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Strange Adventures of Eric Blackburn

<h3>Chapter Two.</h3> <h4>The “Yorkshire Lass.”</h4> By the time that I had baled the boat dry the sun was above the horizon, the air had become quite genially warm, and my exertions had set my body aglow, while my clothing was rapidly drying in the gentle breeze that was blowing out from about north-west; also I discovered that I had somehow developed a most voracious appetite. Fortunately, I was able to regard this last circumstance with equanimity, for the manager of the Planet Line of steamers had laid it down as a most stringent rule that while the ships were at sea all boats were not only to be maintained in a state of perfect preparation for instant launching, but were also to be fully supplied with provisions and water upon a scale proportional to their passenger-carrying capacity, and each was also to have her full equipment of gear stowed in her, ready for instant service. Now, the boat which I had been fortunate enough to find—and which, by the way, seemed to be the only one that had not been carried down with the ship—was Number 5, a craft thirty-two feet long by eight feet beam, carvel-built, double-ended, fitted with air-chambers fore and aft and along each side, with a keel six inches deep to enable her to work to windward under sail. She was yawl-rigged, pulled six oars, and her full carrying capacity was twenty-four persons, for which number she carried provisions and water enough to last, according to a carefully regulated scale, four days, or even six days at a pinch. These provisions were all of the tinned variety, and were stowed in a locker specially arranged for their reception between the two midship thwarts. Thus there was no risk of the food being damaged by salt water, on the one hand, or of being washed out of the boat, on the other. Upon coming into possession of the boat, therefore, I was not only so fortunate as to find an ark of refuge, but also rations of food sufficient to last me ninety-six days. Knowing all this—such knowledge being a part of my duty—no sooner had I hove the last bucketful of water out over the gunwale than I opened the food locker and spread the constituents of a very satisfying breakfast in the stern-sheets of the boat; whereupon I fell to and made an excellent meal. As I sat there, eating and drinking, a solitary individual adrift in the vast expanse of the Southern Ocean, I began to look my future in the face and ask myself what I was now to do. In a general sense it was not at all a difficult question to answer. The Saturn, that splendid, new, perfectly equipped steamship, had gone to the bottom, taking with her five hundred and thirty-four human beings; and, apart from myself and the boat I sat in, there was nothing and nobody to tell what her fate had been. I was the sole survivor of a probably unexampled disaster, and my obvious duty was to hasten, with as little delay as possible, to some spot from which I could report the particulars of that disaster to the owners of the ship. But what spot, precisely, must I endeavour to reach? As an officer of the ship I of course knew her exact position at noon on the day preceding her loss. It was Latitude 39 degrees 3 minutes 20 seconds South; Longitude 52 degrees 26 minutes 45 seconds East; I remembered the figures well, having something of a gift in that direction, which I had sedulously cultivated, in view of the possibility that some day I might find it exceedingly useful. In the same way I was able to form a fairly accurate mental picture of the chart upon which that position had been pricked off, for Cooper, our “second”, and I had been studying it together in the chart-house shortly after the skipper had “pricked her off”. As a result, I knew that the Saturn had foundered some two thousand miles east-south-east of the Cape of Good Hope; that Madagascar—the nearest land—bore about north-by-west, true; with the islands of Reunion and Mauritius, not much farther off, bearing about two points farther east. These items of information were of course valuable; but their value was to a very great extent discounted by the fact that I had neither sextant nor chronometer wherewith to determine the boat’s position, day after day, nor a chart to guide me. At this point in my self-communion I realised that alternative courses were open to me, and I proceeded to give them my most careful consideration, comparing the one with the other. And the more carefully I examined them, the more difficult did I find it to come to a decision. On the one hand, here was I, right in the track of ships bound east and west; consequently I stood a very fair chance of being picked up at any moment, when the ship’s wireless installation would at once enable me to make my report. On the other hand, in the unlikely event of my failing to be picked up, I could dispatch a cablegram from, say, Port Louis, Mauritius, immediately upon my arrival there; and the point which I had to decide was whether I