Part 11
He made this promise with an ironical twinkle of the eye that puzzled me at the time, but which has since been abundantly and painfully accounted for.
He left in a native outrigger canoe, hugging his knees on a pyramid of bananas, while the remainder of "the crew" waved him farewell from the steamer's rail, and turned sadly away. A better mate for any venture calling on the best qualities of a man never breathed. Here's to him, "down under," and may that cable not be long delayed!
*THURSDAY ISLAND*
_Concerning a wild-goose chase, and where it led_
*CHAPTER XVI*
_Concerning a wild-goose chase, and where it led_
Life for the sad remnants of the dream ship's crew resolved itself into the pursuit of a will-o'-the-wisp.
It was a strange craft that we were after: sufficiently staunch to stand any weather, yet small enough to be handled by a crew of three. The New Zealand seaboard had neither heard of nor seen such a thing. At Auckland and Wellington we were hustled off in launch or car with high hope in our hearts, and shown every manner of contrivance that floats, but there was no choice between hundred-ton schooners and harbour racing machines. New Zealand is a beautiful, over-legislated, intensely earnest little country, but for us it held no dream ship, and we passed on.
Australia was little better. Adelaide, Melbourne, Sydney were visited in turn, and scoured from end to end without producing anything within coo-ee of what we sought. With an "I-told-you-so" glint in her eye, Peter departed on a jaunt to New Guinea, and I continued the search alone, after the fashion of the "last little nigger boy."
Hearing that the Torres Straits pearling luggers were likely craft, I set my teeth and journeyed on a Chinese liner--incidentally one of the most comfortable and well-managed ships it has been my good fortune to encounter--up through the myriad islets of the Queensland barrier reef to Thursday Island.
It is a strange thing on a ten-thousand-ton liner to awake at night to a silence unbroken even by the familiar throbbing of the engines, and to feel the great ship rising and falling on the swell like any cockleshell; to go on deck and find her lying at anchor under a panoply of stars, and apparently in mid-ocean, for there is no sign of land. Yet this is a frequent experience of any passenger traversing the barrier reef. Whether liner or dream ship, it makes no difference to the infinite care necessary in navigating these reef-infested seas.
A young navy of pilots performs the miracle--for miracle it is. After long apprenticeship they learn the exact dimensions of every open stretch of water, and if they leave one side at nightfall, they can tell by the vessel's speed, and to a yard, when they have reached the other, when they anchor until dawn. The farther we progressed up the magnificently rugged coast of Queensland, the more varied became the nature of our passenger list. There were sun-baked pastoralists from the cattle and sheep stations "out back" who owned herds and acreages that would cause the largest Western American rancher to open his eyes. One of them at a recent cattle "muster" had tallied up to half a million head, and he had not finished yet. The possibilities of the "Northern Territory," as it is called, are infinite--if it were not for the bugbear of labour troubles that stalks Australia with a heavier tread than any other country of the world.
Then, there were commercial travellers--not the sleek variety that boards a "flyer" and is on its battle-ground in a matter of hours, but lean, hard-bitten men who take a launch or trading cutter and traverse vast stretches of ocean to the farthermost corners of the Gulf of Carpentaria, sleeping, eating, and having their being for weeks together in a stifling, evil-smelling deck house with native "boys" and their own sample cases for sole company.
Wireless operators, engineers, pearlers, teachers of aboriginal schools, Chinamen, Japanese, all were on their way to this mysterious equatorial land of vast, unexplored spaces.
A great deal has been written about Thursday Island, otherwise known as "T.I.", but, without exception, accounts refer to a more picturesque past when this sun-baked tile on the roof of Australia was the busy headquarters of a pearling fleet manned by "whites" and native "boys"; when hefty schooners were employed as floating stations, where shell was opened and treated at sea under the lynx-eyed supervision of a skipper or mate who claimed the hidden treasure it might contain. To-day, the pearling fleet is manned entirely by Japanese, who work on a prosaic fifty-per-cent. basis, and are entitled to every pearl they find.
But of this, later. There were luggers in the bay, likely-looking craft, the most likely I had seen in all my weary pilgrimage. Was it possible that I was on the verge of being able to look Peter in the eye once more--and send a cable to Samoa?
Not five minutes after landing in the corrugated-iron and goat-infested landscape of Thursday Island I was in the shipyards watching an army of Japanese workmen putting the finishing touches to a pearling lugger. Yes, I was told by the manager of the Pearling Company that had commissioned her, I could have a similar craft built for ---- (a sum nearly double the seemingly preposterous figure I had received for the dream ship)--and she could be delivered in about a year! Labour, you know, prices of material--everything! Things were not as they used to be on 'T.I.'. Or yes; there were second-hand craft to be picked up, but it stood to reason they would have passed their day, or they would not be sold.
