The Mirror of the Sea




Contents:


I.       Landfalls and Departures
IV.      Emblems of Hope
VII.     The Fine Art
X.       Cobwebs and Gossamer
XIII.    The Weight of the Burden
XVI.     Overdue and Missing
XX.      The Grip of the Land
XXII.    The Character of the Foe
XXV.     Rules of East and West
XXX.     The Faithful River
XXXIII.  In Captivity
XXXV.    Initiation
XXXVII.  The Nursery of the Craft
XL.      The Tremolino
XLVI.    The Heroic Age



CHAPTER I.



"And shippes by the brinke comen and gon,
And in swich forme endure a day or two."
THE FRANKELEYN'S TALE.


Landfall and Departure mark the rhythmical swing of a seaman's life
and of a ship's career.  From land to land is the most concise
definition of a ship's earthly fate.

A "Departure" is not what a vain people of landsmen may think.  The
term "Landfall" is more easily understood; you fall in with the
land, and it is a matter of a quick eye and of a clear atmosphere.
The Departure is not the ship's going away from her port any more
than the Landfall can be looked upon as the synonym of arrival.
But there is this difference in the Departure:  that the term does
not imply so much a sea event as a definite act entailing a process
- the precise observation of certain landmarks by means of the
compass card.

Your Landfall, be it a peculiarly-shaped mountain, a rocky
headland, or a stretch of sand-dunes, you meet at first with a
single glance.  Further recognition will follow in due course; but
essentially a Landfall, good or bad, is made and done with at the
first cry of "Land ho!"  The Departure is distinctly a ceremony of
navigation.  A ship may have left her port some time before; she
may have been at sea, in the fullest sense of the phrase, for days;
but, for all that, as long as the coast she was about to leave
remained in sight, a southern-going ship of yesterday had not in
the sailor's sense begun the enterprise of a passage.

The taking of Departure, if not the last sight of the land, is,
perhaps, the last professional recognition of the land on the part
of a sailor.  It is the technical, as distinguished from the
sentimental, "good-bye."  Henceforth he has done with the coast
astern of his ship.  It is a matter personal to the man.  It is not
the ship that takes her departure; the seaman takes his Departure
by means of cross-bearings which fix the place of the first tiny
pencil-cross on the white expanse of the track-chart, where the
ship's position at noon shall be marked by just such another tiny
pencil cross for every day of her passage.  And there may be sixty,
eighty, any number of these crosses on the ship's track from land
to land.  The greatest number in my experience was a hundred and
thirty of such crosses from the pilot station at the Sand Heads in
the Bay of Bengal to the Scilly's light.  A bad passage. . .

A Departure, the last professional sight of land, is always good,
or at least good enough.  For, even if the weather be thick, it
does not matter much to a ship having all the open sea before her
bows.  A Landfall may be good or bad.  You encompass the earth with
one particular spot of it in your eye.  In all the devious tracings
the course of a sailing-ship leaves upon the white paper of a chart
she is always aiming for that one little spot - maybe a small
island in the ocean, a single headland upon the long coast of a
continent, a lighthouse on a bluff, or simply the peaked form of a
mountain like an ant-heap afloat upon the waters.  But if you have
sighted it on the expected bearing, then that Landfall is good.
Fogs, snowstorms, gales thick with clouds and rain - those are the
enemies of good Landfalls.



II.



Some commanders of ships take their Departure from the home coast
sadly, in a spirit of grief and discontent.  They have a wife,
children perhaps, some affection at any rate, or perhaps only some
pet vice, that must be left behind for a year or more.  I remember
only one man who walked his deck with a springy step, and gave the
first course of the passage in an elated voice.  But he, as I
learned afterwards, was leaving nothing behind him, except a welter
of debts and threats of legal proceedings.

On the other hand, I have known many captains who, directly their
ship had left the narrow waters of the Channel, would disappear
from the sight of their ship's company altogether for some three
days or more.  They would take a long dive, as it were, into their
state-room, only to emerge a few days afterwards with a more or
less serene brow.  Those were the men easy to get on with.
Besides, such a complete retirement seemed to imply a satisfactory
amount of trust in their officers, and to be trusted displeases no
seaman worthy of the name.

On my first voyage as chief mate with good Captain MacW- I remember
that I felt quite flattered, and went blithely about my duties,
myself a commander for all practical purposes.  Still, whatever the
greatness of my illusion, the fact remained that the real commander
was there, backing up my self-confidence, though invisible to my
eyes behind a maple-wood veneered cabin-door with a white china
handle.

That is the time, after your Departure is taken, when the spirit of
your commander communes with you in a muffled voice, as if from the
sanctum sanctorum of a temple; because, call her a temple or a
"hell afloat" - as some ships have been called - the captain's
state-room is surely the august place in every vessel.

The good MacW- would not even come out to his meals, and fed
solitarily in his holy of holies from a tray covered with a white
napkin.  Our steward used to bend an ironic glance at the perfectly
empty plates he was bringing out from there.  This grief for his
home, which overcomes so many married seamen, did not deprive
Captain MacW- of his legitimate appetite.  In fact, the steward
would almost invariably come up to me, sitting in the captain's
chair at the head of the table, to say in a grave murmur, "The
captain asks for one more slice of meat and two potatoes."  We, his
officers, could hear him moving about in his berth, or lightly
snoring, or fetching deep sighs, or splashing and blowing in his
bath-room; and we made our reports to him through the keyhole, as
it were.  It was the crowning achievement of his amiable character
that the answers we got were given in a quite mild and friendly
tone.  Some commanders in their periods of seclusion are constantly
grumpy, and seem to resent the mere sound of your voice as an
injury and an insult.

But a grumpy recluse cannot worry his subordinates:  whereas the
man in whom the sense of duty is strong (or, perhaps, only the
sense of self-importance), and who persists in airing on deck his
moroseness all day - and perhaps half the night - becomes a
grievous infliction.  He walks the poop darting gloomy glances, as
though he wished to poison the sea, and snaps your head off
savagely whenever you happen to blunder within earshot.  And these
vagaries are the harder to bear patiently, as becomes a man and an
officer, because no sailor is really good-tempered during the first
few days of a voyage.  There are regrets, memories, the instinctive
longing for the departed idleness, the instinctive hate of all
work.  Besides, things have a knack of going wrong at the start,
especially in the matter of irritating trifles.  And there is the
abiding thought of a whole year of more or less hard life before
one, because there was hardly a southern-going voyage in the
yesterday of the sea which meant anything less than a twelvemonth.
Yes; it needed a few days after the taking of your departure for a
ship's company to shake down into their places, and for the
soothing deep-water ship routine to establish its beneficent sway.

It is a great doctor for sore hearts and sore heads, too, your
ship's routine, which I have seen soothe - at least for a time -
the most turbulent of spirits.  There is health in it, and peace,
and satisfaction of the accomplished round; for each day of the
ship's life seems to close a circle within the wide ring of the sea
horizon.  It borrows a certain dignity of sameness from the
majestic monotony of the sea.  He who loves the sea loves also the
ship's routine.

Nowhere else than upon the sea do the days, weeks and months fall
away quicker into the past.  They seem to be left astern as easily
as the light air-bubbles in the swirls of the ship's wake, and
vanish into a great silence in which your ship moves on with a sort
of magical effect.  They pass away, the days, the weeks, the
months.  Nothing but a gale can disturb the orderly life of the
ship; and the spell of unshaken monotony that seems to have fallen
upon the very voices of her men is broken only by the near prospect
of a Landfall.

Then is the spirit of the ship's commander stirred strongly again.
But it is not moved to seek seclusion, and to remain, hidden and
inert, shut up in a small cabin with the solace of a good bodily
appetite.  When about to make the land, the spirit of the ship's
commander is tormented by an unconquerable restlessness.  It seems
unable to abide for many seconds together in the holy of holies of
the captain's state-room; it will out on deck and gaze ahead,
through straining eyes, as the appointed moment comes nearer.  It
is kept vigorously upon the stretch of excessive vigilance.
Meantime the body of the ship's commander is being enfeebled by
want of appetite; at least, such is my experience, though
"enfeebled" is perhaps not exactly the word.  I might say, rather,
that it is spiritualized by a disregard for food, sleep, and all
the ordinary comforts, such as they are, of sea life.  In one or
two cases I have known that detachment from the grosser needs of
existence remain regrettably incomplete in the matter of drink.

But these two cases were, properly speaking, pathological cases,
and the only two in all my sea experience.  In one of these two
instances of a craving for stimulants, developed from sheer
anxiety, I cannot assert that the man's seaman-like qualities were
impaired in the least.  It was a very anxious case, too, the land
being made suddenly, close-to, on a wrong bearing, in thick
weather, and during a fresh onshore gale.  Going below to speak to
him soon after, I was unlucky enough to catch my captain in the
very act of hasty cork-drawing.  The sight, I may say, gave me an
awful scare.  I was well aware of the morbidly sensitive nature of
the man.  Fortunately, I managed to draw back unseen, and, taking
care to stamp heavily with my sea-boots at the foot of the cabin
stairs, I made my second entry.  But for this unexpected glimpse,
no act of his during the next twenty-four hours could have given me
the slightest suspicion that all was not well with his nerve.



III.



Quite another case, and having nothing to do with drink, was that
of poor Captain B-.  He used to suffer from sick headaches, in his
young days, every time he was approaching a coast.  Well over fifty
years of age when I knew him, short, stout, dignified, perhaps a
little pompous, he was a man of a singularly well-informed mind,
the least sailor-like in outward aspect, but certainly one of the
best seamen whom it has been my good luck to serve under.  He was a
Plymouth man, I think, the son of a country doctor, and both his
elder boys were studying medicine.  He commanded a big London ship,
fairly well known in her day.  I thought no end of him, and that is
why I remember with a peculiar satisfaction the last words he spoke
to me on board his ship after an eighteen months' voyage.  It was
in the dock in Dundee, where we had brought a full cargo of jute
from Calcutta.  We had been paid off that morning, and I had come
on board to take my sea-chest away and to say good-bye.  In his
slightly lofty but courteous way he inquired what were my plans.  I
replied that I intended leaving for London by the afternoon train,
and thought of going up for examination to get my master's
certificate.  I had just enough service for that.  He commended me
for not wasting my time, with such an evident interest in my case
that I was quite surprised; then, rising from his chair, he said:

"Have you a ship in view after you have passed?"

I answered that I had nothing whatever in view.

He shook hands with me, and pronounced the memorable words:

"If you happen to be in want of employment, remember that as long
as I have a ship you have a ship, too."

In the way of compliment there is nothing to beat this from a
ship's captain to his second mate at the end of a voyage, when the
work is over and the subordinate is done with.  And there is a
pathos in that memory, for the poor fellow never went to sea again
after all.  He was already ailing when we passed St. Helena; was
laid up for a time when we were off the Western Islands, but got
out of bed to make his Landfall.  He managed to keep up on deck as
far as the Downs, where, giving his orders in an exhausted voice,
he anchored for a few hours to send a wire to his wife and take
aboard a North Sea pilot to help him sail the ship up the east
coast.  He had not felt equal to the task by himself, for it is the
sort of thing that keeps a deep-water man on his feet pretty well
night and day.

When we arrived in Dundee, Mrs. B- was already there, waiting to
take him home.  We travelled up to London by the same train; but by
the time I had managed to get through with my examination the ship
had sailed on her next voyage without him, and, instead of joining
her again, I went by request to see my old commander in his home.
This is the only one of my captains I have ever visited in that
way.  He was out of bed by then, "quite convalescent," as he
declared, making a few tottering steps to meet me at the sitting-
room door.  Evidently he was reluctant to take his final cross-
bearings of this earth for a Departure on the only voyage to an
unknown destination a sailor ever undertakes.  And it was all very
nice - the large, sunny room; his deep, easy-chair in a bow window,
with pillows and a footstool; the quiet, watchful care of the
elderly, gentle woman who had borne him five children, and had not,
perhaps, lived with him more than five full years out of the thirty
or so of their married life.  There was also another woman there in
a plain black dress, quite gray-haired, sitting very erect on her
chair with some sewing, from which she snatched side-glances in his
direction, and uttering not a single word during all the time of my
call.  Even when, in due course, I carried over to her a cup of
tea, she only nodded at me silently, with the faintest ghost of a
smile on her tight-set lips.  I imagine she must have been a maiden
sister of Mrs. B- come to help nurse her brother-in-law.  His
youngest boy, a late-comer, a great cricketer it seemed, twelve
years old or thereabouts, chattered enthusiastically of the
exploits of W. G. Grace.  And I remember his eldest son, too, a
newly-fledged doctor, who took me out to smoke in the garden, and,
shaking his head with professional gravity, but with genuine
concern, muttered:  "Yes, but he doesn't get back his appetite.  I
don't like that - I don't like that at all."  The last sight of
Captain B- I had was as he nodded his head to me out of the bow
window when I turned round to close the front gate.

It was a distinct and complete impression, something that I don't
know whether to call a Landfall or a Departure.  Certainly he had
gazed at times very fixedly before him with the Landfall's vigilant
look, this sea-captain seated incongruously in a deep-backed chair.
He had not then talked to me of employment, of ships, of being
ready to take another command; but he had discoursed of his early
days, in the abundant but thin flow of a wilful invalid's talk.
The women looked worried, but sat still, and I learned more of him
in that interview than in the whole eighteen months we had sailed
together.  It appeared he had "served his time" in the copper-ore
trade, the famous copper-ore trade of old days between Swansea and
the Chilian coast, coal out and ore in, deep-loaded both ways, as
if in wanton defiance of the great Cape Horn seas - a work, this,
for staunch ships, and a great school of staunchness for West-
Country seamen.  A whole fleet of copper-bottomed barques, as
strong in rib and planking, as well-found in gear, as ever was sent
upon the seas, manned by hardy crews and commanded by young
masters, was engaged in that now long defunct trade.  "That was the
school I was trained in," he said to me almost boastfully, lying
back amongst his pillows with a rug over his legs.  And it was in
that trade that he obtained his first command at a very early age.
It was then that he mentioned to me how, as a young commander, he
was always ill for a few days before making land after a long
passage.  But this sort of sickness used to pass off with the first
sight of a familiar landmark.  Afterwards, he added, as he grew
older, all that nervousness wore off completely; and I observed his
weary eyes gaze steadily ahead, as if there had been nothing
between him and the straight line of sea and sky, where whatever a
seaman is looking for is first bound to appear.  But I have also
seen his eyes rest fondly upon the faces in the room, upon the
pictures on the wall, upon all the familiar objects of that home,
whose abiding and clear image must have flashed often on his memory
in times of stress and anxiety at sea.  Was he looking out for a
strange Landfall, or taking with an untroubled mind the bearings
for his last Departure?

It is hard to say; for in that voyage from which no man returns
Landfall and Departure are instantaneous, merging together into one
moment of supreme and final attention.  Certainly I do not remember
observing any sign of faltering in the set expression of his wasted
face, no hint of the nervous anxiety of a young commander about to
make land on an uncharted shore.  He had had too much experience of
Departures and Landfalls!  And had he not "served his time" in the
famous copper-ore trade out of the Bristol Channel, the work of the
staunchest ships afloat, and the school of staunch seamen?



IV.



Before an anchor can ever be raised, it must be let go; and this
perfectly obvious truism brings me at once to the subject of the
degradation of the sea language in the daily press of this country.

Your journalist, whether he takes charge of a ship or a fleet,
almost invariably "casts" his anchor.  Now, an anchor is never
cast, and to take a liberty with technical language is a crime
against the clearness, precision, and beauty of perfected speech.

An anchor is a forged piece of iron, admirably adapted to its end,
and technical language is an instrument wrought into perfection by
ages of experience, a flawless thing for its purpose.  An anchor of
yesterday (because nowadays there are contrivances like mushrooms
and things like claws, of no particular expression or shape - just
hooks) - an anchor of yesterday is in its way a most efficient
instrument.  To its perfection its size bears witness, for there is
no other appliance so small for the great work it has to do.  Look
at the anchors hanging from the cat-heads of a big ship!  How tiny
they are in proportion to the great size of the hull!  Were they
made of gold they would look like trinkets, like ornamental toys,
no bigger in proportion than a jewelled drop in a woman's ear.  And
yet upon them will depend, more than once, the very life of the
ship.

An anchor is forged and fashioned for faithfulness; give it ground
that it can bite, and it will hold till the cable parts, and then,
whatever may afterwards befall its ship, that anchor is "lost."
The honest, rough piece of iron, so simple in appearance, has more
parts than the human body has limbs:  the ring, the stock, the
crown, the flukes, the palms, the shank.  All this, according to
the journalist, is "cast" when a ship arriving at an anchorage is
brought up.

This insistence in using the odious word arises from the fact that
a particularly benighted landsman must imagine the act of anchoring
as a process of throwing something overboard, whereas the anchor
ready for its work is already overboard, and is not thrown over,
but simply allowed to fall.  It hangs from the ship's side at the
end of a heavy, projecting timber called the cat-head, in the bight
of a short, thick chain whose end link is suddenly released by a
blow from a top-maul or the pull of a lever when the order is
given.  And the order is not "Heave over!" as the paragraphist
seems to imagine, but "Let go!"

As a matter of fact, nothing is ever cast in that sense on board
ship but the lead, of which a cast is taken to search the depth of
water on which she floats.  A lashed boat, a spare spar, a cask or
what not secured about the decks, is "cast adrift" when it is
untied.  Also the ship herself is "cast to port or starboard" when
getting under way.  She, however, never "casts" her anchor.

To speak with severe technicality, a ship or a fleet is "brought
up" - the complementary words unpronounced and unwritten being, of
course, "to an anchor."  Less technically, but not less correctly,
the word "anchored," with its characteristic appearance and
resolute sound, ought to be good enough for the newspapers of the
greatest maritime country in the world.  "The fleet anchored at
Spithead":  can anyone want a better sentence for brevity and
seamanlike ring?  But the "cast-anchor" trick, with its affectation
of being a sea-phrase - for why not write just as well "threw
anchor," "flung anchor," or 'shied anchor"? - is intolerably odious
to a sailor's ear.  I remember a coasting pilot of my early
acquaintance (he used to read the papers assiduously) who, to
define the utmost degree of lubberliness in a landsman, used to
say, "He's one of them poor, miserable 'cast-anchor' devils."



V.



From first to last the seaman's thoughts are very much concerned
with his anchors.  It is not so much that the anchor is a symbol of
hope as that it is the heaviest object that he has to handle on
board his ship at sea in the usual routine of his duties.  The
beginning and the end of every passage are marked distinctly by
work about the ship's anchors.  A vessel in the Channel has her
anchors always ready, her cables shackled on, and the land almost
always in sight.  The anchor and the land are indissolubly
connected in a sailor's thoughts.  But directly she is clear of the
narrow seas, heading out into the world with nothing solid to speak
of between her and the South Pole, the anchors are got in and the
cables disappear from the deck.  But the anchors do not disappear.
Technically speaking, they are "secured in-board"; and, on the
forecastle head, lashed down to ring-bolts with ropes and chains,
under the straining sheets of the head-sails, they look very idle
and as if asleep.  Thus bound, but carefully looked after, inert
and powerful, those emblems of hope make company for the look-out
man in the night watches; and so the days glide by, with a long
rest for those characteristically shaped pieces of iron, reposing
forward, visible from almost every part of the ship's deck, waiting
for their work on the other side of the world somewhere, while the
ship carries them on with a great rush and splutter of foam
underneath, and the sprays of the open sea rust their heavy limbs.

The first approach to the land, as yet invisible to the crew's
eyes, is announced by the brisk order of the chief mate to the
boatswain:  "We will get the anchors over this afternoon" or "first
thing to-morrow morning," as the case may be.  For the chief mate
is the keeper of the ship's anchors and the guardian of her cable.
There are good ships and bad ships, comfortable ships and ships
where, from first day to last of the voyage, there is no rest for a
chief mate's body and soul.  And ships are what men make them:
this is a pronouncement of sailor wisdom, and, no doubt, in the
main it is true.

However, there are ships where, as an old grizzled mate once told
me, "nothing ever seems to go right!"  And, looking from the poop
where we both stood (I had paid him a neighbourly call in dock), he
added:  "She's one of them."  He glanced up at my face, which
expressed a proper professional sympathy, and set me right in my
natural surmise:  "Oh no; the old man's right enough.  He never
interferes.  Anything that's done in a seamanlike way is good
enough for him.  And yet, somehow, nothing ever seems to go right
in this ship.  I tell you what:  she is naturally unhandy."

The "old man," of course, was his captain, who just then came on
deck in a silk hat and brown overcoat, and, with a civil nod to us,
went ashore.  He was certainly not more than thirty, and the
elderly mate, with a murmur to me of "That's my old man," proceeded
to give instances of the natural unhandiness of the ship in a sort
of deprecatory tone, as if to say, "You mustn't think I bear a
grudge against her for that."

The instances do not matter.  The point is that there are ships
where things DO go wrong; but whatever the ship - good or bad,
lucky or unlucky - it is in the forepart of her that her chief mate
feels most at home.  It is emphatically HIS end of the ship,
though, of course, he is the executive supervisor of the whole.
There are HIS anchors, HIS headgear, his foremast, his station for
manoeuvring when the captain is in charge.  And there, too, live
the men, the ship's hands, whom it is his duty to keep employed,
fair weather or foul, for the ship's welfare.  It is the chief
mate, the only figure of the ship's afterguard, who comes bustling
forward at the cry of "All hands on deck!"  He is the satrap of
that province in the autocratic realm of the ship, and more
personally responsible for anything that may happen there.

There, too, on the approach to the land, assisted by the boatswain
and the carpenter, he "gets the anchors over" with the men of his
own watch, whom he knows better than the others.  There he sees the
cable ranged, the windlass disconnected, the compressors opened;
and there, after giving his own last order, "Stand clear of the
cable!" he waits attentive, in a silent ship that forges slowly
ahead towards her picked-out berth, for the sharp shout from aft,
"Let go!"  Instantly bending over, he sees the trusty iron fall
with a heavy plunge under his eyes, which watch and note whether it
has gone clear.

For the anchor "to go clear" means to go clear of its own chain.
Your anchor must drop from the bow of your ship with no turn of
cable on any of its limbs, else you would be riding to a foul
anchor.  Unless the pull of the cable is fair on the ring, no
anchor can be trusted even on the best of holding ground.  In time
of stress it is bound to drag, for implements and men must be
treated fairly to give you the "virtue" which is in them.  The
anchor is an emblem of hope, but a foul anchor is worse than the
most fallacious of false hopes that ever lured men or nations into
a sense of security.  And the sense of security, even the most
warranted, is a bad councillor.  It is the sense which, like that
exaggerated feeling of well-being ominous of the coming on of
madness, precedes the swift fall of disaster.  A seaman labouring
under an undue sense of security becomes at once worth hardly half
his salt.  Therefore, of all my chief officers, the one I trusted
most was a man called B-.  He had a red moustache, a lean face,
also red, and an uneasy eye.  He was worth all his salt.

On examining now, after many years, the residue of the feeling
which was the outcome of the contact of our personalities, I
discover, without much surprise, a certain flavour of dislike.
Upon the whole, I think he was one of the most uncomfortable
shipmates possible for a young commander.  If it is permissible to
criticise the absent, I should say he had a little too much of the
sense of insecurity which is so invaluable in a seaman.  He had an
extremely disturbing air of being everlastingly ready (even when
seated at table at my right hand before a plate of salt beef) to
grapple with some impending calamity.  I must hasten to add that he
had also the other qualification necessary to make a trustworthy
seaman - that of an absolute confidence in himself.  What was
really wrong with him was that he had these qualities in an
unrestful degree.  His eternally watchful demeanour, his jerky,
nervous talk, even his, as it were, determined silences, seemed to
imply - and, I believe, they did imply - that to his mind the ship
was never safe in my hands.  Such was the man who looked after the
anchors of a less than five-hundred-ton barque, my first command,
now gone from the face of the earth, but sure of a tenderly
remembered existence as long as I live.  No anchor could have gone
down foul under Mr. B-'s piercing eye.  It was good for one to be
sure of that when, in an open roadstead, one heard in the cabin the
wind pipe up; but still, there were moments when I detested Mr. B-
exceedingly.  From the way he used to glare sometimes, I fancy that
more than once he paid me back with interest.  It so happened that
we both loved the little barque very much.  And it was just the
defect of Mr. B-'s inestimable qualities that he would never
persuade himself to believe that the ship was safe in my hands.  To
begin with, he was more than five years older than myself at a time
of life when five years really do count, I being twenty-nine and he
thirty-four; then, on our first leaving port (I don't see why I
should make a secret of the fact that it was Bangkok), a bit of
manoeuvring of mine amongst the islands of the Gulf of Siam had
given him an unforgettable scare.  Ever since then he had nursed in
secret a bitter idea of my utter recklessness.  But upon the whole,
and unless the grip of a man's hand at parting means nothing
whatever, I conclude that we did like each other at the end of two
years and three months well enough.

The bond between us was the ship; and therein a ship, though she
has female attributes and is loved very unreasonably, is different
from a woman.  That I should have been tremendously smitten with my
first command is nothing to wonder at, but I suppose I must admit
that Mr. B-'s sentiment was of a higher order.  Each of us, of
course, was extremely anxious about the good appearance of the
beloved object; and, though I was the one to glean compliments
ashore, B- had the more intimate pride of feeling, resembling that
of a devoted handmaiden.  And that sort of faithful and proud
devotion went so far as to make him go about flicking the dust off
the varnished teak-wood rail of the little craft with a silk
pocket-handkerchief - a present from Mrs. B-, I believe.

That was the effect of his love for the barque.  The effect of his
admirable lack of the sense of security once went so far as to make
him remark to me:  "Well, sir, you ARE a lucky man!"

It was said in a tone full of significance, but not exactly
offensive, and it was, I suppose, my innate tact that prevented my
asking, "What on earth do you mean by that?"

Later on his meaning was illustrated more fully on a dark night in
a tight corner during a dead on-shore gale.  I had called him up on
deck to help me consider our extremely unpleasant situation.  There
was not much time for deep thinking, and his summing-up was:  "It
looks pretty bad, whichever we try; but, then, sir, you always do
get out of a mess somehow."



VI.



It is difficult to disconnect the idea of ships' anchors from the
idea of the ship's chief mate - the man who sees them go down clear
and come up sometimes foul; because not even the most unremitting
care can always prevent a ship, swinging to winds and tide, from
taking an awkward turn of the cable round stock or fluke.  Then the
business of "getting the anchor" and securing it afterwards is
unduly prolonged, and made a weariness to the chief mate.  He is
the man who watches the growth of the cable - a sailor's phrase
which has all the force, precision, and imagery of technical
language that, created by simple men with keen eyes for the real
aspect of the things they see in their trade, achieves the just
expression seizing upon the essential, which is the ambition of the
artist in words.  Therefore the sailor will never say, "cast
anchor," and the ship-master aft will hail his chief mate on the
forecastle in impressionistic phrase:  "How does the cable grow?"
Because "grow" is the right word for the long drift of a cable
emerging aslant under the strain, taut as a bow-string above the
water.  And it is the voice of the keeper of the ship's anchors
that will answer:  "Grows right ahead, sir," or "Broad on the bow,"
or whatever concise and deferential shout will fit the case.

There is no order more noisily given or taken up with lustier
shouts on board a homeward-bound merchant ship than the command,
"Man the windlass!"  The rush of expectant men out of the
forecastle, the snatching of hand-spikes, the tramp of feet, the
clink of the pawls, make a stirring accompaniment to a plaintive
up-anchor song with a roaring chorus; and this burst of noisy
activity from a whole ship's crew seems like a voiceful awakening
of the ship herself, till then, in the picturesque phrase of Dutch
seamen, "lying asleep upon her iron."

For a ship with her sails furled on her squared yards, and
reflected from truck to water-line in the smooth gleaming sheet of
a landlocked harbour, seems, indeed, to a seaman's eye the most
perfect picture of slumbering repose.  The getting of your anchor
was a noisy operation on board a merchant ship of yesterday - an
inspiring, joyous noise, as if, with the emblem of hope, the ship's
company expected to drag up out of the depths, each man all his
personal hopes into the reach of a securing hand - the hope of
home, the hope of rest, of liberty, of dissipation, of hard
pleasure, following the hard endurance of many days between sky and
water.  And this noisiness, this exultation at the moment of the
ship's departure, make a tremendous contrast to the silent moments
of her arrival in a foreign roadstead - the silent moments when,
stripped of her sails, she forges ahead to her chosen berth, the
loose canvas fluttering softly in the gear above the heads of the
men standing still upon her decks, the master gazing intently
forward from the break of the poop.  Gradually she loses her way,
hardly moving, with the three figures on her forecastle waiting
attentively about the cat-head for the last order of, perhaps, full
ninety days at sea:  "Let go!"

This is the final word of a ship's ended journey, the closing word
of her toil and of her achievement.  In a life whose worth is told
out in passages from port to port, the splash of the anchor's fall
and the thunderous rumbling of the chain are like the closing of a
distinct period, of which she seems conscious with a slight deep
shudder of all her frame.  By so much is she nearer to her
appointed death, for neither years nor voyages can go on for ever.
It is to her like the striking of a clock, and in the pause which
follows she seems to take count of the passing time.

This is the last important order; the others are mere routine
directions.  Once more the master is heard:  "Give her forty-five
fathom to the water's edge," and then he, too, is done for a time.
For days he leaves all the harbour work to his chief mate, the
keeper of the ship's anchor and of the ship's routine.  For days
his voice will not be heard raised about the decks, with that curt,
austere accent of the man in charge, till, again, when the hatches
are on, and in a silent and expectant ship, he shall speak up from
aft in commanding tones:  "Man the windlass!"



VII.



The other year, looking through a newspaper of sound principles,
but whose staff WILL persist in "casting" anchors and going to sea
"on" a ship (ough!), I came across an article upon the season's
yachting.  And, behold! it was a good article.  To a man who had
but little to do with pleasure sailing (though all sailing is a
pleasure), and certainly nothing whatever with racing in open
waters, the writer's strictures upon the handicapping of yachts
were just intelligible and no more.  And I do not pretend to any
interest in the enumeration of the great races of that year.  As to
the 52-foot linear raters, praised so much by the writer, I am
warmed up by his approval of their performances; but, as far as any
clear conception goes, the descriptive phrase, so precise to the
comprehension of a yachtsman, evokes no definite image in my mind.

The writer praises that class of pleasure vessels, and I am willing
to endorse his words, as any man who loves every craft afloat would
be ready to do.  I am disposed to admire and respect the 52-foot
linear raters on the word of a man who regrets in such a
sympathetic and understanding spirit the threatened decay of
yachting seamanship.

Of course, yacht racing is an organized pastime, a function of
social idleness ministering to the vanity of certain wealthy
inhabitants of these isles nearly as much as to their inborn love
of the sea.  But the writer of the article in question goes on to
point out, with insight and justice, that for a great number of
people (20,000, I think he says) it is a means of livelihood - that
it is, in his own words, an industry.  Now, the moral side of an
industry, productive or unproductive, the redeeming and ideal
aspect of this bread-winning, is the attainment and preservation of
the highest possible skill on the part of the craftsmen.  Such
skill, the skill of technique, is more than honesty; it is
something wider, embracing honesty and grace and rule in an
elevated and clear sentiment, not altogether utilitarian, which may
be called the honour of labour.  It is made up of accumulated
tradition, kept alive by individual pride, rendered exact by
professional opinion, and, like the higher arts, it spurred on and
sustained by discriminating praise.

This is why the attainment of proficiency, the pushing of your
skill with attention to the most delicate shades of excellence, is
a matter of vital concern.  Efficiency of a practically flawless
kind may be reached naturally in the struggle for bread.  But there
is something beyond - a higher point, a subtle and unmistakable
touch of love and pride beyond mere skill; almost an inspiration
which gives to all work that finish which is almost art - which IS
art.

As men of scrupulous honour set up a high standard of public
conscience above the dead-level of an honest community, so men of
that skill which passes into art by ceaseless striving raise the
dead-level of correct practice in the crafts of land and sea.  The
conditions fostering the growth of that supreme, alive excellence,
as well in work as in play, ought to be preserved with a most
careful regard lest the industry or the game should perish of an
insidious and inward decay.  Therefore I have read with profound
regret, in that article upon the yachting season of a certain year,
that the seamanship on board racing yachts is not now what it used
to be only a few, very few, years ago.

For that was the gist of that article, written evidently by a man
who not only knows but UNDERSTANDS - a thing (let me remark in
passing) much rarer than one would expect, because the sort of
understanding I mean is inspired by love; and love, though in a
sense it may be admitted to be stronger than death, is by no means
so universal and so sure.  In fact, love is rare - the love of men,
of things, of ideas, the love of perfected skill.  For love is the
enemy of haste; it takes count of passing days, of men who pass
away, of a fine art matured slowly in the course of years and
doomed in a short time to pass away too, and be no more.  Love and
regret go hand in hand in this world of changes swifter than the
shifting of the clouds reflected in the mirror of the sea.

To penalize a yacht in proportion to the fineness of her
performance is unfair to the craft and to her men.  It is unfair to
the perfection of her form and to the skill of her servants.  For
we men are, in fact, the servants of our creations.  We remain in
everlasting bondage to the productions of our brain and to the work
of our hands.  A man is born to serve his time on this earth, and
there is something fine in the service being given on other grounds
than that of utility.  The bondage of art is very exacting.  And,
as the writer of the article which started this train of thought
says with lovable warmth, the sailing of yachts is a fine art.

His contention is that racing, without time allowances for anything
else but tonnage - that is, for size - has fostered the fine art of
sailing to the pitch of perfection.  Every sort of demand is made
upon the master of a sailing-yacht, and to be penalized in
proportion to your success may be of advantage to the sport itself,
but it has an obviously deteriorating effect upon the seamanship.
The fine art is being lost.



VIII.



The sailing and racing of yachts has developed a class of fore-and-
aft sailors, men born and bred to the sea, fishing in winter and
yachting in summer; men to whom the handling of that particular rig
presents no mystery.  It is their striving for victory that has
elevated the sailing of pleasure craft to the dignity of a fine art
in that special sense.  As I have said, I know nothing of racing
and but little of fore-and-aft rig; but the advantages of such a
rig are obvious, especially for purposes of pleasure, whether in
cruising or racing.  It requires less effort in handling; the
trimming of the sail-planes to the wind can be done with speed and
accuracy; the unbroken spread of the sail-area is of infinite
advantage; and the greatest possible amount of canvas can be
displayed upon the least possible quantity of spars.  Lightness and
concentrated power are the great qualities of fore-and-aft rig.

A fleet of fore-and-afters at anchor has its own slender
graciousness.  The setting of their sails resembles more than
anything else the unfolding of a bird's wings; the facility of
their evolutions is a pleasure to the eye.  They are birds of the
sea, whose swimming is like flying, and resembles more a natural
function than the handling of man-invented appliances.  The fore-
and-aft rig in its simplicity and the beauty of its aspect under
every angle of vision is, I believe, unapproachable.  A schooner,
yawl, or cutter in charge of a capable man seems to handle herself
as if endowed with the power of reasoning and the gift of swift
execution.  One laughs with sheer pleasure at a smart piece of
manoeuvring, as at a manifestation of a living creature's quick wit
and graceful precision.

