think that amongst other things it would be expedient to require them to apply for the Consul's consent before raising funds on their ships or cargoes, by bottomry, &c., as also that the amount of their monthly wages should be specified upon the articles of agreement of the vessel, or in some other appropriate document in hke manner as that of the crew. There are also some few points connected with articles of agreement, which I conceive might be reformed with benefit to the service. First, with regard to the provisions, that fertile source of discord between masters and their crews, the Act simply requires that the quantity and nature of the provisions to be served out be specified in the ship's articles ; but no scale or limit is prescribed, this being left altogether at the option of the contracting parties. The consequence is, that many vessels have arrived at this port whose crews have signed articles for one pound of beef per day, and afterwards finding or alleging that quantity to be insufficient for their daily wants, all hands pre- sent themselves at the Consulate to complain. The articles of course ought to SPAIN. 285 decide the question ; but in order to conciliate between the disputants, and re- estabUsh peace and order on board, I have often deemed it prudent to recom- mend the master to allow the men an extra quarter of a pound of meat, and to assimilate his scale to the one published by the General Shipowners Society, the adoption of which in any future enactment to be passed by the legislature, would, I think, be wise, just and expedient, and put an end to the interminable disputes which arise on this subject. Another inconvenience frequently offers itself when masters contract with their crews for a certain term of months or years, and the agreement expires at a foreign port. The men demand a settlement and their discharge, which the master is in most instances unwilling to accede to, as he is not able to find another crew. The Consul is thus placed in a dilemma ; although, for my part, I generally refuse to sanction these discharges abroad, which can only tend to the disadvantage of both the seamen and the Government ; the former squanders away the balance of his wages in a few days or perhaps hours, becomes dis- tressed, throws himself on the hands of the Consul, who is obliged to maintain and send him home at the public expense. The 46th section of the Merchant Seamen's Act is not altogether applicable to these cases ; in fact there would appear to be a discrepancy between such agreements and the tenor of the Act. The remedy for the evil would probably be found in prohibiting masters from engaging their crews except for one or more voyages, always indispensably terminating in a port in the United Kingdom. The intervention and services of Her Majesty's Consuls are sometimes rejected, sometimes claimed, and not unfrequently ill requited, by the masters of wrecked British vessels. About two years ago I received an application from the master of a schooner wrecked on the coast about seventy miles to the eastward of this port ; indeed the vessel in question was the same schooner driven on shore on a reef of rocks near Motril, owing to the gross ignorance and incapacity of the master mentioned in the opening pages of the present report. I immediately took active measures for the salvage of the property, which I found in a lamentable state of destruction and abandonment ; the vessel had nearly gone to pieces, and the cargo, consisting of copper boilers and machinery for a sugar-mill, had been most scandalously pillaged by the natives, who actually had laden asses and mules with the effects plundered from the wreck, conveying them into the interior of the country. After infinite trouble and exertion, I procured the restoration of the greater part of the stolen pro- perty, some of which (large copper pans) was found buried in the ground three miles distant from the site of the wreck. As for the ship, she had stranded in a dangerous position, and consequently between rocks and wreckers little could be saved; my expenditure in the salvage expenses, therefore, exceeded the amount produced by the sale of the materials ; and the small balance (fortu- nately it was not a large one) due to me on rendering an account of the trans- action to the owners, is still outstanding; indeed they never even thought proper to acknowledge the receipt of my letter. I could not, consistently with my official duty, refuse to render the assistance required of me in this instance ; and on the other hand it is certainly very hard that I should be obliged to make gratuitous advances to the prejudice of my pecuniary interests. I am more frequently exposed to a similar risk through another channel. Homeward-bound British vessels are continually touching at this port, short of provisions, and unable to get through the Straits in consequence of contrary winds. About two months since, no less than seventy or eighty sail of English shipping were off the port so circumstanced. None of the merchants of the place felt disposed to make advances for the suppUes of some ten or twenty of them, which were in absolute want of the necessaries of life. I, as Consul, therefore, found myself compelled to succour them, receiving bills upon their owners (parties totally unknown to me), in payment for my disbursements. Should a failure take place, or the vessel be wrecked on the passage, I should be a loser, through the circumstance of my official appointment forcing upon me this description of transaction, as I would not be entitled to i-nsert such items in my quarterly account current with the Admiralty, although evidently " incurred in the relief of distressed seamen." The Swedish Governmen t , understand, guarantee to their Consuls the reimbursement of all sums defrayed ly them in these cases; 286 SPAIN. The 17th section of the Merchant Seamen's Act provides that the crew shall be entitled to their wages in all cases of shipwreck, on condition that they " exert themselves to the utmost to pave the ship, cargo, and stores." The 49th section of the same Act, and the Admiralty instructions for the guidance of Her Majesty's Consuls abroad, order the Consul to receive the balance of wages due to such distressed British seamen as are taken charge of by him, and apply the same respectively, as far as it will go, to the relief of each seaman. But it often occurs that there are little or no wages due to the men, and as in those instances, whatever is received on their behalf is retained by Government as an offset against their maintenance and other expenses, it results that the men have no real interest in contributing to the salvage of the wrecked property : in any event they must be taken care of by the Consul, and the penalty or forfeiture of the 21. or Bl. due to them can only fall upon the Admiralty, who, through a refusal of duty on the part of the seamen, is deprived of this partial reimburse- ment of the expenditure which the Consul is instructed to incur in their relief. I am not aware of the course pursued by the Admiralty Department in liquidating accounts of this nature between owners and seamen, but I think it necessary to state a case which is worthy of consideration. Seamen are some- times discharged abroad and left on the Consul's hands, through wreck, sickness, or other motives, the balance of whose wages, amounting to a considerable sum, say 15Z. or 20Z., is deposited with the Consul by bill upon the owner of the vessel. Let us suppose, for example, the seaman to be discharged at the com- mencement of a quarter, suffering from an illness brought on from his own indiscretion, totally unconnected with the service of the ship ; he may be cured in a week or two, and sent home by the Consul, who has expended but 3/. or 41. on his behalf. His wages, not having been liquidated in cash, but by an order or bill upon the owners of the vessel as already mentioned, the Consul, unable to settle with the individual for the balance remaining in his favour, is obliged to return the items of receipt and payi^ent in his account current with the Admiralty, which is furnished quarterly. The seaman is therefore compelled to wait two or three months for his money, until the Consul's accounts are trans- mitted home, examined, and past ; unless, indeed, he makes application direct to the owners on his return, and recovers from them the full amount of his pay, which I am told they commonly do in similar cases. Hence it follows that the seaman is either obliged to suffer the grievance of a delay in receiving his money, or he is induced to commit a fraud upon the Government, provided the owners of the vessel be not compelled to reimburse the Admiralty the amount of the Consul's expenditure, in which case the owners will be the losers, although, under other circumstances, by the 18th section of the Merchant Seamen's Act, they are only liable for the expenses of cure, maintenance, and passage to the United Kingdom incurred on behalf of such seamen as may have received " any hurt or injury in the service of the ship." Masters of British vessels, and particularly of the small class of shipping engaged in the trade to this port, complain very loudly against thetenour of the 82nd section of the Act 11th of Geo. IV, cap. 20, whereby they are required to afford a passage and subsistence, until arrival at a British port, unto such dis- tressed British seamen as shall be sent on board for that purpose by the Consul, at the rate of four men for every hundred tons burthen of the vessel in which they are forwarded. This large proportion certainly appears to me to be over- rated, and there are few schooners of from seventy to eighty tons which could possibly accommodate three hands in addition to their crew. I therefore take the liberty of humbly submitting the expediency of modifying the obligation, so as to prevent the disagreeable disputes frequently arising between Consuls and shipmasters on the subject. The United States' law only requires masters of their merchantmen to take on board two distressed seamen passengers for every hundred tons. British shipmasters also consider themselves much aggrieved when becoming distressed, through shipwreck, illness, or other causes, they are treated in the same manner as common seamen, receiving from Her Majesty's Consuls abroad, in accordance with the Admiralty instructions, the same description of maintenance, clothing, and passage home as the other individuals of their crew, while they are obliged to contribute twice the amount paid by the latter to the Merchant Seamen's Fund. The French and most other European nations make SPAIN. 287 a distinction between the class of relief to be aflforded by their Consuls to masters and that to be administered to seamen : one-third more is allowed for the passage of the former. Consuls have always been encharged to watch over the state of public health within the district of their appointment, and to make an immediate report to the Government on the occasion of every change affecting this important object. Her Majesty's Consuls in the Mediterranean and the Levant have received special instructions upon this point, communicated in Foreign Office circular despatches of the 30th June and the 1st of November, 1835, by which they are ordered to furnish the masters of all vessels sailing from any of the ports within the said limit, and bound for a port in the United Kingdom, with bills of health, and the necessary certificates testifying the origin, produce, and manufacture of their cargoes ; but these documents are sometimes refused by British masters, who state that they are not asked for on arrival by the Superintendents of Quarantine at home. I of course confine myself in these cases to simply advising the master of the responsibility incurred by him in sailing without the proper papers. The institution of the mariner's register- ticket, however necessary and useful it may have been found in other respects, has not, I am sorry to observe, checked the desertion of seamen at foreign ports ; nor do the provisions of the Act appear to me sufficiently stringent or explicit on this head. In the first place, the penalty imposed — forfeiture of clothes, effects, wages, and emolu- ments — is rarely a matter of great consideration with the seaman ; inasmuch as deserters, such as I have generally found them, are men who had previously abstracted or sold the greater part of their effects, having little or no pay due to them, and very frequently even in debt to the ship ; the utter inefficiency of the penalty, under these circumstances, will therefore readily be conceived. Nay, more ; on departure of the vessel, and when all their resources are entirely exhausted, they coolly present themselves to the Consul to demand assistance ; and he is obliged to maintain, clothe, and provide them with a passage to England, just as if they had become distressed through wreck, sickness, or other legitimate or unavoidable cause ; on arrival at home, too, it appears that they experience no difficulty in obtaining fresh tickets. So far to prove the generally- inoperative effect of the penalty inflicted in these cases. Another inconvenience presents itself abroad through the power giA'en to the master to qualify acts of desertion, which often leads him to dispute the Consul's authority to send on board deserters or stragglers recaptured previously to the departure of the vessel. In fine, I respectfully venture to express my opinion, that the more eflfectual mode of punishing seamen deserting abroad, would be the infliction of an appropriate term of imprisonment upon their arrival in England, the •certificate of the fact issued by the Consul who sends the delinquent home being judged as sufficient evidence of the offence to procure a conviction. Having thus endeavoured to point out such defects as appear to me to exist in our system of legislation for the Commercial Marine, particularly in connection with its operation on the foreign shipping trade of Great Britain, as coming within the sphere of my observation in this Consular district, I have to request your Lordship's indulgence for the prolixity of my report, which I shall here conclude by adding my humble testimony of approval to the suggestion contained in Mr. Murray's letter, recommending the appointment of a board or department to superintend the various ramifications of this all-important service ; and repeating my impression that a well-organized plan for the studies and quali- fication of shipmasters and mates, and the establishment by owners and masters, of the salutary practice of requiring seamen to be provided with certificates of good character, would lay the foundation of a better state of things, and elevate the character and standing of our Mercantile Marine to that proud position which incontestably belongs to the greatest maritime nation of the world. I have, &c. (Signed) WM. PENROSE MARK. 288 SPAIN. No. 117. Consul Turner to Mr. Bidwell. Sir, , Carthagena, June 28, 1847. IN answer to your circular of the 28th ultimo, I beg to inform you that no institution exists within this district answering to the Merchant Seamen's Fund in England. I also beg leave to inclose you, in a distinct paper, my views relative to the general subject of the Commercial Marine, suggested by a perusal of Mr. Murray's letter. (Signed) ' C. WALSINGHAM TURNER. Inclosure in No. 117. Views relative to the General Subject of Commercial Marine, Carthagena, June, 28, 1847. IN perusing the letter of Mr. Murray, I was forcibly struck with the cor- rectness of the conclusions which he draws from the correspondence opened by him with some of the British Consuls of Europe and America, In all these conclusions I concur. The most important of them, in my opinion, because it is found at the root of the evil of which we complain, is the imperfect sort of education which a British subject receives when training for the higher grades of the Merchant Service. On this part of the subject Her Majesty's Consuls abroad are pecu- harly qualified to judge, having so much intercourse, in their official capa- city, with the masters and seamen of ships from all parts of the British dominions. It is painful for an EngUshman, in comparing any class of his countrymen with the same class in any foreign nation, to be obliged to confess their infe- riority in perhaps the most important point. This, however, is the case in a comparison of the masters and officers of our Merchant Service with those occu- pying the same position in the Spanish Commercial Marine ; that there are exceptions it is true, and I am happy to say that I have met several masters of English vessels fully quahfied to discharge, with benefit to their employers and with credit to the character of the marine of their country, the important inte- rests committed to their charge ; but the generality of them are so totally ignorant of all knowledge requisite for the transaction of their business ashore in foreign ports, that I have no hesitation in saying, were it not for the presence and assistance of Her Majesty's Consuls, the majority of them would be wholly at the mercy of a low class of corredors and brokers, who would defraud them of the greater portion of their freights. With regard to the degree of controul over British shipmasters and seamen abroad, it does not admit of doubt that the present system is defective, and stands in need of immediate alteration and improvement. The want of quahfication on the part of shipmasters, for the adequate dis- charge of their duties, may in a great measure be attributed to the absence of a regular system of education for the Merchant Sea Service. In reference to this part of the subject, perhaps the most effectual mode of showing what we lose by the absence of such a system, is to show the advantage, both to the nation and to individuals, which its operation confers upon Spain. In each of the Naval Departments into which the coast of Spain is divided, there is a Board of Naval Officers selected from the service at large, for their superior professional and scientific acquirements, by whom all young men intending to become pilots or navigators are examined. After an applicant has passed his examination for the third class of navigators, before he obtains his patent or permission as such, he must also have served for at least twelve months. To become second pilot, he must have made at least three long foreign voyages, and pass another examination before he receives his patent in SPAIN. 289 that class ; and for the third or highest class, he must have made six such voyages, and passed a third examination. The pilots or navigators are the officers who are charged with the naviga- tion of the ship, and in this respect are independent of the captain ; their duties may be said to be equivalent to those of the masters in Her Majesty's Navy. A pilot of any class may be captain of a vessel, but if he be of the second or third class, the law requires that he have always a first-class pilot on board ; no vessel being allowed to navigate under two pilots. The responsibilities of these officers are of a very serious nature, for in case of shipwreck, on their return to Spain they are cited before the Tribunal of Marine, and if, after a minute examination into all the circumstances attending the event, it be found to have resulted from negligence or want of sufficient skill, they are deprived of their patents, and so disqualified from again acting as pilots or captains, and further, are subject to long terms of imprisonment, should the circumstances call for such an infliction. Add to this the severe examinations to which they are subjected, requires, on their part, a degree of knowledge which constitutes them as a class infinitely superior to those dis- charging similar functions in our Commercial Marine ; and the heavy respon- sibilities hanging over them have naturally the effect of making them more careful in anything relating to their duty, than the officers in our Marine, who have no such responsibilities. The benefits resulting from this system are manifest. The officers alluded to are competent, not only in respect of all that relates to seamanship and navigation, but also to manage, in the most efficient manner, the interests of their owners in any foreign port where they may have to discharge, and their responsibilities being always before them, they exercise so much care and attention in the management of their ships, that wrecks and averages are contingencies of but rare occurrence. From hence it results that they possess in the highest degree the'confidence of their owners and consignees,- who place so much reliance upon them that vessels or cargoes going foreign voyages are but rarely insured. These are some of the advantages resulting immediately from the system of education referred to in Mr. Murray's letter, in which, unfortunately, our coun- try does not participate. With respect to the Board or Department of Commercial Marine sug- gested by Mr. Murray, I think that no one conversant with the mode in which the interests of British shipowners and merchants are managed abroad by the masters and officers in our Commercial Marine, and the qualifications of the persons entrusted with their important interests, can hesitate to decide that an entire change of system, or rather the establishment for the first time of a system, is indispensably requisite, if we are to maintain our supremacy in commercial navigation and commercial enterprise, and with this view I am of opinion that there' is no mode better adapted for the purpose than the estabUsh- ment of such a Board as that recommended by Mr. Murray, (Signed) C. WALSINGHAM TURNER. No. 118. Qonsul Barrie to Viscount Palmerston. My Lord, Alicante, June 18, 1847. IN obedience to the instruction contained in your Lordship's despatch of 28th ultimo, received on the 16th instant, I have the honour to inclose a paper containing information regarding the Commercial Marine of Spain, and in a distinct paper such observations as have been suggested to me by a perusal of the letter fi-om Mr. Murray, inclosed in the said despatch. I' £13. V6 &C. (Signed) ' BENJ. BARRIE. 2P 290 SPAIN. Inclosure 1 in No. 118. Information regarding the Commercial Marine of Spain. IN Spain, all persons dedicating themselves to obtain their livelihood by seafaring occupations, such as fishermen, lightermen, boatmen, seamen in mer- chant-vessels, ship's carpenters, &c., are obliged by law to enrol themselves as mariners of the Royal Navy. For this purpose, the Sea Board of the Peninsula and the Canary and Balearic Islands, is divided into three Maritime Depart- ments, viz., Cadiz or the Western, Ferrol or the Northern, and Carthagena or the Eastern, each being commanded by a naval officer of the rank of Rear- Admiral. These are subdivided into Maritime Provinces, under the orders of post-captains. Each mariner on enrolment receives a ticket expressive of his age, &c., and his number on the roll of his province. When the Royal Navy is in want of hands, orders are issued calling for the due proportion from each province which are carried into instant execution, according to the number of each mariner. Formerly the duration of the service was one year, but it being found that the men were frequently called upon to serve three and four times, when perhaps they had married, and were obliged to leave their families unprovided, the length of service was augmented to two years, which was afterwards increased to three, and in 184.5 was fixed at four years, by which arrangement it is calculated that no man will be called upon twice to serve in the Royal Navy. The total number of enrolled seamen in the three departments is 56,628. In the Province of Alicante it is 5,566, and the population of the province is returned as 280,808, though it is believed to be more. I am not aware of any institution for the relief or encouragement of mer- chant seamen, further than the monopoly which all enrolled mariners possess of working in the building and repair of vessels, their loading and unloading, and the shipping and discharging ballast, their remuneration for which is always double what it could be done for by landsmen, who are prohibited from all seafaring occupations. There, however, exists at this port, as well as in many others, a society or brotherhood of all the enrolled mariners, which certainly acts as an encourage- ment and relief to their class. All the work in the port is done by this society, under overseers chosen by and from among themselves ; and once or twice a- week every member who has presented himself to work gets his share, however old and unfit he maybe. This regulation is most praiseworthy for its humanity, and doubtless the knowledge that in his old age the seaman has this resource to fall back upon, must serve as an encouragement ; but on the other hand, it is constantly complained of by merchants, as tending to delay their operations, from the employment of many persons unfit to work hard, and from the abuses which a, want of competition naturally creates. The monopoly of employing only enrolled seamen would be willingly submitted to, but the merchants claim a right to bargain with them individually, and not to be restricted to one sole corporation. The question has often been mooted, but is difficult of fair solution. Enrolled mariners have also the privilege of being only amenable to the naval tribunals, and they are of course free from ballot for the army, or having soldiers billeted on them. The system of education in Spain, for the Merchant Sea Service, is as follows : — Two years study in the Nautical School of the province, and three voyages in Europe, with certificates of good conduct, are required before an aspirant can present himself for examination as third pilot for Europe. The same studies and three voyages to America are required to pass as second pilot for the Indies ; and two voyages at least, in this class, are necessary before passing as first pilot (nearly corresponding with first mate in England). These examinations are presided over by the naval commander x)f each province, and on bis report the diploma or title is issued by the admiral of the department. First pilots are qualified to command merchant-vessels of any size and to any destination ; but small coasting vessels may be commanded by mariners who have served three years in the Royal Navy without note of bad conduct, or by their owners, whose private interests are considered a sufiicient guarantee for the care of their vessels. SPAIN. 291- In the event of the loss of a vessel, or any serious damage, it is the duty of the Naval Commander of the province to institute an investigation into the cir- cumstances, when the licences of the master or pilots may be suspended or withdrawn, or other punishments inflicted. Two copies of the Naval Penal Laws corresponding to Merchant Seamen and Shipmasters, are herewith inclosed. Alicante, June 18, 1847. (Signed) BENJ. BARRIE. Sub-Inclosure. Ouaderno de las Leyes Penales que d consecuencia de las Reales Ordenes de 20 de Julio de 1815, 28 de igual mes de 1846, y Articulo 41 del Titulo 14 de la Ordenanza de Matriculas, debe entregarse d los capitanes y patrones para los efectos prevenidos. Inclosure 2 in No. 118. Observations on the Commercial Marine of Great Britain. FROM the short experience which I have had as Consul in a seaport, I have had ample grounds to concur in the justice of the six deductions drawn by Mr. Murray, relative to the present character of our Commercial Marine, and its causes. This port is chiefly frequently by British vessels of from 80 to 1 60 tons burthen, and it may safely be computed that at least one- third of the shipmasters are men of intemperate habits, proceeding apparently in most instances from the want of original education, which leads them to have few scruples in their selec- tion of associates on shore. The masters of foreign vessels of the same size are usually men of greater general information and more sober habits, and the subordination on board is greater than in our merchant-vessels. This may depend as much on the want of sufficient controul as on the propensity of our seamen to inebriety, especially among those wearing Temperance medals, who seldom can resist the seduction of good and cheap wine, and their vow once broken, make up by deeper potations for their previous abstinence. ' Much, however, might be attained by the example of a better educated class of masters and the estabhshment of stringent and obligatory regulations as to the qualifications necessary to command vessels trading to foreign countries. With regard to the steps necessary to obtain this improvement in our Com- mercial Marine, it would be presumptuous in me to offer an opinion. Alicante, June 18, 1847. (Signed; BENJAMIN BARRIE. No. 119. Consul Bartlett to Viscount Palmerston. My Lord, Santa Cruz, July 5, 1847. WITH reference to the circular letter from the Foreign Office, written by your Lordship's directions, dated May 28, requiring information respecting institutions in foreign countries answering to the Merchant Seamen's Fund in England, I think it right to premise, for the better understanding of the paper inclQsed,. that in the principal ports of Spain resides a naval officer, a post- captain or commander, with the title of commandant of marine ; attached to his department are, an assessor for legal advice, and an attorney (escribano) to register all proceedings. AU seafaring men, and such as gain their livelihood by sea, are under his immediate jurisdiction, and amenable to his court in all affairs civil and criminal ; and it is his duty to take care that all ships bound over sea, 2 P 2 292 SPAIN. as well as others, are properly found and furnished and have a sufficient crew ; to see that the law respecting passengers is complied with ; in fact to superintend all matters relating to the sea and coasts. By certain articles of the Spanish Marine Ordinance all persons that live by means connected with the sea, are formed into district associations under the Marine authority. These associations are termed " Gremios de Mar," or " Gre- mios de Mareantes." The objects of these gremios or associations are : to succour indigent members; assist them in illness, and when suffering from accidents, assist their families when they are drafted for service in ships of war ; succour their widows and orphans ; aid seafaring men belonging to other dis- tricts, wrecked or otherwise distressed ; assist fishermen that lose their boats, and other indigent members, by loans of money. 1'he fund of the greraio or association is formed by a moderate monthly payment from each individual, with reference to his position and means, and by a contribution paid by ships, vessels, and boats. It is at a meeting of the individuals composing the association, convened by the commandant of marine and under his authority, that the quota to be paid by the different persons and different vessels is assigned. The association, to increase its funds, is permitted to have boats, anchors, cables, &c., to aid vessels in storms, or when they may require assistance, and may also employ its capital on the condition that the speculation be connected with marine affairs. The capital, however, of these institutions is not to exceed a fixed sum, that the amount paid by the contributors may be as small as pos- sible, consistently with the maintenance of the objects of the institution. The officers are, a director, a mayordomo, an auditor, a treasurer, and a secretary; elected annually by the contributors, and who serve without pay. The officers must reside in the district, and they ai'e bound to render a monthly statement of the funds, and pubfish an account of the receipts and payments. Each contributor has the right of offering proposals and making suggestions for the benefit of the association. Meetings are held at stated periods, and under the auspices of the com- mandant of marine, who acts as president. I have the honour to inclose a printed copy of the Statutes of the Gremio of Santa Cruz, with a translation. The design of these institutions appears to be excellent, and every precaution seems to have been adopted for fulfilling the objects of them with the smallest possible inconvenience to the members and contributors; nevertheless, the Spanish Government have issued a Royal Order, dated only in May last, in which the Queen of Spain states that these institu- tions have been wrested from their legitimate purposes, have given rise to great abuses and inconvenient pretensions, and, in consequence, they are to be forthwith abolished throughout Spain. I have, &c. (Signed) RICHARD BARTLETT. Inclosure in No. 119. Statutes of the Gremio of Santa Cruz de Teneriffe. (Translation.) DON Jose de Ybarra y Autran, Knight of the Royal Military Order of Saint Hermenegildo, and of the American Order of Isabel the Catholic, decor- ated with the Cross appointed for valorous acts by Naval Men, a Post-Captain in the National Navy, Mihtary Commandant of Marine of the Province of the Canaries, Judge of Averages of the same, also of Prizes and Shipwrecks, and President ex-officio of the Gremio de Mareantes of the district of this capital. Having under view the Statutes of the Gremio de Mareantes of the district of this capital of the Province of Canaries, formed by the Commission elected by the general Junta of the said Gremio held on the 15th of this month, I approve of them in totality, inasmuch as the said Statutes are conformable to the terms of the Ordinance of Matriculas in the Title 2, Articles 11, 12, 13, 14, and 15 to the Royal Order of the 15th August, 1824, and to the instruction of the General Direction of the Fleet of the 6th of January, 1826. Santa Cruz, Teneriffe;, March 31, 1844. (Signed) JOSE DE YBARRA. SPAIN. Statutes of the Gremio de Mareantes of Santa Cruz, Teneriffe. 2m Chapter I, General Dispositions. Article 1 The Gremio de Mareantes of Santa Cruz, Teneriffe, is the associaton of the seafaring persons of all classes residing within the towi^ and lands comprehended wxthm the mihtary district of marine^f the cap tah Article 2 The object of the Gremio is beneficence, practised towards its indigent members -towards their unprotected widows and orphans ; towarda the poor widows andchildren of those drafted and sent on board ships of war towards the necessitous sick; towards the seafaring men passing, brought into the district by a storm or other accident; towards the owners of fishing-boats or others, in cases of misfortune ; and also to afford assistance to commerce on the moles and beaches, . -u ^'!'''lt^- •^^^ ?^ individuals of this body are under obligations to con- tribute to these beneficent ends, in proportion to their means. Chapter II. Of the General Junta of the Gremio. Article 4. The general Junta of the Gremio is composed of mates, quarter- masters, and owners of vessels. Article 5. The assessor and attorney of marine assist at the general Junta- Article 6. The general Junta will meet the last day of each year with the sole object to elect the director, treasurer, mayordomo, and auditor, and four other individuals to represent the three classes of whom Article 4 treats. Chapter III, Article 7. The management of the Gremio is pecuhar to the directing Junta, composed of the following individuals, the president (without a vote), the director, the treasurer, the mayordomo, the auditor, two individuals of the class of mates, one of the class of quartermasters, one of the class of owners of vessels, the assessor of marine, when the presideint may think his presence necessary, but without vote, the attorney of marine, without voice or vote. Article 8, The duties of director, mayordomo, treasurer, and auditor, are gratuitous and obUgatory, executed by individuals of the Matricula, who, beside their good conduct and probity, necessarily have, from their mode of getting their living, a fixed residence in the capital. Article 9, The ofiicers of the Gremio are to be removed each year, and they may be re-elected, provided by their age and class in the Matricula they are exempt from war-service, but if they are liable to it they cannot be re-elected until after two years be passed. Article 10. The attributions of the directing Junta are — 1. Watch for the conservation of the Gremio, increase its resources, and make such improvements as they may judge advantageous to it. 2. Scrupulously examine the monthly accounts. 3. Authorize such expenses as they may consider necessary for the objects of the institution. 4. Determine, with reference to the income, the amount of the expenses, . 5. Name collectors for the different imposts. 6. Revise the accounts of the treasurer and mayordomo, and grant to those oflBcers, at the end of each year, a certificate or document of satisfaction. ( Article 11. The president is the chief authority of the Gremio, and his attributions are the following : — 1. .To cite the general and directive Juntas to meet, and to preside at their meetings. 294 SPAIN. 2. To cite the extraordinary directive Junta. 3. To cause the determinations of the Juntas to be executed if he find them just. 4. Direct the necessary measures for the better order in the sessions of the Juntas, and other matters concerning the Gremio. 5. Issue money-orders on the treasurer or mayordomo. 6. Admit all the propositions or complaints which any individual of the Gremio may present to him in a respectful memorial ; but no document can be admitted for these objects that may have more than one signature. 7. Suspend the execution of the dispositions of the Juntas, if he does not deem them conformable, or finds them opposed to the statutes. 8. Ask of the director the reports which he may judge convenient to determine the points that may be submitted to him. He is free to be guided by, or reject, such reports. Article 12. The director is the head of the Gremio, and his attributions are the following : — 1. Remove the obstacles which may present themselves, with a view to the conservation and increase of the Gremio, for this end entering into communica- tions with such persons as may be requisite. 2. The asking of the president the convocations of the directive Junta Extraordinary to submit to its decision the affair or affairs he may think conducive. 3. Announce to the Junta the diminution or increase of the income, and the causes. 4. Propose to the same the productive expedients or speculations which he may judge proper. 5. Ask the reform or derogation of the Statutes on founded cause, but this petition cannot be made until three months after being in the exercise of his employ. 6. Defend the prerogatives of the Gremio and of its members, in mass or individually. 7. Authorize with his signature the money-orders that may be issued by the president on the treasurer or mayordomo. 8. Watch for the good order and conservation of whatever belongs to the Gremio, adopting such measures as he may judge necessary for these objects. 9. Ask of the other officers whatever notices he may think indispensable for the proper execution of his trust. 10. Examine all the recipes of the physician that may have " the order to give" of the mayordomo. 11. Ask of the president the suspension of succours which he may think improper. 12. Keep a book in which should be noted the money-orders which he may have authorized, and copy of the reports he may have given to the president, and a statement of the proceedings, representations, and propositions that he may have performed for the benefit of the Gremio and for its objects. Article 13. The mayordomo has the following obligations : — 1. Form, at the end of each month, an estimate of charges for that ensuing, according to the wants detailed by the directive Junta, and solicit from the president a corresponding money-order on the treasurer. 2. Watch and take care that the sick, poor orphans, and widows, are properly attended to, and also as to the proper state and cleanliness of all charitable establishments of the Gremio. 3. Pay all the money-orders drawn on him by the president, provided that Ihey have the signature of the director. 4. Pay monthly the apothecary, on the condition that he present an account with the recipes of the physician, authorized as explained in the 10th obligation of the Article 12. 5. Render to the directive Junta, at the end of each month, the correspond- ing account and documents. 6. EstabUshed economy in the charges. Article 14. The treasurer will keep under his care, in a chest with three keys, to be in the custody of himself, the director, and the auditor, all the funds belonging to the Gremio, the three key-holders being responsible for whatever deficit that may occur. The treasurer will extend the receipts and make the SPAIN. 295 collection with all due activity ; he will have recourse to the president against defaulters, and against subordinate collectors ; he will dehver the sums to whom, and in the manner ordered by the president under receipt, and with the signa- ture of the director and the intervention of the auditor, specifying the cause arid object of the outlay; he will furnish monthly to the directive Junta, accounts and vouchers ; he will lay before the president on the 20th day of each months an account of what the collection has produced, with a statement of the individuals or vessels that have paid their quotas. Article 15. The aijditorwill examine all the accounts of receipts and issues; authorize the accounts of the treasurer, comparing them with the book of entries ; will call the attention of the treasurer, by writing, to any objections that he may have to make, and if the explanation should not be satisfactory, he will comnaunicate the facts to the directive Junta for its decision; in a word, he will watch that there be the most exact and religious appropriation of the funds of the Gremio. Article 16. The attorney will extend and authorize all the acts of the Junta and other documents issued by it. Chapter IV. Additional Articles. Article 17. The system of auditing will be conformable to the practice established in the offices of the public treasury. Article 18. When, in the session of the Juntas, there shall result an equal number of votes, the president will arrange that the decision shall be by lot. Article 19. The director will request the commandant of marine, that he may be furnished with all necessary information for the execution of his charge and for the benefit of the Gremio. Article 20. To the collectors of this town, as well as to those of the other towns of the district, will be allowed a per centage on the sum collected, the amount to be fixed by the directive Junta. Article 21. Any member that may obtain a loan from the Gremio, will, by a legal paper, give the security of his boat and furniture, and also find a bonds- man, and undertake to pay a monthly sum until the debt is discharged. Article 22. The appointment of the physician and surgeon belongs to the directive Junta; they will receive the salary that may be agreed upon, their duty being to attend and advise every person of the Matricula and their families, although they may not be of the Matricula of this district, provided that they reside in the capital. Article 23. The directive Junta will arrange the mode of succouring the poor of the Gremio that reside in the towns comprehended in the district. Article 24. Stationery, as well for the director as for the auditor, treasurer, and mayordomo, will be paid for from the funds of the Gremio. Santa Cruz, March 26, 1844. (Signed) ANGEL MORALES. TOMAS DE ALOE. General Tariff of the Imposts established for the Gremio de Mareantes of Santa Cruz, Teneriffe. Ships. 1st List. — Merchant-ships. For every ship that navigates to America, including its crew, from captain to cabin-boy, being of this district, or that the owners Rs von. ms. reside in this capital, for the round . • • • 330 GO For each ship that navigates to the ports of Europe, bemg ot this district, or that its owners reside in this capital, for the round . 200 00 For each ship that navigates to the ports of the Pemnsula. bemg of this district, or that its owners reside in this capital . 120 00 296 SPAIN. 2nd List.' — Coasting Trade. For each ship of this district, or that its owners reside in this Rs. von. ms. capital, for the round . . . • • . 22 1 7 For each of the same class, being of Abona, for the round . 10 00 For each of hke class, being of Guimar, for the round . . 4 00 3rd List. — Fishery. For each vessel employed in the fishery on the coast of Africa, being of this district, and that its owners reside in this capital, for the round . . . . . . • . 60 00 For each boat employed in catching fresh fish, being of the towns or lands of the district of this capital, each month . . 7 17 For each boat that fish with a net, a share. 4th List. — Interior Traffic of the Port. Each launch, for every load embarked or disembarked, included their crews ........ Each launch with ballast to pay three-quarters of a share. The boat that conveys a pilot with a skiff, not being the pro- perty of the pilot, to pay monthly . . . • .20 Each boat belonging to the port to pay three-quarters of a share. Fishery of the Mole. The fishermen who live in this town, each time they use the scales, to pay ....... Those that do not belong to the town, each time they use the The retail sellers of fish, each time they use the scales . Personal. Voyages to America. Each mate that keeps and directs the ship's course, in a vessel not belonging to this district, or the owner of which does not reside in this capital, for the round Third mate, for the round Quarter-master, do. Each seaman Each boy Voyages to Europe. Each mate that keeps and directs the ship's course, in a vessel not belonging to, or the owner of which does not reside in, this capital, for the round Each second mate, for the round Each quarter-master Each seaman Each boy Voyages to the Peninsula. Each mate that keeps and directs the ship's course, in a vessel not belonging to, or the owner of which does not reside in, this capital, for the round Each second mate Each quarter-master Each seaman . Each boy Those that do not go to Sea. Each mate, monthly Each quarter- master .... Carpenters and caulkers, each, monthly 3 00 00 00 16 00 16 00 18 60 00 40 00 20 00 15 00 10 00 40 00 26 00 18 00 10 00 6 00 30 00 20 00 15 00 8 00 5 00 3 24 2 17 4 00 SPAIN. 297 Mole. The porters, weekly, each . , . . . 1 00 Mulcts. Such as are imposed by the Commandant of Marine. Such as are imposed for violations of the pohce of the ports and roads of the districts. Effects. All effects found in the sea or on the beaches of the district, pay to the Gremio the fifth part of the value. Anchors, chains, and other effects submerged, which are brought up from the bottom in this road, or any other of the district, not having a known owner* pay to the Gremio the fifth part of the value. Santa Cruz, Teneriffe, March 26, 1844. (Visto Bueno) JOSE DE YBARRA. GREGORIO CARTA. EDUARDU CALZADILLA. BUENAVENTURA RIOS. Note. — 34 maravedis are equal to 1 real vellon; 15 reals (the current dollar) are equal to 3s. 4d. ; and 90 reals vellon to \l. sterling at the par of exchange, Santa Cruz, Teneriffe, July 5, 1847. (Signed) RICHARD BARTLETT. No. ] 20. Consul Bartlett to Viscount Palmerston. My Lord, Santa Cruz, July 5, 1847. AS the scope of Mr. Murray's letter, alluded to in circular from the Foreign Office dated May 28, includes " the general and commercial interests of the country in all their bearings," I presume that Consuls in reply are to be free to make such observations as may occur to them. I do so to the extent of my knowledge in the following. But living for the last fifteen years in an island on the coast of Africa, I have no means of comparing my opinions with those of persons with greater opportunities of forming a more correct judgment. I therefore solicit your Lordship's indulgence to what I state, as it may probably be considered trifling and valueless. The useful question seems to me to be, to what extent the interference of Her Majesty's Government with the Commercial Marine is desirable. In answer to this I should say, as a general proposition, that the less the Govern- ment interferes directly with matters connected with commerce, the better ; the removal, as far as possible, of all trammels, so as to allow every man to pursue his interests in his own way, is the best rule. This, however, I submit, should be Hmited to buying and selling, and arrangements immediately connected there- with. If it be true that commerce is carried on in such a way that a great number of fives is annually sacrificed (and of a class of men on which the salva- tion of the country mainly depends), it seems that Government should interfere. I have not seen the evidence of the Committee of the House of Commons on Shipwrecks, but I observe that the National Life-Boat Society estimate from authentic sources, the annual loss of ships to be 600, and that the number of lives lost amount to. about 1500. I have been in the habit of making inquiries of masters of ships, and I do not remember one that did not admit that ships are constantly sent to sea not sound, badly furnished, and under-manned. The remedy, I submit, would be that Her Majesty's Government should propose and the Legislature enact, that no ship should clear for an over-sea, voyage without an examination, and a certificate from a proper officer to be appointed for the purpose, that its state and furniture were proper for the voyage, and that the crew on board was 2Q 298 SPAIN. sufficient to navigate it, the number to be regulated by a minimum according to the tonnage, as is now done with regard to passengers and sending home distressed seamen. Simply an extension and application, with the necessary alterations, of the Act 9 & 10 Vict., cap. 100, to saiUng-vessels. Such a law is in force in the Spanish dominions ; and I believe few Spanish ships are lost by the ordinary risks of navigation. I submit also, that it would be a great protection to life and property, were there a legal investigation where merchant-ships are wrecked, and penalties inflicted when deserved ; this would make masters, mates, and owners feel their responsibility. It is surely a great anomaly in the legislation of Great Britain, that if on shore a person dies suddenly from natural or accidental causes, strict legal examination is made ; whereas if a British ship is lost at sea, or wrecked on a distant shore, and many persons perish, no authoritative inquiry is made to ascertain the cause. Much is said about the protection of property at sea (the amount of the annual loss is stated to be two millions and a half) ; there can be no more effec- tual mode of protection than securing the lives of the sailors by proper precau- tions. It should be borne in mind also, in considering this matter, that not unfrequently the loss of an insured ship is a cheap, short, and simple mode of replacing an old ship by a new one ; and that the sinking or destruction of an insured cargo is often equivalent to an advantageous sale of it. No doubt that any system that would give a better education to mates and masters of merchant-ships, and tend to elevate their character in society, is highly desirable. Some means of assuring the conduct of the officers of the Com- mercial Marine, when at sea, appear to me to be what is wanted. My expe- rience does not incline me to regard masters and mates generally as being ignorant of the means of taking care of their ships, although they may be illiterate. Scientific navigation, I mean by chronometers and delicate astrono- mical observations, is no doubt most admirable when performed by scientific persons, accustomed to discipline, and who are fully aware of their responsibility and with the numerous corrective means to prevent error as practised on board British ships of war ; but in merchant-ships I fear that frequently the glitter of science is apt to beget overweening confidence and the neglect of the more simple precautions. The only two British ships I have known lost in these islands during fifteen years, resulted from reckless dependence on chronometers : one ran on the Island of Palma (very highland), while the master imagined the ship was many miles to the westward of it ; he attributed the misfortune to error in the chronometer ; the other was so steered as though intended to cut through the Island of Grand Canary, was consequently wrecked ; the state of the chrono- meter was the cause assigned ; and I have known a vessel in the short run from Madeira to Santa Cruz TenerifFe, make the Island of Palma, and would probably have been wrecked, had the approach to the land been made in the dark ; the chronometer was blamed. I consider that neither of these circum- stances would have happened to a ship directed by common navigation, what is called " dead reckoning." The imcertainty and doubt of this latter mode excites caution and vigilance. Several ships, so navigated, bound to these islands, have been far out in their reckoning, but none shipwrecked. The inference I wish to deduce from these facts is, that scientific knowledge avails little, without prudence and great attention, and that, therefore, at the same time that every means should be used to improve the condition of the ofiicers of the Commercial Marine, they should be subjected to a stringent responsibility, with a view to secure the lives and property committed to their charge. To the Committee of the Privy Council for Trade, the mercantile commu- nity may look for protection and information in England, but with regard to ships and property out of the direct influence of the law of England, I conceive it is to Her Majesty's Ambassadors, Ministers, and Consuls, and through them to Her Majesty's Secretary of Foreign Affairs, that the oflacers and owners would seek protection and information. Supposing, therefore, that the objects sought by the proposed Board, whatever name it may bear, are to concentrate all information respecting Commercial matters, and to furnish lucid and con- densed notices to the Foreign Office, the Admiralty, the Board of Trade, and SPAIN. 2fl9 other offices^ from whence superior determinations and orders issue, I submit that for such objects it should be formed by practical men ; for instance, that for affairs more particularly connected with the Admiralty,, there should be a member who has a practical knowledge of naval matters ; and for those with the Foreign Office, a Consul who had actually served at least seven complete years in foreign portsi, and whose knowledge of foreign languages and foreign laws would fit him for the appointment, and so of the rest. I venture to suggest that for the Foreign Office is much wanted a digest of claims and cases, setting forth the nature of the claims or grievance, the grounds of reclamation, whether by actual treaty or by the law of nations, and the result, something similar to the law reports, so that in a new cause,, like points and reasonings on cases decided might be immediately presented to the Secretary of State, in the same manner as the judges are now informed by counsel in the law courts. It has, happened in the Canary Islands, and I suppose in other places, that Biitish subjects have been mulcted, coerced, imprisoned, and property dete- riorated or dissipated, and when eventually release is obtained, the sufferer, too happy to get free, thinks not of redress, and the circumstances of the case are in a short time forgotten, and should another of like nature arise, the same process of complaint, protest, and representation is to be gone through, without any regular system of security for the future being esta- blished.. 1 consider that with clear and effective treaties as to the rights and privi- Iteges of British subj,ects in different countries, with a printed digest of decided cases, and the order, " that the Consul take care that neither British subjects nor property receive injury," would give great security, and save a vast deal of trouble to Her Majesty's Ambassadors and Envoys, and Secretary of State for Foreign Affairs. Since the Act 7 & 8 Vict, has been in force, no case of mutiny or of riotous insubordination by a British crew has occurred at this place, though before, frequently. I have, &c. (Signed) RICHARD BARTLETT. No. 121. Consul- General Crawford to Viscount Palmer ston. My Lord, Havana, August 5, 1847. IN reply to Mr. Bidwell's circular of the 28th of May last, I have the honour of reporting to your Lordship, that in the Commercial Marine of Spain the only institution answering to the Merchant Seamen's Fund in England is the " Gremio," or Fund to which all merchant seamen contribute, according to the statiates- of the particular Gremio or Fimd where the seamen appear to have been matriculated. These statutes differ from each other more or less in the several Gremios to which the seamen are made to contribute, but I have not been able to obtain a copy of any of them here, notwithstanding my applications, made repeatedly at the office of the Admiral Commander-in-chief, where such matters are trans- acted in the branch of Matrieulas of this island. I however have learnt that the contributions are exacted at the time of the saihng of merchant-ships upon foreign voyages for the whole of the time usually required for such voyage's performance, and that this is finally adjusted at the time of the ship's return. That the seamen do not receive any aid from the Gremio or Fund of which they are matriculated, until after their contributions have amounted to a gold ounce (16 dollars), or about 3Z. 4s. sterling, after which, in case of sickness they are allowed Ss. M. sterling a-day, and their medicines besides. That the alowances corresponding to a seaman whose Gremio is: in Spain, may be paid to him^ in case he is sick or invalid here, only by special favour and aKrangement. c c\ • • But as there can be no dafficulty at any of the pnncipal ports of Spam m 2Q2 300 SPAIN. obtaining the statutes of its Matricula, every information will be obtained from that source. I have addressed Mr. Murray in a distinct paper upon the general subject of our Commercial Marine, and with great respect, I have, &c. (Signed) JOS. T. CRAWFORD. No. 122. Consul- General Crawford to Mr. Murray. Sir, Havana, August 5, 1847. WITH reference to the despatch of the 28th of May last from Mr. Bidwell, and the letter to the Board of Trade transmitted with Mr. Lefevre's note to Mr. Stanley of 17th May last, I quite agree with you as to the state of our Commercial Marine, and the necessity there is for an alteration of the laws by which our Merchant Service is regulated. The Merchant Seamen's Act (7 & 8 Vict., cap. 112) has bettered the condition of the seamen in many respects ; but there is not power enough con- ferred upon the officers to punish the drunken and refractory, so that the masters are often set at defiance ; and I have constantly cases before me of the men refusing to do their duty under the most frivolous pretences, often indeed without any reason, and solely because of the bad example of some bad character amongst the number. Some power should I think be given to the masters and officers to punish, when such refractory disposition is manifested at sea. But it would be dangerous, indeed highly so, in my opinion, to place such authority in men like the generality of the masters of our merchant-ships. By improving the condition of the masters and mates, raising them to a higher grade by obliging them to attain an education better suited to the great responsibility of their stations, would, by the effect of example, act upon the seamen; and if the necessity of a good character, to be expressed upon the men's discharges, were more looked to, the bad being in like manner noted, we should soon see a different description of both men and officers in our Commercial Marine. Of a great manjr, I have selected two cases, as to which there happened to be documentary proof in my office : the one relating to the master and mate of tjje * * *^ ^]^g other to the mate and crew of the * * *, will show you at what risk our merchants' property is on the sea, and to what a class of masters and mates the lives of the crews are committed in but too many instances. Upon the whole, I am convinced of the correctness of your observations ; and upon an experience of upwards of thirty years in the Consular service, I think that everything is to be hoped from the example of masters and mates properly qualified to discharge their duties and responsibilities, with a due regard also to the sobriety of their habits ; and for the protection of the seaman's character, I would not permit a mark to be made against him on his discharge, unless drunkenness, disobedience, or incapacity had been more than once noted upon the ship's log-book, and in each instance signed by the master and mates of the ship in which he sei-ved. I have, &c. (Signed) JOS. T. CRAWFORD. Inclosure in No. 122. Mr. * * * to Messrs. * * * Havana. Dear Sirs, May 24, 1847. I WAS yesterday standing on the wharf, conversing with Messr^. * * * and * * * (the former a merchant of Montego Bay, and the latter of Halifax), when I was accosted by the two seamen which you sent here for the * * *^ who stated that they were determined not to proceed to sea in said vessel SPAIN. 