JANET MACDONALD
has written over thirty books, including a number on cookery. Her parallel interests in food and naval history led her to undertake a Masters degree, and the resulting research into the victualling of the Nelsonic navy formed the starting point for this book. She was recently a featured historian on BBC Radio 4’s Food at Sea programme.
FEEDING
NELSON’S
NAVY
________
The True Story of Food at Sea
in the Georgian Era
JANET MACDONALD
First published in Great Britain in 2004 by
Chatham Publishing, Lionel Leventhal Limited
This paperback edition published in 2014 by Frontline Books
an imprint of Pen & Sword Books Ltd,
47 Church Street, Barnsley, S. Yorkshire, S70 2AS
www.frontline-books.com
Copyright © Janet Macdonald 2004, 2006 & 2014
The right of Janet Macdonald to be identified as the author of this work has been asserted
by him in accordance with the Copyright, Designs and Patents Act 1988.
ISBN: 978-1-84832-747-4
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CONTENTS
Acknowledgements
Foreword
Introduction
1. Basic Rations
2. How It Got There – the Work of the Victualling Board
3. Administration On Board Ship
4. How the Men Ate
5. How the Officers Ate
6. What Other Navies Ate
7. Diet in Health and Sickness
Conclusions
Appendices
1. Weights and Measures
2. Official Substitutes for Species of Provisions
3. Calorific Values of Naval Foodstuffs
4. Vitamin Content of Naval Food
5. Bills of Exchange
6. Eat Like a Sailor – Recipes
Notes
Glossary
Bibliography
Index
ACKNOWLEDGEMENTS
________
This book represents the first stage of what I hope will be a very long journey – a journey which started with a food writer reading of some marvellous meals in a fictional series about a Napoleonic War naval captain and his friend, moved on to a general interest in the true history of what has come to be called ‘Nelson’s Navy’ and from there to the world of academia, archives, and serious historical research. Much of the fine detail for the book came from the research for my MA dissertation ‘Victualling the British Mediterranean Fleet, July 1803 – June 1804’ (hence the predominance of references to that fleet, but other logs and documents strongly suggest that these reflect the general situation).
Along my journey I have received help and encouragement from many people, to all of whom I will be eternally grateful:
At the Greenwich Maritime Institute, my tutor Professor Roger Knight, the director Professor Sarah Palmer, Doctor Roger Morriss, who taught me how to use the various archives, and my fellow students who shared information with me, but especially Charles Consolvo and David Elvin.
At the archives, Jennie Wraight and Iain MacKenzie of the Admiralty Library; Jane Wickenden at the Institute of Naval Medicine; Andrew Helm at the Nelson Museum, Monmouth; Matthew Sheldon, Head of Research Collections and Richard Noyce, Curator of Artifacts at the Royal Naval Museum Portsmouth; Lt-Cdr. Nowoskielski, C.O. of HMS Victory; the staff at the British Library, the Caird Library at the National Maritime Museum at Greenwich, the Public Record Office, and the library of the Wellcome Trust.
Elsewhere, Professor Richard Harding of the University of Westminster for suggestions on logistics literature, John Harland for advice on stowage, Roel Mulder for information on Dutch naval food, Brian Vale for information on South America, Spain and Portugal, Andrew McCoig who checked my calorie and vitamin calculations and Clive Gardner who helped with Richard Ford.
Dave Balderstone, Compuserve History forum; Bryn Hughes, General Manager of HMS Trincomalee; Tyrone Martin of USS Constitution; Mark Nesbitt, Royal Botanic Gardens, Kew; Michael & Jane Phillips; Mr E J Revell; Bill Sargeant; Lord de Saumarez; Roderick Stewart of the Unicorn Preservation Society; Tim Voelcker; and all my e-friends at the Searoom forum who have shared information and ideas with me on this and many other topics.
And last but by no means least, my husband Ken Maxwell-Jones: assistant researcher, editor, proofreader, coffee maker and recipe sampler.