should at once steer north, or whether I should remain where I was, and trust to being speedily picked up. I will not weary the reader by repeating in detail the arguments, pro and con, that presented themselves to my mind; let it suffice me to say that I eventually adopted the second of the courses outlined above. And so certain did I feel that this was the right decision that I actually adhered to it for seven days, during which I sighted four steamers and one sailing ship; but, as ill-fortune would have it, three of the steamers and the sailing ship passed me at too great a distance to permit of my intercepting them, while the fourth steamer—a big liner, with three tiers of ports blazing with electric light—passed during the night, within less than four miles of me; but I had no light with which to signal to her, and thus I was passed unseen. The liner passed me during the fifth night succeeding that of the wreck; and during the following two days I saw nothing. As I watched the sun go down on the seventh day that I had spent in the boat I said to myself: “Well, here endeth the seventh day of a most disappointing experience. If, seven days ago, anyone had told me that I could hang about here in a boat for a whole week, right in the track of ships, without being sighted and picked up, I would not have believed it. Yet here I am, and, judging from past experience, here I may remain for another seven days, or even longer, with no more satisfactory result. I have spent seven precious days waiting for a ship to come along and find me; now I will go and see if I cannot find a ship, or, failing that, find land, where I shall at least be safe from destruction by the first gale that chances to spring up.” Thinking thus, I put up my helm, wore the boat round, and headed her upon a course that I believed would eventually enable me to hit off either Reunion or Mauritius, should I not be picked up beforehand. That was a very anxious night indeed for me; by far the most anxious that I had thus far spent since the destruction of the Saturn, for the wind steadily increased, compelling me to haul down a first and then a second reef in the mainsail, while—the wind and sea being now square abeam—I was continually exposed to the danger of being swamped by a sea breaking aboard. By constant watchfulness, however, I contrived to escape this danger, and my eighth morning found the boat bowling along to the northward and reeling off her six knots per hour, with a steady breeze from the westward, a long, regular sea running, and a clear sky giving promise that the weather conditions were unlikely to grow any worse than they were then. But I had to stick to the mainsheet and the yoke-lines, and do as best I could without rest, for the time being. Fortunately, as the day wore on, the wind moderated, until by nightfall it had dropped to such an extent that I was able to shake out first one reef and then the other, while with the moderating of the breeze the sea also went down until it was no longer dangerous. I had now had no sleep for thirty-six hours, consequently I felt in sore need of rest. I therefore hove-to the boat, coiled myself down, and instantly sank into a dreamless slumber. It must have been about midnight when I awoke. I at once let draw the fore-sheet, filled away upon the course I had decided upon, and kept the boat going for the remainder of the night. The ninth day of my boat voyage dawned pleasantly, with the wind still blowing a moderate breeze from the westward, a long, regular swell running, and no sea worth troubling about. The conditions were therefore quite favourable for a little experiment I desired to make. Being only human, I could not avoid the necessity for securing a certain amount of sleep, and, up to now, when I needed rest it had been my habit to heave-to the boat and leave her to take care of herself, trusting to that curious sailor-sense, which all sailor-men soon acquire, to awake me should the need arise. But heaving-to meant loss of time; and having already lost so much I was very reluctant to lose more, if such loss could possibly be avoided. I therefore set the boat going on her correct compass course, and then, releasing the yoke-lines, I endeavoured to render the craft self-steering by adjusting the fore and mizen sheets. It took me the best part of half an hour to accomplish this to my complete satisfaction, but I did it at length and, this done, I went aloft and took a good look round. There was nothing in sight—indeed I scarcely expected to see anything in the part of the ocean which I had then reached; I therefore descended and rested until dinner-time, indulging in another nap until the hour for my evening meal, in preparation for an all-night watch. The weather had now become quite settled, and was as favourable as it could possibly be to persons who, like myself, were engaged upon an ocean voyage in an open boat. The wind still held steadily in the western quarter, enabling me to lay my course with eased sheets, while its strength