Chapter 14

RESOURCEFULNESS AND SHIPWRECK

If the oceans of the world could speak, what marvellous tales of heroism they could relate that are hidden in the oblivion of their depths. Sailors generally are singularly reticent about their adventures. They are sensitive about being thought boastful; the nature of their training and employment is so pregnant with danger that they become accustomed to treat what most people would consider very daring acts as a part of their ordinary business that should not be made a fuss about. Hence many a gallant deed has been done that was never heard of beyond the ocean and the vessel where it took place.

There is not a crew that sails on salt water that could not relate after every voyage they make events and doings thrilling with interest which would be considered stirring and brave if they had taken place on shore among persons other than sailors. It is no uncommon thing to hear the cry "A man overboard!" while a vessel is being rushed through a heavy sea at a great speed, and the alarm is no sooner given than some gallant fellow is seen to jump overboard to his rescue. Not long ago a large vessel bound out to the west coast of South America was running before heavy north-east trade winds and a high following roller. A man was seen to fall from the foretopsail yard right overboard before the order could be given to haul the vessel to the wind. One of his shipmates plunged into the bosom of a mountainous sea without divesting himself of any clothing; even his boots had to be taken off in the water. The ship was promptly brought to the wind, and skilfully manipulated towards the drowning man and his rescuer. The order was given to lower the cutter, and a scramble was made for the distinction of being one of the crew. The two men battled with the waves until the boat reached them. They were taken into her and saved. A short paragraph in the newspapers telling the simple story was all that was heard of it.

Three years ago, Mr. Barney Barnato, the millionaire, was coming home from South Africa, and when off the Western Islands, from some cause or other he fell overboard. The mail steamer must have been going sixteen or seventeen knots an hour at the time, but it did not prevent the second officer (I think it was) from jumping in after him and recovering his body, though, alas! it was inanimate. This brave fellow's act was made famous by a gifted and wealthy young lady passenger falling in love with him, and he of course with her. They have since been married, and I wish them all the blessings that earth and heaven can bestow upon them. I believe Mrs. Barnato and the executors of the genial Barney showed their appreciation in a suitable way also.

Few people except sailors and passengers who may have witnessed it can fully realise how difficult it must be to keep an eye on a person in the sea, even if it is perfectly smooth. It is one of the most exciting experiences of sea-life. All except the rescuing party and the man at the wheel run up the rigging and gaze with frantic eagerness to keep in view and direct the boat towards where they think the object of their mission is. It often happens that all their efforts are unavailing, and when the search has to be given up a creepy sensation, like some shuddering hint of death, takes possession of you. I have more than once felt it. Sailors on these occasions are subdued and divinely sentimental, though their courage remains undaunted.

