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Le 14 juin 2017, 06:48 dans Humeurs 0

Like many other of the later-day East Indiamen, she was eventually taken off the route to India and ran to Australia with emigrants. With her quarter-galleries, her far-reaching head, her great, many-windowed stern, she would seem a curious kind of ship among twentieth-century craft. But she held her own even with the new steel clippers, and made the round voyage from Melbourne to London and back in five months and twenty days, including the time taken up in handling the two cargoes, finally being sold into the hands of the Norwegians, like many another fine British ship both before and since her time. The last act of her eventful life came when she crashed into a mountainous iceberg and smashed herself to pieces. It was a sad end to a ship that had begun so gloriously.
There was a fixed rate of passage-money, and it was thought necessary to forbid the captains to charge passengers any sum above that specified for their rank. These were the respective rates, including the passage and accommodation at the captain’s table.

General officers in the Company’s service were charged for the passage from England £250, colonels or Gentlemen of Council £200, while lieutenant-colonels, majors, senior merchants, junior merchants and factors had to pay £150. Captains were charged £125. Writers in the Company’s service paid £110, subalterns the same, assistant-surgeons and cadets £95. If any of the two last mentioned proceeded to India in the third mate’s mess, the latter was not to demand more than £55 for the passenger’s accommodation. The money was paid direct to the paymaster of seamen’s wages at his pay office in London, who handed these respective sums over to the commander or third mate. In the case of military officers who were in his Majesty’s service and not in the East India Company’s army, the charges were slightly different. Thus general officers were charged £235, colonels £185, lieutenant-colonels and majors £135, captains and249 surgeons £110, subalterns and assistant-surgeons £95, for the voyage out.

For the homeward voyage the commanders of these East Indiamen were allowed to charge 2500 rupees from Bombay for lieutenant-colonels or majors, 2000 rupees for captains, and 1500 rupees for subalterns when returning to Europe, either on sick certificate or military duty, whether in his Majesty’s or the Company’s service. Regular East Indiamen were bound, if asked, to receive on board at least two of the above officers, and in this case the larboard third part of the captain’s great cabin, with the passage to the quarter-gallery, was to be apportioned off for their accommodation. In the case of an extra ship one such officer was bound to be carried if the commander were requested, and he was to be accommodated with a cabin on the starboard side, abaft the chief mate’s cabin, and abreast of the spirit-room. His cabin was to be not less than seven feet long and six feet wide. If the whole of one of his Majesty’s regiments were returning to England, the entire accommodation in the ship might be allotted as the Government in India deemed advisable, the sums for the officers being paid to the commander as just mentioned. Factors and writers homeward bound from Bombay were charged 2000 and 1500 rupees respectively.

Under no circumstance was a commander allowed to receive any gratuity above these sums, and to give effect to this he had to enter into a bond for £1000 before being sworn in. Similarly the third mate was equally forbidden to exact more than the sums mentioned under his category.

Some idea of the victuals which were carried on250 board a 1200-ton East Indiaman may be gathered from the following. Recollect that, of course, there was no such thing as preserved foods or refrigerating machinery in those days, but during these long voyages the passengers and crew were not pampered with the luxuries of a modern liner. The accommodation was lighted with candles and oil-lamps, the food was plain, the cooking very English. Beside the amounts which an Atlantic liner takes on board for her short voyage these figures seem insignificant: and there were none of those manifold articles for serving up the food in an appetising manner. For the strong, the healthy and vigorous, this plain, substantial living was all right: but for invalids, for delicate women, and for children naturally terrified of the sea and unable to settle down to life on board, the voyage was certainly not one long, delightful experience.

The meaning of this

Le 9 mai 2017, 06:30 dans Humeurs 0

As for Captain Saris, he had sailed to Japan in98 order to establish a factory. Notwithstanding the opposition of the Dutch, who were as jealous of his arrival in the Far East as the Portuguese had been in India, the Emperor received him favourably and the seeds were sown for future trade with England which, to change the metaphor, were to prepare the way for the adoption of Western ideas by the Japanese during the nineteenth and the twentieth centuries. Strictly speaking, Japan and China have nothing to do with India. But historically, so far as our present subject is concerned, they are to an extent bound together. Not merely did these first captains of the English East India Company sail thither, but, as the reader will see further on in this volume, a great deal of trade was done with those parts by the Company’s servants: and at least one interesting engagement took place on sea near by, in which the Company’s merchant ships distinguished themselves.

Notwithstanding the sad loss of the costly Trade’s Increase, Middleton’s voyage had yielded to the Company a profit of 121 per cent. Captain Saris’s voyage had done even better still, earning 218 per cent.; but, as we have shown, this was not all earned by legitimate trade.

The journal of Captain Nicholas Downton of the homeward voyage of the Peppercorn (which you will remember had been built at the Deptford yard and went out in company with the Trade’s Increase) shows the kind of hardships which our sailors had to endure whilst earning such handsome profits for their owners. With thankful hearts this craft started back from Bantam, though it was to be no pleasant voyage. On getting under way Downton saluted the admiral by way of farewell. “I gave him 599 shot,” he writes, “having no more pieces out nor ports uncaulked”—that is to say, he had prepared his ship for sea, having run inboard most of his guns and caulked up the ports. The ship had previously had her sheathing attended to, and all the stores were aboard. The meat was kept in casks, while the bread and corn were kept in a “tight room” in order to avoid the ravages of the cacara—“a most devouring worm,” as Downton quaintly calls it, “with which this ship doth abound to our great disturbance.” The drinking-water to the extent of twenty-six tons had also been brought aboard, where it was kept in casks. But as these were decayed, weak, rotten and leaky the crew were bound to suffer before they reached home. He did his best to make her what he calls “a pridie ship”—that is, a trim ship—but though this was her first homeward voyage she leaked like a basket through the trenail holes in the stern, owing to the negligence of the wicked Deptford carpenters, who had scamped their work. The result was that there were soon twenty inches of water “on our lower orlop.” Certainly the Company’s yard had not earned much real credit for the way they had designed and built the Peppercorn and the Trade’s Increase cruise hong kong .