FOREWORD
_____
THE FIRST THREE THINGS you encounter when you start to read about the Georgian navy are all horror stories: the work of the press gangs, flogging, and the appalling food. I have my doubts as to whether the first two are as bad as they are painted, and I find it impossible to believe in the third. A navy fed on rotten meat and weevilly biscuits? My experience of the British working man is that the men would not have tolerated this, nor, on such a diet, would they have been capable of the very hard physical work involved in sailing and fighting a ship, let alone doing it with the enthusiasm and success which they did.
So my basic disbelief set me off on the trail of research into exactly what Nelson’s navy did eat, how they ate it, where it came from and how it got to them. In the process I discovered the fascinating edifices of the Victualling Board and its sister organisations the Navy Board, the Sick and Hurt Board and the Transport Board, and their numerous employees in London and at naval establishments all over the world. The other side of the story, which is equally fascinating, is how the food was cooked and eaten, and the fact that sharing meals is not only a major social occasion but one which is important for maintaining the cohesion of any group of people.
Mealtimes also served a simpler purpose; that of refuelling the fleshy machines that kept the navy sailing. There is a simple progression: continuous hard work (and both sailing the ship and handling the guns are very hard work indeed) requires fit and healthy men; men will only stay fit and healthy if they are well fed. It is the naval version of Napoleon’s army marching on its stomach.
It is comparatively easy to feed a navy in peacetime, when numbers are low; it is also comparatively easy to feed a navy when it is operating in home waters and can return to port to replenish its stocks of food and drink. But when you are engaged in a major war, with over 1000 ships and 140,000 men (as was the case at the high point of the Napoleonic Wars in 1810) and when over half that force is operating in foreign waters, the logistics of keeping all those men fed would have been insurmountable without an efficient organisation to arrange things. Add to this the facts that for most of the period we are discussing, the only methods of preserving food were to dry it, salt it or pickle it, and the only practical bulk packaging materials were wooden casks and cloth bags, and you begin to see why the Admiralty elected to feed the navy on foodstuffs that owed more to durability than to what we would now think of as a balanced diet: salt meat, dried pease, oatmeal, hard tack and a little
butter and cheese, with beer, wine or watered spirits to wash it down.
Once you know what they ate, questions come to you: was there no fresh meat, no vegetables or fruit? What about fish, or poultry? How was the food cooked and who cooked it? Where did it come from and how did it get from there onto the ships? Did the officers eat at the same time as the men? How many men ate at a time, and what about the men on urgent watch duties such as lookout or steering? Is it true about weevils and rats? Fortunately history has left us plenty of information about most, if not all, of these things, in the form of official correspondence between the Admiralty and the subsidiary departments involved in getting food to the men in both health and sickness. There are also some private letters and memoirs which brings the story beyond the official. Alas, most of these private papers were written by officers, and they tended to report their own experiences rather than those of the men; they also took a great deal for granted, so there are many areas where we have no evidence for the fine details. However, we can make some informed guesses while we wait for the hoped-for lost journals to emerge from an attic and fill the gaps; speculations on such details have been indicated as such.
INTRODUCTION
_____
SO, HOW DO YOU FEED thousands of men when they are afloat in ships which may not touch land for months at a time, where cooking facilities are very basic, where there are no refrigeration systems and where food can be preserved only by salting, pickling or drying?