There are, however, phases of bravery, endurance, and resourcefulness that test every fibre of the seaman's versatile composition; and a communication to the outer world of the tremendous struggles he is called upon to bear would be calculated to stagger the lay imagination. It would take a spacious library to contain all that could be written of his bitter experiences and toilsome pilgrimages throughout ages of storm and stress. The pity is so much of it is lost to us, but this again is owing to the sailor's habitual reticence about his own career. A characteristic instance of this occurred to me about six months ago. I had business in a shipyard, and the gateman who admitted me is one of the last of the seamen of the middle of the century. He was for many years master of sailing vessels belonging to a north-east coast port. He is a fine-looking, intelligent old fellow. I knew him by repute in my boyhood days; he had the reputation then of being a smart captain, and owners readily gave him employment. After greeting me with sailor-like cordiality, he commenced to converse about the old days, and as the conversation proceeded the weird sadness of his look gradually disappeared, his eyes began to sparkle, and joy soon suffused his ruddy face. His soul was ablaze with reminiscences, and his unaffected talk was easy and delightful to listen to. I was reluctant to break the charm of it by introducing a subject that might be distasteful to him. It was my desire to hear _from his own lips_ a tale of shipwreck which is virtually without parallel in its ghastly tragedy. I instinctively felt myself creeping on to sacred ground. As soon as I mentioned the matter his countenance changed and he became pensive. A far-off look came over him, which indicated that a tender chord had been touched. Obviously his thoughts were revisiting the scene of a fierce conflict for life. The sight was sublime, and when I saw the moisture come into his eyes and his breast heave with emotion, it made me wish that I had not reminded him of it. At length he began to unfold the awful story. He was master of a brig called the _Ocean Queen_. I think he said it was in the month of December, 1874. They sailed from a Gulf of Finland port laden with deals. After many days they reached the longitude of Gotland; they were then overtaken by a hurricane from the west which battered the vessel until she became water-logged and dismasted. The crew lashed themselves where they could, and huddled together for warmth to minimise the effects of the biting frost and the mad turmoil of boiling foam which continuously swept over the doomed vessel, and caked itself into granite-like lumps of ice. At intervals they would try to keep their blood from freezing by watching a "slant" when there was a comparative smooth, and run along the deckload a few times, keeping hold of the life-line that was stretched fore and aft for this purpose. After twelve hours the force of the tempest was broken, and they were able to take more exercise, but they were without food and water, and no succour came near them. They held stoutly out against the privations for two days, then one after another began to succumb to the combined ravages of cold, thirst, and hunger. Some of them died insane, and others fought on until Nature became exhausted, and they also passed into the Valley of Death. There were now only the captain and a coloured seaman left. The wind and sea were drifting the vessel towards the Prussian coast, and on the fifth morning after she became water-logged the wreck stranded on a sandy beach two hours before daylight. The captain and his coloured companion attached themselves to a plank, and by superhuman effort reached the shore. They buried their bodies up to the waist in sand under the shelter of a hill, believing it would generate some warmth into their impoverished systems. Their extremities were badly frostbitten, and when they were discovered at daylight by a man on horseback who had been attracted to the scene of the wreck, they were both in a condition of semi-consciousness. He galloped off for assistance, and speedily had them placed under medical treatment, and under the roof of hospitable people. A few days' rest and proper attention made them well enough to be removed to a hospital. It was soon found necessary to amputate both of the coloured man's legs, and also some of his fingers. The captain had the soles of his feet cut off; and he told me that he always regretted not having the feet taken off altogether, as he had never been free from suffering during all these years. He said the doctor advised it, but that he himself was so anxious to save them that he preferred to have the soles scraped to the bone, hoping that the diseased parts would heal; "but," said he with an air of sober melancholy, "they never have."

Long before this story of piercing sadness, and horror, and heroism, and superb endurance was finished, I felt a big lump in my throat, and every nerve of me was tingling with emotion; and as I passed from the presence of this noble old fellow and pondered over all he had so reluctantly and modestly told me of himself, it made me conclude that I had been holding converse with a hero! I have been obliged to confine myself to a brief outline of this tale of shipwreck. There are incidents of it too painful to relate, and I am quite sure I am consulting the wishes of the narrator by abstaining from going too minutely into detail. The main facts are given, and they may be relied on as absolutely true.

The seamen of the middle of the nineteenth century were trained to be ingenious and resourceful in emergencies, and, as a rule, they did not disgrace their training. If a jib-boom was carried away, a mast sprung, or a yard fractured, they had only to be told to have it fished. They knew how to do this as well as their officers did, and would not brook being instructed. If a mast was carried away they regarded it as a privilege to obey the captain's instructions to have jury masts rigged, and it is not an exaggeration to say that astonishing feats of genius have been done on occasions such as these.