301 aQeging that the captain and mate were both constantly drunk, and that they considered that their lives would be in jeopardy if sent to sea under such officers ; stating at same time, that when they left the vessel, about a quarter of an hoar previously, the mate was drunk on the forecastle and the captain ditto on the quarter-deck. I immediately requested the above-named gentlemen to accompany me on board, m order to ascertain if what the men had stated was correct ; and on reaching the vessel, found the mate reeling about the deck, so much intoxicated that he gave the most incoherent answers to such questions as I put to him, and in fact could only articulate with difficulty. Captain * * * was lying on the quarter-deck, from which position he did not attempt to move until I requested him to go with me to the main hatchway, to attend to some observations which I wished to make to him about the stow- age of the cargo, on which he arose and staggered along to the hatchway, and managed to get down into the hold, where he tumbled about and appeared quite unconscious of what he was doing, falling several times ; and when, with the assistance of the crew, he succeeded in recovering the deck, his face was covered with blood. Everything about the deck appeared to be in the greatest disorder and confusion. I am, &c. (Signed) # * * We, the Undersigned, have read the above, and declare the contents to be perfectly correct. (Signed) * * * * * ^ I)eclaration of the Masters of British Ships in Matanzas. WE, the undersigned, being all the masters of the British ships now riding in the harbour of Matanzas, having been called upon by the master of the British barque * * * of * * * and now ready for sea, in order to. consult and advise with him as to what proceedings he ought to adopt as regards his officers, namely, the chief and second officer, they being in a state bordering on mutiny. On proceeding on board, the captain called all hands aft, with the exception of the mate and second mate, to answer various questions asked them, — and the answers given, namely, That the chief mate had been in the habit of aiding and assisting the steward in turning the brass tap of the rum cask and procuring spirits to drink. That the chief mate was the worse of liquor, and keeping the ship in a state of continual disturbance, arid of sending the boat on shore early in the morning to obtain spirits, and always striving to excite the crew to insubordination; and on the evening of the 9th ultimo, on the captain coming on board, found the mate on quarter-deck with several people in company with him, and the seamen forward shouting and singing, and , making a great noise, which was seen and heard by Captain * * * of the barque * * * of Rochester, and several other masters laying in the port; and on Sunday, the 11th ultimo, the chief mate went on shore, and when brought on board again by the boat of an American vessel, commenced imme- diately to abuse the captain and challenge him, and to bring up with him a pair of pistols or cutlasses, saying he would fight him a duel. The master desired him on Monday to insert in the log-book his conduct towards him the preceding evening, but he swore he would not. The master then requested him to deliver up the log-book; he said he would not, and dared him to take it, which he did, and on Tuesday morning, in the presence of the steward, asked him again to insert it in the log-book, but he still refused. The second mate had several times committed acts of insubordination, but on his asking pardon of the master it had always been granted. On the 13th got hberty from the master, and an order on a store for what he required, and was ordered to return on board at 10 o'clock, but did not return until past midnight, and in a state of intoxication. When coming on board, the master tried to get him forward, and spoke kindly to him, but no, he still continued to make a noise; the captain went forward, and called the carpenter to come and 302 SPAIN. assist him in getting the second mate forward, in order that the master might secure some bottles of spirits stowed in the boat, which he threw over the side into the water. Coming up the ladder again, was abused by the second mate, and on remonstrating with him to no purpose, called the people to assist, but no assistance coming, tried to push him forward; he immediately struck the captain a blow on the face; and one of the seamen declared that if he had not taken a piece of wood from him, he would have killed the captain. The chief mate being at the same time lying intoxicated on the larboard chain, the captain finding himself entirely deserted by his principal officers, appealed to us, masters of British vessels, for an advice in such a distressing case. On examination of the seamen we asked them if they had any fault to find with their master, provisions, or wages. They all; declared there was not a ship they would sooner go in, and would sail round the world with the captain. It is therefore our joint opinions, that the captain should have the chief and second mate taken out of the ship, as we really consider the captain's life to be in danger if they remain on board the vessel; and that the captain should proceed to Havana and consult Her Britannic Majesty's. Consul-General residing at that place (Signed) « * * Ship * * * * * * Brig * * Barque * * No. 123. Consul Forbes to Viscount Palmerston. My Lord, Santiago de Cuba, September 16, 1847. I HAVE had the honour to receive Mr. Bidwell's despatch dated the 28th of May last, transmitting to me, by direction of your Lordship, a copy of a letter from the Board of Trade, stating that a Commission is about to be appointed by the Crown to examine and inquire into certain matters, relating to the Commercial Marine of Great Britain, and requesting that information may be procured from abroad in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England, and to instruct me to furnish such information upon this subject as I may be able to collect; and transmitting to me at the same time a copy of a letter from. Mr. Murray referred to by the Board of Trade, and to request that I will furnish in a distinct paper, such additional information relative to the general subject of the Commercial Marine as may be suggested to me by a perusal of that letter. In compliance with the foregoing instruction, I have the honour of trans- mitting to your Lordship a copy and translation of the general statutes of the " Gremio" of mariners of Santiago de Cuba, which institution corresponds to the Merchant Seamen's Fund in England, and which I am informed has consider- able influence upon the welfare of the Merchant Seamen, and is attended with beneficial results to the Commercial or Nautical Marine of this country. I have also the honour of transmitting to your Lordship herewith, a copy and translation of the penal laws appUcable to the Marine Service of this country; these documents contain all the information relating to the subject matter under consideration, which it has been in my power to collect. I am informed, however, that much information on this head may be obtained from the ordonnances of Bilbao, of which Her Majesty's Consul at that place will doubtless avail himself. (Signed) ' JAMES FORBES. SPAIN. 308 Ihfelosure 1 in No. 123. General Statutes of the Gremio de Mareantes, or Corporation of 'Seamen, qf St. Jago de Cuba. (Traaslation.) General basis on which the Corporation of Seamen must form their Statutes. 1 . THE funds of each body of seamen shall consist of a sum determined by the same, in proportion to the incomes and expenses it may be destined for ; and that sum shall be subject to no alteration without the unanimous agreement of the body, and the approval of the General Director of the Navy. The balance of the funds being made on'a day which the statutes shall appoint, and the amount in chest being larger than the fixed sum of the funds, a distribu- tion will be made of the surplus ankbng the individuals of the body, inclusive of those who may be out of the'' place in actual service, and exclusive of deserters from the service and province ; all which will have to be carried out after an agreement of a general meeting of the body, presided over by the com- mandant or adjutant, without the presence of the auditor or notary. 2. The chests of the corporations shall be placed where each Gremio shaU determine, and under the securities which each may require. 3. Without the express permission of Her Majesty, no body of seamen will be able to raise any law-suits or claims whatever, whether with the view of uphold- ing its rights and privileges against the -attacks of other corporations, or on account of obstinate pretensions, which have more than once caused the annihi- lation of the product of its labours. In any case whatever the body is to be subject to the prudent advice of its immediate chief, to the result of his claims, and finally to the determination of Hesr Majesty. 4. The election of the directors, secretaries, and other employes of ithe body, except the treasurer, will take place yearly ; the seamen on Christmas eve ; the fishermen on the last day of the same feast, and the maestranza on the last day of the year. If there are two bodies, the election will take place on the eve and last day of said Christmas feast ; and if there is only one, it will then be made on that last day of Christmas. The election of the treasurer will be made by the body whenever it will be found convenient. 5. These elections will only be attended by the pilots associated to the Gremio, the naval officers, and apt masters inscribed in the lists of such, having accomplished then- terms ; the matriculated owners of vessels ,; those who may have passed four full years of service in the vessels of the Royal Navy hy allotment from the district; those rendered "invalidos" in action of war in Her Majesty's ships ; the masters, dockyard officers, and those to whom it may be granted by Her Majesty or the General Director of the Navy for their cir- cumstances or services, and one individual .elected separately for each division besides. 6. The election meeting composed of the said individuals is to be presided over by the commandant or adjutant ; but he will have no vote or other faculty than that of dissolving the meeting in case of disorder. The elections are to be made by secret votes given to the commandant, and written by the secretary, who will make a minute of the meeting rand read it to those .present, for their conformity, previous to its sbeing signed ; understood that he is to charge no fees for this, it being on service. The employes of the Gremio shall receive no fees whatever, having to serve for a year the iplaces which they may have been respectively appointed to as a common duty. They cannot be re'e'lected, nor replaced by their fathers, sons, brothers, or partners, who are ^not to he employed in any place in the same Gremio at the same time. 7. The cash account kept is to be simple, and reduced to two books, one for the receipts and the dther for payments of the funds, in which a balance is of necessity to be chedked every feur -montha, inoting it in (both -books, which will be signed by the directors and other employes of the -Gremio. The ntitice of the last balance is to be presented yearly to the commandant or adjutant ; and the books will also be ;showm to ithem for examination., lif 304 SPAIN. they should require it, as they represent all the absent individuals of the Gremio. A notification of the day on which the elections take place, as well as a «lear and definite account of all the incomes and expenses of the funds during ;the year just ended, expressing in each article the individuals to whom the sums may have been paid, must be fixed on the door of the Gremio ; and thus being exposed fifteen days to the general view, all the appeals or observations which the interested may make will be heard by the commandant or adjutant. 8. It is a duty of all the Gremios of fishermen to keep exact account of fish caught, and also of what they salt and export, with the view to give it to the superior court when it may be asked for. 9. By the statutes all sums which may be established by them as expenses incident to the funds of the Gremios, must be numerically and unambiguously stated. They will reduce to a moderate cost, proportionately to the poor con- dition of the matriculated, the church feasts, which will be expressed in reals vellon, the same as the annual salaries of the physician, apothecary, and teacher, if there should be any, assistance to the poor sick men or debilitated old men, and to those who are called out to service or during storms, and to the ship- wrecked or travellers. The maximum of the sums which, as loans, may be advanced to the patrones or fishermen, to remedy their damages or misfortunes, is also to be fixed. General Statutes of the Gremio of St. Jago de Cuba. 1. The funds are fixed at 6000 dollars fuertes on the basis of the first regulation. 2. The chest of the Gremio, with three keys of all security, which are to be in the hands of the directors, mayordomos and treasurers by turn, will be deposited in the house of the Commandant of the province. 3. On the basis of the 3rd regulation they cannot, without the express permission of Her Majesty, raise law-suits or claims whatever. 4. As only one Gremio is formed of the three classes of the matricula, they will meet on the eve of Christmas for the election of treasurers and others, as indicated in the 4th article of the regulation. 5. Entirely conformable to the regulation. 6. On the same terms. 7. The cash accounts are always to be reduced to two books, one of incomes and the other of expenses of the funds, in which every four months they must check a balance, which will be noted in both books signed by the directors and other employes of the Gremio, observing exactly the tenor of the article of the regulation throughout. 8. It will be a duty of the Gremio to keep an exact note of the fish caught, salted, and exported, that it may be presented to the superior courts when required. 9. In compliance with the 9th article of the regulation, it has been clearly agreed to establish as expenses laying on the funds of the Gremio, the following — 10. They shall elect as patrons, Sta. Christina and San Pedro Thelmo, in honour of whom an annual feast will be held in the church on Sta. Christina's day, in remembrance of our beloved Queen, with a sermon, the whole cost of which shall not exceed 50 dollars, or 1000 reales de vellon. 11. The salary of 6000 reales de vellon, or 300 dollars fuertes per annum, is granted to the physician, it being his duty to assist the sick members of the matricula, 12. 3000 reales de vellon, or 150 dollars fuertes per annum, are granted to one apothecary, his duty being that of administering all the medicines which the doctor may prescribe, and which may have the approval of the directors. 13. 6000 reales de vellon, or 300 dollars fuertes, to the schoolmaster of the children of the poor members of the matricula, who may have presented their memorial to the Gremio to obtain this grace. SPAIN. 305 14. From 6 to 12 reales de plata fuerte per day are granted to the poor sick men, according to the degree of their sickness and number of persons ia their family, which it is supposed they cannot maintain during the time of their sickness, they presenting a memorial to the Gremio, certified by three witnesses at least, that may decide their state of poverty. 15. The wives of the matriculated whose husbands may have gone out in voyages, certification being made of her indigence after his having left her, his assignation with the formalities of law may be further assisted by the Gremio with 2 to 8 reales per day, according to the number of young children they may have who cannot aid with their labour. ^ 16. The widows of those who may die in the service, in war, shipwreck, blow, or fall, will be assisted in the same way. 1 7. The Gremio will pay the burial of the matriculated or of their families who certify to their being in absolute necessity, as poor, under the terms the Gremio may consider, the burial of paupers being with low cross and tolling, according to the tariffs of the diocese. 18. The widow of any one dying out of service, who may be in extreme necessity, will be assisted by the Gremio with the half of what has already been appointed to the widows of those who die in the service. 19. The Gremio will assist any one of the matriculated whose boat, launch, &c., may need careening, or who may require fishing-tackle, with from 10 to 200 dollars fuertes, he being under the obligation of repaying to the funds the sum he may have taken as a loan, paying besides 6 per cent, premium, the longest term of this benefit being from four months to one year, being responsible for the said sum with his boat or launch, &c., and fishing- tackle. 20. A launch with stream-anchor and stream-cable will be built when the funds shall permit it, to give assistance in the bay to the vessels which may ask it, and to be employed also in the loading and discharging of vessels, exacting payment for its use according to time and circumstances and to the hours in which it may be employed, paying from what may be earned the day wages of the crew, and the balance being for the benefit of the funds of the Gremio. To cover these expenses and to form its funds — 1st. A real per dollar of what each individual of the Gremio may earn in Atlantic voyages (de travesia). 2nd. Half a real per dollar in the coasting voyages. 3rd. The patrons, or masters, of coasting vessels will be responsible for this assignation to the Gremio, as well as for what may correspond to it for the day- wages they may earn out of this capital by keeping their vessels in other occupation, as sometimes occur in the port of Guantanamo, where the coasting vessels of this capital make long stays. 4th. Two dollars per voyage every coasting vessel with deck, and 6 reales those without deck. 5th. No permit of clearance will be given previous to patrons or masters presenting the certificate from the employes of the Gremio of having deUvered to the funds the said sums. 6th. The bay boats will pay to the Gremio 4 reales per month. 7th. The lighters for the loading and discharging of vessels 4 reales of each day they may be so employed. 8th. The launches which may be employed in the service the 7th Article refers to, will pay 2 reales per day. 9th. The canoes loaded with stone, sand, tiles, limestone, and wood, 4 reales per month. 10th, Those employed in fishing with lines, 2 reales per month. 1 1 th. The smaller canoes, 1 real per month. 12th. Fishing-nets and stakes, 2 dollars per month. 13th. Rancherias or huts for the fishing of turtle, established and duly classified as 1st, 2nd, and 3rd rate, will pay yearly, the 1st class, 24 dollars ; 2nd class, 16 dollars; and 3rd class, 8 dollars. 14th. The launches and canoes which may be employed m sellmg water to the vessels in the bay, will pay half a real per dollar of the day wages they 15th The ship-carpenters (maestranza) bdng joined to the Gremio will 2R 306 SPAIN. pay half a real per dollar of their day's wages when the members are employed, the master or headman of the work being responsible for its collection. 16th. The matriculated who may have a place in any of the service-boats of this port, will give half a real per dollar of their earnings. 17th. The matriculated who may earn day wages in the loading and discharging of vessels will be subject to the same. 18th. After the approval of these Statutes by the superior court, no assistance can be given from the funds of the Gremio until six months have expired, which time is considered necessary for the collection of disposable funds ; the physician and apothecary being only exempt from this rule, their salaries commencing from the day the Gremio is established, and payable one year from the date their services begin. 19th. No individual of this matricula, on whom punishment for robbery or other infamous crimes, may be inflicted, shall have right to the benefit granted by the Gremio, and their families shall also be deprived thereof 20th. He who may desert, being in service or called upon, loses all the rights and benefits of the Gremio. (Signed) RAMON ARANGO, Secretary. Inclosure 2 in No. 123. Ordinance of Her Catholic Majesty for the Regulation and Military Government of the Matriculas of the Sea. Penal Laws. (Translation.) Article 1. The " matriculado" who shall absent himself more than fifteen days without the permission of his chief, shall be punished with six months' extra service in the first campafia* which falls to his lot, which punishment the commandant of the district may remit, if circumstances extenuate the fault. Article 2. The individuals of the "thirds," who, after a year of absence shall not have given an explanation of the same, shall be noted as deserters, and prosecuted as such ; and in case of voluntary appearance, will have to make an extra campana ; hut if apprehended, shall make the same campafia, forfeiting half their wages. Article 3. The matriculado who, after being advised that he ought ta proceed on a campana, shall absent himself without legal permit, and not appear when called on, shall be apprehended and brought to the station, and must do the duty required, with " recargo" of two campaiias. And when a review has been passed of the matriculados in their district or division, for their proceeding on a campana, and any one desert, he shall be arrested and brought to the capital of the district to be judged and punished in the same manner as other deserters in my service. Article 4. On finding a matriculado guilty of having obtained a discharge from service under false pretences, he must complete the time wanting when he obtained it, besides two extra campafias. He who shall maliciously make over to another his ticket of entry or discharge, or schedule of enlistment, as well as any person acquiring or appropriating such documents by illegal means in what- ever jiu-isdiction it may happen, shall suffer the same punishment; it being understood that neither service passed in the purging a sentence, nor previous cruizes, can count to the benefit of the individual, as he who is guilty of such crimes, which should be proved in the books, loses his recompense and time. Article 5. Whoever shall have obtained his transfer to the class of " disqua- hfied" masters or veterans, under false pretexts, by bribery or other kind of fraud, shall be condemned to two extra campafias, and shall be excluded ever afterwards from the last distinguished class, as he who avails himself of such means must be unworthy of belonging to it. Article 6. Any matriculado found navigating, holding a berth on board of * " Campana" sign'fies a term of service on board a ship of war, say two years in time of peace, and one year and a half in war.— J. F. SPAIN. 307 a foreign vessel, without having obtained the necessary "permission, shall lose six months' pay in favoiu: of the Gremio's fund, and shall also be sentenced to two campaiias without allowance of wine in the first one, unless he can prove that he was not to blame by being in a foreign port, and that he had adopted that means with the sanction of the Consul to return to my kingdom, which shall be proved by a certificate signed by him. Article 7. He who shall enrol himself in the matricula, or in a merchant- vessel, with a fictitious name, or shall conceal his enhstment in another place, shall immediately be condemned to serve one year in the arsenals or ships of my fleet, without his allowance of wine the half of the time. Article 8. Whoever shall not be matriculated, and shall have been con- victed of fishing, navigating, or employing himself in any other marine industry, without legitimate permission, shall be sentenced to one voyage as ship's boy, and his fishing apparatus, &c., be confiscated if caught in the act. Article 9. If, with the view of conceahng the ownership or interest of a foreigner in a ship which is likewise foreign, the name of a matriculado appear secretly as the purchaser, he shall suffer the punishment of three campanas as ship's boy, and, besides, the ship with all appurtenances shall be confiscated and sold for account of my Royal Fiscal. The notary who shall authorize a malicious and reserved document of this class, or who in any other way shall aid in the fraud, shall ever after be deprived of office and be subject to a severe punishment, according to the gravity of the crime. Article 10. The sentence of one campana without allowance of wine the first six months, is imposed on every sailor who shall prove disobedient in his ordinary duties, or in respect and subordination to the captain or master of the merchant-vessel on board of which he may be. Article 11. He who shall abandon his ship to evade the duties of loading, discharging, or others to which he is liable, will lose the pay or credit of three months in favour of the Gremio, each time he is guilty of the fault, and on the third occasion shall besides forfeit his allowance of wine for half a campaiia. Article 12. If a matriculado be in the watch on board a merchant-vessel, for the protection and safety of the ship at sea or in port, and prove the cause, by his neglect and carelessness, of any damage, he shall make it good by his wages, and besides shall be sentenced to a campana proportioned to the damage and pecuniary loss suffered by his fault. Article 13. Every matriculado, whether in a merchant- vessel or on shore, -caught on shore with a pointed knife or other forbidden arm, shall be subject to the punishment established by the General Royal Edicts, which will be made known to him by the rulers, according to the circumstances of the case. Article 14. Those who desert from a merchant-vessel, or remain on shore on her leaving the port, shall suffer a six months' cruize without wine, and shall besides lose three months' pay in favour of the Gremio fund. But deserting in foreign European ports, they shall be sentenced to two extraordinary and con- secutive campanas, and shall lose, besides three months' pay, the half of the balance earned by them, all which amount shall be employed in the same way. Article 15, A matriculado deserting in America, and presenting himself voluntarily within the term of one year, shall make two extraordinary cam- pafias ; and if apprehended or proved to have taken a place for the return voyage, bargaining for the run, or with other aggravating circumstances, he shall not only lose the excess of his gains, but also the third part of their amount, and shall be sentenced besides to three extraordinary campaiias as ship's boy, and without allowance of wine half the time. Article 16. Those who, on board of a merchant- vessel, shall rob stores, tools, or cargo, shall with their accomphces be fined in three times the value of the articles robbed, and be condemned to a six months' campana, without allowance of wine, and when the amount robbed does not exceed three escudos of vellon, but passing that amount, they shall serve two campanas at half-pay, a severer punishment being appUcable to the culprits according to the gravity and pecuhar circumstances of the crime, which after being purged demands by its nature the expulsion of the parties from the matricula. Article 17. A matriculado by disobedience to the captam or master of a merchant-vessel fighting or preparing to defend himself against enemies who intend to attack him, subjects himself to the punishment of two extraordmary and consecutive campanas as ship's boy, without wine ; and the same punish- 2R2 308 SPAIN. ment shall be imposed for disobedience in the case of grounding and wrecks ; when particular circumstances do not warrant his punishment in a more summary way, and his separation from the matricula. Article 18. He who at sea shall attempt to raise the crew against the captain or master, shall be condemned to serve four extra campanas as ship's boy, the first year in irons and without wine. But if the mutiny has been com- plete, causing the captain to surrender to the enemy, changing the ship's course, or touching at ports against his will, the culprits shall be conducted to the captain of the district, when they shall be judged by court-martial, according to the gravity of the crime, which may merit the punishment of death. Article 19. Sailors found on board any merchant-vessel who shall not be enrolled in the matricula, or who, though so enrolled, shall not be entered on the crew's list, shall be detained in prison till the motives of their conduct are investigated, and (without enumerating the more serious punishments to which they may be liable) shall immediately serve two extraordinary campanas. The captain or master shall also be fined the sum of 100 escudos of vellon for every man not matriculated, and 50 escudos for those that are enrolled, and the amounts of fines imposed as ordered in this ordonnance, without other express application, shall remain at the disposal of my Secretary of the Board of Marine, to which end they shall be deposited with the necessary formalities in the Treasury of Marine, and entrusted to the provincial accountants, as the case may be. Article 20. The captain or master who shall secret passengers, or admit on board any person without written permit from the Marine authorities, shall suffer a like fine of 100 escudos, and may also incur a heavier penalty, accord- ing to the circumstances of the case. And if the master shall be proved to have maliciously hid and assisted deserters from the Army or Navy, or evil- doers, in their flight, he shall be conducted to the capital of the district, be tried by council of war, and be condemned to four extraordinary campanas, which punishment will be aggravated by the malice of the act. Article 21. If the vessel in which seamen not on the crew-list are found, be cleared for a voyage to the Indies, the fine to be paid by the captain or master (exclusive of severer punishments which he may deserve) is 200 escudos for each of those matriculated, and 400 for each of those who are not ; the first shall be sentenced to three campanas out of turns, and the second shall be disposed of according to the ordonnances-general or edicts against vagrants. Article 22. It being proved that the captain or master of a merchant- vessel has given cause for, or not endeavoured to prevent the desertion of his crew, he shall be fined 50 escudos of vellon for each deserter in the ports of my dominions in Europe, or 1 50 for every one in foreign ports there, and 500 in all those of America and Asia. Article 23. The captain or master who shall touch at ports of the Continent or Islands of America, without being authorized by his papers and clearance to proceed to those seas, shall be arrested on his return, and prosecuted by the military commandant of the province where the vessel may arrive to make a formal investigation of the deed, which proved, he shall ever after be deprived of his command, without ever being able to regain it, and be condemned to three campanas ; he shall further be mulcted in the sum of 6000 escudos ; and if not able to pay the same, it shall be exacted in whole or in part from his surety, as responsible for his conduct and the proper use of my clearance. Article 24. In case a Spanish merchant-vessel is fallen in with at sea without clearance or passport which proves the destination of her voyage and her legitimate qualification, she shall be embargoed and her captain or master be put under arrest till the case be proved, when the same will be chastised in such a way as the maliciousness of the act deserves, or according to the gravity of the circumstances, as the case may be. Article 25. The disobedience of the captain or master to the orders or instructions which he shall have received from the Commander-in-chief of ship or ships of war of my Navy under whose convoy he shall sail, or his voluntary separation therefrom, shall be punished by the sentence imposed by an ordinary court-martial, according to the degree of his fault and its consequences ; but in the less important faults, the same commanders shall have the power to impose pecuniary fines for their due correction. Article 26. On voyages to the Indies the captain or master who shall sail in SPAIN. 309 convoy witli transports or with merchantmen in charge of ships of war, and who shall separate without urgent reason, shall suffer the fine of 3000 escudos; and the amount shall be doubled if he shall reach his destination contrary to instructions, besides the other penalties which circumstances and results may merit. Article 27. Whatever capital crime may be committed on board or on shore, by the crews of merchant-vessels under convoy of a man-of-war, shall be investigated by the commander in whose ship the culprits shall be held as prisoners, till delivered over in the district with the process formed against them, that they may be tried by the captain-general, or that the crime may be examined by a court-martial, according to its nature. Article 28. On a merchant-vessel arriving at any port in my dominions, or in foreign ports where a ^hip of my Navy may be lying, the captain or master, after having anchored, shall immediately repair on board to inform the commander whence she proceeds, with any other incidents in the voyage ; and he who shall not do soj or shall be proved to have made a false statement, or to have hidden any interesting circumstance, shall be punished by arrest or fine, as the gravity of the fault in either case may deserve ; and he shall even be deprived of his employment, and shall suffer severer corporal punishment, if there are circumstances which aggravate, the action. Article 29. Captains or masters of merchant- vessels shall be obliged to ask permission to leave the port from the commander of my ships lying therein, notifying to them their destinations, without their sailing being prohibited or subject to any other harsh or arbitrary condition, unless just reasons dictate the same. Article 30. Captains or masters who shall have badly treated their crews, or not have fulfilled their engagement with them, shall on their return be repri- manded and chastised, paying a fine or such other penalty as the just correction of such excess may require, according to the seriousness of the case ; and their complaints against their crews shall also be heard and investigated, that justice may be done to all. Article 31. If tools, ammunition, or other effects improperly obtained, belonging to ships of war are found on board a merchant-vessel, the captain or master shall immediately pay a fine of 600 escudos, and be for ever deprived of his employment ; the superior marine officers shall also prosecute him, it being their duty, according to the place where he may be found, to award the highest punishment, if the crime demands it. Article 32. The captain or master, who arriving in port shall allow his crew to come on shore before receiving permission, or who in any other way shall contravene the health regulations and ordinances, shall be subject to all the rigour of the penalties. Article 33. Merchant-vessels are forbidden to sound in small boats the canals or other inland pomts where there may be an arsenal or dockyard of my Navy, and in whatever position there may be fortifications of defence established; unless they have the permission of the captain of the port or the commander of the province, the master or captain who shall do the same shall be put m arrest, his goods be embargoed, and proceedings formed against him and his accomplices, in order to their being chastised as they may deserve. Article 34. Merchant captains and masters must observe all the poUce regulations established by the captains of the port where they may arrive, and , must anchor in the most convenient manner, not only for then- own safety, but also for that of the other vessels; understood that they must answer for the damages caused by their rashness and abandonment,, and also be pumshed by a fine or other penalty, accordmg to the gravity of the circumstances Article 35. Those who by omission or mere self-wdledness, shall not have hastened to the succour of any vessel, national or foreign, anchored m the port, with the assistance she may have stood in need of, and which all ought to lend for the general good, shall be fined according to the class of their fault. Article 36 A hke penalty shall be paid by those who throw refuse or other heavy articles which may hurt the anchorage ground, and by those who shall load or unload ballast without observing the instructions which the captain of the port shall have given them, and without his corresponding hcence, which they also shall require for careening, caulking, or other outward repair or change in their position. 310 SPAIN. Article 37. Captains, masters, or any other persons in a merchant-vessel, who shall carry letters not dispatched in the regular way by the post-master, shall be punished according to the contravention, a§ ordered by the regulation of maritime ports on this point. Article 38. When several merchant-vessels are situated in straits or unfre- quented inlets, and run the risk of being insulted by enemies, their captains or masters ought to u]:\ite for a common defence, as circumstances may admit, in which case they will elect one as their head ; and in case of disagreement they wiU cast lots for the command, the others being obliged to obey him who by one or other means shall obtain it, under the responsibility of the charge which may be brought against him according to circumstances. Article 39. The captain or master who, being able to defend himself, shall surrender to the enemy, or shall abandon to them his vessel, when able to save her by flight, must answer the loss with his property, and be for ever deprived of his employment as master, unless those interested absolve him from all responsibility by a formal document which may prove it, in which case he may return to his former employment after having made one campafia in my ships, .the public opinion requiring the correction of such bad examples. Article 40. If it shall be proved that a captain or master of a merchant- vessel shall have occasioned her loss maliciously, he shall be for ever unworthy of all command, and shall be condemned to ten years in the chain-gang, and all his goods be confiscated for the benefit of the owner and shippers, for which payment in full his security may also be mulcted to the full amount of his bond. Article 41. That neither the masters nor the seamen of merchant -vessels may in any case allege ignorance of their respective duties and of the penalties which they may incur for their infraction, the miUtary chiefs of marine, when they are first cleared, shall deliver to each captain or master at the time of his .sailing, a copy of this Treaty, signed by him, exacting its proper price, which ought to be expressed on the work, and requesting them to be careful and instruct their crew in that part which it is their particular duty to know ; it being understood that all have to be tried by the regulations here established, and that no one can be exculpated from ignorance on the points on which they treat. No. 124. Consul lAndegren to Viscount Palmerston. My Lord, San Juan, Porto Rico, July 10, 1847. I HAVE the honour to acknowledge receipt of Mr. Bidwell's despatch of the 28th of May last, written by your Lordship's directions, and inclosing copy of a letter from the Board of Trade, desiring to receive information from abroad in regard to institutions in foreign countries answering to the Merchant Sea- men's Fund in England, as well as of one from Mr. Murray upon the general subject of the Commercial Marine ; and I have_ the honour to inform your Lordship that there is not any institution or fund in this island from which Merchant Seamen receive any benefit. There are, I [understand, both in Spain and at the Havana institutions of this nature, and the seamen pay a certain sum per voyage for the support of these funds ; but I see it stated in a Royal Order of the 22nd of April, 1832, without however any reason being assigned for it, that it was not found convenient to have an establishment of this nature in Porto Rico, and none has since been formed here. The regulations here relative to those connected with the marine are the same as those in Spain, except where some few alterations adapted to the island have been found requisite, and those enrolled in the marine are subject to serve four years in the Royal Navy when called upon, both at the Havana and Porto Rico, instead of three years in Spain. I have, &c. (Signed) JOHN LINDEGREN. SPAIN. 311 No. 124. Consul Lindegren to Viscount Palmerston. % Lord, San Juan, Porto Rico, July 10, 1847. YOUR Lordship has desired me to furnish in a distinct paper any addi- tional information relative to the general subject of our Commercial Marine as may be suggested to me by the perusal of Mr. Murray's letter inclosed in Mr. Bidwell's despatch dated the 28th of May last ; but I am sorry to say I cannot add anything new in addition to what Mr. Murray has already stated as to the inefficiency of our Merchant Service, and that it would be desirable if some measures could be adopted to put it in a more efficient state. I have for many years had an opportunity of observing the conduct of captains in British merchant-ships, and it must be evident to all who have been in any way inte- rested in shipping — and I become daily more convinced of it — that a change is required in the system of our commercial navigation ; and that both the captains and mates in general require a more perfect knowledge of their profession than they have at present, and that they ought to pass an examination before they are appointed to a ship, though the latter not in so strict a manner as the former, to ensure the proper navigation and management of the ship, as well as to preserve as much as possible the owners from the heavy responsibiUty to which they are subject, by being liable for the conduct of the captain, not only in the proper stowage and general charge of the cargo when the ship has been freighted, but for all his other proceedings. It would also add much to the respectability of our Merchant Service, and have considerable weight with foreigners, in seeing our ships when sent abroad commanded by intelligent and well-educated officers. With regard to British seamen, the last Merchant Seamen's Act, as far as I have been able to judge at this place, appears to work well as regards our seamen in foreign ports, where they are kept in much better order by the checks which the Act has laid upon them. I take the liberty, however, from the observations which I have made since I have had the honour of holding this appointment, of adverting to this branch of our Mercantile Service, and ven- turing to express a wish that anything could be done to induce our seamen to remain more permanently in the service of their country ; for almost all the American ships which come here have British seamen on board, and a large pro- portion of the seamen on board of an American man-of-war which was here some time back were BritisK ; and I see no other mode of doing this except by the establishment of a more productive Merchant Seamen's Fund, if it could be accomplished, to which they might look for more sufficient support, either when disabled or after the service of a certain number of years, but depriving them of the advantages to be derived from it, although Ihey might have contributed to the fund for a considerable time, if they went into foreign services. To this they are tempted by the higher pay offered them ; and the fund now in existence, from what I collect from communication with different captains, although it makes a provision in both cases, is too scanty to make it a sufficient consideration to prevent them from leaving our service, and they look very little to it. But this is a subject respecting which persons of more knowledge and experience can form a better judgment, and I hope that your Lordship will pardon me for adverting to it. I have, &c. (Signed) JOHN LINDEGREN. 313 PORTUGAL. No. 126. Consul Smith to Mr. Bidwell. Sir, Lisbon, June 28, 1847. I HAVE the honour to acknowledge the receipt of your despatch of the 28th of May last, directing me to furnish such information as I may be able to collect respecting the Commercial Marine of this country, and also to furnish, in a distinct paper, such additional information relative to the general subject of the Commercial Marine, as may be suggested to me by a perusal of the copy of a letter from Mr. Murray to Viscount Canning inclosed in your despatch. In obedience to your instructions I beg to state the following particulars : — There is no Seaman's Fund in this country, nor any estabh^ment, public or private, for the relief or encouragement of merchant seamen. In some parts of the country, chiefly in the Province of Algarve, the coast fishermen have formed associations for mutual relief. At the Naval School in Lisbon, and the Polytechnic Academy at Oporto, a course of navigation is taught for the Merchant Service ; and certificates of due qualification are given. Those persons who have gone through their studies elsewhere may obtain their certificates by undergoing, successfully, the necessary examinations at either of those two schools. According to the ancient laws of the kingdom no master, mate, or pilot can act as such in the Merchant Service without having obtained a certificate of due qualification. This practice, however, has, for some years past, fallen into disuse ; but I am informed that it is the intention of the Government to return to it. M. Falcao, who was Minister of Marine during the Cabral Administration, was about to bring the subject under consideration of the Cartes, when he was prevented from doing so by the political troubles which commenced in May 1846. I have, &c. (Signed) WM. SMITH. Inclosure in No. 126. Observations on the Commercial Marine. ' MOST of the British merchant- vessels frequenting this port are of a small class, averaging under 100 tons measurement each, exclusive of the packet- steamers which I do not here take into account, although they are engaged to some extent in the conveyance of cargoes. The masters of the larger vessels are, generally speaking, men of respectable character ; and to judge from the neat and correct manner in which their log-books are kept, appear to be well qualified for their situation ; but even among this class, some glaring instances have been witnessed at this Consulate, of insubordination and mutmous conduct on the part of seamen, arising from their want of confidence in the masters and mates, who, in addition to habits of intemperance, have betrayed the greatest ignorance in matters connected with their profession. Among the masters of 2 o 314 PORTUGAL. the smaller class of vessels there is a great proportion of men who seem to have had no regular training for their profession, but to have learnt it in a merely practical manner. The conduct of British shipmasters of this class is often very irregular. They are much in the habit of drinking to excess, and in this, as well as in other respects, set a most pernicious example to their crews, with whom they frequently quarrel, and whom in many instances they ill-treat. They are, moreover, extremely ignorant ; and their log-books are often kept in such a manner, both as to handwriting and orthography, as to be scarcely intelligible. For all these reasons, the thought has often occurred to me that it would be highly expedient that there should be a system of regular education esta- blished for the Merchant Service of Great Britain, by means of which, young men intended to be shipmasters might receive such a training as should render them competent, not only to undertake the navigation of a vessel to any part of the globe, but likewise to act as supercargo or otherwise manage the business of the shippers wKen necessary. Sobriety too and general good conduct should form a part of their qualification ; when it might reasonably be expected that the character and discipline of those placed under their command would undergo proportional improvement. (Signed) WM. SMITH. Lisbon, June 28, 1847. No. 127. Consul Johnston to Viscount Palmerston. My Lord, Oporto, September 20, 1847. IN obedience to your Lordship's commands conveyed in Mr. Bidwell's circular despatch of the 28th May last, upon the subject of the Commercial Marine, I have the honour to report to your Lordship that no institution exists here similar to the Merchant Seamen's Fund ; and to inclose a paper containing some information relative to the subject of the Commercial Marine. I have, &c. (Signed) EDWIN J. JOHNSTON. Inclosure in No. 127. Information respecting the Commercial Marine. THE masters of those British vessels which are constantly employed in trading between Oporto and the principal ports of Great Britain, are generally quite competent for their stations. Of the other British masters whom I have had opportunities of observing, I have found many vei-y ill-instructed in commercial matters witli which they ought to have been perfectly acquainted, and slow to understand information upon such subjects. Few of them are, I think, qualified to act properly as merchants representing their employers. Some of tliem seem to find it difficult to write intelligibly. Masters of this kind, although they may not be disorderly themselves (and indeed I have very seldom met with disorderly masters), yet frequently fail to obtain from their crews the respect due to their station ; consequently, kltercations often take place between them and their mates or seamen ; and a great part of the numerous disorders committed by seamen in this port, whether afloat or ashore, since I came to this station, have been com- mitted by men in the service of such masters. That these altercations have arisen chiefly from the defect on the part of the masters which I have men- tioned, appears from the fact, that most of the men who, under such masters, have been insolent and unruly, have behaved well when transferred to vessels commanded by masters of a superior character. Sometimes these irregularities have for a short time hindered vessels from sailing when ready for sea. It is to be observed, that the British vessels which come to this port are, on the average, of the burthen of only about 140 tons each ; that about one- PORTUGAL. 315 fourth of those vessels are employed in the Newfoundland fish trade ; and that 7 ^^?^ 1 c^nimercial information on the part of the masters is probably ot much less importance in this port to their employers than it would be elsewhere. , According to the law of Portugal, no person can be enrolled as a sub- pnot (01- niate) of a ship without obtaining a certificate of his capacity from one ot the National Academies. To obtain this certificate, he must, unless he IS a pupil ol the Naval School, undergo an examination, and show that he has a compe^tent knowledge of arithmetic, geometry, plane and spherical trigono- metry and astronomy; and to quahfy himself to be examined, he must have made five voyages to the Baltic, Mediterranean, Azores, Madeira, and Cape Verd, or two voyages to some of the ports of the east coast of America, or west coast of Africa, or one voyage to ports in Asia, or the west coast of America, and he must present his journal, v To obtain a particular hcenee as a ]^lot, the sub-pilot must make two more voyages to the ports above mentioned, and must show, upon a fresh exami- nation, that he has improved himself in the art of navigation, especially by taking plans of ports, discovering shoals and rocks, regulating chronometers, and determining on shore the latitude or longitude of the port by astronomical observations. The pilot with a particular licence, on showing upon examination that he h^s made two voyages, besides those above mentioned, bevond Cape Horn or the Cape of Good Hope, and that he is acquaitited with the principal shoals, currents, and monsoons of the Atlantic and Indian Oceans, is entitled to a general licence as pilot or master. Pupils of the Naval School are not required to undergo a public exami- nation, but are to be examined privately by a jury of professors ; and licences are to be granted to them according to the number of voyages which they may have made, and the ability shown in their journals. The pupils of the Naval School no doubt receive some instruction in com- mercial business ; but it is not made necessary by the law, that pilots of any rank should possess such information. It is not hkely, however, that persons of such acquirements as masters or mates, duly qualified agreeably to the regulations just mentioned, must be, would fail to inform themselves sufficiently in a matter so nearly concerning them. These regulations have been in force only about two years. At present Portuguese masters are reckoned much inferior to British masters in practical seamanship ; and chiefly on this account very few Portu- guese vessels are employed in the trade between this port and ports in the British dominions. (Signed) EDWIN J. JOHNSTON. Oporto, September 20, 1847. No. 128. Consul Stoddart to Viscount Palmcrsion. My Lord, Madeira, June 12, 1847. IN reply to Mr. Bidwell's circular despatch of the 28th ultimo, I have the honour to ac(]uaint your Lordship that no such institution as that referred to in the letter from the Board of Trade, of which I have been furnished with a copy, answering to the Merchant Seamen's Fund in England, exists or ever did exist in this island. I have further the honour to transmit herewith, for your Lordship's infor- ro.ation, a paper containing such observations as have been suggested to me by a perusal of Mr. Murray's letter, referred to by the Board of Trade, and of which your Lordship has also caused me to be furnished with a copy. I have, &c. (Signed) GEORGE STODDART. 2S2 316 PORTUGAL. Inclosure in No. 128. Observations on the Commercial Marine. 1 AM of opinion that the general character of the Merchant Sea Service might be greatly improved, and many of its existing defects remedied, by adopting Mr. Murray's suggestions. In investigating numerous complaints which have been made to me by shipmasters of the disobedient, disorderly, and mutinous conduct of their crews ; and by seamen, of the offensive, unjust, and tyrannical treatment of the masters, 1 have, on many occasions, been satisfied, particularly in the case of vessels of a smaller class, that incapacity and want of sobriety in the masters have been the principal causes of all the dissatisfaction and evil. Indeed I have not often met with instances of complaints from either shipmasters or seamen where the former appeared to combine sobriety with skill in their profession, and a knowledge of the means of properly maintaining authority on board their ships. The shipping interests of the country could not therefore, 1 think, fail ia being benefited by the adoption of some measure which would tend to prevent ignorant and intemperate men from becoming masters. The object might probably be better attained by some system of regular education for British subjects, when training for the higher grades of the Merchant Sea Service, and especially of examination before a competent board as to their qualifications for undertaking the charge of vessels and the various important interests connected therewith. Advantage would no doubt result to the Commercial Marine of Great Britain by the appointment of a Commission to consider the subject in all its bearings ; and whose attention would naturally be particularly directed to the means best calculated to proniQte the welfare of the merchant seamen of the country. (Signed) GEO. STODDART. Madeira, June 12, 1847. No. 129. Consul Hunt to Viscount Palmerston. My Lord, St. Michael's, July 7, 1847. I HAVE the honour to acknowledge the receipt of Mr. Bidwell's circular despatch of the 28th May, inclosing a copy of a letter from the Board of Trade with that of one written by Mr. Murray of the Foreign Office, to Viscount Canningj relative to the Commercial Marine of Great IBritain ; and instructing me to furnish such information, on the subject of institutions answering to the Merchant Seamen's Fund, as I can collect. The Government of Portugal has not, at any period of its commercial history, passed any law or other public measure for the relief of disabled merchant seamen and their widows and children, which it was the object, of the Act 4 and 5 William IV, cap. 52, to afford in Great Britain ; nor are there any mutual benefit or private establishments in the Azores to supply the place of public legislation. The laws relating to seamen, as referred to in the margin, give them a preference in bankruptcy cases over other creditors for wages due to them;* their wages cannot be attacked on any groundsf (except after their decease;)! and cargo is responsible for them.