Of those three varieties of fore-and-aft rig, the cutter - the
racing rig PAR EXCELLENCE - is of an appearance the most imposing,
from the fact that practically all her canvas is in one piece.  The
enormous mainsail of a cutter, as she draws slowly past a point of
land or the end of a jetty under your admiring gaze, invests her
with an air of lofty and silent majesty.  At anchor a schooner
looks better; she has an aspect of greater efficiency and a better
balance to the eye, with her two masts distributed over the hull
with a swaggering rake aft.  The yawl rig one comes in time to
love.  It is, I should think, the easiest of all to manage.

For racing, a cutter; for a long pleasure voyage, a schooner; for
cruising in home waters, the yawl; and the handling of them all is
indeed a fine art.  It requires not only the knowledge of the
general principles of sailing, but a particular acquaintance with
the character of the craft.  All vessels are handled in the same
way as far as theory goes, just as you may deal with all men on
broad and rigid principles.  But if you want that success in life
which comes from the affection and confidence of your fellows, then
with no two men, however similar they may appear in their nature,
will you deal in the same way.  There may be a rule of conduct;
there is no rule of human fellowship.  To deal with men is as fine
an art as it is to deal with ships.  Both men and ships live in an
unstable element, are subject to subtle and powerful influences,
and want to have their merits understood rather than their faults
found out.

It is not what your ship will NOT do that you want to know to get
on terms of successful partnership with her; it is, rather, that
you ought to have a precise knowledge of what she will do for you
when called upon to put forth what is in her by a sympathetic
touch.  At first sight the difference does not seem great in either
line of dealing with the difficult problem of limitations.  But the
difference is great.  The difference lies in the spirit in which
the problem is approached.  After all, the art of handling ships is
finer, perhaps, than the art of handling men.

And, like all fine arts, it must be based upon a broad, solid
sincerity, which, like a law of Nature, rules an infinity of
different phenomena.  Your endeavour must be single-minded.  You
would talk differently to a coal-heaver and to a professor.  But is
this duplicity?  I deny it.  The truth consists in the genuineness
of the feeling, in the genuine recognition of the two men, so
similar and so different, as your two partners in the hazard of
life.  Obviously, a humbug, thinking only of winning his little
race, would stand a chance of profiting by his artifices.  Men,
professors or coal-heavers, are easily deceived; they even have an
extraordinary knack of lending themselves to deception, a sort of
curious and inexplicable propensity to allow themselves to be led
by the nose with their eyes open.  But a ship is a creature which
we have brought into the world, as it were on purpose to keep us up
to the mark.  In her handling a ship will not put up with a mere
pretender, as, for instance, the public will do with Mr. X, the
popular statesman, Mr. Y, the popular scientist, or Mr. Z, the
popular - what shall we say? - anything from a teacher of high
morality to a bagman - who have won their little race.  But I would
like (though not accustomed to betting) to wager a large sum that
not one of the few first-rate skippers of racing yachts has ever
been a humbug.  It would have been too difficult.  The difficulty
arises from the fact that one does not deal with ships in a mob,
but with a ship as an individual.  So we may have to do with men.
But in each of us there lurks some particle of the mob spirit, of
the mob temperament.  No matter how earnestly we strive against
each other, we remain brothers on the lowest side of our intellect
and in the instability of our feelings.  With ships it is not so.
Much as they are to us, they are nothing to each other.  Those
sensitive creatures have no ears for our blandishments.  It takes
something more than words to cajole them to do our will, to cover
us with glory.  Luckily, too, or else there would have been more
shoddy reputations for first-rate seamanship.  Ships have no ears,
I repeat, though, indeed, I think I have known ships who really
seemed to have had eyes, or else I cannot understand on what ground
a certain 1,000-ton barque of my acquaintance on one particular
occasion refused to answer her helm, thereby saving a frightful
smash to two ships and to a very good man's reputation.  I knew her
intimately for two years, and in no other instance either before or
since have I known her to do that thing.  The man she had served so
well (guessing, perhaps, at the depths of his affection for her) I
have known much longer, and in bare justice to him I must say that
this confidence-shattering experience (though so fortunate) only
augmented his trust in her.  Yes, our ships have no ears, and thus
they cannot be deceived.  I would illustrate my idea of fidelity as
between man and ship, between the master and his art, by a
statement which, though it might appear shockingly sophisticated,
is really very simple.  I would say that a racing-yacht skipper who
thought of nothing else but the glory of winning the race would
never attain to any eminence of reputation.  The genuine masters of
their craft - I say this confidently from my experience of ships -
have thought of nothing but of doing their very best by the vessel
under their charge.  To forget one's self, to surrender all
personal feeling in the service of that fine art, is the only way
for a seaman to the faithful discharge of his trust.

Such is the service of a fine art and of ships that sail the sea.
And therein I think I can lay my finger upon the difference between
the seamen of yesterday, who are still with us, and the seamen of
to-morrow, already entered upon the possession of their
inheritance.  History repeats itself, but the special call of an
art which has passed away is never reproduced.  It is as utterly
gone out of the world as the song of a destroyed wild bird.
Nothing will awaken the same response of pleasurable emotion or
conscientious endeavour.  And the sailing of any vessel afloat is
an art whose fine form seems already receding from us on its way to
the overshadowed Valley of Oblivion.  The taking of a modern
steamship about the world (though one would not minimize its
responsibilities) has not the same quality of intimacy with nature,
which, after all, is an indispensable condition to the building up
of an art.  It is less personal and a more exact calling; less
arduous, but also less gratifying in the lack of close communion
between the artist and the medium of his art.  It is, in short,
less a matter of love.  Its effects are measured exactly in time
and space as no effect of an art can be.  It is an occupation which
a man not desperately subject to sea-sickness can be imagined to
follow with content, without enthusiasm, with industry, without
affection.  Punctuality is its watchword.  The incertitude which
attends closely every artistic endeavour is absent from its
regulated enterprise.  It has no great moments of self-confidence,
or moments not less great of doubt and heart-searching.  It is an
industry which, like other industries, has its romance, its honour
and its rewards, its bitter anxieties and its hours of ease.  But
such sea-going has not the artistic quality of a single-handed
struggle with something much greater than yourself; it is not the
laborious absorbing practice of an art whose ultimate result
remains on the knees of the gods.  It is not an individual,
temperamental achievement, but simply the skilled use of a captured
force, merely another step forward upon the way of universal
conquest.



IX.



Every passage of a ship of yesterday, whose yards were braced round
eagerly the very moment the pilot, with his pockets full of
letters, had got over the side, was like a race - a race against
time, against an ideal standard of achievement outstripping the
expectations of common men.  Like all true art, the general conduct
of a ship and her handling in particular cases had a technique
which could be discussed with delight and pleasure by men who found
in their work, not bread alone, but an outlet for the peculiarities
of their temperament.  To get the best and truest effect from the
infinitely varying moods of sky and sea, not pictorially, but in
the spirit of their calling, was their vocation, one and all; and
they recognised this with as much sincerity, and drew as much
inspiration from this reality, as any man who ever put brush to
canvas.  The diversity of temperaments was immense amongst those
masters of the fine art.

Some of them were like Royal Academicians of a certain kind.  They
never startled you by a touch of originality, by a fresh audacity
of inspiration.  They were safe, very safe.  They went about
solemnly in the assurance of their consecrated and empty
reputation.  Names are odious, but I remember one of them who might
have been their very president, the P.R.A. of the sea-craft.  His
weather-beaten and handsome face, his portly presence, his shirt-
fronts and broad cuffs and gold links, his air of bluff
distinction, impressed the humble beholders (stevedores, tally
clerks, tide-waiters) as he walked ashore over the gangway of his
ship lying at the Circular Quay in Sydney.  His voice was deep,
hearty, and authoritative - the voice of a very prince amongst
sailors.  He did everything with an air which put your attention on
the alert and raised your expectations, but the result somehow was
always on stereotyped lines, unsuggestive, empty of any lesson that
one could lay to heart.  He kept his ship in apple-pie order, which
would have been seamanlike enough but for a finicking touch in its
details.  His officers affected a superiority over the rest of us,
but the boredom of their souls appeared in their manner of dreary
submission to the fads of their commander.  It was only his
apprenticed boys whose irrepressible spirits were not affected by
the solemn and respectable mediocrity of that artist.  There were
four of these youngsters:  one the son of a doctor, another of a
colonel, the third of a jeweller; the name of the fourth was
Twentyman, and this is all I remember of his parentage.  But not
one of them seemed to possess the smallest spark of gratitude in
his composition.  Though their commander was a kind man in his way,
and had made a point of introducing them to the best people in the
town in order that they should not fall into the bad company of
boys belonging to other ships, I regret to say that they made faces
at him behind his back, and imitated the dignified carriage of his
head without any concealment whatever.

This master of the fine art was a personage and nothing more; but,
as I have said, there was an infinite diversity of temperament
amongst the masters of the fine art I have known.  Some were great
impressionists.  They impressed upon you the fear of God and
Immensity - or, in other words, the fear of being drowned with
every circumstance of terrific grandeur.  One may think that the
locality of your passing away by means of suffocation in water does
not really matter very much.  I am not so sure of that.  I am,
perhaps, unduly sensitive, but I confess that the idea of being
suddenly spilt into an infuriated ocean in the midst of darkness
and uproar affected me always with a sensation of shrinking
distaste.  To be drowned in a pond, though it might be called an
ignominious fate by the ignorant, is yet a bright and peaceful
ending in comparison with some other endings to one's earthly
career which I have mentally quaked at in the intervals or even in
the midst of violent exertions.

But let that pass.  Some of the masters whose influence left a
trace upon my character to this very day, combined a fierceness of
conception with a certitude of execution upon the basis of just
appreciation of means and ends which is the highest quality of the
man of action.  And an artist is a man of action, whether he
creates a personality, invents an expedient, or finds the issue of
a complicated situation.

There were masters, too, I have known, whose very art consisted in
avoiding every conceivable situation.  It is needless to say that
they never did great things in their craft; but they were not to be
despised for that.  They were modest; they understood their
limitations.  Their own masters had not handed the sacred fire into
the keeping of their cold and skilful hands.  One of those last I
remember specially, now gone to his rest from that sea which his
temperament must have made a scene of little more than a peaceful
pursuit.  Once only did he attempt a stroke of audacity, one early
morning, with a steady breeze, entering a crowded roadstead.  But
he was not genuine in this display which might have been art.  He
was thinking of his own self; he hankered after the meretricious
glory of a showy performance.

As, rounding a dark, wooded point, bathed in fresh air and
sunshine, we opened to view a crowd of shipping at anchor lying
half a mile ahead of us perhaps, he called me aft from my station
on the forecastle head, and, turning over and over his binoculars
in his brown hands, said:  "Do you see that big, heavy ship with
white lower masts?  I am going to take up a berth between her and
the shore.  Now do you see to it that the men jump smartly at the
first order."

I answered, "Ay, ay, sir," and verily believed that this would be a
fine performance.  We dashed on through the fleet in magnificent
style.  There must have been many open mouths and following eyes on
board those ships - Dutch, English, with a sprinkling of Americans
and a German or two - who had all hoisted their flags at eight
o'clock as if in honour of our arrival.  It would have been a fine
performance if it had come off, but it did not.  Through a touch of
self-seeking that modest artist of solid merit became untrue to his
temperament.  It was not with him art for art's sake:  it was art
for his own sake; and a dismal failure was the penalty he paid for
that greatest of sins.  It might have been even heavier, but, as it
happened, we did not run our ship ashore, nor did we knock a large
hole in the big ship whose lower masts were painted white.  But it
is a wonder that we did not carry away the cables of both our
anchors, for, as may be imagined, I did not stand upon the order to
"Let go!" that came to me in a quavering, quite unknown voice from
his trembling lips.  I let them both go with a celerity which to
this day astonishes my memory.  No average merchantman's anchors
have ever been let go with such miraculous smartness.  And they
both held.  I could have kissed their rough, cold iron palms in
gratitude if they had not been buried in slimy mud under ten
fathoms of water.  Ultimately they brought us up with the jibboom
of a Dutch brig poking through our spanker - nothing worse.  And a
miss is as good as a mile.

But not in art.  Afterwards the master said to me in a shy mumble,
"She wouldn't luff up in time, somehow.  What's the matter with
her?"  And I made no answer.

Yet the answer was clear.  The ship had found out the momentary
weakness of her man.  Of all the living creatures upon land and
sea, it is ships alone that cannot be taken in by barren pretences,
that will not put up with bad art from their masters.



X.



From the main truck of the average tall ship the horizon describes
a circle of many miles, in which you can see another ship right
down to her water-line; and these very eyes which follow this
writing have counted in their time over a hundred sail becalmed, as
if within a magic ring, not very far from the Azores - ships more
or less tall.  There were hardly two of them heading exactly the
same way, as if each had meditated breaking out of the enchanted
circle at a different point of the compass.  But the spell of the
calm is a strong magic.  The following day still saw them scattered
within sight of each other and heading different ways; but when, at
last, the breeze came with the darkling ripple that ran very blue
on a pale sea, they all went in the same direction together.  For
this was the homeward-bound fleet from the far-off ends of the
earth, and a Falmouth fruit-schooner, the smallest of them all, was
heading the flight.  One could have imagined her very fair, if not
divinely tall, leaving a scent of lemons and oranges in her wake.

The next day there were very few ships in sight from our mast-heads
- seven at most, perhaps, with a few more distant specks, hull
down, beyond the magic ring of the horizon.  The spell of the fair
wind has a subtle power to scatter a white-winged company of ships
looking all the same way, each with its white fillet of tumbling
foam under the bow.  It is the calm that brings ships mysteriously
together; it is your wind that is the great separator.

The taller the ship, the further she can be seen; and her white
tallness breathed upon by the wind first proclaims her size.  The
tall masts holding aloft the white canvas, spread out like a snare
for catching the invisible power of the air, emerge gradually from
the water, sail after sail, yard after yard, growing big, till,
under the towering structure of her machinery, you perceive the
insignificant, tiny speck of her hull.

The tall masts are the pillars supporting the balanced planes that,
motionless and silent, catch from the air the ship's motive-power,
as it were a gift from Heaven vouchsafed to the audacity of man;
and it is the ship's tall spars, stripped and shorn of their white
glory, that incline themselves before the anger of the clouded
heaven.

When they yield to a squall in a gaunt and naked submission, their
tallness is brought best home even to the mind of a seaman.  The
man who has looked upon his ship going over too far is made aware
of the preposterous tallness of a ship's spars.  It seems
impossible but that those gilt trucks which one had to tilt one's
head back to see, now falling into the lower plane of vision, must
perforce hit the very edge of the horizon.  Such an experience
gives you a better impression of the loftiness of your spars than
any amount of running aloft could do.  And yet in my time the royal
yards of an average profitable ship were a good way up above her
decks.

No doubt a fair amount of climbing up iron ladders can be achieved
by an active man in a ship's engine-room, but I remember moments
when even to my supple limbs and pride of nimbleness the sailing-
ship's machinery seemed to reach up to the very stars.

For machinery it is, doing its work in perfect silence and with a
motionless grace, that seems to hide a capricious and not always
governable power, taking nothing away from the material stores of
the earth.  Not for it the unerring precision of steel moved by
white steam and living by red fire and fed with black coal.  The
other seems to draw its strength from the very soul of the world,
its formidable ally, held to obedience by the frailest bonds, like
a fierce ghost captured in a snare of something even finer than
spun silk.  For what is the array of the strongest ropes, the
tallest spars and the stoutest canvas against the mighty breath of
the infinite, but thistle stalks, cobwebs and gossamer?



XI.



Indeed, it is less than nothing, and I have seen, when the great
soul of the world turned over with a heavy sigh, a perfectly new,
extra-stout foresail vanish like a bit of some airy stuff much
lighter than gossamer.  Then was the time for the tall spars to
stand fast in the great uproar.  The machinery must do its work
even if the soul of the world has gone mad.

The modern steamship advances upon a still and overshadowed sea
with a pulsating tremor of her frame, an occasional clang in her
depths, as if she had an iron heart in her iron body; with a
thudding rhythm in her progress and the regular beat of her
propeller, heard afar in the night with an august and plodding
sound as of the march of an inevitable future.  But in a gale, the
silent machinery of a sailing-ship would catch not only the power,
but the wild and exulting voice of the world's soul.  Whether she
ran with her tall spars swinging, or breasted it with her tall
spars lying over, there was always that wild song, deep like a
chant, for a bass to the shrill pipe of the wind played on the sea-
tops, with a punctuating crash, now and then, of a breaking wave.
At times the weird effects of that invisible orchestra would get
upon a man's nerves till he wished himself deaf.

And this recollection of a personal wish, experienced upon several
oceans, where the soul of the world has plenty of room to turn over
with a mighty sigh, brings me to the remark that in order to take a
proper care of a ship's spars it is just as well for a seaman to
have nothing the matter with his ears.  Such is the intimacy with
which a seaman had to live with his ship of yesterday that his
senses were like her senses, that the stress upon his body made him
judge of the strain upon the ship's masts.

I had been some time at sea before I became aware of the fact that
hearing plays a perceptible part in gauging the force of the wind.
It was at night.  The ship was one of those iron wool-clippers that
the Clyde had floated out in swarms upon the world during the
seventh decade of the last century.  It was a fine period in ship-
building, and also, I might say, a period of over-masting.  The
spars rigged up on the narrow hulls were indeed tall then, and the
ship of which I think, with her coloured-glass skylight ends
bearing the motto, "Let Glasgow Flourish," was certainly one of the
most heavily-sparred specimens.  She was built for hard driving,
and unquestionably she got all the driving she could stand.  Our
captain was a man famous for the quick passages he had been used to
make in the old Tweed, a ship famous the world over for her speed.
The Tweed had been a wooden vessel, and he brought the tradition of
quick passages with him into the iron clipper.  I was the junior in
her, a third mate, keeping watch with the chief officer; and it was
just during one of the night watches in a strong, freshening breeze
that I overheard two men in a sheltered nook of the main deck
exchanging these informing remarks.  Said one:

"Should think 'twas time some of them light sails were coming off
her."

And the other, an older man, uttered grumpily:  "No fear! not while
the chief mate's on deck.  He's that deaf he can't tell how much
wind there is."

And, indeed, poor P-, quite young, and a smart seaman, was very
hard of hearing.  At the same time, he had the name of being the
very devil of a fellow for carrying on sail on a ship.  He was
wonderfully clever at concealing his deafness, and, as to carrying
on heavily, though he was a fearless man, I don't think that he
ever meant to take undue risks.  I can never forget his naive sort
of astonishment when remonstrated with for what appeared a most
dare-devil performance.  The only person, of course, that could
remonstrate with telling effect was our captain, himself a man of
dare-devil tradition; and really, for me, who knew under whom I was
serving, those were impressive scenes.  Captain S- had a great name
for sailor-like qualities - the sort of name that compelled my
youthful admiration.  To this day I preserve his memory, for,
indeed, it was he in a sense who completed my training.  It was
often a stormy process, but let that pass.  I am sure he meant
well, and I am certain that never, not even at the time, could I
bear him malice for his extraordinary gift of incisive criticism.
And to hear HIM make a fuss about too much sail on the ship seemed
one of those incredible experiences that take place only in one's
dreams.

It generally happened in this way:  Night, clouds racing overhead,
wind howling, royals set, and the ship rushing on in the dark, an
immense white sheet of foam level with the lee rail.  Mr. P-, in
charge of the deck, hooked on to the windward mizzen rigging in a
state of perfect serenity; myself, the third mate, also hooked on
somewhere to windward of the slanting poop, in a state of the
utmost preparedness to jump at the very first hint of some sort of
order, but otherwise in a perfectly acquiescent state of mind.
Suddenly, out of the companion would appear a tall, dark figure,
bareheaded, with a short white beard of a perpendicular cut, very
visible in the dark - Captain S-, disturbed in his reading down
below by the frightful bounding and lurching of the ship.  Leaning
very much against the precipitous incline of the deck, he would
take a turn or two, perfectly silent, hang on by the compass for a
while, take another couple of turns, and suddenly burst out:

"What are you trying to do with the ship?"

And Mr. P-, who was not good at catching what was shouted in the
wind, would say interrogatively:

"Yes, sir?"

Then in the increasing gale of the sea there would be a little
private ship's storm going on in which you could detect strong
language, pronounced in a tone of passion and exculpatory
protestations uttered with every possible inflection of injured
innocence.

"By Heavens, Mr. P-!  I used to carry on sail in my time, but - "

And the rest would be lost to me in a stormy gust of wind.

Then, in a lull, P-'s protesting innocence would become audible:

"She seems to stand it very well."

And then another burst of an indignant voice:

"Any fool can carry sail on a ship - "

And so on and so on, the ship meanwhile rushing on her way with a
heavier list, a noisier splutter, a more threatening hiss of the
white, almost blinding, sheet of foam to leeward.  For the best of
it was that Captain S- seemed constitutionally incapable of giving
his officers a definite order to shorten sail; and so that
extraordinarily vague row would go on till at last it dawned upon
them both, in some particularly alarming gust, that it was time to
do something.  There is nothing like the fearful inclination of
your tall spars overloaded with canvas to bring a deaf man and an
angry one to their senses.



XII.



So sail did get shortened more or less in time even in that ship,
and her tall spars never went overboard while I served in her.
However, all the time I was with them, Captain S- and Mr. P- did
not get on very well together.  If P- carried on "like the very
devil" because he was too deaf to know how much wind there was,
Captain S- (who, as I have said, seemed constitutionally incapable
of ordering one of his officers to shorten sail) resented the
necessity forced upon him by Mr. P-'s desperate goings on.  It was
in Captain S-'s tradition rather to reprove his officers for not
carrying on quite enough - in his phrase "for not taking every
ounce of advantage of a fair wind."  But there was also a
psychological motive that made him extremely difficult to deal with
on board that iron clipper.  He had just come out of the marvellous
Tweed, a ship, I have heard, heavy to look at but of phenomenal
speed.  In the middle sixties she had beaten by a day and a half
the steam mail-boat from Hong Kong to Singapore.  There was
something peculiarly lucky, perhaps, in the placing of her masts -
who knows?  Officers of men-of-war used to come on board to take
the exact dimensions of her sail-plan.  Perhaps there had been a
touch of genius or the finger of good fortune in the fashioning of
her lines at bow and stern.  It is impossible to say.  She was
built in the East Indies somewhere, of teak-wood throughout, except
the deck.  She had a great sheer, high bows, and a clumsy stern.
The men who had seen her described her to me as "nothing much to
look at."  But in the great Indian famine of the seventies that
ship, already old then, made some wonderful dashes across the Gulf
of Bengal with cargoes of rice from Rangoon to Madras.

She took the secret of her speed with her, and, unsightly as she
was, her image surely has its glorious place in the mirror of the
old sea.

The point, however, is that Captain S-, who used to say frequently,
"She never made a decent passage after I left her," seemed to think
that the secret of her speed lay in her famous commander.  No doubt
the secret of many a ship's excellence does lie with the man on
board, but it was hopeless for Captain S- to try to make his new
iron clipper equal the feats which made the old Tweed a name of
praise upon the lips of English-speaking seamen.  There was
something pathetic in it, as in the endeavour of an artist in his
old age to equal the masterpieces of his youth - for the Tweed's
famous passages were Captain S-'s masterpieces.  It was pathetic,
and perhaps just the least bit dangerous.  At any rate, I am glad
that, what between Captain S-'s yearning for old triumphs and Mr.
P-'s deafness, I have seen some memorable carrying on to make a
passage.  And I have carried on myself upon the tall spars of that
Clyde shipbuilder's masterpiece as I have never carried on in a
ship before or since.

The second mate falling ill during the passage, I was promoted to
officer of the watch, alone in charge of the deck.  Thus the
immense leverage of the ship's tall masts became a matter very near
my own heart.  I suppose it was something of a compliment for a
young fellow to be trusted, apparently without any supervision, by
such a commander as Captain S-; though, as far as I can remember,
neither the tone, nor the manner, nor yet the drift of Captain S-'s
remarks addressed to myself did ever, by the most strained
interpretation, imply a favourable opinion of my abilities.  And he
was, I must say, a most uncomfortable commander to get your orders
from at night.  If I had the watch from eight till midnight, he
would leave the deck about nine with the words, "Don't take any
sail off her."  Then, on the point of disappearing down the
companion-way, he would add curtly:  "Don't carry anything away."
I am glad to say that I never did; one night, however, I was
caught, not quite prepared, by a sudden shift of wind.

There was, of course, a good deal of noise - running about, the,
shouts of the sailors, the thrashing of the sails - enough, in
fact, to wake the dead.  But S- never came on deck.  When I was
relieved by the chief mate an hour afterwards, he sent for me.  I
went into his stateroom; he was lying on his couch wrapped up in a
rug, with a pillow under his head.

"What was the matter with you up there just now?" he asked.

"Wind flew round on the lee quarter, sir," I said.

"Couldn't you see the shift coming?"

"Yes, sir, I thought it wasn't very far off."

"Why didn't you have your courses hauled up at once, then?" he
asked in a tone that ought to have made my blood run cold.

But this was my chance, and I did not let it slip.

"Well, sir," I said in an apologetic tone, "she was going eleven
knots very nicely, and I thought she would do for another half-hour
or so."

He gazed at me darkly out of his head, lying very still on the
white pillow, for a time.

"Ah, yes, another half-hour.  That's the way ships get dismasted."

And that was all I got in the way of a wigging.  I waited a little
while and then went out, shutting carefully the door of the state-
room after me.

Well, I have loved, lived with, and left the sea without ever
seeing a ship's tall fabric of sticks, cobwebs and gossamer go by
the board.  Sheer good luck, no doubt.  But as to poor P-, I am
sure that he would not have got off scot-free like this but for the
god of gales, who called him away early from this earth, which is
three parts ocean, and therefore a fit abode for sailors.  A few
years afterwards I met in an Indian port a man who had served in
the ships of the same company.  Names came up in our talk, names of
our colleagues in the same employ, and, naturally enough, I asked
after P-.  Had he got a command yet?  And the other man answered
carelessly:

"No; but he's provided for, anyhow.  A heavy sea took him off the
poop in the run between New Zealand and the Horn."

Thus P- passed away from amongst the tall spars of ships that he
had tried to their utmost in many a spell of boisterous weather.
He had shown me what carrying on meant, but he was not a man to
learn discretion from.  He could not help his deafness.  One can
only remember his cheery temper, his admiration for the jokes in
PUNCH, his little oddities - like his strange passion for borrowing
looking-glasses, for instance.  Each of our cabins had its own
looking-glass screwed to the bulkhead, and what he wanted with more
of them we never could fathom.  He asked for the loan in
confidential tones.  Why?  Mystery.  We made various surmises.  No
one will ever know now.  At any rate, it was a harmless
eccentricity, and may the god of gales, who took him away so
abruptly between New Zealand and the Horn, let his soul rest in
some Paradise of true seamen, where no amount of carrying on will
ever dismast a ship!



XIII.



There has been a time when a ship's chief mate, pocket-book in hand
and pencil behind his ear, kept one eye aloft upon his riggers and
the other down the hatchway on the stevedores, and watched the
disposition of his ship's cargo, knowing that even before she
started he was already doing his best to secure for her an easy and
quick passage.

The hurry of the times, the loading and discharging organization of
the docks, the use of hoisting machinery which works quickly and
will not wait, the cry for prompt despatch, the very size of his
ship, stand nowadays between the modern seaman and the thorough
knowledge of his craft.

There are profitable ships and unprofitable ships.  The profitable
ship will carry a large load through all the hazards of the
weather, and, when at rest, will stand up in dock and shift from
berth to berth without ballast.  There is a point of perfection in
a ship as a worker when she is spoken of as being able to SAIL
without ballast.  I have never met that sort of paragon myself, but
I have seen these paragons advertised amongst ships for sale.  Such
excess of virtue and good-nature on the part of a ship always
provoked my mistrust.  It is open to any man to say that his ship
will sail without ballast; and he will say it, too, with every mark
of profound conviction, especially if he is not going to sail in
her himself.  The risk of advertising her as able to sail without
ballast is not great, since the statement does not imply a warranty
of her arriving anywhere.  Moreover, it is strictly true that most
ships will sail without ballast for some little time before they
turn turtle upon the crew.

A shipowner loves a profitable ship; the seaman is proud of her; a
doubt of her good looks seldom exists in his mind; but if he can
boast of her more useful qualities it is an added satisfaction for
his self-love.

The loading of ships was once a matter of skill, judgment, and
knowledge.  Thick books have been written about it.  "Stevens on
Stowage" is a portly volume with the renown and weight (in its own
world) of Coke on Littleton.  Stevens is an agreeable writer, and,
as is the case with men of talent, his gifts adorn his sterling
soundness.  He gives you the official teaching on the whole
subject, is precise as to rules, mentions illustrative events,
quotes law cases where verdicts turned upon a point of stowage.  He
is never pedantic, and, for all his close adherence to broad
principles, he is ready to admit that no two ships can be treated
exactly alike.

Stevedoring, which had been a skilled labour, is fast becoming a
labour without the skill.  The modern steamship with her many holds
is not loaded within the sailor-like meaning of the word.  She is
filled up.  Her cargo is not stowed in any sense; it is simply
dumped into her through six hatchways, more or less, by twelve
winches or so, with clatter and hurry and racket and heat, in a
cloud of steam and a mess of coal-dust.  As long as you keep her
propeller under water and take care, say, not to fling down barrels
of oil on top of bales of silk, or deposit an iron bridge-girder of
five ton or so upon a bed of coffee-bags, you have done about all
in the way of duty that the cry for prompt despatch will allow you
to do.



XIV.



The sailing-ship, when I knew her in her days of perfection, was a
sensible creature.  When I say her days of perfection, I mean
perfection of build, gear, seaworthy qualities and case of
handling, not the perfection of speed.  That quality has departed
with the change of building material.  No iron ship of yesterday
ever attained the marvels of speed which the seamanship of men
famous in their time had obtained from their wooden, copper-sheeted
predecessors.  Everything had been done to make the iron ship
perfect, but no wit of man had managed to devise an efficient
coating composition to keep her bottom clean with the smooth
cleanness of yellow metal sheeting.  After a spell of a few weeks
at sea, an iron ship begins to lag as if she had grown tired too
soon.  It is only her bottom that is getting foul.  A very little
affects the speed of an iron ship which is not driven on by a
merciless propeller.  Often it is impossible to tell what
inconsiderate trifle puts her off her stride.  A certain
mysteriousness hangs around the quality of speed as it was
displayed by the old sailing-ships commanded by a competent seaman.
In those days the speed depended upon the seaman; therefore, apart
from the laws, rules, and regulations for the good preservation of
his cargo, he was careful of his loading, - or what is technically
called the trim of his ship.  Some ships sailed fast on an even
keel, others had to be trimmed quite one foot by the stern, and I
have heard of a ship that gave her best speed on a wind when so
loaded as to float a couple of inches by the head.

I call to mind a winter landscape in Amsterdam - a flat foreground
of waste land, with here and there stacks of timber, like the huts
of a camp of some very miserable tribe; the long stretch of the
Handelskade; cold, stone-faced quays, with the snow-sprinkled
ground and the hard, frozen water of the canal, in which were set
ships one behind another with their frosty mooring-ropes hanging
slack and their decks idle and deserted, because, as the master
stevedore (a gentle, pale person, with a few golden hairs on his
chin and a reddened nose) informed me, their cargoes were frozen-in
up-country on barges and schuyts.  In the distance, beyond the
waste ground, and running parallel with the line of ships, a line
of brown, warm-toned houses seemed bowed under snow-laden roofs.
From afar at the end of Tsar Peter Straat, issued in the frosty air
the tinkle of bells of the horse tramcars, appearing and
disappearing in the opening between the buildings, like little toy
carriages harnessed with toy horses and played with by people that
appeared no bigger than children.

I was, as the French say, biting my fists with impatience for that
cargo frozen up-country; with rage at that canal set fast, at the
wintry and deserted aspect of all those ships that seemed to decay
in grim depression for want of the open water.  I was chief mate,
and very much alone.  Directly I had joined I received from my
owners instructions to send all the ship's apprentices away on
leave together, because in such weather there was nothing for
anybody to do, unless to keep up a fire in the cabin stove.  That
was attended to by a snuffy and mop-headed, inconceivably dirty,
and weirdly toothless Dutch ship-keeper, who could hardly speak
three words of English, but who must have had some considerable
knowledge of the language, since he managed invariably to interpret
in the contrary sense everything that was said to him.

Notwithstanding the little iron stove, the ink froze on the swing-
table in the cabin, and I found it more convenient to go ashore
stumbling over the arctic waste-land and shivering in glazed
tramcars in order to write my evening letter to my owners in a
gorgeous cafe in the centre of the town.  It was an immense place,
lofty and gilt, upholstered in red plush, full of electric lights
and so thoroughly warmed that even the marble tables felt tepid to
the touch.  The waiter who brought me my cup of coffee bore, by
comparison with my utter isolation, the dear aspect of an intimate
friend.  There, alone in a noisy crowd, I would write slowly a
letter addressed to Glasgow, of which the gist would be:  There is
no cargo, and no prospect of any coming till late spring
apparently.  And all the time I sat there the necessity of getting
back to the ship bore heavily on my already half-congealed spirits
- the shivering in glazed tramcars, the stumbling over the snow-
sprinkled waste ground, the vision of ships frozen in a row,
appearing vaguely like corpses of black vessels in a white world,
so silent, so lifeless, so soulless they seemed to be.

With precaution I would go up the side of my own particular corpse,
and would feel her as cold as ice itself and as slippery under my
feet.  My cold berth would swallow up like a chilly burial niche my
bodily shivers and my mental excitement.  It was a cruel winter.
The very air seemed as hard and trenchant as steel; but it would
have taken much more than this to extinguish my sacred fire for the
exercise of my craft.  No young man of twenty-four appointed chief
mate for the first time in his life would have let that Dutch
tenacious winter penetrate into his heart.  I think that in those
days I never forgot the fact of my elevation for five consecutive
minutes.  I fancy it kept me warm, even in my slumbers, better than
the high pile of blankets, which positively crackled with frost as
I threw them off in the morning.  And I would get up early for no
reason whatever except that I was in sole charge.  The new captain
had not been appointed yet.

Almost each morning a letter from my owners would arrive, directing
me to go to the charterers and clamour for the ship's cargo; to
threaten them with the heaviest penalties of demurrage; to demand
that this assortment of varied merchandise, set fast in a landscape
of ice and windmills somewhere up-country, should be put on rail
instantly, and fed up to the ship in regular quantities every day.
After drinking some hot coffee, like an Arctic explorer setting off
on a sledge journey towards the North Pole, I would go ashore and
roll shivering in a tramcar into the very heart of the town, past
clean-faced houses, past thousands of brass knockers upon a
thousand painted doors glimmering behind rows of trees of the
pavement species, leafless, gaunt, seemingly dead for ever.

