Complete Works of Joseph Conrad (Illustrated) (884 page)

I must say I awaited with some trepidation. It came in due course, but instead of beginning with the chiding words, “We fail to understand,” etc., etc., it simply called my attention in the first paragraph to the fact that “there would be an additional insurance premium to pay for that route,” and so on, and so on. And it ended like this: “Upon the whole, however, we have no objection to your taking the ship through Torres Strait if you are certain that the season is not too far advanced to endanger the success of your passage by the calms which, as you know, prevail at times in the Arafura Sea.”

I read, and in my heart I felt compunctious. The season was somewhat advanced. I had not been scrupulously honest in my argumentation. Perhaps it was because I never expected it to be effective. And here it was all felt to my responsibility. My letter must

have struck a lucky day in Messrs. H. Simpson & Sons’ offices — a romantic day. I won’t pretend that I regret my lapse from strict honesty, for what would the memory of my sea life have been for me if it had not included a passage through Torres Strait, in its fullest extent, from the mouth of the great Fly River right on along the track of the early navigators.

The season being advanced, I insisted on leaving Sydney during a heavy southeast gale. Both the pilot and the tug-master were scandalized by my obstinacy, and they hastened to leave me to my own devices while still inside Sydney Heads. The fierce southeaster caught me up on its wings, and no later than the ninth day I was outside the entrance of Torres Strait, named after the undaunted and reticent Spaniard who, in the seventeenth century, first sailed that way without knowing where he was, without suspecting he had New Guinea on one side of him and the whole solid Australian continent on the other — he thought he was passing through an archipelago — the Strait whose existence for a century and a half had been doubted, argued about, squabbled over by geographers, and even denied by the disreputable but skilful navigator, Abel Tasman, who thought it was a large bay, and whose true contours were first laid down on the map by James Cook, the navigator without fear and without reproach, the greatest in achievement and character of the later seamen fathers of militant geography. If the dead haunt the scenes of their earthly exploits, then I must have been attended benevolently by those three shades — the inflexible Spaniard of such lofty spirit that in his report he disdains to say a single word about the appalling hardships and dangers of his passages; the pigheaded Hollander who, having made up his mind that there was no passage there, missed the truth by only fifty miles or so; and the great Englishman, a son of the soil, a great commander and a great professionai seaman, who solved that question among many others and left no unsolved problems of the Pacific behind him. Great shades! All friends of my youth!

It was not without a certain emotion that, commanding very likely the first, and certainly the last, merchant ship that carried a cargo that way — from Sydney to Mauritius — I put her head at

daybreak for Bligh’s Entrance, and packed on her every bit of canvas she could carry. Windswept, sunlit empty waters were all around me, half-veiled by a brilliant haze. The first thing that caught my eye upon the play of green whitecapped waves was a black marking conveniently the end of low sandbank. It looked like the wreck of some small vessel.

I altered the course slightly in order to pass close, with the hope of being able to read the letters on her stern. They were already faded. Her name was Honolulu. The name of the port I could not make out. The story of her life is known by now to God alone, and the winds must have drifted long ago around her remains a quiet grave of the very sand on which she had died. Thirtysix hours afterwards, of which about nine were spent at anchor, approaching the other end of the Strait, I sighted a gaunt, gray wreck of a big American ship lying high and dry on the southermost of the Warrior Reefs. She had been there for years. I had heard of her. She was legendary. She loomed up, a sinister and enormous memento mori raised by the refraction of this serene afternoon above the far-away line of the horizon drawn under the sinking sun.