§ They are also given a right to claim a premium of 1^ per cent, on the material cargo and freight of a non-convoyed ship, successfully defended by them against an enemy ;|| and they are exempted from recruitment. ^ » Alv. June 10, 1757. f Alv. March 16, 1775. X Dec. September 13, 1782. § Alv. August 14, 1772. Art. 1496 Common Code. II Dec. 14, September 1798. Edict, July 29, 1799. Tf Alv. February 24, 1764, and successive special recruiting laws. PORTUGAL. 317 I can find no other law for their encouragement. With reference to the general subject of the Commercial Marine, 1 have the hoHour to inclose a report on British vessels trading to the Azores, in which I submit to your Lordship the considerations that have occurred to me on a perusal of Mr. Murray's letter. I have, &c. (Signed) THOMAS CAREW HUNT. Inclosure in No. 129. Report on the British Shipping engaged in the trade of the Azores, as regards the Commercial Marine of Great Britain. , THE British ships trading to the Azores are generally of ^mall size, not averaging more than 80 tons each; but as the average tonnage of Great Britain is under 110, and that of coasters under 90 tons, the capabilities for improvement observed in the Azores' ships may perhaps extend to the whole Mercantile Marine. The ships themselves^ with very_ few exceptions, are well built and found ; but they have no apparatus for the saving of life ; those of less than 60 tons burthen are frequently short of provisions ; the health of seamen is not sufficiently cared for, and it may be doubted, from the experi- ence of the last season, if more than one-fourth of the number of masters are duly qualified by nautical education to take charge of the lives and property committed to their guardianship. Some provision for the saving of life at sea is rendered necessary, not only for cases of shipwreck, but also by the loss of seamen diiring the voyage. In the twenty years ending with 1846, fifty-two deaths so caused were reported here by various shipmasters of the trade. These accidents occurred from men falling off" the yards when shortening sail, and particularly in stowing the gib, an act wherein they are liable to be carried off the gib-boom of small vessels by a heavy sea. A life-buoy, so secured under the taffrail as to be let go at a moment's warning by the man at the helm, would save many of the lives now lost in the great delay of going about, or the greater of hoisting out a boat, stowed over the main hatchway, with a small crew already wholly employed in bringing the ship to. Small ships are generally the property of persons of limited capital, to whom the expense of fitting them out for a foreign voyage, including the advance of a month's wages to each of the crew, is a work of considerable diflSculty. It is therefore incumbent on them to save where they may ; and as economy cannot, for the insurance sake, fall on the apparel, nor will be allowed by the seaman engaged in the reduction of their advance, it is practised in the purchase of provisions. A certain passage, and not a long one, is calculated on ; the owner knows that his master on arrival at the foreign port can obtain money on account of his freight home, and that provisions will be cheaper there, and he therefore gives no larger supply of food than is necessary, in his view, for the passage. This is stated with reference to ships of less than 60 tons burthen, for which stores cannot be bought out of bond. The consequence is, that, with an ordinary long passage, the stores are exhausted either on or before arrival ; and if the ship be dismasted, the crew is exposed to the horrors of starvation, with no cause for such a calamity but an improvident supply of food at the beginning of the voyage. The same motives send small ships to sea without a sufficient medicine chest ; or, in many cases where one has been provided, the master will not serve medicine to a sick seaman. A slight attack of illness left whhout treatment, becomes one of aggravated symptoms ; the man on his arrival is discharged dangerously ill, into the care of his Consul ; a long course of treatment becomes necessary, and the Government is called on to pay a sum of between five and ten pounds for the relief so afforded. And here it must be observed, that a common cause of this illness is want of clothing and the consequent undue exposure to wet and cold, with deficient protection in the forecastle from the water coming over a vessel's bows. If the doubt that only one-fourth of the number of shipmasters are duly qualified for the charge committed to them appears unreasonable, it must be 318 PORTUGAL. remembered that a shipmaster ought to be a practicable seaman — able to execute any order that he gives to one of his crew ; familiar with the capabilities of his vessel, as to the ballast she requires, the depth to which she may be loaded, and the manner in which her cargo is to be stowed ; and experienced in her management at sea, as well as in tlie proper mode of mooring her under all circumstances. 'I'o this he must add the knowledge of navigation ; the working of a course ; the taking of observations, both for latitude and longitude, as well as of prevailing currents and winds ; and, finally, he must possess the commei'cial knowledge necessary to enable him to charter his ship. But in this trade shijDS are lost, damaged, or endangered from want of ballast, from the shifting of this, or their cargo, from driving at their anchors, or from parting their cables. Three-fourths of the masters carry no chronometer, and cannot take an observation for longitude ; so that having made tlie latitude of their port, tliey sail towards it, quite uncertain when they will see the land ; while cases have recently occurred in which they have actually passed it. Such are the defects observable in this trade. How far and by what means can they be remedied? The weakness and insufficient finding of ships (exceptionally as they are known to occur) ; the carrying of means to save life ; the serving of medicines to seamen, and their proper accommodation on board ships, with a sufficient supply of food, are, it is submitted, proper objecis for the force of legislation. There does not seem to be any essential difference between the obligations which would be imposed on owners and mas.ters by such legislation, and those of the Act 9 and 10 Victoria, cap. 100, which orders that a life-boat shall be carried by passenger ships ; of the Act 5 and 6 Victoria, cap. 107, which orders that such ships shall not go to sea without a specified quantity of stores, and a certain space of accommodation for pas- sengers ; and of the Act 7 and 8 Victoria, cap. 112, which requires that lime- juice, vinegar, and sugar, shall in certain cases be kept on board and served out to the crew. Nor would any difficulty be experienced in executing a law requiring the surveying of ships before their voyage, for the purpose proposed. As their masters must even now, before clearing out, present certain papers and prove the performance of certain duties ; as their ships are liable to search and their crews to muster ; so their comphance with any law remedying the present defects could be compelled on the same occasion and by a similar mode, without any addition to the establishment now employed in the execution of laws affecting merchant ships. Perhaps also masters and mates might be called on to prove their qualifi- cations as navigators before being placed on ships' registers, without great inconvenience to trade. In a marine of nearly 30,000 ships, it would be difficult to find examined or qualified masters and mates without some previous notice ; it is to be feared that few of them could be supphed from the appren- tices bound under the provisions of the Merchant Seamen's Act, which require, in the form for indentures, that apprentices shall be taught the business of a mariner, with the circumstances thereto belonging. Yet a reasonable notice of the new legislation would allow merely practical to become scientific seamen ; and facilitating the recovery, by legal process, of a proper remuneration for the apprentices' four years' labour, on proof shown that he had not been duly instructed, would make masters more careful to perform this covenant of indentures, and indeed often have the effect of qualifying both the teacher and the taught. It is scarcely necessary to refer to the common complaint made by masters, of the insufficient support given to their authority by the Merchant Seamen's Act, a complaint justified, not by the defects of the law, but by the sacrifice of the powers it confers. The seventh clause, in allowing a pecuniary penalty for absence from duty, gives a master all necessary control over a seaman. If it be requisite to punish insolence, he has the powerful weapon of the " Black List,'"' of which the principle may be carried out in the smallest vessel; and if any order for the imasual duty so imposed be disobeyed, it can be met by an entry in the log-book and a deduction of two days' pay. But masters throw aw ay this great and often irresponsible power, when they pay^ their seamen in advance. It is alleged by them that they cannot obtain crews on other terms. Does not this rest with themselves, or with their owners ? and cannot the shipowners' society — a body so influential beyond the number of its PORTUGAL. 319 members — discourage a system which in most cases diminishes disciphne, and always exposes property to the risks of insubordination ? But as every reduction in the profits of shipping renders more and more necessary a diminution of the expenses, so every alleviation from public charges enables the owners to adopt changes which may increase the security of their property, and accelerate the returns of their investments. Ships of less than sixty tons, bound on foreign voyages, are prevented by the Act 8 and 9 Victoria, cap. 91, from purchasing stores out of bond — a restriction of very questionable necessity ; and the heavy rates of inward and outward pilotage, out of all proportion to the labour and skill employed, with the greater cost of duty-paid stores, make a difference of nearly 20 per cent, on a gross freight. The diminution of pilotage, and the removal of restriction on the purchase of bonded stores, would be a relief to trade, which it is supposed would not affect the revenue, or offer any unfair prejudice to other interests. If such measures were introduced at the same time with others laying obligations, not hitherto discharged, on shipowners and masters, the benefits received would lighten the duties imposed, and no injury be offered to a class which it is so much for the public welfare to support and encourage. The Mercantile Marine requires reform ; requires that the shipmaster should be a competent navigator, and that the seaman should be comfortable and secure on board ; and although much might be done to this end by ship- owners themselves, much by the moral improvement of seamen, yet the natural tendency of merchants to look to immediate profits, and the common improvi- dence of seamen, demand that the Legislature should do whatever is consistent with the real interests of trade ; and that the defects of this important branch, of national prosperity should be treated in the same paternal spirit which for poverty or for crime seeks at the same time a preventive and a remedy. • (Signed) THOMAS CAREW HUNT. St. Michael's, July 7, 1847. No. 130. Consul Kendall to Viscount Palmerston. My Lord, St. Jntonio, Cape Verds, August 18, 1847. I HAVE the honour to acknowledge the receipt of Mr. Bidwell's despatch, dated the 28th May last, stating that a commission was about to be appointed to inquire and examine into certain matters relating to the Commerr cial Marine ; and requesting information in regard to institutions existing in this country answering to the Merchant Seamen's Fund in England. These "islands are, I regret to say, quite destitute of any institutions having reference to the subject in question ; in fact, the Commercial Marine in this part of the Portuguese dominions is wholly neglected, and left to do its best in whatever situation it may be placed. In reference to Mr. Murray's letter upon the same subject, I beg to inclose herewith a few remarks w^hich have occurred to me upon the perusal of that interesting document. I have, &c. (Signed) JNO. RENDALL. Inclosure in No. 130. Remarks on the Commercial Marine. 1. I THINK that the character of British shipping, as far as the officers connected with it are concerned, do not claim that high respect which the officers belonging to foreign ships maintain ; of course there are exceptions ; but you do not observe in the latter that recklessness of conduct and gross intemperance which, I regret to say, you see too often with the former. I have not the least doubt but that drink is the chief cause of the numerous ship- wrecks of British vessels. I have closely watched the conduct of the officers 320 PORTUGAL. of vessels that have been shipwrecked in these islands ; and the result of my observation has been, that at least four out of six were addicted to spirituous Uquors. 2. I think a great deal of good has been effected by the passing of the late " Amended Merchant Seamen's Act." The seamen on board ships are better behaved and more contented than formerly. The masters and owners are supposed to complain of the great attention that has been paid to the interests and comforts of the men, but I think without reason, and that they ought to be satisfied in finding the character of their crews so much altered in every respect for the better. 3. I am fully satisfied that if a system of regular education was adopted, obliging all persons to pursue before they could be appointed officers in the Commercial Marine, that a change, highly satisfactory to the interests con- cerned would very soon follow. The owner, the insurance office, the under- writer, and in fact, the crews of vessels, would all find out the great benefit that had been secured to them by such a change ; and the character of the officers would then be raised to that state, worthy of that supremacy which Great Britain ought to hold in commercial enterprise. Beyond the necessary qualifications required to make a good seaman and navigator, the acquirement of a knowledge in foreign languages is most important. I have observed in the vessels of the Hanse Towns, how much importance is given to the captains speaking at least two other languages besides their own ; and I have witnessed the great advantages this circumstance has given them in all their dealings. 4. 1 think it much to be lamented that so important a branch of service as the Commercial Marine of England, has not a Board or Department appointed to watch the immense interests belonging to it, which being varied, but each in itself so important, can well give employment to such an esta- bhshment, whose duties being thus exclusively confined, would be able to render the most important services to the mercantile interests of the country. (Signed) JOHN KENDALL. St. Antonio, August 18, 1847. 321 SARDINIA. No. 131. Consul Yeats Brown to Mr. Bidwell. Sir, Genoa, June 24, 1847. IN compliaiice with the wish expressed in Mr. Lefevre's letter of the l7th of last month, that the Consuls at Venice and G^noa should make inquiry as to any institutions for the rehef or encouragement of seamen which may have existed in former times, I have made active search and inquiries, the result of which is, that no such institutions existed during the period of the commercial greatness of Genoa, but it cannot be denied the maritime com- merce of Genoa in ancient times was not unaccompanied by the lucrative calling of piracy. I inclose the actual regulations for the benefit of superannuated or invalid merchant seamen, such regulations being subjected to revision and change at the end of every three years ; and I think it well to observe that press is unknown in the Sardinian service; but that the merchant seaman having matriculated, (which requires consent of parent or guardians, fifteen years of age, and three years sea-going in any capacity,) is then exempt from mihtary conscription, but becomes liable to be called upon to join the Royal Marine whenever required to do so. The exceedingly arid nature of the Ligurian coast forms sufficient induce- ment to adopt a seafaring life, and causes an abundant supply of both Royal and Mercantile sailors. The result of the above institutions has been most beneficial to the Com- mercial and National Marine of this State ; and it must be admitted that Genoese seamen of either branch of service, though hmited in extent, will bear a favourable comparison with those of any other European country ; and in point of subordination, sobriety, and quietude, are far superior to our own. I am, &c. (Signed) T. YEATS BROWN. Inclosure 1 in No. 131. Rvply to Paragraph 2 of Circular of May 28, 1847. IN reference to the second paragraph of the circular of 28th May, 1847, as to which I am requested to furnish a distinct paper, 1 do not see 1 can do better than refer to a letter addressed by me to Mr. Murray on the 1st August, 1843*; and I subjoin an extract from one which I wrote to Mr. WiUiam Brown, Registrar, &g.. Custom-house, London, on the 30th November, 1843 ; and the only additional information I can at present offer is the following :— - By American law, if a captain requests the discharge of a sailor, and the Consul consents thereto, the captain is obliged to deposit with the Consul three months' additional wages to prevent the discharged man becommg a burthen * No. 2, page 4. 2T 322 SARDINIA. to his country ; and this obligation upon the captain is equally binding upon him if the seaman be left on shore sick or in hospital. This is an excellent arrangement, works well, and would be a valuable improvement if appended to any forthcoming measures. The idea of register-tickets, introduced in the Act 7 and 8 Victoria, cap. 112, was very good; but moi-e stringent measures should be adopted for their safe custody, as it is notorious a traffic in them exists in England. Extract from a Letter to Mr. J. H. Brown, Registrar, S^c, Custom-house, dated November 3, 1843. To assist in obviating the inconvenience of an offending party absconding, or the distance of witnesses, it would appear to me that the written statement of the Consul (as a complaining party), duly signed and sealed with the official seal, should also be held tantamount to parole evidence. In reply to the invitation to suggest provisions calculated to facilitate business with masters of British vessels, I have to submit that it is most desirable that the Consul be empowered to commit to prison (for a hmited number of days) refractory seamen; for as the matter of fact stands, the British Consul is from time to time compelled to act as though he possessed a legal right to imprison, although he knows he does so at his own risk, and would probably be cast in damages if an action were brought against him in an English court. (Sig-ned) T. YEATS BROWN. Inclosure 2 in No. 131. Regulations for admission of Seafaring Men to the benefit of the Chest for the Marine Invalids. A PENSION shall be allowed out of the chest of the Marine Invalids to such individuals who, having reached sixty-five years of age, effectively served fifteen years, having contributed during the full period to the said chest or fund. Such pension is — £ For masters of 1st class . . .160 „ 2nd „ . . . 130 „ „ 3rd „ . . . 110 The pensions for masters of the 1st and 2nd class, who will prove an effec- tive service with contribution to the said chest for full twenty years the same shall be increased — ■ £. For the 1st to . . 200 For the 2nd to . .160 Pensions to widows and orphans of the above will be regulated upon the aforesaid basis, pursuant to the contents of Article 271 of the Merchant Shipping, with the difference that there being only one orphan, the pension to be allowed shall be one-third instead of one-half. Widows and orphans of seafaring men who have perished in a shipwreck may be allowed a pension, provided the deceased served the full period with contribution as aforesaid prescribed, although the deceased had not reached sixty-five years of age. Masters and seafaring men, who having reached the aforesaid age, proving an effective service of twelve years with contribution to the chest, may be allowed a subsidy, renewable, to the amount from one-half to two-thirds of the pension. A subsidy from one-third to one -half may be allowed to those whose age is from sixty-one to sixty-four, after an effective service of fifteen years, with contribution to the fund. SARDINIA. 323 Individuals from fifty to sixty years of age, after an effective service of twenty years with contribution, may be proposed for a subsidy, renewable, equal to one-third of the pension. To admit such subsidies, based upon the pension allowed to the respective rank of fifteen years' service, it is to be understood that the principal condition is, that the individual applying therefor be unfit for service either by age or infirmity. Such subsidies give no right to widows and orphans to succeed thereto ; but, upon peculiar circumstances, the Board for the Marine Depart- ment may take such determinations as they may deem fit. Widows and orphans whose husbands or fathers perished in shipwreck may obtain a subsidy in such a proportion fixed for the pension when a pension is not allowable. In any other case of individuals not having the age or service above men- tioned, except the cases in Article 265 of the aforesaid regulations, no other allowance shall be given but as a charitable grant, and not to exceed one-third of the one-year pension fixed to each rank and class. It is enacted that service onboard a man-of-war will be reckoned as in the Merchant Service for admission to pension or subsidy upon the invalid chest of the Marine. These regulations are transitory ; they shall be in force for three years ; after which period the aforesaid Board may suggest such change as they may consider fit. Articles of Regulations alluded to in the aforesaid dispositions. 265. Masters, seamen, and workmen, who not being in the active service of our Navy, become maimed or mutilated in consequence of wounds received in defence or in the service of their respective ship, or on the coast of the State, shall be admitted to a pension or allowance in proportion to the merit, circum- stance, and situation of the individuals, as it may be fixed by the Board of Admiralty. 271. Widows of the invalids of the Merchant Shipping, admitted to pension as per Article 259 ; and in default of them, their children under fifteen years of age, will be entitled to one-half of the pension allowed to the deceased; as to the rest, the regulation above mentioned will be applied to them in equal case for the widows and orphans of the individuals of our Navy (Royal) . No. 132. Consul Craig to Viscount Palmerston. My Lord, Cagliari, July 8, 1847. IN reply to that paragraph of your Lordship's circular of the 28th of May last, which relates to a letter from Mr. Murray, referred to by the Board of Trade, and requesting me to furnish, in a distinct paper, such information rela- tive to the general subject of the Commercial Marine as might be suggested by a perusal of that letter, I have the honour to inform your Lordship that twenty years' residence as a merchant in the Mediterranean enables me to bear testi- mony to the accuracy of Mr. Miirray's statements, and I cannot entertain a doubt of the injury which results from a state of things like that represented in said letter, being incalculable, as regards both the character of the Mercantile Marine and the profits of shipowners, who, although they may take refuge under their insurances for the value of their property, yet have no protection against the loss of profits resulting to them through the misconduct and mis- management of many of their masters. That an education superior to what is generally possessed by masters is required, is quite certain, as also that it would materially contribute towards remedying existing evils, but experience convinces me that the most effectual remedy would be greater attention to moral character, in the appointment of individuals to the highly responsible offices of masters and mates of merchant-vessels. It is truly pitiful to see the misconduct and inefficiency of many that are thus intrusted with valuable lives and property, 2T2 324 SARDINIA. and the consequences are too well known to require remark. But were that great evil, the selfish patronage of relations and friends, duly corrected by a rigorous examination being instituted into the character, conduct, the practical and scientific acquirements of candidates for the superior offices on board of merchant-vessels, previously to admitting them, the evils complained of would cease to exist, whilst there would be greater efficiency in the service, greater security to lives and property, greater confidence in our vessels, and greater respect and obedience on the part of the sailor, who would also be essentially benefited by the influence of good example, of sobriety and assiduity, of thorough and acknowledged competency in his superior. I have frequently thought an effectual check upon the conduct of seamen, as well as a ready means of ascertaining their character, conduct, and acquire- ments, might be effected by each seaman having a book, the first page of which to hold his register-ticket, the following leaves to have a duphcate list of queries as to conduct, character, and abilities, these to be filled up at the end of every voyage, under a declaration as to conscientious accuracy, one of which lists to be forwarded to the Registrar, or " Board of Mercantile Marine," the other to remain in the book. I also quite agree with Mr. Murray as to the expedience of concentrating the administration of the Mercantile Mariae in one office ; this woiild give it efficiency and influence in protecting and promoting the interests intrusted with it, wMch it can never possess whilst divided into such minute portions, each probably forming but a comparatively insignificant object in the mass of duties in the respective offices among which it is divided. This system of concentration is that adopted by the Sardinian Govern- ment, and as it works extremely well in securing a wholesome authority and control to the administration, and good conduct, efficiency and respect in the service, and as it seems to give satisfaction to all parties interested, I have transcribed a sketch of its principal features, and which I have the honour to inclose herewith. I have, &c. (Signed) W. S. CRAIG. Inclosure in No. 132. Sketch of the existing Regulations for the Administration of the Surdiniun Mercantile Marine. UNDER the Sardinian Government the administration of the Mercantile Marine is almost exclusively concentrated in district boards or offices entitled " Consolati di Marina," which are so many branch offices of the Admiralty, and are dependent upon and correspond with the Admiralty Council or " Consiglio d'Ammiragliato," which council is presided by the First President of the Admiralty, and is composed of— A General Officer or Superior of the Marine, The Inspector of the Mercantile Marine, The Intendant-General of the Marine, The Port-Captain of Genoa, The Procurator-General of Navigation, A Senator specially attached to the Admiralty, And a Member of the Chamber of Commerce appointed biennially by Government. The Secretary-General of the Admiralty is also Secretary to, and has a voice in, the Council. The Procurator-General of the Admiralty has the direction of all the administrative operations regarding officers of the Mercantile Marine and Ports. The Admiralty Council has, under the superintendence of the First Secretary of War and Marine, the supreme direction of the administa-ation of the Mercantile Marine and Ports, of all affairs connected with the marine pohce, mercantile dockyards and of maritime arts ; to it also belongs the inspection for the good order, police and administration of ports, shores and mouths of rivers. The Consolati di Marina to which is confided the administration of the SARDINIA. 325 Mercantile Marine, may justly be designated the council's branch offices, each Lonsolato has a district assigned to it, and the subordinate ports have each a Vice-consul dependent upon and corresponding with their respective Con- The corps of officials of each Consular jurisdiction is composed of a Consul, Vice-consuls, Clerks of 1st, 2nd and 3rd class, and treasurers. The regulations for the guidance of the above officers in the administration ot aflairs connected with the Mercantile Marine are embodied in two Royal I'atents, the titles and heads of each are as follow :— " Royal Patents through which His Majesty approves and sends to be observed a new Regulation for the Mercantile Marine, of the 13th January, 1827. •' Chapter 1. Of the Admiralty Council. „ 2. Of Divisions of Maritime Territory. „ 3. Administration of the Mercantile Marine. „ 4. Of Registration. „ 5. Of Nautical Schools. „ 6. Of Mercantile Dock-yards ; of the Construction of, and of the Purchase and Sale of Vessels. „ ,7. Of the Naturalisation of Vessels, and of the Papers with which they are to be provided. „ 8. Of Captains and Masters (Patroni). ,,, 9. Of the Enrolment of the Crews of Mercantile Vessels, and of the sale of vessels. ,, 10. Of Fisheries. „ 11. OfWrecks. „ 12. Of Privateers. „ 13. Of the Marine Police. „ 14. Of the Marine Invalid Fund — its Administration, Sources of Income, and Expenditure. „ 15. Pensions chargeable on the Marine Invalid Fund. „ 16. Of the Inspector of the Administration of the Mercantile Marine and Ports, and of the Superior Officers who may represent him. „ 17. General Dispositions. " Royal Patents.— His Majesty establishes and sends to be approved the Penal Law for the Mercantile Marine, of January 13, 1827." Chapter 1. Of the Supreme Tribunal of the Admiralty. „ 2. Of the Construction and Sale of Vessels. „ 3. Of Fisheries. „ 4. OfWrecks. „ 5. Of the Desertion of Seamen. 6. Of the Insubordination of Seamen. 7. Dispositions common to crimes of Desertion and Insubordination. 8. Of Privateers and Prizes. 9. Of the Crimes of Piracy and Barratry. „ 10. Of the Marine Police Regulations. „ 11. General Dispositions. Such is the machinery of this administration for the Mercantile Marine, and the materials with and upon which it has to operate ; and the result of twenty years' trial reflects great credit both upon the laws and their adminis- trators. I hear no complaints on the part either of shipowners, captains, or seamen, and along with the profits, protection and comforts of each, there is secured an efficiency in the discharge of the respective duties, a respectful obedience to superiors, and a general system of sobriety and good conduct throughout, which proves satisfactorily that the above regulations are both wisely devised and judiciously administrated. I have been disappointed in getting correct information on that very important point, the quaUfications required of candidates to the post of captain, and must defer this to another day ; they are obliged to produce certificates of 5? 55 35 326 SARDINIA. good conduct, must have been a certain number of voyages to America, and are examined in geograph}^ arithmetic, geometry, mathematics, rectilinear and spherical trigonometry, and in theoretical and practical navigation. No. 133. Consul Craig to Viscount Palmerston. My Lord, Cagliari, July 8, 1847. IN reply to the first paragraph of your Lordship's circular of the 28th of May last, requesting information to be furnished regarding institutions in foreign countries answering to the Merchant Seamen's Fund in England, I have the honour to inclose herewith the regulations of a society existing here called the St. Elmari ; it is composed exclusively of seamen, and has for its object to provide a certain extent of employment to the meritorious and able-bodied, and pecuniary and medical assistance to all the members and their families. It is of very ancient date ; the first document in the Society's possession referring to the estabUshment, is one reforming its regulations in June 1522 ; it is productive of much good, and is held in high respect by the members. I have also added the regulations and scale of pensions affecting the seamen of the Sardinian Mercantile Marine, which emanate immediately from Government. I have &c. (Signed) 'wM. S. CRAIG. Inclosure in No. 133. Regulations of the Society of St. Elmari at Cagliari, for the benefit of Seamen. Royal Letters-Patent, By which His Majesty approves of a new organic and disciplinary regulation, and a new tariff of duties to be levied by the society of boatmen called St. Elmari, who in the city of Cagliari have the exclusive privilege of loading and unloading merchandise at that port. Charles Albert, by the Grace of God, King of Sardinia, &c., &c. The interest which the commerce of the kingdom inspires us, and parti- cularly that of our city of Cagliari, has stimulated us to examine if the duties accorded to the boatmen called St. Elmari, who, reunited in society from a remote period, enjoy the exclusive privilege of loading and imloading vessels at that port, where in accordance with the extent of their services, and whilst on the one hand we were convinced of their admitting of a reasonable reduction, on the other it seemed a favourable occasion for reforming along with the tariff of duties, the organic and disciplinary laws of the society, as well to give it a more stable consistence, as to better regulate the levying and employ- ment of its rents, property, and other incomes, as also the eventual profits accruing from its services, with a view as well to the advantage of the indi- viduals constituting the society, as to that of their families, and in particular to secure a less neglected and more profitable education to their children. And having found the regulations and tariff submitted to us by our first Secretary of State for the Affairs of Sardinia, to correspond with our wishes. We, by these presents, through our certain knowledge and regal authority, having taken the opinion of our Council, have determined and determine as follows. (Here the preamble proceeds to approve the following articles.) SARDINIA. 327 Organic and Disciplinary Regulations of the Society called " St. Elmari," existing in Cagliari, for Loading and Unloading Vessels at that Port. Chapter I. Composition of the Society. Article 1. The Society of St. Elmari will, as formerly, continue to be com- posed of such captains of ships, &c., and seamen of the Royal and Mercantile Marine, as are inscribed in the Register of the Marine, and require to be admitted. Article 2. None but captains and seamen of good conduct, whether natives or foreigners, to be admitted into the society. Foreigners to have a fixed residence in Cagliari. Article 3. To be admitted a member of the society, a request is to be pre- sented to the chief maggiorale, who will take the opinion of twelve prob'uomini and anziani of the society united for that purpose, which being favourable, the secretary present at the sitting will extend an act of admission to be submitted to the judge conservator. Article 4. Should the application meet with opposition, the secretary will cause motives for it to be adduced, and communicate the same to the judge conservator, who, not deeming them valid, will convoke a meeting in the society's hall, and adding others to the former meeting, so that, including the chief maggiorale, the number be not less than nineteen, they vdll proceed to a second vote. Article 5. In both the two preceding cases, having heard the voices and opinions of the members, they will proceed to vote by ballot, the majority of white balls to decide for the admission. Article 6. If, in voting, as per Article 4, there be a majority of black balls, the applicant is to be considered definitely excluded. Article 7. In whatever case, the judge conservator may, if he deem it proper, inform the superior Government of the result, that he may be guided by its instructions, and particularly if the applicant belong to the Royal Marine. Article 8. The individual thus admitted will, on first entering, and once for all, pay 9-80 francs in favour of the fund called the Saint's Fund. Article 9. The payment above mentioned to be reduced to 7*20 francs for those whose fathers have filled the post of chief maggiorale. Article 10. Every member of the society to pay annually on the 28th of August, the festival of St. Elmo, 3-50 francs in favour of the above-mentioned fund. Article 11. The payments referred to in Articles 9 and 10 to be collected by the second maggiorale, who will give receipts as per model No. 4, here annexed, carrying the amount to his debit in accounting to the chief maggiorale as prescribed in the successive Articles. Article 12. The secretary of the society will keep a proper register of the members, noting their names, surnames, country, and last place of resi- dence, the days of admission, and that in which they ceased belonging to the society. Article 13. The junta of prob'uomini, provided it consist of nineteen individuals, including the chief maggiorale, have the right of inflicting tem- porary suspension, and by a majority of votes, of expelling any member rendered unworthy the society by misconduct or fraudulent administration of the society's funds. Votes to "be taken by ballot as per Article 5, the secretary extending the necessairy act. Article 14. The motives for, and the results of the deliberations alluded to in the preceding article, to be submitted for approval to the judge con- servator, who, deeming it necessary, will notify the same to the superior Government for opportune instructions as per Article 7. Article 15. Any member wishing to retire, will be allowed to do so on condition that he pay 5-66 francs, and discharge all his debts towards ^the society's funds. Article 16. Neither the chief maggiorale nor any other member may 328 SARDINIA. assemble the general junta, nor that of the prob'uomini and anziani, without permission from the jtidge conservator, who is to be informed of the object of the meeting. Article 17. The judge conservator will attend and preside at the juntas when the importance of their object requires his presence. Article 18. Juntas, general and particular, of the anziani and prob'- uomini, to be held in the society's hall m the parochial church of St. Eulalia in the Marina. Article 19. The secretary to be present at all juntas, and extend an atto verbale of the persons present, the object of their meeting and result of their deliberations, to be signed by all present, and su.bimtted to the judge con- servator for his approval. Article 20. The secretary not to have a deliberative vote in the juntas, but to inform the members of all facts in the society's transactions having reference to the question under consideration. Article 21. Every member to be invited to the general juntas, and twenty-five, besides the chief maggiorale and clavario, to form a quorum. Article 22. In the juntas of anziani and prob'uomini, nine members, with the chief maggiorale and clavario, to form a quorum, except in cases provided otherwise by the present regulation. Article 23. The anziani are such as have fi;lled the various posts to that of chief maggiorale inclusive. Chapter II. Of the Judge Conservator. Article 24. The Society of St. Elmari for the present will continue to have a judge conservator elected from the judges of the supreme tribunal of the Royal audience. Article 25. It shall be the duty of the judge conservator to watch over the good management and administration of the things belonging to the society, and the punctual execution of the present regulation. Chapter III. Of the Secretary of the Society. Article 26. The society to have a competent and trustworthy secretary^ a notary public, and elected by a majority of votes in the general junta from three individuals proposed by the chief maggiorale, previously selected by a junta of twelve anziani and prob'uomini, presided by the judge conservator. Article 27. Having elected a secretary, the society cannot replace him by another, except in case of death, voluntary renouncement, or some grievous d«rehction of duty in office, proved and submitted to the judge conservator, showing the necessity for appointing another. Article 28. The secretary to keep the registers and papers of the society in a proper form, to preserve them in the archives of the society's hall, locked under three keys, one of which to remain with the judge conservator, another with the secretary, and the third with the chief maggiorale. Article 29. The secretary will not permit any extracts to be made from, or examinations of, the papers in the archives without previous permission from the judge conservator, and in the presence of the secretary, chief maggiorale, and one of the anziani deputed by the judge conservator. Article 30. In his quality of notary public, the secretary will extend all instruments required by the society, unless prevented by particular circum- stances. Article 31. The secretary to assist the chief maggiorale in collecting the duties as per annexed tariff, registering and coimtersigning the receipts as per Article 67. Article 32. As salary, the secretary will enjoy an equal portion with the operatives, as per Article 68. Article 33. In case of sickness or old age preventing the secretary from attending his office, the society will replace him with a competent substitute at SARDINIA. 329 the expense of the society's funds, the secretary to continue in the enjoyment of his quota the same as an operative, as per Article 69. Article 34. Should the secretary be absent without any legitimate cause, the judge conservator will provide a substitute at the secretary's expense, and in case of continued negUgence, he is to be definitely superseded, as per Article 27. Chapter IV. 0/ the Maggiorale and Operatives of the Society. Article 35. Once every three years the maggiorale is to assemble six prob'uomini and anziani of the society chosen by the judge conservator, and in the presence of the same and of the secretary, he will cause to be registered three second, three third, and three fourth maggiorali, whose names are each to be written upon a piece of paper, placed in an equal number of wooden balls, and put into three separate purses for extraction, as per Article 38, in which operation the judge conservator will recommend a choice of such as who, to other good qualities, unite those of reading and writing. Article 36. The chief maggiorale and clavario are exempted from this registration, as the second maggiorale of the current year becomes the chief maggiorale of the year following, and so progressively till a new registration ; the post of clavario to be occupied by the individual immediately retiring from that of chief maggiorale. Article 37. In each registration the second maggiorale will succeed to the post of chief maggiorale, the third to the second, and the fourth to the third, provided their conduct in the interim have not given cause for exclusion. Article 38. On the 28th of August each year, the festival of St. Elmo, in the presence of the members of the society and in the society's hall, the secretary will open the box containing the purses, as per Article 35, and draw for the operatives, the secretary extending the required act. Article 39. The posts of first, second, third, and fourth maggiorale, and that of clavario, to be annual, to commence on the 28th August of each year, and expire the same day the year following. Article 40. The chief maggiorale and clavario will enter into ofl&ce on the same day, 28th August, and in the chapel of St. Elmo, and in the presence of the members of the society, they will make oath to acquit themselves honestly and laudably, without appropriating anything not belonging to them, and to act in accordance with this regulation. Article 41. Every year, immediately after renewing the operatives, as per Article 38, a list is to be made of all the members composing the society, stating their names, surnames, and offices each occupies during the current year, the judge conservator to submit the same to the Supreme Government. Chapter V. Of the Chief Maggiorale, the Operatives, and their obligations. Article 42. The operatives of the Society of St. Elmo, are held to load and unload all merchandise at the Mole, Darsena, and respective coasts of Caghari, whether coastwise, imported, or for exportation, and takmg them from on board and placing them on shore, and vice versd ; and whether or not the society's boats be required for the operation. And all vessels, national and foreign, are to avail of their services, and pay them the duties as per annexed tariff. Article 43. Previously to commencmg operations, the society's operatives, or rather the superiors superintending them, are to ascertain if the merchan- dise be accompanied by the relative custom-house stamps and permits, and in default to refuse to load, unload, or convey them to their destination. Article 44. Should any captain, proprietor, or other interested person, load or unload his merchandize without avaiUng of the operatives of the society, or without requesting them, and neither refusal or neghgence be attn- butable to them, such merchandize, so loaded or unloaded, to pay the same duties as per said tariff, as if the operatives had officiated. 2U 330 SARDINIA. Article 45. The number of operatives never to be less than twelve, includ- ing the maggiorale in chief; and should circumstances require it, the society is to increase the number without any additional remuneration, such additional operatives to be paid as previously agreed upon, out of the duties accruing to the society for their service, the balance to be divided as per Article 68. Article 46. No member of the society to be admitted a permanent oper- ative as per preceding Article, unless he have previously filled the posts of chief maggiorale and clavario ; being also competent in ability, age, and health, for the office. Article 47. In default of individuals having occupied these posts, the Junta of anziani and prob'uomini may appoint other members of the society, possessing the requisite qualities, to fill the posts of permanent operatives. Article 48. For loading and unloading merchandize, the society wiU keep in the Darsena a suflBcient number of large and small lighters, suited in form and size to their object, in good order, furnished with the necessary tackle, and ready at any request. Article 49. The operative to be at the place required half an hour pre- viously to commencing operations at the custom-house, and to remain there tUl the custom-house be closed ; nor are they to refuse to work immediately when requested. Article 50. If in loading or unloading, the operative should injure the merchandize, or commit any breach of trust, the society is held to promptly indemnify the proprietor, &c. for the injury received. Article 51. In any case of dishonesty or serious offence on the part of the operatives, the society's funds are entitled to indemnify from the same to the amount incurred, as per the preceding Article. Article 52. The operatives, whether loading or unloading, are not to leave the boats alone till operations be perfectly completed. Article 53. The operatives to be superintended in tlieir operations by the chief maggiorale, to whom they are to yield respect and obedience. Article 54. In the case of any offences being committed by the operatives during the exercise of their duties, the maggiorale may either suspend the guilty parties, or send then in arrest to their own houses, replacing them at their own expense. Article 55. The maggiorale to report such cases to the judge conservator, who may order a continuation of the domiciliary arrest for a prudent number of days, and even imprisonment, should the case require it ; being guided, how- ever, in such procedure, by opportune orders from the superior Governme^nt. Article 56. The operative, or whatever member of the society, so put in arrest, dui-ing' its continuance is not to enjoy the advantages accorded to the members of the society, and especially as regards those referred to in Article 122. Article 57. The same attributions are accorded to the secretary as the chief maggiorale, should he witness any disorderly conduct or negligence on the part of the operatives ; and he may replace or represent the maggiorale in case of absence. Article 58. If without a legitimate impediment the chief maggiorale omit attending at the Darsena, mole, or other place, where he is required to super- intend the operatives, or should he absent himself from Cagliari vvithout per- mission from the judge conservator, he is to be subjected to a fine of 9-50 francs. Article 59. In case of impediment or legitimate absence of the maggiorale, the judge conservator is to appoint a substitute from among the members of the society. Article 60. No operative to be absent without legitimate impediment, to be verified by the maggiorale or secretary ; if so, to incur a fine of 4'80 francs, besides being subjected to the expense of a substitute. Article 61. Should an operative be prevented attending, by sickness or other just cause, the society's funds are to provide him a substitute, and he is to continue to enjoy his quota as if on duty. Article 62. The above-mentioned fines and all imposts referred to in this regulation are to be applied in favour of the society's funds. It iS the duty of the secretary to inform the judge conservator of the persons who have incurred them, that he may verify the existence of the alleged bfl^ence, and order the exaction of the fines, &,c., and their -deposit in the society's funds. Article 63. If the society's lighters be required by Government for the conveyance of troops or seamen of vessels of war, they are to be provided free of expense. SARDINIA. 331« Article 64. The society is also to furnish its lighters for unloading- merchandize from vessels in quarantine at the lazaret, and for whatever other service they may be required during the period of such quarantine, having regard to the existing sanitary precautions, and this without any remuneration in addition to that fixed in the tariff. Article 65. If through any sea casualty or cause whatever it were required to unload merchandize from vessels laying in the roads at Caghari, the society is to furnish its hghters without any additional charge. Article 66. In the case of any storm or tempest at sea, the operatives and all captains and seamen of the society capable of working are to repair to the Darsena and mole, and assist all vessels requiring it, supplying them with men, boats, tackle, and whatsoever the society can dispose of for safety. Article 67. The maggiorale, assisted by the secretary, will collect all dues, as per annexed tariff, in hours and days not requiring their superinten- dence of the operatives; the secretary to keep account of amounts so received, and giving receipts for all payments, as per Model, No. 3, here annexed, signed by the maggiorale, and countersigned by the secretary. Article 68. On the last day of every month the chief maggiorale, assisted by th6 secretary, in the society's hall, and in the presence of the operatives,, is to give account to the.same of the amounts collected, and deducting the various, •expenses, as per Article 45; he will divide the net amomits into twenty and a; half parts, of which one is to be paid to each of the operatives, one and a half part to the mag^giorale, one part to the secretary, and the remaining seven parts to be passed to the society's funds. The secretary to keep account of the amount resulting to each individual. Article 69. If any of the permanent operatives referred to in Article 45 be disabled iby sickness, misfortune, or old age, they are to continue to enjoy their quota during life ; the society, however, is to substitute others in their places, and in such cases the monthly division of their gains is to be increased by as many parts as there are persons so substituted, seven equal parts being, always dedicated to the society's funds. Article 70. The seven parts belonging to the society's funds are to remain in. the. hands and under the responsibility of the chief maggiorale, who from them is to pay all the necessary expenses for the maintenance of the lighters, tackle, &c., as well as all expenses ordinary and extraordinary approved of by the society. Article 71. Previously to commencing his year of the management of affairs, the chief maggiorale is to provide a satisfactory security, bound princi- pally and in solidum by a public act and solemn instrument, without which he cannot be admitted to the exercise of the charge. Article 72. During his year of office the chief maggiorale is not allowed to undertake' any voyage by sea without renoimcing his charge, and after settling all; accoimts with the society. Article 73". Neither the chief nor second maggiorale, nor any one admi- nistering the funds^ of the society, is allowed to spend any money in invitations- and festivals under any pretext whatever, nor will any monies so spent be refunded. Article 74. Having finished his- year of administration, the chief maggio- rale is to give an account of his administration within the term of thirty days. Article 75. Said account, with the relative vouchers, is previously to be presented to the judge conservator, in whose presence the accountant, maggiorale and five prob'oaomini and anziani of the society, by him appointed, will proceed to an accurate and minute examination of the same, making their remarks on its form and consistence, and ordering such rectifications and elucidations as they may consider required. Article 76, Subsequently to the last-mentioned examination a day is to be fixed for a general junta in the society's hall, to be presided over by the judge conservator, .when said account is to be again submitted for examination, the secretary liaving read the minutes of the previous deliberation. Article 77.^' Fihding the account correct and duly justified, the maggiorale is to receive an acquittance from all. habilities with the society, which the secre- tary will extend in conformity with the deliberation of the general junta, to be approved and countersigned by the judge conservator. Article 78. The chief maggiorale, in giving account of his administration 2 U 2 332 SARDINIA. to the general junta, as per preceding- Article, will pay down the balance he holds due to the society, counting the same in the presence of the junta. Article 79. Which balance is, in the presence of the junta, to be deposited in the society's iron safe, and locked with three keys ; the secretary to take due notice of the same, and enter it in the cash-book. Chapter VI. Of the Clavario. Article 80. The chief maggiorale on quitting his post, will immediately enter into that of clavario. Article 81. The clavario is to collect all rents, interests, and mortgages, and whatever revenue or property the society possesses ; to keep their lands and tenements in good condition, causing operations to be executed ; but in this he is to consult with and have for comptrollers two prob'uomini, chosen by the general annual junta. Article 82. With the funds thus collected, the clavario is to pay all expenses and legacies upon the property he administers, and whatever other expenses, ordinary or extraordinary, duly approved by the society, providing Mmself with vouchers that such payments may be admitted to his credit. Article 83. The clavario is not to execute repairs of any considerable importance without the authorization of a junta of seven prob'uomini and anziani, and the chief maggiorale ; said junta to order such measures as are required by the interests of the society, and to have the work well executed. Article 84. The clavario is to receive as his remuneration 5 per cent, on the amount collected. Article 85. The clavario to keep a register of aU the houses the society possesses or may possess during his administration, noting separately all sums collected and arrears due. Article 86. The clavario to keep a duplicate register of receipts given to persons paying sums to the society, as per annexed Model No. 5. Article 87. The dispositions contained in Articles 71, 73, 74, 75, 76, 77, 78, and 79, apply equally to the clavario and maggiorale. Chapter VII. Of the period of balancing the Registers of Accounts, as well of the Revenues as Expenditure of the Society. Article 8S. The year for regulating the society's accounts to commence on the 28th of August of each year, and finish on the 27th same month the year following ; but the change of administrators happening simultaneously, leaving many accounts necessarily unsettled, therefore, for the convenience of the accountant members, the final balance is to be deferred till the 28th of September following. (Chapters VIII and IX, headed respectively " Of the approximate balance of the society's revenues and expenses," and " Of the final or real balance of the society's revenues and expenses," occupying sixteen Articles, are exclu- sively devoted to describing the system of keeping the society's accounts ; they are long and tediously minute, and I have thought might be omitted.) Chapter X. Of the Society's Safe, called the " Saint's Safe." Article 114. The sums annually paid over to the society by the chief maggiorale, clavario, and second maggiorale, and the fines exacted as per Article 62, from the society's funds. Article 115. Their iron safe to be locked by three keys, one of which to remain with the judge conservator, a second with the clavario, and the third with the maggiorale in chief. SARDINIA. 