And so this leaky, crank, badly built ship came fighting her way along over the trackless ocean, a continuous source of anxiety to her commander. Troubles often enough come not singly, and the Peppercorn was another unlucky ship. By sheer carelessness she and all hands barely escaped ending all things by fire at sea. “At noon,” says Downton, “our ship came afire by the cook his negligence, o’erguzzled with drink, digged a hole through the100 brick back of the furnace and gave the fire passage to the ship’s side, which led to much trouble besides spoil to our ship.” The punctuation of this sentence needs no modification to show the short, sharp impressions jotted down by a choleric captain. The name of this “o’erguzzled” cook was Richard Hancock, and no doubt he had so undermined his health with drink, or had been so severely punished by his commander that he could not long survive, for he died shortly after one day at noon and was buried at sea.

But he was not the only careless member of the ship’s company reenex facial . At least one of the watch-keeping officers was just as bad in his own sphere. “The 27th at 2 after noon we were suddenly taken short with a gust from the SE, which by neglect of the principal of the watch not setting in time, not only put us to much present trouble but also split us two topsails at once, and blew a third clean away.” The following month on the eleventh the Peppercorn was at midnight overwhelmed by heavy squalls which “split our main bonnet and fore course, whereby we were forced to lie a try with mainsail, the sea very violent, we mending our sail.”

The meaning of this may not be quite apparent to those unfamiliar with the ships of those days. The “bonnet” was an additional piece of canvas laced on to the foot of these square-sails. It had been long in use by the ships of the Vikings and the English craft of the Middle Ages, and continued to be used during the Tudor period and the seventeenth century. Even in the twentieth century it is not quite obsolete, and is still used on the Norfolk wherries and on some of the North Sea fishing101 vessels. It was such a canvas as certainly ought to have been taken in quickly if the Peppercorn was likely to be struck by a heavy squall, being essentially a fine-weather addition. And whenever it was unlaced the equivalent was obtained of putting a reef in the sail hotel jobs in hong kong . To “lie a try” was a well-known expression used by the Elizabethan seamen and their successors: it meant simply what we mean to-day when we speak of heaving-to. The ship would just forge ahead very slowly under her mainsail only, being under command but making good weather of the violent sea of which Downton speaks, and allowing most of the hands to get busy with the sails, which had to be sent down and repaired.

There is no time for

Le 24 avril 2017, 09:06 dans Humeurs 0

It was hard work, indeed, to buffet those waves, and to avoid being cast against the rocks which abounded. How I did it, and came out scathless bicelle b5 gel , I cannot tell. I know I managed to get near enough to the stern of the boat to grasp the rudder chains and pull myself aboard.

Slowly, for I was weary, I got over the rail, and found myself on the sloping deck, that every now and again was washed by the waves. Before the mast Sir George was lashing the planks he had torn up into the form of a rude raft.

Greeting,” I said to him.

He started, as a man might, who hears a voice from the grave.

Then I went a little way farther until I stood before Lucille.

Edward! Oh, my God! Edward!” she screamed, and then she fell in a senseless heap at the foot of the mast.

I sprang toward her bicelle b5 gel , as did Sir George, dropping the planks. We were at her side together.

Curse you!” he cried. Have you come back from death to take her from me again?”

Even from death,” I said. Even from death, my lord. I come, not to claim her, but to kill you. For she was mine by every right of heaven and earth, and you took her from me.”

I loved her first,” he almost shouted the words. And 212she is mine now by the rights of man; that of possession. Make the most of that, you witch-traitor.”

You shall answer for your words later,” I said.

So we stood thus, perchance while a man might have counted a score slowly. Around us was the waste of waters. Under our feet the quivering Eagle, that was like to go to pieces every second. Between us, as pale as death, was Lucille, the cause of both of us being there. Perhaps she was dead, and our bitter words were spoken in vain.

The seas were calm for a little time while thus we stood, or we must have all been washed into the waves.

Then I saw the hand of Sir George steal to his sword. I clapped mine to my side only to meet with nothing. He smiled.

A wave lifted the Eagle, and after it had passed the craft settled down more deeply in the water. We both started.

There is no time for you and I to settle our hate and quarrel now,” I remarked. We will need all our strength if we would save her.&rdquo bioderma matricium ;

Yes, yes,” he assented eagerly.

So together we labored, he and I; as deadly enemies as ever two men could be, striving in harmony to save the life of a woman, who, hitherto, had brought us both little more than hate. And yet we loved her, both of us. I, perforce, because I could do no less.

213First we placed her where the waves could reach her as little as possible, for she was still as one dead. I passed a rope around the mast, and fastened one end about Lucille’s waist. And my hands trembled strangely as I touched her cold hand.

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