That part of the expedition was easy enough, though the horses were
painfully glistening with icicles, and the aspect of the tram-
conductors' faces presented a repulsive blending of crimson and
purple.  But as to frightening or bullying, or even wheedling some
sort of answer out of Mr. Hudig, that was another matter
altogether.  He was a big, swarthy Netherlander, with black
moustaches and a bold glance.  He always began by shoving me into a
chair before I had time to open my mouth, gave me cordially a large
cigar, and in excellent English would start to talk everlastingly
about the phenomenal severity of the weather.  It was impossible to
threaten a man who, though he possessed the language perfectly,
seemed incapable of understanding any phrase pronounced in a tone
of remonstrance or discontent.  As to quarrelling with him, it
would have been stupid.  The weather was too bitter for that.  His
office was so warm, his fire so bright, his sides shook so heartily
with laughter, that I experienced always a great difficulty in
making up my mind to reach for my hat.

At last the cargo did come.  At first it came dribbling in by rail
in trucks, till the thaw set in; and then fast, in a multitude of
barges, with a great rush of unbound waters.  The gentle master
stevedore had his hands very full at last; and the chief mate
became worried in his mind as to the proper distribution of the
weight of his first cargo in a ship he did not personally know
before.

Ships do want humouring.  They want humouring in handling; and if
you mean to handle them well, they must have been humoured in the
distribution of the weight which you ask them to carry through the
good and evil fortune of a passage.  Your ship is a tender
creature, whose idiosyncrasies must be attended to if you mean her
to come with credit to herself and you through the rough-and-tumble
of her life.



XV.



So seemed to think the new captain, who arrived the day after we
had finished loading, on the very eve of the day of sailing.  I
first beheld him on the quay, a complete stranger to me, obviously
not a Hollander, in a black bowler and a short drab overcoat,
ridiculously out of tone with the winter aspect of the waste-lands,
bordered by the brown fronts of houses with their roofs dripping
with melting snow.

This stranger was walking up and down absorbed in the marked
contemplation of the ship's fore and aft trim; but when I saw him
squat on his heels in the slush at the very edge of the quay to
peer at the draught of water under her counter, I said to myself,
"This is the captain."  And presently I descried his luggage coming
along - a real sailor's chest, carried by means of rope-beckets
between two men, with a couple of leather portmanteaus and a roll
of charts sheeted in canvas piled upon the lid.  The sudden,
spontaneous agility with which he bounded aboard right off the rail
afforded me the first glimpse of his real character.  Without
further preliminaries than a friendly nod, he addressed me:  "You
have got her pretty well in her fore and aft trim.  Now, what about
your weights?"

I told him I had managed to keep the weight sufficiently well up,
as I thought, one-third of the whole being in the upper part "above
the beams," as the technical expression has it.  He whistled
"Phew!" scrutinizing me from head to foot.  A sort of smiling
vexation was visible on his ruddy face.

"Well, we shall have a lively time of it this passage, I bet," he
said.

He knew.  It turned out he had been chief mate of her for the two
preceding voyages; and I was already familiar with his handwriting
in the old log-books I had been perusing in my cabin with a natural
curiosity, looking up the records of my new ship's luck, of her
behaviour, of the good times she had had, and of the troubles she
had escaped.

He was right in his prophecy.  On our passage from Amsterdam to
Samarang with a general cargo, of which, alas! only one-third in
weight was stowed "above the beams," we had a lively time of it.
It was lively, but not joyful.  There was not even a single moment
of comfort in it, because no seaman can feel comfortable in body or
mind when he has made his ship uneasy.

To travel along with a cranky ship for ninety days or so is no
doubt a nerve-trying experience; but in this case what was wrong
with our craft was this:  that by my system of loading she had been
made much too stable.

Neither before nor since have I felt a ship roll so abruptly, so
violently, so heavily.  Once she began, you felt that she would
never stop, and this hopeless sensation, characterizing the motion
of ships whose centre of gravity is brought down too low in
loading, made everyone on board weary of keeping on his feet.  I
remember once over-hearing one of the hands say:  "By Heavens,
Jack!  I feel as if I didn't mind how soon I let myself go, and let
the blamed hooker knock my brains out if she likes."  The captain
used to remark frequently:  "Ah, yes; I dare say one-third weight
above beams would have been quite enough for most ships.  But then,
you see, there's no two of them alike on the seas, and she's an
uncommonly ticklish jade to load."

Down south, running before the gales of high latitudes, she made
our life a burden to us.  There were days when nothing would keep
even on the swing-tables, when there was no position where you
could fix yourself so as not to feel a constant strain upon all the
muscles of your body.  She rolled and rolled with an awful
dislodging jerk and that dizzily fast sweep of her masts on every
swing.  It was a wonder that the men sent aloft were not flung off
the yards, the yards not flung off the masts, the masts not flung
overboard.  The captain in his armchair, holding on grimly at the
head of the table, with the soup-tureen rolling on one side of the
cabin and the steward sprawling on the other, would observe,
looking at me:  "That's your one-third above the beams.  The only
thing that surprises me is that the sticks have stuck to her all
this time."

Ultimately some of the minor spars did go - nothing important:
spanker-booms and such-like - because at times the frightful
impetus of her rolling would part a fourfold tackle of new three-
inch Manilla line as if it were weaker than pack-thread.

It was only poetic justice that the chief mate who had made a
mistake - perhaps a half-excusable one - about the distribution of
his ship's cargo should pay the penalty.  A piece of one of the
minor spars that did carry away flew against the chief mate's back,
and sent him sliding on his face for quite a considerable distance
along the main deck.  Thereupon followed various and unpleasant
consequences of a physical order - "queer symptoms," as the
captain, who treated them, used to say; inexplicable periods of
powerlessness, sudden accesses of mysterious pain; and the patient
agreed fully with the regretful mutters of his very attentive
captain wishing that it had been a straightforward broken leg.
Even the Dutch doctor who took the case up in Samarang offered no
scientific explanation.  All he said was:  "Ah, friend, you are
young yet; it may be very serious for your whole life.  You must
leave your ship; you must quite silent be for three months - quite
silent."

Of course, he meant the chief mate to keep quiet - to lay up, as a
matter of fact.  His manner was impressive enough, if his English
was childishly imperfect when compared with the fluency of Mr.
Hudig, the figure at the other end of that passage, and memorable
enough in its way.  In a great airy ward of a Far Eastern hospital,
lying on my back, I had plenty of leisure to remember the dreadful
cold and snow of Amsterdam, while looking at the fronds of the
palm-trees tossing and rustling at the height of the window.  I
could remember the elated feeling and the soul-gripping cold of
those tramway journeys taken into town to put what in diplomatic
language is called pressure upon the good Hudig, with his warm
fire, his armchair, his big cigar, and the never-failing suggestion
in his good-natured voice:  "I suppose in the end it is you they
will appoint captain before the ship sails?"  It may have been his
extreme good-nature, the serious, unsmiling good-nature of a fat,
swarthy man with coal-black moustache and steady eyes; but he might
have been a bit of a diplomatist, too.  His enticing suggestions I
used to repel modestly by the assurance that it was extremely
unlikely, as I had not enough experience.  "You know very well how
to go about business matters," he used to say, with a sort of
affected moodiness clouding his serene round face.  I wonder
whether he ever laughed to himself after I had left the office.  I
dare say he never did, because I understand that diplomatists, in
and out of the career, take themselves and their tricks with an
exemplary seriousness.

But he had nearly persuaded me that I was fit in every way to be
trusted with a command.  There came three months of mental worry,
hard rolling, remorse, and physical pain to drive home the lesson
of insufficient experience.

Yes, your ship wants to be humoured with knowledge.  You must treat
with an understanding consideration the mysteries of her feminine
nature, and then she will stand by you faithfully in the unceasing
struggle with forces wherein defeat is no shame.  It is a serious
relation, that in which a man stands to his ship.  She has her
rights as though she could breathe and speak; and, indeed, there
are ships that, for the right man, will do anything but speak, as
the saying goes.

A ship is not a slave.  You must make her easy in a seaway, you
must never forget that you owe her the fullest share of your
thought, of your skill, of your self-love.  If you remember that
obligation, naturally and without effort, as if it were an
instinctive feeling of your inner life, she will sail, stay, run
for you as long as she is able, or, like a sea-bird going to rest
upon the angry waves, she will lay out the heaviest gale that ever
made you doubt living long enough to see another sunrise.



XVI.



Often I turn with melancholy eagerness to the space reserved in the
newspapers under the general heading of "Shipping Intelligence."  I
meet there the names of ships I have known.  Every year some of
these names disappear - the names of old friends.  "Tempi passati!"

The different divisions of that kind of news are set down in their
order, which varies but slightly in its arrangement of concise
headlines.  And first comes "Speakings" - reports of ships met and
signalled at sea, name, port, where from, where bound for, so many
days out, ending frequently with the words "All well."  Then come
"Wrecks and Casualties" - a longish array of paragraphs, unless the
weather has been fair and clear, and friendly to ships all over the
world.

On some days there appears the heading "Overdue" - an ominous
threat of loss and sorrow trembling yet in the balance of fate.
There is something sinister to a seaman in the very grouping of the
letters which form this word, clear in its meaning, and seldom
threatening in vain.

Only a very few days more - appallingly few to the hearts which had
set themselves bravely to hope against hope - three weeks, a month
later, perhaps, the name of ships under the blight of the "Overdue"
heading shall appear again in the column of "Shipping
Intelligence," but under the final declaration of "Missing."

"The ship, or barque, or brig So-and-so, bound from such a port,
with such and such cargo, for such another port, having left at
such and such a date, last spoken at sea on such a day, and never
having been heard of since, was posted to-day as missing."  Such in
its strictly official eloquence is the form of funeral orations on
ships that, perhaps wearied with a long struggle, or in some
unguarded moment that may come to the readiest of us, had let
themselves be overwhelmed by a sudden blow from the enemy.

Who can say?  Perhaps the men she carried had asked her to do too
much, had stretched beyond breaking-point the enduring faithfulness
which seems wrought and hammered into that assemblage of iron ribs
and plating, of wood and steel and canvas and wire, which goes to
the making of a ship - a complete creation endowed with character,
individuality, qualities and defects, by men whose hands launch her
upon the water, and that other men shall learn to know with an
intimacy surpassing the intimacy of man with man, to love with a
love nearly as great as that of man for woman, and often as blind
in its infatuated disregard of defects.

There are ships which bear a bad name, but I have yet to meet one
whose crew for the time being failed to stand up angrily for her
against every criticism.  One ship which I call to mind now had the
reputation of killing somebody every voyage she made.  This was no
calumny, and yet I remember well, somewhere far back in the late
seventies, that the crew of that ship were, if anything, rather
proud of her evil fame, as if they had been an utterly corrupt lot
of desperadoes glorying in their association with an atrocious
creature.  We, belonging to other vessels moored all about the
Circular Quay in Sydney, used to shake our heads at her with a
great sense of the unblemished virtue of our own well-loved ships.

I shall not pronounce her name.  She is "missing" now, after a
sinister but, from the point of view of her owners, a useful career
extending over many years, and, I should say, across every ocean of
our globe.  Having killed a man for every voyage, and perhaps
rendered more misanthropic by the infirmities that come with years
upon a ship, she had made up her mind to kill all hands at once
before leaving the scene of her exploits.  A fitting end, this, to
a life of usefulness and crime - in a last outburst of an evil
passion supremely satisfied on some wild night, perhaps, to the
applauding clamour of wind and wave.

How did she do it?  In the word "missing" there is a horrible depth
of doubt and speculation.  Did she go quickly from under the men's
feet, or did she resist to the end, letting the sea batter her to
pieces, start her butts, wrench her frame, load her with an
increasing weight of salt water, and, dismasted, unmanageable,
rolling heavily, her boats gone, her decks swept, had she wearied
her men half to death with the unceasing labour at the pumps before
she sank with them like a stone?

However, such a case must be rare.  I imagine a raft of some sort
could always be contrived; and, even if it saved no one, it would
float on and be picked up, perhaps conveying some hint of the
vanished name.  Then that ship would not be, properly speaking,
missing.  She would be "lost with all hands," and in that
distinction there is a subtle difference - less horror and a less
appalling darkness.



XVII.



The unholy fascination of dread dwells in the thought of the last
moments of a ship reported as "missing" in the columns of the
SHIPPING GAZETTE.  Nothing of her ever comes to light - no grating,
no lifebuoy, no piece of boat or branded oar - to give a hint of
the place and date of her sudden end.  The SHIPPING GAZETTE does
not even call her "lost with all hands."  She remains simply
"missing"; she has disappeared enigmatically into a mystery of fate
as big as the world, where your imagination of a brother-sailor, of
a fellow-servant and lover of ships, may range unchecked.

And yet sometimes one gets a hint of what the last scene may be
like in the life of a ship and her crew, which resembles a drama in
its struggle against a great force bearing it up, formless,
ungraspable, chaotic and mysterious, as fate.

It was on a gray afternoon in the lull of a three days' gale that
had left the Southern Ocean tumbling heavily upon our ship, under a
sky hung with rags of clouds that seemed to have been cut and
hacked by the keen edge of a sou'-west gale.

Our craft, a Clyde-built barque of 1,000 tons, rolled so heavily
that something aloft had carried away.  No matter what the damage
was, but it was serious enough to induce me to go aloft myself with
a couple of hands and the carpenter to see the temporary repairs
properly done.

Sometimes we had to drop everything and cling with both hands to
the swaying spars, holding our breath in fear of a terribly heavy
roll.  And, wallowing as if she meant to turn over with us, the
barque, her decks full of water, her gear flying in bights, ran at
some ten knots an hour.  We had been driven far south - much
farther that way than we had meant to go; and suddenly, up there in
the slings of the foreyard, in the midst of our work, I felt my
shoulder gripped with such force in the carpenter's powerful paw
that I positively yelled with unexpected pain.  The man's eyes
stared close in my face, and he shouted, "Look, sir! look!  What's
this?" pointing ahead with his other hand.

At first I saw nothing.  The sea was one empty wilderness of black
and white hills.  Suddenly, half-concealed in the tumult of the
foaming rollers I made out awash, something enormous, rising and
falling - something spread out like a burst of foam, but with a
more bluish, more solid look.

It was a piece of an ice-floe melted down to a fragment, but still
big enough to sink a ship, and floating lower than any raft, right
in our way, as if ambushed among the waves with murderous intent.
There was no time to get down on deck.  I shouted from aloft till
my head was ready to split.  I was heard aft, and we managed to
clear the sunken floe which had come all the way from the Southern
ice-cap to have a try at our unsuspecting lives.  Had it been an
hour later, nothing could have saved the ship, for no eye could
have made out in the dusk that pale piece of ice swept over by the
white-crested waves.

And as we stood near the taffrail side by side, my captain and I,
looking at it, hardly discernible already, but still quite close-to
on our quarter, he remarked in a meditative tone:

"But for the turn of that wheel just in time, there would have been
another case of a 'missing' ship."

Nobody ever comes back from a "missing" ship to tell how hard was
the death of the craft, and how sudden and overwhelming the last
anguish of her men.  Nobody can say with what thoughts, with what
regrets, with what words on their lips they died.  But there is
something fine in the sudden passing away of these hearts from the
extremity of struggle and stress and tremendous uproar - from the
vast, unrestful rage of the surface to the profound peace of the
depths, sleeping untroubled since the beginning of ages.



XVIII.



But if the word "missing" brings all hope to an end and settles the
loss of the underwriters, the word "overdue" confirms the fears
already born in many homes ashore, and opens the door of
speculation in the market of risks.

Maritime risks, be it understood.  There is a class of optimists
ready to reinsure an "overdue" ship at a heavy premium.  But
nothing can insure the hearts on shore against the bitterness of
waiting for the worst.

For if a "missing" ship has never turned up within the memory of
seamen of my generation, the name of an "overdue" ship, trembling
as it were on the edge of the fatal heading, has been known to
appear as "arrived."

It must blaze up, indeed, with a great brilliance the dull
printer's ink expended on the assemblage of the few letters that
form the ship's name to the anxious eyes scanning the page in fear
and trembling.  It is like the message of reprieve from the
sentence of sorrow suspended over many a home, even if some of the
men in her have been the most homeless mortals that you may find
among the wanderers of the sea.

The reinsurer, the optimist of ill-luck and disaster, slaps his
pocket with satisfaction.  The underwriter, who had been trying to
minimize the amount of impending loss, regrets his premature
pessimism.  The ship has been stauncher, the skies more merciful,
the seas less angry, or perhaps the men on board of a finer temper
than he has been willing to take for granted.

"The ship So-and-so, bound to such a port, and posted as 'overdue,'
has been reported yesterday as having arrived safely at her
destination."

Thus run the official words of the reprieve addressed to the hearts
ashore lying under a heavy sentence.  And they come swiftly from
the other side of the earth, over wires and cables, for your
electric telegraph is a great alleviator of anxiety.  Details, of
course, shall follow.  And they may unfold a tale of narrow escape,
of steady ill-luck, of high winds and heavy weather, of ice, of
interminable calms or endless head-gales; a tale of difficulties
overcome, of adversity defied by a small knot of men upon the great
loneliness of the sea; a tale of resource, of courage - of
helplessness, perhaps.

Of all ships disabled at sea, a steamer who has lost her propeller
is the most helpless.  And if she drifts into an unpopulated part
of the ocean she may soon become overdue.  The menace of the
"overdue" and the finality of "missing" come very quickly to
steamers whose life, fed on coals and breathing the black breath of
smoke into the air, goes on in disregard of wind and wave.  Such a
one, a big steamship, too, whose working life had been a record of
faithful keeping time from land to land, in disregard of wind and
sea, once lost her propeller down south, on her passage out to New
Zealand.

It was the wintry, murky time of cold gales and heavy seas.  With
the snapping of her tail-shaft her life seemed suddenly to depart
from her big body, and from a stubborn, arrogant existence she
passed all at once into the passive state of a drifting log.  A
ship sick with her own weakness has not the pathos of a ship
vanquished in a battle with the elements, wherein consists the
inner drama of her life.  No seaman can look without compassion
upon a disabled ship, but to look at a sailing-vessel with her
lofty spars gone is to look upon a defeated but indomitable
warrior.  There is defiance in the remaining stumps of her masts,
raised up like maimed limbs against the menacing scowl of a stormy
sky; there is high courage in the upward sweep of her lines towards
the bow; and as soon as, on a hastily-rigged spar, a strip of
canvas is shown to the wind to keep her head to sea, she faces the
waves again with an unsubdued courage.



XIX.



The efficiency of a steamship consists not so much in her courage
as in the power she carries within herself.  It beats and throbs
like a pulsating heart within her iron ribs, and when it stops, the
steamer, whose life is not so much a contest as the disdainful
ignoring of the sea, sickens and dies upon the waves.  The sailing-
ship, with her unthrobbing body, seemed to lead mysteriously a sort
of unearthly existence, bordering upon the magic of the invisible
forces, sustained by the inspiration of life-giving and death-
dealing winds.

So that big steamer, dying by a sudden stroke, drifted, an unwieldy
corpse, away from the track of other ships.  And she would have
been posted really as "overdue," or maybe as "missing," had she not
been sighted in a snowstorm, vaguely, like a strange rolling
island, by a whaler going north from her Polar cruising ground.
There was plenty of food on board, and I don't know whether the
nerves of her passengers were at all affected by anything else than
the sense of interminable boredom or the vague fear of that unusual
situation.  Does a passenger ever feel the life of the ship in
which he is being carried like a sort of honoured bale of highly
sensitive goods?  For a man who has never been a passenger it is
impossible to say.  But I know that there is no harder trial for a
seaman than to feel a dead ship under his feet.

There is no mistaking that sensation, so dismal, so tormenting and
so subtle, so full of unhappiness and unrest.  I could imagine no
worse eternal punishment for evil seamen who die unrepentant upon
the earthly sea than that their souls should be condemned to man
the ghosts of disabled ships, drifting for ever across a ghostly
and tempestuous ocean.

She must have looked ghostly enough, that broken-down steamer,
rolling in that snowstorm - a dark apparition in a world of white
snowflakes to the staring eyes of that whaler's crew.  Evidently
they didn't believe in ghosts, for on arrival into port her captain
unromantically reported having sighted a disabled steamer in
latitude somewhere about 50 degrees S. and a longitude still more
uncertain.  Other steamers came out to look for her, and ultimately
towed her away from the cold edge of the world into a harbour with
docks and workshops, where, with many blows of hammers, her
pulsating heart of steel was set going again to go forth presently
in the renewed pride of its strength, fed on fire and water,
breathing black smoke into the air, pulsating, throbbing,
shouldering its arrogant way against the great rollers in blind
disdain of winds and sea.

The track she had made when drifting while her heart stood still
within her iron ribs looked like a tangled thread on the white
paper of the chart.  It was shown to me by a friend, her second
officer.  In that surprising tangle there were words in minute
letters - "gales," "thick fog," "ice" - written by him here and
there as memoranda of the weather.  She had interminably turned
upon her tracks, she had crossed and recrossed her haphazard path
till it resembled nothing so much as a puzzling maze of pencilled
lines without a meaning.  But in that maze there lurked all the
romance of the "overdue" and a menacing hint of "missing."

"We had three weeks of it," said my friend, "just think of that!"

"How did you feel about it?" I asked.

He waved his hand as much as to say:  It's all in the day's work.
But then, abruptly, as if making up his mind:

"I'll tell you.  Towards the last I used to shut myself up in my
berth and cry."

"Cry?"

"Shed tears," he explained briefly, and rolled up the chart.

I can answer for it, he was a good man - as good as ever stepped
upon a ship's deck - but he could not bear the feeling of a dead
ship under his feet:  the sickly, disheartening feeling which the
men of some "overdue" ships that come into harbour at last under a
jury-rig must have felt, combated, and overcome in the faithful
discharge of their duty.



XX.



It is difficult for a seaman to believe that his stranded ship does
not feel as unhappy at the unnatural predicament of having no water
under her keel as he is himself at feeling her stranded.

Stranding is, indeed, the reverse of sinking.  The sea does not
close upon the water-logged hull with a sunny ripple, or maybe with
the angry rush of a curling wave, erasing her name from the roll of
living ships.  No.  It is as if an invisible hand had been
stealthily uplifted from the bottom to catch hold of her keel as it
glides through the water.

More than any other event does stranding bring to the sailor a
sense of utter and dismal failure.  There are strandings and
strandings, but I am safe to say that 90 per cent. of them are
occasions in which a sailor, without dishonour, may well wish
himself dead; and I have no doubt that of those who had the
experience of their ship taking the ground, 90 per cent. did
actually for five seconds or so wish themselves dead.

"Taking the ground" is the professional expression for a ship that
is stranded in gentle circumstances.  But the feeling is more as if
the ground had taken hold of her.  It is for those on her deck a
surprising sensation.  It is as if your feet had been caught in an
imponderable snare; you feel the balance of your body threatened,
and the steady poise of your mind is destroyed at once.  This
sensation lasts only a second, for even while you stagger something
seems to turn over in your head, bringing uppermost the mental
exclamation, full of astonishment and dismay, "By Jove! she's on
the ground!"

And that is very terrible.  After all, the only mission of a
seaman's calling is to keep ships' keels off the ground.  Thus the
moment of her stranding takes away from him every excuse for his
continued existence.  To keep ships afloat is his business; it is
his trust; it is the effective formula of the bottom of all these
vague impulses, dreams, and illusions that go to the making up of a
boy's vocation.  The grip of the land upon the keel of your ship,
even if nothing worse comes of it than the wear and tear of tackle
and the loss of time, remains in a seaman's memory an indelibly
fixed taste of disaster.

"Stranded" within the meaning of this paper stands for a more or
less excusable mistake.  A ship may be "driven ashore" by stress of
weather.  It is a catastrophe, a defeat.  To be "run ashore" has
the littleness, poignancy, and bitterness of human error.



XXI.



That is why your "strandings" are for the most part so unexpected.
In fact, they are all unexpected, except those heralded by some
short glimpse of the danger, full of agitation and excitement, like
an awakening from a dream of incredible folly.

The land suddenly at night looms up right over your bows, or
perhaps the cry of "Broken water ahead!" is raised, and some long
mistake, some complicated edifice of self-delusion, over-
confidence, and wrong reasoning is brought down in a fatal shock,
and the heart-searing experience of your ship's keel scraping and
scrunching over, say, a coral reef.  It is a sound, for its size,
far more terrific to your soul than that of a world coming
violently to an end.  But out of that chaos your belief in your own
prudence and sagacity reasserts itself.  You ask yourself, Where on
earth did I get to?  How on earth did I get there? with a
conviction that it could not be your own act, that there has been
at work some mysterious conspiracy of accident; that the charts are
all wrong, and if the charts are not wrong, that land and sea have
changed their places; that your misfortune shall for ever remain
inexplicable, since you have lived always with the sense of your
trust, the last thing on closing your eyes, the first on opening
them, as if your mind had kept firm hold of your responsibility
during the hours of sleep.

You contemplate mentally your mischance, till little by little your
mood changes, cold doubt steals into the very marrow of your bones,
you see the inexplicable fact in another light.  That is the time
when you ask yourself, How on earth could I have been fool enough
to get there?  And you are ready to renounce all belief in your
good sense, in your knowledge, in your fidelity, in what you
thought till then was the best in you, giving you the daily bread
of life and the moral support of other men's confidence.

The ship is lost or not lost.  Once stranded, you have to do your
best by her.  She may be saved by your efforts, by your resource
and fortitude bearing up against the heavy weight of guilt and
failure.  And there are justifiable strandings in fogs, on
uncharted seas, on dangerous shores, through treacherous tides.
But, saved or not saved, there remains with her commander a
distinct sense of loss, a flavour in the mouth of the real, abiding
danger that lurks in all the forms of human existence.  It is an
acquisition, too, that feeling.  A man may be the better for it,
but he will not be the same.  Damocles has seen the sword suspended
by a hair over his head, and though a good man need not be made
less valuable by such a knowledge, the feast shall not henceforth
have the same flavour.

Years ago I was concerned as chief mate in a case of stranding
which was not fatal to the ship.  We went to work for ten hours on
end, laying out anchors in readiness to heave off at high water.
While I was still busy about the decks forward I heard the steward
at my elbow saying:  "The captain asks whether you mean to come in,
sir, and have something to eat to-day."

I went into the cuddy.  My captain sat at the head of the table
like a statue.  There was a strange motionlessness of everything in
that pretty little cabin.  The swing-table which for seventy odd
days had been always on the move, if ever so little, hung quite
still above the soup-tureen.  Nothing could have altered the rich
colour of my commander's complexion, laid on generously by wind and
sea; but between the two tufts of fair hair above his ears, his
skull, generally suffused with the hue of blood, shone dead white,
like a dome of ivory.  And he looked strangely untidy.  I perceived
he had not shaved himself that day; and yet the wildest motion of
the ship in the most stormy latitudes we had passed through, never
made him miss one single morning ever since we left the Channel.
The fact must be that a commander cannot possibly shave himself
when his ship is aground.  I have commanded ships myself, but I
don't know; I have never tried to shave in my life.

He did not offer to help me or himself till I had coughed markedly
several times.  I talked to him professionally in a cheery tone,
and ended with the confident assertion:

"We shall get her off before midnight, sir."

He smiled faintly without looking up, and muttered as if to
himself:

"Yes, yes; the captain put the ship ashore and we got her off."

Then, raising his head, he attacked grumpily the steward, a lanky,
anxious youth with a long, pale face and two big front teeth.

"What makes this soup so bitter?  I am surprised the mate can
swallow the beastly stuff.  I'm sure the cook's ladled some salt
water into it by mistake."

The charge was so outrageous that the steward for all answer only
dropped his eyelids bashfully.

There was nothing the matter with the soup.  I had a second
helping.  My heart was warm with hours of hard work at the head of
a willing crew.  I was elated with having handled heavy anchors,
cables, boats without the slightest hitch; pleased with having laid
out scientifically bower, stream, and kedge exactly where I
believed they would do most good.  On that occasion the bitter
taste of a stranding was not for my mouth.  That experience came
later, and it was only then that I understood the loneliness of the
man in charge.

It's the captain who puts the ship ashore; it's we who get her off.



XXII.



It seems to me that no man born and truthful to himself could
declare that he ever saw the sea looking young as the earth looks
young in spring.  But some of us, regarding the ocean with
understanding and affection, have seen it looking old, as if the
immemorial ages had been stirred up from the undisturbed bottom of
ooze.  For it is a gale of wind that makes the sea look old.

From a distance of years, looking at the remembered aspects of the
storms lived through, it is that impression which disengages itself
clearly from the great body of impressions left by many years of
intimate contact.

If you would know the age of the earth, look upon the sea in a
storm.  The grayness of the whole immense surface, the wind furrows
upon the faces of the waves, the great masses of foam, tossed about
and waving, like matted white locks, give to the sea in a gale an
appearance of hoary age, lustreless, dull, without gleams, as
though it had been created before light itself.

Looking back after much love and much trouble, the instinct of
primitive man, who seeks to personify the forces of Nature for his
affection and for his fear, is awakened again in the breast of one
civilized beyond that stage even in his infancy.  One seems to have
known gales as enemies, and even as enemies one embraces them in
that affectionate regret which clings to the past.

Gales have their personalities, and, after all, perhaps it is not
strange; for, when all is said and done, they are adversaries whose
wiles you must defeat, whose violence you must resist, and yet with
whom you must live in the intimacies of nights and days.

Here speaks the man of masts and sails, to whom the sea is not a
navigable element, but an intimate companion.  The length of
passages, the growing sense of solitude, the close dependence upon
the very forces that, friendly to-day, without changing their
nature, by the mere putting forth of their might, become dangerous
to-morrow, make for that sense of fellowship which modern seamen,
good men as they are, cannot hope to know.  And, besides, your
modern ship which is a steamship makes her passages on other
principles than yielding to the weather and humouring the sea.  She
receives smashing blows, but she advances; it is a slogging fight,
and not a scientific campaign.  The machinery, the steel, the fire,
the steam, have stepped in between the man and the sea.  A modern
fleet of ships does not so much make use of the sea as exploit a
highway.  The modern ship is not the sport of the waves.  Let us
say that each of her voyages is a triumphant progress; and yet it
is a question whether it is not a more subtle and more human
triumph to be the sport of the waves and yet survive, achieving
your end.

In his own time a man is always very modern.  Whether the seamen of
three hundred years hence will have the faculty of sympathy it is
impossible to say.  An incorrigible mankind hardens its heart in
the progress of its own perfectability.  How will they feel on
seeing the illustrations to the sea novels of our day, or of our
yesterday?  It is impossible to guess.  But the seaman of the last
generation, brought into sympathy with the caravels of ancient time
by his sailing-ship, their lineal descendant, cannot look upon
those lumbering forms navigating the naive seas of ancient woodcuts
without a feeling of surprise, of affectionate derision, envy, and
admiration.  For those things, whose unmanageableness, even when
represented on paper, makes one gasp with a sort of amused horror,
were manned by men who are his direct professional ancestors.

No; the seamen of three hundred years hence will probably be
neither touched nor moved to derision, affection, or admiration.
They will glance at the photogravures of our nearly defunct
sailing-ships with a cold, inquisitive and indifferent eye.  Our
ships of yesterday will stand to their ships as no lineal
ancestors, but as mere predecessors whose course will have been run
and the race extinct.  Whatever craft he handles with skill, the
seaman of the future shall be, not our descendant, but only our
successor.



XXIII.



And so much depends upon the craft which, made by man, is one with
man, that the sea shall wear for him another aspect.  I remember
once seeing the commander - officially the master, by courtesy the
captain - of a fine iron ship of the old wool fleet shaking his
head at a very pretty brigantine.  She was bound the other way.
She was a taut, trim, neat little craft, extremely well kept; and
on that serene evening when we passed her close she looked the
embodiment of coquettish comfort on the sea.  It was somewhere near
the Cape - THE Cape being, of course, the Cape of Good Hope, the
Cape of Storms of its Portuguese discoverer.  And whether it is
that the word "storm" should not be pronounced upon the sea where
the storms dwell thickly, or because men are shy of confessing
their good hopes, it has become the nameless cape - the Cape TOUT
COURT.  The other great cape of the world, strangely enough, is
seldom if ever called a cape.  We say, "a voyage round the Horn";
"we rounded the Horn"; "we got a frightful battering off the Horn";
but rarely "Cape Horn," and, indeed, with some reason, for Cape
Horn is as much an island as a cape.  The third stormy cape of the
world, which is the Leeuwin, receives generally its full name, as
if to console its second-rate dignity.  These are the capes that
look upon the gales.

The little brigantine, then, had doubled the Cape.  Perhaps she was
coming from Port Elizabeth, from East London - who knows?  It was
many years ago, but I remember well the captain of the wool-clipper
nodding at her with the words, "Fancy having to go about the sea in
a thing like that!"

He was a man brought up in big deep-water ships, and the size of
the craft under his feet was a part of his conception of the sea.
His own ship was certainly big as ships went then.  He may have
thought of the size of his cabin, or - unconsciously, perhaps -
have conjured up a vision of a vessel so small tossing amongst the
great seas.  I didn't inquire, and to a young second mate the
captain of the little pretty brigantine, sitting astride a camp
stool with his chin resting on his hands that were crossed upon the
rail, might have appeared a minor king amongst men.  We passed her
within earshot, without a hail, reading each other's names with the
naked eye.

Some years later, the second mate, the recipient of that almost
involuntary mutter, could have told his captain that a man brought
up in big ships may yet take a peculiar delight in what we should
both then have called a small craft.  Probably the captain of the
big ship would not have understood very well.  His answer would
have been a gruff, "Give me size," as I heard another man reply to
a remark praising the handiness of a small vessel.  It was not a
love of the grandiose or the prestige attached to the command of
great tonnage, for he continued, with an air of disgust and
contempt, "Why, you get flung out of your bunk as likely as not in
any sort of heavy weather."

I don't know.  I remember a few nights in my lifetime, and in a big
ship, too (as big as they made them then), when one did not get
flung out of one's bed simply because one never even attempted to
get in; one had been made too weary, too hopeless, to try.  The
expedient of turning your bedding out on to a damp floor and lying
on it there was no earthly good, since you could not keep your
place or get a second's rest in that or any other position.  But of
the delight of seeing a small craft run bravely amongst the great
seas there can be no question to him whose soul does not dwell
ashore.  Thus I well remember a three days' run got out of a little
barque of 400 tons somewhere between the islands of St. Paul and
Amsterdam and Cape Otway on the Australian coast.  It was a hard,
long gale, gray clouds and green sea, heavy weather undoubtedly,
but still what a sailor would call manageable.  Under two lower
topsails and a reefed foresail the barque seemed to race with a
long, steady sea that did not becalm her in the troughs.  The
solemn thundering combers caught her up from astern, passed her
with a fierce boiling up of foam level with the bulwarks, swept on
ahead with a swish and a roar:  and the little vessel, dipping her
jib-boom into the tumbling froth, would go on running in a smooth,
glassy hollow, a deep valley between two ridges of the sea, hiding
the horizon ahead and astern.  There was such fascination in her
pluck, nimbleness, the continual exhibition of unfailing
seaworthiness, in the semblance of courage and endurance, that I
could not give up the delight of watching her run through the three
unforgettable days of that gale which my mate also delighted to
extol as "a famous shove."

