Part 4

By this communication a point of some difficulty was now considered to be removed. It was deemed a desirable circumstance to be furnished with the means of proceeding directly to Pekin through the Yellow Sea, and thus to avoid any intercourse with the port of Canton; as it was well known the principal officers of the government there were prepared to throw every obstacle in the way of the embassy, and if not effectually to prevent, at least to counteract, any representations that might be made at the imperial court, with regard to the abuses that exist in the administration of the public affairs at that place, and more especially to the exactions and impositions to which the commercial establishments are liable of the different nations whose subjects have established factories in this southern emporium of China. It could not be supposed, indeed, that their endeavours would be less exerted, in this particular instance, than on all former occasions of a similar nature.

The navigation of the Yellow Sea, as yet entirely unknown to any European nation, was considered as a subject of some importance, from the information it would afford the means of supplying, and which, on any future occasion, might not only lessen the dangers of an unknown passage, but prevent also much delay by superseding the necessity of running into different ports in search of Chinese Pilots, whom, by experience, we afterwards found to be more dangerous than useful.

We passed through the streight of Formosa without seeing any part of the main land of China, or of the island from whence the streight derives its name, except a high point towards the northern extremity. The weather, indeed, during three successive days, the 25th, 26th, and 27th July was so dark and gloomy, that the eye could scarcely discern the largest objects at the distance of a mile, yet the thermometer was from 80° to 83° the greater part of these days. A heavy and almost incessant fall of rain was accompanied with violent squalls of wind, and frequent bursts of thunder and flashes of lightning; which, with the cross and confused swell in the sea, made the passage not only uncomfortably irksome, but also extremely dangerous, on account of the many islands interspersed in almost every part of the strait.

On the evening of the 25th the sun set in a bank of fog, which made the whole western side of the horizon look like a blaze of fire, and the barometer was observed to have fallen near one third of an inch, which, in these latitudes and at sea, is considered as a certain indication of a change of weather. There were on board some Chinese fishermen who had been driven out to sea in one of the East India company's ships, which we met with in the straits of Sunda. These men assured us that the appearance of the heavens prognosticated one of those tremendous gales of wind which are well known to Europeans by the name of _Ty-phoon_ and which some ingenious and learned men have supposed to be the same as the Typhon of the Egyptians or τυφων of the Greeks. The Chinese, however have made use of no mythological allusion in naming this hurricane. They call it _Ta-fung_ which literally signifies _a great wind_. The wind was certainly high the whole of the night and the following day, the thunder and lightning dreadful, and the variable squalls and rain frequent and heavy; the depth of the sea from 25 to 30 fathoms.

The charts, however, of this passage into the Yellow Sea, constructed by Europeans when the Chinese permitted foreign nations to trade to _Chu-san_, are considered as sufficiently exact for skilful navigators to avoid the dangerous rocks and islands. By the help of these charts our squadron ventured to stand through the still more intricate and narrow passages of the Chu-san Archipelago, where, in the contracted space of about eight hundred square leagues, the surface of the sea is studded with a cluster, consisting, nearly, of four hundred distinct islands.

These islands appeared to us, in sailing among them, to be mostly uninhabited, extremely barren of trees or shrubs, and many of them destitute even of herbage, or verdure of any kind. In some of the creeks we perceived a number of boats and other small craft, at the upper ends of which were villages composed of mean looking huts, the dwellings most probably of fishermen, as there was no appearance of cultivated ground near them to furnish their inhabitants with the means of subsistence.

The squadron having dropped anchor, we landed on one of the largest of these islands; and walked a very considerable distance before we saw a human being. At length, in descending a valley, in the bottom of which was a small village, we fell in with a young peasant, whom with some difficulty, by means of an interpreter, we engaged in conversation. Embarrassed in thus suddenly meeting with strangers, so different from his own countrymen, in dress, in features, and complexion, his timidity might almost be said to assume the appearance of terror. He soon, however, gained confidence, and became communicative. He assured us that the island on which we were, and of which he was a native, was the best in the whole groupe, and the most populous, except that of _Chu-san_; the number of its inhabitants being ten thousand souls. It was discovered, however, before we had been long in the country, that when a Chinese made use of the monosyllable _van_, which in his language signifies ten thousand, he was not to be understood as speaking of a determinate or precise number, but only as making use of a term that implied amplification. A state criminal, for example, is generally condemned to undergo the punishment of being cut into _ten thousand_ pieces; the great wall of China is called the _van-lee-tchin_, or wall of _ten thousand lee_, or three thousand English miles, a length just double to that which the most authentic accounts have given of it. But when he means to inform any one that the emperor has _ten thousand_ large vessels, for the purpose of collecting taxes paid in kind, on the grand canal, instead of the monosyllable _van_ he invariably makes use of the expression nine thousand nine hundred and ninety-nine, as conveying a fixed and definite number, and, in this case, he will be understood to signify literally ten thousand. In this manner, I suppose, we were to understand the population of the island _Lo-ang_.

