I N “Sailing Ships and their Story” I endeavoured to trace the evolution of the ship from the very earliest times of which we possess any historical data at all down to the canvas-setting craft of to-day. In “Fore and Aft” I confined myself exclusively to vessels which are rigged fore-and-aftwise, and attempted to show the causes and modifications of that rig which has served coasters, pilots, fishermen, and yachtsmen for so many generations.
But, now that we have watched so closely the progress of the sailing ship herself, noting the different stages which exist between the first dug-out and the present-day full-rigged ship or the superb racing yacht, we can turn aside to consider chronologically what is perhaps the most fascinating aspect of all. On the assumption that activity is for the most part more interesting as a study than repose, that human activity is the most of all deserving in its ability to attract, and that from our modern standpoint of knowledge and attainment we are able to look with sympathetic eyes on the efforts and even the mistakes of our forefathers on the sea, we shall be afforded in the following pages a study of singular charm.
2 For, if you will, we are to consider not why the dug-out became in time an ocean carrier, but rather how men managed to build, launch, equip, and fit out different craft in all ages. We shall see the vessels on the shipyards rising higher and higher as they approach completion, until the day comes for them to be sent down into the water. We shall see royalty visiting the yards and the anxious look on the shipwright’s face lest the launching should prove a failure, lest all his carefully wrought plans should after months of work prove of naught. We shall see the ships, at last afloat, having their masts stepped and their rigging set-up, their inventory completed, and then finally, we shall watch them for the first time spread sail, bid farewell to the harbour, and set forth on their long voyages to wage war or to discover, to open up trade routes or to fight a Crusade. And then, when once they have cleared from the shelter of the haven we are free to watch not merely the ship, but the ways of ship and men. We are anxious to note carefully how they handled these various craft in the centuries of history; how they steered them, how they furled and set sail, how these ships behaved in a storm, how they fought the ships of other nations and pirates, how they made their landfalls with such surprising accuracy. As, for instance, seeing that the Norsemen had neither compass nor sextant, by what means were they able in their open ships to sail across the Atlantic and make America? In short, we shall apply ourselves to watching the evolution of seamanship, navigation, and naval strategy down the ages of time.
 
Frigate.
A 74-Gun Ship.
Portsmouth Pilot Cutter
Spithead in the Early Nineteenth Century.
But we shall not stop at that; for we want to obtain an intimate picture of the life lived on board these many ships. We would, so to speak, walk their decks, fraternise with the officers and men, adventure into their cabins, go aloft with them, join their mess, keep sea3 and watch in their company in fine sunny days and the dark stormy nights of winter. We are minded to watch them prepare for battle, and even accompany them into the fight, noting the activities, the perils, and the hardships of the seamen, the clever tactics, the moves and counter-moves, the customs of the sea and of the ship especially. Over boundless, deep-furrowed oceans not sighting land for weeks; or in short coasting voyages hurrying from headland to headland before impending tempest; or pursued by an all-conquering enemy, we shall follow these ships and men in order to be able to live their lives again, to realise something of the fears and hopes, the disappointments, and the glories of the seaman’s career in the past.
I can promise the reader that if he loves ships, if he has a sympathetic interest in that curious composite creature the seaman—who throughout history has been compelled to endure the greatest hardships and deprivations for the benefit of those whose happy fortune it is to live on shore—he will find in the ensuing pages much that will both surprise him and entertain him. I have drawn on every possible source of information in order to present a full and accurate picture, and wherever possible have given the actual account of an eye-witness. How much would we not give to-day to be allowed to go on board the crack ship of the second century, for instance, and see her as she appeared to an onlooker? Well, Lucian has happily left us in dialogue form exactly the information that we want about the “monster vessel of extraordinary dimensions” which had just put in at the Pir?us. On a later page the reader will accompany the visitor up the gangway and go round the ship, and be able to listen to the conversation of these eager enthusiasts, just as he would listen attentively to a party of friends who had just been shown over the latest mammoth steamship.4 What the captain said of his ship, his yarns about gales o’ wind, how great were her dimensions, how much water she drew, what was the average return to the owner from the ship’s cargo—it is all here for those who care to read it. A thousand years hence, how interested the world would be to read the first impressions of one who had been allowed to see over the Mauretania, or Olympic, or their successors! In the same way to-day, how amazingly delightful it is still to possess an intimate picture of a second-century Egyptian corn-ship!