was sufficient to push the boat along under whole canvas at a speed of about five knots, with no need to keep one’s eye continually watching the lee gunwale. My only difficulty at this time was the lack of a light to illuminate the boat compass at night, the can containing the supply of lamp oil seeming to have gone adrift when the boat was capsized. I was therefore compelled to steer entirely by the stars, and I was sometimes disturbed by an uneasy doubt as to whether I might not occasionally have deviated slightly from my proper course by holding on to one particular star for too long a time. In all other respects I did splendidly. The morning of the tenth day of this remarkable but, on the whole, uneventful voyage of mine in the life-boat dawned auspiciously, and the daily routine into which I had settled began. I went aloft for a look round, and then, the horizon being empty, I had breakfast; after which, with the boat steering herself, I stretched myself out for a short sleep. I must have slept for perhaps two hours when some mysterious influence awoke me, and I started up, gazing eagerly about me. There was still nothing in sight from the low elevation of the boat herself, but being awake I decided to have a look round from aloft. In another minute I was straddling the yard of the main lug, from which position, as the boat floated up on a ridge of swell, I caught a momentary glimpse of something gleaming white in the brilliant sunshine right ahead. It could, of course, be but one thing, namely, the upper canvas of a sailing craft of some sort. I remained where I was, intently watching that gleaming white speck until it had grown into the semblance of a royal and the head of a topgallant sail. From time to time I also got occasional glimpses of the upper part of another sail which I could not for the moment identify; but ultimately, as I watched, the strange craft seemed to alter her course a little, and then I made out the puzzling piece of canvas to be the triangular head of a gaff-topsail; the vessel was therefore, without a doubt, a brigantine. What I could not at first understand, however, was the way she was steering; at one moment she would appear absolutely end-on, while a minute or two later she would be broad off the wind, to the extent of four or five points. It was exceedingly erratic steering, to say the least of it, and I was tantalised too by my inability to determine whether she was heading toward or away from me; but eventually I decided that, since her masts had hove up above the horizon just where they were, she must be heading toward me. The only argument against this assumption was that she did not appear to be rising rapidly enough to justify it; but <ANTIMG src="images/eburn034.jpg" alt=""> she certainly was rising, although slowly, and that was enough for me in the meantime. Without further ado, therefore, I slid down from aloft, went aft, and seized the yoke-lines, saying to myself: “I believe it’s going to be all right this time. She is a sailing craft and I am raising her, although very slowly. It will be afternoon before I can get alongside her, but, please God, there will be no more open boating for me after to-day.” That the craft in sight was indeed a brigantine became unmistakable as I stood on, slowly raising her canvas above the horizon; and later on in the day I made two further discoveries, of a rather peculiar character, in connection with her. One was, that she was hove-to; the other, that she was flying her ensign upside-down at the peak of her mainsail, the latter circumstance indicating that she was in distress or required assistance of some kind. It was about three o’clock in the afternoon when the life-boat crept up near enough to the brigantine to enable me to distinguish details; and the first thing I observed was that a group of five or six men—apparently forecastle hands—were grouped aft, curiously inspecting the boat through a telescope as I approached. A little later, when I arrived within a few fathoms of her, I learned, from the inscription in white letters on her stern, that the craft was named the Yorkshire Lass, and that she hailed from Hull. As I drew up within hail I put my hands to my mouth, trumpet-wise, and shouted: “Yorkshire Lass ahoy! I am a castaway, and have been adrift in this boat ten days. May I board you?” To my amazement, instead of replying, the group of men clustered on deck aft turned to each other and seemed to hold a brief consultation. Finally, after a short palaver, one of them hailed: “Boat ahoy! I say, mister, are you a navigator?” “Yes, certainly,” I replied, much astonished at having such a question addressed to me by a British seaman, instead of—as I had fully expected—receiving a cordial invitation to come alongside; “I was fourth officer of the Saturn, of the Planet Line of steamers running between London and Melbourne—” and then I stopped, for instead of listening to me they were all talking together again. At length, when the life-boat had crept up close under the