333 Article 116. Said safe to be placed within a wooden box locked also by- three keys, one of which to remain with the secretary, and the other two with two prob'uomini and anziani of the society, appointed annually by the general junta. Article 117. Said boxes not to be opened but in the presence of the judge conservator, and other members holding keys, together with three other members of the society specially appointed, the secretary to extend a minute of the same, and enter in the cash-book the sums deposited or withdrawn, notuig the object for which the last were taken. Article 1 18. Should legitimate impediment prevent the attendance of any member holding a key, he may, under his own responsibility, appoint another trustworthy confidential member to represent him. Article 119. Said boxes are not to be opened, nor is any sum to be intro- duced into nor extracted from them, without a previous deliberation of the general junta, convoked as per Article 21. Article 120. This fund is to provide for all payments, ordinary and extraordinary, which exceed respectively the funds at the disposal of the chief maggiorale, clavario, and second maggiorale, during the year of their administration. Article 121. All sums resulting from the bad administration of the clavario, chief or second maggiorale, and paid by them or their guarantees, are to be placed in this fund. Chapter XI. Obligations of the Society with reference to their Funds. Article 122, All members belonging to the society, their wives, children, kindred, and servants, living in the same family, are, in case of sickness, to be provided with a doctor, surgeon, and phlebotomist, and whatever medicine may be prescribed, free of every expense. Article 123. The society therefore to have a doctor, surgeon, phlebo- tomist, and apothecary appointed for their service, and who for tlie considera- tion of a yearly salary agreed upon, are respectively, when required, to give their assistance and administer medicines to the families of the members at the request of the secretary, and this indiscriminately and free of all expense. Article 124. Widows of deceased m.embers of the society, during their widowhood, and orphans living with their mothers or elsewhere, during their minority, are to continue in the enjoyment of the privileges mentioned in the last Article. Article 125. The society not to have any salaried legal advisers, but only to employ them when required, and pay them accordingly. Article 126. Through the medium of the chief maggiorale the society will continue to administer relief to necessitous families, widows, and orphans, of deceased members, on the festivals of Christmas-day and Easter, to the amount considered convenient, and in accordance with the state of the society's funds. Article 127. The amount to be distributed, and the persons to'^enjoy the same, to be decided upon by a junta of five prob'uomini and anziani of the society, with the intervention of the chief maggiorale, clavario, and ,secre- tary, and subject to the approval of the judge conservator. Article 128. Should any member of the society be reduced to necessity, by sickness, old age, or any misfortune, he is to be assisted from the society's funds as decided upon by the junta as per preceding Article, having regard to the mdividual's wants and the state of the society's funds. Article 129. Once [every three years the chief maggiorale and prob'- uomini, as per Article 35, will register the names of three young women of good conduct, daughters of members of the society, who are to enjoy from the societv 992 francs in the shape of dowry. Article 130. Annually, on the festival of St. Erasmus, the name of one of those proposed for the dowry is to be drawn in mode and form as described in Article 38, the dowry to be paid immediately on marriage. Article 131. Should the marriage of any of the young women proposed 334 SARDINIA. take place previously to her name being- drawn, as per Article 129, ske is nevertheless to receive the dowry when drawn., Article 132. The funeral expenses of members are to be reimbursed to their families from the society's funds to the amount of 72 francs, if the deceased has, filled the post of chief maggiorale, and of 48 francs if the deceased was only a simple member. Article 133. On being. requested by the chief maggiorale, the members, of the society are obhged to attend the funerals of deceased menbers, under a fine of 3-84 francs, unless legitimately prevented. Article 134. Members to attend vespers and the festival of St. Elmo, under pain, as preceding Article. Article 135. On the festival, of St.Elmo, an. anniversary is to be cele- brated for the benefit of the souls, of deceased members, at which all the members are to attend, as per Article 133. Article 136. The society to attend, with its flag at religious processions when invited, and. the fine as per Article 133, to be levied in all cases of unjustifiable absence. Chapter XII. General Dispositions. Article 137. In all duties connected with the society, the members are dependent upon the judge conservator and respective maggiorale, who may punish by removal, fines, or domiciliary arrest ; but for every other offence they are subject to the police and ^ordinary tribunals. Article 138. Every year the Viceroy is to submit the society's balance and account of expenses to the examination of a commission of three indivi- duals,, members of the Royal Agrarian and Economical Society of CagUari,. who, having the necessary explanations, from. the judge conservator, will pro-( nounce their opinion as to the form and substance of the same: and having, taken ,due. note of the disposable funds in the hands of the society and its obligations, they will propose to. the Government such means as they deem best calculated to improve the condition of the children of both sexes of the members of the society with reference to education, and particularly for the^ instruction, of the boys in navigation, so as to. provide ablepilots to the Royal and .Mercantile Marine. Dated in Turin, from, the Royal Secretariat of State for the Affairs of Sardiaia, July 4, 1843. V. d'ordine di Sua Maestk, &c. (Signed) DE VILLAMARINA. With reference to pensions' to mercantile seamen emanating immediately from Government, the following translations from the Royal .Patents, through which His Majesty approves and sends to be- observed a new regulation for the Mercantile Marine, of the 13th January, 1827, comprises, I believe, the only provision which exists in their favour. The Marine Invalid Fund. is supported from a variety of sources, no less than twenty-three being enumerated under that head, among which are costs of various documents required by vessels and navigators, duties paid by the coral fishing-boats, certain retentions on the wages of seamen, of 2| per cent, on the salaries of the Government employes of the Marine, Is. 3d. amount salary of those on leave of absence, the first two months increase of pay on any advancement, &c. This fund provides for all pensions, both naval and mercantile. The Articles which, most particularly provide for the latter are the following : — Article 259. A retiring pension, to be accorded to individuals exceeding sixty-five years of age,- having an effective service of thirty years under the Sardinian flag, and, who have paid their monthly subscription to the Marine Invalid Fund for the same, , period, which pension to he that for seniority granted to the respective grades, as per the annexed Table A.B. Service previous to desertion not admitted. SARDINIA. 335 Article 260. Sailors having completed fifty years of age, and who have served six years in the ]S"avy, and eighteen in the Sardinian Mercantile Marine, to have pensions equal to the minimum, according to their respective grades ; such pensions may be increased by one-thirtieth for every year of service in the Royal Navy exceeding six. Article 271. Widows of Mercantile Marine invalids, agreeably to the dis- positions in Article 259 ; and in their absence, their children under fifteen years of age, to be allowed half the respective pensions ; in other respects, such widows and orphans to be treated the same as those of the Military Marine. Widows of upwards of seventy years of age to have an increase of 4 francs per month. Article 272. The daughters of indigent sailors, who did receive or ought to have received pensions as per Article 259, to receive at the moment of their marriage a sum equal to their father's pension for one year. Article 274. All individuals of the Mercantile Marine petitioning for pensions to prove their indigence. Scale of Pensions for Individuals of the Mercantile Marine. Degrees. Pensions allowed as per Article 259. Pensions allowed as per Article 260, and for mutilations or wounds received in the defence or service of their own vessels or of the costs. Foreign money. Sterling money. Minimum. Maximum. Foreign money. Sterling money. Foreign money. Sterling money. Captains of the first class .... Do. of the second do Masters (Patroni) Francs. 360 300 150 96 £. s. d. 14 12 6 3 16 10 Francs. 175 150 75 48 £. s. d. 7 6 3 1 18 5 Francs. 350 300 150 96 £. s. d. 14 12 6 3 16 10 ■ U 337 ROMAN STATES. No. 134. Consul Moore to Viscount Palmerston. My Lord, Ancona, July 3, 1847. I HAVE the honour to acknowledge despatch of May 28, with inclosurea, on matters relating to the Commercial Marine ; and with reference to the first part of the subject, I beg leave to state that the only Merchant Seamen's Fund existing in this district is exclusively for the benefit of the sailors belonging to this port. It is based on the following principles : The Chamber of Commerce contributes annually to the fund 5 per cent, of the landing dues on merchandise. Every vessel registered in this port (with the exception of fishing-boats) contributes one halfpenny per day when engaged on a voyage. Every master contributes one halfpenny per day, and every seaman three-tenths of a halfpenny, when absent. The persons entitled to relief from this fund are those who attain the age of sixty, and who have served thirty years on board vessels registered in Ancona, provided they are destitute, and bear good characters. Also seamen without the above requisites, if they have been crippled or wounded in the defence of their vessels, and thereby reduced to distress. Also the widows of those who lose their lives in shipwrecks, and of those who have contributed to the fund for the space of fifteen years, provided they are in indigent circum- stances. When any pensioner is found to be again fit for service he ceases to be relieved ; likewise widows when they re-marry, or their condition is ame- liorated. The relief is given in monthly anticipation. Thus, for master .... 7s. Qd. per month. „ seamen . ... 5s. do. „ masters' widows . . 2s. 6d. do. seamen's widows . . 2s. Id. do. Only one-half of the above relief is given to widows of pensioners. This Merchant Seaman's Fund appears to give general satisfaction. I have, &c. (Signed) GEO. MOORE. Uo. 135. Consul Moore to Viscount Palmerston. My Lord Ancona, July 3, 1847. I HAVE the honour to reply separately to the second portion of despatch of May 28, relating to the Commercial Marine, and more especially to the details referred to by Mr. Murray in his letter of 1st January, 1844, which sets forth 2X 338 ROMANS' STATES. so correctly and lucidly the reforms so much needed in order to secure more competent masters, and to improve the character and condition of the British seaman. I have been twenty-one years in continual contact with the Merchant Service in the Mediterranean and the Adriatic, and I feel persuaded that unless a moral tone be given to the masters, both the general trade of Britain will decay and the qualities of the British sailor deteriorate ; for, at present, the distinc- tive attributes of the masters are inebriety, tyranny, and too frequent incom- petency, which, in my humble judgment, can only be averted by adopting the general system of foreign countries, which makes it obligatory on shipmasters to undergo an examination as to their nautical skill, and to possess a certifiate of character. The latter, I beg leave to suggest, should always be carried by the masters in the form of a book, to be deposited when at anchor with the collector or comptroller of the customs at home, and with Her Majesty's Consuls abroad, who might insert a comment for or against the bearers, as a check to any mis- conduct : which books would at once serve as a guide, especially to Consuls, as to the character of the individuals they have to deal with in settling the endless disputes between masters and men. At present the Consular Office is assailed by masters on the most trivial occasions, with continual requests to arrest their men ; and the masters almost invariably preface their complaints by saying it is the first time they have ever had occasion to complain of their crews before a Consul. The book above alluded to would show whether the master be a com- petent man to govern his crew or not. It is not for me to suggest the caution necessary in granting the above control over masters, nor to explain details for registering the certificates of character. My opinion having been required, I have ventured to state so much. I have, &c. (Signed) GEO. MOOKE. 33^ TUSCANY. 28"o. 136. Qansul Maclean to Viscownt Pahnerston. My Lord, Leghorn, October 22, 1847. I HA YE the honour to acknowledge receipt of Mr. Bidwell's circular despatch of the 28th May last, instructing me to furnish information in regard to institutions in this country answering to the Merchant Seamen's Eund in England. The only fund in this country which is at all connected with the Mercantile Marine is the Cassa del Riscatto (or Ransom Chest) instituted by the Emperor Francis, in his edict for the Tuscan Mercantile Marine, dated 10th October, 174:8 ; the income of this fund arises from a tax of one quattrino per lira (about four pence in the pound) on the pay of seamen, mates, and masters of all Tuscan vessels of the burthen of 50 tons and upwards. As the name implies, this fund, in its " primitive origin," was destined to meet the expense of ransoming Tuscan subjects who might happen to be carried into slavery by the Barbary Powers at war with Tuscany, but when that state of things happily ceased the income of this chest was annually directed to the relief of old and infirm seamen, as also to the relief of the widows and orphans of such as were reduced to a state of indigence. This fund is also appUed to the maintenance and conveyance home of ship- wrecked Tuscan seamen. The edict above referred to is the only law which exists in Tuscany for the regulation of the Commercial Marine, but it has been found to be so inade- quate to the wants of the present times, that a commission was appointed some time ago to draw up a code of maritime laws; but owing to the pressure of more urgent ajffairs, the work of the commission is not in a forward state. I have, &c. (Signed) ALEX. MACBEAN. ISo. 137. Consul Macbean to Viscount Palmerston. Mv Lord Leghorn, October 22, 1847. I HAVE attentively perused Mr. Murray's letter referred to by the Board of Trade, but he has so ably dealt with his subject, that any remarks of mine can throw little additional light upon it. „ ,, ,^ , ^^ ., a * f Since the 1st January, 1844, the date of Mr. Murray's letter, the Act of 7 & 8 Vict cap. 112, has come into operation, and although it places masters and seamen, while abroad, under a control, in many important respects, to which they were not formerly subject, still the principal defects in the system, referred to by Mr. Murray, exist as before. j vi, ^ • f +i — The character of British shipping, as compared with foreign, frequently tells unfavourably, which may be owing to the indifference in many cases of 2 JL Z 340 TUSCAET. shipowners in the appointment of masters to a command, without acquainting themselves with their qualifications and habits of life. Great inconvenience also arises from the want of care in the selection of a crew, it not unfrequently happening that shipmasters complain at this office that certain of their men have not done a day's work during the voyage from the United Kingdom, in consequence of disease or incapacity, — the shipmasters, however, admitting, at the same time, that they had never seen the men until the ship was actually under weigh. It is not in the power of a merchant to ascertain the character and capa- bility of shipmasters or seamen, and, besides, he has no particular interest in doing so, as it is only incumbent on him to be careful as to the class and age of the vessel on which he embarks his property, these being the main points to which insurers look. The registration of seamen does not appear to have been attended with much success. I know of cases in which seamen possessed tickets granted to them under different names, and I have seen Italians and Balticmen who had tickets, in which they were designated as natives of Malta, Gibraltar, Guernsey, &c. ; and as a proof of the defectiveness of the system, I would advert to the perfect indifference of British seamen to the forfeiture of their tickets. There is a register-ticket issued by the Tuscan Mercantile Marine Depart- ment which very much resembles the one issued in England ; it is granted to seamen on the production of a parochial certificate and a certificate of fair character from the police, and the Tuscan sets a high value on his register- ticket, as it serves in foreign ports in lieu of a passport ; but aU Tuscan seamen are not provided with it. According to the practice of this port, no seaman can command a Tuscan vessel until, after having passed an examination before two members of the IsTavy Board, he has given a guarantee for his careful observance of the laws. Last winter my attention was directed to the arrival of several British and foreign vessels with cargoes from Liverpool, and I could not help remarking that the cargoes of the latter were discharged in better condition; and on observing to British shipmasters that the circumstance must have arisen, as I believe it did, from more careless stowage, they replied that it was not so, but that they were in the habit of making quicker passages, and thus of exposing their vessel to rougher weather than foreigners are disposed to do. I have, &c. (Signed) ALEX. MACBEAI^. 341 TWO SICILIES. No. 138. Consul Gallwey to Viscount Palmerston. My Lord, Naples, July 5, 1847. I HAVE the honour to acknowledge Mr. Bidwell's despatch of the 28th of May, inclosing copy of a letter from the Board of Trade, stating that a Com- mission is about to be appointed by the Crown to examine and inquire into certain matters relating to the Commercial Marine of the country, and conveying to me your Lordship's instructions that I should furnish such information upon the subject as I might be able to collect. In reply I have the honour to report to your Lordship that there does not exist in this kingdom any institution of any description whatever for the pro- tection of the Merchant Seamen. They are in old age entirely dependent on themselves or their relatives, or on the bounty of any shipowner with whom they may have sei-ved sufficiently long to entitle them to claim any help. But this is entirely voluntary. i With respect to the seamen of the Royal Marine, a regular scale of pensions does exist ; and I have the honour to transmit to your Lordship, herein inclosed, a return on the subject, which I have obtained from the proper department of the Government. I have, &c. (Signed) THOMAS GALLWEY. Inclosure in No. 138. Statement showing the Scale of Full Pay, and that of Retiring Pensions granted to the Royal Naval Service of Naples. The full pay of petty officers, seamen, and boys of the Royal Navy is as follows, viz. : — Helmsmen and petty ofBcers, per month Seamen of the first class Idem, second class . . Idem, third class Boys . . dols. grs. £ s. d. 7 30 .. 15 5 6 90 .. 14 1 6 10 .. 113 5 50 .. 19 2 3 70 .. 12 10 From this rate of payment a deduction of 2i per cent, is made towards forming the fund from which pensions are paid. Retiring Pensions. 1. The men who have served effectively for twenty-five years are awarded half-pay. 2. Those who have served thirty years, two-thirds pay. 3. Those who have served thirty-five years, five-sevenths pay. 4. Those who have completed forty years' service, and are sixty years of age, foil pay. ^^.^^^^ THOMAS GALLWEY. Naples, June 30, 1847. 342 TWO SICILIES. No. 139. Consul Gallwey to Viscount Palmerston. My Lord, Naples, July 5, 1847. IN obedience to the instructions contained in Mr. Bidwell's despatch of the 28th of May, that I should fornisk such information relative the the Com- mercial Marine of our country as may be suggested to me by a perusal of Mr. Murray's letter inclosed in that despatch ; I have the honour to state that I am bound to declare, and I do so with regret, that the class of persons that com- mand British merchant-vessels resorting to this port, generally speaking, are far behind hand in every necessary mental attainment, when compared with the shipmasters of this country who command vessels trading to foreign ports. Several British shipmasters can scarcely write, and their spelUng is not better ; and they are frequently deficient in personal deportment, and many of them but little superior in their demeanour to the seamen they command. On the other hand, the native shipmasters who command vessels trading to foreign countries are necessarily well-educated men, and possess a fair knowledge of navigation, as they undergo strict examination before a competent board, both as mate in the first place, and preparatory to their taking command of a vessel afterwards. This board consists of three naval captains and two schoolmasters com- petent to test their acquirements in navigation and mathematics ; and each shipmaster is obliged to show by a geometrical diagram, inserted daily in his log-book, the course steered and actually made good during the preceding twenty- four hours. This is highly creditable to a young marine, and I do not mean to affirm that such acquirements could be attained in a Commercial Marine so extensive as that of Great Britain, of which many of the commanders must unavoidably be of a very low caste. And although it would be very difficult to correct so sweeping an abuse, where any person who has means to purchase a commanding share in a vessel, if not the whole of her, can declare himself master without any controlling opposition, I am still of opinion that if it was rendered obligatory by any legal enactment for a man to prove his fitness for the duties of a ship- master, before he could be allowed to take command of a vessel, by an exami- nation before a competent tribunal, great improvement must necessarily be the result, by securing the services of a better-educated class of men in our smaller merchant-vessels. And here I must beg of your Lordship to understand distinctly, that in the opinion I have thus expressed, it must be felt that I am speaking of a very small class of merchant-vessels, varying from 80 to 250 tons, generally belonging to poor persons, who grudge any expense that can possibly be avoided, and who consequently all but put their vessels in the auction market in order to obtain a master for them, the lowest bidder being usually the favoured candidate. I speak from thirteen years' experience in a Consulate, and without fear of contradiction, in the Italian States. On the other hand, I believe that most respectable men will sometimes be found in command of the foreign traders of our country, who trade to the East and West Indies, but with those persons I never had any communication. Edu- cation may improve the class of men I have spoken of, but I feel assured that nothing else will. I have, &c. (Signed) THOMAS GALLWEY. No. 140. Consul Goodwin to Viscount Palmerston. My Lord, PaJermo^ July 21, 1847. I HAVE had the honour to receive Mr. Bidwell's circular of 28th May, 1847, transmitting copy of a letter from the Board of Trade relative to a Comr mission to inquire into tiie Commerdal Marine, and instructing me to furnish information in regard to institutions in foreign countries answeriag to the Mer- TWO SICILIES. 343 chant Seamen's Fund in England ; and transmitting to me a copy of a letter ifrom Mr. Murray, referred, to tke Boatrd of Trade, and instructing me to furnish such information relative to the general subject as might be suggested by a perusal of Mr. Murray's letter. I have the honour to state to your Lordship that no institution answering to the Merchant Seamen's Fund exists in the Two Sicilies ; and I have the honour to transmit to your Lordship a paper on the Commercial Marine of the Two SiciUes, the statements in whidi are helieved to he authentic. I have, &c. (Signed) JNG. GOODWIN. Inclosure in No. 140. Statements respecting the Commercial Marine of the Two Sicilies. Mates and Masters. THE Commercial Marine of the Two SiciUes, fully equal to that of any other Italian State, enjoys a large share of reputation for its mates and masters, who are trained in nautical schools and subjected to strict examination, as will appear from the following statement. The chief nautical schools are those in Sorrento in Naples, and of Messina and Palermo in Sicily ; the last of which is justly celebrated for its many and skilful pupils who, as navigators of the Indian and Atlantic Oceans, do honour to the parent institution. The nautical college of Palermo, founded and endowed by a Sicilian digni- tary in 1789, is a free school for eight youths between the ages of 12 and 18, who have been to sea for two years at least, in square-rigged vessels, and who are boarded and instructed gratuitously in the French and Italian languages, arithmetic, algebra, geometry, and trigonometry — a course of instruction which takes about two years. Natives of other countries than Sicily are admitted as boarders at \l. per mensem, and educated in common with the free scholars. The course of study completed, the scholars again go to sea, previous to being examined for the rank of pilot or mate, the candidate for which must be 21 years of age. Such as are intended for the coasting- trade are examined in the lower branches only of navigation ; such as are designed for long voyages are examined in all the branches of nautical science. The mariner who, at 25 years of age, has attained the rank of padrone or master, after a second examination, undertakes many and important duties; answerable for measure and weight in the case of wheat and oil ; intrusted with the seeking of freight and acceptance of charter, and required to exhibit his log- book to his Consul at his port of destination ; he superintends the shipping of the goods and the stowage of the cargo ; reports the state of the markets, and the prospect of employment ; and keeps his books in order, with care and regularity. (Signed) JNO. GOODWIN. Palermo, July 20, 1847. No. 141. Consul Barker to Viscount Palmerston. My Lord, Messina, June 21, 1847. IN obedience to your Lordship's despatch of the 28th May, received on the 12th of June, transmitting a copy of a letter from the Board of Trade, I have to state that there is no institution in Messina answering to the Merchant Seamen's Fund in England. With reference to the copy of the letter from Mr. Murray, I beg to transmit to your Lordship a paper containing such information as I have been able to gather relative to the Commercial Marine of this port. I have, &c. (Signed) W. W. BARKER. 344 TWO SICILIES. Inclosure in No. 141. Information relative to the Commercial Marine of Messina. Messina, June 21, 1847. There is no system in Messina of regular education for the Merchant Sea Service ; but there is a school of Navigation where young men, after due train- ing, undergo a nautical examination, and, if qualified, obtain the characteristics of shipmasters. The knowledge of ship's husbandry, stowage of cargo, exchanges, and other commercial information, is left to the merchant and the practical experience of masters. Of this institution, the effects have been favourable as regards the naviga- tion of vessels to distant countries. (Signed) W. W. BARKER. 345 AUSTEIA. No, 142. Cm&ul-Genercd Dawkms to Viscount PaJmevston. ^^^i Venice, Juhf 8, 1847. IN compliance with the instructions contained in your despatch of the 28th of May, I have the honour to transmit such information as I have been able to procure in regard to institutions existing here ia former times, and at present, answermg to the Merchant Seamen's Fund in England. I also transmit such additional information relative to the general subject of the Commercial Marine as has been suggested by a perusal of the letter from_ Mr. Murray, of which a copy is inclosed in your despatch above mentioned. I have, &c. (Signed) CLINTON G. DAWKINS. Inclosure 1 in No. 1 42. Abstract of the Law of the Venetian Republic, promulgated in 1786, respecting Merchant Seamen, in so far as regards their contributing to the " Scuola di San Niccolo,*" analogous to the Merchant Seamen's Fund. ALL sailors, whether Venetians or foreigners, wishing to be employed in the Venetian Merchant Service, must inscribe themselves at the " Scuolk di San Niccolo," without which inscription (or registration) they cannot be employed in the Merchant Service. Foreigners serving as sailors on board Venetian ships become entitled to the benefits of the institution in the same manner as subjects of the State, if they have been domiciled, or have been employed in the sea-service for the space of five years. On the first inscription each man must pay three Venetian livres and two soldi as entrance-money, and he must likewise pay an annual contribution of one livre eleven soldi. In addition to the above, every sailor or other person of the crew of a vessel was bound to pay twenty soldi for each voyage out, and the same for each voyage home. Those who had been inscribed for two years, and had punctually paid their contributions, were entitled to the benefits of the institution, that is to say, to medical attendance, medicine, and lodging, in the Hospital of Invalids, when advanced in years, infirm, &e. In respect to the admission of children, these last were only ehgible in cases where the fathers had sailed for the space of ten years beyond the limits of the Gulf of Venice, or on the Dalmatian """ * The'ScuoIa di San Niccolo was founded in the year 147ff, in commemoration of the success- fiildefeuc&of Scuteri by the Venetians against the Turks, and was destined for the relief of poor, old, and infirm Sailors. The buildings was. destroyed in 1806, and the place where it stood is now occupied by the public gardens, but the institution still exists. 2 Y AUSTRIA. 347 Inclosure 2 in No. 142. Abstract of Law of the Venetian Republic of 1786 relative to the Merchant Service* Captains or Masters. THOSE persons desiring to become captains or masters, must prove that they are Venetian subjects. Foreigners who may have become naturahzed subjects of Venice, and who have resided without intermission, or been employed in the Venetian sea service for the term of fifteen years, are likewise eligible to become captains. Venetian subjects must give proof of being at least twenty- four years of age, of having served at sea for eight years, either in a private ship or in one belonging to the State. Foreigners who are naturalized must reside for ten years. Every one, whether a born or naturalized subject, besides being able to read and write, must give proof of being versed in the theory and practice of navigation. To this end he must undergo an examination before com- petent persons. Any Venetian subject having an interest or share in a vessel, and being a candidate for the command of the said vessel, is to be preferred to any other candidate not having such share or interest, provided always he fulfil the conditions above required. Regulations now applied to all persons desirous of becoming Captains of merchant- vessels in the Maritime Government of the Venetian Provinces. Candidates for the command of merchant-vessels must prove, — That they are twenty years of age. That they are domiciled in the Austrian dominions. That they have served not less than five years in national vessels, other than coasting vessels (armati al lungo corso), to the satisfaction of the trade. That their general conduct has been good. They must undergo a severe examination before a commission, presided over by an officer of the Government charged with the affairs of navigation and trade, and composed of the professor of mathematics of the Royal Naval College the captain of the port, one member of the Chamber of Commerce, and two experienced merchant captains, and must answer theoretical and practical nautical questions ; they must, in writing, solve problems set before them and must show that they are acquainted with naval laws and disciphne. They are then furnished with a certificate from the Government, autho- rizing them to take the command of merchant-ships. The above regulations show the pains taken both in former times by the Venetian Government, and by the Austrian Government m the present day, to secure efficient and well-educated men for the command of then- merchant- vessels The letter from my predecessor, the late Sir Thomas Sorell*, dated September 1843, which is to be found in the papers privately printed relating to the Commercial Marine of Great Britain, to which I beg to refer, expresses Ms opinion founded on long experience, of the necessity of introducmg some SYStem by which a better class of persons may be secured for the comniand of British merchant-vessels; an opinion most fully confirmed m the subjomed extract of a letter from Mr. Giles Hill, a highly respectable merchant of long standing, and the Acting Vice-Consul at Trieste, to whom Mr. Murray s letter was communicated. ^^.^^^^^ ^ ^ DAWKINS. * It does not appear that any conditions were required of persons desirous of commanding merchant-vessek previously to the promulgation of this law (1786), as by one of its provisions it is made inapplicable to those persons actually in employment as captains or masters. 2 Y 2 348 AUSTRIA. Inclosure 3 in No. 142. Vice-Consul Hill to Consul- General Dawkins. (Extract) Trieste, June 21, 1847. AS regards the subject-matter of Mr. Murray's letter, I consider it one of the highest importance, and my own observation, from the experience I have had, leads me at once to the conclusion that Austrian shipmasters are decidedly superior to the British who visit this port, being for the most part well-educated and intelligent men, and which they must necessarily b.e to meet the qualifications required of them. They are also known by the general body of merchants here to take more care of their cargoes, which they deliver in a far superior condition; and I may positively state that the Austrian vessels are preferred to the British, both by the importers and the exporters in this port. The circumstance which I, a short time ago, had occasion to mention to you, that of one master being sent out by the owners to supersede another, proves most clearly the danger inciirred by entrusting vessels to incompetent persons. The barque * * * left * * * with a general cargo for * * * ; before arriving at Madeira the master had given way to intoxication, and actual madness was the result, and on the authority of the Consul there he was sent back to England. The mate then took charge as master. At * * * this man drew large sums of money without communicating with his owners (being, I verily believe, scarcely competent to write a letter), who allowed the bills to be protested, and sent out another master to take command of the vessel. He arrived here the day after the vessel. The acting master, the moment of his arrival here, obtained a large sura of money from the con- signees, and ordered off to the vessel a large quantity of stores and provisions which he could not possibly require. On examining his log-book, it was hardly intelligible, and scarcely two words consecutively spelt correctly. His accounts were in a most confused state. He had vouchers for only part of the money spent, but knew nothing whatever of some of the bills he had drawn, having kept no data. He had no knowledge whatever of accounts, and was obliged to employ an accountant here at a heavy expense to put his affairs in order, and which he was incompetent to explain. 1 however fully acquit him of dishonest intentions. The whole transaction forms a striking example of the necessity of, and advantage to be derived from, the establish- ment of a Board or Department of Commercial Marine, as suggested in Mr, Murray's letter, and applicable not only to masters, but their first officers, who, as in the case of the * * *, are at times called upon to take charge. The most beneficial results are likely to follow from the course of education which would be requisite. The mind well cultivated, would find intellectual resources for its occupation and amusement during a long voyage, and British shipmasters would in a great measure lose that disagreeable celebrity (for intoxication) which they now enjoy. They would take a higher interest in their duties as regards the management and economy of their vessels and of the cargoes committed to their charge. (Signed) GILES HILL. No. 143. Consul- General Dawhins to Mr. Bidwell. Sir, Venice, august 30, 1847. WITH reference to my despatch of the 8th ultimo, and to the letter therein inclosed from Mr. Hill, Acting Vice-Consul at Trieste, I herewith transmit a further letter from Mr. Hill, detailing the recent conduct and proceedings of the master and owner of the schooner * * * of * * *, in proof of the necessity of the establishment of a Department of Commercial Marine, as suggested in the letter of Mr. Murray, which was inclosed^ in your despatch of the 28th of May last. I have &c. (Signed) ' CLINTON G. DAWKINS. AUSTRIA. 349 Inclosure in No. 143, Acting Vice-Consul Hill to Consul-General DawUns. ^^^' Trieste, August 12, 1847. REFERRING to the letter I had the honour of addressing to you on the 21st of June last, and in which, with reference to Mr. Murray's letter of the Isl of January, 1844, respecting the estabhshment of a Department of Com- mercial Marme, 1 had explained certain circumstances relative to the * * *, I now consider it my duty to call the attention of Her Majesty's Government to other facts of late occurrence here, more important than the above, and which prove more than ever the necessity of establishing the Department referred to. It must be admitted, that unless the master of a merchant-vessel be a seaman or mariner, he cannot be competent to navigate his vessel, or to the management of the troublesome spirits generally composing the crews of merchant-vessels. The schooner * * *, of * * , arrived in this port from * * * on the 9th ultimo, owned and commanded by * * * , who according to the ship's register, No. * , dated London, 24th March, 1846, was described as of * * * , according to the ship's articles of London. He stated that from 1836 to 1840, he served on board the * * , of London, * * master and owner. In 1840 and 1841 he was master of the * * , of * * , in the foreign and West India trade ; from 1841 to 1843, master of the * *, of * * , in the colonial trade; returned to England as passenger in 1845. On the morning of the schooner's arrival, * * , an ordinary seaman on board, appeared at this ofRce to prefer a series of complaints against the master : and being desired to return in the afternoon, did so with his face bleeding, and stated that on his way to this office he met the master, who after some angry words had passed between them, struck him violently in the face, making use of the most abusive language. On being desired to explain the nature of the complaint he had appeared to make, he stated that he shipped in * * as an ordinary seaman ; that there was no cook on board ; that the preparation of the food was entrusted to * * the apprentice, a boy of fifteen years of age, and that he assisted him for some time, but that the master found fault with everything he did, and upon one occasion struck him so violently on the left jaw that he could not chew bread for some days. Subsequently, and whilst in the Gulf, the master having frequently and without reason complained that his breakfast was improperly prepared, he told the master that he could not do any better, and that as he was not shipped as a cook he would cook no more ; and after some altercation the master ordered him to go below, or he would muzzle him, and he went below. Shortly afterwards the master ordered him on deck ; and on refusing to come up, the master went down to the forecastle to force him up, seized him by the throat — a scuffle ensued, and the master struck him in the eye, and ordered the mate to put down a rope's end to drag him up, and which he threatened to cut ; the rope slipped, and the master returned on deck. He states that he would rather be put in prison than again proceed to sea with * * *, considering his life in danger from his violence ; that during the voyage from Liverpool they were much out of their course — that on one occasion they entered a bay, not knowing where they were, vnth breakers at a short distance ; and he firmly beheves that * * * is no navigator, and quite incompetent to have the command. The next person who appeared to prefer a complaint against the master was * * *, the second mate, who produced the most satisfactory testimonials from the different shipmasters with whom he had previously served, who appeared to be in every way deserving of credit and confidence, and of whom the master himself in my presence said that he was an excellent seaman, that had it not been for the disturbances on board he should have been very glad of his services, and he felt assured that had * * * been first instead of second mate, those disturbances would never have occurred. * * * said, I joined the * * * as second mate six days before leaving * * * ; after being at sea a fortnight, we put into Falmouth in consequence of 50 AUSTRIA. stress of weather, and the vessel making thirteen inches of water per hour ; having stopped a leak forward we proceeded on the voyage on the following day. Two days afterwards, on the 20th of May, at noon, whilst taking an obser- vation with the cliief mate, the master came up and asked where the stone bottles of porter were stowed, and I replied that they were stowed under the glass bottles in the locker ; this locker was in the master's state-room, and to which every one entering the cabin could have access. On going below to dinner the master complained that a bottle of porter had been broached, and accused me and the mate of having taken it, to which I replied that being accused of theft it was time I left the cabin ; the master then said that if I did not leave the cabin immediately he would soon kick me out, upon which I took my clothes and went forward, and there I remained working before the mast, telling the mate that I would continue to do the duty as second mate. On the evening of this occurrence the master requested me to return to the cabin, but I refused, as also another request made by the first mate, by the master's orders, telling him that if the master asked it himself I woiild return, Jiot to have further disturbances. Previous to entering the Mediterranean, whilst taking an observation of the sun, the master desired me to put down my quadrant, as he did not want any navigators and could do without the sun. I replied that I would put it down if the first mate said he did not want my assistance. The master then went to the first mate and asked if he required my assistance, he said he did and that two were always better than one, upon which the master got into a great rage, told the first mate that he did not want the assistance of either ; I remarked that he did for his own security ; and * * * observed that their lives were in danger ; the master then went to seize an axe, threatening to cut me down, the people on board hid the axe ; the sun passed the meridian ; the quadrant was put away. On the 1 9th Jime, having been recalled to the cabin at the master's request, I was occupied in pricking out the ship's course on the chart ; the master came down and told me to go upon deck ; I asked what was the matter, and said I wanted my cap before going on deck, upon which the master seized me by the throat, I shoved him away, the master still held me, and bit me severely in the arm, and got a chisel with which he attempted to stab me ; I then escaped on deck, exclaiming, " my God ! look at that man with the chisel in his hand!" The first mate, * * * and » * * were present at this altercation. The master followed me on deck, seized a vane staff", with which he struck me across the head and shoulders and otherwise maltreated me, so much so that I was disabled for two or three days, and had to borrow a shirt, my own being torn off" my back. Later in the evening the first mate was desired by the master to order me to come on deck, and to go aft to attend to my duty. I replied that I was too ill and had no clothes ; two days after this I returned on deck and to my duty as second mate, and informing the first mate that as soon as the vessel was safely moored in Trieste harbour T would leave, whatever may be the conse- quences, considering my life in danger, from the violence of the master, whom I think quite unqualified to manage or navigate the ship. Though it was not during his watch he corroborated all that * * * had stated as to the ship being out of her course on one occasion, and in great danger with breakers at a short distance on another. The same afternoon * * *j the chief mate, appeared to complain of the master's ill-treatment ; that he had during the voyage, and this the first day in port, struck him off" duty ; that the master complained of everything he did, suspending him without cause from his duty, ordering him on shore, hiring a substitute to do his work, and that it was quite impossible he could remain on board. It was his firm belief that the master had been very little at sea, and he considered him quite incompetent either to navigate the ship or to manage the crew. * * * and * * *, a German, made similar complaints against the master, and said that they should prefer being sent to prison rather than return on board, feeling their lives endangered from the master's violence and incompetence. AUSTRIA. 351 In consequence of these complaints the master was summoned to appear at this office on the following morning, and in the presence of * * *, * * *, '*_ **,***, and * * *, he strenuously denied the charges brought against him ; said he had no complaint to make against his crew, and insisted upon their being sent on board to their duty, and that force onght to be used if they refused ; the first mate had returned on board ; the others one and all persisted in saying they would prefer going to prison, and that whatever the conse- quences may be they would not go on board, repeating that their lives were in danger from the master's violence and incapacity. Seeing that it was impossible to bring about a reconciliation, the whole were _ summoned to appear before the captain of the port on the Monday morning. In his presence the whole ship's company repeated over and over again the charges brought against the master, who as repeatedly denied them. The captain of the port decided that those men who had been struck by or who had fought with the master should be discharged, as it was impossible that, under such circumstances, proper discipline could be observed ; as the ship, however, could not be discharged for some days, ***,***, and. * * *, were advised to return to their duty till the ship was discharged. They returned again to this office on the following day, stating that, on going on board as desired, no provisions either for dinner or supper had been made for them ; that the master had again ordered them on shore ; and had called hands from the quay to work in their places. The apprentice came later in the day, his ear and cheek running with blood. He stated, that the cabbages not being well boiled, the master had seized him by the throat, and pulled his ear with such savage violence as to produce blood. It was subsequently proved, that when this boy returned on board, the master, being informed that he had been to the Consulate, ordered Mm aloft without a cap, and exposed him to the sun, then at 85° to 90°. The * * * lying in the canal, the hottest situation in the city, some English families residing on the canal, interfered for him, and he was brought down. This boy had to complain of the master's frequent violence during the voyage ; and whilst in port, the woollen shirt with sleeves torn off, and the trowsers in which he stood, were those he had on in Liverpool, and he had none to change, after a voyage of sixty-two days ; nor would the master procure others, or give him money to provide for himself The porters who were employed from the shore, the merchant's clerk who took the delivery of the cargo, and the residents on the canal, all described the extraordinary conduct of the master. With those who were disposed to work, he found some trivial cause of complaint ; abuse followed, then a rejoinder,, and it resulted in the party, whether of the crew or from on shore, being sent off duty, and a substitute hired. The consequences were, that ***,***,. * * *,' and * * *, had to find themselves on shore, and to pay from their wages, which they had hardly earned, the hire of a substitute at 2s. Sd. per day each. * * * embarked on board an American ship, and ***,***, and * * * exchanged into the British brig * * *. Although these men made no difficulty as to the settlement of their wages, being glad to get away under any circumstances, I deem it necessary that a statement of each man's account should be presented, and which I herewith inclose, in the event of the master being at any time brought to an account. The whole ajffair having been thus settled, this report is given more as information than as a charge against the master ; but I consider the subject one of sufficient importance to induce an inquiry. On the return of the vessel to England, sufficient evidence of the master's conduct will be obtained from those who remained on board ; if his incom- petency be proved, I then consider that ***,***,***, and * * *, have been most unjustly deprived of their lawful wages. Previous to the departure of the * * * for Corfu, I repeated to the master the charges of incompetence brought against him by his crew, and the danger and risk that would be incurred by himself and all on board. He replied that his own incompetence was of no consequence, provided his mate was competent ; he however called the mate to speak to or prove his compe- tency ; this the mate refased doing, saying positively that he did not consider * * * competent to have the command , He then said, " Let me be examined 352 AUSTRIA. by any British shipmasters in this port, and let them decide as to my compe- tency or not ; " this was immediately written down, read over to the master, and signed by the mate. I accepted the proposition, and wished it to be immediately carried into effect ; upon which he became greatly excited, said that I had insulted him, and asked if it was likely he would submit to so low a degradation, and hurried out of the office, I have, with the view of fully exposing the master, given a very particular account of this affair, and its length has been unavoidable. Th(;re is nothing, I beUeve, in the maritime laws of England to prevent an incompetent person, or one not a mariner, taking the command of a vessel ; but the risk to Ufe and property is great ; the checking of such tyranny, and the settling of such disputes caused solely by the master's incapacity, difficult in the extreme in a foreign port. I have, &c. (Signed) GILES HILL. 353 ALBANIA. No. 144. Consul Saunders to Viscount Palmerston. Snr, Prevesa, November 10, 1847. WITH reference to your despatch marked circular, of the 28th of May last, inclosing copy of a letter from the Board of Trade upon the subject of the inquiry about to be made into certain matters relating to the Commercial Marine, I have the honour to acquaint you that no institution whatever for the relief or encouragement of seamen exists in this part of Turkey ; and that upon the whole the Commercial Marine in the Ottoman Empire is in such a state of neglect as to be far from holding out any useful examples to other countries. I have also the honour to communicate in a distinct paper, as directed, the observations suggested by a perusal of the letter from Mr. Murray re ferred to by the Board of Trade. I have, &c. (Signed) SIDNEY SMITH SAUNDERS. Inclosure in No. 144. Observations on the Commercial Marine. THE general subject of Commercial Marine, to which attention is called by the letter from Mr. Murray to Viscount Canning, dated January 1, 1844, offers very little opportunity for remark, so far as the trade with this province is concerned. The trade is principally an indirect one ; British vessels landing their cargoes for the most part in one of the Ionian Islands, whence those articles which are destined for the consumption of this province are conveyed by vessels under the Ionian flag. That quarantine restrictions maintained between the Ionian Islands and this continent present obstacles which parties are glad to avoid as much as possible, the more especially as return-cargoes for the Enghsh market are not readily procurable here at a short notice. Under these circumstances I am only enabled to offer a few general observations upon the subject referred to, under the several heads quoted; namely — „ „ . , • • ^ x. v 1st That the improved character of foreign shippmg may not be borne out as regards the means afforded of judging thereof in this province, the trade with this port being almost exclusively carried on under the Anglo-Ionian, the Hellenic, and Ottoman flags, in the proportion of about eleven-sixteenths of the first, to three-sixteenths of the second, and two-sixteenths of the third, as the annual returns will show. _ n , - 2ndly. That there can be no question that foreign vessels, generally speak- are subject to considerable control on the part of their respective Consuls, which a British Consul is not enabled to exercise over British shipmasters and seamen ; and that in point of fact the British shipmaster is in many respects 2 Z 354 ALBANIA. accustomed to look upon the Consul rather as a dependant than as a superior, and to act accordingly. 3rdly. That education for the Merchant Sea Service in Turkey having been altogether neglected, offers no favourable comparison with that of Great Britain, however inefficient the latter, 4thl\'. That considerable advantage might be expected to accrue, as regards the extension of British trade with the Levant and other parts where no sufficient dependance can be placed upon existing mercantile establishments of approved character and solidity, by masters of vessels being qualified to represent and act on behalf of the merchants by whom employed, in the way most conducive to the interests of the latter. othly. That the merchant depending upon his insurances for the safety of his property, has no interest in ascertaining the character and capability of masters and seamen ; while the underwriter having indeed a direct interest in the matter, has not the means of forming a sufficient opinion upon the subject, and is therefore compelled to look rather to the character of the ship than to the abilit}' of the navigators by which its movements are governed. A captain of acknowledged capacity, when the fact has become practically established, will of course be regarded with additional favour ; but no specific criterion upon this head being in many cases obtainable, a vicious circle is the result between the shipowner, skipper, and underwriter, wherem the qualifications of the shipmaster are iiearly lost sight of, and the responsibility of attending thereto reciprocally shifted from one party to the other. 6thly. The natural result being that all these parties assist in injuring the general character of the Merchant Sea Service, the public interests involved in this character become thereby compromised, and require some legislative protection, v/hereby to afford a standard to compute the qualifications of masters and seamen; thus stimulating individual exertion by opening to xisting interests tlie means of forming a better judgment in the matter. (Signed) SYDNEY SMITH SAUNDERS. Precesa, November 10, 1847. 355 GREECE. No. 145. Consul Wood to Mr. Bidwell. Sir, Pair as, June 21, 1847. I HAVE the honour to acknowledge receipt of your despatch dated the 28th ultimo ; and in reply to the first paragraph, having reference to a Com- mission about to be appointed to examine and inquire into certain matters relating to the Commercial Marine of Great Britain, I beg leave to state that no institution answering to the Merchant Seamen's Fund in England exists in this country, the Greek Mercantile Marine being quite in its infancy, and the Constitution of 1843 not being yet fully carried out, which circumstance precludes the possibility of my giving you any useful information on so important a subject. I have, &c, (Signed) T. WOOD. No. 146. Consul Wood to Mr. Bidwell. Sir, Patras, June 21, 1847. I HAVE the honour to acknowledge receipt of your despatch dated the 28th May, 1847 ; and in reply to the second paragraph, which accompanies copy of a letter from Mr. Murray referred to by the Board of Trade, requiring such information relative to the general subject of Commercial Marine as it may be in my power to afford, 1 beg leave to state — 1st. I have not observed that the character of British shipping has declined at this port ; on the contrary, a superior class of vessels have been employed in the transport of currants to England ; improvements in their build is yearly to be remarked, and their rate of sailing has been so much advanced as to obtain a complete preference in the conveyance of fruit and other produce of this country. . 2ndly. Since the new Act to amend the laws relatmg to merchant seamen, I have had no case brought before me where I found its provisions insufficient for the punishment of the offence; the control the Act gives us over shipmasters and seamen having proved ample for every purpose. 3rdly. In this country a system of regular education for the Merchant Sea Service is far from being attended to ; on the contrary, there are no public schools for navigation ; and the knowledge of shipmasters is merely acquired from practical observation and experience, the generality of them being ignorant of the use of the quadrant, &c., navigating their ships by a dead reckoning, and by observing the headlands. ... 