We are less concerned with the evolution of design and build of ships in this present book than with the manner of using these craft. How, for example, on those Viking ships which were scarcely decked at all, did the crew manage to eat and sleep? Did the ancients understand the use of the sounding lead? how did they lay their ships up for the winter? what was the division of labour on board?—and a thousand questions of this sort are answered here, for this is just the kind of information that the reader so often asks for, and so rarely gets, frequently being disappointed at the gaps left in historical works. Believing firmly that a knowledge of the working and fighting of the ships in history is worthy of every consideration, I have for years been collecting data which have taken shape in the following narrative. Seamanship, like the biggest sailing craft, cannot have much longer to live if we are able to read the signs of the times. Steamanship rather than seamanship is what is demanded nowadays; so that before long the latter will become quite a lost art. It is therefore time that we should collect and set forth the ways and customs of a fast-dying race. Seamanship is, of course, a changing quality, but at heart it is less different than one might at first imagine. I venture to suggest that if by any wonderful means you could transfer the men5 of a modern crack 19-metre racing cutter to the more clumsy type of Charles II’s Mary, she would be handled very little differently from the manner in which those Caroline seamen were wont to sail her. Similarly, a crew taken from one of the old clippers of about 1870, and transferred—if it were possible—to one of the Elizabethan galleons, would very soon be able to manage her in just the same manner as Drake and his colleagues. It is largely a matter of sea-bias, of instinct, of a sympathy and adaptability for the work. And in such vastly different craft as the Greek and Roman galley, the Spanish carack, the Viking ship of the north, the bean-shaped craft of medieval England, and so on down to the ships of the present day, you find—quite regardless of country or century—men doing the same things under such vastly different conditions.
The way C?sar worked his tides crossing the English Channel when about to invade Britain in 55 B.C., or the way William the Conqueror a thousand years later wrestled with the same problem but in different ships—these and like matters cannot but appeal to anyone who is gifted with imagination and a keen desire for knowledge. And then—perhaps some will find it the most interesting of all—there comes that wonderful story of the dawn and rise of the navigational science which to-day enables our biggest ships to make passages across the ocean with the regularity of the train, and to make a landfall with an exactness that is nothing short of marvellous considering that the last land was left weeks ago. It is a story that is irresistible in its appeal for our consideration, firstly because of its ultimate value to the progress of nations, and secondly because no finer example could be afforded us of the persistency of human endeavour to overcome very considerable obstacles. It is a little difficult just at first to place6 oneself in the position of those navigators of the early centuries. To-day we are so accustomed to modern navigational methods, we have been wont so long to rely on them for finding our way across the sea, that it requires a great effort of the imagination to conceive of men crossing the Atlantic and other oceans—not to speak of long coasting voyages—without chart or compass, sextant or log-line. There are many names in history which very rightly have won the unstinted applause of humanity irrespective of national boundaries. These names are held in the highest honour for the wonderful inventions and benefits which have been brought about. But there are two among others which, as it seems to me, the world has not yet honoured in an adequate manner. These two—Pytheas and Prince Henry the Navigator—are separated by thirteen or fourteen hundred years, but their inestimable help consisted in making the ocean less a trackless expanse than a limited space whereon the mariner was not permanently lost, but could find his position along its surface even though the land was not sighted for many a day. Think of the indirect results of this new ability. Think of the subsequent effects on the history of the world—the establishment of new trade routes consequent on the discovery of new continents, the impetus to enterprise, the peopling of new lands, the rise of young nations, the growth of sea-power, the spread of Christianity, the accumulation of fortunes and the consequent encouragement given to the arts and sciences. It is indeed a surprising but unhappy fact that humanity, because normally it has its habitation on land, forgets how much it owes to the sea for almost everything that it possesses. Perhaps this statement may be less applicable to the European continent, but it is in every sense true of all the other parts of the world.
