The first step in catching a whale was throwing at least two sharp harpoons into its back, to ensure that the whaleboat was securely fastened to its prey. Harpoon shafts were made of soft wrought iron, so that they would bend and not break off when twisted, which risked losing the wounded whale.
A line at the bottom of the harpoon’s wooden handle attached it to the whaleboat. Once in the whale’s flesh, the sharp toggle tip swiveled sideways, making it harder for the tip of the weapon to pull out. Whales normally dove deep after the first prick, to try and escape the sharp jab from the surface of the ocean. This harpoon shaft was twisted by a descending whale.
While the African American blacksmith and former slave Lewis Temple did not invent the harpoon toggle, his invention made it better. The first barb at the tip of the toggle iron was designed to penetrate the whale’s flesh. The second barb also went straight in. A small wooden peg holding the lower barb in place would then break when the whale pulled away, allowing the barbed head to swivel away from the shaft. The new T-shape of the barb prevented the dart from pulling out of its wound.
It was a harpooner’s responsibility to keep his tools sharp and well lubricated, to ensure that the toggle swiveled freely. Sometimes the men fashioned covers for the heads of their harpoons to keep them clean and dry until needed for use.
One of these irons, or gigs, is shown in the closed position for entering the whale’s flesh; the other is toggled open to show how much harder it was to pull out.
Bliss’s Patent American Taffrail Log–which was introduced around 1871 and which received a medal at the Centennial Exhibition of 1876–was based on the inventions of Captain Truman Hotchkiss, a sea captain living in Stratford, Connecticut. This example incorporates two features designed by John and George H. Bliss in the late 1870s. One is a register with three dials that read tenths of a mile, ten miles, and 100 miles. The other is a rotator designed to prevent sea-weed accumulation. It was probably made before 1884 when the Bliss brothers obtained another patent for a further improved rotator.
Ref: T. Hotchkiss, "Nautical Log," U.S. patent #45,042.
T. Hotchkiss, "Screw Propeller," U.S. patent #63,520.
J. & G. H. Bliss, "Ships’ Logs," U.S. patent #178,261.
J. & G. H. Bliss, "Rotators for Ships’ Logs," U.S. patent #208,061.
Fishermen working trawl lines in the 19th century often suffered cuts and rope burns on their hands. They typically wore mittens or gloves to protect themselves when hauling the long lines aboard and removing the fish. These sturdy but soft rings, called nippers, are knitted of woolen yarn and stuffed with more wool. They would have fit around a fisherman’s palms, protecting his hands while his fingers remained free for tasks requiring dexterity.
These nippers were probably made in Gloucester, Mass., for use by local fishermen working on offshore schooners. The shallow, fertile banks stretching from Georges Bank east of Nantucket to the Grand Bank off Newfoundland, Canada, were prime fishing areas for Gloucestermen. Cod, haddock, and halibut were the principal species caught by fishermen working aboard schooners in these waters in the late 19th century.
These nippers were among the fishermen’s clothing, tools, and apparatus featured by the United States in the 1883 International Fisheries Exhibition in London.
This galvanized metal foghorn was a standard piece of equipment on 19th-century fishing dories. It was used to convey the dory’s location during winter snowstorms and heavy fog. In such conditions, a member of the crew aboard the schooner would pump a larger foghorn continuously to make sure the dorymen were aware of the schooner’s location.
Dories were small, open boats equipped with a sail and oars. Stacks of them were carried aboard large fishing schooners. Once a schooner reached the offshore fishing grounds, the dories were set in the water and manned by pairs of crewmen. These fishermen set their trawls—long lines with baited hooks—and then hauled them in, removing the fish into the dory. Once their dory was filled, the fishermen rowed or sailed back to the schooner to offload the catch and rebait the hooks, if needed.
The prospect of getting separated from the schooner in bad weather and thick fog was a constant worry among fishermen on Georges and the Grand Banks. In addition to a dory compass, a water bottle, and hardtack, the foghorn was an essential part of a doryman’s survival kit.
Gloucester fishermen working on the North Atlantic were exposed to harsh weather conditions. Waves and freezing rain splashed over the decks and into the dories while the men worked. For some measure of protection, fishermen in the 19th century wore oiled clothes, the precursors to today’s waterproof foul weather gear.
This hat, referred to as a “Cape Ann sou’wester” because of its wide use in the fisheries around Cape Ann, Mass., is made of soft oiled canvas and lined with flannel. It has an elongated brim in the back to keep water from running down the wearer’s neck and inside his clothing. Ear flaps for warmth are also part of the hat’s design.
A catalog from the 1883 International Fisheries Exhibition in London claimed that with the sou’wester, “no class of seamen were so comfortably clothed as the New England fishermen.” At the time of the exhibition’s opening, sou’westers cost about $6.50 per dozen.
This Cape Ann sou’wester was displayed at the London exhibition, courtesy of its manufacturer, A. J. Tower of Boston, Mass. It was part of a display of the latest gear used and worn by American fishermen.
After a whale was captured and killed, its carcass was towed by the whaleboat to the side of the mother ship for processing. Cutting up the whale was done by crewmen standing on a wooden plank, or cutting stage, rigged out over the side of the ship so that they could stand directly over the body. Crewmen used this canvas “monkey belt” to secure themselves while they stripped the whale of its blubber. It was dangerous and slippery work. If a sailor slid into the water he risked drowning or being attacked by sharks looking for an easy meal.
After a whale’s blubber was melted down into oil in the try-pots, a few solids, like skin and gristle, remained floating on the surface of the oil. These were removed with a skimmer. The tool’s long handle helped keep the crew from being burned or splashed with hot oil. The leftover oily pieces of flesh, or “fritters,” were then tossed under the pots and recycled into fuel to keep the fires burning.
This odd tool was used to scrape the flesh off the bones from a freshly caught whale. It was the last step in processing the whale’s body before the bone was partially dried on deck and then stowed below in the cargo hold. Once the ship was back in port, the bone was placed on end in large yards to dry further.
The bone and baleen—rows of bony strips in a whale’s upper jaw that filter food from seawater—from a whaling voyage could yield as much as $50,000, or even greater profits than the oil itself. Baleen served a wide variety of purposes from buggy whips to umbrella ribs to women’s corset stays.