4thly. The want of care in the stowage and good preservation of cargoes, as well as in their incorrect delivery, has occasionally come under my observa- tion • this is more especially applicable to British vessels, where the master and crew' have in general no interest in the ship or freight. The usual system with 2 ^ ^ 356 GREECE. the crews of Greek ships is to give the master and crew a share of the profits of each voyage, instead of paying them fixed wages ; this makes the master and men especially careful to preserve the ship and her freight from damage : in the first place, to save themselves from immediate loss ; and secondly, by keeping up the good reputation of the ship, they thus secure a freight at their usual loading ports. It is very obvious that by interesting the masters and sailors in the profits of the voyage, they are extremely careful in looking after the interests of the merchant by whom they are employed, and in many instances are interested in the cargoes themselves ; they are also rendered alive to commercial transactions and exchanges, so as to take advantage of every circumstance tending to their own benefit. It has been remarked that such a system is detrimental to the good discipline and obedience so necessary on board ship ; it is, however, a positive fact that the Commercial Marine of Greece, by economy and perse- verance, has increased so much of late years as to have carried off a great proportion of the trade from the Black Sea and the Levant. When a Greek vessel is loaded for the owners' account, the master invariably acts as supercargo, and generally with much ability. The Commercial Marine of this country amount at present to about 3,800 vessels — 500 having been built last year. Sthly. Merchants who employ British vessels engaged in the trade with the Morea, are especially careful to select first-rate ships, since the insurances are only responsible for total loss, not being liable to pay sea-damages on fruit cargoes, which is the principal article of export from this country. 6thly. The owners of ships trading to this part of the Mediterranean are obliged to have a superior class of vessels ; for, although they do not always obtain a fruit cargo, still they are sent out mostly with this expectation ; and consequently, the British shipping that has come under my notice has all been well built, and perfectly sea-worthy, so as to maintain the general good character of the Merchant Sea Service. I have, &c. (Signed) T. WOOD. No. 147. Consul Wilkinson to Viscount Palmerston. My Lord, Syra, July 24, 1847. I HAVE had the honour to receive the circular dated the 28th of May last, with printed copy of a letter from the Board of Trade of the 1 7th of the same month, requiring information whether any institutions existed abroad answering to the Merchant Seamen's Fund in England ; and inclosing likewise printed copy of a letter from Mr. Murray> dated 1st of January, 1844, to which the letter from the Board of Trade refers. From the information which I have obtained I find that no institution, as regards seamen, exists either at Syra or in any one of the islands within the district of this Consulate. In the year 1843 I received a private letter from Mr. Murray, dated the 1st of July of that year, requesting information on the character and conduct of British shipmasters and seamen, which I had the honour to answer by a letter* dated the 19th of August, 1843, on the required subjects which had come to my knowledge during ten years' residence at Syra. I have the honour to inclose copy of a ktter dated the 8th of January, 1844, in answer to one which I received from Mr. Brown, Registrar of the General Register Office of Merchant Seamen, dated the 13th of November, 1843, on the difficulty experienced abroad in carrying into effect the provisions of the 5 & 6 Wilham IV, and of the determination af Her Majesty's Govern- ment to amend the said Act in the next session of Parliament. I take the liberty to add, that although many British shipmasters trading to the Mediterranean have not received a complete nautical education, yet they have the general and weU-founded reputation of being honest and trustworthy. » See Part 1, page 95. GREECE. 357 During last spring, when freights were very high at Syra, the master of a lintish vessel was offered 18s. per quarter for grain to be loaded for England, and on his refusing this freight it was offered to a Norwegian vessel at 1*. less, and moreover the charterer required of the master a guaranty for the due mlhlment of the charter-party, which guarantee was not demanded from the liritish shipmaster. I have, &c. (Signed) RICHARD WILKINSON. Inclosure in No. 147. Consul Wilkinson to the Registrar of Seamen. Sir. Syra, January 8, 1844. I HAVE had the honour to receive your letter of the 13th of November last, stating the intention of Her Majesty's Government to amend the Act of the 5th & 6th of WiUiam IV, cap. 19, owing to several complaints of Her Majesty's Consuls abroad, representing the difficulty experienced by them of carrying into effect the provisions of the said Act, so far as regards the conduct of masters of British vessels in foreign countries. I am happy to have it in my power to say, that since the above Act has come into operation I never found the least objection on the part of the masters of British vessels to comply with the provisions of said Act. The vessel's articles have always been deposited with me until the ship's departure, and no seaman has ever been discharged but with the consent of all parties and with my sanction ; and this has always been regularly indorsed on the vessel's articles. During my ten years' residence at this port, I have found in several instances, that the master has not a sufficient guarantee against the insubordina- tion of any part of his crew. The authorities here will not interfere in any affray on board of a foreign vessel, unless the peace of the town is endangered therefrom. Should the refractory seamen consent to leave the vessel, no other bad consequences ensue, but should he refuse, the master is obliged to keep him on board until his return to England, and one bad man on board of a vessel will very often influence the conduct of the others, who probably would have remained quiet and subordinate had they not been worked upon by bad example. The intention of the Government to introduce into the amended Act a clause, making the affidavit of the complaining party, with the attestation of witnesses, before certain authorities abroad, tantamount to parole evidence, will greatly tend to ensure discipline on board of trading vessels and the fulfilment of the duties of the master towards his crew. I have, &c. (Signed) RICHARD WILKINSON. No. 148. Consul Green to Viscount Palmerston. My Lord, ^^ Pirteus, 'Athens, My 7, 1847. I HAVE the honour to transmit, in compliance with the instructions contained in Mr. Bidwell's despatch of the 28th May, some observations in regard to institutions in foreign countries answering to the Merchant beamen s Fund in England. , . ^ i-i. i i.- + f ♦!, I also transmit some observations relative to the general subject of the Commercial Marine,, as suggested by the perusal of Mr. Murray's letter to the Board of Trad«. _, . I nave,, i&c. (Signed) JOHN GREEN. 358 GREECE. Inclosure 1 ia No. 148. Observations on the Commercial Marine of Greece. I HAVE made inquiries on this subject, and I cannot find that in Greece, either by law or custom, any provision is made for the relief and support of maimed or disabled seamen belonging to the Merchant Service. A kind of hospital, however, is attached to the dockyard at Poros, where a certain number of aged and worn-out sailors, having been engaged in the revolutionary war, are supported by small pensions granted by Government. In a country less favoured by climate, where the necessaries of life were less abundant and cheap, .and with a large maritime population, such a system, or rather want of system, •would create the co-existence of great distress, and no doubt in Greece it is more especially among the maritime population that distress does exist. Such however are the frugal habits of the people, that bread and water, which express to an EngUsh mind the possible extremity of destitution to which a person may be brought, are understood by the Greeks to include all the neces- saries of Ufe, and all that is not superfluous and luxurious. For a couple of pounds steriing per annum a daily allowance of an oke, or 2f lbs., of bread may be obtained. Custom obliges the master of Greek merchant-vessels to provide attend- ance and medicine in foreign harbours during the voyage, for such of the crew as may require medical assistance ; and no sick sailor can be left in a foreign port without the Consul's permission, who is enjoined by his instructions to , obtain guarantee from the master for the approximate amount required. The Greek Government instructions to its Consuls abroad also enjoin, in cases of shipwreck, that first of all sufficient shall be secured from the sale of cargo or vessel to pay for the maintenance and expense of sending the crew to . Greece. (Signed) JOHN GREEN. Tlie Pireeus, Athens, July 5, 1847. Inclosure 2 in No. 148. Observations on the general subject of the Commercial Marine. 1. THAT the character of British shipping has declined, and that the character of foreign shipping has improved, is observably the case as relates to the Mediterranean. The masters and mates of the Austrian, Italian, French, and Greek vessels trading in these seas have much more ^influence over their men than is the case with English merchant-vessels, on board of which, generally speaking, a great deal of bad blood seems to be generated on both sides, tending to an inclination to bully on the one part, and disinclination to obey on the other, which does not unfrequently end in insubordination amount- ing to mutiny. That the fault frequently Ues with the masters and mates I am convinced : the truth being that very often they are not the superiors, even if the equals, of those they are called on to command, either in point of education, temper, or intellect ; but on the other hand it also at times happens that one unruly good-for-nothing seaman, with a knowledge that the master has little or no actual power to enforce necessary discipline, will brow-beat and insolently disobey his orders, for the express purpose of inducing an assault. The horrible language which 1 have known over and over again to be used by sailors to the masters and mates of their vessels, convinces me that such a practice must be quite usual. " You I'll have your life ;" " me if I'm not hanged for your murder, and I would not mind it either ;" and, " I'll knock your brains out with a handspike, you old villain," are among the hundreds of similar complaints that every Consul must have brought before him. Yet these very men are perfectly quiet and well-behaved on board of a man-of-war, where they know that immediate punishment is the result of insubordination. A master of a merchant-vessel once brought a sailor before me for threatening his life. Something about the quaUty of the provisions, with which the rest of the crew GREECE. 359 were perfectly satisfied. The ruffian, for he was nothing else, had so httle com- mand over himself, that he repeated his threats in my presence, holding up his fist at the master in the Consular office. This man I authorized the master to discharge ; and then, as I would not reUeve him as a distressed seaman, he had to enter on hqard one of Her Majesty's ships in harbour, where he had, from his known bad character, great difficulty in obtaining a berth. A fortnight after, he was a petty officer ; and lor months that the vessel remained on this station, I know that he was always considered one of the best and quietest men on board. Such cases are frequent. What, therefore, is required oil board Enghsh merchant-vessels to insure quiet and proper behaviour, is disci- phne. But it would probably be a very dangerous experiment to trust any additional power in, the hands of a class of men notoriously unequal by educa- tion to the responsible position they are placed in. I am however far from meaning to say that individual masters of merchant-vessels are not found of a very superior class, quite competent to the performance of any duties, and worthy to have great power entrusted to them. It is undoubtedly the case that the crews of Enghsh merchant-vessels do not pay the same attention to the interests of their employers as foreign sailors- do. Great complaints are frequently made by merchants, of the breakage in packages of earthenware, glass, and other articles of a fragile nature, entirely resulting from the improper handling of the cargo. It is also the case that the crews of English merchant-vessels are much dirtier in their persons than foreign sailors ; the dirtiest of the crew being- generally selected for the cook, who it would be desirable should be the cleanest. I have seen the forecastles of English merchant-vessels, in vvrhich the crews live,, in a state of filthiness surpassing belief, and I have seen the cabins of the masters little better than the forecastles alluded to ; but there is a very great difference in this respect in different vessels, and some are sufficiently cleanly. 2. That there is not sufficient control over British shipmasters and seamen abroad, while foreign vessels are subject to considerable control, will not be denied by any person having any knowledge of the facts. The control of British Consuls over the Commercial Sea Service derived from the Merchant Seamen's Act (7 & 8 Vict., cap. 112), is not of a sufficiently practical nature to render it as effective as it ought to be. Had the power vested in others by Article XLIV of the Act been extended to Her Majesty's Consuls, enabling them summarily to adjudicate on common assaults by fine, to be levied for the benefit of the Merchant Seamen's Fund ; and had this power been extended to cases of insubordination and gross and abusive language, a simple and effective means, which does not now exist, would have been provided for checking nine-tenths of the so-called cases of mutiny on board Enghsh merchant-vessels, without having recourse to the extreme and expensive proceedings permitted rather for crimes than misdemeanours, by Articles LIX and LX of the same Act. The control which French Consuls have over all the subjects of their Sovereign is so absolute that no comparison can be drawn between British and French Consular jurisdiction. To be convinced of -this it is only necessary to glance at the 1st, 2nd, and 82nd Articles of the Royal Edict dated at Versailles m the month of June 1788, which is still in force. The same power of pohce is vested in most other foreign Consuls, but God forbid that the liberty of the subject should ever be so far misunderstood in our own country. 3. The system of education which a British subject receives, when training for the higher grades of the Merchant Sea Service, is by apprenticeship. This consists generally (I speak of vessels trading to the Mediterranean) of doing the dirty work of the dirty cook, and of 'attending on the person of the master. There exists but one kind of apprenticeship, there being no recognized difference between the sea education of a boy received fi-om the workhouse and the son of a shipowner or merchant preparing for the higher grades. It is probable that if a superior apprenticeship was instituted, a superior class might be created for becoming masters and mates. 4. It is no doubt perfectly true that merchants protect their interests rather by insurance than by attention to the character of the ships and shipmasters ; and in proof that insurance has a tendency to injuring the general character of the Merchant Sea Service, it may be mentioned that much more attention is paid to the character and capabilities of both masters and ships in the fruit 360 GREECE. trade than in many others, principally owing to the fact that the insurance is " free from average unless general or the ship is stranded ;" that is to say, that the insurances do not pay for any damage resulting from the leakage of the vessel, or from the shipping of seas, so that charter-parties are frequently made in the fruit trade, the merchant consenting to pay a higher freight for limiting the quantity to be taken on board ; which is done not only with a view to making the vessel sail faster, but also for rendering her less liable to damage the cargo. Corn and flour being also free of average by insurance as at present practised^ it is probable that now that there is every prospect of the trade in these articles becoming of enormous consequence to shipowners, a superior class of vessels will spring up. (Signed) JOHN GREEN. The Piraus, Athens, July 6, 1847. 361 TURKEY. No. 149. Consul-General Cumberbatch to Viscount Palmerston. My Lord, Constantinople, August 7, 1847. I HAVE the honour to inclose, for your Lordship's information, a copy of a despatch which I have received from Her Majesty's Consul at the Dardanelles, together with the depositions which accompanied it, of the mate, the cook, and two of the seamen belonging to the British brig * * * , Captain » * * reporting the circumstances under which they left their vessel. The * * * cleared from this port on the 13th July, bound for Cork or Falmouth, with eight hands on board, including the master. She belongs to the port of * * * and her owner's name is * * * of * * *- Notwithstanding the loss of half of the crew at the Dardanelles, the captain proceeded on the voyage ; but from an article which I have seen in the Smyrna paper " Impartial," of the 30th July, it would appear that she was found at sea by Her Majesty's sloop '^ Harlequin," in distress, with only two hands on board besides the captain, and that she was towed into the Piraeus. If this statement be correct, one of the crew must be missing. It was further reported that the captain was in a state of intoxication. I have directed Her Majesty's Consul at the Dardanelles to send the four men to Gteat Britain by the first opportunity. I shall report the case to the Registrar of Merchant Seamen in London, but I have also considered it requisite to state the circumstance^ of this case, so discreditable to the Commercial Marine, for your Lordship's information. I have, &c. (Signed) A. CARLTON CUMBERBATCH. Inclosure 1 in No. 149. Consul Calvert to Consul- General Cumberbatch. Sir^ Dardanelles, July 30, 1847. I HAVE the honour to report to you, that on the 17th instant the quaran- tine authorities here informed me that they had put a boat and four men belonging to an English vessel into quarantine, as they had no papers with them, but wanted to take pratique at the Dardanelles. I ascertained that these men were the mate and three seamen belonging to the brig * * *^ * * * master, actually on her voyage to the United Kingdom ; and that, according to their own account, they had abandoned their vessel outside these straits, by reason of the ill-usage they met with from the master. These men were admitted to pratique on the 26th instant, and I have taken their depositions, copies of which I inclose ; and I beg you will give me instruc- tions as to the manner in which I am to dispose of these men, and of the boat in which they came. I made every inquiry at Tenedos, and along the coast opposite that island, to endeavour to find out whether the * * * after havmg lost nearly 3 A 362 TURKEY. half her crew, had not perhaps anchored somewhere in the neighourhood in distress ; but as nothing has been heard of her, I presume she has proceeded on to some port. (Signed) ' F." W. CALVERT. Inclosure 2 in No. 149. Deposition of the Mate of the British brig * DEPONENT embarked on board of the * * * at Limerick, and was well satisfied with the captain during the whole of the voyage out, and until the ship arrived at Taganrog, when, as deponent was working in the hold of the vessel on the 20th of June, the captain threw down at him two large stones of the ballast which was being discharged. Deponent knocked off work and came on deck. Deponent and rest of the crew then went to their dinners, and after dinner the captain asked deponent to turn to again, which deponent did. Shortly afterwards captain threw a hand-saw at deponent who was in the hold, upon which deponent left off working and came on deck, when captain followed him, and told him to leave the vessel and go on shore. Deponent said he could not, as the vessel was then lying eight or ten miles off the shore. Captain then took up a beef-kid and threw it at deponent, and then seized a wrecker to strike at deponent, who took it out of captain's hand. The captain then struck deponent with his hand, and a few words passed. The captain took up a scrubbing-brush, and threw it at deponent, and deponent not being able to stand this ill-usage any longer, took up a bucket and threw it at captain without hitting him. The quarrel then ceased. After tea deponent was called upon to deliver up the log-book, which deponent did, the cook being witness to his so doing. The captain then told deponent to turn to his work again, and asked him to forget all that had passed. Deponent said he would turn to ; that he could forgive what had taken place, but not forget it. Captain was very quiet from that time until after he had left Constantinople on his homeward bound voyage, and deponent and captain never exchanged a word during this time. On the 1 5th of July (Thursday) the vessel got aground above Gallipoli, and the captain, who was so intoxicated that he could not stand, ordered dejjonent to have the sails furled and to launch the long-boat to carry out an anchor. Captain then went below. The long-boat was turned out, and the captain came on fleck and commenced violently abusing deponent and the rest of the crew, calling them all manner of names. The anchor was carried out and hove on without success. The captain then ordered the watch to be set and the rest of the crew to turn in. Deponent had had about two hoars sleep when the captain turned the crew out, had all the water started, and got the chain cable and best-bower anchor into the long-boat and carried it out. Just as the anchor was got out of the vessel, the English agent of Gallipoli came on the beach and the captain went to him. In about half an hour after the captain had returned on board, he was rolling about the decks quite drunk, and always abusing every one he came across ; he then fell asleep on the deck at about 3 P.M. Deponent after vainly trying to awake the captain, told the men to go to Iheir dinners. After dinner a Turkish craft with six hands came to their assistance, and they hove on the anchor and got the vessel afloat. The captain all this while was roaming and stumbling about the decks and hurting his face ; after this he fell asleep again. Deponent seeing the captain was unable to take charge of the ship, got her moored to the bower-anchor with a spring on it. When the captain awoke next morning he did not know that the vessel had got off, and came and called deponent and the rest of the crew for that purpose. They then told him that she was afloat, and that as they had been working all night they w^anted some rest. Whilst the vessel was proceeding down the Dar- danelles, captain swore that he would shoot deponent ; and after that, that he would make deponent jump overboard before he got home. The deponent asked the captain if he was going to bring up at the Dardanelles, and the captain only answered that he would see him d d first. Deponent then told the captain to allow him to land, as he would rather sacrifice all than run the risk of losing his fife by remainmg on board. Deponent believes that the captain wishes to TURKEY. 363 lose the vessel, as he (the captain) said whilst going down the Dardanelles, that he had rather the vessel had struck at GallipoU than be got off. Deponent and three of the crew then formed a resolution of leaving the vessel, and accord- ingly took the ship's boat and pulled up to the Dardanelles town, in order to represent their case to the British Consul. Deponent and his companions per- foTnied ten days' quarantine in the lazzaretto and landed without papers, and destitute of clothes and money. Deponent is persuaded that all is lost with him, but he was driven to act as he has done, and could not help it. In faith whereof * * * hereunto affixes his signature, this 30th day of July, 1847. (Signed) # » * (Signed) Chas. J. Calvert, witness. E. L, Ward, witness. Deposition of * * * , Seaman of the British hrig * * * DEPONENT states that he was shipped on board the * ♦ * bound on a voyage to the Black Sea, and that the captain behaved very well to him until the vessel arrived at Kertch, where they performed quarantine on shore, whilst the vessel was being overhauled. When they returned on board again, the captain kept the crew continually at work from sunrise to sunset, which was more than they could get through. When the vessel was at sea proceeding to Taganrog, the captain employed the men in heaving the ballast overboard, and on Sunday kept them at work from 8 a.m. until 4 p.m., and the rest of the day was cursing and swearing at all the crew. When they arrived at Taganrog the rest of the ballast was got out and a place made to receive the cargo. The cap- tain, who had been on shore the morning of their arrival, returned on board the same afternoon, and asked the mate what he had been about, and the mate told him. The captain then answered that he had done no work at all, and that he and the rest of the crew were " a set of lazy b s," and struck the mate with his hand. Deponent seeing this, went on deck to get out of the captain's way, as he was afraid he would strike him also. The captain followed deponent on deck, took up the pump bolt, and threw it down at the men in the hold. The captain then threw two large stones at the mate, and at another man, who was in the hold. Deponent after this went down into the hold again. The mate, who had knocked off work, went on deck, where the captain and he had a dis- pute, and deponent heard a great row between them. The captain from that time was always " growling and jawing," and more than half drunk. At one time the captain, with a dreadful oath, hoped that " the ship would sink and drown them all on the voyage home." When the ship was laden, the captain went on shore and remained three days away, and when he returned on board he did not speak a word, but was very quiet, and made ready for sea. On the voyage to Constantinople the captain got drunk, and was also drunk when the vessel got ashore one night at 9 o'clock near to Gallipoli. Deponent was at the helm when the vessel struck the ground. The captain told him to steer " west and by south," and deponent kept that course until the vessel came pretty near to the land, when he bore away a bit, but the captain let the vessel go straight on the shore. There was a fine breeze and a fair wind aft. Soon after this the captain told deponent to " haul her off a bit," and deponent answered that he could not as she was aground. The captain was so intoxicated that he did not know anything that was going on. All the sails were furled, and the large kedge and a hawser run out astern, and hove on, but the ship would not move. Next morning took the big anchor out astern and hove on that and the other together, but still without success. Next day a lighter came alongside with some men from the shore, and with their assistance (after all the water had been started) the ship was got afloat. The captain was reeling about the decks, and when the ship got off went to sleep. The vessel was then brought down to GaUiDoli, and deponent told the English Consul's agent all that had happened, and he wished to leave the vessel there. The agent said that he must go to the Consul at the Dardanelles. Before landing at Gallipoh, deponent said to the captain that he wished to leave the vessel, but the captain gave him no answer and only sweared at every one on deck. Whilst proceeding down 3 A 2 364 TURKEY. the Dardanelles Straits, the captain's hat fell overboard, and he ordered depo- nent and another in the boat to pick it up. They went after it, but the captain would not wait for them, and made them pull three miles before they reached the vessel, when she had already passed the Castles. Deponent and others then asked the captain if he was not going to " bring up," and the captain said he was not. They then said that if he did not bring up, they would not go home in the vessel, and that they would take the boat to land. The captain would not let go the anchor, therefore deponent and the others came aft to take the boat, and the captain struck deponent in the face with his fist, and deponent hit the captain in return. The captain was holding on to the painter, and said he would not let the boat go, but that if deponent and the three others who wished to leave the vessel, remained on board, he would drop anchor : they did as they were told, and made the boat fast again. Soon after this the captain began to curse, and said " he would see them d d before he would let go the anchor," and imme- diately afterwards asked them whether they would remain on board, and go home with him, if he came to an anchor ? and they said no. Hands were then employed to loose the main topsail ; and deponent and the three other men, seeing that they were about to lose their chance of making their complaint to the British Consul, told the captain again that if he would not bring up, they would take the boat and go on shore. The captain kept under sail, and was swearing and cursing. Deponent was about to loose the boat, when the captain struck him in the face, and gave him a kick in the privates. Deponent hit the captain, and the captain said, that " if he had pistols on board, he would lay them along the deck like sheep." Deponent then jumped into the boat, but the captain held on to the painter, and would not let the boat go. Deponent therefore cut the painter, and another man jumping in at the same time, they hauled the boat forward, when the mate and the cook got in. As soon as they were all four in the boat, the captain made more sail, the vessel being then in anchoring ground. Depo- nent and the other men pulled on shore to the town of the Dardanelles, and were put into quarantine. Deponent further states that he left the * * * because he was in danger of losing his life, and that he could not trust himself with such a man as her captain is. Neither would deponent have left behind him all that he possessed without a cause. In faith whereof * * * hereunto affixes his signature, at the Dardanelles, on the 30th day of July, 1847. (Signed) * * * (Signed) Chas. J. Calvert, witness. E. L. Ward, witness. Deposition of * * * Seaman of British brig • * * THE deponent has no complaint to make of the captain on the voyage out from England, as the captain then behaved pretty well. When at Taganrog on Monday (deponent does not recollect the day) the captain came on board drunk, and when the crew were clearing away the after-hold to make room for a lighter load of grain, he said he hoped the vessel would sink with them. The captain then hove two stones at the men who had been clearing awav the after- hold of the ballast ; one of the stones, of near thirty pounds weight, came near to deponent's foot. Captain was very cross during the voyage between Taganrog and Constantinople. On a Monday, deponent with others was sent to get water, but owing to the fountains being dry they remained on shore some time ; on their return to the vessel the captain complained of their being so long filling the casks and losing so much time. The same day the vessel was got under weigh and arrived at Gallipoli. On Thursday night, at 10 p.m., the captain run the ship ashore, and then got the kedge and stream anchors out. Tried to heave the vessel off" that night, but could not. The captain at this time was drunk. Next morning got out best bower and cable, and hove all the forenoon, but could not start the vessel. The captain was lying drunk on the quarter-deck. Depo- nent then M'ent to dinner. After dinner the Consul came on horseback to the beach, and the captain went on shore to meet him. At 3 p.m. a lighter came off with some men, and with their help the vessel was hove off at 7 p.m. The captaiu was so drunk at this time that deponent thought he would fall over the TURKEY. 365 taffrail where he was lying. A small kedge and line was then got out to swing the vessel, but there was too much wind to do so, whereupon the stream hawser was got aft to the cable, and the vessel was hove further off the ground. On Saturday morning the vessel was got under weigh. When off Gallipoli, the captain and two boys went to get clearances. Three men were sent in the longboat to get water, and one of them went up to the Consul to complain. He was told to come here. Coming down the Straits the captain's hat blew over- board, and two hands were put into the boat to go after it ; it was picked up, but the vessel did not stop, and the boat was obliged to pull after her below the Dar- danelles Castles. When deponent came on board, the captain stood in for the shore, as the crew thought, to come to anchor, but he made a tack, hauled up the mainsail and foresail, furled mainsail, maintopsail, and maintop-gallant-sail, squared away the fore-yard, and went away before the wind below Barber's Point. The mate then asked him if he was coming to, he answered that it was no business of his. There were only four casks of water on board. Deponent said he would go no further with him unless he came to. Deponent thought the captain would as soon kill a man as look at him. When the maintopsail was ordered to be loosed, the crew refused, and went aft to take the boat. The captain said they shouldn't have her. Deponent said "Then bring the vessel to," but the captain would not. The captain then struck one of the men, who struck him again. Captain then said if they'd leave the boat alone he would come to ; so they left it. The captain then asked the crew if they would sail with him again, and they said no. He then said " I'll see you d d before I bring you to." The captain kicked a man in the privates with bis foot, where- upon the man knocked him down with his fist. The captain held on to the paints of the boat, and said rather than let go he would go overboard with it. Deponent and another hand then jumped in the boat and cut away the painter, and hauled up to the gangway for the mate and the cook. The captain said, " If I had pistols I'd lay you along the deck like sheep." After the boat had pulled off, the captain set maintopsail and maintop-gallant-sail, and sailed away. Deponent left the vessel because he did not think his life safe on board with such a captain. The captain was incapable of taking charge of his vessel in consequence of drunkenness. In faith whereof * * * hereunto affixes his signature, at the Dardanelles, on the 30th day of .luly, 1847. (Signed) * * * (Signed) Chas. J. Calvert, witness. E. L. Ward, witness. Deposition of * * * Cooh, Steward, and Seaman of the British brig * « * DEPONENT had nothing to complain of until the vessel's arrival at Kertch, when the captain kept the crew too hard at work. During the voyage from Kertch to Taganrog, captain made deponent work at heaving the ballast out on a Sunday ; the captain cursing and swearing that it was not done fast enough. When at Taganrog captain wanted the men to heave out ballast at night, and when deponent and the crew had turned out and were about to work, the captain said he would have no ballast hove out that night, so they turned in again. Leaving Taganrog, the captain was drunk, and continued to be so from the time the vessel left Constantinople until she got ashore near Gallipoli. Whilst employed in getting out the kedge at night, the captain gave orders not to get out the cable, being so drunk at the time as not to be able to distinguish it from the hawser. Hove the kedge taut, and not being able to get the vessel off, deponent with the crew turned in. Next morning a lighter came alongside and hove the vessel off. Tried to slew vessel, but could not, as there was too much wind. The captain was dead drunk at the time. When the captain ibund the vessel was off the ground, he said he would have been more satisfied "had she left her bones there." Captain went ashore at GallipoU and tried to clear the vessel but was told he must come to the Dardanelles to get his clearances. Coming through the Dardanelles, the captain's hat blew overboard and two hands were ordered into the boat to recover it ; it was thought he would bring the vessel to, but he kept her under sail and made the -boat foilov.'. When tie 366 TURKEY. vessel was below the Castles, the captain said he was going to bring to, but did not, and squared away. Deponent wanted to come ashore to report the captain's conduct, as he wished peace to be established on board, the captain having sworn to the crew that he would shoot them, and make them repent of what they had done. Deponent and the mate got into the boat after the other two men, and then they cut away the painter. The vessel was in anchorage at the time, the mate having sounded before he got into the boat. The captain not bringing up, but making more sail, the boat left the vessel for the Dardanelles, leaving the captain with a man and two boys of about seventeen years of age on board. The man was on shore the whole of the time the vessel was at Taganrog, being ill. Deponent considered his hfe insecure on board a vessel commanded by a drunken man, who was not fit to take charge of her. Sooner than go any farther with this captain, deponent made up his mind to run the risk of losing his character and all he had in the world. In faith whereof * * * hereunto affixes his signature, this 30th day of July, 1847. (Signed) * * # (Signed) Chas. J. Calvert, witness. E. L. Ward, witness. No. 150. Consul- General Cumberbatch to Viscount Palmerston. My Lord, Constantinople, November 3, 1847- IN reply to the first paragraph of Mr. Bidwell's circular despatch of the 28th May last, I have the honour to report that there are no institutions in this country which answer to the Merchant Seamen's Fund in England. I have &c. (Signed) ' A.' CARLTON CUMBERBATCH. No. 151. Consul- General Cumberbatch to Viscount Palmerston. My Lord, Constantinople, November 3, 1847. IN pursuance of the instructions contained in the second paragraph of Mr. Bidwell's circular despatch dated 28th May, I have the honour to submit to your Lordship such information on the general subject of the Commercial Marine, as has been suggested to me by the perusal of Mr. Murray's letter to Viscount Canning, dated 1st January, 1844. The result of every day's experience serves to convince me that some measures calculated to raise the character of British shipmasters is very much wanted. The trade with this port and the Black Sea is very considerable, and the conduct in general of the masters who are engaged in it, especially in the latter, does very little credit to that class of persons. I cannot do better, perhaps, than report to your Lordship some cases which have latterly come under my notice ; they will serve to show the sort of irregularities that are most prevalent amongst them, and the difficulties of correcting or checking them under the present system. The case of the * * * , Captain * * * I had the honour to report in despatch of 30th January, 1846. This vessel ran ashore at the Dardanelles, she was got off by the exertions of some native boatmen. The captain then surreptitiously took his clearances from the British Consulate, and made sail, without giving them any remuneration for salvage. The impressions left on the minds, both of the authorities and natives, by the conduct of the master, was very injurious to the reputation of the flag, and the interests of TURKEY. 367 otlxers who might fall into the same misfortune, but it was in this instance removed by the owners, who honourably paid the claim on the case being represented to them. I also recur to the case of Captain * * * of the * * *, reported in despatch of August 7 of this year ; by the statements of four of the crew, this captain was an habitual drunkard. They allege that through negligence, his vessel got ashore at Gallipoli ; that his conduct was such afterwards, that they were compelled to leave the vessel to seek redress at the Consulate at the Dardanelles, but the captain, although he had only three hands besides himself on board, proceeded on the voyage. It was reported afterwards that she was found at sea with only two hands on board besides the captain, who was in a state of intoxication, and that she was towed into the Piraeus. These statements are ex parte, but in essential points they bear the stamp of truth upon them, and show how unfit men of this description are to be entrusted with the care of valuable property or the hves of others. The master of a vessel called the * * * was accused lately by his mate and crew of habitual intoxication, and of such violence and recklessness while under the influence of it as to render it dangerous to sail with him. They had families dependent upon them, and they cotdd not continue any longer to serve him at the risk of their hves. The captain could not deny the charge ; the men were his fellow townsmen, had known him for a length of time, were actuated by no ill-will against him, but were afraid of sailing with him. It appeared that he had been in a state of intoxication nearly the whole of the voyage from England. The captain of another vessel, bound to the Black Sea, which I cannot at present call to my recollection, while in the Bosphorus, got drunk and kept up a fire with pistols loaded with ball, from the deck, to the terror of the crew and the people on shore ; he was under the influence of spirits at the time : part of the crew afterwards refused to sail with him any longer. The master of the * * * returning on board of his vessel, anchored in this port, with a bag full of dollars, threw them down on the cabin table : it broke open and the money was scattered about the floor. He then called the crew to pick them up, and gave them each some to go ashore ; the vessel was at that time ready for sea, but the men of course got drunk and the vessel was detained. From the foregoing facts it will be seen that one captain had brought dis- credit on his flag by his misconduct; that another had run his vessel ashore through drunkenness, and had put to sea in the most reckless manner with only four men, including himself, on board ; that another had lost a valuable crew, and exposed his vessel to detention and expense, through habitual intoxication; that another had incurred the risk of being detained by the local authorities by infiinging the port regulations and firing off pistols in the vicinity of houses ; that another by an act of gross folly, proceeding probably from intoxication, had caused his vessel to be detained with a favourable wind; and that notwith- standing acts of this nature so injurious to the interests of their employers, and to the character of the British Marine, there appears to be no means for dis- quahfying such persons from continuing in command, although they have shown themselves utterly unfit, by their acts, to hold so responsible a situation ; and these instances which I have quoted are not singular, cases of a simdar nature are of continual occurrence. , . , During the last year sixteen ships have been ashore on one bank alone opposite to Therapia, in the Bosphorus, according to the registers of the Consulate • others are known to have been ashore, although they have not been reported. The bank is called the English Bank, from the cu-curastance of English vessels being generally those that go upon it. , r .. ■ , . The cause may sometimes be traced to ignorance or want of attention, but not unfrequently to neglect arising from drunkenness. It is not an uncommon occurrence for captains to be intoxicated when makmg the narrow straits of the °^^E?iti3h men-of-war are sometimes stationed not far from this shoal oflT Therapia • and I have heard ofiicers, who have assisted in getting them off, frequently express their surprise at the total indiff'erence shown by masters on these occasions to the interests either of the owners of the vessel or cargo. 368 TURKEY. The reason appears to be, that the damage being paid by the insurer, it does not much matter in general to the owner whether it occurred through the negU- gence of the captain or through accident ; and as their conduct does not become the subject of strict investigation on the part of their employers, they incur little responsibility. It is difficult for shipowners in general to obtain a correct knowledge of the character and capacity of the shipmasters they employ; their object seems to be to procure those captains who will go the cheapest. A very common rate of pay to masters is not more than 51. 5s. a-month, a very low salary for persons properly qualified to hold that situation, and is false economy; for it is much to to be suspected that many captains so chosen increase their pay at the expense of their owners, by stipulating in making charter-parties for a present for them- selves, not to appear in the charter, or by other means of the same kind. It is generally found that vessels belonging to the outports are better com- manded and manned than those belonging to the larger ports, as there the owners have better opportunities of ascertaining the characters of the masters and crews they employ. Ships insured in clubs are commanded in general by men of more respect- ability, because mutual insurance makes them more careful as to what masters they employ. Shipowners and general insurers from the principal ports seem to be in want of some means to enable them to acquire a knowledge of the character and capacity of shipmasters, such as a certificate from a board of examiners. Some regulation, subjecting shipmasters to an examination, exists in all foreign countries whose Commercial Marine is not of such vital interest to them ; and even in this country some control of the kind is exercised. Vessels under fifty tons' burthen are allowed to be commanded, under guarantee of the owner for the good conduct of the master; but captains are not allowed to command vessels of a larger tonnage before they have first passed an examination, and then sent to the Admiralty for a certificate of capacity and licence. A custom prevails in this port of consigning the vessel to the receiver of the cargo. This system has been imposed upon the owners by shippers in England. It did not signify so much formerly when the trade with Great Britain was in the hands of the English, but since it has been nearly entirely engrossed by Greeks and others, masters find themselves addressed to foreigners with whom they cannot communicate in their own language, and who are regardless of the interests of the ship or owners. The evil effect of this system is very much felt. Masters are thus thrown into the hands of ship-chandlers, who are incapable of giving them good advice, and whose interest it is to lead them into expense and extravagance. Masters consume a great deal of their time in these shops ; and they become places of rendezvous and intoxication. Vessels are frequently detained in consequence in this channel, where it is of so much importance to take immediate advantage of every favourable wind. I know not hoAv these evils can be diminished or cured, except by adopting measures to improve the education and character of shipmasters, and to render them more competent to act for themselves, and less liable to fall into bad company. In regularity in keeping accounts and capacity in transacting business with their consignees, and in receiving and delivering of cargo, British masters in general do not appear to be as efficient as foreign masters. They are not sufficiently on board, on the receipt and delivery of the cargo, and trust too much to their mates. Goods are frecjuently damaged in both cases, and masters do not seem to be aware of their responsibility to deliver their cargoes in good order. Vitriol has been stowed amongst manufactures. A large quantity of sugars have been put in to complete a cargo, the preceding tier of which consisted of casks of porter, which were consequently much broken, and yet the master litigated the claim for damage on him. The log-books of British captains are very badly kept in comparison with those of foreign ship-masters; their correctness might be better insured if they were paged before they were issued on each voyage, to prevent changes or interpolations. A great deal of time is lost in voyages by want of skill or conduct in ship- TURKEY. 369 masters. Liverpool is the principal port of trade with Constantinople. During the last five years, I find that the regular traders with this port have made ninety-nine voyages. The average rate of voyage of the whole of those vessels is found to be forty-four days; while selecting out of the ninety-nine those commanded by the most active and well-conducted masters, amounting to ten, who made thirty-four voyages, the average rate of voyage of these has been no more than thirty-five days, the vessels being of the same description. The Act 6 & 7 Vic. cap. 112, does not appear to have had the good effect upon the characters and conduct of seamen that might have been expected from it. Desertions are still very common, notwithstanding the penalties attached to this offence by law. Twenty-three cases of desertion have occurred in this port since the 1st of January. As long as seamen have such bad examples before their eyes, in their commanders, it is not possible to expect much improvement in them. Captains will never be properly obeyed until they can learn to command themselves. Where seamen are treated with harshness, and with little attention to their convenience or comfort, they will naturally be discontented, and disposed to quarrel and to be insubordinate and mutinous. I have seen men, from a system of petty vexation and annoyance, not from any open ill-treatment that could be tangible by law, worked into fury, or to an obstinate state of sullenness, according to their tempers, rendering them in both cases perfectly indifferent to any loss of clothes or wages, and ready to incur any punishment that might be inflicted on them, rather than serve their masters any longer, or proceed on their voyage with them. One man sacrificed as much as 15Z. wages not long ago. It is much to be suspected that masters not unfrequently pursue this con- duct systematically with their seamen, to induce them to desert and to forfeit their wages. From what I have stated, I infer that the conduct of shipmasters is not subject to sufficient control, there being little or no check upon their actions beyond that which arises from the fear of committing an offence that can be detected and re3,ched by the law. That great misconduct and much abuse of power may exist among them without risk of any punishment, that even offences committed are not easy to be detected and proved, as their conduct does not frequently fall under the eyes of those who are interested or willing to take the trouble to prosecute them to conviction, therefore, except in glaring cases, they escape punishment. That holding a very responsible situation, which the public interest requires should be efficiently performed, some further control is requisite as a substitute f@r that influence which it seems to be presumed that the self-interest of owners of vessels has over them, but which it does not appear that they have either sufficient motive or power to exercise. That it is to be feared that without the interference of the Legislature, con- fering powers on commissioners or other authority to examine into the conduct and capacity of shipmasters, and whose duty it would be to enquire into and to prosecute all offences connected with their duties, and with power to disqualify them from holding the situation, for acts showing palpable ignorance or mis- conduct, or for the prevaiUng vice of habitual (h-unkenness, that while the Commercial Marine of Foreign Countries continues to improve, that of Great Britain will dechne. As a great number of British vessels go ashore and are stranded every year in the Dardanelles, I applied to Mr. Consul Calvert for such information in r-eference to the circular in question, as his experience might enable him to afford, and I have the honour to inclose herewith the memorandum which he has drawn up and transmitted to me. I have, &c. (Signed) A. CARLTON CUMBERBATCH. 3 B 370 TURKEY. Inclosure in No. 151. Memorandum by Mr. F. W. Calvert, Her Britannic Majesty's Consul at the Dardanelles, concerning British Merchant Shipping. THERE being no Turkish Commercial Marine of importance, and conse- quently no institutions from which any such information as is sought for by the Foreign Office is to be derived, it will only be needful to notice those par- ticular circumstances, a knowledge of which, in so far as it affects the reputation of the British Mercantile Navy in this part of the world, may possibly assist in leading to the application of the proper remedies for its admitted defects. It has been confidently asserted that the British Commercial Marine no longer enjoys that pre-eminent reputation and preference it formerly did. If this, to a certain extent, be attributable to the gradually increasing competition of other nations, such competition would appear to have been rendered doubly formidable by the vastly improved character of the Foreign Mercantile Navy, whilst that of Great Britain, if it has not retrograded, can scarcely be said to have made commensurate improvement. The causes which have been here observed to operate to the prejudice of the British Mercantile Navy, are, — 1st. The obvious want, in too many instances, of that degree of pro- fessional knowledge, education, and conduct on the part of the shipmaster, which his responsible position, with reference to the Uves and property entrusted to him, as well as to his being so continually brought into contact with foreigners, would seem imperatively to require. It is notorious that infinitely more than a proportionate number of the constantly recurring accidents in these straits happen to the British flag, and sometimes through palpable ignorance or neglect*. And if these accidents have proved less fatal to life and property than might have been apprehended, it is rather to be ascribed to the well-known superior construction, strength, and consequent powers of resistance exhibited in British-built vessels than to the ability of those who sail them. Only a few weeks since, the mate and three seamen abandoned their vessel (the * * * of * * * ) outside these straits because of the incompetency of the master to navigate it and his general brutal conduct, which they alleged placed their lives in constant peril, adducing, at the same time, sufficient evidence of his being rarely or never sober. This same vessel was afterwards fallen in with by Her Majesty's ship " Harlequin," and being in a perfectly helpless state, owing to the confirmed drunken habits of the master, was taken by her into the Pirasus, and thence sent on by the senior British naval officer there, to Malta. Whether such flagrant misconduct will affect the re-employment of this master remains to be seen ; but it is quite certain that masters have re-appeared here whose previous conduct in the same capacity was scarcely less reprehensible. 2ndiy. The addiction of the seamen, and sometimes of the masters and petty officers to intemperate habits. 3rdly. The apparent want, between masters and seamen, of a proper under- standing in respect of their reciprocal obligations, and the consequent absence of that more orderly system commonly prevalent amongst foreigners. This may probably arise from the inadequately defined power of the master, joined to the advantage taken of it by the crew, who again, from the want of position in their calhng, or of any positive prospective advantages for long and laudable service, have little to risk or to lose by their evasion or disobedience of orders. * The Maltese shipping, navigated under the British flag, forms a most creditable exception to this observation. It is rather numerous, and being chiefly engaged in the Black Sea trade, oppor- tunities often occur at this Consulate for forming an accurate estimate of its merits. As regards general reputation and freedom from accident, it may be classed with tie shipping of Austria. During the last fourteen years only one accident occurred to a Maltese vessel within the jurisdiction of this Consulate, when in consequence of her cables parting during a teriific gale of wind, she was driven ashore from her anchorage, together with thirteen vessels of other nations. Maltese ship- masters must pass examination before they can command a vessel. TURKEY. 