7 Among the decisive battles of the world, among the discoveries of new lands, among the vast trade routes, how many of these do not come under the category of maritime? And yet in many an able-bodied, vigorous man, who owes most of his happiness and prosperity to the sea in some way or another, you find a spirit of antagonism to the sea, a positive hatred of ships, an utter indifference to the progress of maritime affairs. Hence, too, consistently following the same principle, the world always treats the seafaring man of all ranks in the worst possible manner. It matters not that the sailorman pursues a life of hardship in all climes and all weathers away from the comforts of the shore and the enjoyment of his own family. He brings the merchant’s goods through storm and stress of weather across dangerous tracts of sea, but he gets the lowest remuneration and the vilest treatment. He goes off whaling or fishing, perhaps never to come home again, performing work that brings out the finest qualities of manhood, pluck, daring, patience, unselfishness, and cool, quick decision at critical moments. Physically, too, he sacrifices much; but what does he get in return? And then think also of the men on the warships. But it is no new grievance.
Throughout history the world has had but scant consideration for the sons of the sea, whether fighters, adventurers, or freight-carriers. You have only to read the complaints of seamen in bygone times to note this. One may indeed wonder sometimes that throughout the world, and in fact throughout history, men have ever been found knowingly to undertake the seafaring life with all its hardships and all its privations. To people whose ideas are shaped only by the possibilities of loss and gain, who are lacking in imaginative endowment, in romance and the joy of adventure, it is certainly incredible that any man should seriously8 choose the sea as his profession in preference to a life of comfort and financial success on shore. Indeed, the gulf between the two temperaments is so great that it were almost useless to hazard an explanation. The plainest and best answer is to assert that there are two classes of humanity, neither more nor less. Of these the one class is born with the sea-sense; the other does not possess that faculty, never has and never could, no matter what the opportunities and training that might be available. Therefore the former, in spite of his lack of experience, is attracted by the sea-life notwithstanding its essential drawbacks; the latter would not be tempted to that avocation even by the possibility of capturing Spanish treasure-ships, or of discovering an unknown island rich with minerals and precious stones.
From a close study of those records which have been handed down to us of maritime incidents and affairs, I am convinced that the seaman-character has always been much the same. It makes but little difference whether its possessor commanded a Viking ship or a Spanish galleon. To-day in any foreign port, granted that both parties have a working knowledge of each other’s language, you will find that there is a closer bond between shipmen of different nationalities than there is between, say, a British seaman and a British landsman. For seamen, so to speak, belong to a nation of their own, which is ruled not by kings or governments, but by the great forces of nature which have to be respected emphatically. Therefore the crews of every ship are fellow-subjects of the same nationality, no matter whether they be composed of a mingled assemblage of Britishers, Dagoes, “Dutchmen,” and niggers.
 
Old-fashioned Topsail Schooner.
After E. W. Cooke.
So, as we proceed with our study, we shall look at the doings of different ships and sailors with less regard for the land in which they happened to be born9 than for that amazing republic which never dies, which exists regardless of the rise and fall of governments, which for extent is altogether unrivalled by any nationality that has ever been seen. We shall look into the characteristics, the customs, and the manifold activities of this maritime commonwealth, which is so totally different from any of our land institutions and which has always had to face and wrestle with problems of a kind so totally different from those prevailing on shore.
“That art of masts, sail-crowded, fit to break,
Yet stayed to strength, and back-stayed into rake,
The life demanded by that art, the keen,
Eye-puckered, hard-case seamen, silent, lean,
They are grander things than all the art of towns,
Their tests are tempests and the sea that drowns.”