The Mirror of the Sea Part 3

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 const.i.tutionally 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 const.i.tutionally 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 pa.s.sage 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 pa.s.sages 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 pa.s.sage. 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 pa.s.sage, 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 state-room; 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 G.o.d 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 p.o.o.p in the run between New Zealand and the Horn."

Thus P- pa.s.sed 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 pa.s.sion for borrowing looking-gla.s.ses, for instance. Each of our cabins had its own looking-gla.s.s 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 G.o.d 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 pa.s.sage.

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 c.o.ke 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 ill.u.s.trative 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 ca.n.a.l, 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 ca.n.a.l 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 ash.o.r.e 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 a.s.sortment 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 quant.i.ties every day. After drinking some hot coffee, like an Arctic explorer setting off on a sledge journey towards the North Pole, I would go ash.o.r.e and roll shivering in a tramcar into the very heart of the town, past clean-faced houses, past thousands of bra.s.s 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 p.r.o.nounced 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 mult.i.tude 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 pa.s.sage. 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.