371 4thly. As a consequence of the preceding cause, the frequent disputes between masters, petty officers, and crews, evinced by complaints at this con- sulate, of incapacity or mutinous conduct on the one hand, and of ill-treatment or tyranny on the other. Connecting with these prejudicial circumstances a fair consideration of the more competent professional education of foreign shipmasters (authoritatively certified to the public by formal documentary evidence of their examination), their general reputation for intelligence and carefulness, and especially the more orderly, subordinate, and sober deportment of their crews ; then will their successful competition cease to surprise. The recurrence, therefore, to measures calculated to promote the educa- tion of the British subject for the Merchant Sea Service, and by fitting examination to test his eligibility for the higher grades of it— could not but inspire the public viiih greater confidence, and improve the position of the underwriter. It is presumable, however, that no measures can be really efficacious which do not comprehend some scheme of positive improvement in the condition of the seaman, and which shall assure to him, if practicable, certain advantages for long and approved service, which are now denied him. The opportunities afforded at this Consulate of observing the evils co-existent with the present system, naturally induce a conviction of the expediency of ameliorations in it ; otherwise, indeed, there can be little hope of the discontinuance of those painful exhibitions of ignorance, intemperance, and insubordination, which have disparaged the character of the British Mercantile Navy in these waters. The institutions of several other countries (and which are presumed to be in some degree analogous to a Board of Commercial Marine, as suggested for our own) would seem to have been productive of highly salutary effects. The 'master-seamen of those countries possess, as a body, superior qualifications ; and many of the regulations emanating from those institutions might probably be adopted by such a Board with no little advantage to our own Commercial Marine. For instance, amongst other important rules, they issue printed log-books, which, in cases of accident, average, misconduct, &c., are required to be exhibited at the first port the vessel arrives at after their occurrence, to the national Consul, who has thus the opportunity of examining into the truth of the circumstances set forth in the log, by the testimony of the crew, and of affixing his signature thereto, with whatsoever remarks may occur to him. The neglect, it should be added, of some masters to procure the best charts of these Strajts is so remarkable as to suggest the idea of making it imperative on all passing them to be adequately provided in this respect, so as to put them on a footing of greater equality with the masters of foreign shipping, who, as well as their petty officers, are almost without exception, experienced pilots of the whole Archipelago and Black Sea. The excellence and cheapness of the charts published by the Admiralty, are such that their acquisition in particular, might be reasonably insisted upon*- This, and above all the characters of masters, should be points of high interest to the underwriter ; and yet his scrutiny would seem to be mainly, and often exclusively, directed to the properties and condition of the vessel. Thus an owner is enabled to relieve himself from the risks incident upon his own injudicious appointment, or undue preference, of an incompetent master, at the expense of the underwriter!. Such is not the case in those countries whose * It would be desirable that the charts should be accompanied by the most approved instruc- tions for facilitating to mariners the navigation of different seas. The sailing directions for the Levant which are now in general use, are defective and erroneous in many parts. Instances are constantly occurring of vessels being detained wind-bound, sometimes for many weeks, in the Straits of the Dardanelles; and in many cases such detention is wholly to be attributed to the master not being furnished «ith proper sailing directions. ^. - i, .1, . , + Repeated'cases of apparent indifference which have been noticed here on the part of masters, for the loss of their vessels (especially when old and worn out), and the little pains they take to save them when it seems practicable enough to do so, are only to be accounted for upon the presumption of over-insurance • but such occurrences are obviously detrimental to the interests of all concerned, save those of the owner, and are besides so seriously injurious to the character of the flag as to be infinitely mischievous in their effects. 3 B 2 372 TURKEY. commercial shipping is most successfully competing with that of Great Britain: in them, the education shipmasters must receive, and the examinations they must undergo, before they can command a: ve?sel, offer, in every instance, to the merchant, the passenger, and the underwriter, a degree of additional security, which the British flag does not. (Signed) F. W. CALVERT. No. 152. Consul Brant to discount Palmerston. My Lord, Smyrna, July 8, 1847. I HAVE received the despatch which, by your Lordship's direction Mr. Bidwell addressed to me on the 28th May last, transmitting to me a copy of a letter from the Board of Trade, stating that a Commission was about to be appointed by the Crown, to examine and inquire into certain matters relating to the Commercial Marine of Great Britain; and requesting that information may be procured from abroad in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England ; and instructing me to furnish information upon this subject as I may be able to collect. Mr. Bidwell also transmitted to me a copy of the letter from Mr. Murray, referred to by the Board of Trade, and requested that I would famish, in a distinct paper, such additional information relative to the general subject of the Commercial Marine as may be suggested to me by the perusal of that letter. In compliance with your Lordship's commands, I have the honour to report that no institution of the kind above referred to exists in this country, and to transmit herewith inclosed a distinct paper containing such observations as have been suggested to me by the perusal of Mr. Murray's letter. I have, &c. (Signed) R. W. BRANT. Inclosure in No. 152. Observations on the Commercial Marine. MR. MURRAY has treated the subject of the Commercial Marine so ably and so fully, that little information can be added thereto. The deduction drawn by him from the information which he had obtained, that some new system is requisite in order to remedy the existing defects in the regulations regarding the shipping interests generally, and to maintain the supremacy of Great Britain in Commercial Navigation, seems to be unques- tionable. As far as I am able to judge of this matter, Mr. Murray's suggestion for the establishment of a Board or Department to be specially charged with watching over the interests of the Commercial Marine, if carried out, would, for the reasons adduced by him, be attended with great benefit to British shipowners ; and if a bill were passed, enacting that ho person should be ehgible for the office of master or mate of any British vessel, unless he had previously passed an examination as to his fitness, both professional and moral, for such a situation, one of the chief defects of the present system, namely, that of engaging men whose capabilities and characters cannot now be known to the merchants who employ them, would be remedied. Instances have occurred in this port, of the mates of vessels, on the death of the masters, being found incapable of succeeding to the command, from want of sufficient knowledge of navigation. The safety of such vessels would have been seriously compromised if the masters had died at sea. TURKEY. 373 The Merchant Seamen's Act, 7 & 8 Vic, [cap. 112, is a great improve- ment on that of the 5 & 6 Will. IV, cap. 19. It remedies some of the defects of the latter pointed out by Mr. Murray, and its provisions are calculated to promote the welfare of the seamen, as well as to increase their number ; and I doubt not that it will be found to work well as far as they are concerned. What is still wanted, is a system of regular education for the persons aspir- ing to the higher grades in the Merchant Sea Service. This, by elevating them in the social scale, would prevent them from resorting to that bane of the ignorant — drunkenness, and render the British Commercial Marine capable not only of competing with, but of outstripping that of every other nation. Smyrna, July 8, 1847. (Signed) R. W. BRANT. :lV 375 TRIPOLI. No. 153. Consul- General Crowe to Mr. Bidwell. ^^^> Tripoli, July 24, 1847. WITH reference to your despatch of the 28th May, inclosing a copy of a letter from the Board of Trade, requiring information as to any institutions estahlished in foreign countries for the relief or encouragement of seamen, answering to the Merchant Seamen's Fund in England, I regret to state that no such institution exists in this regency. I transmit herewith, as directed, a few remarks suggested by the perusal of Mr. Murray's letter. I have, &c. (Signed) G. W. CROWE. Inclosure in No. 153. Remarks on the Commercial Marine. AS far as my own experience enables me to judge, during a residence of seventeen years at Patras, I should not feel disposed to assent to the general statement, that the character of British shipping has declined, while that of foreign shipping has improved. The superiority of British vessels and British seamanship is still very great, although more attention may have been paid in foreign countries to the education of shipmasters in the theory of navigation. I entirely concur in the opinion expressed as to the want of sufficient controul over British shipmasters and seamen abroad. In many cases the Consul has no power to redress the complaints made to him. I would beg leave to suggest that he should be authorized to mulct of a certain portion of their wages, masters convicted of assaulting or ill-treating their men, or seaman for assaults, or resisting or disobeying lawful orders. Imprisonment in foreign ports could not be resorted to without much inconvenience, while it would deprive the ship of the services of the party imprisoned. There can be no doubt that if a better system of education for merchant- seamen can be combined with the early acquisition of those hardy habits, and. that practical experience which are indispensable, a great improvement would be effected; and it seems very probable that the estabUshment of the system suggested by Mr. Murray would greatly tend to produce so desirable a result. (Signed) G. W. CROWE. Tripoli, July 24, 1847. 377 ALGIERS. No. 154. Consul-General St. John to Viscount Palmerston. My Lord, Algiers, June 18, 1847. I HAVE the honour to acknowledge the receipt of Mr. Bidwell's despatch of the 28t}i of May last, instructing me to furnish such information as I may collect in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England, and also inclosing copy of a letter from Mr. Murray on the subject, proposing certain measures relative to Commercial Marine ; in reply to which I have the honour to state, that as there is no mercan- tile shipping belonging to Algiers, there are no institutions answering to those in England above referred to. The suggestions in Mr. Murray's letter may, if introduced, cause great improvement, particularly with regard to the education of persons destined to be masters of vessels ; for I have frequently found masters of vessels almost totally ignorant of commercial rules, and consequently incapable of properly managing the interests of their owners ; but I have also seen them placed in great difficulties from the neglect of their owners in making their charter-parties properly, thereby subjecting them to law-suits abroad. I have, &c. (Signed) R. W. ST. JOHN. 3 B 379 MOKOCCO. No. 155. Consul -General Drummond Hay to Viscount Palmerston. My Lord, Tangier, June 18, 1847. I HAVE the honour to acknowledge the receipt of a despatch from your Lordship's office, dated the 28th ultimo, with two inclosures, requiring informa- tion relative to the general subject of the Commercial Marine as may be suggested on perusal of that despatch. Morocco has no Commercial Marine. The trade of Tangier is mainly conducted by small latine craft, plying between this port and Gibraltar, manned by natives of that place, who are very efficient in the coasting navigation. The number of square-rigged vessels that visit Tangier in a year, do not exceed four or five, therefore my experience in the character and capability of shipmasters, and in other matters having reference to the Commercial Marine, is far from sufficient for me to venture to offer any information upon so important a subject. I have, &c. (Signed) J. H. DRUMMOND HAY. 381 UNITED STATES. No. 156. Consul Sherwood to Mr. Bidwell. Maine and New Hampshire, Sir, Portland, July 23, 1847. WITH reference to your despatch of the 28th of May last, and its inclosed copies of letters from the Board of Trade, &c., dated May 17, 1847, and January 1, 1844, directing such information to be transmitted to you as I may be able to procure in regard to institutions within my Consulate answering to the Merchant Seamen's Fund in England : I regret having to report, after, due inquiry into the matter, that there are no institutions within the States of Maine and New Hampshire, of a pubUc nature similar to the above Fund, and, in fact, no other pubUc provision for merchant citizen seamen, than that for which hospital dues are paid by crews of American vessels, whether citizens or foreigners. Some few years since a private institution was established by the ladies of this city, called the " Maine Seamen's Fund Society," which is maintained by their annual subscriptions and the contributions of the charitably-disposed, having for its object the aid in clothing and care of destitute and disabled seamen of all nations, providentially arriving at this port, whose Government make no provision for them. I have &c (Signed) ' JOS. T. SHERWOOD. No. 157. Consul Sherwood to Mr. Bidwell. Maine and New Hampshire, Sir Portland, July 23, 1847. HAVING had the honour to acknowledge the receipt of your despatch of the 28th of May last, I now beg to make such observations as occur to me on the subject matter contained in its inclosed copy of a letter from Mr. Murray, dated January 1, 1844, relating to the Commercial Marine of Great Britain. i . ^ The low character to which British shippmg have dechned m foreign ports may mainly be attributed to the merchants and ship-builders. 1st. Because, for cheapness' sake, of the imperfect manner in which many vessels are built in the provinces. 2nd. When so built, for the same reason, ' it is said, second mates, and others, with but Httle education or experience, are sought for as masters. 3rd. The master's ignorance of business and suavity of manners. 4th. The principal reason, it is said, is the too frequent use of ardent spirits, and carelessness of the interest of shippers by masters and crews. Were British merchants to study their own interest, none would be employed as officers on board their vessels but those having some mercantile education, as well as a knowledge of navigation and seamanship, &c. Many such, I am persuaded, could and would soon be found, if paid liberally o C 382 UNITED STATES. for their capability ; and the mode, if adopted, act as a stimulant to those wishing to rise in the profession. The pay of masters and mates at the present day, I am informed, is no inducement for respectable men to follow the profession, hence the scarcity of good masters and officers in the British Marine Service. In the United States, much care is now taken by merchants in seeking out masters, &c., for their vessels, especially for those employed in freighting. A knowledge of mercantile affairs, and of navigation and seamanship, with good characters for honesty and sobriety, are indispensably requisites. Education is much prized by the citizens ; many vessels, therefore, are commanded by gentlemen with a college education, and by 4:hose educated in the high schools, who on leaving those institutions enter a merchant's counting- room, for a hmited time, before they go to sea for practical seamanship, &c., or are intrusted by their parents, guardians, or friends, with the command of vessels. Boys of all classes, when fit to enter, have the privilege of the higher free schools, in which they are educated for any profession. An ignorant American native seaman is therefore scarcely to be found ; all, with but few exceptions, know how to read, write, and cypher, as such, if inclined, could improve for other business. To recover the lost character of our Commercial Marine, depends, in my humble opinion, chiefly upon the mercantile community. Let them employ no master and chief officer until regularly passed the pro- posed examination as to capability, sobriety, and gentlemanly feelings. Having such men on board vessels would command respect, and tend much to improve the morals of seamen, and be the better enabled to controul them at sea and in port. To effect this object, I beg permission to suggest, whether merchants would not pay more attention to their interest if the underwriters were protected by law on all vessels sent to sea and lost through carelessness, ignorance, or drunkenness, or otherwise, when under the command of masters and mates pro- ducing no diploma or other evidence of having passed their examination. For the prevailing objection to the British Marine throughout the United States, and I am informed, for the same reason, it extends to the Island of Cuba and other Spanish possessions, I beg to refer you to the annexed news- paper sUp, copies of which are now finding their way into every State in the Union. Inebriation, I am sorry to say, is too frequent with some British masters and mates, and the example followed by crews. Vessels commanded by men thus addicted, can have neither order or control over crews, respect for them- selves, or care for the interest of others : hence it is to be regretted such men, when seen in foreign ports, injure the reputation of respectable masters and our marine character — all are condemned alike. How far the authority of Her Majesty's Consuls extends in the dismissal of incompetent men from the command of ships, and appointing other masters in their room, for the preservation of lives and property, without risk of prose- cution by owners, masters, and shippers, in the event of any unforeseen disaster to ship or cargo, is a query ; hence the authority, if any, has never been acted upon by me. In reference to the Merchant Seamen's Act (7 & 8 Victorise, cap. 112), the same is a dead letter, so far as provincial vessels trading to my district are concerned. But few vessels are furnished with articles of agreement between masters and crews ; neither are any of the provisions of the law comphed with. This occasions much trouble to the Consulate in the recovery of deserting seamen for higher wages or other objects. Deserters, when recovered, are always sure to be liberated for want of such agreements, as proof of their belonging to the vessel, and the masters cast for payment of wages with costs. Notwithstanding this, there is no compUance as yet with the Act ; neither can the penalties for such neglect be inforced, by reason of advances, first to be made by complainants to the prosecuting officer in the province, ere he commences an action against the offending party. I have, &c, (Signed) JOS. T. SHERWOOD. UNITED STATES. 333 Inclosure in No. 157. Extract from the " Journal of Commerce.'^ • [See Inclosure in No. 164, p. 389.] No. 158. Acting Vice- Consul Elliott to Mr. Bidwell ^""^ Boston, July 21, 1847. _ I HAVE the honour to transmit herewith reports of the Boston Port Society,_ and Seamen's Aid Society, of this city ; these are the only institutions of the kmd within this Consulate. They are each in a very prosperous condition, and they are entirely supported by private subscription and individual exertion ; their influence has been of very great service to the Commercial Marine of this port, and the importance of such institutions cannot be over estimated. I have, &e. (Signed) WILLIAM ELLIOTT. Inclosures, 1. Report of the Managers of the Port Society of the City of Boston and its Vicinity. 1840. 2. Fifteenth Annual Report of the Managers of the Boston Port Society of the City of Boston and its Vicinity. 1844. 3. Eighteenth Annual Report of the Boston Port Society, for the year 1846-7. 4. Twelfth Annual Report of the Seamen's Aid Society of the City of Boston. 1845. 5. Thirteenth Annual Report of the Seamen's Aid Society of the City of Boston. 1846. 6. Fourteenth Annual Report of the Seamen's Aid Society of the City of Boston. 1847. No. 159. Acting Vice-Consul Elliott to Mr. Bidwell. gj[j. Boston, July 21, 1847. IN compliance with your instructions I have carefully perused Mr. Murray's letter, received with your despatch of May 28, 1847, and feel convinced that his positions and inferences relating to British shipmasters and seamen are quite correct* This matter has engaged my particular attention for several years, and the very great necessity for reform is most apparent. I have seen and conversed with a great many British shipmasters and seamen on the subject, and am led to beheve that the ground-work of all the evil exists with the boarding-house keepers and shipping masters at the ports of shipment. These people get the seaman's month's advance wages, without giving him but very trifling value in return, in consequence of which has a feehng that he is working without pay ; and when vessels are bound to this country, the voyage often does not occupy more than a month, and as there are no wages due to him, his first wish is to desert from the ship as soon as she arrives in port. I am therefore convinced that the most important steps to be taken is to establish comfortable boarding- houses and homes for seamen, where they will not come in contact with the 3 C 2 384 UNITED STATES. accustomed bad influences, and to relinquish the system, as far as possible, of payment in advance. Were this done I am certain there would be much less desertion fronl ships in foreign ports. I have seen the A^ery great advantages to be obtained by seamen in a well regulated mariner's house in this city, which is under the direction of the Boston Port Society and the Seamen's Aid Society. Everything in relation to it has been so well conducted, that since my connection with this Consulate (for six years) I have sent all the distressed British seamen to that house that have received support on Government account, and am convinced that the condition of seamen is very much better there than it can be in any other place; and I find that a very great desire is expressed by shipowners to obtain seamen from this house, in preference to any other in the city. I have, &c. (Signed) WILLIAM ELLIOTT. No. 160. Consul Barclmj to Viscount Palmerston. My Lord, New York, January 16, 1847- BELIEVING that it may be agreeable to your Lordship to be informed of the working at this port of the Merchant Seamen's Act now in force, especially as regards register- tickets and desertion, I take leave to report to your Lord- ship on that subject, as respects the year 1846. During the twelve months of that year I have addressed eighty-seven despatches to the General Registry Office, London, transmitting the register- tickets of 405 deserters from 87 vessels, and 5 register-tickets of deceased seamen. I have classed among deserters some seamen who extorted the payment of their wages by appeals to the law, before the voyage was finished, and then left their ships. The suits of seamen against the masters of vessels are generally brought ior the pui-pose of enabling them to leave their ships without losing their wages; they are founded on the most trivial pretexts, supported by collusion with their inessmates, who testify in multitudes to anything against the two or' three, officers of a ship. The cases are instituted before the lowest tribunals of the separate State Government, and are advocated by crafty attornies, who make such matters their exclusive business. British vessels suffer more in this way than those of several other nations frequenting the ports of the United States, who have treaties with this Govern- ment, giving the right to their Consuls mutually " to sit as judges and arbitra- tors in all civil cases between the masters and crews of vessels belonging to their respective nations, without the interference of the local authorities ; unless the Consuls require their assistance to cause the decisions of the Consuls to be carried into efl'ect or supported." The last sentence, in inverted commas, is copied from a Treaty between the United States and Sweden. That Treaty enables the Consuls of Sweden residing in this country to arrest and restore to their vessels, or, in case of need, to commit to prison for safe-keeping, any seaman who deserts or abandons his duty. Had we such a treaty, should inferior tribunals of the State Government m their ignorance or perverseness attempt to entertain jurisdiction in the cases referred to, on certiorari to a higher and more intelHgent court of the State, the treaty would be respected, and the court below would be directed to dismiss the suit, with costs to be paid by the plaintiffs, without incurring the expense and ruinous delay which would attend an appeal to the the Court of Admiralty of the United States, if such appeal were practicable. Of the judge of that court for this district, I am happy to say that he refuses to take cognizance of any civil suit between the parties in question, referring them to the Consul of their Government to interpret their contract and the laws of their country as applicable thereto. I am far from desirous of acquiring authority except for the public good ; UNITED STATES. 385 much less am I anxious to increase the labour of office, which must be the result of such a treaty as I have mentioned ; but to this I should be wilUng to submit, for the purpose of protecting the rights of shipowners and masters, which are now daily violated. I am, &c. (Signed) ANTH. BARCLAY. No. 161. Consul Barclay to Mr. Bidwell. Sir, New York, July 12, 1847. I HAVE the honour to acknowledge the receipt of your despatch of the 28th of May last, not numberedy by the direction of Viscount Palmerston, transmitting to me a copy of a letter from the Board of Trade, which requests that information may be procured from abroad in regard to institutions in foreign countries answering to the Merchant Seamen's Fund in England, and instructing me to furnish such information upon this subject as I may be able' to collect ; also transmitting to me a copy of the letter from Mr. Murray, referred to by the Board of Trade, and desiring me to furnish, in a distinct paper, such additional information relative to the general subject of the Commercial Marine, as may be suggested to me by a perusal of that letter. In regard to institutions answering to the Merchant Seamen's Fund in England, I beg to inform his Lordship that none such exist in the United States for the benefit of American merchant seamen in general, and none in the State of New York for mercliant seamen belonging thereto in particvilar. There are two institutions in the port of New York for the benefit of merchant seamen: one, "The Sailors' Snug Harbour," for the support of superannuated and disabled American seamen, established by a munificent private endowment ; the other, " The Seamen's Retreat," a hospital for mer- chant seamen of whatever nation, requiring medical or surgical treatment, who may have entered this port serving in the Commercial Marine. AU such, except they are employed in the coasting trade, pay a half-dollar each to the funds of this institution, every time they enter the port ; and in this way the hospital is liberally supported and well managed — no further charge being made to the patients for board, lodging, medical and surgical attendance, how- ever long they remain, I inclose herewith, in a distinct paper, such additional information relative to the general subject of the Commercial Marine as has suggested itself to me on a perusal of Mr. Murray's letter. I am, &c. (Signed) ANTH. BARCLAY. Inclosure in No. 161. Information on the general subject of the Commercial Marine. THAT the character of British shipjping has declined, and that the character of foreign shipping has improved, is admitted by every person who is famiUar with both. Some of the causes thereof, Umiting the comparison to British and American shipping, are the following : — The difference in the amounts of wages of shipmasters in the two services, those in the American being two and three-fold greater than in the British, afford a strong inducement for men of respectable connexions and education to enter into the American Commercial Marine. Possessed of ambition and pride of character, they become shipmasters at an early age, when they are almost invariably admitted, frequently solicited, to 386 UNITED STATES. take some shares in the ships placed under their command. This gives them a zealous interest in the economy, discipline, and success of the ship ; and by practice they acquire great skill and knowledge in the general management of freights, charters, insurance, average, &c. If the intended master have no capital, the owner conveys to him one-fifth, or one-fourth, or more, to be paid for out of his wages and profits. This system creates a controul over the master, throngh his interest, while it removes the necessity of any other ; and it aids in giving him authority over the seamen. A strong controul is exercised over both masters and owners, in the United States, by the insurance companies, who decline to effect insurance on vessels or cargo, unless the master be known to be sufficiently educated, of good character, and temperate habits. That there is not sufficient controul over British seamen either at home or abroad is a melancholy fact too evident to every observer. It is equally evident that American seamen are subject to considerable controul. The Courts of Admiralty in the United States admit the operation of the old maritime code of Europe, for the preservation of obedience, discipline, and order on board the sliip ; and a shipmaster may inflict corporal punishment on any seamen for the purpose of exacting from him his duty, provided it be inflicted in a reasonable manner and measure, not in the excitement of temper and violent blows; nor to a greater extent than may be necessary to preserve discipline and duty. As a consequence, revolts and mutinous conduct are of rare occurrence in the American Commercial Marine ; they are checked in the bud : while in one-third of the British ships which come into this port, the crews have either been mutinous before their arrival, or become so in port, where at present there exists no law or authority to check them: or they may become so as the ship is on the way to sea, refusing absolutely to do duty, and compelling the officers to send them on shore — thus rendering it necessary to obtain a new crew, this second crew often resort to the same course, after having obtained an advance of wages of one month. It may not be improper to remark, that more than three-fourths of aU the British crews arriving in the port of New York desert their vessels, many of them having been mutinous on the passage, from the want of power in the master to check the first symptom of insubordination; and all of them soon being taught that the Consul can obtain no aid from the laws of the land, to support the interposition of any discretionaiy authority on his part; thus they parade the streets at ease, scoffing at all threats of interfering with them. Such mstances produce an infection among British seamen, as extensive as the fame of them; and the evil influence of them must continue long. The cases are very numerous of crews shipped in this port, who have always received one month's advance of wages before going on board, refusing from the beginning to do duty. To justify themselves they raise various pretexts: but the real object is evident, to wit, to be allowed to leave the ship, and thereupon to obtain another advance on signing the articles of some other ship, and thus repeating their frauds. Dereliction of duty on passages from England to foreign ports, is equally frequent ; as the men having received their advance are aware that they can lose little or nothing, httle or no wages remaining due wherein they can be mulcted. The abrogation, or a modification of the practice of advancing wages, might it is thought have a beneficial effect in securing the duty and subordination of seamen, and preventing desertion. Limiting my remarks again to British commerce with the United States, I have^ to observe that the only law in this country giving jurisdiction to the Admiralty Courts, in cases of mutinous conduct and refusal to do duty, is an Act of Congress in regard to seamen "charged with revolt or an attempt to create a revolt ;" and the operation thereof is limited by the terms of the Act to "American seamen on board an American vessel." For the like charges made against seamen on board foreign ships no redress can be obtained in the United States, except as regards ships of such nations as have express treaties with the United States, giving authority to the Consuls of the respective countries to exercise jurisdiction according to the laws of their several countries, and requiring the civil authorities of either to aid the Consuls as far as may be necessary to carry their determinations into effect. On this particular point, in connexion with the working of the present Merchant Seamen's Act, I took UNITED STATES. 387 the liberty of addressing a despatch to Viscount Palmerston, date^ the r6th January last. I trust that I shall be excused for not confining my remarks to the general subject of Mr, Murray's letter, and for directing so much attention to it, particularly in its connexion with this country. (Signed) ANTH. BARCLAY. New York, July 12, 1847. No. 162. Consul Peter to Mr. Bidwell. Sir, Philadelphia, June 12, 1847. I HAVE received your letter of 28th of May last, inclosing copies of letters from the Board, and from Mr. Murray, of the Foreign Office, and requesting information in regard to institutions in this port answering to the Merchant Seamen's Fund in England. The only institution of the kind in this State is the "Pennsylvania Sea- men's Friend Society," the incorporating Act, bye-laws, and some of the reports of which I herewith inclose to you. I have only to add that the managers of the institution, both male and female, are good and zealous people, and seem to be carrying out its objects most successfully. In my next letter I will furnish you with such additional information relative to the general subject of the Commercial Marine, as has been suggested by Mr. Murray's letter of the 1st of January, 1844. I have, &c. (Signed) WILLIAM PETER. Inclosures. 1. Third Annual Report of the Female Seamen's Friend Society of Phila- delphia. 1840. 2. Fourth Annual Report of the Female Seamen's Friend Society of Philadelphia. 1841. 3. Twelfth Annual Report of the Female Seamen's Friend Society of Philadelphia. 1845. 4 Second Annual Report of the Pennsylvania Seamen's Friend Society, and the Thirteenth Annual Report of the Female Seamen's Friend Society. March 10, 1846. No. 163. Consul Peter to Mr. Bidwell. „. Philadelphia, July 14, 1847. '''' IN reply to your request of 28th of May last that I would furnish Her Majesty's Government with such information relative to the Commercial Marine of our own and other countries, as might be suggested to me by the perusal of Mr. Murray's letter of the 1st of January, 1844, I must begm by Observing, that in almost all the conclusions at which he seems to have arrived on tTe subject, I most fully concur. How far, indeed, the character of Briish shippL miy have of late years dechned, I have no means of ascertaimng- but this I beUevl that the character of American shipping has greatly improved, and is now in many respects, I regret to say, getting fast a^head of ours. This I maMy attribute to the better education of their masters and mates A lad XdedfS the higher grades of the Merchant Service m this country after Crng bin at school for some years, and acquired (m addition to the ordinary branches of school-learning) a competent knowledge of mathemahcs. navigation, 388 UNITED. STATES. ship's-husbandry, and perhaps French, is generally apprenticed to some i*espect- able merchant, in whose counting-house he remains two or three years, or at least until he becomes famihar with exchanges and such other commercial matters as may best qualify him to represent his principal in foreign countries. He is then sent to sea, generally in the capacity of second mate, from which he gradually rises to that of captain. Among many inducements to young men of talent and education to enter the American Merchant Service, are the liberal pay and courteous treatment which they receive from their_ employers. Captains of the larger packets and merchant-ships can not only afford to live as gentlemen, but (if men of good character and not ungentlemanly manners) are uniformly received as such in the first mercantile circles. In Boston and New York, too, they are generally part- owners in the ships under their command ; and though this is not so often the case in Philadelphia, yet is the deficiency fully supplied by the ampler wages, by a per centage (usually 2| per cent.) on all freights, and by various other privileges (particularly in relation to passengers), by which means they are soon enabled to lay up money, and to become, in due time, shipowners and merchants themselves. Indeed, it is surprising how many of the respectable merchants here have been sea captains. In regard to the common seamen, their superiority (when any such exists, as is sometimes the case in the larger packet-ships of this port) may be traced, I think, to the superiority of their captains and mates, and to that abstinence from spirituous hquors which is becoming so general in the Merchant Marine in this part of the Union. But to return to Great Britain. The remedy for many of the evils existing in her Merchant Service seems to me most simple and easy, and to be within the reach of the merchants and shipowners themselves. They have only to become well acquainted with the characters and capabilities of the officers they employ, and to hold out to merit the same inducements and rewards which are held out to it by the Copes and other eminent merchants and shipowners here. A greater intimacy between the employers and employed would result in the benefit not only of the parties themselves, but o(the Merchant Service altogether. A long-experienced and most distinguished merchant of this city, with whom I was discussing these topics a few weeks since, assured me that the gains and savings accruing to his house from the thorough knowledge possessed by his partners and himself of their captains and chief officers, had been incalculable. During a period of more than forty years they had scarcely suffered a loss, except once by lightning ; and such was the confidence now reposed by them in several of their captains, that there was hardly any shipment or voyage which they would not risk on their recommendation. A similar compliment is a believe due to many of the New York and Boston captains. I have only to add that the best-educated and best captains which I have met with in the British Merchant Service, were almost invariably from Scotland and the north of England, more especially from the former. I have, &c. (Signed) WILLIAM PETER. No. 164. Consul Peter to Mr. Bidwell. Sir, Philadelphia, July 14, 1847. I HAVE been engaged in further inquiries respecting the Commercial Marine of Great Britain and the United States, and feel myself more than ever confirmed in the statements which I then considered it my duty to make to you on this subject. Having had fresh opportunities of contrasting the captains and crews of the - two countries, I am stiU obliged, however reluctantly, to bear testimony to the superiority of the latter. 1 . In regard to the captains of the larger merchant-ships of this port (and, as 1 have every reason to believe, of New York, Baltimore, and Boston), they are for the most part (as I have before stated) better educated and informed UNITED STATES. 389 men, better versed in mercantile affairs, and more of gentlemen than those of the same profession in England. When I say " more of gentlemen," I mean that they are men who from their manners and information might sit at the same table with any man, however high his rank or good his education. But there is no reason why British captains should not be the same. Our merchants and shipmasters have only to will it ; they have but to hold out proper induce- ment and reward, and to mix and become better acquainted with their captains, in order to have as good ones as are to be found in the United States or any other country of the world. But what is the case at present ? Why, that, either from ignorance or avarice, from knowing nothing of the persons they employ, or from a desire of saving a few pounds, they, or at least many of them, will often take the rudest or most illiterate Jack Tars, in preference to the best educated and efficient captains that the service can boast. They are little perhaps aware of the losses which they sustain by this folly. Of the numerous large ships which have entered this port within the last four months, the greater portion of them have been detained half as long again as was necessary, or as would have been the case, had they been under the management of good, active, and business-like captains. My only wonder, after all that I have recently witnessed here, is that our merchants and shipowners get along at aU — that they are not half of them bankrupts. 2. With respect to the common seamen, I have just arrived at the following facts, Adz., that they (the Americans) for the most part remain longer on board the same ships ; that a greater number of them can read and write ; and that they do not use so much of spirituous liquors, as the sailors on board British ships. On this part of the subject, however, I hope, in the course of a few weeks to supply you with further and more authentic information. In Mr. Murray's letter of the 1st of January, 1844, I find it stated that " there is not sufficient control over British shipmasters and seamen, either at home or abroad ;" and I believe (speaking from my own experience) that there is but too much truth in the statement. The perplexity and trouble to which Consuls are often put by the misbehaviour both of captains and seamen it is difficult to describe. It is not, however, on my own account, as on account of the disgrace which their conduct reflects on the character of England, that I make this complaint. The inclosed article has bSfen cut out of the " Journal of Commerce" (a New York paper of very extensive circulation), and sent to me by a friend ; and knowing as I do that it contains much truth, I cannot do better than forward it to the British Government. In my last letter I told you that the best British captains I had met with were from Scotland. I have since met with some highly respectable and efficient ones from Londonderry and the north of Ireland. I have to apologize for the haste of this letter, which I delayed till the last moment, in expectation of receiving certain returns from an American captain and his employer, which are calculated to throw hght on the subject now under consideration. I am, &c. (Signed) WILLIAM PETER. Inclosure in No. 164. Extract from the New YorTc "Journal of Commerce." British Snips.-It is a strange fact that while we have many English ships in the port, American vessels obtain Sd. and 9d. per bbl. more freightthan Sev An eLu h merchant offered the other day, on 'Change 3. 6d. bbl to an American shipowner, who would not take the flour, and an English captain standbffby ofFefed to take it at 3.., and then at 2. 9 d but the merchant would not accept his offer. There was no particular objection to this Eng ish rntain or his vessel, but the general unpopularity of them al The English ;?ople arhome ought to knowlow it is that Americans are geUing such g^ea advantages over them, that they may remedy the evil if the^ please. Ihe complaSwe hear made, are first against the ships, and second against the o U 390 UNITED STATES. captains and crews. The ships, it is said, are not so well put together, nor of so ^ But the chief difficulty is the bad repute which, either truly or falsely, has fallen upon the captains and crews, during the two or three months in which so many English vessels have been here. The report has gone abroad, that the English captains and their crews are intemperate : that for this reason there is no certainty that a ship will go to sea when she is loaded, or that the captain, mates, or crew, can be found in a condition to do business. It is said that after the news of O'Connell's death, a good many British captains were drunk for two or three days, by way of a wake for O'Connell. These are the stories, and the EngHsh ships will do httle here until the matter is cleared up. The American captains and mates are now universally sober business men._ They are to be rehed upon; and so much superior to the reputation which the Englishmen have acquired, that merchants and underwriters make a difference which must drive tbe English from the Ocean unless they get a better character. We hope they will do so. There will be business enough to occupy all the ships which can be found at leisure. We should be glad also to convince all the nations, that unless they join the Temperance cause, they cannot maintain themselves in the world with the cold water men. A man who is hable so be unmanned— to make himself a fool — is not fit to be trusted, and he will not be if temperate men can be procured at any price. A large proportion of the American merchant- vessels are now under the controul of " total abstinence." If there are any such Enghsh ships it would give us pleasure to pubUsh their names, and so get them better freights. No. 165. Consul Peter to Mr. Bidwell. Sir, Philadelphia, July 29, 1847. I HAVE little to add on the subject of the British and American Com- mercial Marine, to what I have already stated to you. From the reports of several of the most able and respectable captainS belonging to this port, as well as from other equally reliable sources, I find that almost all of their seamen, at least almost all of them that are American born, can both read and write ; and that the Temperance system has become very general on board of their larger ships. The benefits resulting from these circumstances, as far as discipline and health are concerned, have been found to be very great. In regard to what I have said in a former letter, as to their seamen remaining longer in the same ships than ours are in the habit of doing, I find this to be the case on board their packet ships, which have their fixed days of saihng, and which seldom, if ever, loiter in any port either at home or abroad. In their other ships I do not see that the changes are less frequent than in those of other countries. A sailor arriving in port to-day, and finding any vessel about to sail before his first one will be again ready for sea, feels no hesi- tation in quitting the one and entering on board the other. Still, I think, on the whole, that their steadier and better men do not change berths, from the mere love of changing, so often as ours do. In a former letter I spoke of some of our northern captains as being most respectable men. From this commendation I ought to have excepted the Sunderland captains, who are for the most part as ignorant, incompetent, and presumptuous a set of men as were ever intrusted with the lives and property of their feUow-men. They are in constant trouble and warfare with their crews, consignees, and every one with whom they come into contact, and take double the time to load or unload required by any other captains. In proof of what I say, and to show of how much importance it is for our merchants to have their ships under the direction of well-educated and competent men, I give you the following cases which have just now occurred within this Consulate. Among the vessels that have arrived an this port during the last three months, were six from Sunderland and six from Londonderry. They all came for grain and flour, and had aU of them nearly equal means and opportunity of getting their cargoes on board without delay. But what was the difference in amount of time UNITED STATES. 39 roXr384t\;^i^ effecting this? The Sunderland captains consumed each ves el*. I neTSlv add fVlf fl. ?' Z' °^ ^" ^^'"""S'' ^^ ^^y« ^^^ could iudee of theirhrtlp- ' *^^ Londonderry captains, as far as I mut SLrLSed'lfd^l^^^^^^^^^ ^^ *^^^ f -' -- They were also much better paid%rXTSdX^^^^^^^ '^"'^^^^^^^ °"^^- Bentin'ck Is re^rted Jo hf "' f /fV"". ^'^ ^^^^^^^^"^ ^aws, Lord George Amerkans asTfinlw ^^^^^^^^ed the loss of vessels, on the part of the Americans, as mhmtely exceedmg ours. Though I very much doubt the accuracy of his Lordship's statistics, I have no means It hand oflntra! V^ZVr- -I^" «"ly/ecount which I have relates to vessels sail ng?rom fonows - ' " ^"''' "" ^"''P' ^"™S the last six months, and it is a^ Sunk or abandoned at sea .... ^"4^' "^T''""' Damaged and obliged to put into port . ." .* 3 ] q ly^^^^}VZ■^^^■'^^''^ *^'^ number of American v^essels which have sailed from Philadelphia with gram ever since the latter part of 1846, is nearly twice as large that of Lnghsh ones. ° I have only to add, that in speaking of British merchant captains, I do not mean to insinuate anything against them as sailors and navigators. Thev may be, and, lor aught I know to the contrary, are most excellent in this respect My complaint of them is, that they are too frequently mere sailors and nothing else ; that they are often deficient in every other qualification requisite for the proper performance of their duties. I have, &c. (Signed) WILLIAM PETER. Inclosure in No. 165. Extract from the " Courier and Enquirer." To the'Editors of the " Courier and Enquirer." THE " Journal of Commerce " of the 5th instant contains some highly illiberal remarks in relation to British ships, British captains, and British seamen, sweepingly denouncing the first " as not being well put together, and not of good timber," and virurently stigmatizing the captains and crews as habitual drunkards, not to be found in a condition to do business. Such grave and serious charges against a class of men who have nobly earned and deservedly merited the highest commendation and praise in all parts of the world, for their practical seamanship, nautical skiU, faithful performance of the various important trusts committed to their charge, and generally correct deportment, should surely be founded on better authenticated authority than the vague and perhaps designedly nefarious report specially manufactured, " of the bad repute which, either truly or falsely, has fallen upon the captains and crews during the short time so many EngHsh vessels have been here." And was it not the bounden duty of the editor of the journal to first ascertain beyond doubt the truth of the report before giving currency to so vile a slander? but, doubtless, taking the report for granted, suited its own purposes better. If there really are, as the journal surmises, any British ships in an un- sound condition, applying for freight, let their names be pubUshed. Entrusted with the command of a British vessel, I cannot, in justice to the interests of others as well as myself, suffer the unfounded remarks in ques- tion to pass without fearlessly asserting that for strength and model she is not surpassed by any vessel of her class or tonnage, in this or any other port. Let any competent person visit her and judge for himself. I shall always feel happy to see such a one. * The Sunderland ships raiied in size from 217 to 392 tons, making altogether 1773 tons, or, on an average, 295 tons each; the Londonderry ships ran from 216 to 571 tons, making in all 1984 tons, or, on an average, 330 tons each. 3D2 392 UNITED STATES. It seems to have escaped the scrutinizing notice of the editor of the journal, although any person at all conversant with the subject well knows, and very good reasons therefore, that there is much more quietness on board ships of aU nations when at home than in a foreign port, to say nothing of the greater facilities and inducements in the way of cheap and pernicious liquors, which tempt the unwary and open-hearted seaman at every step he takes in the vicinity of his ship in this port ; and the editor of the journal would, in my opinion, much better promote the noble cause of Temperance by devoting his columns to the advocating of wholesome restrictions in the traffic aUuded to, than by his wanton attacks on British ships, their captains and crews. Respectfully your obedient servant, A BRITISH SHIPMASTER. No. 166. Consul Wake of Charleston to Viscount Palmerston. Courteenhall Rectory, Northampton, My Lord, Octoher 6, 1847. IN conformity with the instructions contained in Mr. Bidwell's circular of the 28th May, 1847, to Her Majesty's Consuls, " to furnish such additional information on the general subject of our Commercial Marine, as the perusal of Mr. Murray's letter therein inclosed might suggest, I have the honour to state that the greatest inconvenience has hitherto attached to the want of a separate board for the dispatch of business connected with the Commercial Marine. A striking illustration of this is afforded in the difficulty which exists of finding a department whose business it is to furnish a record of lights and beacons for the use of shipmasters. The Board of Admiralty do not regard it as belonging to the duties of their department : the Board of Trinity only pro- fess to publish the hghts on their own coast ; the Ballast Board those on the coast of Ireland, &c. Our colonial lights, excepting three, placed through the exertions of Mr. Hume, under the direction of the Trinity-House, belonging to no direction whatever. I would therefore venture to submit to your Lordship, in coincidence with the opinion of Mr. Murray, that the best results might be expected from the estabUshment of a separate board or department to take cognizance of all matters connected with the interets of the Commercial Marine. I have, &c. (Signed) CHARLES D. WAKE. No. 167. Acting Consul Atkinson to Mr. Bidwell. Svc, Charleston, October 25, 1847. IN reply to the note which you addressed to Mr. Consul Wake, under date of the 8th September, I have to state that deeming the information required as to the Commercial Marine important, I have thought it best that Mr. Consul Wake (who is now on his way from Europe) should himself transmit the necessary information. I inclose a paper which may be found of service, until Mr. Consul Wake shall be able to fiimish the information desired. I have, &c. (Signed) CH. ATKINSON. UNITED STATES. 393 Inclosure in No. 167. Information respecting the Commercial Marine. THERE is no institution in this Consulate answering to the Merchant beamen s lund m England, as there is only a Government medical hospital for sick seamen. A society called the Port Society exists, similar to the Bethel Societies in Jjingland, to which is attached a church and a boarding-house for all seamen, which IS under the patronage of the Port Society. ^, , (Signed) CH. ATKINSON. Charleston, October 25, 1847. No. 167. Consul Waring to Viscount Palmerston. My Lord, State of Virginia, Norfolk, November 8, 1847. IN answer to your Lordship's despatch dated 28th of May last, relative to Commercial Marine, I beg to say I should have made an earlier reply, but ill health and additional Consular duties precluded. 1 therefore now beg to inform your Lordship that my long services in the Consular Department have shown me that many errors exist on that subject, which, if remedied, would prove beneficial to British shipping and commercial interests. ' 1st. The masters of British vessels are not sufficiently remunerated for their services, therefore this class are but a grade or two better than men serving before the mast; their knowledge of sailing a ship, therefore, but indifferent ; their conduct when in a foreign port in many instances criminally reprehensible — defrauding their owners, ill-treatment of their crew, whereby desertion ensues, the master still keeping such deserters on the ship's book as receiving wages and provisions till the period of his sailing; this course is invariably pursued when they know their Consul does not demand a written notice, as the law prescribes : they will also find ship-chandlers who aid them in their nefarious transactions by making a bill for double the amount of supphes served, the excess of charge equally divided. In many cases too, where a master perceives that a cargo is not iu sound good order and makes a complaint to this effect to the shippers, this complaint is silenced by a sum of money given to him, and the ship on her voyage made to appear as having encountered stress of weather, by which she becomes strained and the cargo damaged. Should there have been an insurance effected, the parties insuring are called upon, if not, the loss falls on the owner of the cargo, and the ship marked as weak and unseaworthy. When vessels are stranded, this class of master will not call on his Consul for advice or assistance, till too late to be of material service: the cargo and ship's property during the time made to appear washed away, and finally he calls on his Consul as a distressed British subject, although he has been known to have the command of money by converting the aforesaid apparent loss of cargo or ship's property to his own use. Many of this descrip- tion are unable to read or write ; a merchant, therefore, wishing to charter a ship, prefers a foreign one where the masters are generally better conducted, and to some degree educated. ' 2nd. That the mates are mostly appointed by the master; it happens, therefore, that this appointment is sometimes judicious, in other cases the reverse ; the consequence in the latter, that should the master through sickness be unable to manage his ship, the mate is incapable of navigating, and thereby a loss of human life and property. 