And this is one of those gales whose memory in after-years returns,
welcome in dignified austerity, as you would remember with pleasure
the noble features of a stranger with whom you crossed swords once
in knightly encounter and are never to see again.  In this way
gales have their physiognomy.  You remember them by your own
feelings, and no two gales stamp themselves in the same way upon
your emotions.  Some cling to you in woebegone misery; others come
back fiercely and weirdly, like ghouls bent upon sucking your
strength away; others, again, have a catastrophic splendour; some
are unvenerated recollections, as of spiteful wild-cats clawing at
your agonized vitals; others are severe, like a visitation; and one
or two rise up draped and mysterious, with an aspect of ominous
menace.  In each of them there is a characteristic point at which
the whole feeling seems contained in one single moment.  Thus there
is a certain four o'clock in the morning in the confused roar of a
black and white world when coming on deck to take charge of my
watch I received the instantaneous impression that the ship could
not live for another hour in such a raging sea.

I wonder what became of the men who silently (you couldn't hear
yourself speak) must have shared that conviction with me.  To be
left to write about it is not, perhaps, the most enviable fate; but
the point is that this impression resumes in its intensity the
whole recollection of days and days of desperately dangerous
weather.  We were then, for reasons which it is not worth while to
specify, in the close neighbourhood of Kerguelen Land; and now,
when I open an atlas and look at the tiny dots on the map of the
Southern Ocean, I see as if engraved upon the paper the enraged
physiognomy of that gale.

Another, strangely, recalls a silent man.  And yet it was not din
that was wanting; in fact, it was terrific.  That one was a gale
that came upon the ship swiftly, like a parnpero, which last is a
very sudden wind indeed.  Before we knew very well what was coming
all the sails we had set had burst; the furled ones were blowing
loose, ropes flying, sea hissing - it hissed tremendously - wind
howling, and the ship lying on her side, so that half of the crew
were swimming and the other half clawing desperately at whatever
came to hand, according to the side of the deck each man had been
caught on by the catastrophe, either to leeward or to windward.
The shouting I need not mention - it was the merest drop in an
ocean of noise - and yet the character of the gale seems contained
in the recollection of one small, not particularly impressive,
sallow man without a cap and with a very still face.  Captain Jones
- let us call him Jones - had been caught unawares.  Two orders he
had given at the first sign of an utterly unforeseen onset; after
that the magnitude of his mistake seemed to have overwhelmed him.
We were doing what was needed and feasible.  The ship behaved well.
Of course, it was some time before we could pause in our fierce and
laborious exertions; but all through the work, the excitement, the
uproar, and some dismay, we were aware of this silent little man at
the break of the poop, perfectly motionless, soundless, and often
hidden from us by the drift of sprays.

When we officers clambered at last upon the poop, he seemed to come
out of that numbed composure, and shouted to us down wind:  "Try
the pumps."  Afterwards he disappeared.  As to the ship, I need not
say that, although she was presently swallowed up in one of the
blackest nights I can remember, she did not disappear.  In truth, I
don't fancy that there had ever been much danger of that, but
certainly the experience was noisy and particularly distracting -
and yet it is the memory of a very quiet silence that survives.



XXIV.



For, after all, a gale of wind, the thing of mighty sound, is
inarticulate.  It is man who, in a chance phrase, interprets the
elemental passion of his enemy.  Thus there is another gale in my
memory, a thing of endless, deep, humming roar, moonlight, and a
spoken sentence.

It was off that other cape which is always deprived of its title as
the Cape of Good Hope is robbed of its name.  It was off the Horn.
For a true expression of dishevelled wildness there is nothing like
a gale in the bright moonlight of a high latitude.

The ship, brought-to and bowing to enormous flashing seas,
glistened wet from deck to trucks; her one set sail stood out a
coal-black shape upon the gloomy blueness of the air.  I was a
youngster then, and suffering from weariness, cold, and imperfect
oilskins which let water in at every seam.  I craved human
companionship, and, coming off the poop, took my place by the side
of the boatswain (a man whom I did not like) in a comparatively dry
spot where at worst we had water only up to our knees.  Above our
heads the explosive booming gusts of wind passed continuously,
justifying the sailor's saying "It blows great guns."  And just
from that need of human companionship, being very close to the man,
I said, or rather shouted:

"Blows very hard, boatswain."

His answer was:

"Ay, and if it blows only a little harder things will begin to go.
I don't mind as long as everything holds, but when things begin to
go it's bad."

The note of dread in the shouting voice, the practical truth of
these words, heard years ago from a man I did not like, have
stamped its peculiar character on that gale.

A look in the eyes of a shipmate, a low murmur in the most
sheltered spot where the watch on duty are huddled together, a
meaning moan from one to the other with a glance at the windward
sky, a sigh of weariness, a gesture of disgust passing into the
keeping of the great wind, become part and parcel of the gale.  The
olive hue of hurricane clouds presents an aspect peculiarly
appalling.  The inky ragged wrack, flying before a nor'-west wind,
makes you dizzy with its headlong speed that depicts the rush of
the invisible air.  A hard sou'-wester startles you with its close
horizon and its low gray sky, as if the world were a dungeon
wherein there is no rest for body or soul.  And there are black
squalls, white squalls, thunder squalls, and unexpected gusts that
come without a single sign in the sky; and of each kind no one of
them resembles another.

There is infinite variety in the gales of wind at sea, and except
for the peculiar, terrible, and mysterious moaning that may be
heard sometimes passing through the roar of a hurricane - except
for that unforgettable sound, as if the soul of the universe had
been goaded into a mournful groan - it is, after all, the human
voice that stamps the mark of human consciousness upon the
character of a gale.



XXV.



There is no part of the world of coasts, continents, oceans, seas,
straits, capes, and islands which is not under the sway of a
reigning wind, the sovereign of its typical weather.  The wind
rules the aspects of the sky and the action of the sea.  But no
wind rules unchallenged his realm of land and water.  As with the
kingdoms of the earth, there are regions more turbulent than
others.  In the middle belt of the earth the Trade Winds reign
supreme, undisputed, like monarchs of long-settled kingdoms, whose
traditional power, checking all undue ambitions, is not so much an
exercise of personal might as the working of long-established
institutions.  The intertropical kingdoms of the Trade Winds are
favourable to the ordinary life of a merchantman.  The trumpet-call
of strife is seldom borne on their wings to the watchful ears of
men on the decks of ships.  The regions ruled by the north-east and
south-east Trade Winds are serene.  In a southern-going ship, bound
out for a long voyage, the passage through their dominions is
characterized by a relaxation of strain and vigilance on the part
of the seamen.  Those citizens of the ocean feel sheltered under
the aegis of an uncontested law, of an undisputed dynasty.  There,
indeed, if anywhere on earth, the weather may be trusted.

Yet not too implicitly.  Even in the constitutional realm of Trade
Winds, north and south of the equator, ships are overtaken by
strange disturbances.  Still, the easterly winds, and, generally
speaking, the easterly weather all the world over, is characterized
by regularity and persistence.

As a ruler, the East Wind has a remarkable stability; as an invader
of the high latitudes lying under the tumultuous sway of his great
brother, the Wind of the West, he is extremely difficult to
dislodge, by the reason of his cold craftiness and profound
duplicity.

The narrow seas around these isles, where British admirals keep
watch and ward upon the marches of the Atlantic Ocean, are subject
to the turbulent sway of the West Wind.  Call it north-west or
south-west, it is all one - a different phase of the same
character, a changed expression on the same face.  In the
orientation of the winds that rule the seas, the north and south
directions are of no importance.  There are no North and South
Winds of any account upon this earth.  The North and South Winds
are but small princes in the dynasties that make peace and war upon
the sea.  They never assert themselves upon a vast stage.  They
depend upon local causes - the configuration of coasts, the shapes
of straits, the accidents of bold promontories round which they
play their little part.  In the polity of winds, as amongst the
tribes of the earth, the real struggle lies between East and West.



XXVI.



The West Wind reigns over the seas surrounding the coasts of these
kingdoms; and from the gateways of the channels, from promontories
as if from watch-towers, from estuaries of rivers as if from
postern gates, from passage-ways, inlets, straits, firths, the
garrison of the Isle and the crews of the ships going and returning
look to the westward to judge by the varied splendours of his
sunset mantle the mood of that arbitrary ruler.  The end of the day
is the time to gaze at the kingly face of the Westerly Weather, who
is the arbiter of ships' destinies.  Benignant and splendid, or
splendid and sinister, the western sky reflects the hidden purposes
of the royal mind.  Clothed in a mantle of dazzling gold or draped
in rags of black clouds like a beggar, the might of the Westerly
Wind sits enthroned upon the western horizon with the whole North
Atlantic as a footstool for his feet and the first twinkling stars
making a diadem for his brow.  Then the seamen, attentive courtiers
of the weather, think of regulating the conduct of their ships by
the mood of the master.  The West Wind is too great a king to be a
dissembler:  he is no calculator plotting deep schemes in a sombre
heart; he is too strong for small artifices; there is passion in
all his moods, even in the soft mood of his serene days, in the
grace of his blue sky whose immense and unfathomable tenderness
reflected in the mirror of the sea embraces, possesses, lulls to
sleep the ships with white sails.  He is all things to all oceans;
he is like a poet seated upon a throne - magnificent, simple,
barbarous, pensive, generous, impulsive, changeable, unfathomable -
but when you understand him, always the same.  Some of his sunsets
are like pageants devised for the delight of the multitude, when
all the gems of the royal treasure-house are displayed above the
sea.  Others are like the opening of his royal confidence, tinged
with thoughts of sadness and compassion in a melancholy splendour
meditating upon the short-lived peace of the waters.  And I have
seen him put the pent-up anger of his heart into the aspect of the
inaccessible sun, and cause it to glare fiercely like the eye of an
implacable autocrat out of a pale and frightened sky.

He is the war-lord who sends his battalions of Atlantic rollers to
the assault of our seaboard.  The compelling voice of the West Wind
musters up to his service all the might of the ocean.  At the
bidding of the West Wind there arises a great commotion in the sky
above these Islands, and a great rush of waters falls upon our
shores.  The sky of the westerly weather is full of flying clouds,
of great big white clouds coming thicker and thicker till they seem
to stand welded into a solid canopy, upon whose gray face the lower
wrack of the gale, thin, black and angry-looking, flies past with
vertiginous speed.  Denser and denser grows this dome of vapours,
descending lower and lower upon the sea, narrowing the horizon
around the ship.  And the characteristic aspect of westerly
weather, the thick, gray, smoky and sinister tone sets in,
circumscribing the view of the men, drenching their bodies,
oppressing their souls, taking their breath away with booming
gusts, deafening, blinding, driving, rushing them onwards in a
swaying ship towards our coasts lost in mists and rain.

The caprice of the winds, like the wilfulness of men, is fraught
with the disastrous consequences of self-indulgence.  Long anger,
the sense of his uncontrolled power, spoils the frank and generous
nature of the West Wind.  It is as if his heart were corrupted by a
malevolent and brooding rancour.  He devastates his own kingdom in
the wantonness of his force.  South-west is the quarter of the
heavens where he presents his darkened brow.  He breathes his rage
in terrific squalls, and overwhelms his realm with an inexhaustible
welter of clouds.  He strews the seeds of anxiety upon the decks of
scudding ships, makes the foam-stripped ocean look old, and
sprinkles with gray hairs the heads of ship-masters in the
homeward-bound ships running for the Channel.  The Westerly Wind
asserting his sway from the south-west quarter is often like a
monarch gone mad, driving forth with wild imprecations the most
faithful of his courtiers to shipwreck, disaster, and death.

The south-westerly weather is the thick weather PAR EXCELLENCE.  It
is not the thickness of the fog; it is rather a contraction of the
horizon, a mysterious veiling of the shores with clouds that seem
to make a low-vaulted dungeon around the running ship.  It is not
blindness; it is a shortening of the sight.  The West Wind does not
say to the seaman, "You shall be blind"; it restricts merely the
range of his vision and raises the dread of land within his breast.
It makes of him a man robbed of half his force, of half his
efficiency.  Many times in my life, standing in long sea-boots and
streaming oilskins at the elbow of my commander on the poop of a
homeward-bound ship making for the Channel, and gazing ahead into
the gray and tormented waste, I have heard a weary sigh shape
itself into a studiously casual comment:

"Can't see very far in this weather."

And have made answer in the same low, perfunctory tone

"No, sir."

It would be merely the instinctive voicing of an ever-present
thought associated closely with the consciousness of the land
somewhere ahead and of the great speed of the ship.  Fair wind,
fair wind!  Who would dare to grumble at a fair wind?  It was a
favour of the Western King, who rules masterfully the North
Atlantic from the latitude of the Azores to the latitude of Cape
Farewell.  A famous shove this to end a good passage with; and yet,
somehow, one could not muster upon one's lips the smile of a
courtier's gratitude.  This favour was dispensed to you from under
an overbearing scowl, which is the true expression of the great
autocrat when he has made up his mind to give a battering to some
ships and to hunt certain others home in one breath of cruelty and
benevolence, equally distracting.

"No, sir.  Can't see very far."

Thus would the mate's voice repeat the thought of the master, both
gazing ahead, while under their feet the ship rushes at some twelve
knots in the direction of the lee shore; and only a couple of miles
in front of her swinging and dripping jib-boom, carried naked with
an upward slant like a spear, a gray horizon closes the view with a
multitude of waves surging upwards violently as if to strike at the
stooping clouds.

Awful and threatening scowls darken the face of the West Wind in
his clouded, south-west mood; and from the King's throne-hall in
the western board stronger gusts reach you, like the fierce shouts
of raving fury to which only the gloomy grandeur of the scene
imparts a saving dignity.  A shower pelts the deck and the sails of
the ship as if flung with a scream by an angry hand; and when the
night closes in, the night of a south-westerly gale, it seems more
hopeless than the shade of Hades.  The south-westerly mood of the
great West Wind is a lightless mood, without sun, moon, or stars,
with no gleam of light but the phosphorescent flashes of the great
sheets of foam that, boiling up on each side of the ship, fling
bluish gleams upon her dark and narrow hull, rolling as she runs,
chased by enormous seas, distracted in the tumult.

There are some bad nights in the kingdom of the West Wind for
homeward-bound ships making for the Channel; and the days of wrath
dawn upon them colourless and vague like the timid turning up of
invisible lights upon the scene of a tyrannical and passionate
outbreak, awful in the monotony of its method and the increasing
strength of its violence.  It is the same wind, the same clouds,
the same wildly racing seas, the same thick horizon around the
ship.  Only the wind is stronger, the clouds seem denser and more
overwhelming, the waves appear to have grown bigger and more
threatening during the night.  The hours, whose minutes are marked
by the crash of the breaking seas, slip by with the screaming,
pelting squalls overtaking the ship as she runs on and on with
darkened canvas, with streaming spars and dripping ropes.  The
down-pours thicken.  Preceding each shower a mysterious gloom, like
the passage of a shadow above the firmament of gray clouds, filters
down upon the ship.  Now and then the rain pours upon your head in
streams as if from spouts.  It seems as if your ship were going to
be drowned before she sank, as if all atmosphere had turned to
water.  You gasp, you splutter, you are blinded and deafened, you
are submerged, obliterated, dissolved, annihilated, streaming all
over as if your limbs, too, had turned to water.  And every nerve
on the alert you watch for the clearing-up mood of the Western
King, that shall come with a shift of wind as likely as not to whip
all the three masts out of your ship in the twinkling of an eye.



XXVII.



Heralded by the increasing fierceness of the squalls, sometimes by
a faint flash of lightning like the signal of a lighted torch waved
far away behind the clouds, the shift of wind comes at last, the
crucial moment of the change from the brooding and veiled violence
of the south-west gale to the sparkling, flashing, cutting, clear-
eyed anger of the King's north-westerly mood.  You behold another
phase of his passion, a fury bejewelled with stars, mayhap bearing
the crescent of the moon on its brow, shaking the last vestiges of
its torn cloud-mantle in inky-black squalls, with hail and sleet
descending like showers of crystals and pearls, bounding off the
spars, drumming on the sails, pattering on the oilskin coats,
whitening the decks of homeward-bound ships.  Faint, ruddy flashes
of lightning flicker in the starlight upon her mastheads.  A chilly
blast hums in the taut rigging, causing the ship to tremble to her
very keel, and the soaked men on her decks to shiver in their wet
clothes to the very marrow of their bones.  Before one squall has
flown over to sink in the eastern board, the edge of another peeps
up already above the western horizon, racing up swift, shapeless,
like a black bag full of frozen water ready to burst over your
devoted head.  The temper of the ruler of the ocean has changed.
Each gust of the clouded mood that seemed warmed by the heat of a
heart flaming with anger has its counterpart in the chilly blasts
that seem blown from a breast turned to ice with a sudden revulsion
of feeling.  Instead of blinding your eyes and crushing your soul
with a terrible apparatus of cloud and mists and seas and rain, the
King of the West turns his power to contemptuous pelting of your
back with icicles, to making your weary eyes water as if in grief,
and your worn-out carcass quake pitifully.  But each mood of the
great autocrat has its own greatness, and each is hard to bear.
Only the north-west phase of that mighty display is not
demoralizing to the same extent, because between the hail and sleet
squalls of a north-westerly gale one can see a long way ahead.

To see! to see! - this is the craving of the sailor, as of the rest
of blind humanity.  To have his path made clear for him is the
aspiration of every human being in our beclouded and tempestuous
existence.  I have heard a reserved, silent man, with no nerves to
speak of, after three days of hard running in thick south-westerly
weather, burst out passionately:  "I wish to God we could get sight
of something!"

We had just gone down below for a moment to commune in a battened-
down cabin, with a large white chart lying limp and damp upon a
cold and clammy table under the light of a smoky lamp.  Sprawling
over that seaman's silent and trusted adviser, with one elbow upon
the coast of Africa and the other planted in the neighbourhood of
Cape Hatteras (it was a general track-chart of the North Atlantic),
my skipper lifted his rugged, hairy face, and glared at me in a
half-exasperated, half-appealing way.  We have seen no sun, moon,
or stars for something like seven days.  By the effect of the West
Wind's wrath the celestial bodies had gone into hiding for a week
or more, and the last three days had seen the force of a south-west
gale grow from fresh, through strong, to heavy, as the entries in
my log-book could testify.  Then we separated, he to go on deck
again, in obedience to that mysterious call that seems to sound for
ever in a shipmaster's ears, I to stagger into my cabin with some
vague notion of putting down the words "Very heavy weather" in a
log-book not quite written up-to-date.  But I gave it up, and
crawled into my bunk instead, boots and hat on, all standing (it
did not matter; everything was soaking wet, a heavy sea having
burst the poop skylights the night before), to remain in a
nightmarish state between waking and sleeping for a couple of hours
of so-called rest.

The south-westerly mood of the West Wind is an enemy of sleep, and
even of a recumbent position, in the responsible officers of a
ship.  After two hours of futile, light-headed, inconsequent
thinking upon all things under heaven in that dark, dank, wet and
devastated cabin, I arose suddenly and staggered up on deck.  The
autocrat of the North Atlantic was still oppressing his kingdom and
its outlying dependencies, even as far as the Bay of Biscay, in the
dismal secrecy of thick, very thick, weather.  The force of the
wind, though we were running before it at the rate of some ten
knots an hour, was so great that it drove me with a steady push to
the front of the poop, where my commander was holding on.

"What do you think of it?" he addressed me in an interrogative
yell.

What I really thought was that we both had had just about enough of
it.  The manner in which the great West Wind chooses at times to
administer his possessions does not commend itself to a person of
peaceful and law-abiding disposition, inclined to draw distinctions
between right and wrong in the face of natural forces, whose
standard, naturally, is that of might alone.  But, of course, I
said nothing.  For a man caught, as it were, between his skipper
and the great West Wind silence is the safest sort of diplomacy.
Moreover, I knew my skipper.  He did not want to know what I
thought.  Shipmasters hanging on a breath before the thrones of the
winds ruling the seas have their psychology, whose workings are as
important to the ship and those on board of her as the changing
moods of the weather.  The man, as a matter of fact, under no
circumstances, ever cared a brass farthing for what I or anybody
else in his ship thought.  He had had just about enough of it, I
guessed, and what he was at really was a process of fishing for a
suggestion.  It was the pride of his life that he had never wasted
a chance, no matter how boisterous, threatening, and dangerous, of
a fair wind.  Like men racing blindfold for a gap in a hedge, we
were finishing a splendidly quick passage from the Antipodes, with
a tremendous rush for the Channel in as thick a weather as any I
can remember, but his psychology did not permit him to bring the
ship to with a fair wind blowing - at least not on his own
initiative.  And yet he felt that very soon indeed something would
have to be done.  He wanted the suggestion to come from me, so that
later on, when the trouble was over, he could argue this point with
his own uncompromising spirit, laying the blame upon my shoulders.
I must render him the justice that this sort of pride was his only
weakness.

But he got no suggestion from me.  I understood his psychology.
Besides, I had my own stock of weaknesses at the time (it is a
different one now), and amongst them was the conceit of being
remarkably well up in the psychology of the Westerly weather.  I
believed - not to mince matters - that I had a genius for reading
the mind of the great ruler of high latitudes.  I fancied I could
discern already the coming of a change in his royal mood.  And all
I said was:

"The weather's bound to clear up with the shift of wind."

"Anybody knows that much!" he snapped at me, at the highest pitch
of his voice.

"I mean before dark!" I cried.

This was all the opening he ever got from me.  The eagerness with
which he seized upon it gave me the measure of the anxiety he had
been labouring under.

"Very well," he shouted, with an affectation of impatience, as if
giving way to long entreaties.  "All right.  If we don't get a
shift by then we'll take that foresail off her and put her head
under her wing for the night."

I was struck by the picturesque character of the phrase as applied
to a ship brought-to in order to ride out a gale with wave after
wave passing under her breast.  I could see her resting in the
tumult of the elements like a sea-bird sleeping in wild weather
upon the raging waters with its head tucked under its wing.  In
imaginative precision, in true feeling, this is one of the most
expressive sentences I have ever heard on human lips.  But as to
taking the foresail off that ship before we put her head under her
wing, I had my grave doubts.  They were justified.  That long
enduring piece of canvas was confiscated by the arbitrary decree of
the West Wind, to whom belong the lives of men and the contrivances
of their hands within the limits of his kingdom.  With the sound of
a faint explosion it vanished into the thick weather bodily,
leaving behind of its stout substance not so much as one solitary
strip big enough to be picked into a handful of lint for, say, a
wounded elephant.  Torn out of its bolt-ropes, it faded like a
whiff of smoke in the smoky drift of clouds shattered and torn by
the shift of wind.  For the shift of wind had come.  The unveiled,
low sun glared angrily from a chaotic sky upon a confused and
tremendous sea dashing itself upon a coast.  We recognised the
headland, and looked at each other in the silence of dumb wonder.
Without knowing it in the least, we had run up alongside the Isle
of Wight, and that tower, tinged a faint evening red in the salt
wind-haze, was the lighthouse on St. Catherine's Point.

My skipper recovered first from his astonishment.  His bulging eyes
sank back gradually into their orbits.  His psychology, taking it
all round, was really very creditable for an average sailor.  He
had been spared the humiliation of laying his ship to with a fair
wind; and at once that man, of an open and truthful nature, spoke
up in perfect good faith, rubbing together his brown, hairy hands -
the hands of a master-craftsman upon the sea:

"Humph! that's just about where I reckoned we had got to."

The transparency and ingenuousness, in a way, of that delusion, the
airy tone, the hint of already growing pride, were perfectly
delicious.  But, in truth, this was one of the greatest surprises
ever sprung by the clearing up mood of the West Wind upon one of
the most accomplished of his courtiers.



XXVIII.



The winds of North and South are, as I have said, but small princes
amongst the powers of the sea.  They have no territory of their
own; they are not reigning winds anywhere.  Yet it is from their
houses that the reigning dynasties which have shared between them
the waters of the earth are sprung.  All the weather of the world
is based upon the contest of the Polar and Equatorial strains of
that tyrannous race.  The West Wind is the greatest king.  The East
rules between the Tropics.  They have shared each ocean between
them.  Each has his genius of supreme rule.  The King of the West
never intrudes upon the recognised dominion of his kingly brother.
He is a barbarian, of a northern type.  Violent without craftiness,
and furious without malice, one may imagine him seated masterfully
with a double-edged sword on his knees upon the painted and gilt
clouds of the sunset, bowing his shock head of golden locks, a
flaming beard over his breast, imposing, colossal, mighty-limbed,
with a thundering voice, distended cheeks and fierce blue eyes,
urging the speed of his gales.  The other, the East king, the king
of blood-red sunrises, I represent to myself as a spare Southerner
with clear-cut features, black-browed and dark-eyed, gray-robed,
upright in sunshine, resting a smooth-shaven cheek in the palm of
his hand, impenetrable, secret, full of wiles, fine-drawn, keen -
meditating aggressions.

The West Wind keeps faith with his brother, the King of the
Easterly weather.  "What we have divided we have divided," he seems
to say in his gruff voice, this ruler without guile, who hurls as
if in sport enormous masses of cloud across the sky, and flings the
great waves of the Atlantic clear across from the shores of the New
World upon the hoary headlands of Old Europe, which harbours more
kings and rulers upon its seamed and furrowed body than all the
oceans of the world together.  "What we have divided we have
divided; and if no rest and peace in this world have fallen to my
share, leave me alone.  Let me play at quoits with cyclonic gales,
flinging the discs of spinning cloud and whirling air from one end
of my dismal kingdom to the other:  over the Great Banks or along
the edges of pack-ice - this one with true aim right into the bight
of the Bay of Biscay, that other upon the fiords of Norway, across
the North Sea where the fishermen of many nations look watchfully
into my angry eye.  This is the time of kingly sport."

And the royal master of high latitudes sighs mightily, with the
sinking sun upon his breast and the double-edged sword upon his
knees, as if wearied by the innumerable centuries of a strenuous
rule and saddened by the unchangeable aspect of the ocean under his
feet - by the endless vista of future ages where the work of sowing
the wind and reaping the whirlwind shall go on and on till his
realm of living waters becomes a frozen and motionless ocean.  But
the other, crafty and unmoved, nursing his shaven chin between the
thumb and forefinger of his slim and treacherous hand, thinks deep
within his heart full of guile:  "Aha! our brother of the West has
fallen into the mood of kingly melancholy.  He is tired of playing
with circular gales, and blowing great guns, and unrolling thick
streamers of fog in wanton sport at the cost of his own poor,
miserable subjects.  Their fate is most pitiful.  Let us make a
foray upon the dominions of that noisy barbarian, a great raid from
Finisterre to Hatteras, catching his fishermen unawares, baffling
the fleets that trust to his power, and shooting sly arrows into
the livers of men who court his good graces.  He is, indeed, a
worthless fellow."  And forthwith, while the West Wind meditates
upon the vanity of his irresistible might, the thing is done, and
the Easterly weather sets in upon the North Atlantic.

The prevailing weather of the North Atlantic is typical of the way
in which the West Wind rules his realm on which the sun never sets.
North Atlantic is the heart of a great empire.  It is the part of
the West Wind's dominions most thickly populated with generations
of fine ships and hardy men.  Heroic deeds and adventurous exploits
have been performed there, within the very stronghold of his sway.
The best sailors in the world have been born and bred under the
shadow of his sceptre, learning to manage their ships with skill
and audacity before the steps of his stormy throne.  Reckless
adventurers, toiling fishermen, admirals as wise and brave as the
world has ever known, have waited upon the signs of his westerly
sky.  Fleets of victorious ships have hung upon his breath.  He has
tossed in his hand squadrons of war-scarred three-deckers, and
shredded out in mere sport the bunting of flags hallowed in the
traditions of honour and glory.  He is a good friend and a
dangerous enemy, without mercy to unseaworthy ships and faint-
hearted seamen.  In his kingly way he has taken but little account
of lives sacrificed to his impulsive policy; he is a king with a
double-edged sword bared in his right hand.  The East Wind, an
interloper in the dominions of Westerly weather, is an impassive-
faced tyrant with a sharp poniard held behind his back for a
treacherous stab.

In his forays into the North Atlantic the East Wind behaves like a
subtle and cruel adventurer without a notion of honour or fair
play.  Veiling his clear-cut, lean face in a thin layer of a hard,
high cloud, I have seen him, like a wizened robber sheik of the
sea, hold up large caravans of ships to the number of three hundred
or more at the very gates of the English Channel.  And the worst of
it was that there was no ransom that we could pay to satisfy his
avidity; for whatever evil is wrought by the raiding East Wind, it
is done only to spite his kingly brother of the West.  We gazed
helplessly at the systematic, cold, gray-eyed obstinacy of the
Easterly weather, while short rations became the order of the day,
and the pinch of hunger under the breast-bone grew familiar to
every sailor in that held-up fleet.  Every day added to our
numbers.  In knots and groups and straggling parties we flung to
and fro before the closed gate.  And meantime the outward-bound
ships passed, running through our humiliated ranks under all the
canvas they could show.  It is my idea that the Easterly Wind helps
the ships away from home in the wicked hope that they shall all
come to an untimely end and be heard of no more.  For six weeks did
the robber sheik hold the trade route of the earth, while our liege
lord, the West Wind, slept profoundly like a tired Titan, or else
remained lost in a mood of idle sadness known only to frank
natures.  All was still to the westward; we looked in vain towards
his stronghold:  the King slumbered on so deeply that he let his
foraging brother steal the very mantle of gold-lined purple clouds
from his bowed shoulders.  What had become of the dazzling hoard of
royal jewels exhibited at every close of day?  Gone, disappeared,
extinguished, carried off without leaving a single gold band or the
flash of a single sunbeam in the evening sky!  Day after day
through a cold streak of heavens as bare and poor as the inside of
a rifled safe a rayless and despoiled sun would slink shamefacedly,
without pomp or show, to hide in haste under the waters.  And still
the King slept on, or mourned the vanity of his might and his
power, while the thin-lipped intruder put the impress of his cold
and implacable spirit upon the sky and sea.  With every daybreak
the rising sun had to wade through a crimson stream, luminous and
sinister, like the spilt blood of celestial bodies murdered during
the night.

In this particular instance the mean interloper held the road for
some six weeks on end, establishing his particular administrative
methods over the best part of the North Atlantic.  It looked as if
the easterly weather had come to stay for ever, or, at least, till
we had all starved to death in the held-up fleet - starved within
sight, as it were, of plenty, within touch, almost, of the
bountiful heart of the Empire.  There we were, dotting with our
white dry sails the hard blueness of the deep sea.  There we were,
a growing company of ships, each with her burden of grain, of
timber, of wool, of hides, and even of oranges, for we had one or
two belated fruit schooners in company.  There we were, in that
memorable spring of a certain year in the late seventies, dodging
to and fro, baffled on every tack, and with our stores running down
to sweepings of bread-lockers and scrapings of sugar-casks.  It was
just like the East Wind's nature to inflict starvation upon the
bodies of unoffending sailors, while he corrupted their simple
souls by an exasperation leading to outbursts of profanity as lurid
as his blood-red sunrises.  They were followed by gray days under
the cover of high, motionless clouds that looked as if carved in a
slab of ash-coloured marble.  And each mean starved sunset left us
calling with imprecations upon the West Wind even in its most
veiled misty mood to wake up and give us our liberty, if only to
rush on and dash the heads of our ships against the very walls of
our unapproachable home.



XXIX.



In the atmosphere of the Easterly weather, as pellucid as a piece
of crystal and refracting like a prism, we could see the appalling
numbers of our helpless company, even to those who in more normal
conditions would have remained invisible, sails down under the
horizon.  It is the malicious pleasure of the East Wind to augment
the power of your eyesight, in order, perhaps, that you should see
better the perfect humiliation, the hopeless character of your
captivity.  Easterly weather is generally clear, and that is all
that can be said for it - almost supernaturally clear when it
likes; but whatever its mood, there is something uncanny in its
nature.  Its duplicity is such that it will deceive a scientific
instrument.  No barometer will give warning of an easterly gale,
were it ever so wet.  It would be an unjust and ungrateful thing to
say that a barometer is a stupid contrivance.  It is simply that
the wiles of the East Wind are too much for its fundamental
honesty.  After years and years of experience the most trusty
instrument of the sort that ever went to sea screwed on to a ship's
cabin bulkhead will, almost invariably, be induced to rise by the
diabolic ingenuity of the Easterly weather, just at the moment when
the Easterly weather, discarding its methods of hard, dry,
impassive cruelty, contemplates drowning what is left of your
spirit in torrents of a peculiarly cold and horrid rain.  The
sleet-and-hail squalls following the lightning at the end of a
westerly gale are cold and benumbing and stinging and cruel enough.
But the dry, Easterly weather, when it turns to wet, seems to rain
poisoned showers upon your head.  It is a sort of steady,
persistent, overwhelming, endlessly driving downpour, which makes
your heart sick, and opens it to dismal forebodings.  And the
stormy mood of the Easterly weather looms black upon the sky with a
peculiar and amazing blackness.  The West Wind hangs heavy gray
curtains of mist and spray before your gaze, but the Eastern
interloper of the narrow seas, when he has mustered his courage and
cruelty to the point of a gale, puts your eyes out, puts them out
completely, makes you feel blind for life upon a lee-shore.  It is
the wind, also, that brings snow.

Out of his black and merciless heart he flings a white blinding
sheet upon the ships of the sea.  He has more manners of villainy,
and no more conscience than an Italian prince of the seventeenth
century.  His weapon is a dagger carried under a black cloak when
he goes out on his unlawful enterprises.  The mere hint of his
approach fills with dread every craft that swims the sea, from
fishing-smacks to four-masted ships that recognise the sway of the
West Wind.  Even in his most accommodating mood he inspires a dread
of treachery.  I have heard upwards of ten score of windlasses
spring like one into clanking life in the dead of night, filling
the Downs with a panic-struck sound of anchors being torn hurriedly
out of the ground at the first breath of his approach.
Fortunately, his heart often fails him:  he does not always blow
home upon our exposed coast; he has not the fearless temper of his
Westerly brother.

The natures of those two winds that share the dominions of the
great oceans are fundamentally different.  It is strange that the
winds which men are prone to style capricious remain true to their
character in all the various regions of the earth.  To us here, for
instance, the East Wind comes across a great continent, sweeping
over the greatest body of solid land upon this earth.  For the
Australian east coast the East Wind is the wind of the ocean,
coming across the greatest body of water upon the globe; and yet
here and there its characteristics remain the same with a strange
consistency in everything that is vile and base.  The members of
the West Wind's dynasty are modified in a way by the regions they
rule, as a Hohenzollern, without ceasing to be himself, becomes a
Roumanian by virtue of his throne, or a Saxe-Coburg learns to put
the dress of Bulgarian phrases upon his particular thoughts,
whatever they are.

The autocratic sway of the West Wind, whether forty north or forty
south of the Equator, is characterized by an open, generous, frank,
barbarous recklessness.  For he is a great autocrat, and to be a
great autocrat you must be a great barbarian.  I have been too much
moulded to his sway to nurse now any idea of rebellion in my heart.
Moreover, what is a rebellion within the four walls of a room
against the tempestuous rule of the West Wind?  I remain faithful
to the memory of the mighty King with a double-edged sword in one
hand, and in the other holding out rewards of great daily runs and
famously quick passages to those of his courtiers who knew how to
wait watchfully for every sign of his secret mood.  As we deep-
water men always reckoned, he made one year in three fairly lively
for anybody having business upon the Atlantic or down there along
the "forties" of the Southern Ocean.  You had to take the bitter
with the sweet; and it cannot be denied he played carelessly with
our lives and fortunes.  But, then, he was always a great king, fit
to rule over the great waters where, strictly speaking, a man would
have no business whatever but for his audacity.