I boarded twelve in all, and examined them from truck to keelson. In some cases one could scoop the dry-rot out of their timbers in handfuls; in others---- But why continue? In all of them the head-room was practically nil because of their light draught for negotiating reefs and sand-bars, and because the Japanese have no manner of use for head-room. When below, they live, move, and have their being on their heel-supported haunches. It would be necessary for the average Anglo-Saxon to crawl on all fours to escape a permanent crick in the neck and stooped shoulders aboard a pearling lugger.
It was in that hour that I realized my final defeat. Peter and Steve were right--there never would be another dream ship. I resigned myself to the inevitable, and settled down on Thursday Island to await the next southern-bound steamer in two weeks' time. I wandered amidst sweltering corrugated iron and herds of cavorting goats, thinking my own sad and secret thoughts, until taken under the wing of two as bright lads as one could wish to meet. We "batched it," if you please, and I am consequently in a position to state precisely how one may live on T.I. in this year of grace.
Taking it in turns to leave your sagging camp bed a trifle before dawn, you steal forth into the iron-bound forest of the settlement, and stalk your prey. It is a simple process. You offer the most appetizing-looking kid in sight a lump of sugar with one hand, and, seizing its hind leg with the other, smother its cries with a towel. Half an hour later it has been converted over a Primus into something that looks like shoe-leather and tastes like kerosene.
In the alleged "cool" of the evening, you may play lawn tennis. We did, in shorts and a vest, and with diver's-suit rubber an inch thick glued to the soles of our shoes by way of protection against the heat and hardness of the court. In five minutes you are a dripping rag of perspiration, but no matter, it is tennis, and the bright lads could play, though argument across the net seemed their strongest point. One of these resolved itself into a bet as to who would win a game played in diver's helmet and boots respectively. It was put to the test with the utmost gravity, and resulted in a dead heat, the man in the helmet being unable to see through his three glass windows quickly enough to take the ball, and the booted competitor being unable to move.
Such were some of the social amenities of T.I., interspersed with delightful evenings spent with the _haute monde_, consisting of military authorities and owners of pearling fleets, in their charming bungalows situated behind and above the settlement. But for the most part we kept to the beach. It was more interesting--and kids were more plentiful.
As for the industries of this queer little island with a white population of five hundred and a black-and-tan one of unknown dimensions, pearling predominates, as different a form of pearling from that of the Paumotus as can well be imagined. Here machinery is permissible, and with the up-to-date motor compressor keeping up a mechanically uniform and unfailing air supply, great depths are attained, and shell of a prodigious size and lustre obtained.
"I don't know," mused a pearling-lugger owner of my acquaintance; "I'm beginning to think it's the survival of the fittest, after all. The Japs are the best machine divers in the world. They don't seem to put the same value on life that we do, and maybe they're right; I don't know.
"But I can tell you this: they work as no white man would ever work--day and night for two weeks without shutting an eye; then they bring the stuff in, sleep two days and nights on end, and are ready for another two weeks.
"I used to go out with a crew now and then, and I've seen them go down fifty-two fathoms, and be hauled up dead, and another man climb into his suit and be 'down' inside of ten minutes.
"Another little trick they've got is to sail--almost into the wind, mind you, but still sail--towing a diver along the bottom. It saves him having to walk and he covers more ground; but would you like to be in that suit? What happens if it catches on a bit of coral? ...
"I tell you what it is: they come over here on a three-years' indenture--it's the only way we allow them into Australian territory--and during that time they set out to make enough to keep 'em for the rest of their lives. And they do it--because they don't live long anyway after much fifty-two-fathom diving.
"Skin divers? We've got as good here in Torres Straits as any in the world! Twenty fathoms, and three minutes under water in the Paumotus? Well, that's not so bad, but we can beat it with a good abo (aboriginal). Come and see."
I did, and am forced to give the palm to Torres Straits. Our crew was a hotch-potch of mainland aboriginals--Islanders, Malays, and Filipinos--but it was the aboriginal who did the diving, and his performance was every whit as good as, and in some cases better than, that of the Paumotan. But with what different results! Instead of the cleanly pearl-shell, beche-de-mer or trepang was brought to light, immense brown or black sea slugs that are gutted, impaled on a stick, and cured in a smoke-box amidships. When cooked they make a soup as nutritious and appetizing as turtle, and although China is by far the largest consumer of beche-de-mer at the present time, it is rapidly gaining favour in Europe.