In 1864 I was an apprentice aboard a brig bound from the Tyne to the Baltic; Tynemouth Castle bore west 60 miles. A strong north-west wind was blowing, and the sea was very cross. A press of canvas was being carried. The second mate being in charge, orders were given to take in the foretopgallant sail. It was clewed up, and just as another apprentice and myself were getting into the rigging to go up and furl it one of the chain-plates of the maintopmast backstays carried away. The maintopmast immediately snapped and went over the side, dragging the foretopmast with it. Fortunately we had not as yet got aloft, or we would have come to a precipitate end. The storm was increasing, and the confusion of ropes, chains, sails, spars, &c, all lurching against the side, caused the captain and his crew much concern, lest the vessel should be so injured as to endanger her safety. The men worked like Trojans to minimise danger, and to save as much gear as possible to rig jury masts with. The accident happened at 6 a.m., and at 8 p.m. the wreck had been cleared away and all the necessary gear saved. Over and over again during that toilsome day men risked their lives to save a few pounds' worth of gear; indeed, it was a day of brave deeds. On the following days it blew a hard northerly gale so that the vessel had to be hove-to. After that it gradually fined down, and the task of rigging jury topmasts began. It took four days to accomplish all that was necessary; and, although the men were fagged, they were also proud of their work. Any adverse criticism would have been visited with rigorous penalties. They were not boastful about it, though they quite believed a smart job had been carried out; and perhaps they took some credit to themselves for saving the vessel from total destruction. I have reason to know that neither the owner nor his underwriters estimated their services as being worthy of any recognition whatever. It was a custom in those days to guard strictly against the sin of generosity, even to recompense brave deeds done or valuable services rendered!

A fine clipper barque in those old days, one that was originally built for the tea trade, and had made many successful passages with that cargo from China to London, acquired an enviable reputation for her sailing qualities, but, like many others, she was driven out of the trade by the introduction of steam and more modern methods of transit. She, however, still continued to make for her owners large profits in the West Indian and American trades. In 1873 freights were very good out and home from the higher Baltic ports, and the owner decided to make a short voyage in that direction before resuming the West Indian employment. She had made a rapid passage from the Tyne, and was sailing along the island of Gotland with a strong northerly wind. The season was far advanced, and the captain was carrying a press of canvas which made her plunge along at the rate of at least twelve knots an hour. The captain, who had been on deck nearly the whole passage, set the course, and gave strict instructions to the second mate, whom he left in charge, to keep a sharp look-out while he was below having a wash.

It was 8 p.m.; the moon was just coming from below a hazy horizon, which made it difficult to see anything under sail except at a short distance. The look-out suddenly reported a vessel under sail right ahead without lights. The helm of the barque was starboarded; but it was too late. The vessel, which proved to be a brig, struck and raked along the starboard side, carrying away nearly the whole of the fore, main, and mizzen rigging, irreparably damaging some important sails. As soon as it was discovered that the colliding vessel had suffered no material damage, the captain gave orders for the vessel to be put on her course, and to unbend the torn sails and bend a fresh set before starting to secure the lee rigging, so that as little time as possible might be lost. While this was being done a minute survey was being made by the captain and the carpenter to ascertain the extent of the damage to rigging, chain-plates, and hull. It was found that the latter was uninjured; but the shrouds and chain-plates were badly damaged, especially the latter, and the only way of securing the rigging thoroughly was to heave-to for a while and pass two bights of hawser chain under the bottom so that some of the starboard fore and main rigging could be set up to it. This was soon done, and the barque put on her course once more. The men worked with commendable skill and energy during the whole night, and when the livid grey of the dawn came they had all but finished their arduous task. Fortunately the wind kept steady on the port beam, so that the damage to the starboard rigging could be secured without interrupting the progress of the voyage, it being on the leeside. At 9 a.m. the watches were again resumed, and those whose duty it was to be on deck proceeded to carry out the finishing touches. These were satisfactorily completed, and by the time the evening shadows had fallen the temporary repairs were closely scrutinised and pronounced so strong that no gale could destroy them. The moaning of the hoarse wind through the rigging, and the sinister appearance of the lowering clouds as they hurried away to leeward, indicated that mischief was in the air, and that there was every probability of the soundness of the renovated rigging being promptly tested. The wind and sea were making, with swift roaring anger, but not a stitch of canvas was taken in, every spar and rope-yarn aboard was feeling the strain as the clipper was crashed into the surging waves which flowed between the shores of an iron-bound gulf. The vessel was swept with exciting rapidity towards her destination, but before morning dawned the gale had become so fierce sail was ordered to be shortened. Soon the course had to be altered, and the full weight of the tempest was thrown on the damaged parts. The crew had the encouraging satisfaction of seeing that their hastily accomplished work refused to yield to the vast strain it was suddenly called upon to bear. They arrived at their discharging port without further mishap, and, with the exception of fitting new chain-plates to connect the shrouds to, everything else was secured by the crew, and she was brought home without incurring any further cost to her owners and underwriters. A very profitable voyage was made, and the captain had the distinction of receiving a condescending benediction from the manager on his arrival home. He was told with an air of unequalled majesty that in many ways the mishap was disastrous, "but," said the manager, "I am impelled to confess that it is atoned for by the singular display of merit which has been shown in not only extricating your vessel from a perilous position, but for your expedition and economy in carrying out the repairs!" The captain responded to this eloquent tribute by assuring his employer that he was deeply grateful for this further token of his confidence, and very shortly after he was materially rewarded from quite an unexpected source by being offered the command of a fine steamer, which he only accepted after considerable pressure had been brought to bear on him by the owners of the steamer and his own friends.