At the sight of our large ships, so different in their appearance from any of those belonging to the Chinese, a vast number of boats, issuing from every creek and cove, presently crowded together, in such a manner, and with so little management, as to render it difficult to pass through without danger of oversetting or sinking some of them; a danger, however, to which they seemed quite insensible. Vessels of a larger description, and various in the shape of their hulls and rigging, from twenty tons burden and upwards, to about two hundred tons, were observed in considerable numbers, sailing along the coast of the continent, laden generally with small timber, which was piled to such a height upon their decks, that no extraordinary force of wind would seem to be required to overturn them. Beams of wood, and other pieces that were too long to be received upon the deck of a single ship, were laid across the decks of two vessels lashed together. We saw at least a hundred couple thus laden in one fleet, keeping close in with the coast, in order to be ready, in case of bad weather, to put into the nearest port, being ill calculated to resist a storm at sea. The ships indeed that are destined for longer voyages appear, from their singular construction, to be very unfit to contend with the tempestuous seas of China. The general form of the hull, or body of the ship, above water, is that of the moon when about four days old. The bow, or forepart, is not rounded as in ships of Europe, but is a square flat surface, the same as the stern; without any projecting piece of wood, usually known by the name of cutwater, and without any keel. On each side of the bow a large circular eye is painted, in imitation, I suppose, of that of a fish. The two ends of the ship rise to a prodigious height above the deck. Some carry two, some three, and others four masts. Each of these consists of a single piece of wood, and consequently not capable of being occasionally reduced in length, as those of European ships. The diameter of the mainmast of one of the larger kind of Chinese vessels, such as trade to Batavia, is not less than that of an English man of war of sixty-four guns. And it is fixed in a bed of massive timber laid across the deck. On each mast is a single sail of matting, made from the fibres of the bamboo, and stretched by means of poles of that reed, running across, at the distance of about two feet from each other. These sails are frequently made to furl and unfurl like a fan. When well hoisted up and braced almost fore and aft, or parallel with the sides of the ship, a Chinese vessel will sail within three and a half, or four points of the wind; but they lose all this advantage over ships of Europe by their drifting to leeward, in consequence of the round and clumsy shape of the bottom, and their want of keel. The rudder is so placed, in a large opening of the stern, that it can occasionally be taken up, which is generally done on approaching sands and shallows.

The Chinese, in fact, are equally unskilled in naval architecture, as in the art of navigation. They keep no reckoning at sea, nor possess the least idea of drawing imaginary lines upon the surface of the globe, by the help of which the position of any particular spot may be assigned; in other words, they have no means whatsoever of ascertaining the latitude or the longitude of any place, either by estimation from the distance sailed, or by observation of the heavenly bodies, with instruments for that purpose. Yet they pretend to say, that many of their early navigators made long voyages, in which they were guided by charts of the route, sometimes drawn on paper, and sometimes on the convex surface of large gourds or pumpkins. From this circumstance, some of the Jesuits have inferred, that such charts must have been more correct than those on flat surfaces. If, indeed, the portion of the convex surface, employed for the purpose, was the segment of a sphere, and occupied a space having a comparative relation to that part of the surface of the earth sailed over, the inference might be allowable; but this would be to suppose a degree of knowledge to which, it does not appear, the Chinese had at any time attained, it being among them, in every period of their history, an universally received opinion, that the earth is a square, and that the kingdom of China is placed in the very center of its flat surface.