The audacious should not complain.  A mere trader ought not to
grumble at the tolls levied by a mighty king.  His mightiness was
sometimes very overwhelming; but even when you had to defy him
openly, as on the banks of the Agulhas homeward bound from the East
Indies, or on the outward passage round the Horn, he struck at you
fairly his stinging blows (full in the face, too), and it was your
business not to get too much staggered.  And, after all, if you
showed anything of a countenance, the good-natured barbarian would
let you fight your way past the very steps of his throne.  It was
only now and then that the sword descended and a head fell; but if
you fell you were sure of impressive obsequies and of a roomy,
generous grave.

Such is the king to whom Viking chieftains bowed their heads, and
whom the modern and palatial steamship defies with impunity seven
times a week.  And yet it is but defiance, not victory.  The
magnificent barbarian sits enthroned in a mantle of gold-lined
clouds looking from on high on great ships gliding like mechanical
toys upon his sea and on men who, armed with fire and iron, no
longer need to watch anxiously for the slightest sign of his royal
mood.  He is disregarded; but he has kept all his strength, all his
splendour, and a great part of his power.  Time itself, that shakes
all the thrones, is on the side of that king.  The sword in his
hand remains as sharp as ever upon both its edges; and he may well
go on playing his royal game of quoits with hurricanes, tossing
them over from the continent of republics to the continent of
kingdoms, in the assurance that both the new republics and the old
kingdoms, the heat of fire and the strength of iron, with the
untold generations of audacious men, shall crumble to dust at the
steps of his throne, and pass away, and be forgotten before his own
rule comes to an end.



XXX.



The estuaries of rivers appeal strongly to an adventurous
imagination.  This appeal is not always a charm, for there are
estuaries of a particularly dispiriting ugliness:  lowlands, mud-
flats, or perhaps barren sandhills without beauty of form or
amenity of aspect, covered with a shabby and scanty vegetation
conveying the impression of poverty and uselessness.  Sometimes
such an ugliness is merely a repulsive mask.  A river whose estuary
resembles a breach in a sand rampart may flow through a most
fertile country.  But all the estuaries of great rivers have their
fascination, the attractiveness of an open portal.  Water is
friendly to man.  The ocean, a part of Nature furthest removed in
the unchangeableness and majesty of its might from the spirit of
mankind, has ever been a friend to the enterprising nations of the
earth.  And of all the elements this is the one to which men have
always been prone to trust themselves, as if its immensity held a
reward as vast as itself.

From the offing the open estuary promises every possible fruition
to adventurous hopes.  That road open to enterprise and courage
invites the explorer of coasts to new efforts towards the
fulfilment of great expectations.  The commander of the first Roman
galley must have looked with an intense absorption upon the estuary
of the Thames as he turned the beaked prow of his ship to the
westward under the brow of the North Foreland.  The estuary of the
Thames is not beautiful; it has no noble features, no romantic
grandeur of aspect, no smiling geniality; but it is wide open,
spacious, inviting, hospitable at the first glance, with a strange
air of mysteriousness which lingers about it to this very day.  The
navigation of his craft must have engrossed all the Roman's
attention in the calm of a summer's day (he would choose his
weather), when the single row of long sweeps (the galley would be a
light one, not a trireme) could fall in easy cadence upon a sheet
of water like plate-glass, reflecting faithfully the classic form
of his vessel and the contour of the lonely shores close on his
left hand.  I assume he followed the land and passed through what
is at present known as Margate Roads, groping his careful way along
the hidden sandbanks, whose every tail and spit has its beacon or
buoy nowadays.  He must have been anxious, though no doubt he had
collected beforehand on the shores of the Gauls a store of
information from the talk of traders, adventurers, fishermen,
slave-dealers, pirates - all sorts of unofficial men connected with
the sea in a more or less reputable way.  He would have heard of
channels and sandbanks, of natural features of the land useful for
sea-marks, of villages and tribes and modes of barter and
precautions to take:  with the instructive tales about native
chiefs dyed more or less blue, whose character for greediness,
ferocity, or amiability must have been expounded to him with that
capacity for vivid language which seems joined naturally to the
shadiness of moral character and recklessness of disposition.  With
that sort of spiced food provided for his anxious thought, watchful
for strange men, strange beasts, strange turns of the tide, he
would make the best of his way up, a military seaman with a short
sword on thigh and a bronze helmet on his head, the pioneer post-
captain of an imperial fleet.  Was the tribe inhabiting the Isle of
Thanet of a ferocious disposition, I wonder, and ready to fall with
stone-studded clubs and wooden lances hardened in the fire, upon
the backs of unwary mariners?

Amongst the great commercial streams of these islands, the Thames
is the only one, I think, open to romantic feeling, from the fact
that the sight of human labour and the sounds of human industry do
not come down its shores to the very sea, destroying the suggestion
of mysterious vastness caused by the configuration of the shore.
The broad inlet of the shallow North Sea passes gradually into the
contracted shape of the river; but for a long time the feeling of
the open water remains with the ship steering to the westward
through one of the lighted and buoyed passage-ways of the Thames,
such as Queen's Channel, Prince's Channel, Four-Fathom Channel; or
else coming down the Swin from the north.  The rush of the yellow
flood-tide hurries her up as if into the unknown between the two
fading lines of the coast.  There are no features to this land, no
conspicuous, far-famed landmarks for the eye; there is nothing so
far down to tell you of the greatest agglomeration of mankind on
earth dwelling no more than five and twenty miles away, where the
sun sets in a blaze of colour flaming on a gold background, and the
dark, low shores trend towards each other.  And in the great
silence the deep, faint booming of the big guns being tested at
Shoeburyness hangs about the Nore - a historical spot in the
keeping of one of England's appointed guardians.



XXXI.



The Nore sand remains covered at low-water, and never seen by human
eye; but the Nore is a name to conjure with visions of historical
events, of battles, of fleets, of mutinies, of watch and ward kept
upon the great throbbing heart of the State.  This ideal point of
the estuary, this centre of memories, is marked upon the steely
gray expanse of the waters by a lightship painted red that, from a
couple of miles off, looks like a cheap and bizarre little toy.  I
remember how, on coming up the river for the first time, I was
surprised at the smallness of that vivid object - a tiny warm speck
of crimson lost in an immensity of gray tones.  I was startled, as
if of necessity the principal beacon in the water-way of the
greatest town on earth should have presented imposing proportions.
And, behold! the brown sprit-sail of a barge hid it entirely from
my view.

Coming in from the eastward, the bright colouring of the lightship
marking the part of the river committed to the charge of an Admiral
(the Commander-in-Chief at the Nore) accentuates the dreariness and
the great breadth of the Thames Estuary.  But soon the course of
the ship opens the entrance of the Medway, with its men-of-war
moored in line, and the long wooden jetty of Port Victoria, with
its few low buildings like the beginning of a hasty settlement upon
a wild and unexplored shore.  The famous Thames barges sit in brown
clusters upon the water with an effect of birds floating upon a
pond.  On the imposing expanse of the great estuary the traffic of
the port where so much of the world's work and the world's thinking
is being done becomes insignificant, scattered, streaming away in
thin lines of ships stringing themselves out into the eastern
quarter through the various navigable channels of which the Nore
lightship marks the divergence.  The coasting traffic inclines to
the north; the deep-water ships steer east with a southern
inclination, on through the Downs, to the most remote ends of the
world.  In the widening of the shores sinking low in the gray,
smoky distances the greatness of the sea receives the mercantile
fleet of good ships that London sends out upon the turn of every
tide.  They follow each other, going very close by the Essex shore.
Such as the beads of a rosary told by business-like shipowners for
the greater profit of the world they slip one by one into the open:
while in the offing the inward-bound ships come up singly and in
bunches from under the sea horizon closing the mouth of the river
between Orfordness and North Foreland.  They all converge upon the
Nore, the warm speck of red upon the tones of drab and gray, with
the distant shores running together towards the west, low and flat,
like the sides of an enormous canal.  The sea-reach of the Thames
is straight, and, once Sheerness is left behind, its banks seem
very uninhabited, except for the cluster of houses which is
Southend, or here and there a lonely wooden jetty where petroleum
ships discharge their dangerous cargoes, and the oil-storage tanks,
low and round with slightly-domed roofs, peep over the edge of the
fore-shore, as it were a village of Central African huts imitated
in iron.  Bordered by the black and shining mud-flats, the level
marsh extends for miles.  Away in the far background the land
rises, closing the view with a continuous wooded slope, forming in
the distance an interminable rampart overgrown with bushes.

Then, on the slight turn of the Lower Hope Reach, clusters of
factory chimneys come distinctly into view, tall and slender above
the squat ranges of cement works in Grays and Greenhithe.  Smoking
quietly at the top against the great blaze of a magnificent sunset,
they give an industrial character to the scene, speak of work,
manufactures, and trade, as palm-groves on the coral strands of
distant islands speak of the luxuriant grace, beauty and vigour of
tropical nature.  The houses of Gravesend crowd upon the shore with
an effect of confusion as if they had tumbled down haphazard from
the top of the hill at the back.  The flatness of the Kentish shore
ends there.  A fleet of steam-tugs lies at anchor in front of the
various piers.  A conspicuous church spire, the first seen
distinctly coming from the sea, has a thoughtful grace, the
serenity of a fine form above the chaotic disorder of men's houses.
But on the other side, on the flat Essex side, a shapeless and
desolate red edifice, a vast pile of bricks with many windows and a
slate roof more inaccessible than an Alpine slope, towers over the
bend in monstrous ugliness, the tallest, heaviest building for
miles around, a thing like an hotel, like a mansion of flats (all
to let), exiled into these fields out of a street in West
Kensington.  Just round the corner, as it were, on a pier defined
with stone blocks and wooden piles, a white mast, slender like a
stalk of straw and crossed by a yard like a knitting-needle, flying
the signals of flag and balloon, watches over a set of heavy dock-
gates.  Mast-heads and funnel-tops of ships peep above the ranges
of corrugated iron roofs.  This is the entrance to Tilbury Dock,
the most recent of all London docks, the nearest to the sea.

Between the crowded houses of Gravesend and the monstrous red-brick
pile on the Essex shore the ship is surrendered fairly to the grasp
of the river.  That hint of loneliness, that soul of the sea which
had accompanied her as far as the Lower Hope Reach, abandons her at
the turn of the first bend above.  The salt, acrid flavour is gone
out of the air, together with a sense of unlimited space opening
free beyond the threshold of sandbanks below the Nore.  The waters
of the sea rush on past Gravesend, tumbling the big mooring buoys
laid along the face of the town; but the sea-freedom stops short
there, surrendering the salt tide to the needs, the artifices, the
contrivances of toiling men.  Wharves, landing-places, dock-gates,
waterside stairs, follow each other continuously right up to London
Bridge, and the hum of men's work fills the river with a menacing,
muttering note as of a breathless, ever-driving gale.  The water-
way, so fair above and wide below, flows oppressed by bricks and
mortar and stone, by blackened timber and grimed glass and rusty
iron, covered with black barges, whipped up by paddles and screws,
overburdened with craft, overhung with chains, overshadowed by
walls making a steep gorge for its bed, filled with a haze of smoke
and dust.

This stretch of the Thames from London Bridge to the Albert Docks
is to other watersides of river ports what a virgin forest would be
to a garden.  It is a thing grown up, not made.  It recalls a
jungle by the confused, varied, and impenetrable aspect of the
buildings that line the shore, not according to a planned purpose,
but as if sprung up by accident from scattered seeds.  Like the
matted growth of bushes and creepers veiling the silent depths of
an unexplored wilderness, they hide the depths of London's
infinitely varied, vigorous, seething life.  In other river ports
it is not so.  They lie open to their stream, with quays like broad
clearings, with streets like avenues cut through thick timber for
the convenience of trade.  I am thinking now of river ports I have
seen - of Antwerp, for instance; of Nantes or Bordeaux, or even old
Rouen, where the night-watchmen of ships, elbows on rail, gaze at
shop-windows and brilliant cafes, and see the audience go in and
come out of the opera-house.  But London, the oldest and greatest
of river ports, does not possess as much as a hundred yards of open
quays upon its river front.  Dark and impenetrable at night, like
the face of a forest, is the London waterside.  It is the waterside
of watersides, where only one aspect of the world's life can be
seen, and only one kind of men toils on the edge of the stream.
The lightless walls seem to spring from the very mud upon which the
stranded barges lie; and the narrow lanes coming down to the
foreshore resemble the paths of smashed bushes and crumbled earth
where big game comes to drink on the banks of tropical streams.

Behind the growth of the London waterside the docks of London
spread out unsuspected, smooth, and placid, lost amongst the
buildings like dark lagoons hidden in a thick forest.  They lie
concealed in the intricate growth of houses with a few stalks of
mastheads here and there overtopping the roof of some four-story
warehouse.

It is a strange conjunction this of roofs and mastheads, of walls
and yard-arms.  I remember once having the incongruity of the
relation brought home to me in a practical way.  I was the chief
officer of a fine ship, just docked with a cargo of wool from
Sydney, after a ninety days' passage.  In fact, we had not been in
more than half an hour and I was still busy making her fast to the
stone posts of a very narrow quay in front of a lofty warehouse.
An old man with a gray whisker under the chin and brass buttons on
his pilot-cloth jacket, hurried up along the quay hailing my ship
by name.  He was one of those officials called berthing-masters -
not the one who had berthed us, but another, who, apparently, had
been busy securing a steamer at the other end of the dock.  I could
see from afar his hard blue eyes staring at us, as if fascinated,
with a queer sort of absorption.  I wondered what that worthy sea-
dog had found to criticise in my ship's rigging.  And I, too,
glanced aloft anxiously.  I could see nothing wrong there.  But
perhaps that superannuated fellow-craftsman was simply admiring the
ship's perfect order aloft, I thought, with some secret pride; for
the chief officer is responsible for his ship's appearance, and as
to her outward condition, he is the man open to praise or blame.
Meantime the old salt ("ex-coasting skipper" was writ large all
over his person) had hobbled up alongside in his bumpy, shiny
boots, and, waving an arm, short and thick like the flipper of a
seal, terminated by a paw red as an uncooked beef-steak, addressed
the poop in a muffled, faint, roaring voice, as if a sample of
every North-Sea fog of his life had been permanently lodged in his
throat:  "Haul 'em round, Mr. Mate!" were his words.  "If you don't
look sharp, you'll have your topgallant yards through the windows
of that 'ere warehouse presently!"  This was the only cause of his
interest in the ship's beautiful spars.  I own that for a time I
was struck dumb by the bizarre associations of yard-arms and
window-panes.  To break windows is the last thing one would think
of in connection with a ship's topgallant yard, unless, indeed, one
were an experienced berthing-master in one of the London docks.
This old chap was doing his little share of the world's work with
proper efficiency.  His little blue eyes had made out the danger
many hundred yards off.  His rheumaticky feet, tired with balancing
that squat body for many years upon the decks of small coasters,
and made sore by miles of tramping upon the flagstones of the dock
side, had hurried up in time to avert a ridiculous catastrophe.  I
answered him pettishly, I fear, and as if I had known all about it
before.

"All right, all right! can't do everything at once."

He remained near by, muttering to himself till the yards had been
hauled round at my order, and then raised again his foggy, thick
voice:

"None too soon," he observed, with a critical glance up at the
towering side of the warehouse.  "That's a half-sovereign in your
pocket, Mr. Mate.  You should always look first how you are for
them windows before you begin to breast in your ship to the quay."

It was good advice.  But one cannot think of everything or foresee
contacts of things apparently as remote as stars and hop-poles.



XXXII.



The view of ships lying moored in some of the older docks of London
has always suggested to my mind the image of a flock of swans kept
in the flooded backyard of grim tenement houses.  The flatness of
the walls surrounding the dark pool on which they float brings out
wonderfully the flowing grace of the lines on which a ship's hull
is built.  The lightness of these forms, devised to meet the winds
and the seas, makes, by contrast with the great piles of bricks,
the chains and cables of their moorings appear very necessary, as
if nothing less could prevent them from soaring upwards and over
the roofs.  The least puff of wind stealing round the corners of
the dock buildings stirs these captives fettered to rigid shores.
It is as if the soul of a ship were impatient of confinement.
Those masted hulls, relieved of their cargo, become restless at the
slightest hint of the wind's freedom.  However tightly moored, they
range a little at their berths, swaying imperceptibly the spire-
like assemblages of cordage and spars.  You can detect their
impatience by watching the sway of the mastheads against the
motionless, the soulless gravity of mortar and stones.  As you pass
alongside each hopeless prisoner chained to the quay, the slight
grinding noise of the wooden fenders makes a sound of angry
muttering.  But, after all, it may be good for ships to go through
a period of restraint and repose, as the restraint and self-
communion of inactivity may be good for an unruly soul - not,
indeed, that I mean to say that ships are unruly; on the contrary,
they are faithful creatures, as so many men can testify.  And
faithfulness is a great restraint, the strongest bond laid upon the
self-will of men and ships on this globe of land and sea.

This interval of bondage in the docks rounds each period of a
ship's life with the sense of accomplished duty, of an effectively
played part in the work of the world.  The dock is the scene of
what the world would think the most serious part in the light,
bounding, swaying life of a ship.  But there are docks and docks.
The ugliness of some docks is appalling.  Wild horses would not
drag from me the name of a certain river in the north whose narrow
estuary is inhospitable and dangerous, and whose docks are like a
nightmare of dreariness and misery.  Their dismal shores are
studded thickly with scaffold-like, enormous timber structures,
whose lofty heads are veiled periodically by the infernal gritty
night of a cloud of coal-dust.  The most important ingredient for
getting the world's work along is distributed there under the
circumstances of the greatest cruelty meted out to helpless ships.
Shut up in the desolate circuit of these basins, you would think a
free ship would droop and die like a wild bird put into a dirty
cage.  But a ship, perhaps because of her faithfulness to men, will
endure an extraordinary lot of ill-usage.  Still, I have seen ships
issue from certain docks like half-dead prisoners from a dungeon,
bedraggled, overcome, wholly disguised in dirt, and with their men
rolling white eyeballs in black and worried faces raised to a
heaven which, in its smoky and soiled aspect, seemed to reflect the
sordidness of the earth below.  One thing, however, may be said for
the docks of the Port of London on both sides of the river:  for
all the complaints of their insufficient equipment, of their
obsolete rules, of failure (they say) in the matter of quick
despatch, no ship need ever issue from their gates in a half-
fainting condition.  London is a general cargo port, as is only
proper for the greatest capital of the world to be.  General cargo
ports belong to the aristocracy of the earth's trading places, and
in that aristocracy London, as it is its way, has a unique
physiognomy.

The absence of picturesqueness cannot be laid to the charge of the
docks opening into the Thames.  For all my unkind comparisons to
swans and backyards, it cannot be denied that each dock or group of
docks along the north side of the river has its own individual
attractiveness.  Beginning with the cosy little St. Katherine's
Dock, lying overshadowed and black like a quiet pool amongst rocky
crags, through the venerable and sympathetic London Docks, with not
a single line of rails in the whole of their area and the aroma of
spices lingering between its warehouses, with their far-famed wine-
cellars - down through the interesting group of West India Docks,
the fine docks at Blackwall, on past the Galleons Reach entrance of
the Victoria and Albert Docks, right down to the vast gloom of the
great basins in Tilbury, each of those places of restraint for
ships has its own peculiar physiognomy, its own expression.  And
what makes them unique and attractive is their common trait of
being romantic in their usefulness.

In their way they are as romantic as the river they serve is unlike
all the other commercial streams of the world.  The cosiness of the
St. Katherine's Dock, the old-world air of the London Docks, remain
impressed upon the memory.  The docks down the river, abreast of
Woolwich, are imposing by their proportions and the vast scale of
the ugliness that forms their surroundings - ugliness so
picturesque as to become a delight to the eye.  When one talks of
the Thames docks, "beauty" is a vain word, but romance has lived
too long upon this river not to have thrown a mantle of glamour
upon its banks.

The antiquity of the port appeals to the imagination by the long
chain of adventurous enterprises that had their inception in the
town and floated out into the world on the waters of the river.
Even the newest of the docks, the Tilbury Dock, shares in the
glamour conferred by historical associations.  Queen Elizabeth has
made one of her progresses down there, not one of her journeys of
pomp and ceremony, but an anxious business progress at a crisis of
national history.  The menace of that time has passed away, and now
Tilbury is known by its docks.  These are very modern, but their
remoteness and isolation upon the Essex marsh, the days of failure
attending their creation, invested them with a romantic air.
Nothing in those days could have been more striking than the vast,
empty basins, surrounded by miles of bare quays and the ranges of
cargo-sheds, where two or three ships seemed lost like bewitched
children in a forest of gaunt, hydraulic cranes.  One received a
wonderful impression of utter abandonment, of wasted efficiency.
From the first the Tilbury Docks were very efficient and ready for
their task, but they had come, perhaps, too soon into the field.  A
great future lies before Tilbury Docks.  They shall never fill a
long-felt want (in the sacramental phrase that is applied to
railways, tunnels, newspapers, and new editions of books).  They
were too early in the field.  The want shall never be felt because,
free of the trammels of the tide, easy of access, magnificent and
desolate, they are already there, prepared to take and keep the
biggest ships that float upon the sea.  They are worthy of the
oldest river port in the world.

 And, truth to say, for all the criticisms flung upon the heads of
the dock companies, the other docks of the Thames are no disgrace
to the town with a population greater than that of some
commonwealths.  The growth of London as a well-equipped port has
been slow, while not unworthy of a great capital, of a great centre
of distribution.  It must not be forgotten that London has not the
backing of great industrial districts or great fields of natural
exploitation.  In this it differs from Liverpool, from Cardiff,
from Newcastle, from Glasgow; and therein the Thames differs from
the Mersey, from the Tyne, from the Clyde.  It is an historical
river; it is a romantic stream flowing through the centre of great
affairs, and for all the criticism of the river's administration,
my contention is that its development has been worthy of its
dignity.  For a long time the stream itself could accommodate quite
easily the oversea and coasting traffic.  That was in the days
when, in the part called the Pool, just below London Bridge, the
vessels moored stem and stern in the very strength of the tide
formed one solid mass like an island covered with a forest of
gaunt, leafless trees; and when the trade had grown too big for the
river there came the St. Katherine's Docks and the London Docks,
magnificent undertakings answering to the need of their time.  The
same may be said of the other artificial lakes full of ships that
go in and out upon this high road to all parts of the world.  The
labour of the imperial waterway goes on from generation to
generation, goes on day and night.  Nothing ever arrests its
sleepless industry but the coming of a heavy fog, which clothes the
teeming stream in a mantle of impenetrable stillness.

After the gradual cessation of all sound and movement on the
faithful river, only the ringing of ships' bells is heard,
mysterious and muffled in the white vapour from London Bridge right
down to the Nore, for miles and miles in a decrescendo tinkling, to
where the estuary broadens out into the North Sea, and the anchored
ships lie scattered thinly in the shrouded channels between the
sand-banks of the Thames' mouth.  Through the long and glorious
tale of years of the river's strenuous service to its people these
are its only breathing times.



XXXIII.



A ship in dock, surrounded by quays and the walls of warehouses,
has the appearance of a prisoner meditating upon freedom in the
sadness of a free spirit put under restraint.  Chain cables and
stout ropes keep her bound to stone posts at the edge of a paved
shore, and a berthing-master, with brass buttons on his coat, walks
about like a weather-beaten and ruddy gaoler, casting jealous,
watchful glances upon the moorings that fetter a ship lying passive
and still and safe, as if lost in deep regrets of her days of
liberty and danger on the sea.

The swarm of renegades - dock-masters, berthing-masters, gatemen,
and such like - appear to nurse an immense distrust of the captive
ship's resignation.  There never seem chains and ropes enough to
satisfy their minds concerned with the safe binding of free ships
to the strong, muddy, enslaved earth.  "You had better put another
bight of a hawser astern, Mr. Mate," is the usual phrase in their
mouth.  I brand them for renegades, because most of them have been
sailors in their time.  As if the infirmities of old age - the gray
hair, the wrinkles at the corners of the eyes, and the knotted
veins of the hands - were the symptoms of moral poison, they prowl
about the quays with an underhand air of gloating over the broken
spirit of noble captives.  They want more fenders, more breasting-
ropes; they want more springs, more shackles, more fetters; they
want to make ships with volatile souls as motionless as square
blocks of stone.  They stand on the mud of pavements, these
degraded sea-dogs, with long lines of railway-trucks clanking their
couplings behind their backs, and run malevolent glances over your
ship from headgear to taffrail, only wishing to tyrannize over the
poor creature under the hypocritical cloak of benevolence and care.
Here and there cargo cranes looking like instruments of torture for
ships swing cruel hooks at the end of long chains.  Gangs of dock-
labourers swarm with muddy feet over the gangways.  It is a moving
sight this, of so many men of the earth, earthy, who never cared
anything for a ship, trampling unconcerned, brutal and hob-nailed
upon her helpless body.

Fortunately, nothing can deface the beauty of a ship.  That sense
of a dungeon, that sense of a horrible and degrading misfortune
overtaking a creature fair to see and safe to trust, attaches only
to ships moored in the docks of great European ports.  You feel
that they are dishonestly locked up, to be hunted about from wharf
to wharf on a dark, greasy, square pool of black water as a brutal
reward at the end of a faithful voyage.

A ship anchored in an open roadstead, with cargo-lighters alongside
and her own tackle swinging the burden over the rail, is
accomplishing in freedom a function of her life.  There is no
restraint; there is space:  clear water around her, and a clear sky
above her mastheads, with a landscape of green hills and charming
bays opening around her anchorage.  She is not abandoned by her own
men to the tender mercies of shore people.  She still shelters, and
is looked after by, her own little devoted band, and you feel that
presently she will glide between the headlands and disappear.  It
is only at home, in dock, that she lies abandoned, shut off from
freedom by all the artifices of men that think of quick despatch
and profitable freights.  It is only then that the odious,
rectangular shadows of walls and roofs fall upon her decks, with
showers of soot.

To a man who has never seen the extraordinary nobility, strength,
and grace that the devoted generations of ship-builders have
evolved from some pure nooks of their simple souls, the sight that
could be seen five-and-twenty years ago of a large fleet of
clippers moored along the north side of the New South Dock was an
inspiring spectacle.  Then there was a quarter of a mile of them,
from the iron dockyard-gates guarded by policemen, in a long,
forest-like perspective of masts, moored two and two to many stout
wooden jetties.  Their spars dwarfed with their loftiness the
corrugated-iron sheds, their jibbooms extended far over the shore,
their white-and-gold figure-heads, almost dazzling in their purity,
overhung the straight, long quay above the mud and dirt of the
wharfside, with the busy figures of groups and single men moving to
and fro, restless and grimy under their soaring immobility.

At tide-time you would see one of the loaded ships with battened-
down hatches drop out of the ranks and float in the clear space of
the dock, held by lines dark and slender, like the first threads of
a spider's web, extending from her bows and her quarters to the
mooring-posts on shore.  There, graceful and still, like a bird
ready to spread its wings, she waited till, at the opening of the
gates, a tug or two would hurry in noisily, hovering round her with
an air of fuss and solicitude, and take her out into the river,
tending, shepherding her through open bridges, through dam-like
gates between the flat pier-heads, with a bit of green lawn
surrounded by gravel and a white signal-mast with yard and gaff,
flying a couple of dingy blue, red, or white flags.

This New South Dock (it was its official name), round which my
earlier professional memories are centred, belongs to the group of
West India Docks, together with two smaller and much older basins
called Import and Export respectively, both with the greatness of
their trade departed from them already.  Picturesque and clean as
docks go, these twin basins spread side by side the dark lustre of
their glassy water, sparely peopled by a few ships laid up on buoys
or tucked far away from each other at the end of sheds in the
corners of empty quays, where they seemed to slumber quietly
remote, untouched by the bustle of men's affairs - in retreat
rather than in captivity.  They were quaint and sympathetic, those
two homely basins, unfurnished and silent, with no aggressive
display of cranes, no apparatus of hurry and work on their narrow
shores.  No railway-lines cumbered them.  The knots of labourers
trooping in clumsily round the corners of cargo-sheds to eat their
food in peace out of red cotton handkerchiefs had the air of
picnicking by the side of a lonely mountain pool.  They were
restful (and I should say very unprofitable), those basins, where
the chief officer of one of the ships involved in the harassing,
strenuous, noisy activity of the New South Dock only a few yards
away could escape in the dinner-hour to stroll, unhampered by men
and affairs, meditating (if he chose) on the vanity of all things
human.  At one time they must have been full of good old slow West
Indiamen of the square-stern type, that took their captivity, one
imagines, as stolidly as they had faced the buffeting of the waves
with their blunt, honest bows, and disgorged sugar, rum, molasses,
coffee, or logwood sedately with their own winch and tackle.  But
when I knew them, of exports there was never a sign that one could
detect; and all the imports I have ever seen were some rare cargoes
of tropical timber, enormous baulks roughed out of iron trunks
grown in the woods about the Gulf of Mexico.  They lay piled up in
stacks of mighty boles, and it was hard to believe that all this
mass of dead and stripped trees had come out of the flanks of a
slender, innocent-looking little barque with, as likely as not, a
homely woman's name - Ellen this or Annie that - upon her fine
bows.  But this is generally the case with a discharged cargo.
Once spread at large over the quay, it looks the most impossible
bulk to have all come there out of that ship along-side.

They were quiet, serene nooks in the busy world of docks, these
basins where it has never been my good luck to get a berth after
some more or less arduous passage.  But one could see at a glance
that men and ships were never hustled there.  They were so quiet
that, remembering them well, one comes to doubt that they ever
existed - places of repose for tired ships to dream in, places of
meditation rather than work, where wicked ships - the cranky, the
lazy, the wet, the bad sea boats, the wild steerers, the
capricious, the pig-headed, the generally ungovernable - would have
full leisure to take count and repent of their sins, sorrowful and
naked, with their rent garments of sailcloth stripped off them, and
with the dust and ashes of the London atmosphere upon their
mastheads.  For that the worst of ships would repent if she were
ever given time I make no doubt.  I have known too many of them.
No ship is wholly bad; and now that their bodies that had braved so
many tempests have been blown off the face of the sea by a puff of
steam, the evil and the good together into the limbo of things that
have served their time, there can be no harm in affirming that in
these vanished generations of willing servants there never has been
one utterly unredeemable soul.

In the New South Dock there was certainly no time for remorse,
introspection, repentance, or any phenomena of inner life either
for the captive ships or for their officers.  From six in the
morning till six at night the hard labour of the prison-house,
which rewards the valiance of ships that win the harbour went on
steadily, great slings of general cargo swinging over the rail, to
drop plumb into the hatchways at the sign of the gangway-tender's
hand.  The New South Dock was especially a loading dock for the
Colonies in those great (and last) days of smart wool-clippers,
good to look at and - well - exciting to handle.  Some of them were
more fair to see than the others; many were (to put it mildly)
somewhat over-masted; all were expected to make good passages; and
of all that line of ships, whose rigging made a thick, enormous
network against the sky, whose brasses flashed almost as far as the
eye of the policeman at the gates could reach, there was hardly one
that knew of any other port amongst all the ports on the wide earth
but London and Sydney, or London and Melbourne, or London and
Adelaide, perhaps with Hobart Town added for those of smaller
tonnage.  One could almost have believed, as her gray-whiskered
second mate used to say of the old Duke of S-, that they knew the
road to the Antipodes better than their own skippers, who, year in,
year out, took them from London - the place of captivity - to some
Australian port where, twenty-five years ago, though moored well
and tight enough to the wooden wharves, they felt themselves no
captives, but honoured guests.



XXXIV.



These towns of the Antipodes, not so great then as they are now,
took an interest in the shipping, the running links with "home,"
whose numbers confirmed the sense of their growing importance.
They made it part and parcel of their daily interests.  This was
especially the case in Sydney, where, from the heart of the fair
city, down the vista of important streets, could be seen the wool-
clippers lying at the Circular Quay - no walled prison-house of a
dock that, but the integral part of one of the finest, most
beautiful, vast, and safe bays the sun ever shone upon.  Now great
steam-liners lie at these berths, always reserved for the sea
aristocracy - grand and imposing enough ships, but here to-day and
gone next week; whereas the general cargo, emigrant, and passenger
clippers of my time, rigged with heavy spars, and built on fine
lines, used to remain for months together waiting for their load of
wool.  Their names attained the dignity of household words.  On
Sundays and holidays the citizens trooped down, on visiting bent,
and the lonely officer on duty solaced himself by playing the
cicerone - especially to the citizenesses with engaging manners and
a well-developed sense of the fun that may be got out of the
inspection of a ship's cabins and state-rooms.  The tinkle of more
or less untuned cottage pianos floated out of open stern-ports till
the gas-lamps began to twinkle in the streets, and the ship's
night-watchman, coming sleepily on duty after his unsatisfactory
day slumbers, hauled down the flags and fastened a lighted lantern
at the break of the gangway.  The night closed rapidly upon the
silent ships with their crews on shore.  Up a short, steep ascent
by the King's Head pub., patronized by the cooks and stewards of
the fleet, the voice of a man crying "Hot saveloys!" at the end of
George Street, where the cheap eating-houses (sixpence a meal) were
kept by Chinamen (Sun-kum-on's was not bad), is heard at regular
intervals.  I have listened for hours to this most pertinacious
pedlar (I wonder whether he is dead or has made a fortune), while
sitting on the rail of the old Duke of S- (she's dead, poor thing!
a violent death on the coast of New Zealand), fascinated by the
monotony, the regularity, the abruptness of the recurring cry, and
so exasperated at the absurd spell, that I wished the fellow would
choke himself to death with a mouthful of his own infamous wares.