The remaining important products of the Coral Sea and its coasts are trochas shell and sandal wood. The first of these is second only to mother-of-pearl for buttons, knife-handles, and what-not; and as for sandalwood, its uses are too familiar to call for mention here. But I am grateful to this externally unlovely but fragrant tree for taking me to the shores of the Gulf of Carpentaria where it grows in profusion, for a stranger, more deserted land--saving always the Galapagos Islands--it would be difficult to find.
You may stand on these shores and look inland over thousands of miles of gently undulating and lightly timbered country, containing not a living soul with the exception of a few bands of ever-wandering and rapidly decreasing aboriginals. Cotton grows here to perfection. What would not grow? There are rivers that Western-American irrigators would smack their lips over, a light but assured rainfall, a rich loam soil, and millions of acres of pasture untouched save by wallaby and kangaroo. Yet we still cry out that the world is over-full.
Some day the entirely admirable bluff of "white Australia" will be called, and these territories of vast possibilities will be inundated by a people able and eager to develop them. It will be unpleasant, but then so are most penalties of degeneration and sloth in this cannibalistic old world of ours.
Back from "the Gulf," we celebrated a successful trip in the approved fashion at one of Thursday Island's numerous and well-known circular bars, presided over by a high priestess who, after three years in New Guinea, favoured the native style of coiffure.
Discussion turned on a race meeting of the morrow. A race meeting on T.I.! Why not? I had forgotten that wherever you find an assembly of more than two Australians, there you will find a race-course of some sort. It appeared that someone had stolen the favourite; nothing less! The horse had been pastured on Friday Island, a few miles distant, and now, a day before the race, it had vanished. The owner, who happened to be present, was telling us just what he was going to do to the culprit when he caught him, but I fear my attention wandered. An aboriginal was standing at my elbow with the most ghastly healed wound encircling his neck that could have been inflicted without decapitation. How the man could have suffered it and remained alive, was beyond my comprehension.
"That," I was told, "is Treacle, the only man who's had his head in a shark's mouth and got it out again. Care for an introduction?"
I did care, and after sundry amenities elicited the following: "Me push; 'im leave go." That was all, delivered with every appearance of delight and pride in the accomplishment. Some of the shark's teeth were still embedded in the fellow's skull. With a vast grin, he will guide your finger to the spot--for sixpence; and for a like amount one is permitted to photograph Treacle the miraculous.
The Australian "abo's" recuperative qualities are equalled only by his inventiveness. Was he not the originator of the boomerang, that most ingenious of weapons? And had he not, before the advent of the white man, instituted certain surgical operations which might, with advantage, be introduced into other lands? For example, the rendering incapable of a degenerate male parent to propagate his species, whereby his race was kept up to the highest standards of physique.
But let these things pass, as relics of barbarism if you will, and there is still a quaint originality in his make-up that shows itself in his speech. Beche-de-mer, or Pidgin-English, is his tongue for dealing with white folk, and here is some of his vocabulary:
"Trousers belong letter" = Envelope.
"Bokkus belong noise" = Gramaphone, piano, or almost any musical instrument.
"Pull um come; push um go, brother belong tomahawk" = Saw.
"Belly belong me fnuast" = I am hungry.
"What time papa belong you plant um you?" = How old are you?
Some day there will be a dictionary of Pidgin-English. It would make a diverting document.
For a tiny community like that of Thursday Island, the racing on the following day was too commendable to be treated otherwise than seriously. The course was complete with grandstand and "bleacher" seats, totalisator, judge's box, and bar, and was soon thronged with the entire white population of T.I., and most of the coloured. Jockeys wore anything from orthodox "silk" to an undervest, and rode anything on four legs with immense earnestness, and amidst thunderous acclamation. We lost money or won money, as the case might be, but there is no doubt that we enjoyed ourselves.
At the end of a pleasant and instructive fortnight a south-bound steamer, direct from New Guinea, touched at T.I., and as she came alongside, my gaze became fixed on a slight, inconspicuous but vaguely familiar figure standing at the rail.
It was Peter.
There, on T.I.'s rickety jetty, seated on a stack of sandalwood, we talked of many things; but behind all lurked the eternal question, and I was obliged to answer it:
"I'm beat. You're right, both of you. There never will be another dream ship."
But there I was wrong.
*ADVICE TO DREAMERS OF DREAM SHIPS*
_For the prospective dream-ship owner the world over_
*CHAPTER XVII*
_For the prospective dream-ship owner the world over_
There are more dreamers in the world than I had reckoned on. So much is evident from the snowdrift of letters received from every corner of the world, asking this, that, and the other in connection with the dream ship, until it became a physical impossibility for me to answer them individually.