The present system of Chinese navigation is to keep as near the shore as possible; and never to lose sight of land, unless in voyages that absolutely require it; such as to Japan, Batavia, and Cochin-China. Knowing the bearing, or direction of the port intended to be made, let the wind be fair or foul, they endeavour, as nearly as possible, to keep the head of the ship always pointing towards the port by means of the compass. This instrument, as used in China, has every appearance of originality. The natives know nothing, from history or tradition, of its first introduction or discovery; and the use of the magnet, for indicating the poles of the earth, can be traced, from their records, to a period of time when the greatest part of Europe was in a state of barbarism. It has been conjectured, indeed, that the use of the magnetic needle, in Europe, was first brought from China by the famous traveller Marco Polo the Venetian. Its appearance immediately after his death, or, according to some, while he was yet living, but at all events, in his own country, renders such a conjecture extremely probable. The embassies in which he was employed by Kublai-Khan, and the long voyages he performed by sea, could scarcely have been practicable without the aid of the compass. Be this as it may, the Chinese were, without doubt, well acquainted with this instrument long before the thirteenth century. It is recorded in their best authenticated annals merely as a fact, and not as any extraordinary circumstance, that the Emperor _Chung-ko_ presented an embassador of Cochin-China, who had lost his way in coming by sea, with a _Ting-nan-tchin_ "a needle pointing out the south," the name which it still retains. Even this idea of the seat of magnetic influence, together with the construction of the compass-box, the division of the card into eight principal points, and each of these again subdivided into three, the manner of suspending the needle, and its diminutive size, seldom exceeding in length three quarters of an inch, are all of them strong presumptions of its being an original, and not a borrowed invention.

By some, indeed, it has been conjectured, that the Scythians, in the northern regions of Asia, were acquainted with the polarity of the magnet, in ages antecedent to all history, and that the virtue of this fossil was intended to be meant by the flying arrow, presented to Abaris by Apollo, about the time of the Trojan war, with the help of which he could transport himself wherever he pleased. The abundance of iron ores, and perhaps of native iron, in every part of Tartary, and the very early period of time in which the natives were acquainted with the process of smelting these ores, render the idea not improbable, of the northern nations of Europe, and Asia, (or the Scythians,) being first acquainted with the polarity of the magnet.

Yet even with the assistance of the compass, it is surprizing how the clumsy and ill-constructed vessels of the Chinese can perform so long and dangerous a voyage as that to Batavia. For, besides being thrown out of their course by every contrary wind, their whole construction, and particularly the vast height of their upper works above the water, seems little adapted to oppose those violent tempests that prevail on the China seas, known, as we have already observed, by the name of _Ta-fung_. These hurricanes sometimes blow with such strength that, according to the assertion of an experienced and intelligent commander of one of the East India Company's ships, "Were it possible to blow ten thousand trumpets, and beat as many drums, on the forecastle of an Indiaman, in the height of a _Ta-fung_, neither the sound of the one nor the other would be heard by a person on the quarter-deck of the same ship." In fact, vast numbers of Chinese vessels are lost in these heavy gales of wind; and ten or twelve thousand subjects from the port of Canton alone are reckoned to perish annually by shipwreck.

When a ship leaves this port on a foreign voyage, it is considered as an equal chance that she will never return; and when the event proves favourable, a general rejoicing takes place among the friends of all those who had embarked in the hazardous enterprize. Some of these ships are not less than a thousand tons burden, and contain half that number of souls, besides the passengers that leave their country, in the hope of making their fortunes in Batavia and Manilla. A ship is seldom the concern of one man. Sometimes forty or fifty, or even a hundred different merchants purchase a vessel, and divide her into as many compartments as there are partners, so that each knows his own particular place in the ship, which he is at liberty to fit up and to secure as he pleases. He ships his goods, and accompanies them in person, or sends his son, or a near relation, for it rarely happens that they will trust each other with property, where no family connexion exists. Each sleeping place is just the length and breadth of a man, and contains only a small mat, spread on the floor, and a pillow. Behind the compass is generally placed a small temple, with an altar, on which is continually kept burning a spiral taper composed of wax, tallow and sandal-wood dust. This holy flame answers a double purpose; for while the burning of it fulfils an act of piety, its twelve equal divisions serve to measure the twelve portions of time, which make up a complete day. It should seem that the superstitious notions inculcated in the people have led them to suppose, that some particular influence resides in the compass; for, on every appearance of a change in the weather, they burn incense before the magnetic needle.

