The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1906-01-02

increases the danger by rendering the
spars or ropes treacherous to the hand
and foot. Then, again, when the work
goes forward by night the binding
rays Of the searchlight to a man deli
cately balanced on icy ropes make it
extremely difficult to judge distances
and positions.
The most experienced sailor, no mat
ter how much at home he may feel in
the rigging in any weather, will often
balk at the work of the rigger. The
sailor is at least reasonably sure Of the
strength of his rigging if his ship be
seaworthy. Then, again, if a sailor
slips or falls the rolling Of his ship is
likely to throw him overheard into the
water, where his fail is partly broken.
1t is different with the rigger, who If
he falls must come down on the bare
boards. The ship rigger must, besides,
often work with the masts and spars
practically denuded Of their rigging
without the safety which full rugged
ship lends to an experienced sailor.
The wages Of the skilled ship rigger
may seem high in comparison with
those Of the ordinary sailor or even
ships officer. Considering the acct
dents which every rigger meets in his
daily life, the work is of course one
for which no amount of money can
really compensate. A first class rigger
commonly receives 81 for a days work.
For all extra time the rate is double.
Much of the work is of course done
under the usual pressure of time.
When an accident occurs to a mer-
chant ship, for example, which is due
perhaps with a perishable cargo at
some distant port, every hour econO-
mixed in making repairs counts against
serious loss. A great part Of the work
of rigging is therefore done at night,
the gangs of Triggers relieving one an
other continuously until the ship is
again ready for sea.
The ship rigger whose experience or
skill does not enable him to do the
most important work earns from SO
to $3.50 a day, with the same agree
ment for overtime. During the busy
season in the great seaport towns it
is not uncommon for the riggers to
work continuously for from fourteen
to sixteen hours a day. AS a result it
is not unusual for them to receive for
months at n time as much as $50 a
week.
In nearly all great seaport towns,
notably in New York city. the riggers
are strongly organized. Their union is
probably the oldest of its kind in the
world Not only have they played an
important part throughout the history
Of American shipping, but their guild
was an effective one in London when
the ships were rugged which sailed
against the Spanish armada. The laws
which govern the rlggers in America
today had their origin in this ancient
guild. A revolution has occurred mean
while in the shipping of the world by
the introduction of steam and the use
of iron and steel in shipbuilding, but
the dangers OF the ship rigger's life,
like the demand for his services. have
somehow remained unchanged. So yoC
may hear the Triggers talk today much
the same as they did two centuries
sinee-Of the benefit societies which
support them when they lie injured, or
the premiums of the lodges which bury
them and care for their families when
they are killed.
A curious thing about the accidents
to riggers, as any one on the water
front of our seaports who knows will
tell you, is that the most dangerous &C
cidents spectacularly are seldom very
serious. Any old salt or idler who
haunts the docks will be found full OF
marvellous stories of such hairbreadth
escapes. In San Francisco a sailor re
Gently was dropped nearly hundred
feet by the parting of a rotten spar.