A stupid job, and fit only for an old man, my comrades used to tell
me, to be the night-watchman of a captive (though honoured) ship.
And generally the oldest of the able seamen in a ship's crew does
get it.  But sometimes neither the oldest nor any other fairly
steady seaman is forthcoming.  Ships' crews had the trick of
melting away swiftly in those days.  So, probably on account of my
youth, innocence, and pensive habits (which made me sometimes
dilatory in my work about the rigging), I was suddenly nominated,
in our chief mate Mr. B-'s most sardonic tones, to that enviable
situation.  I do not regret the experience.  The night humours of
the town descended from the street to the waterside in the still
watches of the night:  larrikins rushing down in bands to settle
some quarrel by a stand-up fight, away from the police, in an
indistinct ring half hidden by piles of cargo, with the sounds of
blows, a groan now and then, the stamping of feet, and the cry of
"Time!" rising suddenly above the sinister and excited murmurs;
night-prowlers, pursued or pursuing, with a stifled shriek followed
by a profound silence, or slinking stealthily along-side like
ghosts, and addressing me from the quay below in mysterious tones
with incomprehensible propositions.  The cabmen, too, who twice a
week, on the night when the A.S.N. Company's passenger-boat was due
to arrive, used to range a battalion of blazing lamps opposite the
ship, were very amusing in their way.  They got down from their
perches and told each other impolite stories in racy language,
every word of which reached me distinctly over the bulwarks as I
sat smoking on the main-hatch.  On one occasion I had an hour or so
of a most intellectual conversation with a person whom I could not
see distinctly, a gentleman from England, he said, with a
cultivated voice, I on deck and he on the quay sitting on the case
of a piano (landed out of our hold that very afternoon), and
smoking a cigar which smelt very good.  We touched, in our
discourse, upon science, politics, natural history, and operatic
singers.  Then, after remarking abruptly, "You seem to be rather
intelligent, my man," he informed me pointedly that his name was
Mr. Senior, and walked off - to his hotel, I suppose.  Shadows!
Shadows!  I think I saw a white whisker as he turned under the
lamp-post.  It is a shock to think that in the natural course of
nature he must be dead by now.  There was nothing to object to in
his intelligence but a little dogmatism maybe.  And his name was
Senior!  Mr. Senior!

The position had its drawbacks, however.  One wintry, blustering,
dark night in July, as I stood sleepily out of the rain under the
break of the poop something resembling an ostrich dashed up the
gangway.  I say ostrich because the creature, though it ran on two
legs, appeared to help its progress by working a pair of short
wings; it was a man, however, only his coat, ripped up the back and
flapping in two halves above his shoulders, gave him that weird and
fowl-like appearance.  At least, I suppose it was his coat, for it
was impossible to make him out distinctly.  How he managed to come
so straight upon me, at speed and without a stumble over a strange
deck, I cannot imagine.  He must have been able to see in the dark
better than any cat.  He overwhelmed me with panting entreaties to
let him take shelter till morning in our forecastle.  Following my
strict orders, I refused his request, mildly at first, in a sterner
tone as he insisted with growing impudence.

"For God's sake let me, matey!  Some of 'em are after me - and I've
got hold of a ticker here."

"You clear out of this!" I said.

"Don't be hard on a chap, old man!" he whined pitifully.

"Now then, get ashore at once.  Do you hear?"

Silence.  He appeared to cringe, mute, as if words had failed him
through grief; then - bang! came a concussion and a great flash of
light in which he vanished, leaving me prone on my back with the
most abominable black eye that anybody ever got in the faithful
discharge of duty.  Shadows!  Shadows!  I hope he escaped the
enemies he was fleeing from to live and flourish to this day.  But
his fist was uncommonly hard and his aim miraculously true in the
dark.

There were other experiences, less painful and more funny for the
most part, with one amongst them of a dramatic complexion; but the
greatest experience of them all was Mr. B-, our chief mate himself.

He used to go ashore every night to foregather in some hotel's
parlour with his crony, the mate of the barque Cicero, lying on the
other side of the Circular Quay.  Late at night I would hear from
afar their stumbling footsteps and their voices raised in endless
argument.  The mate of the Cicero was seeing his friend on board.
They would continue their senseless and muddled discourse in tones
of profound friendship for half an hour or so at the shore end of
our gangway, and then I would hear Mr. B- insisting that he must
see the other on board his ship.  And away they would go, their
voices, still conversing with excessive amity, being heard moving
all round the harbour.  It happened more than once that they would
thus perambulate three or four times the distance, each seeing the
other on board his ship out of pure and disinterested affection.
Then, through sheer weariness, or perhaps in a moment of
forgetfulness, they would manage to part from each other somehow,
and by-and-by the planks of our long gangway would bend and creak
under the weight of Mr. B- coming on board for good at last.

On the rail his burly form would stop and stand swaying.

"Watchman!"

"Sir."

A pause.

He waited for a moment of steadiness before negotiating the three
steps of the inside ladder from rail to deck; and the watchman,
taught by experience, would forbear offering help which would be
received as an insult at that particular stage of the mate's
return.  But many times I trembled for his neck.  He was a heavy
man.

Then with a rush and a thump it would be done.  He never had to
pick himself up; but it took him a minute or so to pull himself
together after the descent.

"Watchman!"

"Sir."

"Captain aboard?"

"Yes, sir."

Pause.

"Dog aboard?"

"Yes, sir."

Pause.

Our dog was a gaunt and unpleasant beast, more like a wolf in poor
health than a dog, and I never noticed Mr. B- at any other time
show the slightest interest in the doings of the animal.  But that
question never failed.

"Let's have your arm to steady me along."

I was always prepared for that request.  He leaned on me heavily
till near enough the cabin-door to catch hold of the handle.  Then
he would let go my arm at once.

"That'll do.  I can manage now."

And he could manage.  He could manage to find his way into his
berth, light his lamp, get into his bed - ay, and get out of it
when I called him at half-past five, the first man on deck, lifting
the cup of morning coffee to his lips with a steady hand, ready for
duty as though he had virtuously slept ten solid hours - a better
chief officer than many a man who had never tasted grog in his
life.  He could manage all that, but could never manage to get on
in life.

Only once he failed to seize the cabin-door handle at the first
grab.  He waited a little, tried again, and again failed.  His
weight was growing heavier on my arm.  He sighed slowly.

"D-n that handle!"

Without letting go his hold of me he turned about, his face lit up
bright as day by the full moon.

"I wish she were out at sea," he growled savagely.

"Yes, sir."

I felt the need to say something, because he hung on to me as if
lost, breathing heavily.

"Ports are no good - ships rot, men go to the devil!"

I kept still, and after a while he repeated with a sigh.

"I wish she were at sea out of this."

"So do I, sir," I ventured.

Holding my shoulder, he turned upon me.

"You!  What's that to you where she is?  You don't - drink."

And even on that night he "managed it" at last.  He got hold of the
handle.  But he did not manage to light his lamp (I don't think he
even tried), though in the morning as usual he was the first on
deck, bull-necked, curly-headed, watching the hands turn-to with
his sardonic expression and unflinching gaze.

I met him ten years afterwards, casually, unexpectedly, in the
street, on coming out of my consignee office.  I was not likely to
have forgotten him with his "I can manage now."  He recognised me
at once, remembered my name, and in what ship I had served under
his orders.  He looked me over from head to foot.

"What are you doing here?" he asked.

"I am commanding a little barque," I said, "loading here for
Mauritius."  Then, thoughtlessly, I added:  "And what are you
doing, Mr. B-?"

"I," he said, looking at me unflinchingly, with his old sardonic
grin - "I am looking for something to do."

I felt I would rather have bitten out my tongue.  His jet-black,
curly hair had turned iron-gray; he was scrupulously neat as ever,
but frightfully threadbare.  His shiny boots were worn down at
heel.  But he forgave me, and we drove off together in a hansom to
dine on board my ship.  He went over her conscientiously, praised
her heartily, congratulated me on my command with absolute
sincerity.  At dinner, as I offered him wine and beer he shook his
head, and as I sat looking at him interrogatively, muttered in an
undertone:

"I've given up all that."

After dinner we came again on deck.  It seemed as though he could
not tear himself away from the ship.  We were fitting some new
lower rigging, and he hung about, approving, suggesting, giving me
advice in his old manner.  Twice he addressed me as "My boy," and
corrected himself quickly to "Captain."  My mate was about to leave
me (to get married), but I concealed the fact from Mr. B-.  I was
afraid he would ask me to give him the berth in some ghastly
jocular hint that I could not refuse to take.  I was afraid.  It
would have been impossible.  I could not have given orders to Mr.
B-, and I am sure he would not have taken them from me very long.
He could not have managed that, though he had managed to break
himself from drink - too late.

He said good-bye at last.  As I watched his burly, bull-necked
figure walk away up the street, I wondered with a sinking heart
whether he had much more than the price of a night's lodging in his
pocket.  And I understood that if that very minute I were to call
out after him, he would not even turn his head.  He, too, is no
more than a shadow, but I seem to hear his words spoken on the
moonlit deck of the old Duke - :

"Ports are no good - ships rot, men go to the devil!"



XXXV.



"Ships!" exclaimed an elderly seaman in clean shore togs.  "Ships"
- and his keen glance, turning away from my face, ran along the
vista of magnificent figure-heads that in the late seventies used
to overhang in a serried rank the muddy pavement by the side of the
New South Dock - "ships are all right; it's the men in 'em. . ."

Fifty hulls, at least, moulded on lines of beauty and speed - hulls
of wood, of iron, expressing in their forms the highest achievement
of modern ship-building - lay moored all in a row, stem to quay, as
if assembled there for an exhibition, not of a great industry, but
of a great art.  Their colours were gray, black, dark green, with a
narrow strip of yellow moulding defining their sheer, or with a row
of painted ports decking in warlike decoration their robust flanks
of cargo-carriers that would know no triumph but of speed in
carrying a burden, no glory other than of a long service, no
victory but that of an endless, obscure contest with the sea.  The
great empty hulls with swept holds, just out of dry-dock, with
their paint glistening freshly, sat high-sided with ponderous
dignity alongside the wooden jetties, looking more like unmovable
buildings than things meant to go afloat; others, half loaded, far
on the way to recover the true sea-physiognomy of a ship brought
down to her load-line, looked more accessible.  Their less steeply
slanting gangways seemed to invite the strolling sailors in search
of a berth to walk on board and try "for a chance" with the chief
mate, the guardian of a ship's efficiency.  As if anxious to remain
unperceived amongst their overtopping sisters, two or three
"finished" ships floated low, with an air of straining at the leash
of their level headfasts, exposing to view their cleared decks and
covered hatches, prepared to drop stern first out of the labouring
ranks, displaying the true comeliness of form which only her proper
sea-trim gives to a ship.  And for a good quarter of a mile, from
the dockyard gate to the farthest corner, where the old housed-in
hulk, the President (drill-ship, then, of the Naval Reserve), used
to lie with her frigate side rubbing against the stone of the quay,
above all these hulls, ready and unready, a hundred and fifty lofty
masts, more or less, held out the web of their rigging like an
immense net, in whose close mesh, black against the sky, the heavy
yards seemed to be entangled and suspended.

It was a sight.  The humblest craft that floats makes its appeal to
a seaman by the faithfulness of her life; and this was the place
where one beheld the aristocracy of ships.  It was a noble
gathering of the fairest and the swiftest, each bearing at the bow
the carved emblem of her name, as in a gallery of plaster-casts,
figures of women with mural crowns, women with flowing robes, with
gold fillets on their hair or blue scarves round their waists,
stretching out rounded arms as if to point the way; heads of men
helmeted or bare; full lengths of warriors, of kings, of statesmen,
of lords and princesses, all white from top to toe; with here and
there a dusky turbaned figure, bedizened in many colours, of some
Eastern sultan or hero, all inclined forward under the slant of
mighty bowsprits as if eager to begin another run of 11,000 miles
in their leaning attitudes.  These were the fine figure-heads of
the finest ships afloat.  But why, unless for the love of the life
those effigies shared with us in their wandering impassivity,
should one try to reproduce in words an impression of whose
fidelity there can be no critic and no judge, since such an
exhibition of the art of shipbuilding and the art of figure-head
carving as was seen from year's end to year's end in the open-air
gallery of the New South Dock no man's eye shall behold again?  All
that patient, pale company of queens and princesses, of kings and
warriors, of allegorical women, of heroines and statesmen and
heathen gods, crowned, helmeted, bare-headed, has run for good off
the sea stretching to the last above the tumbling foam their fair,
rounded arms; holding out their spears, swords, shields, tridents
in the same unwearied, striving forward pose.  And nothing remains
but lingering perhaps in the memory of a few men, the sound of
their names, vanished a long time ago from the first page of the
great London dailies; from big posters in railway-stations and the
doors of shipping offices; from the minds of sailors, dockmasters,
pilots, and tugmen; from the hail of gruff voices and the flutter
of signal flags exchanged between ships closing upon each other and
drawing apart in the open immensity of the sea.

The elderly, respectable seaman, withdrawing his gaze from that
multitude of spars, gave me a glance to make sure of our fellowship
in the craft and mystery of the sea.  We had met casually, and had
got into contact as I had stopped near him, my attention being
caught by the same peculiarity he was looking at in the rigging of
an obviously new ship, a ship with her reputation all to make yet
in the talk of the seamen who were to share their life with her.
Her name was already on their lips.  I had heard it uttered between
two thick, red-necked fellows of the semi-nautical type at the
Fenchurch Street Railway-station, where, in those days, the
everyday male crowd was attired in jerseys and pilot-cloth mostly,
and had the air of being more conversant with the times of high-
water than with the times of the trains.  I had noticed that new
ship's name on the first page of my morning paper.  I had stared at
the unfamiliar grouping of its letters, blue on white ground, on
the advertisement-boards, whenever the train came to a standstill
alongside one of the shabby, wooden, wharf-like platforms of the
dock railway-line.  She had been named, with proper observances, on
the day she came off the stocks, no doubt, but she was very far yet
from "having a name."  Untried, ignorant of the ways of the sea,
she had been thrust amongst that renowned company of ships to load
for her maiden voyage.  There was nothing to vouch for her
soundness and the worth of her character, but the reputation of the
building-yard whence she was launched headlong into the world of
waters.  She looked modest to me.  I imagined her diffident, lying
very quiet, with her side nestling shyly against the wharf to which
she was made fast with very new lines, intimidated by the company
of her tried and experienced sisters already familiar with all the
violences of the ocean and the exacting love of men.  They had had
more long voyages to make their names in than she had known weeks
of carefully tended life, for a new ship receives as much attention
as if she were a young bride.  Even crabbed old dock-masters look
at her with benevolent eyes.  In her shyness at the threshold of a
laborious and uncertain life, where so much is expected of a ship,
she could not have been better heartened and comforted, had she
only been able to hear and understand, than by the tone of deep
conviction in which my elderly, respectable seaman repeated the
first part of his saying, "Ships are all right . . ."

His civility prevented him from repeating the other, the bitter
part.  It had occurred to him that it was perhaps indelicate to
insist.  He had recognised in me a ship's officer, very possibly
looking for a berth like himself, and so far a comrade, but still a
man belonging to that sparsely-peopled after-end of a ship, where a
great part of her reputation as a "good ship," in seaman's
parlance, is made or marred.

"Can you say that of all ships without exception?" I asked, being
in an idle mood, because, if an obvious ship's officer, I was not,
as a matter of fact, down at the docks to "look for a berth," an
occupation as engrossing as gambling, and as little favourable to
the free exchange of ideas, besides being destructive of the kindly
temper needed for casual intercourse with one's fellow-creatures.

"You can always put up with 'em," opined the respectable seaman
judicially.

He was not averse from talking, either.  If he had come down to the
dock to look for a berth, he did not seem oppressed by anxiety as
to his chances.  He had the serenity of a man whose estimable
character is fortunately expressed by his personal appearance in an
unobtrusive, yet convincing, manner which no chief officer in want
of hands could resist.  And, true enough, I learned presently that
the mate of the Hyperion had "taken down" his name for quarter-
master.  "We sign on Friday, and join next day for the morning
tide," he remarked, in a deliberate, careless tone, which
contrasted strongly with his evident readiness to stand there
yarning for an hour or so with an utter stranger.

"Hyperion," I said.  "I don't remember ever seeing that ship
anywhere.  What sort of a name has she got?"

It appeared from his discursive answer that she had not much of a
name one way or another.  She was not very fast.  It took no fool,
though, to steer her straight, he believed.  Some years ago he had
seen her in Calcutta, and he remembered being told by somebody
then, that on her passage up the river she had carried away both
her hawse-pipes.  But that might have been the pilot's fault.  Just
now, yarning with the apprentices on board, he had heard that this
very voyage, brought up in the Downs, outward bound, she broke her
sheer, struck adrift, and lost an anchor and chain.  But that might
have occurred through want of careful tending in a tideway.  All
the same, this looked as though she were pretty hard on her ground-
tackle.  Didn't it?  She seemed a heavy ship to handle, anyway.
For the rest, as she had a new captain and a new mate this voyage,
he understood, one couldn't say how she would turn out. . . .

In such marine shore-talk as this is the name of a ship slowly
established, her fame made for her, the tale of her qualities and
of her defects kept, her idiosyncrasies commented upon with the
zest of personal gossip, her achievements made much of, her faults
glossed over as things that, being without remedy in our imperfect
world, should not be dwelt upon too much by men who, with the help
of ships, wrest out a bitter living from the rough grasp of the
sea.  All that talk makes up her "name," which is handed over from
one crew to another without bitterness, without animosity, with the
indulgence of mutual dependence, and with the feeling of close
association in the exercise of her perfections and in the danger of
her defects.

This feeling explains men's pride in ships.  "Ships are all right,"
as my middle-aged, respectable quartermaster said with much
conviction and some irony; but they are not exactly what men make
them.  They have their own nature; they can of themselves minister
to our self-esteem by the demand their qualities make upon our
skill and their shortcomings upon our hardiness and endurance.
Which is the more flattering exaction it is hard to say; but there
is the fact that in listening for upwards of twenty years to the
sea-talk that goes on afloat and ashore I have never detected the
true note of animosity.  I won't deny that at sea, sometimes, the
note of profanity was audible enough in those chiding
interpellations a wet, cold, weary seaman addresses to his ship,
and in moments of exasperation is disposed to extend to all ships
that ever were launched - to the whole everlastingly exacting brood
that swims in deep waters.  And I have heard curses launched at the
unstable element itself, whose fascination, outlasting the
accumulated experience of ages, had captured him as it had captured
the generations of his forebears.

For all that has been said of the love that certain natures (on
shore) have professed to feel for it, for all the celebrations it
had been the object of in prose and song, the sea has never been
friendly to man.  At most it has been the accomplice of human
restlessness, and playing the part of dangerous abettor of world-
wide ambitions.  Faithful to no race after the manner of the kindly
earth, receiving no impress from valour and toil and self-
sacrifice, recognising no finality of dominion, the sea has never
adopted the cause of its masters like those lands where the
victorious nations of mankind have taken root, rocking their
cradles and setting up their gravestones.  He - man or people -
who, putting his trust in the friendship of the sea, neglects the
strength and cunning of his right hand, is a fool!  As if it were
too great, too mighty for common virtues, the ocean has no
compassion, no faith, no law, no memory.  Its fickleness is to be
held true to men's purposes only by an undaunted resolution and by
a sleepless, armed, jealous vigilance, in which, perhaps, there has
always been more hate than love.  ODI ET AMO may well be the
confession of those who consciously or blindly have surrendered
their existence to the fascination of the sea.  All the tempestuous
passions of mankind's young days, the love of loot and the love of
glory, the love of adventure and the love of danger, with the great
love of the unknown and vast dreams of dominion and power, have
passed like images reflected from a mirror, leaving no record upon
the mysterious face of the sea.  Impenetrable and heartless, the
sea has given nothing of itself to the suitors for its precarious
favours.  Unlike the earth, it cannot be subjugated at any cost of
patience and toil.  For all its fascination that has lured so many
to a violent death, its immensity has never been loved as the
mountains, the plains, the desert itself, have been loved.  Indeed,
I suspect that, leaving aside the protestations and tributes of
writers who, one is safe in saying, care for little else in the
world than the rhythm of their lines and the cadence of their
phrase, the love of the sea, to which some men and nations confess
so readily, is a complex sentiment wherein pride enters for much,
necessity for not a little, and the love of ships - the untiring
servants of our hopes and our self-esteem - for the best and most
genuine part.  For the hundreds who have reviled the sea, beginning
with Shakespeare in the line


"More fell than hunger, anguish, or the sea,"


down to the last obscure sea-dog of the "old model," having but few
words and still fewer thoughts, there could not be found, I
believe, one sailor who has ever coupled a curse with the good or
bad name of a ship.  If ever his profanity, provoked by the
hardships of the sea, went so far as to touch his ship, it would be
lightly, as a hand may, without sin, be laid in the way of kindness
on a woman.



XXXVI.



The love that is given to ships is profoundly different from the
love men feel for every other work of their hands - the love they
bear to their houses, for instance - because it is untainted by the
pride of possession.  The pride of skill, the pride of
responsibility, the pride of endurance there may be, but otherwise
it is a disinterested sentiment.  No seaman ever cherished a ship,
even if she belonged to him, merely because of the profit she put
in his pocket.  No one, I think, ever did; for a ship-owner, even
of the best, has always been outside the pale of that sentiment
embracing in a feeling of intimate, equal fellowship the ship and
the man, backing each other against the implacable, if sometimes
dissembled, hostility of their world of waters.  The sea - this
truth must be confessed - has no generosity.  No display of manly
qualities - courage, hardihood, endurance, faithfulness - has ever
been known to touch its irresponsible consciousness of power.  The
ocean has the conscienceless temper of a savage autocrat spoiled by
much adulation.  He cannot brook the slightest appearance of
defiance, and has remained the irreconcilable enemy of ships and
men ever since ships and men had the unheard of audacity to go
afloat together in the face of his frown.  From that day he has
gone on swallowing up fleets and men without his resentment being
glutted by the number of victims - by so many wrecked ships and
wrecked lives.  To-day, as ever, he is ready to beguile and betray,
to smash and to drown the incorrigible optimism of men who, backed
by the fidelity of ships, are trying to wrest from him the fortune
of their house, the dominion of their world, or only a dole of food
for their hunger.  If not always in the hot mood to smash, he is
always stealthily ready for a drowning.  The most amazing wonder of
the deep is its unfathomable cruelty.

I felt its dread for the first time in mid-Atlantic one day, many
years ago, when we took off the crew of a Danish brig homeward
bound from the West Indies.  A thin, silvery mist softened the calm
and majestic splendour of light without shadows - seemed to render
the sky less remote and the ocean less immense.  It was one of the
days, when the might of the sea appears indeed lovable, like the
nature of a strong man in moments of quiet intimacy.  At sunrise we
had made out a black speck to the westward, apparently suspended
high up in the void behind a stirring, shimmering veil of silvery
blue gauze that seemed at times to stir and float in the breeze
which fanned us slowly along.  The peace of that enchanting
forenoon was so profound, so untroubled, that it seemed that every
word pronounced loudly on our deck would penetrate to the very
heart of that infinite mystery born from the conjunction of water
and sky.  We did not raise our voices.  "A water-logged derelict, I
think, sir," said the second officer quietly, coming down from
aloft with the binoculars in their case slung across his shoulders;
and our captain, without a word, signed to the helmsman to steer
for the black speck.  Presently we made out a low, jagged stump
sticking up forward - all that remained of her departed masts.

The captain was expatiating in a low conversational tone to the
chief mate upon the danger of these derelicts, and upon his dread
of coming upon them at night, when suddenly a man forward screamed
out, "There's people on board of her, sir!  I see them!" in a most
extraordinary voice - a voice never heard before in our ship; the
amazing voice of a stranger.  It gave the signal for a sudden
tumult of shouts.  The watch below ran up the forecastle head in a
body, the cook dashed out of the galley.  Everybody saw the poor
fellows now.  They were there!  And all at once our ship, which had
the well-earned name of being without a rival for speed in light
winds, seemed to us to have lost the power of motion, as if the
sea, becoming viscous, had clung to her sides.  And yet she moved.
Immensity, the inseparable companion of a ship's life, chose that
day to breathe upon her as gently as a sleeping child.  The clamour
of our excitement had died out, and our living ship, famous for
never losing steerage way as long as there was air enough to float
a feather, stole, without a ripple, silent and white as a ghost,
towards her mutilated and wounded sister, come upon at the point of
death in the sunlit haze of a calm day at sea.

With the binoculars glued to his eyes, the captain said in a
quavering tone:  "They are waving to us with something aft there."
He put down the glasses on the skylight brusquely, and began to
walk about the poop.  "A shirt or a flag," he ejaculated irritably.
"Can't make it out. . . Some damn rag or other!"  He took a few
more turns on the poop, glancing down over the rail now and then to
see how fast we were moving.  His nervous footsteps rang sharply in
the quiet of the ship, where the other men, all looking the same
way, had forgotten themselves in a staring immobility.  "This will
never do!" he cried out suddenly.  "Lower the boats at once!  Down
with them!"

Before I jumped into mine he took me aside, as being an
inexperienced junior, for a word of warning:

"You look out as you come alongside that she doesn't take you down
with her.  You understand?"

He murmured this confidentially, so that none of the men at the
falls should overhear, and I was shocked.  "Heavens! as if in such
an emergency one stopped to think of danger!" I exclaimed to myself
mentally, in scorn of such cold-blooded caution.

It takes many lessons to make a real seaman, and I got my rebuke at
once.  My experienced commander seemed in one searching glance to
read my thoughts on my ingenuous face.

"What you're going for is to save life, not to drown your boat's
crew for nothing," he growled severely in my ear.  But as we shoved
off he leaned over and cried out:  "It all rests on the power of
your arms, men.  Give way for life!"

We made a race of it, and I would never have believed that a common
boat's crew of a merchantman could keep up so much determined
fierceness in the regular swing of their stroke.  What our captain
had clearly perceived before we left had become plain to all of us
since.  The issue of our enterprise hung on a hair above that abyss
of waters which will not give up its dead till the Day of Judgment.
It was a race of two ship's boats matched against Death for a prize
of nine men's lives, and Death had a long start.  We saw the crew
of the brig from afar working at the pumps - still pumping on that
wreck, which already had settled so far down that the gentle, low
swell, over which our boats rose and fell easily without a check to
their speed, welling up almost level with her head-rails, plucked
at the ends of broken gear swinging desolately under her naked
bowsprit.

We could not, in all conscience, have picked out a better day for
our regatta had we had the free choice of all the days that ever
dawned upon the lonely struggles and solitary agonies of ships
since the Norse rovers first steered to the westward against the
run of Atlantic waves.  It was a very good race.  At the finish
there was not an oar's length between the first and second boat,
with Death coming in a good third on the top of the very next
smooth swell, for all one knew to the contrary.  The scuppers of
the brig gurgled softly all together when the water rising against
her sides subsided sleepily with a low wash, as if playing about an
immovable rock.  Her bulwarks were gone fore and aft, and one saw
her bare deck low-lying like a raft and swept clean of boats,
spars, houses - of everything except the ringbolts and the heads of
the pumps.  I had one dismal glimpse of it as I braced myself up to
receive upon my breast the last man to leave her, the captain, who
literally let himself fall into my arms.

It had been a weirdly silent rescue - a rescue without a hail,
without a single uttered word, without a gesture or a sign, without
a conscious exchange of glances.  Up to the very last moment those
on board stuck to their pumps, which spouted two clear streams of
water upon their bare feet.  Their brown skin showed through the
rents of their shirts; and the two small bunches of half-naked,
tattered men went on bowing from the waist to each other in their
back-breaking labour, up and down, absorbed, with no time for a
glance over the shoulder at the help that was coming to them.  As
we dashed, unregarded, alongside a voice let out one, only one
hoarse howl of command, and then, just as they stood, without caps,
with the salt drying gray in the wrinkles and folds of their hairy,
haggard faces, blinking stupidly at us their red eyelids, they made
a bolt away from the handles, tottering and jostling against each
other, and positively flung themselves over upon our very heads.
The clatter they made tumbling into the boats had an
extraordinarily destructive effect upon the illusion of tragic
dignity our self-esteem had thrown over the contests of mankind
with the sea.  On that exquisite day of gently breathing peace and
veiled sunshine perished my romantic love to what men's imagination
had proclaimed the most august aspect of Nature.  The cynical
indifference of the sea to the merits of human suffering and
courage, laid bare in this ridiculous, panic-tainted performance
extorted from the dire extremity of nine good and honourable
seamen, revolted me.  I saw the duplicity of the sea's most tender
mood.  It was so because it could not help itself, but the awed
respect of the early days was gone.  I felt ready to smile bitterly
at its enchanting charm and glare viciously at its furies.  In a
moment, before we shoved off, I had looked coolly at the life of my
choice.  Its illusions were gone, but its fascination remained.  I
had become a seaman at last.

We pulled hard for a quarter of an hour, then laid on our oars
waiting for our ship.  She was coming down on us with swelling
sails, looking delicately tall and exquisitely noble through the
mist.  The captain of the brig, who sat in the stern sheets by my
side with his face in his hands, raised his head and began to speak
with a sort of sombre volubility.  They had lost their masts and
sprung a leak in a hurricane; drifted for weeks, always at the
pumps, met more bad weather; the ships they sighted failed to make
them out, the leak gained upon them slowly, and the seas had left
them nothing to make a raft of.  It was very hard to see ship after
ship pass by at a distance, "as if everybody had agreed that we
must be left to drown," he added.  But they went on trying to keep
the brig afloat as long as possible, and working the pumps
constantly on insufficient food, mostly raw, till "yesterday
evening," he continued monotonously, "just as the sun went down,
the men's hearts broke."

He made an almost imperceptible pause here, and went on again with
exactly the same intonation:

"They told me the brig could not be saved, and they thought they
had done enough for themselves.  I said nothing to that.  It was
true.  It was no mutiny.  I had nothing to say to them.  They lay
about aft all night, as still as so many dead men.  I did not lie
down.  I kept a look-out.  When the first light came I saw your
ship at once.  I waited for more light; the breeze began to fail on
my face.  Then I shouted out as loud as I was able, 'Look at that
ship!' but only two men got up very slowly and came to me.  At
first only we three stood alone, for a long time, watching you
coming down to us, and feeling the breeze drop to a calm almost;
but afterwards others, too, rose, one after another, and by-and-by
I had all my crew behind me.  I turned round and said to them that
they could see the ship was coming our way, but in this small
breeze she might come too late after all, unless we turned to and
tried to keep the brig afloat long enough to give you time to save
us all.  I spoke like that to them, and then I gave the command to
man the pumps."

He gave the command, and gave the example, too, by going himself to
the handles, but it seems that these men did actually hang back for
a moment, looking at each other dubiously before they followed him.
"He! he! he!"  He broke out into a most unexpected, imbecile,
pathetic, nervous little giggle.  "Their hearts were broken so!
They had been played with too long," he explained apologetically,
lowering his eyes, and became silent.

Twenty-five years is a long time - a quarter of a century is a dim
and distant past; but to this day I remember the dark-brown feet,
hands, and faces of two of these men whose hearts had been broken
by the sea.  They were lying very still on their sides on the
bottom boards between the thwarts, curled up like dogs.  My boat's
crew, leaning over the looms of their oars, stared and listened as
if at the play.  The master of the brig looked up suddenly to ask
me what day it was.

They had lost the date.  When I told him it was Sunday, the 22nd,
he frowned, making some mental calculation, then nodded twice sadly
to himself, staring at nothing.

His aspect was miserably unkempt and wildly sorrowful.  Had it not
been for the unquenchable candour of his blue eyes, whose unhappy,
tired glance every moment sought his abandoned, sinking brig, as if
it could find rest nowhere else, he would have appeared mad.  But
he was too simple to go mad, too simple with that manly simplicity
which alone can bear men unscathed in mind and body through an
encounter with the deadly playfulness of the sea or with its less
abominable fury.

Neither angry, nor playful, nor smiling, it enveloped our distant
ship growing bigger as she neared us, our boats with the rescued
men and the dismantled hull of the brig we were leaving behind, in
the large and placid embrace of its quietness, half lost in the
fair haze, as if in a dream of infinite and tender clemency.  There
was no frown, no wrinkle on its face, not a ripple.  And the run of
the slight swell was so smooth that it resembled the graceful
undulation of a piece of shimmering gray silk shot with gleams of
green.  We pulled an easy stroke; but when the master of the brig,
after a glance over his shoulder, stood up with a low exclamation,
my men feathered their oars instinctively, without an order, and
the boat lost her way.

He was steadying himself on my shoulder with a strong grip, while
his other arm, flung up rigidly, pointed a denunciatory finger at
the immense tranquillity of the ocean.  After his first
exclamation, which stopped the swing of our oars, he made no sound,
but his whole attitude seemed to cry out an indignant "Behold!" . .
. I could not imagine what vision of evil had come to him.  I was
startled, and the amazing energy of his immobilized gesture made my
heart beat faster with the anticipation of something monstrous and
unsuspected.  The stillness around us became crushing.

For a moment the succession of silky undulations ran on innocently.
I saw each of them swell up the misty line of the horizon, far, far
away beyond the derelict brig, and the next moment, with a slight
friendly toss of our boat, it had passed under us and was gone.
The lulling cadence of the rise and fall, the invariable gentleness
of this irresistible force, the great charm of the deep waters,
warmed my breast deliciously, like the subtle poison of a love-
potion.  But all this lasted only a few soothing seconds before I
jumped up too, making the boat roll like the veriest landlubber.

Something startling, mysterious, hastily confused, was taking
place.  I watched it with incredulous and fascinated awe, as one
watches the confused, swift movements of some deed of violence done
in the dark.  As if at a given signal, the run of the smooth
undulations seemed checked suddenly around the brig.  By a strange
optical delusion the whole sea appeared to rise upon her in one
overwhelming heave of its silky surface, where in one spot a
smother of foam broke out ferociously.  And then the effort
subsided.  It was all over, and the smooth swell ran on as before
from the horizon in uninterrupted cadence of motion, passing under
us with a slight friendly toss of our boat.  Far away, where the
brig had been, an angry white stain undulating on the surface of
steely-gray waters, shot with gleams of green, diminished swiftly,
without a hiss, like a patch of pure snow melting in the sun.  And
the great stillness after this initiation into the sea's implacable
hate seemed full of dread thoughts and shadows of disaster.

"Gone!" ejaculated from the depths of his chest my bowman in a
final tone.  He spat in his hands, and took a better grip on his
oar.  The captain of the brig lowered his rigid arm slowly, and
looked at our faces in a solemnly conscious silence, which called
upon us to share in his simple-minded, marvelling awe.  All at once
he sat down by my side, and leaned forward earnestly at my boat's
crew, who, swinging together in a long, easy stroke, kept their
eyes fixed upon him faithfully.

"No ship could have done so well," he addressed them firmly, after
a moment of strained silence, during which he seemed with trembling
lips to seek for words fit to bear such high testimony.  "She was
small, but she was good.  I had no anxiety.  She was strong.  Last
voyage I had my wife and two children in her.  No other ship could
have stood so long the weather she had to live through for days and
days before we got dismasted a fortnight ago.  She was fairly worn
out, and that's all.  You may believe me.  She lasted under us for
days and days, but she could not last for ever.  It was long
enough.  I am glad it is over.  No better ship was ever left to
sink at sea on such a day as this."

He was competent to pronounce the funereal oration of a ship, this
son of ancient sea-folk, whose national existence, so little
stained by the excesses of manly virtues, had demanded nothing but
the merest foothold from the earth.  By the merits of his sea-wise
forefathers and by the artlessness of his heart, he was made fit to
deliver this excellent discourse.  There was nothing wanting in its
orderly arrangement - neither piety nor faith, nor the tribute of
praise due to the worthy dead, with the edifying recital of their
achievement.  She had lived, he had loved her; she had suffered,
and he was glad she was at rest.  It was an excellent discourse.
And it was orthodox, too, in its fidelity to the cardinal article
of a seaman's faith, of which it was a single-minded confession.
"Ships are all right."  They are.  They who live with the sea have
got to hold by that creed first and last; and it came to me, as I
glanced at him sideways, that some men were not altogether unworthy
in honour and conscience to pronounce the funereal eulogium of a
ship's constancy in life and death.

