The New York herald., 1849-06-12

are eft the usual size of merchant vessels, so as
10 avoid suspicion. Many other changes which
carefully avoided, for fear Of their being con-
sirued into evidence against the vessel. The
average profits of successful voyages are about
200 per cent. That is, if a vessel fitted out at an
expense of $50, 900, returns with $50 slaves, (Which
weuld be considered good cargo,) she would
make 200 per cent. ON the voyage OF four months.
The value of the outfit for voyage OF four months
is thus estimated by the slave dealer.
Vessel (schooner of 20 tons) and outfit $io,ooo
Cargo asserted for African trade. 10000
Wages of crew. commissions, duties, de-
pots for slaves, clothing &c. 1000
Pay OF captain. fupercargo and factor on
fhore. '''''..'''...'' zee. s,oeo
Cr
Value Of vessel IN her return-say. $4,000
$50 slaNes at $50 each. ....... 100000
Profit. ...............".... $4,000
Ci course the profits Of one successful voyage at
very moderate estimate, will cover the total loss
Ct TWO or more vessels.
In the interior Of Africa, the price of slaves is
for bushel of salt. The price of slave varies
nearer the beach, from $50 10 $60-nevcr exceed
ing the latter sum. In the nelghborhood of the
grrr coast the slave is barered for the following
articles, viz
musket. ........ .s4 90
~ lbs tobacco; ............. ..."..2 0O
10 pves 2 basins mugs, 20 n. suta:: iron
bar. iron pot. .......................... 90
gallons brandy. .......................b 90
ss4 90
In the equipments of slavers, arms are shipped
only in limited quantities. Tor the protection of thu
vessel-generally nusket and cutass for each of
the crew, and a corresponding amount Of powder.
Some vaporng captains have called Tor cannon, as
part OF Their outfit, but more from bravado than
from serious intention OF contending with armed
and .la l.,,l
sometimes provided; but they are only used to
pulse armed boats in calm, which may be, and
in several instances, has been accomplished. An
English cruiser gave chase to Portuguese SLAYER;
il fell calm, and The cruiser got out her boats, in
which were embarked the greater portion of
her officers and crew, commanded by the
captain in person. On approaching the slayer,
it was discovered that she was more than
match for the English boat force, and that she
had made preparations tor an obstinate and vIgo-
rous defence. The English captain was duly
warned to deeist from his attempt he was In.
formed that upon every reasonable calculation an
assault must eventuate in the destruction of his
boats and men. He ialtered sufficiently long to
complete his recOnnolsance, and then resolved
upon desperate attack, more from the impulse of
professional pride and honor, than the hope of
capturing his antagonist. After severe strug-
gle he was repulsed, his boats cut to pieces, and
many of his men killed. At this juncture, breeze
spIang up, and the SLAYER, knowing that the cruz
ser must have parted with most of her men, re-
manned, before the boats could regain and de-
tend their vessel. The SLAYER would have
unquesuonably succeeded in this bold measure,
if his design had not been anticipated by the
master of merchant vessel in company, who ut
once threw part Of his crew on board the cruiser
made sail, and, in view OF long chase, compelled
the SLAYER to give up his PROJECT, likely to take
him out of his course and occupy too much time.
Many similar instances might be mentioned, In
which boat expeditions have been frustrated in
their attempts on savers, sometimes after severe
engagements. Several English captains have won
their promotion IN consequence OF the gallantry dis
played III successful contests with slavers. Expe-
iience must however, have convinced those who
tit out savers of the frultlessness OF attempting
match ihelrvessels to cruisers in force. The expedi
ens for deceIvlDg and eluding cruisers will change
lrom time to tlme but II is not likely that the prose-
cuon of the slave trade will resolve itself into
a question OF simple force. Ii was some years ago
reported, and currently believed, that there was
an armed vessel, under Spanish colors, command
ed by former officer OF the Royal Navy; but l
know OF nothing which has ever occurred to con-
finn the rumor.
Every claes of vessels has been employed in the
slave trade From the light clipper, which, with
her cargo once on board, could bid defiance to the
feetest ot the cruisers, 10 heavy and dull barks,
which escaped suspicion, and being considered
utterly untitled tor the slave trade, passed by the
cruiser unchased and unmolested To mention all
the devices TOR dlvcrlng suspicion, and eludlng
the chase, would be to exhaust the whole subject
Of maritime strategy. Zone of the most recent
and ingenious, is to tit out two vessels-one for the
tlaye traffic, and the other for the ordinary and In
noccnt mercantile trade OF the coast. They sail
in company and enter port together; and as soon
as the cargo of slaves has been shipped on board
the proper vessel, they put to If they chance
to fall IN with CRUISER the SLAYER, to divert susp
clon will heave to, or pursue her course under
easy sail and appear to invite search. The innO-
cent vessel, on the other hand, will crowd sail,
change her course, and apparently make every ex-
ertlon TO escape. The cruiser Is thus baffled She
cannot overhaul both. and she chooses the most
suspicious, which, when ovcraken after long
chuse, proves TO be the innocent vessel. In
the meantime, the SLAYER has pursued her steady
and escaped. When the trick is under
stood, the order OF proceeding is changed-the In
nocent vessel heaves to In the way OF the cruiser,
and the SLAYER spreads her sails, that the cruiser
in the exercise OF his dIscernment may, or may
not pltc il upon the right one.
The insurance upon slave vessels against cap
ture, well the risks OF the ocean, varies from
20 TO 30 per cent, according to the port TO which
they may be bound on the coast of Africa From
this an idea may be formed OF the proportionate
loss OF cargoes by capture or otherwise 1t Is not,
however, easy to find responsible insurance. which
cannot ut any rate be recovered by law On this
account slavers do not often insure their vessels
The crew Of SLAYER is generally arge-it is regu-
lated by the number OF slaves the vessel carries.
A schooner which can stow 400 negroes has from
rs TO 20 men all told Smaller vessels are, however,
better manned in proportion. The crew are
picked al random from the fondas (grog shops) of
Havana, and are generally indifferent saors and
bad men: No recommendation is demanded, and
no security is required for wages advanced 1t is
not unusual to find in crew of thirty men five
different nations. About half of the crew may be
reckoned as Spaniards. the rest are French,
Italians, Portuguese, Greeks, Scavonians, Maltese,
or Gibraltarians, occasionally an American, never
an Engiehman. These last would never agree
with the habits and usage of the Spaniards, and as
very few Americans or English speak the Spanish
language, they would not be as serviceabe az
9TH fha ebnrau <,l I'm A1nd
officers are generally Spaniards, seldom French
or Italian all hands receive large wages at least
three or four times as much as other vessels pay
These remarks with regard to the manning Of
vessels apply nsinly TO the trade with Havana and
Porto Rico under Spanish cslors. j. Ii.
II has been found profitable to at out vessels
Of larger capacity Many Of the above remarks apply
to the slave trade IL lt40 to 1874 Some Of
the veses which have been captured the bark Pons
for instance had nine hundred slaves board whose
IAln mil hn IL -