Page 14 - Captain William Strike of Porthleven

The smelting companies in South Wales employed agents locally in many Cornish
ports for the purpose of organising ore shipments to South Wales. Cornish ore was
sold in Cornwall through an auction process known as ‘ticketing’ where purchasers
met and, having inspected parcels of ore, would write their offers for each parcel on
slips of paper known as ‘tickets’. These bids were read out by the chairman – the
agent for the principal mining companies – as a result of which the highest bidder
was confirmed as the purchaser. Such was the level of concern for valuable ore
cargoes that it was not unusual to find that an agent would accompany cargoes up
channel to South Wales. One example was seen in Chapter 1 where the agent
demonstrated considerable devotion to duty in organising the collection of ore from
the ‘William and Ann’ following her stranding.

The function of a mine agent in a port such as Porthleven was often complicated by
the need to juggle ore shipments by reference to reported stocks already in situ at
the smelters in South Wales. In Chapter 1 it was demonstrated how in one case,
again concerning the ‘William and Ann’, the voyage between a Cornish port and the
South Wales smelter was usually unpredictable as a result of varying weather
conditions. Consequently, most agents were anxious that winter time conditions did
not hamper unduly the maintenance of ore stocks at the smelters. This matter of
coordination was also evident in the Cornish ports from which the ore was shipped.
Masters of the coasting brigs and schooners which serviced the smelting industry
were often frustrated when loading was interrupted when insufficient ore was present
at the quayside. No doubt this frustration was shared on occasion by the mine
agents. For the master – and owners – the critical question was whether freight rates
were economic.

Freight rates and perils of the sea

Although the masters of the coasting vessels had the power to negotiate freight
rates, the reality in Porthleven and other Cornish ports was that the smelting
companies had the economic influence to impose freight rates which were often
painfully low. One variable might work in favour of the vessels’ owners and that was
weather. When the grim realities of winter weather threatened it was perhaps not
surprising to find that the supply of vessels reduced, as a result of which masters
could negotiate rather higher freights for ore shipments.

All of this will have been observed no doubt by a young William Strike who was
probably literate from an early age. Such literacy, as well as a hard-headed ability to
deal with commercial negotiation, were important pre-requisites for anyone who
intended to progress as a merchant mariner. Indeed, someone like William Strike
who progressed from employment in coast-wise trade to deep sea trade would have
noticed the much more generous freight rates available for cargoes arriving in the
United Kingdom from overseas.

Five years after starting as a boy seaman on the ‘William and Ann’ freight rates were
seriously depressed in 1837 whereupon it was suggested that the Welsh trade might
founder. However, the market responded and rates showed a modest improvement.
Nevertheless ship owners were easily tempted to lay-up their vessels in the winter
months unless rates made it worth their while to keep them at sea. The risks
associated with winter passages must also have weighed in the minds of owners.
Many of the vessels employed in the Welsh trade were small and often elderly and
therefore prone to structural failure given the deadweight of ore cargoes. It is difficult
to judge whether

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