After this, sitting by my side with his loosely-clasped hands
hanging between his knees, he uttered no word, made no movement
till the shadow of our ship's sails fell on the boat, when, at the
loud cheer greeting the return of the victors with their prize, he
lifted up his troubled face with a faint smile of pathetic
indulgence.  This smile of the worthy descendant of the most
ancient sea-folk whose audacity and hardihood had left no trace of
greatness and glory upon the waters, completed the cycle of my
initiation.  There was an infinite depth of hereditary wisdom in
its pitying sadness.  It made the hearty bursts of cheering sound
like a childish noise of triumph.  Our crew shouted with immense
confidence - honest souls!  As if anybody could ever make sure of
having prevailed against the sea, which has betrayed so many ships
of great "name," so many proud men, so many towering ambitions of
fame, power, wealth, greatness!

As I brought the boat under the falls my captain, in high good-
humour, leaned over, spreading his red and freckled elbows on the
rail, and called down to me sarcastically, out of the depths of his
cynic philosopher's beard:

"So you have brought the boat back after all, have you?"

Sarcasm was "his way," and the most that can be said for it is that
it was natural.  This did not make it lovable.  But it is decorous
and expedient to fall in with one's commander's way.  "Yes.  I
brought the boat back all right, sir," I answered.  And the good
man believed me.  It was not for him to discern upon me the marks
of my recent initiation.  And yet I was not exactly the same
youngster who had taken the boat away - all impatience for a race
against death, with the prize of nine men's lives at the end.

Already I looked with other eyes upon the sea.  I knew it capable
of betraying the generous ardour of youth as implacably as,
indifferent to evil and good, it would have betrayed the basest
greed or the noblest heroism.  My conception of its magnanimous
greatness was gone.  And I looked upon the true sea - the sea that
plays with men till their hearts are broken, and wears stout ships
to death.  Nothing can touch the brooding bitterness of its heart.
Open to all and faithful to none, it exercises its fascination for
the undoing of the best.  To love it is not well.  It knows no bond
of plighted troth, no fidelity to misfortune, to long
companionship, to long devotion.  The promise it holds out
perpetually is very great; but the only secret of its possession is
strength, strength - the jealous, sleepless strength of a man
guarding a coveted treasure within his gates.



XXXVII.



The cradle of oversea traffic and of the art of naval combats, the
Mediterranean, apart from all the associations of adventure and
glory, the common heritage of all mankind, makes a tender appeal to
a seaman.  It has sheltered the infancy of his craft.  He looks
upon it as a man may look at a vast nursery in an old, old mansion
where innumerable generations of his own people have learned to
walk.  I say his own people because, in a sense, all sailors belong
to one family:  all are descended from that adventurous and shaggy
ancestor who, bestriding a shapeless log and paddling with a
crooked branch, accomplished the first coasting-trip in a sheltered
bay ringing with the admiring howls of his tribe.  It is a matter
of regret that all those brothers in craft and feeling, whose
generations have learned to walk a ship's deck in that nursery,
have been also more than once fiercely engaged in cutting each
other's throats there.  But life, apparently, has such exigencies.
Without human propensity to murder and other sorts of
unrighteousness there would have been no historical heroism.  It is
a consoling reflection.  And then, if one examines impartially the
deeds of violence, they appear of but small consequence.  From
Salamis to Actium, through Lepanto and the Nile to the naval
massacre of Navarino, not to mention other armed encounters of
lesser interest, all the blood heroically spilt into the
Mediterranean has not stained with a single trail of purple the
deep azure of its classic waters.

Of course, it may be argued that battles have shaped the destiny of
mankind.  The question whether they have shaped it well would
remain open, however.  But it would be hardly worth discussing.  It
is very probable that, had the Battle of Salamis never been fought,
the face of the world would have been much as we behold it now,
fashioned by the mediocre inspiration and the short-sighted labours
of men.  From a long and miserable experience of suffering,
injustice, disgrace and aggression the nations of the earth are
mostly swayed by fear - fear of the sort that a little cheap
oratory turns easily to rage, hate, and violence.  Innocent,
guileless fear has been the cause of many wars.  Not, of course,
the fear of war itself, which, in the evolution of sentiments and
ideas, has come to be regarded at last as a half-mystic and
glorious ceremony with certain fashionable rites and preliminary
incantations, wherein the conception of its true nature has been
lost.  To apprehend the true aspect, force, and morality of war as
a natural function of mankind one requires a feather in the hair
and a ring in the nose, or, better still, teeth filed to a point
and a tattooed breast.  Unfortunately, a return to such simple
ornamentation is impossible.  We are bound to the chariot of
progress.  There is no going back; and, as bad luck would have it,
our civilization, which has done so much for the comfort and
adornment of our bodies and the elevation of our minds, has made
lawful killing frightfully and needlessly expensive.

The whole question of improved armaments has been approached by the
governments of the earth in a spirit of nervous and unreflecting
haste, whereas the right way was lying plainly before them, and had
only to be pursued with calm determination.  The learned vigils and
labours of a certain class of inventors should have been rewarded
with honourable liberality as justice demanded; and the bodies of
the inventors should have been blown to pieces by means of their
own perfected explosives and improved weapons with extreme
publicity as the commonest prudence dictated.  By this method the
ardour of research in that direction would have been restrained
without infringing the sacred privileges of science.  For the lack
of a little cool thinking in our guides and masters this course has
not been followed, and a beautiful simplicity has been sacrificed
for no real advantage.  A frugal mind cannot defend itself from
considerable bitterness when reflecting that at the Battle of
Actium (which was fought for no less a stake than the dominion of
the world) the fleet of Octavianus Caesar and the fleet of
Antonius, including the Egyptian division and Cleopatra's galley
with purple sails, probably cost less than two modern battleships,
or, as the modern naval book-jargon has it, two capital units.  But
no amount of lubberly book-jargon can disguise a fact well
calculated to afflict the soul of every sound economist.  It is not
likely that the Mediterranean will ever behold a battle with a
greater issue; but when the time comes for another historical fight
its bottom will be enriched as never before by a quantity of jagged
scrap-iron, paid for at pretty nearly its weight of gold by the
deluded populations inhabiting the isles and continents of this
planet.



XXXVIII.



Happy he who, like Ulysses, has made an adventurous voyage; and
there is no such sea for adventurous voyages as the Mediterranean -
the inland sea which the ancients looked upon as so vast and so
full of wonders.  And, indeed, it was terrible and wonderful; for
it is we alone who, swayed by the audacity of our minds and the
tremors of our hearts, are the sole artisans of all the wonder and
romance of the world.

It was for the Mediterranean sailors that fair-haired sirens sang
among the black rocks seething in white foam and mysterious voices
spoke in the darkness above the moving wave - voices menacing,
seductive, or prophetic, like that voice heard at the beginning of
the Christian era by the master of an African vessel in the Gulf of
Syrta, whose calm nights are full of strange murmurs and flitting
shadows.  It called him by name, bidding him go and tell all men
that the great god Pan was dead.  But the great legend of the
Mediterranean, the legend of traditional song and grave history,
lives, fascinating and immortal, in our minds.

The dark and fearful sea of the subtle Ulysses' wanderings,
agitated by the wrath of Olympian gods, harbouring on its isles the
fury of strange monsters and the wiles of strange women; the
highway of heroes and sages, of warriors, pirates, and saints; the
workaday sea of Carthaginian merchants and the pleasure lake of the
Roman Caesars, claims the veneration of every seaman as the
historical home of that spirit of open defiance against the great
waters of the earth which is the very soul of his calling.  Issuing
thence to the west and south, as a youth leaves the shelter of his
parental house, this spirit found the way to the Indies, discovered
the coasts of a new continent, and traversed at last the immensity
of the great Pacific, rich in groups of islands remote and
mysterious like the constellations of the sky.

The first impulse of navigation took its visible form in that
tideless basin freed from hidden shoals and treacherous currents,
as if in tender regard for the infancy of the art.  The steep
shores of the Mediterranean favoured the beginners in one of
humanity's most daring enterprises, and the enchanting inland sea
of classic adventure has led mankind gently from headland to
headland, from bay to bay, from island to island, out into the
promise of world-wide oceans beyond the Pillars of Hercules.



XXXIX.



The charm of the Mediterranean dwells in the unforgettable flavour
of my early days, and to this hour this sea, upon which the Romans
alone ruled without dispute, has kept for me the fascination of
youthful romance.  The very first Christmas night I ever spent away
from land was employed in running before a Gulf of Lions gale,
which made the old ship groan in every timber as she skipped before
it over the short seas until we brought her to, battered and out of
breath, under the lee of Majorca, where the smooth water was torn
by fierce cat's-paws under a very stormy sky.

We - or, rather, they, for I had hardly had two glimpses of salt
water in my life till then - kept her standing off and on all that
day, while I listened for the first time with the curiosity of my
tender years to the song of the wind in a ship's rigging.  The
monotonous and vibrating note was destined to grow into the
intimacy of the heart, pass into blood and bone, accompany the
thoughts and acts of two full decades, remain to haunt like a
reproach the peace of the quiet fireside, and enter into the very
texture of respectable dreams dreamed safely under a roof of
rafters and tiles.  The wind was fair, but that day we ran no more.

The thing (I will not call her a ship twice in the same half-hour)
leaked.  She leaked fully, generously, overflowingly, all over -
like a basket.  I took an enthusiastic part in the excitement
caused by that last infirmity of noble ships, without concerning
myself much with the why or the wherefore.  The surmise of my
maturer years is that, bored by her interminable life, the
venerable antiquity was simply yawning with ennui at every seam.
But at the time I did not know; I knew generally very little, and
least of all what I was doing in that GALERE.

I remember that, exactly as in the comedy of Moliere, my uncle
asked the precise question in the very words - not of my
confidential valet, however, but across great distances of land, in
a letter whose mocking but indulgent turn ill concealed his almost
paternal anxiety.  I fancy I tried to convey to him my (utterly
unfounded) impression that the West Indies awaited my coming.  I
had to go there.  It was a sort of mystic conviction - something in
the nature of a call.  But it was difficult to state intelligibly
the grounds of this belief to that man of rigorous logic, if of
infinite charity.

The truth must have been that, all unversed in the arts of the wily
Greek, the deceiver of gods, the lover of strange women, the evoker
of bloodthirsty shades, I yet longed for the beginning of my own
obscure Odyssey, which, as was proper for a modern, should unroll
its wonders and terrors beyond the Pillars of Hercules.  The
disdainful ocean did not open wide to swallow up my audacity,
though the ship, the ridiculous and ancient GALERE of my folly, the
old, weary, disenchanted sugar-waggon, seemed extremely disposed to
open out and swallow up as much salt water as she could hold.
This, if less grandiose, would have been as final a catastrophe.

But no catastrophe occurred.  I lived to watch on a strange shore a
black and youthful Nausicaa, with a joyous train of attendant
maidens, carrying baskets of linen to a clear stream overhung by
the heads of slender palm-trees.  The vivid colours of their draped
raiment and the gold of their earrings invested with a barbaric and
regal magnificence their figures, stepping out freely in a shower
of broken sunshine.  The whiteness of their teeth was still more
dazzling than the splendour of jewels at their ears.  The shaded
side of the ravine gleamed with their smiles.  They were as
unabashed as so many princesses, but, alas! not one of them was the
daughter of a jet-black sovereign.  Such was my abominable luck in
being born by the mere hair's breadth of twenty-five centuries too
late into a world where kings have been growing scarce with
scandalous rapidity, while the few who remain have adopted the
uninteresting manners and customs of simple millionaires.
Obviously it was a vain hope in 187- to see the ladies of a royal
household walk in chequered sunshine, with baskets of linen on
their heads, to the banks of a clear stream overhung by the starry
fronds of palm-trees.  It was a vain hope.  If I did not ask myself
whether, limited by such discouraging impossibilities, life were
still worth living, it was only because I had then before me
several other pressing questions, some of which have remained
unanswered to this day.  The resonant, laughing voices of these
gorgeous maidens scared away the multitude of humming-birds, whose
delicate wings wreathed with the mist of their vibration the tops
of flowering bushes.

No, they were not princesses.  Their unrestrained laughter filling
the hot, fern-clad ravine had a soulless limpidity, as of wild,
inhuman dwellers in tropical woodlands.  Following the example of
certain prudent travellers, I withdrew unseen - and returned, not
much wiser, to the Mediterranean, the sea of classic adventures.



XL.



It was written that there, in the nursery of our navigating
ancestors, I should learn to walk in the ways of my craft and grow
in the love of the sea, blind as young love often is, but absorbing
and disinterested as all true love must be.  I demanded nothing
from it - not even adventure.  In this I showed, perhaps, more
intuitive wisdom than high self-denial.  No adventure ever came to
one for the asking.  He who starts on a deliberate quest of
adventure goes forth but to gather dead-sea fruit, unless, indeed,
he be beloved of the gods and great amongst heroes, like that most
excellent cavalier Don Quixote de la Mancha.  By us ordinary
mortals of a mediocre animus that is only too anxious to pass by
wicked giants for so many honest windmills, adventures are
entertained like visiting angels.  They come upon our complacency
unawares.  As unbidden guests are apt to do, they often come at
inconvenient times.  And we are glad to let them go unrecognised,
without any acknowledgment of so high a favour.  After many years,
on looking back from the middle turn of life's way at the events of
the past, which, like a friendly crowd, seem to gaze sadly after us
hastening towards the Cimmerian shore, we may see here and there,
in the gray throng, some figure glowing with a faint radiance, as
though it had caught all the light of our already crepuscular sky.
And by this glow we may recognise the faces of our true adventures,
of the once unbidden guests entertained unawares in our young days.

If the Mediterranean, the venerable (and sometimes atrociously ill-
tempered) nurse of all navigators, was to rock my youth, the
providing of the cradle necessary for that operation was entrusted
by Fate to the most casual assemblage of irresponsible young men
(all, however, older than myself) that, as if drunk with Provencal
sunshine, frittered life away in joyous levity on the model of
Balzac's "Histoire des Treize" qualified by a dash of romance DE
CAPE ET D'EPEE.

She who was my cradle in those years had been built on the River of
Savona by a famous builder of boats, was rigged in Corsica by
another good man, and was described on her papers as a 'tartane' of
sixty tons.  In reality, she was a true balancelle, with two short
masts raking forward and two curved yards, each as long as her
hull; a true child of the Latin lake, with a spread of two enormous
sails resembling the pointed wings on a sea-bird's slender body,
and herself, like a bird indeed, skimming rather than sailing the
seas.

Her name was the Tremolino.  How is this to be translated?  The
Quiverer?  What a name to give the pluckiest little craft that ever
dipped her sides in angry foam!  I had felt her, it is true,
trembling for nights and days together under my feet, but it was
with the high-strung tenseness of her faithful courage.  In her
short, but brilliant, career she has taught me nothing, but she has
given me everything.  I owe to her the awakened love for the sea
that, with the quivering of her swift little body and the humming
of the wind under the foot of her lateen sails, stole into my heart
with a sort of gentle violence, and brought my imagination under
its despotic sway.  The Tremolino!  To this day I cannot utter or
even write that name without a strange tightening of the breast and
the gasp of mingled delight and dread of one's first passionate
experience.



XLI.



We four formed (to use a term well understood nowadays in every
social sphere) a "syndicate" owning the Tremolino:  an
international and astonishing syndicate.  And we were all ardent
Royalists of the snow-white Legitimist complexion - Heaven only
knows why!  In all associations of men there is generally one who,
by the authority of age and of a more experienced wisdom, imparts a
collective character to the whole set.  If I mention that the
oldest of us was very old, extremely old - nearly thirty years old
- and that he used to declare with gallant carelessness, "I live by
my sword," I think I have given enough information on the score of
our collective wisdom.  He was a North Carolinian gentleman, J. M.
K. B. were the initials of his name, and he really did live by the
sword, as far as I know.  He died by it, too, later on, in a
Balkanian squabble, in the cause of some Serbs or else Bulgarians,
who were neither Catholics nor gentlemen - at least, not in the
exalted but narrow sense he attached to that last word.

Poor J. M. K. B., AMERICAIN, CATHOLIQUE, ET GENTILHOMME, as he was
disposed to describe himself in moments of lofty expansion!  Are
there still to be found in Europe gentlemen keen of face and
elegantly slight of body, of distinguished aspect, with a
fascinating drawing-room manner and with a dark, fatal glance, who
live by their swords, I wonder?  His family had been ruined in the
Civil War, I fancy, and seems for a decade or so to have led a
wandering life in the Old World.  As to Henry C-, the next in age
and wisdom of our band, he had broken loose from the unyielding
rigidity of his family, solidly rooted, if I remember rightly, in a
well-to-do London suburb.  On their respectable authority he
introduced himself meekly to strangers as a "black sheep."  I have
never seen a more guileless specimen of an outcast.  Never.

However, his people had the grace to send him a little money now
and then.  Enamoured of the South, of Provence, of its people, its
life, its sunshine and its poetry, narrow-chested, tall and short-
sighted, he strode along the streets and the lanes, his long feet
projecting far in advance of his body, and his white nose and
gingery moustache buried in an open book:  for he had the habit of
reading as he walked.  How he avoided falling into precipices, off
the quays, or down staircases is a great mystery.  The sides of his
overcoat bulged out with pocket editions of various poets.  When
not engaged in reading Virgil, Homer, or Mistral, in parks,
restaurants, streets, and suchlike public places, he indited
sonnets (in French) to the eyes, ears, chin, hair, and other
visible perfections of a nymph called Therese, the daughter,
honesty compels me to state, of a certain Madame Leonore who kept a
small cafe for sailors in one of the narrowest streets of the old
town.

No more charming face, clear-cut like an antique gem, and delicate
in colouring like the petal of a flower, had ever been set on,
alas! a somewhat squat body.  He read his verses aloud to her in
the very cafe with the innocence of a little child and the vanity
of a poet.  We followed him there willingly enough, if only to
watch the divine Therese laugh, under the vigilant black eyes of
Madame Leonore, her mother.  She laughed very prettily, not so much
at the sonnets, which she could not but esteem, as at poor Henry's
French accent, which was unique, resembling the warbling of birds,
if birds ever warbled with a stuttering, nasal intonation.

Our third partner was Roger P. de la S-, the most Scandinavian-
looking of Provencal squires, fair, and six feet high, as became a
descendant of sea-roving Northmen, authoritative, incisive, wittily
scornful, with a comedy in three acts in his pocket, and in his
breast a heart blighted by a hopeless passion for his beautiful
cousin, married to a wealthy hide and tallow merchant.  He used to
take us to lunch at their house without ceremony.  I admired the
good lady's sweet patience.  The husband was a conciliatory soul,
with a great fund of resignation, which he expended on "Roger's
friends."  I suspect he was secretly horrified at these invasions.
But it was a Carlist salon, and as such we were made welcome.  The
possibility of raising Catalonia in the interest of the REY NETTO,
who had just then crossed the Pyrenees, was much discussed there.

Don Carlos, no doubt, must have had many queer friends (it is the
common lot of all Pretenders), but amongst them none more
extravagantly fantastic than the Tremolino Syndicate, which used to
meet in a tavern on the quays of the old port.  The antique city of
Massilia had surely never, since the days of the earliest
Phoenicians, known an odder set of ship-owners.  We met to discuss
and settle the plan of operations for each voyage of the Tremolino.
In these operations a banking-house, too, was concerned - a very
respectable banking-house.  But I am afraid I shall end by saying
too much.  Ladies, too, were concerned (I am really afraid I am
saying too much) - all sorts of ladies, some old enough to know
better than to put their trust in princes, others young and full of
illusions.

One of these last was extremely amusing in the imitations, she gave
us in confidence, of various highly-placed personages she was
perpetually rushing off to Paris to interview in the interests of
the cause - POR EL REY!  For she was a Carlist, and of Basque blood
at that, with something of a lioness in the expression of her
courageous face (especially when she let her hair down), and with
the volatile little soul of a sparrow dressed in fine Parisian
feathers, which had the trick of coming off disconcertingly at
unexpected moments.

But her imitations of a Parisian personage, very highly placed
indeed, as she represented him standing in the corner of a room
with his face to the wall, rubbing the back of his head and moaning
helplessly, "Rita, you are the death of me!" were enough to make
one (if young and free from cares) split one's sides laughing.  She
had an uncle still living, a very effective Carlist, too, the
priest of a little mountain parish in Guipuzcoa.  As the sea-going
member of the syndicate (whose plans depended greatly on Dona
Rita's information), I used to be charged with humbly affectionate
messages for the old man.  These messages I was supposed to deliver
to the Arragonese muleteers (who were sure to await at certain
times the Tremolino in the neighbourhood of the Gulf of Rosas), for
faithful transportation inland, together with the various unlawful
goods landed secretly from under the Tremolino's hatches.

Well, now, I have really let out too much (as I feared I should in
the end) as to the usual contents of my sea-cradle.  But let it
stand.  And if anybody remarks cynically that I must have been a
promising infant in those days, let that stand, too.  I am
concerned but for the good name of the Tremolino, and I affirm that
a ship is ever guiltless of the sins, transgressions, and follies
of her men.



XLII.



It was not Tremolino's fault that the syndicate depended so much on
the wit and wisdom and the information of Dona Rita.  She had taken
a little furnished house on the Prado for the good of the cause -
POR EL REY!  She was always taking little houses for somebody's
good, for the sick or the sorry, for broken-down artists, cleaned-
out gamblers, temporarily unlucky speculators - VIEUX AMIS - old
friends, as she used to explain apologetically, with a shrug of her
fine shoulders.

Whether Don Carlos was one of the "old friends," too, it's hard to
say.  More unlikely things have been heard of in smoking-rooms.
All I know is that one evening, entering incautiously the salon of
the little house just after the news of a considerable Carlist
success had reached the faithful, I was seized round the neck and
waist and whirled recklessly three times round the room, to the
crash of upsetting furniture and the humming of a valse tune in a
warm contralto voice.

When released from the dizzy embrace, I sat down on the carpet -
suddenly, without affectation.  In this unpretentious attitude I
became aware that J. M. K. B. had followed me into the room,
elegant, fatal, correct and severe in a white tie and large shirt-
front.  In answer to his politely sinister, prolonged glance of
inquiry, I overheard Dona Rita murmuring, with some confusion and
annoyance, "VOUS ETES BETE MON CHER.  VOYONS!  CA N'A AUCUNE
CONSEQUENCE."  Well content in this case to be of no particular
consequence, I had already about me the elements of some worldly
sense.

Rearranging my collar, which, truth to say, ought to have been a
round one above a short jacket, but was not, I observed
felicitously that I had come to say good-bye, being ready to go off
to sea that very night with the Tremolino.  Our hostess, slightly
panting yet, and just a shade dishevelled, turned tartly upon J. M.
K. B., desiring to know when HE would be ready to go off by the
Tremolino, or in any other way, in order to join the royal
headquarters.  Did he intend, she asked ironically, to wait for the
very eve of the entry into Madrid?  Thus by a judicious exercise of
tact and asperity we re-established the atmospheric equilibrium of
the room long before I left them a little before midnight, now
tenderly reconciled, to walk down to the harbour and hail the
Tremolino by the usual soft whistle from the edge of the quay.  It
was our signal, invariably heard by the ever-watchful Dominic, the
PADRONE.

He would raise a lantern silently to light my steps along the
narrow, springy plank of our primitive gangway.  "And so we are
going off," he would murmur directly my foot touched the deck.  I
was the harbinger of sudden departures, but there was nothing in
the world sudden enough to take Dominic unawares.  His thick black
moustaches, curled every morning with hot tongs by the barber at
the corner of the quay, seemed to hide a perpetual smile.  But
nobody, I believe, had ever seen the true shape of his lips.  From
the slow, imperturbable gravity of that broad-chested man you would
think he had never smiled in his life.  In his eyes lurked a look
of perfectly remorseless irony, as though he had been provided with
an extremely experienced soul; and the slightest distension of his
nostrils would give to his bronzed face a look of extraordinary
boldness.  This was the only play of feature of which he seemed
capable, being a Southerner of a concentrated, deliberate type.
His ebony hair curled slightly on the temples.  He may have been
forty years old, and he was a great voyager on the inland sea.

Astute and ruthless, he could have rivalled in resource the
unfortunate son of Laertes and Anticlea.  If he did not pit his
craft and audacity against the very gods, it is only because the
Olympian gods are dead.  Certainly no woman could frighten him.  A
one-eyed giant would not have had the ghost of a chance against
Dominic Cervoni, of Corsica, not Ithaca; and no king, son of kings,
but of very respectable family - authentic Caporali, he affirmed.
But that is as it may be.  The Caporali families date back to the
twelfth century.

For want of more exalted adversaries Dominic turned his audacity
fertile in impious stratagems against the powers of the earth, as
represented by the institution of Custom-houses and every mortal
belonging thereto - scribes, officers, and guardacostas afloat and
ashore.  He was the very man for us, this modern and unlawful
wanderer with his own legend of loves, dangers, and bloodshed.  He
told us bits of it sometimes in measured, ironic tones.  He spoke
Catalonian, the Italian of Corsica and the French of Provence with
the same easy naturalness.  Dressed in shore-togs, a white starched
shirt, black jacket, and round hat, as I took him once to see Dona
Rita, he was extremely presentable.  He could make himself
interesting by a tactful and rugged reserve set off by a grim,
almost imperceptible, playfulness of tone and manner.

He had the physical assurance of strong-hearted men.  After half an
hour's interview in the dining-room, during which they got in touch
with each other in an amazing way, Rita told us in her best GRANDE
DAME manner:  "MAIS IL ESI PARFAIT, CET HOMME."  He was perfect.
On board the Tremolino, wrapped up in a black CABAN, the
picturesque cloak of Mediterranean seamen, with those massive
moustaches and his remorseless eyes set off by the shadow of the
deep hood, he looked piratical and monkish and darkly initiated
into the most awful mysteries of the sea.



XLIII.



Anyway, he was perfect, as Dona Rita had declared.  The only thing
unsatisfactory (and even inexplicable) about our Dominic was his
nephew, Cesar.  It was startling to see a desolate expression of
shame veil the remorseless audacity in the eyes of that man
superior to all scruples and terrors.

"I would never have dared to bring him on board your balancelle,"
he once apologized to me.  "But what am I to do?  His mother is
dead, and my brother has gone into the bush."

In this way I learned that our Dominic had a brother.  As to "going
into the bush," this only means that a man has done his duty
successfully in the pursuit of a hereditary vendetta.  The feud
which had existed for ages between the families of Cervoni and
Brunaschi was so old that it seemed to have smouldered out at last.
One evening Pietro Brunaschi, after a laborious day amongst his
olive-trees, sat on a chair against the wall of his house with a
bowl of broth on his knees and a piece of bread in his hand.
Dominic's brother, going home with a gun on his shoulder, found a
sudden offence in this picture of content and rest so obviously
calculated to awaken the feelings of hatred and revenge.  He and
Pietro had never had any personal quarrel; but, as Dominic
explained, "all our dead cried out to him."  He shouted from behind
a wall of stones, "O Pietro!  Behold what is coming!"  And as the
other looked up innocently he took aim at the forehead and squared
the old vendetta account so neatly that, according to Dominic, the
dead man continued to sit with the bowl of broth on his knees and
the piece of bread in his hand.

This is why - because in Corsica your dead will not leave you alone
- Dominic's brother had to go into the MAQUIS, into the bush on the
wild mountain-side, to dodge the gendarmes for the insignificant
remainder of his life, and Dominic had charge of his nephew with a
mission to make a man of him.

No more unpromising undertaking could be imagined.  The very
material for the task seemed wanting.  The Cervonis, if not
handsome men, were good sturdy flesh and blood.  But this
extraordinarily lean and livid youth seemed to have no more blood
in him than a snail.

"Some cursed witch must have stolen my brother's child from the
cradle and put that spawn of a starved devil in its place," Dominic
would say to me.  "Look at him!  Just look at him!"

To look at Cesar was not pleasant.  His parchment skin, showing
dead white on his cranium through the thin wisps of dirty brown
hair, seemed to be glued directly and tightly upon his big bones,
Without being in any way deformed, he was the nearest approach
which I have ever seen or could imagine to what is commonly
understood by the word "monster."  That the source of the effect
produced was really moral I have no doubt.  An utterly, hopelessly
depraved nature was expressed in physical terms, that taken each
separately had nothing positively startling.  You imagined him
clammily cold to the touch, like a snake.  The slightest reproof,
the most mild and justifiable remonstrance, would be met by a
resentful glare and an evil shrinking of his thin dry upper lip, a
snarl of hate to which he generally added the agreeable sound of
grinding teeth.

It was for this venomous performance rather than for his lies,
impudence, and laziness that his uncle used to knock him down.  It
must not be imagined that it was anything in the nature of a brutal
assault.  Dominic's brawny arm would be seen describing
deliberately an ample horizontal gesture, a dignified sweep, and
Cesar would go over suddenly like a ninepin - which was funny to
see.  But, once down, he would writhe on the deck, gnashing his
teeth in impotent rage - which was pretty horrible to behold.  And
it also happened more than once that he would disappear completely
- which was startling to observe.  This is the exact truth.  Before
some of these majestic cuffs Cesar would go down and vanish.  He
would vanish heels overhead into open hatchways, into scuttles,
behind up-ended casks, according to the place where he happened to
come into contact with his uncle's mighty arm.

Once - it was in the old harbour, just before the Tremolino's last
voyage - he vanished thus overboard to my infinite consternation.
Dominic and I had been talking business together aft, and Cesar had
sneaked up behind us to listen, for, amongst his other perfections,
he was a consummate eavesdropper and spy.  At the sound of the
heavy plop alongside horror held me rooted to the spot; but Dominic
stepped quietly to the rail and leaned over, waiting for his
nephew's miserable head to bob up for the first time.

"Ohe, Cesar!" he yelled contemptuously to the spluttering wretch.
"Catch hold of that mooring hawser - CHAROGNE!"

He approached me to resume the interrupted conversation.

"What about Cesar?" I asked anxiously.

"Canallia!  Let him hang there," was his answer.  And he went on
talking over the business in hand calmly, while I tried vainly to
dismiss from my mind the picture of Cesar steeped to the chin in
the water of the old harbour, a decoction of centuries of marine
refuse.  I tried to dismiss it, because the mere notion of that
liquid made me feel very sick.  Presently Dominic, hailing an idle
boatman, directed him to go and fish his nephew out; and by-and-by
Cesar appeared walking on board from the quay, shivering, streaming
with filthy water, with bits of rotten straws in his hair and a
piece of dirty orange-peel stranded on his shoulder.  His teeth
chattered; his yellow eyes squinted balefully at us as he passed
forward.  I thought it my duty to remonstrate.

"Why are you always knocking him about, Dominic?" I asked.  Indeed,
I felt convinced it was no earthly good - a sheer waste of muscular
force.

"I must try to make a man of him," Dominic answered hopelessly.

I restrained the obvious retort that in this way he ran the risk of
making, in the words of the immortal Mr. Mantalini, "a demnition
damp, unpleasant corpse of him."

"He wants to be a locksmith!" burst out Cervoni.  "To learn how to
pick locks, I suppose," he added with sardonic bitterness.

"Why not let him be a locksmith?" I ventured.

"Who would teach him?" he cried.  "Where could I leave him?" he
asked, with a drop in his voice; and I had my first glimpse of
genuine despair.  "He steals, you know, alas!  PAR TA MADONNE!  I
believe he would put poison in your food and mine - the viper!"

He raised his face and both his clenched fists slowly to heaven.
However, Cesar never dropped poison into our cups.  One cannot be
sure, but I fancy he went to work in another way.

This voyage, of which the details need not be given, we had to
range far afield for sufficient reasons.  Coming up from the South
to end it with the important and really dangerous part of the
scheme in hand, we found it necessary to look into Barcelona for
certain definite information.  This appears like running one's head
into the very jaws of the lion, but in reality it was not so.  We
had one or two high, influential friends there, and many others
humble but valuable because bought for good hard cash.  We were in
no danger of being molested; indeed, the important information
reached us promptly by the hands of a Custom-house officer, who
came on board full of showy zeal to poke an iron rod into the layer
of oranges which made the visible part of our cargo in the
hatchway.

I forgot to mention before that the Tremolino was officially known
as a fruit and cork-wood trader.  The zealous officer managed to
slip a useful piece of paper into Dominic's hand as he went ashore,
and a few hours afterwards, being off duty, he returned on board
again athirst for drinks and gratitude.  He got both as a matter of
course.  While he sat sipping his liqueur in the tiny cabin,
Dominic plied him with questions as to the whereabouts of the
guardacostas.  The preventive service afloat was really the one for
us to reckon with, and it was material for our success and safety
to know the exact position of the patrol craft in the
neighbourhood.  The news could not have been more favourable.  The
officer mentioned a small place on the coast some twelve miles off,
where, unsuspicious and unready, she was lying at anchor, with her
sails unbent, painting yards and scraping spars.  Then he left us
after the usual compliments, smirking reassurringly over his
shoulder.

I had kept below pretty close all day from excess of prudence.  The
stake played on that trip was big.

"We are ready to go at once, but for Cesar, who has been missing
ever since breakfast," announced Dominic to me in his slow, grim
way.

Where the fellow had gone, and why, we could not imagine.  The
usual surmises in the case of a missing seaman did not apply to
Cesar's absence.  He was too odious for love, friendship, gambling,
or even casual intercourse.  But once or twice he had wandered away
like this before.

Dominic went ashore to look for him, but returned at the end of two
hours alone and very angry, as I could see by the token of the
invisible smile under his moustache being intensified.  We wondered
what had become of the wretch, and made a hurried investigation
amongst our portable property.  He had stolen nothing.

"He will be back before long," I said confidently.

Ten minutes afterwards one of the men on deck called out loudly:

"I can see him coming."

Cesar had only his shirt and trousers on.  He had sold his coat,
apparently for pocket-money.

"You knave!" was all Dominic said, with a terrible softness of
voice.  He restrained his choler for a time.  "Where have you been,
vagabond?" he asked menacingly.

Nothing would induce Cesar to answer that question.  It was as if
he even disdained to lie.  He faced us, drawing back his lips and
gnashing his teeth, and did not shrink an inch before the sweep of
Dominic's arm.  He went down as if shot, of course.  But this time
I noticed that, when picking himself up, he remained longer than
usual on all fours, baring his big teeth over his shoulder and
glaring upwards at his uncle with a new sort of hate in his round,
yellow eyes.  That permanent sentiment seemed pointed at that
moment by especial malice and curiosity.  I became quite
interested.  If he ever manages to put poison in the dishes, I
thought to myself, this is how he will look at us as we sit at our
meal.  But I did not, of course, believe for a moment that he would
ever put poison in our food.  He ate the same things himself.
Moreover, he had no poison.  And I could not imagine a human being
so blinded by cupidity as to sell poison to such an atrocious
creature.



XLIV.



We slipped out to sea quietly at dusk, and all through the night
everything went well.  The breeze was gusty; a southerly blow was
making up.  It was fair wind for our course.  Now and then Dominic
slowly and rhythmically struck his hands together a few times, as
if applauding the performance of the Tremolino.  The balancelle
hummed and quivered as she flew along, dancing lightly under our
feet.