And thus I passed out of Torres Strait before the dusk settled on its waters. Just as a clear sun sank ahead of my ship I took a bearing of a little island for a fresh departure, an insignificant crumb of dark earth, lonely, like an advanced sentinel of that mass of broken land and water, to watch the approaches from the side of the Arafura Sea. But to me it was a hallowed spot, for I knew that the Endeavour had been hove to off it in the year 1762 for her captain, whose name was James Cook, to go ashore for half an hour. What he could possibly want to do I cannot imagine. Perhaps only to be alone with his thoughts for a moment. The dangers and the triumphs of exploration and discovery were over for that voyage. All that remained to do was to go home, and perhaps his great and equable soul, tempered in the incessant perils of a long exploration, wanted to commune with itself at the end of its task. It may be that on this dry crumb of the earth’s crust which I was setting by compass he had tasted a moment of perfect peace. I could depict to myself the

famous seaman navigator, a lonely figure in a three-cornered hat and square-skirted laced coat, pacing to and fro slowly on the rocky shore, while in the ship’s boat, lying off on her oars, the coxswain kept his eyes open for the slightest sign of the captain’s hand.

Thus the sea has been for me a hallowed ground, thanks to those books of travel and discovery which have peopled it with unforgettable shades of the masters in the calling which, in a humble way, was to be mine, too; men great in their endeavour and in hard-won success of militant geography: men who went forth each according to his lights and with varied motives, laudable or sinful, but each bearing in his breast a speak of the sacred fire.

THE TORRENS: A PERSONAL TRIBUTE

It is one of the pleasant surprises of my accumulated years to be still here when the shade of that beautiful ship is being evoked for a moment by a sea-travel magazine before the eyes of a public which does its sea travelling under very different conditions. Personally I cannot help thinking them not so much improved as needlessly sophisticated. However, that opinion of mine may be wildly wrong. I am not familiar with the demands of the spirit of the age. And, besides, I know next to nothing of sea travel. Even of the people who do that thing I know but few. My two years in the Torrens is my only professional experience of passengers; and though we — officers brought up in strenuous Indiamen and famous wool clippers- — did not think much of passengers, regarding them as derogatory nuisances with delicate feelings which prevented one driving one’s ship till all was blue, I will confess that this experience was most fortunate from every point of view, marking the end of my sea life with pleasant memories, new impressions, and precious friendships. The pleasant memories include the excellent ship’s companies it was my luck to work with on each of my two voyages. But the Torrens had a fame which attracted the right kind of sailor, and when engaging her crew her chief officer had always a large and promising crowd to pick and choose from. There was in it always a certain proportion of men who had served in her before and were anxious to join again; for apart from her more brilliant qualities, such as her speed and her celebrated good looks (which by them-salves go a long way with a sailor), she was regarded as a “comfortable ship” in a strictly professional sense, which means that she was known to handle easily and to be a good sea boat in heavy weather. I cannot say that during my time in her we ever experienced really heavy weather; but we had the usual assortment of winds, up to M very strong gales” (logbook style), from various directions; and I can testify that, on every point of sailing, the way that ship had of letting big seas slip under her did one’s heart good to watch. It resembled so much an exhibition of intelligent grace and unerring skill that it could fascinate even the least seamanlike of our

passengers. A passage under sail brings out in the course of days whatever there may be of sea love and sea sense in any individual whose soul is not indissolubly wedded to the pedestrian shore.

There are, of course, degrees of landsmanism — even to the incurable. A gentleman whom we had on board on my first voyage presented an extreme instance of it. It however, trenched upon the morbid in its excessive sea fright, which had its pathetic as well as comic moments. We had not been more that ten days out from Plymouth when he took it into his head that his shattered constitution could not stand the voyage. Note that he had not had as much as an hour of seasickness. He maintained, however, that a few more days at sea would certainly kill him. He was absolutely certain of it, and he pleaded day after day with a persistent agonized earnestness to be put ashore on the first convenient bit of land, which in this case would have been Teneriffe. But it is not so easy for a sailing ship to make an unexpected call without losing much time. Any deviation from a direct course of the voyage ( unless in case of actual distress) would have invalidated the ship’s insurance. It was not to be thought of, especially as the man looked fit enough and the doctor had reported that he could not find the slightest evidence of organic disease of any sort. I was sorry for my captain. He could not refuse to listen to the man. Neither could he accede to his request. It was absurd. And yet!... who could tell? It became worse when he began to offer progressive bribes up to £300 or more. I don’t know why I was called to one of those awful conferences. The even, low flow of argument from those trembling lips impressed me. He exhibited to us his bank passbook to prove that he had the means to buy his life from us. Our doctor stood by in grim silence. The captain looked dead-tried, but kept his temper wonderfully under the implication of callous heartlessness. It was I who could not stand the inconclusive anguish of the situation. It was not so long since I had been neurasthenic myself. At the very next pause I remarked in a loud and cheery tone, “I suppose I had better get the anchors ready first thing tomorrow.” The captain glared at me speechlessly, as well he might. But the effect of the hopeful word “anchors” had an instantaneous soothing effect on our passenger.