The losses occasioned among the ships that were employed to transport the taxes paid in kind from the ports of the southern and middle provinces to the northern capital, were so great, at the time of the Tartar Conquest, in the thirteenth century, that the successors of Gengis-Khan were induced to open a direct communication between the two extremes of the empire, by means of the rivers and canals; an undertaking that reflects the highest credit on the Mongul Tartars, and which cannot fail to be regarded with admiration, as long as it shall continue to exist. The Chinese, however, say, that the Tartars only repaired the old works that were fallen into decay.

Six centuries previous to this period, or about the seventh century of the Christian æra, the Chinese merchants, according to the opinion of the learned and ingenious Mr. de Guignes, carried on a trade to the west coast of North America. That, at this time, the promontory of Kamskatka was known to them under the name of _Ta-Shan_, many of their books of travels sufficiently testify; but their journies thither were generally made by land. One of the missionaries assured me that, in a collection of travels to Kamskatka, by various Chinese, the names of the several Tartar tribes, their manners, customs, and characters, the geographical descriptions of lakes, rivers, and mountains, were too clearly and distinctly noted to be mistaken. It is, however, extremely probable that, as furs and peltry were always in great demand, they might also have some communication with the said promontory from the isles of Jesso, to which they were known to trade with their shipping; and which are only a very short distance from it. Mr. de Guignes, in support of his opinion, quotes the journal of a bonze, as the priests of Fo have usually been called, who sailed eastward from Kamskatka to such a distance as, in his mind, puts it beyond a doubt that the country he arrived at was no other than the coast of California. The Spanish writers, indeed, of the early voyages to this country, make mention of various wrecks of Chinese vessels being found in different parts of the western coast of the New Continent; and they observe that the natives here were, invariably, more civilized than in the interior and eastern parts of America.

Even those on the eastern coast of South America have a very strong resemblance to the Chinese in their persons, though not in their temperament and manners. The Viceroy of the Brazils retains a dozen of these people in his service, as rowers of his barge, with the use of which he one day honoured us, to make the tour of the grand harbour of Rio de Janeiro. We observed the Tartar or Chinese features, particularly the eye, strongly marked in the countenances of these Indians; the copper tinge was rather deeper than the darkest of the Chinese; but their beards being mostly confined to the upper lip and the point of the chin, together with their strong black hair, bore a very near resemblance.

The island of Tcho-ka, or Saghalien, in the Tartarian sea, opposite the mouth of the Amour, has evidently been peopled by the Chinese. When Monsieur la Perouse visited this island, he found the inhabitants clothed in blue nankin, and "the form of their dress differed but little from that of the Chinese; their pipes were Chinese, and of Tootanague; they had long nails; and they saluted by kneeling and prostration, like the Chinese. If," continues the navigator, "they have a common origin with the Tartars and Chinese their separation from these nations must be of very ancient date, for they have no resemblance to them in person, and little in manners." Yet from his own account it appears that both their manners and customs have a very close resemblance.

The Chinese at one period carried on a very considerable commerce with Bussora and other sea-ports in the Persian gulph, particularly _Siraff_, near which some small islands, as well as several remarkable points and headlands of the coast, still bear Chinese names. In some of the voyages it is observed that a Colony of Chinese had apparently settled in the kingdom of Soffala, the descendants of whom were, in the time of the writers, easily distinguished from the other natives, by the difference of their colour and their features. The early Portuguese navigators also observe that on the island St. Laurence or Madagascar they met with people that resembled the Chinese. That the celebrated traveller Marco Polo visited Madagascar in a Chinese vessel there can be little doubt, unless indeed, like his own countrymen, we chuse rather to reject the probable parts of his narrative as fabulous, and to believe the miracles performed by the Nestorian Christians in Armenia as the only truths in his book.

It is impossible not to consider the notices given by this early traveller as curious, interesting and valuable; and, as far as they regard the empire of China, they bear internal evidence of being generally correct. He sailed from China in a fleet consisting of fourteen ships, each carrying _four_ masts, and having their holds partitioned into separate chambers, some containing _thirteen_ distinct compartments. This is the exact number of divisions into which _all_ the holds of those sea-faring vessels were partitioned that transported the presents and baggage from our own ships in the gulph of _Pe-tche-lee_ into the river _Pei-ho_; and we observed many hundreds of a still larger description, that are employed in foreign voyages, all carrying _four_ masts; such vessels, our sailors who are remarkable for metamorphosing foreign names, usually called _Junks_, from _Tehuan_ which signifies a ship; the _Tsong-too_ or viceroy of a province is called by them _John Tuck_.