The answer, of course, is that you base the rations on foodstuffs which will tolerate those preservation methods and remain edible for many months: salted meat, salted or dried fish, dried pease or beans and items made from cereal grains. This is not just a nautical solution; until canning became generally accepted and affordable in the middle of the nineteenth century it was the principal solution to preserving food through the winter in northern lands, when plants stopped growing and when farming methods could not support large herds of livestock through the cold months. So at sea, they ate throughout the year what landsmen ate during the winter. By long tradition, the seaman’s diet was based on salt meat, dried pease and hard-baked biscuit; on 31 December 1677, Samuel Pepys drew up a victualling contract which set the ration for each man at one pound of biscuit and one gallon of beer each day, with a weekly ration of eight pounds of beef, or four pounds of beef and two of bacon or pork with two pints of pease. The meat was served on Sunday, Monday, Tuesday and Thursday; on the other three days they had fish (either fresh cod, or wind-dried or salt cod or hake) with two ounces of butter and four ounces of Suffolk cheese (or two-thirds that amount of Cheddar).1
By 1733, when the British Admiralty published its first formal set of Regulations and Instructions relating to His Majesty’s Service at Sea2 (hereafter ‘the Regulations’), the fish had disappeared to be replaced by oatmeal and sugar and the ration entitlement had evolved into the table below:
Table of ‘…daily Proportion of Provisions [to be] allowed to every Man serving in His Majesty’s Ships’3
This basic ration had not changed when Nelson joined the Royal Navy in 1770, did not change throughout his lifetime, and continued, more or less unchanged, until after 1847 when the Admiralty finally accepted the new technology of canning.4 This is not to say that these listed items were the only things issued to the navy; for occasions when the basic items were not available, or when the men deemed the quality unacceptable and refused them, there were official substitutes (see Appendix 2). It should be noted, however, that the officially-listed substitutes were the only ones for which the Admiralty, through the Victualling Board, would pay. Woe betide the captain or purser who bought anything else without a written order from the commander-in-chief, unless stuck in a place where the official items were not available at all.
This standard ration gives an average daily intake of almost 5000 calories. (This figure is usually given as 4500, but having traced this oft-quoted figure back to its origin, it transpires that the calculation is seriously flawed in several respects. For details of a more accurate calculation, see Appendix 3.) Such an average daily calorie intake seems excessive by modern standards, when an active man is thought to need between 2500 and 3000 calories a day; even the crews of modern sailing ships, doing more or less the same work, need no more than 3200 calories daily, but modern crews do not have to haul three-ton guns around and they do not have to expend calories on keeping warm. Georgian sailors did not have reliably waterproof clothing or warm, dry sleeping quarters; for the below-decks men other than those in the sickbay, there was rarely any source of heat other than the galley fire, which was normally extinguished after dinner was served at midday. In really bad weather it was too dangerous to light that fire at all and they did not even have the comfort of a hot meal or drink.
It is interesting to compare this ration with that of contemporary soldiers: they had slightly more meat (one pound per day rather than six pounds per week), another pint of pease, only one-third of the amount of oatmeal, and either butter or cheese, not both. They received the same daily pound of bread or biscuit, or flour in lieu (which conjures up a picture of boy scouts cooking flour and water ‘dampers’ moulded round a stick over a camp fire). Alcohol seems to have been issued as and when it was available; in the West Indies and North America during the American War of Independence, what had started as an issue of rum as a reward for hard duties became a normal ration of one-third of a pint per day, justified as being necessary to purify the water.5 In Wellingtons Peninsula campaign, wine was drunk when available. Beer, unless found in towns en route, was not a practical drink for armies on the move; it would not tolerate long-distance land transportation over bad roads and armies rarely had the transport facilities to spare for bulky liquids. Unfortunately they also rarely had adequate transport facilities for the official food ration and in many campaigns the troops went short of food unless they could forage it along the way. This is one advantage of being a sailor: you may stand a risk of drowning but you do carry your provisions with you on the ship rather than having them trail far behind on an ox-cart or pack mule.
We should also consider the diet of the land-bound civilian worker in Georgian England. This is rather poorly documented, but social historians have tended to believe it was somewhat restricted, stating that ‘the unskilled labourer in the towns and the agricultural labourer in the country lived chiefly on bread, cheese, small beer, with meat, perhaps, once a week’.6 This statement should, however, be taken with some scepticism; such labourers, like seamen, expended a lot of physical effort in their work and needed calories to do it. Their intake may have been restricted in variety, but it could not have been skimpy. Nor does the fact that they earned low wages and lacked cooking facilities at home mean they did not eat meat. Meat comes in many cheaper forms than slabs of skeletal muscle: sausages made of blood and oatmeal (black pudding) or tripe and chitterlings (white pudding), cows’ heels or pigs’ feet, haslet or brawn, can all be eaten cold and are just as nutritious as a slice off the joint.