As if satisfied that there was at last somebody on his side he was willing to leave it at that. He went out.

I need not say that next day the anchors were not touched. But we sighted Teneriffe at thirty miles off, to windward — a towering and majestic shadow against the sky. Our passenger spent the day leaning over the rail, watching it till it melted away in the dusk. It was the confirmation of a death sentence for him, I suppose. He took it very well.

He gave me the opportunity to admire for many days an exhibition of consistent stoicism. He never repined. He withdrew within himself. Though civil enough when addressed directly, he had very few words to give to anybody — as though his fund of speech had been expended while pleading in vain for his life. But his heart was burning with indignant anger. He went ashore unreadable but unforgiving, without taking notice of any one in the ship. I was the only exception. Poor futile creature as I was, he remembered that I at least had seemed to be “on his side.” If I may take an Irishman’s privilege, I will say that if he had really died he could not have abhorred the ship and everyone in her more. To have been exposed to live for seventy days under a sentence of death was a soul-searing outrage, and he very properly resented it to the last.

I must say that, in general, our passengers would begin very soon to look thoroughly at home in the ship. Its life was homely enough and far removed from the ideals of the Ritz Hotel. The monotony of the sea is easier to bear than the boredom of the shore, if only because there is no visible remedy and no contrasts at hand to keep discontent alive. The world contains, or contained then, some people who could put up with a sense of peace for three months. The feeling of close confinement in a sailing ship, with her propelling power working in the open air, and with her daily life going on in public sight, and presenting the varied interests of human character and individual exertion, is always less oppressive than in a steamer even many times her size. Besides, in a sailing ship there are neither vibration nor mechanical noises to grow actively wearisome. Another advantage was that the sailing passenger ships of that epoch were never crowded. The cabins of the Torrenshad two berths each, but

they were roomy and not overfumished with all sorts of inadequate contrivances for comfort, so-called. I have seen the cabins of a modern passenger steamship with three or four berths (their very couches being numbered) which were no half as big as ours. Not half as big — in fact, some or our passengers, who seized the opportunity of learning to dance the hornpipe from our boatswain (an agile professor), could pursue their studies in their own rooms. And that art requires for its practice more space than the proverbial swinging of a cat, I can assure you. Much more.

The Torrens was launched in 1875, only a few months after I had managed, after lots of trouble, to launch myself on the waters of the Mediterranean. Thus we began our careers about the same time. From the professional point of view hers was by far the greater success. It began early, and went on growing for fifteen years under the command of Captain H.R. Angell, whose own long career as a ship master was the greatest success of the three. He left her in

1890,          and people said that he took his ship’s luck away with him. The Torrens certainly lost some of her masts the very next voyage, by one of those sudden accidents for which no man can be made responsible. I joined her a year afterwards, on the 2d of November,

1891,          in London, and I ceased to “belong to her,” as the saying is (it was a wrench), on the 15th of October, 1893, when, in London Dock, I took a long look from the quay at that last of ships I ever had under my care, and, stepping round the comer of a tall warehouse, parted from her for ever, and at the same time stepped (in merciful ignorance) out of my sea life altogether.