Here I hope to answer them all, out of sympathy more than anything else, for I know how the dreamer feels; but let me tell him or her this at the outset: unless you are willing to take a chance, your dream will never be realized. To sail away on a dream cruise is an easier thing than to climb out of the rut you are probably in. There may be the most excellent reasons for your remaining in that rut--marriage and family ties, or ill health--but those are the only insurmountable obstacles in the path of any dream merchant worth his salt.
You will notice, no doubt, that penury is not included in this catalogue of obstacles, and the reason of its absence is that penury ought to be an incentive rather than an obstacle. One must work for dream fulfilment as one is obliged to work for anything worth while.
"It's all very well for you to talk," people have said to me more than once, "but you have no ties; and you always have your writing."
If they only knew, neither of these statements is true. To hear them talk one would think I had neither friend nor relation in the world, and that the average writer makes as much money as a plumber. My reply to such folk is: "All right, let's be personal. You have no ties but what you could fling aside for a while without hurting yourself or any one else, for it is a fifty-to-one chance that they are nothing but money-grubbing at best. It has become a habit with you, that is all. You have enough money to buy a car, why not a tight little cruiser, and sail where you will? And if you have not, you could soon make it, for your trade is less precarious than mine.
"No, my friend, you may sit in that chair, and simulate the adventurous spirit beating its wings at the prison bars of Duty, or some such stuff, but what really ails you is that you are in a rut, and afraid to get out; or else your dream has not taken firm enough hold to hoist you out. The latter is a matter of personal temperament, and cannot be helped, but the former is something quite different. It simply means that you lack initiative, dread possible discomfort, and fear the world."
Please do not imagine because I am pointing out the disabilities of the average dreamer that I claim to be exempt myself. I possess them in an all-too-marked degree, but my dream was strong enough to lift me above them, and it was worth it.
I know a man who, at the age of thirty, and while I was working the soul out of myself on cattle and horse ranch, in lumber-camp and salmon-cannery for an average of two dollars a day, bought a decked-in, dug-out canoe for twenty dollars, and with a capital of a like amount went clean up the British Columbia coast. During the summer he sailed, fished, and shot deer, trading his bag with farmers and store-keepers for other commodities that he needed. In the winter, he laid up the canoe, but lived aboard and trapped fur. He was his own man, and he lived. That was his dream, and he accomplished it. And I might have been doing precisely the same thing all those weary years, and come out a good deal better off at the end of them if I had only had the courage of my dream.
For the benefit of the apparent multitude whose dream lies along much the same lines as my own, I must attack the more technical side of the dream cruise, and, before doing so, I want it to be clearly understood that everything I may say in these pages is simply the outcome of my own personal experience. Others have had different and, perhaps, much wider experience, and will no doubt differ with me at every point. But then, after a woman, and a horse, there never was a subject more provocative of dissension than the proper conduct of a ship. So here's to it!
_The Dream Ship_.--The dream ship is my idea of the ideal ocean cruiser to be handled by a crew of three. That is why I bought her, and she cost (second hand) L300 or about $1,500. She was designed as a North Sea pilot cutter by the late Colin Archer, who also designed the _Fram_ for Nansen, and was the originator of this type of vessel. She was built at Porsgrund, Norway, in 1908, and I reduced her canvas to make for easy handling by a small and light-weight crew. For this reason she was slow going to windward, but I would not have had her otherwise for one cannot have _everything_--there is bound to be a compromise somewhere--and one does not expect to go round the world "on a wind."
_Construction_.--Her timbers were of pine and her planking of Italian oak, which is admittedly a reversal of the usual order of things, but is easily accounted for by the fact that Norway has plenty of pine (grown on hilltops so that the wind will make it "natural bent" for elbows and knees), but little or no oak; while Italy is oppositely placed, and the two countries trade their woods.
The dream ship was copper-fastened, which made it possible to have her copper-sheathed against the inroads of the tropical cobra worm, and this was an immense saving of labour. With ordinary iron fastenings it is impossible to copper-sheathe because the two metals, when immersed in salt water, set up a galvanic action destructive to both. It must not be imagined, however, that because a boat is iron-fastened she is useless for tropical waters. There is no stronger and better fastening for a boat than galvanized iron, but it entails her under-water body being kept in the best condition by putting her on "the hard" wherever and whenever possible, and paying her up with anti-fouling paint. Most of the Island schooners are iron-fastened, and they last for forty years and longer, if well looked after. If not, they are a honeycomb from worm inside of a year.
The dream ship was of life-boat or "double-ender" build, which means that she was "all ship," and had no counter. Various stems and sterns are recommended by various people, but I have found nothing better than the life-boat.
_Rig_.--She was cutter rigged, and, always provided that the boom does not extend too far beyond the counter to be easily accessible, it is as handy an arrangement of sail as any other, and admittedly the best for sailing.