Before we look at the naval foodstuffs in detail, it is worth emphasising that what we are discussing here is the official diet of the Royal Navy, not that of merchant seamen. There is often some confusion among lay people about the status of what has come to be known as ‘the merchant navy’; this term gives the impression that there is a separate merchant service run by some government organisation akin to the Admiralty, but this is not the case. No such organisation exists or has ever existed, which means that there was nothing to ensure that merchant seamen were properly fed or watered until 1844 when legislation on victuals began, firstly relating to drinking water, then to the provision of antiscorbutics, then, in 1867, making recommendations (not legal requirements) on the quality and quantity of food. But even then, without trade unions to help, there was little a merchant seaman could do, short of the impracticable method of taking the owners to court. Their employers were, for the most part, small shipowners operating on small budgets; some of these owners, or t
he masters they employed, chose to save money by skimping on the seamen’s food. It was not universally bad: some seamen ate very well – one merchant master wrote to his owners about a seaman who was proving expensive to feed because he would eat several pounds of meat at a sitting, which implies that the meat was always there on the table to be eaten.7 On the other hand there are many reports of small portions, the best cuts of meat going to the master and mates, casks full of rubbish and so on. It was probably the merchant service which produced most of the stories of bad food. Many of the others came from very long early voyages, such as that reported by Antonio Pigafetta who sailed round the world with Magellan in 1520, or from the fertile imaginations of novelists such as Smollett, which were then repeated by naïve writers such as John Masefield, who was in his early twenties when he wrote Sea Life in Nelson’s Time. Many of the stories he repeats in this book smack of an ancient mariner getting more and more outrageous as the grog went down, and of course they nicely reinforced the late Victorian sense of superiority over their forebears.
Such stories may make good blood-curdling reading, but they are not a true representation of the facts. As we shall see later, by the mid-1790s, the Admiralty, through the Victualling Board, had systems in place to ensure that the food provided for naval seamen was both good and plentiful, and that it was issued with scrupulous fairness.
It is at this point that the Spithead Mutiny of 1797 is often advanced as evidence that the food was not good and plentiful. This idea comes from one of the subsidiary requests from the mutineers ‘that our provisions be raised to the weight of sixteen ounces to the pound and of a better quality [and] there be a sufficient quantity of vegetables…’. Some writers suggest that the provisions were a major cause of the mutiny but this is not so; they were an additional thought on the lines of ‘while we’re about it, let’s get all our other grievances sorted out’.8 The real cause of the mutiny was the inadequacies of naval pay. This had not been increased since 1653 despite inflation and steady increases in the rates of pay for merchant seamen, and to further inflame the sailors’ sense of injustice, the army had been given a pay rise. The mutineers’ timing was immaculate: a high percentage of the Channel Fleet was at Spithead and joined the mutiny, this being at a time when fear of invasion from France was high. The mutiny continued for several weeks, after which the government was ready to accede to almost any demands to get the fleet back to sea; they increased the pay by some 23 per cent and instructed the pursers to issue the full amount of victuals. But as far as victuals were concerned, the only difference that can be directly attributed to the mutiny was the quantity issued. The Physician of the Fleet, Dr Thomas Trotter, had been campaigning for a general issue of vegetables for some time before the mutiny and they were already being sent out to the squadrons blockading Brest; indeed, they had also been provided for the fleets blockading Brest and Quiberon Bay between 1757 and 1762. As far as the quality was concerned, Charles Middleton (later Lord Barham), Comptroller of the Navy Board, had been working on improving the quality of victuals since 1781. He proposed that quality should be monitored by retaining random samples for inspection after twelve months. This not only put the onus on the contractors to provide good quality, but also freed those contractors of potential blame for deterioration due to poor storage or other problems caused after they had made their deliveries.9
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