1 should therefore respectfuUy suggest that all mates of ships should undergo an examination on their knowledge of Navigation, and when found competent, a certificate granted to that effect, and no master allowed to appoint a mate without such certificate. In conclusion, that a more stringent law may be effected with regard to the granting of register-tickets to common seamen, whereby the careless, drunken, and insubordinate conduct which now exist with many might be improved. Also 394 UNITED STATES. that masters when in a foreign port, should be compelled to produce to their Consul, when called upon, their ship's account and other documents in order that the same might be compared with the current prices of the place ; by this method any extortion or error would be detected; and further, when a master conducted himself in an improper manner while at a foreign port, such impro- priety of conduct should be indorsed on the back of the ship's agreement, and copies of the same be forwarded to the owners and Lloyd's ; the adoption of this course would I presume have a beneficial effect on the masters' conduct generally, and prove a protection to British property. I have, &c. (Signed) FRANCIS M^ARING. No. 169. Consul Molyneux to Viscount Palmerston. My Lord, Savannah, August 7, 1847. IN compliance with Mr. John Bidwell's despatch of the 28th of May, requesting information relating to any institutions established in this country for the relief of seamen, I beg to transmit copies of three Acts of Congress for the government and regulation of seamen, passed in the years 1790, 1803, and 1835, together with a copy of the Act of July 1843, which also contains important regulations respecting the discharge of seamen. Under the Act of 1799, the master or owner of every iVmerican vessel upon her arrival from a foreign port, is required to render to the collector of the customs an account of the seamen employed on board such vessel since she sailed from the United States, and to pay to the collector ^0 cents per month {about lOd. sterling) for every seaman so employed, which sum is to be retained by the master out of the seaman's wages. Collectors are required to make quarterly returns of the monies collected by them, and the President of the United States is authorized to provide, out of such fund, for the temporary relief and maintenance of sick- and disabled seamen in the hospital or other proper institutions now established in the several ports of the United States; or where no such institutions exist, then in such other manner as he shall direct. In case of any surplus remaining of the amount so collected, after defraying the expense of such temporary rehef, the President of the United States, when a sufficient sum shall have accumulated, is authorized to erect buildings for the accommodation of sick and disabled seamen. One or more persons, called Directors of the Marine Hospital, are appointed by the President to direct the expenditure of the fund at the various ports, and to provide for sick and disabled seamen, and they are required to render quarterly accounts to the Secretary of the Treasury. No allowance is made to them, except such expenses as are incurred in the actual discharge of their duties. The Act of Congress of the 2nd March, 1799, authorizes the deduction of 20 cents per month from the wages of seamen and marines in the Navy, and grants them the same benefits as are provided for seamen in the Merchant Service. Having nothing to add to the observations I made in February 1844, to Mr. Brown, the Registrar of Seamen, and having expressed myself as fully as I was able to Mr. Murray, in 1843*, in relation to the general subject of the Commercial Marine, I do not now furnish a separate communication. I am, &c. (Signed) MOLYNEUX. * Part I, No. 62, page 114. UNITED STATES. , 395 Inclosure 1 in No. ] 69. Acts of Congress of July 20, 1790, February 28, 1803, and March 3, 1835, relating to Seamen. Inclosure 2 in No. 169. Act of Congress of July 20, 1840, relal^ig to the Discharge of Seamen. No. 170. Consul Grigg to Viscount Palmerston. My Lord, Mobile, December 13, 1847. I HAVE the honour to submit that since Mr. Bidwell's despatch of the 2Sth May last, with its inclosures, reached my hands, I have devoted my best attention to their subjects. I. apprehend that no institution precisely analogous to the British Merchant Seamen's Fund exists in the United States. There is, however, a Merchant Seamen's General Hospital Fund, which is raised from the masters, officers, and seamen of merchant-vessels, by monthly contributions of twenty cents (equal to- about lOd. sterling), from each of those individuals, for so long as he is employed, which entitles him to medical aid, subsistence, &c., when sick. The monies are collected at the different custom-houses, where accounts current are kept with the general office in the Treasury Department at Washing- ton, and at the end of the year the balance is settled. I am informed that taking into account the money expended in improvements, &c., from time to time, in the marine hospitals, the income and expenditure of this institution are equal ; the actual or supposed surplus beyond the cun-ent expenses being commonly the amount laid out in improvements. At this port, from the prevalence of sick- ness, the receipts are said to be much less than the disbursements. The contributions from seamen in the coasting trade are received yearly, at the ports where their vessels belong; those from sailors employed in the foreign trade are paid every voyage, at their ports of arrival and discharge, and are there appropriated. Agreeably to your Lordship's commands, I herein inclose a paper containing observations touching the important topics of Mr. Murray's letter. I have, &c. (Signed) ROBT. GRIGG. Inclosure in No. 1 70. Observations on the Commercial Marine. 1st. THAT the infon-nation received by Mr. Murray was such as fully justified his first conclusion as to the deteriorated character of British shipping, I have not the shghtest doubt ; for though at that period I had not the honour of being in Her Majestv's service, the course of legislation since then m the intended amendment of laws bearing upon the subject, is to my mind an acknowledgment of the fact that evils existed for which great remedial measures were necessary. -o u- x. ^- 4. a 2nd That there is not sufficient control over British shipmasters and seamen either at home or abroad, my experience as a merchant and shipowner for upwards of thirty years, and for between two and three years as Her Maiesty's Consul, has furnished me with the most perfect and painful conviction. If data be thought wanting, I would respectfully suggest a perusal of the various documents transmitted by me to Her Majesty's Government, relative to the * * * , as well as of the decision of Mr. Rushton, the magistrate of Liverpool. I am' of opinion that the want of due controul over British shipmasters and seamen is one of the principal causes, if not the principal cue, 396 UNITED STATES. conducive to the declension of the character of British shipping, so far at least as their crews are concerned. 3rd. The want of a regular system of education for the Merchant bea Service, and of examination as to the fitness of persons to fill the situation of masters, has appeared to me almost self-evident for upwards of thirty 4th, 5th, and 6th. The facts from which Mr. Murray's 4th, 5th, and 6th conclusions are drawn, would seem to be the natural consequences of the before- mentioned causes. . . In my remarks, I would desire to be understood as not pronouncmg mdis- criminate censure ; many of the masters of British ships trading here, conduct themselves with strict propriety, and appear to be generally conversant with their duties ; whilst on the other hand, I fear that there are some whose ships laying at anchor thirty miles from hence, in a bay upwards of thirty miles long by twenty miles wide, fancy themselves freed from all legal restraint, acting like brutes towards the men ; it is therefore not to be wondered at, that the latter, having no means of making their grievances known, should desert, Hke infuriated wild beasts bursting through their trammels. Tn the case of the * * * (though refused support by the Admiralty), after hard struggles, and a voyage across the Atlantic, I had the satisfaction of obtaining justice for her crew ; the difficulties, however, I then encountered, have fully convinced me that it should either be obUgatory on the functionaries of one or other of the present pubhc offices to take cognizance of questions which may arise as to British Merchant Shipping and thek crews ; or that a Board should be appointed for that special purpose.. (Signed) ROBT. GRIGG. Mobile, December 13, 1847. No. 171. Acting Vice-Consul Lingham to Viscount Palmerston. My Lord, Ne^v Orleans, August 20, 1847. I HAVE the honour to acknowledge receipt of a despatch from Mr. Bid- well, of May 28, transmitting copy of a letter from the Board of Trade, and also copy of a letter from Mr. Murray, referred to by the former, requesting information relative to institutions in foreign countries answering to the Merchant Seamen's Fund in England; and in reply to the first letter mentioned I beg to state that there does not exist in this country any institution answering to the Merchant Seamen's Fund in England, but in nearly all the sea-port towns there are private societies formed for the protection and relief of distressed seamen, which societies are principally supported by the voluntary subscriptions of merchants and masters of vessels, the amount of subscription varying from 1 dollar and 50 cents to 10 dollars annually. There are frequent meetings of these societies, and a fine is exacted from absent members, which goes towards the funds of the society. These societies are bound by their own laws to relieve all distressed seamen of their respective States, but not those belonging to other States. The assist- ance aflForded by these societies consists in the distribution of food, clothing, or money, as the nature of the case may require. I take leave to inclose, in a separate paper, as requested, such information relative to the Commercial Marine suggested by the perusal of Mr. Murray's letter. I have, &c. (Signed) J. G. LINGHAM. Inclosure in No. 170. Report on the Commercial Marine. IN instituting a comparison between the general character of the British and American Commercial Marine, and forming my opinion more particularly from that which has come under my own immediate observation in this port, I UNITED STATES. 397 cannot but agree with the opinion of Mr. Murray, "that the character of British shipping has decHned;" and I consider one great cause of this decUne arises from the httle attention bestowed by the owners of vessels in selecting a master, their primary consideration appearing to be, to procure a master at the lowest rate of wages ; and although in this particular trade it might appear only neces- sary that a master should have sufficient nautical knowledge to take his vessel safely from port to port, as the agent of the ship provides a cargo and does all that is requisite here for the interests of the owners, still if the master is an intemperate man, or otherwise of bad character, the influence of his example has a most baneful eflfect on the character j)f his crew, and unfortunately there have been too many cases brought before my notice where masters have behaved shamefully towards their men; thus from bad treatment, together with the persuasions of crimps and landlords of sailors' boarding houses, fully three- fourths of the crews of vessels coming to this port desert their ships, many of whom ship afterwards on American vessels. There does not appear to be the same encouragement extended to British masters as there is to American, The average wages per month (in this trade) paid to the former is 81. 10s., together with the average of his proportion of the cabin freight, 21., is equal say to lOZ. 10s. per month, while to the latter, including all his perquisites, say 20L per month. It is very usual for the American master to have an interest of an one-eighth to one-fourth in the vessel under his command, and owners of vessels, being so convinced that it is to their advantage that the master should be so interested, frequently give them a share on credit. As a proof that the character of British shipping has declined, I would instance the fact, that almost invariably, American ships not only obtain a decided preference over British ships, but generally a higher rate of freight. Having stated, as far as I am able, the evils which exist, the question arises, how can these evils be remedied? This appears to me a matter of much importance and difficulty ; but I would humbly suggest that the only eiFectual means to elevate the character of the Commercial Marine, would be to render it obligatory for every person, previous to his obtaining the command of a vessel, to pass a certain examination so as to prove his qualiflcations for such an office. ~ The education of the seamen should be attended to, and, if possible, some method devised for rel^varding such of them as had served a certain time in a creditable manner. If the owners of vessels could be induced to give more particular attention to those persons in their employ. In a foreign port it should be required of Consuls to report any master for bad conduct. . , ,. . , That, if it were practicable, some mode were devised for arrestmg deserters in foreign ports, and placing them in confinement, if necessary, until the vessel were ready for sea. That the wages due to deserters (now retained by the masters for account of the ship) should be accounted for by the captain or owners, and paid over as a fund for the benefit of deserving seamen. That the authorities in a foreign port should be requested to give their assistance in preventing crimps or landlords from enticing seamen from ^^'^ That no spirituous Uquors should be allowed on board ship, or only in P^^ ^^hat ^more attention ought to be paid in Great Britain when shipping seamen as many are shipped who are incompetent for their duties, and many are shipped when labouring under disease, and thus frequently become a charge to ITer Majesty's Government when in a io^^^vort. ^ ^ ^^^^j^y,^ Norfolk, Virginia, November 8, 1847. 3E 399 TEXAS. No. 172. Acting Vice'Consul Lynn to Mr. Bidwell. Sir, Galveston, July 28, 1847. I HAVE the honour to acknowledge the receipt of your despatch bearing date May 28, 1847, with the copy of a letter from the Board of Trade, and also the copy of a letter from Mr. Murray, referred to by the Board of Tra d. Though there exists in the State of New York institutions for the benefit and rehef of seamen, of a local character, being limited solely to the State, there is no national institution within the United States that corresponds to the Merchant Seamen's Fund in England. An Act of Congress passed the 16th of July, 1798, provides, in section 1,. that " A report must be made to the collector of the customs, of the number of seamen employed on board during the voyage, and twenty cents per month must be paid to the collector by each seaman out of his wages for hospital- money." Section 2 of the same Act provides that " A like report must also be made before taking out a new enrolment in the coasting trade, and twenty cents per mouth paid by each seaman for the time he was actually employed ; and the making a false return is punishable by a fine of 500 dollars." The same sum is exacted from the raftmen and boatmen on the Mississippi, and they are entitled to the same privileges as seamen. Section 5 of the same Act provides that " The collectors make quarterly returns of these monies to the treasury, and the money thus collected, as well as that collected from foreign seamen, is appropriated for the temporary relief and maintenance of sick and disabled American seamen when in port, and the surplus is invested under the direction of the President of the United States, for the purpose of erecting marine hospitals." I am, &c. ^Signed) ARTHUR T. LYNN. No. 173. Acting Vice- Consul Lynn to Mr. Bidwell. Sir, Galveston, July 28, 1847. FROM a perusal of the letter from Mr. Murray, referred to by the Board of Trade, I have been induced to believe that the following remarks on the Merchant Marine of the United States will render to Her Majesty's Govern- ment such information as it is the desire of Her Majesty's Government to obtain. From reUable authority I have derived that the system of apprenticeship is unknown in the Merchant Service of the United States, though adopted in the Naval Service ; that young men generally have attained the age of sixteen or seventeen before the commencement of their career as sailors ; and that, con- sequently, they have previously been able to obtain a mercantile education, such as is taught in the public schools, and which is sufficient to capacitate 3 E 2 400 TEXAS. them to attend to the general interests of any vessel over which they may have command. That being unrestrained by the indentures of apprenticeship, they are prompted, either by ambition or the restlessness of youth, to vary their voyages ; thus acquiring, at a period of life when the mind is most capable of receiving durable impressions, a knowledge of diflferent vessels, of stowage of cargoes, of latitudes and longitudes, and of men. That a very great propor- tion of the masters of American vessels are stimulated to exertion by a share of the vessel they command being registered in their name, and that where the master does not possess sufficien|^ purchase-money, the share so transferred pays the usual rate of interest on the stipulated value of the share, until either the profits of the vessel or the frugality of the master completes the purchase ; and that for the reason of this part-ownership, the American shipmaster is frequently his own consignee, and generally has control over the direction of his vessel. That there is no system of education for the merchant seamen, neither is there any board of examination ; testimonials of good conduct, when deserved, are given by the masters or their crews. That the pay of the master and seamen in the American Merchant Service is greater than in that of the English ; that the provisions are fresh put up when taken on board, the forecastle painted or whitewashed and supplied with berths, lockers, and a lamp, and that the ship provides the sailors with small stores. That the American shipmasters and seamen are not subject to more con- trol, either at home or abroad, than the British shipmaster and seaman. That the laws defining the authority of the master at home, or the obhgatory consent of his Consul to his acts, when in a foreign port, are based upon the same principles, and in a great degree assimilate. I have &c (Signed) ' ARTHUR T. LYNN. 401 HAYTI. No. 174. Consul Ussher to Mr, Bidwell. Sir, Port-au-Prince, July 9, 1847. ^^I HAVE the honour to acknowledge receipt of your despatch and inclosure of the 28th of May, and to acquaint you in reply thereto, that there does not exist in this country any institution answering to the Merchant Seamen's Fund in England. I have, &c. (Signed) THOS. H. USSHER 40a MEXICO. No. 175. Consul Giffard to Viscount Palmerston. ^y ^^^^' Vera Cruz, August 10, 1847. IN compliance with Mr. Bidwell's instraction of the 28th May last, I have the honour to inclose to your Lordship a paper on the present condition of seamen employed in the British Commercial Marine ; and I have, &c. (Signed) J. GIFFARD Inclosure in No. 175. Note upon the present condition of Seamen employed in the British Commercial Marine. HAVING been upwards of twenty years absent from England, I cannot speak as to the present condition of the British seamen employed in the several great branches of Enghsh Commercial Marine, such as the East India, West India, and North American timber trade. Thirty years ago they were generally admitted to have maintained their former superiority over those of every other nation in the world, both as regards the ability and respectabihty of the masters, and though last not least, the respectability and happiness of the common seamen. But I have no hesitation in giving my testimonj'^ to the general falling off, during late years, in the character of English seamen employed in the immense other classes of our Enghsh merchant-vessels. The seaman is in general over-worked, harshly used, and therefore discouraged, unhappy, and ready to fly to other countries for employment. This, I affirm, and not alone the difference of wages, has driven the British seaman to seek employment in the mercantile and man-of-war service of the United States, If the English seaman was cared for and happy, I speak from long expe- rience, he would not so easily leave his coimtry. But the rapacity of a nume- rous class of British shipowners, and the general incapacity and tyrannical usage of the master, places him in that alternative. I have known many of the masters of vessels trading to Mexico who could hardly write their names, and whose log-book was quite unintelligible. In France, Spain, Germany, arid several other countries, no man is allowed to command a merchant-vessel Avho has not received a proper theoretical and practical education, and served in the several grades from cabin-boy to that of mate, for a certain number of years. Nor is his character as a man overlooked. He has to undergo a strict examination on all these points, by a competent Board appointed by Government, and without whose certificate no shipowner can employ him. The owner also, in almost all these countries, is under con- trol of authority. Care is taken that he shall put a sufficient crew to navigate the ship, that the ship is seaworthy, that it is not overladen ; that the cargo is properly stowed, and that the supplies are sufficient for the necessities, health, arid comfort of the crew ; in short, that neither Hfe nor property be, as is, too 404 MEXICO. commonly the case in England, placed in jeopardy by inattention to these important points. The consequence of this different legislation is inevitable. During my residence of fom:teen years in Vera Cruz, there have been ten averages on board of Enghsh vessels to every two in the foreign vessels I have named ; and the complaints for ill-usage brought before me by the crews of English vessels against the master have been much in the same proportion. From my long experience I am satisfied that the chief cause of the great excess of loss in life and property in the English Commercial Marine, compared to that of other nations, lays in the incapacity and want of a proper education in the master, and in the carelessness of the owner, who in general contents himself with the insurance as a security for his property ; and I am convinced that, from the day these evils are removed, the difference complained of will cease to exist. I am not of the opinion that Her Majesty's Consuls abroad have not suffi- cient powers over the masters and crews of English trading vessels. I consider that the powers granted to them by the 7th & 8th Victorise, cap. 112, are ample for every useful purpose, and that any extension of those powers might lead to very great abuses. The maritime laws now prevaiHng in Mexico are those of Old Spain. There is no special legislation afiecting seamen, individually or collectively. The legislator has no doubt considered that he did much for them in the security that they should not be left at the mercy of an unscinipulous owner, and would be commanded by a well-educated, able and humane master. If I was called upon to give an opinion on the remedy proper to be apphed to the evils complained of, I would say : — 1st. Let no man be permitted to command a ship, who has not been examined and declared competent by a Board of Commissioners duly qualified and appointed to that effect. 2nd. Compel the owner to render his ship seaworthy, not to overload it, to see that the crew is sufficient in number, to stow the cargo properly, to provide a competent master, and to see that the health, necessities, and comfort of the seamen is secured ; and you will soon find the Enghsh seaman what he ought and used to be — tlae first of his class in the whole world. It has often occun-ed to me that it would be wise to create a Seaman's Fund, out of a trifle taken every month out of his wages, and from which in sickness or old age he might obtain some rehef. I am aware, however, that there are many difficulties in carrying out such a plan, and I therefore content myself with humbly making the suggestion. In conclusion I beg leave to refer to Mr. Murray's letter to Viscount Canning of the 1st January, 1844. He has pointed out a most grievous national evil, and the remedy it calls for. I fully concur in all he has so ably written on the subject. (Signed) J. GIFFARD. 405 NEW GRANA.DA. No. 176. Consul Kortright to Viscount Palmerston. My Lord, Cartha^ena, November 27, 1847. WITH reference to a letter addressed by Mr, Murray to Viscount Canning, of the 1st January, 1844, on the subject of the Commercial Marine, an especial report upon which has been directed by your Lordship in the circular of May 28, I have the honour to express my concurrence in the general results elicited by the correspondence of Mr. Murray with Her Majesty's Consuls, and have merely to add, as regards my experience in this Consulate, that the class of men generally acting in the character of shipmasters in the trade to this country, is not such as to offer sufficient guarantee for the interests and lives entrusted to their charge. I should conceive, therefore, that a Board of Examination as to the qualification of a master efficiently to represent the interests of the owner, if required, — a department to which all matters relating to the interests of British Shipping Trade could be referred in detail, and more especially as regards the conduct of shipmasters, — would be a great desideratum. Since the passing of the new Merchant Seamen's Act, more authority has devolved on Consuls ; consequently there has been less irregularity in the con- duct of shipmasters in foreign ports ; yet a more efficient quaUfication on their part, moral as well as scientific, would tend greatly to exalt the character of British commerce, and more adequately secure the interests of British merchants. I have, &c. (Signed) CHARLES E. K. KORTRIGHT. 3F 407 VENEZUELA. No. 177. Mr. Belfard Wilson to Viscount Palmerston. ^y ^°^'^' Cameos, July 15^ 1847. IN reply to Mr. John Bidwell's despatch of the 28th of May last, I have the honour of reporting to your Lordship that there does not exist in Venezuela any institution answering to the Merchant Seamen's Fund in ilingland. I beg to transmit herewith, in distinct papersi certain inlbrraation relative to the general subject of the Commercial Marine, and bearing upon the points treated of in Mr. Murray's letter to Viscount Canning of the 1st of January, 1844, which has been referred to by the Board of Trade in a letter, a copy of which was inclosed to me in Mr. John Bidwell's despatch. I have,. &c. (Signed) BELFORD HINTON WILSON. Inclosure I in No. 177. Remarks upon the Merchant Sea Service. CONCURRING generally in the accompanying remarks by Mr. Vice- Consul Riddel, upon the subject of th& Merchant Sea-Service so far as its state has come under my own knowledge, it will be unnecessary for me here to enter into any lengthy details connected with the points specially treated of by him, particularly as the result of my own observations are given in the several papers herewith transmitted, and which I have preferred to send in this shape, instead of embodying them in a general report ; because evidence is thereby afforded that I have not hastily come to my conclusions, or with a view to the establish- ment of a theory. I would also respectfully request attention to two letters which in August and October 1835 I addressed to Mr. John Bidwell ; the former upon the subject of the manner in which surveys are made upon British merchant- vessels previous to breaking bulk at Callao ; and the latter relative to the jurisdiction and powers of Consuls in event of seamen accused of crimes and misde- meanours on hoard of British merchant-vessels, being brought to the British Consulate; and finally to my several despatches addressed to the Secre- tary of State between 1835 and 1838, upon the question^ of sailing letters issued by Consuls for the protection of shipfr owned by British subjects, but not entitled to the privileges of British ships duly navigated and T6sristGrG(i • It seems to be but too true^ as observed by Mr. Murray, that the merchant assists in injuring the general character of the Merchant Sea Service, partly from his want of sufficient means of ascertaining the character and capability of shipmasters and seamen ; and partly by his too exclusive dependence for the safety of hiis property upon his insurances.. "Without attempting; to excuse the merchant or shipper for not making 3''F 2 408 VENEZUELA. fuller inquiries upon so important a point, the blame must chiefly rest with the underwriters at Lloyd's and insurance coiupanies, who, notwithstanding they bear the risk, lay so httle stress, if any, upon the qualifications of masters and mates, directing their attention to the state of the vessel they are about to insure ; so that a great boon would be conferred on the merchant as well as on the xMerchant Sea Service generally, were measures devised for improving the class of masters and mates. No measure occurs to me as Mkely to be more effective for this purpose, than by rendering compulsory the present voluntary examination of masters and mates of British vessels ; and by empowering the comptrollers of customs and other competent functionaries in British ports, and Consular officers in foreign ports, to note upon the ship's articles of agreement, and to forward a copy of such note to the Registrar of Merchant Seamen, any specific acts of gross misconduct on the part of masters and mates of vessels. Mr. Vice-Consul Riddel suggests that such remarks should be made on master or mate's certificate of qualification ; but this would be open to the objection, that if a charge or complaint were to be hastily advanced upon insuf- ficient grounds, its insertion would nevertheless have a tendency to prejudice the owner of that certificate. I am inclined to think that a power might be fairly given to the Registrar of Merchant Seamen, or to some other officer, to cancel the certificate of quali- fication of a master or mate who has been proved in a court of law, or before a competent authority having cognizance of such cases, to have become unfit to be entrusted with the charge of a vessel ; and the indorsement on ship's articles of agreement, as before described, would at least serve as primd facie evidence, and to draw the attention of the Registrar to the general unfitness of the master or mate complained of. British vessels regularly trading to the Pacific coast are I believe held to be of a superior class, both as respects the vessels and officers ; nevertheless, during my residence in Peru as Consul-General, or as Her Majesty's Charge d'AfiPaires and Consul-General, from April 1833 till December 1841, I have known of cases in which the master of a vessel has been habitually drunk during the whole time of his stay at Callao ; and I well remember that on one occasion, in 1835 or 1836, a small cutter was detained for several days at that port until the master recovered from an attack of delirium tremens, brought on by habitual intoxication. Yet this vessel, one of the smallest that ever doubled Cape Horn, was navigated by a crew of only three or four men. Apprehensions were entertained, and represented by the crew, as to the risk they and the vessel incurred in doubling Cape Horn under such a master ; but the Consulate-General had no sufficient power to remove him and to. place another master in charge of the vessel, especially as the consignee declined all interference in the matter. This vessel had on freight about 350,000 dollars (at five dollars to the IZ. sterling, equal to 70,000L). Had the Consul-General reported to his owner or to Lloyd's, the conduct of this master, he would have become obnoxious to an action for defamation ; had he removed the master, supposing he had the means of doing so, and placed another in charge; in event of the subsequent loss or damage to vessel or cargo, the Consul-General would have been liable to an action for damages to the parties concerned, and in all cases, to the master, for the losses and injuries occasioned by his removal. I conceive that in the interests of humanity, some discretionaiy power should be invested with the Consul, in concurrence, if deemed right to provide a check against abuse, with the opinion of Lloyd's agent and the consignee of the vessel, to remove a master under such circumstances. I have fi'equently examined into complaints of British seamen, and I am bound to state honestly, that I never found general dissatisfaction to exist on board of a vessel without some strong ground having been furnished by the master. Habitual intoxication, ungovernable temper, improper language and con- duct, petty vexatious acts of tyranny, and finally, badness or insufficiency of provisions, wetness or want of proper accommodations in the berths, were usually to "be found at the bottom of this dissatisfaction ; yet, excepting the fact of the insufficiency of provisions and the badness of the berths, it would have been difficult to have substantiated legally a charge against the master or mates VENEZUELA. 409 upon any of these points ; and from the nature of things, the effective remedy for their prevention would be the introduction of a better-educated class of men as oflicers into the Merchant Sea Service, accompanied by regulations for the cancellation of their certificates of quahfication in event of gross misconduct or of general unfitness. In the month of February 1838, I had occasion to examine into the com- plaints of the crew of a British whaler belonging to the port of St; .John's, New Brunswick, the ownership of yf^\ch. was vested in the trustees of the St. John's Mechanic Whale Fishery Company. The crew complained of insuffi- ciency and badness of provisions, and that the real master was a citizen of the United States, of the name of * * * , entered on the ship's articles as pilot and supercargo. The registered master was a lad of seventeen years of age, of the name of * * * who had never before been at sea, and whilst on board did the duty of what is technically termed a "landsman," and was in all respects subordinate to the order of the master and of the four mates ; he having been told prior to his departure fi-om St. John's by Mr. * * * , president of the aforesaid company, that his name had only been entered in ship's articles as master, for the transaction of the vessel's business in EngUsh ports and with Her Majesty's Consulates abroad. * * * fully admitted 'the justice of the crew's complaints of the insuffi- ciency and badness of provisions, but declared he had no power to redress them, as the control of the vessel and stores rested with * * * -j^j.^ * * * ^gg J beheve a respectable person, and well fitted for the duties of master of a whaling-vessel. He assured me he would redress the grievances of the men, and I have reason to believe he kept his word. This case appearing to me to be an evasion of the provisions of the 1 6th clause of the 3rd & 4th Wm. IV, cap. 54,* I transmitted to the Secretary of the Admiralty a certified copy of the solemn and sincere declaration of Robert * * * concerning it, and solicited information as to whether a British sub- ject under the age of twenty-one years, can, under the British laws of naviga- tion and trade, become the master of a British registered vessel ; and secondly, whether a British subject named in a vessel's certificate of British registry or articles of agreement, as the master thereof, but not discharging, and mani- festly incapable of discharging, and not intended to discharge, the duties as such, can be held to be within the meaning of the British Navigation Laws, the master of such Vessel. I never obtained an answer to this consultation, which I twice repeated; but although _^it may not have been judged necessary to deal with this particular case upon general principles, it is one deserving of attention. Considering, as Mr. Murray justly remarks, the numerous and increasing^ duties of the Board of Trade, Admiralty, and other departments at present more or less concerned in the operations of the Merchant Sea Service laws, it must be evident that they cannot devote the time requisite for a laborious, patient investigation and solution of the daily occurring incidents of that service, much less therefore, would they be enabled to secure by their vigilance and zeal, the practical development of a general system for its improvement ; nor could I conceive such a result be as readily effected by a divided control, as by the direct action of a Department of Commercial Marine established for the sole purpose of fostering and extending this valuable branch of national greatness. British Legation, Caracas, July 15, 1847. TTTTvT'rr^xT ^x^tt ooxt rSi^ned) BELFORD HINTON WILSON. (Signed) Inclosure 2 in No. 1 77. Mr. Belford Wilson to the Registrar of Merchant Seamen. „. Caracas, January 4, 1844. ' BY the mail from England which reached La Guayra on the 31st ultimo, I received your two letters of the 13th of November last. . , ,, . In order to afford more full information upon the several points therem # Repealed and substituted by clauses 13 & 17 of 8 & 9^Vic., cap. 88. 410 VENEZUELA. noticed, I shall call upon the several Vice-Consuls in Venezuela to draw up a report upon them for transmission to you ; but as it will take some considerable time before all their answers can be received, I avail myself of the earliest opportunity of acknowledging the receipt of your letters. I was only appointed in November last Her Majesty's Charge d' Affaires and Consul-General to Venezuela, and as my residence (Caracas) is not a sea- port, my own experience in Venezuela on the subject is very limited; but during nearly nine years that I resided in Peru as Consul-General, or Charg^ d' Affaires and Consul-General, frequent opportunities occurred of witnessing the practical working of the Act 5 & 6 Wm. IV, cap. 19, and other Acts con- nected with the Merchant Seamen Service; and I accordingly request your attention to the inclosed list of letters that I addressed to the Secretary of the Admiralty, submitting to him such points as appeared to me to be worthy of the consideration of Her Majesty's Government. 1 trust I shall not be laying myself open to a charge of presumption in expressing my concurrence with the propriety and expediency of the amend- ments of the .5 & 6 Wm. IV, cap. 19, that, as you have informed me, are to be submitted to Parliament by Mr. Sidney Herbert; because for the reasons stated in your letter, as the law stands at present, it is very difficult to secure the punishment of a master for general ill-treatment or misconduct on his part towards his crew or any particular seaman, whilst on a distant voyage to a foreign coimtry; and aware of this circumstance, seamen too often quit their ships to save themselves from the immediate effects of such treatment, when they would probably not do so, were any reasonable prospect held out to them of obtaining redress on their return to a British port. Habitual drunkenness, ungovernable temper, or over-parsimonious habits of a master, frequently give rise to complaints on the part of his crew, but when they apply for redress to a Consul he is powerless to render them any assistance, beyond lending his sanction to their quitting their ship, with the consent of the master. I also respectfully repeat what I represented in my letter to the Secretary of the Admiralty of the 2nd of February, 1836, that a power should be vested in Consular functionaries, to compel masters to exhibit to them their stock of medicines, and if found deficient, to make them procure a proper supply before leaving port on a homeward voyage. To prevent any misunderstanding as to what should be considered a sufficiency of proper medicine suitable to sea-voyages to different climates, a list of such medicines could I imagine be easily prepared by a medical board in England, for the compulsory rule of masters. Some regulations of the nature described in the inclosure to my letter to the Admiralty of the 17th January, 1837, might I think also be framed for rendering vessels liable to the payment of hospital expenses of their crews, in certain cases, instead of casting such expenses on the Consulates, or, more properly speaking, on the pubhc treasury. I beg to inclose herewith a copy of a circular which I have addressed to the British Consuls and Vice-Consuls in Venezuela, requesting them to keep registers of seamen shipped with their privity or discharged with their sanction, pursuant to the provisions of the 41st clause of 5 & 6 Wm. IV, cap. 19, and of seamen proved to their satisfaction to have been incapable of proceeding to sea or to have deserted or disappeared. ' I inclose also forms of these registers. I have, &c. (Signed) BELFORD HINTON WILSON. VENEZUELA. 411 list of Letters addressed by Mr. Belford Hinton Wilson to the Secl-etary of Admiralty, on matters connected with the Merchant Service, Kace and Date. Lima, October 1, 1833 . Lima, January 1, 1834 . Lima, October 24, 1835. Lima, January 1, 1 836 . Lima, February 2, 1836 . Lima, January 17, 1837 . Lima,. January 17, 1837 . Lima, January 20, 1837 . . Lima, June 30, 1837 Lima, July 6, 1837 Lima, September 30, 1837 Lima, November 28, 1837 Lima, December 30, 1837 Jjma, February 20, 1838 (sent in triplicate at different periods). Lima, August 31, 1838 . . Lima, April 4, 1838 (to the Collector and Comptrol- ler of the Port of Dundee). ::{ Subject. Relief to sick and distressed British Seamen. Ditto ditto. Respecting the power of Consuls to transmit to England sea^ men charged with the commission of capital offences on board of British vessels on the high seas. Respecting relief to be afforded to sick and and distressed British seamen. Act 5 & 6 Will. IV, clause 44. Observations upon Act 5 & 6 Will. IV, cap. 19. Liabilities of vessels in certain cases to provisions of Acts 5 & 6 Will. IV, cap. 19; and 3 & 4 Will. IV, cap. 55. Requesting to know whether vessels the property of British subjects, and sailing under British flag, are liable to the provisions of the 5 & 6 Will. IV, cap. 52, in the same cases as vessels provided with certificates of British registry. Transmitting copy of instructions to British Consular Agent at Callao, relative to Acts 5 & 6 Will. IV, cap. 19 : and 5 & 6 Will. IV, cap. 52. Respecting medical relief to be afforded to sick and distressed British seamen. Act 5 & 6 Will. IV, cap. 19. Irregularities noticeable in ship's articles. Act 5 & 6 Will. IV, cap. 19. Medical relief to apprentices, and relief to shipwrecked seamen. Acts 5 & 6 Will. IV, eap. 19 ; and 11 Geo. IV, cap. 20. Liability of British vessels not duly registered and navigated, to the provisions of the 3 & 4 Will. IV^, cap. 54. Respecting the qualifications requisite to become a master of a British vessel. Act 3 & 4 Will. IV, cap. 54. Respecting medical relief to be afforded to apprentices. Respecting the propriety of Consuls requiring bonds to be given on the change of a master of a vessel, and by their indorse- ment of such change on the certificate of British registry. Inclosure 3 in No. 177. Circular to British Consuls and Vice-Consuls in Venezuela. Sir, Caracas, June 26, 1843. IT would greatly contribute to the efficiency of the public service, and aid the working of that most beneficial Act of His late Majesty, namely, the 5th and 6th William IV, cap, 19,* for consolidating the laws relating to the Merchant Seamen of the United Kingdom, and for forming and maintaining a register of all the men engaged in that service, were registers to be carefully kept by the British Consuls and Vice-Consuls in Venezuela, of all British seamen who, pursuant to the provisions of the 49th clause of the afore-cited Act, may be shipped respectively, with their privity, at the port of their residence, or at any port or place comprised within then (I!onsular district ; and in Uke manner it would be equally advantageous that a register should be respectively kept by them, of aU British seamen discharged with their sanction at any port within their Consular district, pursuant to the provisions of the 41st clause of the 5th and 6th WilUam IV, cap. 19,t or who may be proved to their satisfaction,, after due inquiry by evidence on oath whenever necessary, in conformity to the 42nd, 43rd and 44th clauses^ of the said Act, to have been incapable of proceeding to sea or to have deserted or disappeared, and could not be brought back. The register of shipments should contain the " name of port and time of entry" of a seaman ; "the name of vessel and owners, and port belonging to ;" "name of seaman;" ''age;" "place of birth;" "quality;" - amount of wages per calendar month, share or voyage ;" " names of witnesses to signatures of articles ;" " name of British ship in which seaman last served, specifying whether t Since substituted 7 & 8 Vic, cap. 112. + 54th 7 & 8 Vic, cap. 112. . t 46th, 47th, 48th, and 49th. 412 VENEZUELA. since that time he has been serving in foreign vessels ;" and finally, in a separate column, should be added any remarks the Consul or Vice-Consul may think proper to record. In the register of discharges, desertion of seamen, &c., should be noted the " name of seaman ;" " his age ;" " place of birth ;" " quality ;" " name of ship in which seaman last served, owner's names and port belonging to (whenever possible to ascertain the information) ; date of joining and name of ship from which he is discharged or has deserted, or is proved to be incapable of proceed- ing in ;" "owner's name and port belonging to;" "time of leaving ship and name of port;" "amount of wages paid on discharge, specifying whether by bill or otherwise ;'' and " whether he was discharged at the mutual request of master and seaman, or under any other circumstances;" finally, in cases of desertion, disappearance, or other incapacity to proceed in vessel, the particulars should be briefly stated. At the end of every year a general index of the names of seamen and of vessels, arranged in both instances alphabetically, should be made out. Herewith are transmitted, in duplicate, forms of each of the registers above described ; the careful formation and maintenance of which I beg earnestly to recommend to your attention. (Signed) BELFORD HINTON WILSON. VENEZUELA. 413 > 00 o to w S OS o Ph 03 el o O I o 00 03 u 13 S CS i-H 3 '^ Pl, a OS CD EC P5 CO O ce 1 Name of British Ship in which Seamen last served, specifying if since that time has been serving in Foreign Vessels. Names of Witnesses to Signa- tures of Articles. Amount of Wages per Calendar Month Share, or Voyage. i u 1 i •s !5 Name of Vessel and Owners, and of Port belong- ing to. 1 . 3G 414 VENEZUELA. ^-^ t^ bJD to O c a s o O ' c3 w Sh D CO Ph ctS CO s^ o rS o g <» ^H •2 t>,o ^.^^ ■*^ C &C cs" g O ►^^ P-i d -^ cS ' o .2 o cS 1=1 o 2 fl2 1^ ^ fl > c« a CD i CO O to CO ^^3 pq . CO C3 c3 Kj .0 13 P cu '^ OJ O _0 ^ rg P^ > S tjo pi3 00 "* c P3 c3 t3 Desertion, Disappearance, or cause of incapacity ; or if Discharged, whether at mutual request of Master and Seaman or otherwise. Amount of Wages paid on discharge, specifying if by Bill or otherwise. Time of leaving Ship, and Name of Port. ■ Owner's Name and Port belonging to. Date of joining, and Name of Ship discharged from or incapable of proceeding in. Name of Ship in which Seaman last served, Owner's Name, and Port belonging to (when- ever possible to ascertain it). « Ct-I < ^i ' - -.,, YENEZUELA. 415 Inclosure 4 in No. 1 11. Mr. Beifard Wilson to the Registrar 'ofMemhmV Seamen. ^"■' Caracas, June 1, 1844. WITH reference to your letter of the 13th of Novemher of last year, and to my reply of the 4th- of January of the present year, I have the honour of herewith transmitting to you a report on the subject of the practical working of the 5 & 6 Wm. IV, cap. 19, addressed to this Legation by Mr. Kenneth Mathison, British Vice-Consul at Angostura. The reports of the Viee-Consuls at Maraeaibo and La Guayra have been forwarded to you direct, as, subsequently to receiving my circular inclosing your letter to me for their report, they received from you direct a letter on the same subject; they have, however, furnished the Legation with copies of their reports ; and by next packet I shall be able to send you the report of the Vice- Consul at Puerto Cabello, which I have returned to him for amendment. On the west coast of America, seamen readily obtain easy employment with a high rate of wages in a temperate climate, which is not the case in the ports of La Guayra or Puerto Cabello ; thi§ in some measure may account for the fewer irregularities therein noticeable ; but you will perceive by the report of the Vice-Consulat Maraeaibo, that Mr. Mackay complains that the drunken- ness of masters has become a reproach on the Merchant Ser\dce, and frequently is the cause of the riotous conduct and quarrels of the crew. I fiilly concur with the propriety of the measures which Mr. Vice-Consul Mackay suggests as a check on the masters in this respect; for if a Consul could, in an extreme case, without exposing himself to an action at law for defamation of character, note on the ship's articles of agreement the fact of the habitual drunkenness or other misconduct of a master, the owners of the vessel would probably make due inquiries into the subject before again entrusting such a person with the charge of a vessel ; and consequently with the safety of the lives and property on board. Men whose excesses have brought on attacks of delirium tremens would not then, as I have known to be the case, be kept in charge of a vessel trading to the Pacific. I also entirely concur with Mr. Mackay, that discontent and disorderly and mutinous conduct of crews are too toften excited by some one of their number known as a sea-lawyer, who has acquired an ascendency over the rest. But I must here remark, that I have usually found on inquiry, that these sea- lawyers have always some plausible, and at times sufficient, ground for their agitation system, such as a scarcity or bad quality of provisions, or uncon- trollable temper of master or mate, or misconduct of steward. Mr. Vice-Gonsul Mathison complains of the disregard of masters trading to Angostura, of the laws, more especially as relates to seamen and apprentices ; which is not unlikely, as British vessels trading to that port are chiefly from the West India Islands. I believe, however, that much useful statistical data upon this subject would be obtained by it being made obligatory upon all Consuls to keep registers— forms of which were mclosed m my letter to you of the 4th of January last— of seamen shipped with their privity, or discharged with their sanction, pursuant to the provisions of Ihe .5th and 6th Wm,. IV, cap 19 and of seamen proved to the satisfaction to have been incapable of pro- reedinff to sea, or to have deserted or disappeared. A formality would thus -also be given to the proceedings, which might serve as a beneficial restraint on masters, especially as respects regular traders to a port; and still more if the Consul were empowered to record, in an extreme case both m register and on slfip's articles, his opinion generally of the causes that may, have led to the -discharge of seamen from a^pa^ticul^^ ^^^^^eLFORD HINTON WILSON. 302 416 VENEZUELA. Inclosure 5 in No. 177. Vice-Consul Mathison to Mr. Belford Wilson. Sir, Angostura, May 4, 1844. I HAVE tliis day had the honour to receive your despatch of the 12th ultimo, with the two letters and one inclosure addressed to you by the Registrar of Merchant Seamen, and referring to me your circular of the 5th January. The letter of the 13th November, 1843, I have carefully perused ; and so far as I have had experience of the conduct of masters of British vessels in foreign ports and here, I have found very few of them who have paid any attention to the Acts of Parliament or the advice of Consuls when drawn to the tenor of those Acts, particularly those regarding seamen and apprentices. This want of due attention to those Acts certainly gives great trouble to the Consuls, whose authority, in my humble opinion, is too weak to remedy the evil, as well as many others that arise from the same want of power; creating thereby those very difficulties in England in the convicting of parties against whom complaints are made ; but as the amending of the provisions of the 5th & 6th Wm. IV, cap. 19, sgj far as regards the conduct of masters of British vessels visiting foreign ports, is under the consideration of gentle- men possessing every means of forming the most correct conclusions on the whole subject, with the ample information that your own long and valuable experience must convey, of course prevents me from presuming to say one word more than I have done. The return required by the letter No. 2 I now forward in duplicate. (Signed) KENNETH MATHISON. Inclosure 6 in No. 1 77. Vice- Consul Mackay to the Registrar of Merchant Seamen. Maracaibo, March 20, 1844. I HAVE the honour to acknowledge the receipt of your official letter of the 13th November last, which I did not receive until the 15th instant. With reference to the subject on which it treats, I beg to state, in reply, that although 1 have not had much occasion to find fault with masters of vessels for neglecting to deposit their agreements with me, or for discharging or hiring seamen without my sanction, the irregularity of their conduct in other respects 1 have frequently cause to notice with reprehension. The vice of drunkenness is indulged in to such a degree by the masters or merchant-vessels, as to have become a reproach on the Merchant Service of the country, and fi-equently the cause of the disorder which so often takes place on board merchant-vessels. The best measure that suggests itself to me, as a check on the masters in this respect, would be to require bond for their good conduct from the owners ; and that when they visit a foreign port, the Consul be required to state, on the back of the ship's agreement, what that conduct has been. Were such a measure enforced, I am of opinion that owners would be more cautious than they appear to be at present, in selecting and employing men^of good character and sober habits to command their vessels ; and masters might then be armed with more ample powers to correct misconduct on the part ot the crews over whom they have by the present law no adequate control. bo vitiated is the character of the crews generaUy shipped in merchant- vessels, that It requKes the strong arm of executive power to keep them within the bounds of dutiful obedience ; and unless the amendments intended to be made in the present law be of a stringent character as regards the seamen, disciplme on board these vessels cannot be maintamed. It frequently occurs that in the crews of merchant-vessels there is one unruly character who is the cause of all the disorders which so often take place, in such a case, the master might I think be entrusted with power to punisn, previously noting in the ship's log-book the cause for such an exercise VENEZUELA. 417 of authority, and the truth of that annotation to be attested by the sienatures of the majority of the crew. Were some such conditions as these inserted in the law, not only would order and disciphne be better maintained on board merchant-vessels, but British Consuls would m a great degree be relieved from the annoyance to which they are at present so constantly exposed by the irregularities of the masters and the unruly conduct of the seamen. (Signed) R. MACKAY. Inclosure 7 in No. 177. Vice- Consul Lord to the Registrar of Merchant Seamen. Sir, La Guayra, March 28, 1844. IN reply to your circular despatch of the 13th of November last, on the subject of the 5 & 6 Wm. IV, cap. 19, "An Act to Amend and Consolidate " the laws relating to the Merchant Seamen of the United Kingdom," &c., I beg to say that I have not had any grounds for complaint against any of the masters of British vessels that have visited this port, either on the score of the deposit in this Vice-Consulate of their agreements, or of discharging or hiring seamen without my sanction, or any other. It has occasionally hap- pened that a master on presenting himself has omitted to bring with him the agreement, but on being reminded of it, the agreement has immediately been brought to me ; and as far as it has come to my knowledge, no seaman has either been discharged or hired in this port without my sanction. On the 26th of June last Her Majesty's Charge d'Aifaires in Caracas issued a circular order for the keeping a register of all seamen discharged or shipped ; but since the receipt of that order in the Vice-Consulate, not a case has occurred for insertion therein. I have observed in some agreements that all the requisites were not filled in; in one of them, both the time of entry and name of ship in which the seaman last served, were entirely omitted. Such omissions will necessarily be brought under your notice hereafter, when the proposed amended Act shall be in operation. I have perused attentively the provisions that are intended to be intro- duced in the amended bill that is now under preparation, and I beg leave to state that I have nothing to suggest in addition thereto. (Signed) H. S. LORD. Inclosure 8 in No. 177. Report from the Vice- Consulate of Puerto Cabello on the circular from the Regis- trar of Merchant Seamen, November 13, 1843. IN regard to this circular, requesting information respecting the conduct of the masters of British vessels in this port, as to their neglect of depositing with me their agreements or roll of the vessel's crew, I have to reply that during, the time I have had charge of this Consulate, no instance of refusing to do so has occurrGci" Since the year 1835 there has arrived at, and departed from, this port, 173 British vessels ; and during the whole time, except on two occasions, I have had very little trouble with either masters or crews. ^ . ^ ,. I find that quarrels almost universally proceed from the effects of liquor, which is very cheap here, and the vessels lying along-side of the wharf, the crews have every facility and temptation in their way. I make it a point when the master of a vessel complains of the misconduct of any of his crew (almost universally in consequence of Hquor), to request the sailor to be sent or carried to his berth, there to remain until fit for duty, which m the meantime is suppUed by a labourer from the shore ; the expense is of course charged to the sailor 418 VENEZUELA. unfit for duty, and is generally about 4s. per diem. It is only in extreme cases, and upon the complaint of the master with the consent of the Yice-Consulate, that seamen are committed to prison by the local authorities. The two occasions above referred to, when I have had some trouble with the crews, was in the year 1837, when three of the crew of the barque * * * had a jqiaarrel with the mate, and refused positively to proceed to sea in the vessel unless he Avas turned out of her. The brig * * * was here at the same time, loaded and ready for sea, when the captain complained to me of four of his crew being disorderlj^, and the quarrel so bitter that I at once deter- mined to settle the disturbances in both vessels by changing the dissatisfied party of both crews, which was immediately assented to by all parties, and the vessels sailed the same day. During all the time of my acting here, there has not been more than three or four sailors shipped on board of British vessels, and these foreigners, the vessels having come here short-handed. British sailors are rarely to be niet with here — none looking for employ- ment. No register has consequently ever been kept at this Consulate for seamen discharged or shipped. I am decidedly of opinion that masters of British vessels have not sufiicient authority over their crews, either at sea or in a foreign port, and that the laws ought to be altered in such a manner that the sailor would know that the master's orders must be implicitly obeyed, otherwise he must suffer the conse- quences on the return of the vessel to England, either by fine, forfeiture of wages, or imprisonment. When the new Act is passed, every master clearing his vessel at the custom- house ought to be compelled to take a copy of it, not only for his own guidance, but for the informa,tion of the crew also, who, being made aware of its contents (let it be read by the master to them twenty-four hours after sailing, or as soon as circumstances will permit), must know the consequences in case of insub- ordination. Puerto Cahello, May 20, 1844. (Signed) JNO. MeW.HIRTER. Inclosure 9 in No. 177. Report upon the general subject of tie Commercial Marine of Great Britain, hy Vice- Consul Riddel. HOWEVER bad and inefficient may have been the state and condition of the_ majority of British vessels that have frequented the port of La Guayra during the space of nearly three years in which I have discharged the duties of British Vice- Consul at this port, I should not consider myself justified, owing to their very Mmited number, in attempting to draw any inference from that fact as to the general character of British shipping, or to conclude therefrom, that its standard had decUned, without taking into consideration the peculiar cn-cumstances under which British vessels are usually sent out to this country ■ yet I have no hesitation whatever in pronouncing it as my defiberate opinion' and m which aU the British and foreign merchants here with whom T have con- versed upon the subject fuUy confer with me, that the class of British shipping as compared with the foreign shipping employed at this port, is generally speaking, of a very inferior description ; and that the improvements in British merchant-vessels arriving here,: have not been so rapid or considerable as in respeci to the :Mercantile Navies of other nations of Europe and of the United otates ot Amenca. _ Most of the French, German, Dutch, Danish, and United States' vessels arnving wth cargo at La Guayra, belong to regular lines of traders; whereas bv lar the greater portion of British vessels coming out to this country are ttansient, seldom returmng again ; some few consisting of vessels proceeding iTom then- ports of discharge in the ^Vest India Islands or on the South Amencan coast, m search of freight, and the remainder of vessels chartered by shipbrokers m Liverpool, usually for the outward and homeward voyage. Ihe only anxietj^ of these brokers, who have for some vears nast mono- VENEZUELA. 