Long before steamers had captured the coasting trade of the northern coal ports, a brig which carried coal from the Tyne, Blyth, or Amble to Calais, was caught by a terrific gale from the east when returning north in ballast. She managed to scrape round all the points until Coquet Island was reached, when it became apparent from the shore that it would be a miracle if she weathered the rocks which surround that picturesque islet. Her movements had been watched from the time she passed Newbiggin Point, and grave fears for her safety spread along the coast. The Coquet was closely shaved, but she was driven ashore between Alnmouth and Warkworth Harbour. The position was excitingly critical. It was low tide, and the storm raged with malignant force, so that when the flood made there seemed little hope of saving the crew. As to the vessel herself, it was only a question of time until she would be shattered into fragments.

A large crowd of people had congregated as near to the wreck as it was prudent, for the waves swept far up the beach. The crew sought refuge in the forerigging, as heavy seas were sweeping right over the hull, and as no succour came to them one brave fellow made a small line fast to his waist, and sprang into the cauldron of boiling breakers. He reached the shore almost lifeless, and his gallant act was the means of saving several of the crew, who dared to risk being hauled through the surf. Alas! as often happens, some of them still clung to the rigging that held the oscillating mast. It was assumed that they must be benumbed, or that they dreaded being dashed to death in the attempt to attach themselves to the rope that had been the means of rescuing their shipmates. The people gesticulated directions for them to take the plunge, but it seemed as though they were riveted to a tragic destiny.

Darkness had come on, and some one in the crowd shouted at the top of his voice, "Silence! I hear some one shouting." Instantly there was a deathlike hush, and mingling with the hurricane music of the storm, the sweet feminine voice which was said to be that of the cabin-boy was heard singing--

"Jesu, lover of my soul Let me to Thy bosom fly, While the nearer waters roll, While the tempest still is high. Hide me, oh my Saviour, hide, Till the storm of life be past, Safe into the haven guide, Oh receive my soul at last."

These sentences came tossing through the troubled darkness, and when the last strains had faded away the subdued anguish of the people was let loose. Women became hysterical, and strong men were smitten with grief. It was a soul-stirring experience to them; and their impotence to save the perishing men was an unbearable agony. A shriek from some of the crowd told that something dreadful had happened. All eyes were directed towards the wreck, but nothing could be seen now but a portion of the half-submerged hull. The masts had gone by the board, and soon the coast was strewn with wreckage; she had broken all to pieces. When daylight broke, a search-party found the little songster's cold, clammy body. They wiped the yellow sand from his eyes and closed them, and in the course of the day his fellow-victims were laid at rest beside him.