At daybreak I pointed out to Dominic, amongst the several sail in
view running before the gathering storm, one particular vessel.
The press of canvas she carried made her loom up high, end-on, like
a gray column standing motionless directly in our wake.

"Look at this fellow, Dominic," I said.  "He seems to be in a
hurry."

The Padrone made no remark, but, wrapping his black cloak close
about him, stood up to look.  His weather-tanned face, framed in
the hood, had an aspect of authority and challenging force, with
the deep-set eyes gazing far away fixedly, without a wink, like the
intent, merciless, steady eyes of a sea-bird.

"CHI VA PIANO VA SANO," he remarked at last, with a derisive glance
over the side, in ironic allusion to our own tremendous speed.

The Tremolino was doing her best, and seemed to hardly touch the
great burst of foam over which she darted.  I crouched down again
to get some shelter from the low bulwark.  After more than half an
hour of swaying immobility expressing a concentrated, breathless
watchfulness, Dominic sank on the deck by my side.  Within the
monkish cowl his eyes gleamed with a fierce expression which
surprised me.  All he said was:

"He has come out here to wash the new paint off his yards, I
suppose."

"What?" I shouted, getting up on my knees.  "Is she the
guardacosta?"

The perpetual suggestion of a smile under Dominic's piratical
moustaches seemed to become more accentuated - quite real, grim,
actually almost visible through the wet and uncurled hair.  Judging
by that symptom, he must have been in a towering rage.  But I could
also see that he was puzzled, and that discovery affected me
disagreeably.  Dominic puzzled!  For a long time, leaning against
the bulwark, I gazed over the stern at the gray column that seemed
to stand swaying slightly in our wake always at the same distance.

Meanwhile Dominic, black and cowled, sat cross-legged on the deck,
with his back to the wind, recalling vaguely an Arab chief in his
burnuss sitting on the sand.  Above his motionless figure the
little cord and tassel on the stiff point of the hood swung about
inanely in the gale.  At last I gave up facing the wind and rain,
and crouched down by his side.  I was satisfied that the sail was a
patrol craft.  Her presence was not a thing to talk about, but
soon, between two clouds charged with hail-showers, a burst of
sunshine fell upon her sails, and our men discovered her character
for themselves.  From that moment I noticed that they seemed to
take no heed of each other or of anything else.  They could spare
no eyes and no thought but for the slight column-shape astern of
us.  Its swaying had become perceptible.  For a moment she remained
dazzlingly white, then faded away slowly to nothing in a squall,
only to reappear again, nearly black, resembling a post stuck
upright against the slaty background of solid cloud.  Since first
noticed she had not gained on us a foot.

"She will never catch the Tremolino," I said exultingly.

Dominic did not look at me.  He remarked absently, but justly, that
the heavy weather was in our pursuer's favour.  She was three times
our size.  What we had to do was to keep our distance till dark,
which we could manage easily, and then haul off to seaward and
consider the situation.  But his thoughts seemed to stumble in the
darkness of some not-solved enigma, and soon he fell silent.  We
ran steadily, wing-and-wing.  Cape San Sebastian nearly ahead
seemed to recede from us in the squalls of rain, and come out again
to meet our rush, every time more distinct between the showers.

For my part I was by no means certain that this GABELOU (as our men
alluded to her opprobriously) was after us at all.  There were
nautical difficulties in such a view which made me express the
sanguine opinion that she was in all innocence simply changing her
station.  At this Dominic condescended to turn his head.

"I tell you she is in chase," he affirmed moodily, after one short
glance astern.

I never doubted his opinion.  But with all the ardour of a neophyte
and the pride of an apt learner I was at that time a great nautical
casuist.

"What I can't understand," I insisted subtly, "is how on earth,
with this wind, she has managed to be just where she was when we
first made her out.  It is clear that she could not, and did not,
gain twelve miles on us during the night.  And there are other
impossibilities. . . ."

Dominic had been sitting motionless, like an inanimate black cone
posed on the stern deck, near the rudder-head, with a small tassel
fluttering on its sharp point, and for a time he preserved the
immobility of his meditation.  Then, bending over with a short
laugh, he gave my ear the bitter fruit of it.  He understood
everything now perfectly.  She was where we had seen her first, not
because she had caught us up, but because we had passed her during
the night while she was already waiting for us, hove-to, most
likely, on our very track.

"Do you understand - already?" Dominic  muttered in a fierce
undertone.  "Already!  You know we left a good eight hours before
we were expected to leave, otherwise she would have been in time to
lie in wait for us on the other side of the Cape, and" - he snapped
his teeth like a wolf close to my face - "and she would have had us
like - that."

I saw it all plainly enough now.  They had eyes in their heads and
all their wits about them in that craft.  We had passed them in the
dark as they jogged on easily towards their ambush with the idea
that we were yet far behind.  At daylight, however, sighting a
balancelle ahead under a press of canvas, they had made sail in
chase.  But if that was so, then -

Dominic seized my arm.

"Yes, yes!  She came out on an information - do you see, it? - on
information. . . . We have been sold - betrayed.  Why?  How?  What
for?  We always paid them all so well on shore. . . . No!  But it
is my head that is going to burst."

He seemed to choke, tugged at the throat button of the cloak,
jumped up open-mouthed as if to hurl curses and denunciation, but
instantly mastered himself, and, wrapping up the cloak closer about
him, sat down on the deck again as quiet as ever.

"Yes, it must be the work of some scoundrel ashore," I observed.

He pulled the edge of the hood well forward over his brow before he
muttered:

"A scoundrel. . . . Yes. . . . It's evident."

"Well," I said, "they can't get us, that's clear."

"No," he assented quietly, "they cannot."

We shaved the Cape very close to avoid an adverse current.  On the
other side, by the effect of the land, the wind failed us so
completely for a moment that the Tremolino's two great lofty sails
hung idle to the masts in the thundering uproar of the seas
breaking upon the shore we had left behind.  And when the returning
gust filled them again, we saw with amazement half of the new
mainsail, which we thought fit to drive the boat under before
giving way, absolutely fly out of the bolt-ropes.  We lowered the
yard at once, and saved it all, but it was no longer a sail; it was
only a heap of soaked strips of canvas cumbering the deck and
weighting the craft.  Dominic gave the order to throw the whole lot
overboard.

I would have had the yard thrown overboard, too, he said, leading
me aft again, "if it had not been for the trouble.  Let no sign
escape you," he continued, lowering his voice, "but I am going to
tell you something terrible.  Listen:  I have observed that the
roping stitches on that sail have been cut!  You hear?  Cut with a
knife in many places.  And yet it stood all that time.  Not enough
cut.  That flap did it at last.  What matters it?  But look!
there's treachery seated on this very deck.  By the horns of the
devil! seated here at our very backs.  Do not turn, signorine."

We were facing aft then.

"What's to be done?" I asked, appalled.

"Nothing.  Silence!  Be a man, signorine."

"What else?" I said.

To show I could be a man, I resolved to utter no sound as long as
Dominic himself had the force to keep his lips closed.  Nothing but
silence becomes certain situations.  Moreover, the experience of
treachery seemed to spread a hopeless drowsiness over my thoughts
and senses.  For an hour or more we watched our pursuer surging out
nearer and nearer from amongst the squalls that sometimes hid her
altogether.  But even when not seen, we felt her there like a knife
at our throats.  She gained on us frightfully.  And the Tremolino,
in a fierce breeze and in much smoother water, swung on easily
under her one sail, with something appallingly careless in the
joyous freedom of her motion.  Another half-hour went by.  I could
not stand it any longer.

"They will get the poor barky," I stammered out suddenly, almost on
the verge of tears.

Dominic stirred no more than a carving.  A sense of catastrophic
loneliness overcame my inexperienced soul.  The vision of my
companions passed before me.  The whole Royalist gang was in Monte
Carlo now, I reckoned.  And they appeared to me clear-cut and very
small, with affected voices and stiff gestures, like a procession
of rigid marionettes upon a toy stage.  I gave a start.  What was
this?  A mysterious, remorseless whisper came from within the
motionless black hood at my side.

"IL FAUL LA TUER."

I heard it very well.

"What do you say, Dominic?" I asked, moving nothing but my lips.

And the whisper within the hood repeated mysteriously, "She must be
killed."

My heart began to beat violently.

"That's it," I faltered out.  "But how?"

"You love her well?"

"I do."

"Then you must find the heart for that work too.  You must steer
her yourself, and I shall see to it that she dies quickly, without
leaving as much as a chip behind."

"Can you?" I murmured, fascinated by the black hood turned
immovably over the stern, as if in unlawful communion with that old
sea of magicians, slave-dealers, exiles and warriors, the sea of
legends and terrors, where the mariners of remote antiquity used to
hear the restless shade of an old wanderer weep aloud in the dark.

"I know a rock," whispered the initiated voice within the hood
secretly.  "But - caution!  It must be done before our men perceive
what we are about.  Whom can we trust now?  A knife drawn across
the fore halyards would bring the foresail down, and put an end to
our liberty in twenty minutes.  And the best of our men may be
afraid of drowning.  There is our little boat, but in an affair
like this no one can be sure of being saved."

The voice ceased.  We had started from Barcelona with our dinghy in
tow; afterwards it was too risky to try to get her in, so we let
her take her chance of the seas at the end of a comfortable scope
of rope.  Many times she had seemed to us completely overwhelmed,
but soon we would see her bob up again on a wave, apparently as
buoyant and whole as ever.

"I understand," I said softly.  "Very well, Dominic.  When?"

"Not yet.  We must get a little more in first," answered the voice
from the hood in a ghostly murmur.



XLV.



It was settled.  I had now the courage to turn about.  Our men
crouched about the decks here and there with anxious, crestfallen
faces, all turned one way to watch the chaser.  For the first time
that morning I perceived Cesar stretched out full length on the
deck near the foremast and wondered where he had been skulking till
then.  But he might in truth have been at my elbow all the time for
all I knew.  We had been too absorbed in watching our fate to pay
attention to each other.  Nobody had eaten anything that morning,
but the men had been coming constantly to drink at the water-butt.

I ran down to the cabin.  I had there, put away in a locker, ten
thousand francs in gold of whose presence on board, so far as I was
aware, not a soul, except Dominic had the slightest inkling.  When
I emerged on deck again Dominic had turned about and was peering
from under his cowl at the coast.  Cape Creux closed the view
ahead.  To the left a wide bay, its waters torn and swept by fierce
squalls, seemed full of smoke.  Astern the sky had a menacing look.

Directly he saw me, Dominic, in a placid tone, wanted to know what
was the matter.  I came close to him and, looking as unconcerned as
I could, told him in an undertone that I had found the locker
broken open and the money-belt gone.  Last evening it was still
there.

"What did you want to do with it?" he asked me, trembling
violently.

"Put it round my waist, of course," I answered, amazed to hear his
teeth chattering.

"Cursed gold!" he muttered.  "The weight of the money might have
cost you your life, perhaps."  He shuddered.  "There is no time to
talk about that now."

"I am ready."

"Not yet.  I am waiting for that squall to come over," he muttered.
And a few leaden minutes passed.

The squall came over at last.  Our pursuer, overtaken by a sort of
murky whirlwind, disappeared from our sight.  The Tremolino
quivered and bounded forward.  The land ahead vanished, too, and we
seemed to be left alone in a world of water and wind.

"PRENEZ LA BARRE, MONSIEUR," Dominic broke the silence suddenly in
an austere voice.  "Take hold of the tiller."  He bent his hood to
my ear.  "The balancelle is yours.  Your own hands must deal the
blow.  I - I have yet another piece of work to do."  He spoke up
loudly to the man who steered.  "Let the signorino take the tiller,
and you with the others stand by to haul the boat alongside quickly
at the word."

The man obeyed, surprised, but silent.  The others stirred, and
pricked up their ears at this.  I heard their murmurs.  "What now?
Are we going to run in somewhere and take to our heels?  The
Padrone knows what he is doing."

Dominic went forward.  He paused to look down at Cesar, who, as I
have said before, was lying full length face down by the foremast,
then stepped over him, and dived out of my sight under the
foresail.  I saw nothing ahead.  It was impossible for me to see
anything except the foresail open and still, like a great shadowy
wing.  But Dominic had his bearings.  His voice came to me from
forward, in a just audible cry:

"Now, signorino!"

I bore on the tiller, as instructed before.  Again I heard him
faintly, and then I had only to hold her straight.  No ship ran so
joyously to her death before.  She rose and fell, as if floating in
space, and darted forward, whizzing like an arrow.  Dominic,
stooping under the foot of the foresail, reappeared, and stood
steadying himself against the mast, with a raised forefinger in an
attitude of expectant attention.  A second before the shock his arm
fell down by his side.  At that I set my teeth.  And then -

Talk of splintered planks and smashed timbers!  This shipwreck lies
upon my soul with the dread and horror of a homicide, with the
unforgettable remorse of having crushed a living, faithful heart at
a single blow.  At one moment the rush and the soaring swing of
speed; the next a crash, and death, stillness - a moment of
horrible immobility, with the song of the wind changed to a
strident wail, and the heavy waters boiling up menacing and
sluggish around the corpse.  I saw in a distracting minute the
foreyard fly fore and aft with a brutal swing, the men all in a
heap, cursing with fear, and hauling frantically at the line of the
boat.  With a strange welcoming of the familiar I saw also Cesar
amongst them, and recognised Dominic's old, well-known, effective
gesture, the horizontal sweep of his powerful arm.  I recollect
distinctly saying to myself, "Cesar must go down, of course," and
then, as I was scrambling on all fours, the swinging tiller I had
let go caught me a crack under the ear, and knocked me over
senseless.

I don't think I was actually unconscious for more than a few
minutes, but when I came to myself the dinghy was driving before
the wind into a sheltered cove, two men just keeping her straight
with their oars.  Dominic, with his arm round my shoulders,
supported me in the stern-sheets.

We landed in a familiar part of the country.  Dominic took one of
the boat's oars with him.  I suppose he was thinking of the stream
we would have presently to cross, on which there was a miserable
specimen of a punt, often robbed of its pole.  But first of all we
had to ascend the ridge of land at the back of the Cape.  He helped
me up.  I was dizzy.  My head felt very large and heavy.  At the
top of the ascent I clung to him, and we stopped to rest.

To the right, below us, the wide, smoky bay was empty.  Dominic had
kept his word.  There was not a chip to be seen around the black
rock from which the Tremolino, with her plucky heart crushed at one
blow, had slipped off into deep water to her eternal rest.  The
vastness of the open sea was smothered in driving mists, and in the
centre of the thinning squall, phantom-like, under a frightful
press of canvas, the unconscious guardacosta dashed on, still
chasing to the northward.  Our men were already descending the
reverse slope to look for that punt which we knew from experience
was not always to be found easily.  I looked after them with dazed,
misty eyes.  One, two, three, four.

"Dominic, where's Cesar?" I cried.

As if repulsing the very sound of the name, the Padrone made that
ample, sweeping, knocking-down gesture.  I stepped back a pace and
stared at him fearfully.  His open shirt uncovered his muscular
neck and the thick hair on his chest.  He planted the oar upright
in the soft soil, and rolling up slowly his right sleeve, extended
the bare arm before my face.

"This," he began, with an extreme deliberation, whose superhuman
restraint vibrated with the suppressed violence of his feelings,
"is the arm which delivered the blow.  I am afraid it is your own
gold that did the rest.  I forgot all about your money."  He
clasped his hands together in sudden distress.  "I forgot, I
forgot," he repeated disconsolately.

"Cesar stole the belt?" I stammered out, bewildered.

"And who else?  CANALLIA!  He must have been spying on you for
days.  And he did the whole thing.  Absent all day in Barcelona.
TRADITORE!  Sold his jacket - to hire a horse.  Ha! ha!  A good
affair!  I tell you it was he who set him at us. . . ."

Dominic pointed at the sea, where the guardacosta was a mere dark
speck.  His chin dropped on his breast.

". . . On information," he murmured, in a gloomy voice.  "A
Cervoni!  Oh! my poor brother! . . ."

"And you drowned him," I said feebly.

"I struck once, and the wretch went down like a stone - with the
gold.  Yes.  But he had time to read in my eyes that nothing could
save him while I was alive.  And had I not the right - I, Dominic
Cervoni, Padrone, who brought him aboard your fellucca - my nephew,
a traitor?"

He pulled the oar out of the ground and helped me carefully down
the slope.  All the time he never once looked me in the face.  He
punted us over, then shouldered the oar again and waited till our
men were at some distance before he offered me his arm.  After we
had gone a little way, the fishing hamlet we were making for came
into view.  Dominic stopped.

"Do you think you can make your way as far as the houses by
yourself?" he asked me quietly.

"Yes, I think so.  But why?  Where are you going, Dominic?"

"Anywhere.  What a question!  Signorino, you are but little more
than a boy to ask such a question of a man having this tale in his
family.  AH!  TRADITORE!  What made me ever own that spawn of a
hungry devil for our own blood!  Thief, cheat, coward, liar - other
men can deal with that.  But I was his uncle, and so . . . I wish
he had poisoned me - CHAROGNE!  But this:  that I, a confidential
man and a Corsican, should have to ask your pardon for bringing on
board your vessel, of which I was Padrone, a Cervoni, who has
betrayed you - a traitor! - that is too much.  It is too much.
Well, I beg your pardon; and you may spit in Dominic's face because
a traitor of our blood taints us all.  A theft may be made good
between men, a lie may be set right, a death avenged, but what can
one do to atone for a treachery like this? . . . Nothing."

He turned and walked away from me along the bank of the stream,
flourishing a vengeful arm and repeating to himself slowly, with
savage emphasis:  "AH!  CANAILLE!  CANAILLE!  CANAILLE!. . ."  He
left me there trembling with weakness and mute with awe.  Unable to
make a sound, I gazed after the strangely desolate figure of that
seaman carrying an oar on his shoulder up a barren, rock-strewn
ravine under the dreary leaden sky of Tremolino's last day.  Thus,
walking deliberately, with his back to the sea, Dominic vanished
from my sight.

With the quality of our desires, thoughts, and wonder proportioned
to our infinite littleness, we measure even time itself by our own
stature.  Imprisoned in the house of personal illusions, thirty
centuries in mankind's history seem less to look back upon than
thirty years of our own life.  And Dominic Cervoni takes his place
in my memory by the side of the legendary wanderer on the sea of
marvels and terrors, by the side of the fatal and impious
adventurer, to whom the evoked shade of the soothsayer predicted a
journey inland with an oar on his shoulder, till he met men who had
never set eyes on ships and oars.  It seems to me I can see them
side by side in the twilight of an arid land, the unfortunate
possessors of the secret lore of the sea, bearing the emblem of
their hard calling on their shoulders, surrounded by silent and
curious men:  even as I, too, having turned my back upon the sea,
am bearing those few pages in the twilight, with the hope of
finding in an inland valley the silent welcome of some patient
listener.



XLVI.



"A fellow has now no chance of promotion unless he jumps into the
muzzle of a gun and crawls out of the touch-hole."

He who, a hundred years ago, more or less, pronounced the above
words in the uneasiness of his heart, thirsting for professional
distinction, was a young naval officer.  Of his life, career,
achievements, and end nothing is preserved for the edification of
his young successors in the fleet of to-day - nothing but this
phrase, which, sailor-like in the simplicity of personal sentiment
and strength of graphic expression, embodies the spirit of the
epoch.  This obscure but vigorous testimony has its price, its
significance, and its lesson.  It comes to us from a worthy
ancestor.  We do not know whether he lived long enough for a chance
of that promotion whose way was so arduous.  He belongs to the
great array of the unknown - who are great, indeed, by the sum
total of the devoted effort put out, and the colossal scale of
success attained by their insatiable and steadfast ambition.  We do
not know his name; we only know of him what is material for us to
know - that he was never backward on occasions of desperate
service.  We have this on the authority of a distinguished seaman
of Nelson's time.  Departing this life as Admiral of the Fleet on
the eve of the Crimean War, Sir Thomas Byam Martin has recorded for
us amongst his all too short autobiographical notes these few
characteristic words uttered by one young man of the many who must
have felt that particular inconvenience of a heroic age.

The distinguished Admiral had lived through it himself, and was a
good judge of what was expected in those days from men and ships.
A brilliant frigate captain, a man of sound judgment, of dashing
bravery and of serene mind, scrupulously concerned for the welfare
and honour of the navy, he missed a larger fame only by the chances
of the service.  We may well quote on this day the words written of
Nelson, in the decline of a well-spent life, by Sir T. B. Martin,
who died just fifty years ago on the very anniversary of Trafalgar.

"Nelson's nobleness of mind was a prominent and beautiful part of
his character.  His foibles - faults if you like - will never be
dwelt upon in any memorandum of mine," he declares, and goes on -
"he whose splendid and matchless achievements will be remembered
with admiration while there is gratitude in the hearts of Britons,
or while a ship floats upon the ocean; he whose example on the
breaking out of the war gave so chivalrous an impulse to the
younger men of the service that all rushed into rivalry of daring
which disdained every warning of prudence, and led to acts of
heroic enterprise which tended greatly to exalt the glory of our
nation."

These are his words, and they are true.  The dashing young frigate
captain, the man who in middle age was nothing loth to give chase
single-handed in his seventy-four to a whole fleet, the man of
enterprise and consummate judgment, the old Admiral of the Fleet,
the good and trusted servant of his country under two kings and a
queen, had felt correctly Nelson's influence, and expressed himself
with precision out of the fulness of his seaman's heart.

"Exalted," he wrote, not "augmented."  And therein his feeling and
his pen captured the very truth.  Other men there were ready and
able to add to the treasure of victories the British navy has given
to the nation.  It was the lot of Lord Nelson to exalt all this
glory.  Exalt! the word seems to be created for the man.



XLVII.



The British navy may well have ceased to count its victories.  It
is rich beyond the wildest dreams of success and fame.  It may
well, rather, on a culminating day of its history, cast about for
the memory of some reverses to appease the jealous fates which
attend the prosperity and triumphs of a nation.  It holds, indeed,
the heaviest inheritance that has ever been entrusted to the
courage and fidelity of armed men.

It is too great for mere pride.  It should make the seamen of to-
day humble in the secret of their hearts, and indomitable in their
unspoken resolution.  In all the records of history there has never
been a time when a victorious fortune has been so faithful to men
making war upon the sea.  And it must be confessed that on their
part they knew how to be faithful to their victorious fortune.
They were exalted.  They were always watching for her smile; night
or day, fair weather or foul, they waited for her slightest sign
with the offering of their stout hearts in their hands.  And for
the inspiration of this high constancy they were indebted to Lord
Nelson alone.  Whatever earthly affection he abandoned or grasped,
the great Admiral was always, before all, beyond all, a lover of
Fame.  He loved her jealously, with an inextinguishable ardour and
an insatiable desire - he loved her with a masterful devotion and
an infinite trustfulness.  In the plenitude of his passion he was
an exacting lover.  And she never betrayed the greatness of his
trust!  She attended him to the end of his life, and he died
pressing her last gift (nineteen prizes) to his heart.  "Anchor,
Hardy - anchor!" was as much the cry of an ardent lover as of a
consummate seaman.  Thus he would hug to his breast the last gift
of Fame.

It was this ardour which made him great.  He was a flaming example
to the wooers of glorious fortune.  There have been great officers
before - Lord Hood, for instance, whom he himself regarded as the
greatest sea officer England ever had.  A long succession of great
commanders opened the sea to the vast range of Nelson's genius.
His time had come; and, after the great sea officers, the great
naval tradition passed into the keeping of a great man.  Not the
least glory of the navy is that it understood Nelson.  Lord Hood
trusted him.  Admiral Keith told him:  "We can't spare you either
as Captain or Admiral."  Earl St. Vincent put into his hands,
untrammelled by orders, a division of his fleet, and Sir Hyde
Parker gave him two more ships at Copenhagen than he had asked for.
So much for the chiefs; the rest of the navy surrendered to him
their devoted affection, trust, and admiration.  In return he gave
them no less than his own exalted soul.  He breathed into them his
own ardour and his own ambition.  In a few short years he
revolutionized, not the strategy or tactics of sea-warfare, but the
very conception of victory itself.  And this is genius.  In that
alone, through the fidelity of his fortune and the power of his
inspiration, he stands unique amongst the leaders of fleets and
sailors.  He brought heroism into the line of duty.  Verily he is a
terrible ancestor.

And the men of his day loved him.  They loved him not only as
victorious armies have loved great commanders; they loved him with
a more intimate feeling as one of themselves.  In the words of a
contemporary, he had "a most happy way of gaining the affectionate
respect of all who had the felicity to serve under his command."

To be so great and to remain so accessible to the affection of
one's fellow-men is the mark of exceptional humanity.  Lord
Nelson's greatness was very human.  It had a moral basis; it needed
to feel itself surrounded by the warm devotion of a band of
brothers.  He was vain and tender.  The love and admiration which
the navy gave him so unreservedly soothed the restlessness of his
professional pride.  He trusted them as much as they trusted him.
He was a seaman of seamen.  Sir T. B. Martin states that he never
conversed with any officer who had served under Nelson "without
hearing the heartiest expressions of attachment to his person and
admiration of his frank and conciliatory manner to his
subordinates."  And Sir Robert Stopford, who commanded one of the
ships with which Nelson chased to the West Indies a fleet nearly
double in number, says in a letter:  "We are half-starved and
otherwise inconvenienced by being so long out of port, but our
reward is that we are with Nelson."

This heroic spirit of daring and endurance, in which all public and
private differences were sunk throughout the whole fleet, is Lord
Nelson's great legacy, triply sealed by the victorious impress of
the Nile, Copenhagen, and Trafalgar.  This is a legacy whose value
the changes of time cannot affect.  The men and the ships he knew
how to lead lovingly to the work of courage and the reward of glory
have passed away, but Nelson's uplifting touch remains in the
standard of achievement he has set for all time.  The principles of
strategy may be immutable.  It is certain they have been, and shall
be again, disregarded from timidity, from blindness, through
infirmity of purpose.  The tactics of great captains on land and
sea can be infinitely discussed.  The first object of tactics is to
close with the adversary on terms of the greatest possible
advantage; yet no hard-and-fast rules can be drawn from experience,
for this capital reason, amongst others - that the quality of the
adversary is a variable element in the problem.  The tactics of
Lord Nelson have been amply discussed, with much pride and some
profit.  And yet, truly, they are already of but archaic interest.
A very few years more and the hazardous difficulties of handling a
fleet under canvas shall have passed beyond the conception of
seamen who hold in trust for their country Lord Nelson's legacy of
heroic spirit.  The change in the character of the ships is too
great and too radical.  It is good and proper to study the acts of
great men with thoughtful reverence, but already the precise
intention of Lord Nelson's famous memorandum seems to lie under
that veil which Time throws over the clearest conceptions of every
great art.  It must not be forgotten that this was the first time
when Nelson, commanding in chief, had his opponents under way - the
first time and the last.  Had he lived, had there been other fleets
left to oppose him, we would, perhaps, have learned something more
of his greatness as a sea officer.  Nothing could have been added
to his greatness as a leader.  All that can be affirmed is, that on
no other day of his short and glorious career was Lord Nelson more
splendidly true to his genius and to his country's fortune.



XLVIII.



And yet the fact remains that, had the wind failed and the fleet
lost steerage way, or, worse still, had it been taken aback from
the eastward, with its leaders within short range of the enemy's
guns, nothing, it seems, could have saved the headmost ships from
capture or destruction.  No skill of a great sea officer would have
availed in such a contingency.  Lord Nelson was more than that, and
his genius would have remained undiminished by defeat.  But
obviously tactics, which are so much at the mercy of irremediable
accident, must seem to a modern seaman a poor matter of study.  The
Commander-in-Chief in the great fleet action that will take its
place next to the Battle of Trafalgar in the history of the British
navy will have no such anxiety, and will feel the weight of no such
dependence.  For a hundred years now no British fleet has engaged
the enemy in line of battle.  A hundred years is a long time, but
the difference of modern conditions is enormous.  The gulf is
great.  Had the last great fight of the English navy been that of
the First of June, for instance, had there been no Nelson's
victories, it would have been wellnigh impassable.  The great
Admiral's slight and passion-worn figure stands at the parting of
the ways.  He had the audacity of genius, and a prophetic
inspiration.

The modern naval man must feel that the time has come for the
tactical practice of the great sea officers of the past to be laid
by in the temple of august memories.  The fleet tactics of the
sailing days have been governed by two points:  the deadly nature
of a raking fire, and the dread, natural to a commander dependent
upon the winds, to find at some crucial moment part of his fleet
thrown hopelessly to leeward.  These two points were of the very
essence of sailing tactics, and these two points have been
eliminated from the modern tactical problem by the changes of
propulsion and armament.  Lord Nelson was the first to disregard
them with conviction and audacity sustained by an unbounded trust
in the men he led.  This conviction, this audacity and this trust
stand out from amongst the lines of the celebrated memorandum,
which is but a declaration of his faith in a crushing superiority
of fire as the only means of victory and the only aim of sound
tactics.  Under the difficulties of the then existing conditions he
strove for that, and for that alone, putting his faith into
practice against every risk.  And in that exclusive faith Lord
Nelson appears to us as the first of the moderns.

Against every risk, I have said; and the men of to-day, born and
bred to the use of steam, can hardly realize how much of that risk
was in the weather.  Except at the Nile, where the conditions were
ideal for engaging a fleet moored in shallow water, Lord Nelson was
not lucky in his weather.  Practically it was nothing but a quite
unusual failure of the wind which cost him his arm during the
Teneriffe expedition.  On Trafalgar Day the weather was not so much
unfavourable as extremely dangerous.

It was one of these covered days of fitful sunshine, of light,
unsteady winds, with a swell from the westward, and hazy in
general, but with the land about the Cape at times distinctly
visible.  It has been my lot to look with reverence upon the very
spot more than once, and for many hours together.  All but thirty
years ago, certain exceptional circumstances made me very familiar
for a time with that bight in the Spanish coast which would be
enclosed within a straight line drawn from Faro to Spartel.  My
well-remembered experience has convinced me that, in that corner of
the ocean, once the wind has got to the northward of west (as it
did on the 20th, taking the British fleet aback), appearances of
westerly weather go for nothing, and that it is infinitely more
likely to veer right round to the east than to shift back again.
It was in those conditions that, at seven on the morning of the
21st, the signal for the fleet to bear up and steer east was made.
Holding a clear recollection of these languid easterly sighs
rippling unexpectedly against the run of the smooth swell, with no
other warning than a ten-minutes' calm and a queer darkening of the
coast-line, I cannot think, without a gasp of professional awe, of
that fateful moment.  Perhaps personal experience, at a time of
life when responsibility had a special freshness and importance,
has induced me to exaggerate to myself the danger of the weather.
The great Admiral and good seaman could read aright the signs of
sea and sky, as his order to prepare to anchor at the end of the
day sufficiently proves; but, all the same, the mere idea of these
baffling easterly airs, coming on at any time within half an hour
or so, after the firing of the first shot, is enough to take one's
breath away, with the image of the rearmost ships of both divisions
falling off, unmanageable, broadside on to the westerly swell, and
of two British Admirals in desperate jeopardy.  To this day I
cannot free myself from the impression that, for some forty
minutes, the fate of the great battle hung upon a breath of wind
such as I have felt stealing from behind, as it were, upon my cheek
while engaged in looking to the westward for the signs of the true
weather.

Never more shall British seamen going into action have to trust the
success of their valour to a breath of wind.  The God of gales and
battles favouring her arms to the last, has let the sun of
England's sailing-fleet and of its greatest master set in unclouded
glory.  And now the old ships and their men are gone; the new ships
and the new men, many of them bearing the old, auspicious names,
have taken up their watch on the stern and impartial sea, which
offers no opportunities but to those who know how to grasp them
with a ready hand and an undaunted heart.



XLIX.



This the navy of the Twenty Years' War knew well how to do, and
never better than when Lord Nelson had breathed into its soul his
own passion of honour and fame.  It was a fortunate navy.  Its
victories were no mere smashing of helpless ships and massacres of
cowed men.  It was spared that cruel favour, for which no brave
heart had ever prayed.  It was fortunate in its adversaries.  I say
adversaries, for on recalling such proud memories we should avoid
the word "enemies," whose hostile sound perpetuates the antagonisms
and strife of nations, so irremediable perhaps, so fateful - and
also so vain.  War is one of the gifts of life; but, alas! no war
appears so very necessary when time has laid its soothing hand upon
the passionate misunderstandings and the passionate desires of
great peoples.  "Le temps," as a distinguished Frenchman has said,
"est un galant homme."  He fosters the spirit of concord and
justice, in whose work there is as much glory to be reaped as in
the deeds of arms.

One of them disorganized by revolutionary changes, the other rusted
in the neglect of a decayed monarchy, the two fleets opposed to us
entered the contest with odds against them from the first.  By the
merit of our daring and our faithfulness, and the genius of a great
leader, we have in the course of the war augmented our advantage
and kept it to the last.  But in the exulting illusion of
irresistible might a long series of military successes brings to a
nation the less obvious aspect of such a fortune may perchance be
lost to view.  The old navy in its last days earned a fame that no
belittling malevolence dare cavil at.  And this supreme favour they
owe to their adversaries alone.

Deprived by an ill-starred fortune of that self-confidence which
strengthens the hands of an armed host, impaired in skill but not
in courage, it may safely be said that our adversaries managed yet
to make a better fight of it in 1797 than they did in 1793.  Later
still, the resistance offered at the Nile was all, and more than
all, that could be demanded from seamen, who, unless blind or
without understanding, must have seen their doom sealed from the
moment that the Goliath, bearing up under the bows of the Guerrier,
took up an inshore berth.  The combined fleets of 1805, just come
out of port, and attended by nothing but the disturbing memories of
reverses, presented to our approach a determined front, on which
Captain Blackwood, in a knightly spirit, congratulated his Admiral.
By the exertions of their valour our adversaries have but added a
greater lustre to our arms.  No friend could have done more, for
even in war, which severs for a time all the sentiments of human
fellowship, this subtle bond of association remains between brave
men - that the final testimony to the value of victory must be
received at the hands of the vanquished.

Those who from the heat of that battle sank together to their
repose in the cool depths of the ocean would not understand the
watchwords of our day, would gaze with amazed eyes at the engines
of our strife.  All passes, all changes:  the animosity of peoples,
the handling of fleets, the forms of ships; and even the sea itself
seems to wear a different and diminished aspect from the sea of
Lord Nelson's day.  In this ceaseless rush of shadows and shades,
that, like the fantastic forms of clouds cast darkly upon the
waters on a windy day, fly past us to fall headlong below the hard
edge of an implacable horizon, we must turn to the national spirit,
which, superior in its force and continuity to good and evil
fortune, can alone give us the feeling of an enduring existence and
of an invincible power against the fates.

Like a subtle and mysterious elixir poured into the perishable clay
of successive generations, it grows in truth, splendour, and
potency with the march of ages.  In its incorruptible flow all
round the globe of the earth it preserves from the decay and
forgetfulness of death the greatness of our great men, and amongst
them the passionate and gentle greatness of Nelson, the nature of
whose genius was, on the faith of a brave seaman and distinguished
Admiral, such as to "Exalt the glory of our nation."