419 polized the carrying trade between the ports of Liverpool and La Ouayra, to the entire exclusion of the old line of traders, appears to me to consist ; of hiring vessels ot their owners on the mostwadvantageous terms to themselves, and without anyregard to the condition of the vessels, the capacity of the masters, or the security of the merchandize entrusted to their charge by the merchants ot l.a b-uayra for most of whom they also act in the character of shipping agents. Hy these charter-parties the hrokers, I am informed, frequently realize very considerable profits. Owners of British vessels chartered, in England lor the conveyance of homeward cargoes from this port,, have even been known rather to prefer coming out in ballast than to accept the. terms offered by these brokers for the carriage of outward cargoes, the remuneration being so inadequate to the service. _ Whilst this class of owners of vessels chartered by brokers continues to-be so dl requited, they are reduced to the necessity of paying the lowest rate of wages to their masters, mates, and seamen, and to provision their ships' on the most economical terms, with but shght regard to the comforts of the crews or to the qualifications of the masters and mates to whom the care of so much valuable property and so many lives are intrusted, impHcitly confiding in the known hberaUty of insurers to be covered fi-om all the risks they may incur, of losing their property through the insufficiency of their officers and crews. Since the transport of merchandize from Liverpool to this port has > thus been engrossed by shipbrokers, it has become a notorious; fact, not only asserted by foreign consignees, but by the principal British merchants at La.Guayra, that goods shipped on board of British vessels more frequently arrive in a damaged state than those conveyed by the vessels- of: any other nation trading with this port. In support of this assertion, Mr. * * * of the firm of * * * merchants of La Guayra, informs me that during the many years he has carried on business here, he has never yet, to the best of his recollection, received a single damaged bale of goods by a German vessel, whereas he has seldom received a consignment by an English vessel entirely free from damage ; and that during the short period of less than twelve months in which he has acted as agent for the underwriters at Lloyd's, claims have been made for the recovery of insurance on account of damage sustained by some portion of the cargo of nearly every English vessel that has arrived at this port, M. * * *, partner of the German firm of* * *, principal consignees of British and foreign vessels arriving at La Guayra from Europe, attributes the lesser amount of damage suffered by merchandize shipped on board of German and other vessels of European nations, as. compared with those shipped on board of British vessels, to the greater care bestowed by the masters of such foreign vessels in the stowage and unloading of cargo, and to their superior education as seamen, rather than to the superior construction; of such vessels; and he has moreover assured me, that for this reason only he was directed some time since by a foreign house in Hamburgh, never in future to ship produce from this country on board of an English vessel, if a vessel of any other nation could be procured for the same freight, the rate of which, was limited. I have seldom discovered in the log-books of English vessels, which I have frequently had occasion to examine for the purpose of extending protests, that a satisfactory cause has been shown as respects the state of the weather durmg the voyage,, to account for the damaged state in which their cargoes had been delivered supposing the vessels to have been in a proper, state of repau-., and the hatches well secured at the time of their departure, and the goods to^have been received on board in good order and condition, the latter- fact being occasionallv denied by the masters as an excuse for then- . damaged state, but for which, by their signature to the bills of lading,; they, as a matter of course, have rendered themselves responsible,- in case they are unable to prove to the satisfaction of the insurers, sufficient cause for sea damage. From the foregoing-, it may be fairly assumed that the too frequent recurrence of damagtof cargo on board of British vessels amving at this port Lnerally arises from the careless stowage^ of the cargo, the want of ^ufiicient dunnage, neglect to. batten down the hatches securely, the absence of proper care in discharging cargo, or from the bad navigation of the vessel, owing to the ignorance or negligence of masters, mates, and crews, rate than from any dechnein the general character of British shipping frequenting this port; for 420 VENEZUELA. were it otherwise, it might naturally be supposed that the rate of premium for insurance of cargo shipped in English vessels for La Guayra, would have been raised before now, whereas sufch has not been the case hitherto. The frequent complaints I have heard made by consignees of British vessels arriving at this port, as respects the general conduct and behaviour of British shipmasters, has convinced me that some further control over them while abroad, especially in a foreign port, is greatly to be desired for the security of those whose property is committed to their care, which, I regret to say, is too often endangered by their intemperate habits, their violation of the laws of foreign nations, their carelessness, ignorance, and obstinacy, and by their utter disregard of advice, oftentimes causing their consignees considerable trouble and annoyance : whilst on the other hand, the general deportment of the masters of foreign vessels, so far as I have an opportunity of judging, is marked with the greatest circumspection and propriety, denoting, by their manners and sound common sense, that they are selected from a higher and better-educated class of society than the masters of British vessels, more particularly with reference to the masters of the Mercantile Navies of Germany, France, Prussia, Sweden, Denmark, and of other European nations, by which laws have been enacted, making it compulsory for all persons taking the command of merchant-vessels, either as masters or mates, to undergo an examination by competent officers appointed for that purpose. Consignees of English vessels engaged under the circumstances already explained, will seldom take upon themselves the troublesome and oftentimes inviduous task of informing the owners, with whom they have no direct communication, of the misconduct of their servants, as by their doing so, no particular interest is to be benefitted ; nor do their consignors, the brokers, give themselves any concern in the matter, little attention being apparently paid to the complaints that are occasionally made to them on the part of the consignees ; and thus it is that the owners of vessels generally remain in utter ignorance of the conduct while abroad of the masters they employ, — and which, however impro- per, is in this manner allowed to pass away with impunity : but very different would be the fate of a master of a German merchant-vessel or of most other nations, against whom a complaint might happen to be made by the vessel's consignee ; for on his return, he would most unquestionably be discharged, were the complaint well substantiated, and he would with difficulty, as I am informed, obtain another engagement. It is generally remarked that the masters of British vessels have more trouble and disputes with their officers and crews than those of the merchant- vessels of any other nation ; which, from observation, I am inclined to beheve, more often proceeds from the master's iU-treatment and tyranny, than from the fault of the seamen ; though some allowance should be made for the master, on account of British sailors in the Merchant Service being perhaps more difficult to manage than the sailors of other nations. _ The slovenly manner in which the log-book is usually kept on board of British vessels, the illegibility of handwriting, the ignorance displayed in ortho- graphy, and the unsatisfactory and insufficient nature of the entries made therein; also the trouble and even loss by confiscation, constantly occasioned to the con- signees and owners of vessels, arising from mistakes in the delivery of goods at La Guayra, manifested for other ports, and vice versd, not only prove the incapacity of mates in general to attend to these simple but important branches of their duty, but they more especiaUy betray their total unfitness in those respects to take upon themselves the care of a vessel, in case of the death, sickness, ov removal, from other causes, of the master. Ascribing, then, the principal defects in the present general system of the British Commercial Marine to the ignorance and incapacity of the masters and mates, and to the want of a proper degree of control over them when abroad the following remedies for those evils have occurred to me : 1 am persuaded no other more efficient measure for the purpose of over- coming those defects could be devised, than the rendering compulsory, after a certam period had elapsed, by -legislative enactment, the existing plan of volun- tary examination that may now be undergone by all persons offering themselves as masters or mates for the Merchant Service, by boards of examiners estabhshed under the authority of the Board of Trade at the principal ports in the United Kingdom ; the rules and regulations for which, issued by the Committee of the ¥ET?EZUELA. 421 Privy Council for Trade, appear to me most admirably adapted to meet every exigency, if strictly carried out ; but in order to prevent any evasion of this law, it should at the same time be enacted, that no owner of a British vessel should •engage any but a certificated master or mate in his service, and that the produc- tion of their certificates or diplomas of qualifications should be required by the collectors or comptrollers of customs, before a vessel should be allowed to clear out from a British port, to be returned to them on their departure. However excellent this system of voluntary examination may be in theory and intention, it has not hitherto, I believe, been found to work well in practice, few having as yet submitted themselves to the text : nor is it I fear likely to be otherwise, so long as that degree of protection afforded by the Navigation Laws continues to exist, or until marine insurers refuse to insure vessels unless navi- gated by certificated masters and mates ; but this is a measure which I do not think it very likely will be voluntarily adopted by them, as it is strongly opposed on the ground that any plan tending to increase the skill and knowledge of navigators would have the effect of lessening the profits of insurance by diminishing the risk at sea. Until such is the case, or some stronger inducement than the mere possession of a diploma is held out, few of the present school of masters and mates will be fotmd willing to submit to the ordeal, either from unfounded prejudice against the system, a want of sufficient ability, or the diffi- culty of obtaining the required testimonials of character. With a view more effectually to insure the subsequent good conduct of masters and mates, it would also be advisable to enact that no owner of a British vessel should be allowed to employ any master or mate unable to produce a certificate of good conduct from his former employer ; for however true it may once have been that the owners of vessels and of the goods shipped in them were the best judges of their own interests, the tendency which the facilities now afforded for insuring against risks at sea has had of rendering the owners of vessels less careful than formerly in the selection of competent masters and mates, shows that the time has at length arrived when the dictates of humanity call for the abrid^ent of a discretionary power, by the abuse of which the lives of seamen and passengers are too often sacrificed. To insure also a proper deportment on the part of masters and mates in British possessions and foreign countries it appears to me that this end might be in a measure accomphshed, were all British custom-house collectors, comptrollers. Consuls, or Vice-Consuls, authorized to demand, on the arrival of a British vessel at the port of their residence, the certificate of qualifications ; and also to indorse thereon the particulars of any complaint made against them, and well substantiated by evidence on the part of their consignees, their crews, or the local authorities; and finally, that they should be directed to transmit a copv of such indorsement to the Board of Trade or some officer of the Depart- ment of Commercial Marine, the estabUshment of which has been suggested m Mr Murray's letter to Viscount Canning of the 1st of January, 1844 and which appears to be most desirable for the promotion of British commercial and ^^'^^Howeierrequisite I may consider it for the safety of passengers and pro- oertv that masters of British vessels should be intrusted with greater power over the JcrewsThan existing laws grant to them, and that they should with this view be authorized by law to inflict some severer kind of pumshment :m certam cases than pecun^^^^^^ ^^ture of that punishment the mo^of itsanflic- ILn She preliminaries to be observed prior thereto, to be fully and clearly defined -by ^hich masters and officers might be restrained from striking the dennea, oy -^i"^ wpanon that offers m the heat of passion, and seamen with their fists °^^^^^y J^^^^j^ ,f ^^^^^^^ too often practised ; it would from the «^^«f ^fff^^^^l^^Srl^tXm^l^^^^^^^^ POwer, limited as it now is, rtiirSaTrofLtrarm^^^^ Britis^h Commercial Marine has ""'^^^ t^ Mter - wriSfthe Merchant Seamen's Act, 7 & tickets have been issued to aU British seamen y .^ f^^^. ^^ them has teen given to Her Ma^^ ^ ^^^^^^^^ ^^^ ,^^ ,l^^^^^_ though this system, It should be obse^ea,s Merchant Service and ence of many serviceable seamen having Deen losi tu t . forfeiture their countr^ by thek desertion from mere caprice, and the consequent torteiture O tX 422 VENEZUELA. of their tickets, thus excluding them for ever from again entering into the British Commercial or Royal Navy. This evil might in a measure he remedied, by allowing discontented seamen to exchange their services into other vessels, when a substitute for them could be provided at the same rate of wages for which they may have stipulated in their agreement with the master ; which would oftentimes be a boon, not only to the seamen, but to the master. The clause in this Act which requires that the quantity of food to be allowed daily to each of the crew should be specified in the articles of agreement, has removed a fruitful source of complaint on the part of seamen ; and the authority given to Her Majesty's Consuls and Vice-Consuls in foreign ports to examine into the quality of water and provisions upon a complaint being made by any three of crew, has been attended with a manifestly beneficial effect. Though it has occurred to me that the object of that authority might be more effectually carried out, were it made an offence, punishable by fine, for any master refusing to allow any one of his crew to go on shore for the purpose of laying a complaint respecting the bad quality of the provisions, &c., or any other matter, before Her Majesty's Consuls or Vice-Consuls in foreign ports. The forfeiture by seamen of theii' register-tickets, and the increased severity of penalties inflicted upon them in case of desertion and of temporary absence from duty without leave, are found to have a salutary tendency to check those offences by seamen. It has been stated to me by several masters, that register-tickets are trafficked in by seamen ; yet this statement appears to me to be utterly incom- patible with the value seamen generally seem to attach to the preservation Of their tickets. The custom now observed on board most British vessels, of not allowing the use of spirituous liquors to the crew, has removed a frequent cause of insub- ordination amongst them, and deserves in my opinion every encouragement, as also tending to the preservation of the health of seamen in the tropics. Other clauses of the new Act, directing the periodical distribution among the seamen, of lime and lemon juice, vinegar and sugar, and also that eveiy vessel should be provided with a medicine chest supplied with medicines according to a scale issued by the Admiralty, with a view to the promotion of the health of seamen, appear to have answered the purpose for which they were framed. The spirit of these humane regulations might be more fully carried out were it also enacted that berths of a proper dimension should, always be provided for the crews, which are too often encroached on by the cupidity of masters and owners for the accommodation of cargo, from their anxiety to earn a large amount of fi-eight, to the great detriment of the health and comfort of the seamen. The instructions given in the same Act to Her Majesty's Consuls, Vice- Consuls, &c., to indorse upon ships' articles of agreement any irregularity or non-compliance with the provisions of the Act, and to transmit a copy of such indorsement to the Registrar of Seamen, has induced shipmasters to be more careful in that respect than formerly. In order the more completely to accomplish the object of this instruction, erasures and amendments, with which some agreements are crowded, should not be permitted. La Guayra, June 30, 1847. (Signed) J. RIDDEL. 423 PERU. No. 178. Consul- General Barton to Mr. Bidwell. Sir, Lima, September 3, 1847. I BEG to acknowledge receipt of your letter of the 28th of May last, with its inclosures, requesting information in regard to institutions in this country answering to the Merchant Seamen's Fund in England; and I have now the honour to inform you that no such institutions exist in Peru. In reply to the second paragraph of your letter, requesting that I will furnish, in a distinct paper, such additional information relative to the general subject of the British Commercial Marine, as may be suggested by a perusal of Mr. Murray's letter of the 1st of January, 1844, I have also the honour to transmit herewith copy of a report furnished me by Mr. Vice-Consul Bunch, to whom I applied for information on this subjecti I have, &c. (Signed) JOHN BARTON. Inclosure in No. 178. Vice-Consul Bunch to Consul-General Barton. Sij.^ Callao, August 28, 1847. I HAVE the honour to acknowledge receipt of your despatch of the 12th instant, in which you are pleased to inclose me a cpy of a letter addressed by Mr. Murray, of the Foreign Office, to Viscount Canning, on the 1st of January, 1844, on the subject of the British Commercial Marine, and to request that I will furnish you with the results of such observations on this point as my position in this port may have enabled me to collect. In considering the'reply to the instruction which I have now the honour to submit to you, I must beg you to bear in mind that my connection with Her Majesty's Consular Service has scarcely been of sufficient duration to afford to my opinions the sanction of experience; they have been formed on my inter- course with the masters and crews of about 200 Enghsh vessels ; whilst of foreign vessels I have had no opportunity of judging. The first point which suggests itself to me is the utter ignorance, in nine cases out of ten, manifested by British shipmasters of even the simplest pro- visions of the Act 7 & 8 Vic. cap. 1 12, such, for instance, as the nature of the papers they are required to deposit with their Consul m a foreign port. I am induced to make this remark as a fair criterion of what their knowledge must be on other subjects, when they evince such negligence m ascertaining the responsibilities entailed upon them by this law, the foundation of their duties. Very few have come under my notice who can calcu ate the wages due to a seaman at the current rate of exchange of the port ; sti 1 fewer who can speak a word of Spanish, although many are what is called "regular traders, having perhaps made many voyages to this coast. As regards their habits of sobnety, 3 H 2 424 PERU. I am told that great improvement is observable of late years, but that there is room for more is evident from the number of masters with whom I have declined to transact business until they could coherently make their business known to me. From this inculpation, however, I am bound to except most of the com- manders of the " regular traders" from Liverpool. Of their nautical knowledge I cannot express an opinion ; but it is proverbial in this port that the vessels belonging to Mr. Brokelbank, of Liverpool, which are commanded, officered, and manned by persons educated in his employ, and specially trained for every grade, are those which make the shortest passages. 1 bear willing testimony that they are-the most orderly and well-disciplined of those frequenting Callao. Although, as already stated, I have had no intercourse with the masters of French or American vessels, they have been invariably represented to me by persons competent to form a correct judgment, as vastly superior to our own ; and I know that the nautical education they are forced to receive, guarantees such a conclusion. The French regulations require a service of two years on board a vessel of war before a quaUfication can be obtained as master of a merchant-ship. The Act 7 & 8 Vic. c. 11 2> while undoubtedly productive of considerable benefit to the shipping interest, and materially strengthening the authority of a ConsuJ, is. not, in my humble opinion, yet perfect. The punishments of which it authorizes the infliction on refractory members of the crew, are not proportioned' to the inj.uries they may^ entail upon the vessel by their refusal of duty, or mutinous conduct I do not mean this to apply to the penalty for desertion, which carniot be more stringent, but to a- temporary refesal of duty. For instance, and unfortunately the- case is very frequent in this port, a vessel arrives from England affeer a voyage of three months and a half, with five or six men off their work ; tirey have received an advance ctftw© mon-ths before sailing, therefore after one week, at the rate of six days for one, the offender has no wages due to him. He then becomes obstinate, and is sent to prison, where he gets very much in debt to the ship for the hire- of a substitute, gaol-fees^ &c., and when the vessel is again ready for sea, the master almost invariably requests my permission to discharge him, on the plea that it is useless to have a man on board who will not work, and that he would prefer to ship another hand, even at a great advance of wages. I think that this evil might be met by making a well-substantiated refusal of duty tantamount to a desertion, causing the offender to forfeit all his wages, and particularly his clothes.; for many men express their willingness to give up their wages, provided their chest and bed are dehvered to them. I would also beg to call your attention to the deficiency of the Act in ensurmg conviction to persons who have committed offences of too grave a nature to be sunimarily treated, and whom it is therefore necessary to send to Eng- land for trial. Two such cases have occurred within my own experience dniring the past year, the one, that of a second mate strikmg^ the chief mate of his vessel so dreadful a blow as to entail upon him many months' medical attend- ance; tne other, that of five men deserting^ with a boat, and causing the death of three of their shipmates who were drowned while pursuing them. In both these mstances the offenders were sent home by me, with depositions taken in my presence, with personal witnesses, and every formality required by the law • and m each case were they acquitted. I feel compelled to state, however, that 1 consTder this result to have been brought about rather by negligence in the administration of the law than by any defect in its provisions. The complaint is general on the part of shipmasters, that the new Mer^ chant beamens Act has taken much authority out of their hands, and rendered It more difficult than ever to control their crews. This assertion should, I think be received with much caution, but it does appear to me that many cases anse tor which no adequate punishment can now be inflicted. The horror which exists m the present day of anything in the shape of corporal chastise- ment would preclude Its introduction into our Mercantile Marine; but I cannot mit thmk that the supenor disciphne, and greater propriety of behaviour main- tamed on board French merchant- ships, may be traced to the knowledge possessed by the men, that this last resource may be called into operation ma°ster "" commander of a vessel of war upon the application of the My beUef is, that the crew of a British ship laugh at the punishment they PERU. 425 can be made to suffer; Tn this port, particularly where seamen's wages are much higher than in England, a man cares but little for a fortnight's imprisonment, as the keepers of the boarding-houses will keep him supplied with drink in the hopes of securing his advance whenever he may again embark, and as the ship is obliged to pay two reals, or one shilling sterling per day for his support, a sum sufficient to procure him an abundance of food. The above are the chief points that strike me as worthy of notice in a review of our Mercantile Marine, which, I fear, does not preserve the superiority it formerly enjoyed over that of other nations. T ri3.*vp Rt.p. (Signed) ' ROBT. BUNCH. 427 BRAZIL. No. 179. Acting Consul Westwood to Viscount Palmerston. My Lord, Rio de Janeiro, July 31, 1847. I HAVE the honour to acknowledge the receipt of the despatch dated May 28, 1847, inclosing copies of letters from the Board of Trade and Mr. Murray, and requiring information respecting institutions in foreign countries answering to the Merchant Seamen's Fund in England, and relative to the general subiect of the Commercial Marine. In answer thereto I beg to inform your Lordship that there is no institution in this country bearing any resemblance to the Merchant Seamen's Fund in England. With reference to the information relative to the general subject of the Commercial Marine the Inclosure No. 1 contains the remarks and observations I have ventured to make, after a careful perusal of Mr. Murray's letter dated January 1, 1844. I have, &c. (Signed) JNO. J. C. WESTWOOD. Inclosure in No. 179. Remarks and observations on the Commercial Marine. FROM long experience in this Consulate, in a port much frequented by British and foreign vessels, I beg to submit the conclusions I have arrived at respecting British and foreign shipping. 1. That the character of British shipping has declined, and that the character of foreign shipping has improved. 1st. There can be no doubt, that if the character of British shipping has not actually declined, it certainly has not improved of late years, while it is certain that the Commercial Marines of most foreign Powers have improved, which is clearly shown by the preference given by the merchants here to foreign vessels, particularly those under the flags of Denmark, Sweden, and Hamburgh, and indeed such is at times the objection to ship in British bottoms, that merchants in Europe often desire their correspondents in this place not to ship produce in English vessels ; and it is not unusual, when a shipbroker receives instructions from a merchant to charter a vessel, that British is excepted. The cause of such preference to foreign vessels is, that they generally deliver their cargoes more expeditiously and in better order than British vessels, which may be ascribed to the following reasons: . ,. The build of the inferior class of British vessels frequentmg this port is «nrh as to enable them to carry cargoes much above their registered tonnage, heincdeep, narrow, flat-floored, and, consequently, when laden, become m heavy weather laboursome, and strain very much, so thatEnghsh vessels (although as Sas regards materials, workmanship, and fastenings, are eminently superior to ^y othirs) still deliver their cargoes in worse condition than foreigners, whose 428 BRA^L. build being shallower aud broader, with more rising floors, are less immersed, strain less, and from their rising floors any water they may make, up to a certain point, is more within reach of the pumps than in British vessels. The object of building British vessels in this manner has no doubt been to save dues generally levied in England, not on the cargo, but on the vessel's measurement. 2. That there is not sufficient control over British shipmasters, either at home or abroad, while -forragn T'^ssels are subject to considerable controul. 2nd. Although, since the passing of the Act 7 & 8 Vic, cap. 112, masters and seamen are kept in more check, still the want of sufficient control over both classes is apparent to everyone resident in this place who may be in any way connected with shipping ; and the want of proper discipline on board British vessels is one of the reasons why foreign shipmasters, who hold their crews under more positive control, are enabled to carry on the duty on board their ships with more dispatch, and store their cargoes with more care, than English masters. It is no uncommon occurrence for even a whole crew of a British vessel to strike work, and come on shore during the discharge of a cargo : this is no doubt in some measure attributable to the present system of shipping seamen in England, it being customary for a vessel's crew to be shipped, uot by the master or owner, but 'by a shipping master, whose only interest is .to get men off his hands; the result of which is, that when a vessel gets to sea, it is often found that some of the crew are incapable of performing the duty for which they have engaged, or are insubordinate characters, thereby causing inconvenience to the vessel and dissatisfaction amongst the remainder of the crew, who have extra duty to perform in consequence ; the practice. followed of giving seamen one and two months' advance before leaving England, also tends to destroy discipline, as on the arrival of a vessel in a foreign port it generally happens that the crew, instead of having wages due to them, are in debt, which renders them negligent in their duties, as they have nothing to lose, or they become discontented, desert, or annoy the master. Another great cause of the want of proper disciphne is the facility with which seamen obtain spirits, occasioned generally by the carelessness of the master. It is true that disturbances seldom take place on board vessels that are commanded by respectable and well-conducted men ; and it is therefore to be presumed that the absence of discipline is in most cases the fault of the masters and officers. 3. Tliat there is no system of regular education for the Merchant Sea Service of Great Britain, but that in foreign countries this matter is -imidi attended to. 3rd. It is much to be regretted that there is no system of regular education for the sea service, and the present system of rearing apprentices is very defective and requires alteration; the treatment of apprentices in the generality of British vessels is, instead of teaching them seamanship or otherwise usefully instructing them, to make them perform all the menial services on board, which often obliges lads of respectabUity (who, if properly trained up, would be well fitted for the higher grades of the sea service) either to assist the cook, or to wait upon Dhterate masters and mates, by whom they are frequentlv harshlv aad even brutally, treated. ^ 4. That the sort of education which a British subject receives when training for the higher grades of the Merchant Sea Service does not suffice to q^lify him to represent, with advantage to the merchant by whom he may be employed, that merchant's interests; and that he often neglects tkofie interests when the merchant may never become aware of the fact. 4th. I conceive that the greatest disadvantage under which the -British l^ommercial Manne labours is the inferiority of British to foreign shipmasters ; tne carelessness and want of proper attention in stowing and dunnaging cargo evincea by the former bemg a subject of general complaint, while the care and auention caid to the interests of parties intrusting theh- property to the latter is BRAZIL. 429 The difference of education between the British and foreign shipmasters is a well-known fact, the generality of persons in charge of English vessels being so iUiterate, that they are hardly able to write an intelligible letter to their employers when required^ and very few have the slightest general knowledge likely to be of use to the owners, heyond being able to navigate their vessels from port to port, and even that often but very imperfectly; while the foreign masters are persons in all respects more fitted for their occupation, are more respectable, frequently speaking one or two languages besides their own, and from being acquainted with mercantile customs, are well adapted to represent their owners ; and it is a common occurrence in this port, for the masters of Swedish, Danish, and Hamburgh vessels to have letters of credit intrusted to them, with powers to purchase produce, or otherwise act as they may judge best for the interests of their employers; a proceeding of rare occurrence with Enghsh masters. The superior education of the foreign shipmaster gives him a moral influ- ence over his crew seldom possessed by British masters, in addition to which influence the laws of most foreign States grant much more power to shipmasters than is allowed by Great Britain to master mariners. Another cause of universal complaint is the insobriety which pervades the British Mercantile Marine, and this vice is the source of most of the disturb- ances that take place on board English vessels in foreign ports, often occasioning serious delays, and adding to vessels' expenses, from which foreigners are in a measure exempt. There can be no doubt that one of the principal reasons why we have not generally better-educated men in our Commercial Marine is consequent upon the inadequate remuneration given; few men of respectable family or acquirements will undertake the charge of a vessel, and the responsi- bility of attending to the owner's interest in a foreign port, for the pay now given, which is about 120Z. It is true that the pay of foreign masters is perhaps not more, but they are generally allowed a per centage on the freight, have an interest in passage money, or receive some other allowance or remuneration in reference to the good or bad delivery of cargo. 5. That a merchant has no means of ascertaining with any degree of accuracy the character and capability of shipmasters or of seamen, and depends for the safety of his property upon his insurances. 5th. Great mischief arises to British shipping from the fact that shipowners have no certain means of ascertaining the character and qualifications of the masters entrusted with their vessels, and that although while in the presence of their employers, they conduct themselves steadily and properly, when they get to sea or arrive in foreign ports, many of them give way to intemperance, are careless, dilatory, and entirely neglect their owner's interests; and as the ship's agent or consignee generally happens to be acting for the charterers and not for the owners or if even acting for the owners, he does not feel himself called upon to act or even take steps to acquaint them of the master's conduct, who con- tinues in command of his vessel, because the shipowners are entirely ignorant of his behaviour when away from ■ England, and because no law exists for the removal, in foreign ports, of masters who may.be found mcompetent either from gross ignorance or intemperate habits, to continue to have charge of vessels and lives. 6 That by doing so the merchant assists in injuring the general character of theVerchant Sea Service, and that it is scarcely to be expected, that if a merchant can protect without difficulty his individual interests, he wil taS much thought and trouble about the pubhc interest and general fitb^°°T conceive that great benefits might arise, and great inducement be 6th. 1 conceive tn^i gi competent and better-educated men as given to shipowners to f^f^^^^^J"^^^^, qualifications of the masters as masters, were vessels insured according to tne q j) ^tment of Com- well as to the class f ^^^Jf ^^^^^.f 2dd h^^^^^^ to examine masters mercial Marine be ^^^abl^^^^d^ jhi^^^^^^^^ relative merits of the parties, and grant ^^^ifical^s or d^^plomas accor^^^^^^^ .^ ^^^ compelled) insurance companies mignt tuen ue ici^uim to adopt a scale, thus: — 430 BRAZIL. Supposing the insurance on a voyage to be 1 per cent, against total loss the scale might be divided as follows :— L 1st rate diplomas . . • Tffths 2nd 3rd Masters with 1st rate diplomas -„ 4th 5th Averaging all round Si 16 1 per cent. By this means the shipowner could afford to give additional remuneration to masters mth first and second-rate diplomas, without any actual loss to him- self or to the underwriters, and in this manner a superior class of shipmasters would be brought into the Merchant Service. ^;i Such a measure as this would be hailed by all (except the incompetent masters) as a boon, particularly by the skilful and experienced navigators ; and the merchants and insurance companies it is presumed would not oppose a plan by which their interests appear m no way prejudiced. Rio de Janeiro, July 31, 1847. _ _ (Signed) JNO. J. C. WESTWOOD. No. 180. Consul Porter to Viscount Palmerston. My Lord, Bahia, September 11, 1847. I HAVE the honour to acknowledge the receipt of Foreign Office des- patch of May 28, 1847, and inclosure, requesting me to furnish any information I may be able to collect respecting institutions in this country answering to the Merchant Seamen's Fund in England ; also to furnish m a distinct paper such additional information relative to the general subject of the Commercial Marine, as may be suggested to me by a perusal of the said inclosure. In answer thereto I beg leave to state to your Lordship that no institution exists in this province for the encouragement or relief of seamen. In cases of sickness, they are, like other destitute persons, admitted into the pubhc hospital, called the " Misericordia," towards the support of which they are obliged to pay the trifling sum of 80 reis, or about twopence, every time they sign articles for a voyage. The above-mentioned hospital has been endowed, and is also supported by public charity ; it admits all sick and destitute persons without distinction of nationality : foreign seamen are admitted, for which their vessels pay a tax of 640 reis for every person of their crew, which, at the present rate of exchange, is about eighteen pence sterling per man. For the cure of seamen belonging to the National Marine, hospitals are erected in the different arsenals at the expense of the State. Old seamen or invalids when discharged are left to shift for themselves, as there is at present no institution in this province to which they may take refuge. I have, &c. (Signed) EDWARD PORTER. No. 181. Consul Porter to Viscount Palmerston. My Lord, Bahia, September 11, 1847. WITH reference to the second paragraph of Foreign Office despatch dated May 28, 1847, requesting me to furnish, in a distinct paper, such additional information respecting the general subject of Commercial Marine as may be suggested to me by the perusal of Mr. Murray's letter of January 1, 1844, I beg to state, that frequent observation induces me to beUeve, that were the BRAZIL. 431 education of shipmasters and mates under the controul of some distinct board or department where they could be examined, and by which certificates could be granted as to their abilities and nautical knowledge ; also if a law were passed to prohibit British shipowners from engaging masters or mates, unless in possession of such certificate, it would tend to improve generally the character of our Commercial Marine. It is a fact, that in this port even British merchants prefer to ship the produce of the country in foreign vessels, in consequence of the greater care and attention given to the preservation of the cargo. The inattention of British shipmasters but too frequently proceeds from habits of inebriety, which lead to a want of discipline and frequent disturbances with the crew. A defective education may also be considered as the principal cause of this evil, which might perhaps be partly remedied were masters and mates obliged to produce certifi- cates of conduct on taking charge of a vessel. Much inconvenience is experienced in consequence of the frequent deser- tion of seamen at foreign ports, not only by masters of vessels, who sometimes cannot find substitutes, but also by British tunctionaries, to whom such deserters are generally delivered up by the authorities in a destitute and abandoned state, after the departure of their vessel, such functionary being thus compelled to take charge and send them home at the pubhc expense. Were an adequate punishment awarded such deserters on their return to Great Britain it would in all probability diminish their number. The certainty of being sent home with; out being compelled to work their passage, is looked upon as a pleasure by the idle and dissolute, and may in many cases be considered as the primary cause ■ of such desertion. I have, &c. (Signed) EDWARD PORTER. No. 182. Consul Cowper to Viscount Palmerston. My Lord, Pernambuco, August 23, 1847. I HAD tbe honour to receive your Lordship's despatch dated 28th May, together with its inclosure, relative to the estabhshment of a Commission to inquire into matters concerning the Commercial Marine, and instructing me to furnish such information respecting any institution answering the Merchant Seamen's Fund which may exist in this country. No sucb institution exists here, nor am I aware of any other supported either by the State or by individual charity, having for its objects the ameliora^ tion of the seaman's condition, the instruction of his children, or the providing a place of retirement for him in old age. ' BraziUan vessels are obliged to pay a small tonnage due upon entry mto this port to the Hospital de Caridade, for which, should any of her seamen fall ill they will receive medical attendance in that msiitution without further expense • a similar regulation exists at Rio de Janeiro, but it is, as here, purely provincial, and these hospitf^ls are not confined to seamen, all persons having the same privileges for a trifling annual subscription. I have, at yoiu- Lordship's suggestion, offered a few observations upon the general subject of the Commercial Marine in a separate paper which I take the liberty to inclose. ^ ^^ (Signed) H. AUGUSTUS COWPER. Inclosure in No. 182, Observations on the Commercial Marine. ALTHOUGH I am far from entertaining an opinion, which obtains widely in Grtat Britian, that the Merchant Service of the country is inferior to that of muriedtxjiiiia , imnnq^ible for me, who from my pubhc position am, many other nations, it is impossioie loi mc, „A\f+hr. rviimV,p.r= ..f i+a and have been for many years, so constantly m contact with the members ot. its 3 1'^ 432 BRAZIL. different branches — from the merchant and shipowner to the officers and seamen, — to be blind to its many defects ; I will therefore with submission offer your Lordship a few observations upon this subject. It will not be denied that the post of master of a merchant-ship is a most responsible and important office ; its responsibilities can scarcely be exaggerated : not only is the property but the lives of others for a time in the possessor's absolute control, they may each or both fall victims to his brutality or to his ignorance ; it is a position that few persons can ever be placed in on shore, and requires anywhere, but more particularly at sea, the existence of strong legal and moral checks. The first and most effective of the latter would be education ; its advan- tages are too obvious to require comment, and the interference of the State might be confined to its proof, namely, the capacity to pass an examination before a properly constituted Board. It is strange that almost all the merchants and the masters of ships vath whom I have spoken are opposed to this, and many of the latter, persons who could undovibtedly pass such an examination ; it has been termed, and I believe it is generally looked upon by them as a most improper interference of the State with the liberty of these particular classes ; the principle that a man may do what he likes with his own, appears to bHnd them to the fact that the cargo of a ship is all that personally concerns the merchant — the vessel the shipowner ; and both of these can be so effectively secured by insurance, that it is a matter of indifference, sometimes even of advantage, to them, if they be lost ; but the lives of the passengers and crews are pubhc property ; these have a right to demand of the State that it shall secure them competent persons to whom they may confide themselves, and surely this should be deemed a desirable object to the merchants and shipowners, whose range of choice would moreover be so httle contracted or controlled by it, that the very same body would exist as now, after an examination, with the sole exception of those whose intemperance or ignorance proved their unfitness for these commands. I would not adopt the French system of obliging every man to serve three years in the Royal Navy before he could become an officer in the Mercantile Marine ; I should look upon this as unjust and arbitrary ; but I do believe that if the State so far follows their otherwise admirable method, and obliges the masters and mates of merchant-ships to pass an examination, it should also raise their station in society by giving them a comparative rank with officers in the Royal Navy. In France masters rank with lieutenants ; with us they might also do so, that is with masters in the Navy. The distinction introduced by that nation in granting qualifications might also be advantageously adopted by us. The master's first examination qualifies him only as " capitaine de grande p6che,"his second as " capitaine de cabotage," and his third as "capitaine de long voyage ;" I am not quite clear as to the correctness of these terms, but it would be well I thought to call attention to the facts that a man might be well qualified to comrnand a fishing-smack, who could not take charge of a collier from London to Newcastle in one of their boisterous winter voyages ; and again the man who could accomplish this might find himself greatly perplexed in nayigatmg a ship to Calcutta. This would at once do away with the unpopu- larity of the measure with the masters themselves, and greatly lessen it with the merchants and shipowners; a superior class of men would enter as apprentices m the Merchant feervice ; lads of certain birth and education, who would natu- rally m due course fill the posts of officers, would have that aptitude for com- mand which I look upon as the greatest existing faihng in the officers of the Jsntish Merchant Service. If this were effected, more power might be permitted to these officers, who are so much restricted in this respect, that it is difficult for them to maintain disciplme on board their ships; with the present class of masters, no doubt, tney are entrusted with as much power as the majority ought to possess ; but hat power is undefined, the most pernicious of all systems? for a master now mtiicts what pumshment he pleases upon a man, in the hope, often blinded to consequences by passion, that he may, if brought to trial, justify its necessity. I ao not see why there should not be a penal code for the Merchant Service as well as tor the Navy, specific punishments for specific offences ; but, as I Detore observed, the class of officers must be bettered before they can be' thus confided m. •' It must be borne in mind that my experience has been ::::": ' ' BRAZIL. 433 entirely to the small class of vessels, of about 300 tons, which trade to Brazil ; and in my strictures upon their ofiBcers I do not include those trading in the large ships to the East Indies, &c., many of whom I have had the pleasure of meeting have been men of the highest education, some having taken honours at the universities, &c. ; but I believe that these are small exceptions to the general rule of the entire service. Again, I do not believe that the masters of foreign vessels are superior to ours ; nor do I believe that the character of the British Merchant Service has declined ; on the contrary, I believe it to have improved. I am convinced of this fact, that there exist individuals amongst the officers of the British Mer- chant Service who are unequalled in the extent of their acquirements by those of any other nation in the world. I therefore arrive at these conclusions, as respects the masters of merchant-ships, that these officers, although not inferior to those of other nations, are generally inefficient ; first, owing to the indiffer- ence of the shipowners in their choice — selecting from before the mast more on account of a man's physique than morale : the consequences of which are, ignorance, inaptitude to command, impossibility of inspiring respect ; in fact, with none of that prestige which should surround a commander, and which can only be acquired by those he commands feeling that he is their superior in fact as well as in name. The remedies which occur to me are, — Examination by competent tribunals into the qualifications of individuals to command ships ; first, fishing-vessels, then coasters, afterwards vessels engaged in foreign trade : elevation of the station of their officers, by giving them, not a positive rank in the Navy, but a comparative one: and a code of laws for the Merchant Service: the advantages of which would be a very superior class of officers, to whom increased power might be entrusted to ensure the discipline of their ships, and the perfect security with which passengers might embark on board all British vessels. With regard to the seamen, the late Merchant Seamen's Act has done so much to better their condition that no other suggestion occurs to me, further than the general one of education by the encouragement of ships' libraries, than that some arrangement should be adopted to prevent the interlineation of the log-book — a practice of constant occurrence, and which might be in a manner avoided by the numbering of the pages, with a certificate from some authority that the book was so numbered from 1 to consecutively ; and upon the termination of the voyage, a declaration by the captain before the same authority, that each {)age had been written upon the day specified, and that nothing had been Subsequently introduced : this would be a great additional security to the mariner, and one which he stands in much need of; charges are constantly now ^ being introduced into the log-book against him, which it requires a great deal of discernment to discover. A scale of provisions might also be enacted, and some specified time for labour, or the number of hours out of the twenty-four which should be considered a day's work ; of course on extraordinary occasions these Umits could not be attended to. I have only to add, in justice to the Merchant Service, and m reference to Mr Murray's observation on Mr. Chaffer's remarkable passage to and fi-om New Zealand, that two vessels regularly trading betwixt this port and Liverpool the "Columbus," Captain D. Green, and the " Swordfish,' Captain Richard Green not only make infinitely better passages then Her Majesty's packets, but most extraordinary ones in themselves; the former has on one occasion Dui "^of.'' Z''^" / . t,„pritv.one davs, several times in twenty-two, accomplished the ^^^f %!,^/^^7;^%S^ over thirty; the latter twenty-three, and ^wer^^f ^^^^^ ^^^^^^^^^^ last December, having Sft tLTort oJ-th?2lst ofth^^^^^ a full cargo for Liverpool, at wLh porshe Sscharged it, took in another for this place and amved here on ^'^ 'itlS:7ihe Brazilian Merchant f e-i- P^ - Brazilian subject can command a merchant-ship , but the mates are bouna do so before the Academy at Rio de Janeiro. Pernambuco, August 23, 1847. ^ AUGUSTUS COWPER. ^34 BRAZIL. No. 183. Consul Ryan to Viscount Palmcrston. My Lord, ^**'^' Septemher 21, 1847. I HAVE the honour to own receipt of a despatch addressed to me by John Bidwell, Esquh-e, under date of 28th May ultimo, in compUance with your Lordship's commands, transmitting inclosed two prmted copies of letters regarding the Commercial Marine: the first from the office of the Committee of Privy Council for Trade, the second from James Murray, Esquire, and both addressed to Her Majesty's Under Secretary of State for Foreign Affau-s. I have the honour, my Lord, to transmit, in a separate inclosed paper, the information 1 can give as regards the relief aiForded to British and other foreign seamen at this port by the local authorities ; and, in continuance, to submit my humble views to your Lordship and the Commission on Commercial Marine about to be named by the Crown. I have, &c. (Signed) RICHARD RYAN. Inclosure in No. 183. Suggestions relating to the Commercial Marine. 1st. THE only regulation at this port of Para for the benefit of' foreign seamen, is free admission in this hospital to sick seamen, masters, and mates, on the payment of a tax on all foreign ships that enter the port, of 320 reis for every individual of the ship's crew (say 8^d.); and for which such sick seamen receive food and good medical attendance, and without limit of time to remain or other expense. 2nd. The Act 7 & 8 Vic, cap. 112, gives no power to Her Majesty's Consuls to inflict fine and imprisonment on mutinous or disobedient seamen ; and they are open to actions being taken against them in England by such refractory seamen for such imprisonment by Consuls in the necessary discharge of their duty to maintain order on board. Consuls should have full authority to impose fines, to be deducted from wages on the return of the ship to England ; as well as full powers to commit. They should also have power to reduce incompetent and refractory mates, sending them before the mast, on the proved complaints of masters. Apprentices. As regards this class, it might be well to limit the number in proportion to the ship's tonnage, and thus avoid an abuse existing in the Merchant Marine that appears detrimental to the service ; namely, some shipowners, on the score of economy, admit a large proportion of apprentices, reducing the number of able or ordinary seamen that should be on board in proportion to the surplus boys engaged. A ship of 274 tons lately arrived here had five apprentices in a crew (uicluding the master) of fourteen hands; another, of 207 tons, had four apprentices in a crew of twelve. Apprentices should know how to' read and write previous to engagements for sea; and masters should be bound to make them read and write daily, weather permitting, and should also be bound to produce their copies on return to a British port. Masters. Consuls should have control over masters of ships in everything regarding all their acts as agents in their disposal, in cases of averages of the ship's cargo. BRAZIL. 435 or stranding, or other accidents to their ships, when they were without autho- rized consignees at the port where said Consul resided, or within the Umits of his jurisdiction. The * * * lately stranded on the coast between this and Maranham, was sold, say the hull, with anchors, and cables, &c., for 21. 5s., by the master. Had he sent notice to the Consul, and waited an answer, a steamer would have been sent that might have saved the ship. Pard, September 21, 1847. (Signed) RICHARD RYAN. y%r" m^:^ 2' ■' • vi kfw- ^.K ^^ ^^^ ■:v\^-fe^ •^M;' ■ i j^ > ^^■", ■•>i:|; '""^ If., fr^v rjki 7v>^ t/ iikii£MSiii;