brigantine’s lee quarter, one of the men came to the rail and, looking down into the boat, remarked: “All right, mister; come aboard, and welcome. Look out, and I’ll heave ye a line.” A couple of minutes later the life-boat, with her sails lowered, was alongside, and, climbing the craft’s low side, I reached her deck. “Welcome aboard the Yorkshire Lass, mister,” I was greeted by a great burly specimen of the British “shellback”, as I stepped in over the rail. “Very glad to see ye, I’m sure. But what about your boat? She’s a fine boat and no mistake; but I’m afraid we’ll have to let her go adrift. She’s too big for us to hoist her in; we’ve no place on deck where we could stow her. But if there’s anything of value aboard her we’ll have it out, eh, mister?” “Certainly,” I agreed. “There is still a quantity of preserved provisions in that locker; there are the two water breakers; there is a life-buoy—and that is about all. But, look here!” I continued; “if something must be turned adrift, why not get rid of that long-boat of yours, and hoist in the life-boat in her place? The latter is very much the better boat of the two—there is indeed no comparison between them—and I am sure she would stow very snugly in your long-boat’s chocks.” “Ay,” agreed the other, “I believe she would. And, as you say, she’s a lot better than the long-boat; she’ve got air-chambers, I see, and—in fact she’s a proper life-boat, and she’s roomy enough to take all hands of us if anything should happen. What say, chaps, shall us try it?” This last to the other men, who had stood around listening to everything that was said. The party, five of them in all, slouched over to the rail and stood looking down into the life-boat with an air of stolid indifference, as she rose and fell alongside. Then they turned and looked inboard at the long-boat, which stood upright in chocks, on top of the main hatch, with the jolly-boat stowed, keel-up, inside her. Finally one of them said: “Yah, ve’ll do id; she’s wort’ de drouble. Gome on, poys, led’s ged do vork; we haven’d done moosh dese lasd dwo days, und id von’d hurd us. Shoomp ub dere, zome of you und ged de sholly-boad oud of dad!” “Now,” thought I, “what sort of a craft is this that I’ve blundered aboard of? She’s Liberty Hall afloat, by the look of it—Jack as good as his master! There seems to be something a bit queer here—something that I can’t quite understand at present, but I’ll find out what it is before long. Which of those fellows is the skipper, I wonder—or, if neither of them is, as I am very much inclined to think, where is he?” And then I suddenly recalled to mind the question—“Are you a navigator?”—which had been put to me before I received permission to come aboard. For a moment I thought of demanding an explanation before permitting the life-boat to be hoisted in; but I changed my mind and resolved to defer my investigation until later. I flattered myself that if anything should prove to be really wrong aboard the brigantine I had wit enough to enable me to deal with it. Meanwhile, the five men, having summoned three others from the forecastle to their assistance, got to work with the exasperating deliberation characteristic of the British merchant seaman to be found in the forecastles of small craft; and first of all they got the jolly-boat down on deck and ran her aft, out of the way; then they cleared out a number of warps, cork fenders, and other lumber from the long-boat, lifted her out of her chocks, and finally, unshipping the gangway, launched her overboard, fisherman-fashion, and dropped her astern, riding to her painter. Then they got their mast and yard tackles aloft, arranged the chocks in place on the main hatch, and with a tremendous amount of fuss, with the assistance of snatch-blocks, the windlass, and the winch, they contrived to hoist in and stow the life-boat that had stood me in such good stead for nearly a fortnight. That done, all hands held another somewhat lengthy and animated pow-wow on the forecastle-head, at the conclusion of which the man who had given me permission to come aboard came aft and, pointing to the life-boat, remarked to me: “I reckon we’ve made a very good job of that, mister, and I’m sure we’re all very much obliged to ye for the idee. She’s worth a dozen of the long-boat and quite worth all the trouble we’ve took to put her where she is.” Then, without waiting for any response, he stepped aft, peered through the skylight, and, stepping to where the ship’s bell hung, he struck eight bells (four o’clock). Rejoining me as I stood watching the long-boat, that had been cast adrift, he remarked, with a clumsy effort at civility: “Tea’ll be coming along aft in about five minutes, and I reckon you’ll be glad of a cup. I s’pose you haven’t been gettin’ much hot food while you’ve been moochin’ about in that boat, have ye?” “I have not,” I replied. “It was impossible to do cooking of any kind, as of course you will readily understand.” “Ah, well, ye’ll be able to make up for it now,” was the rejoinder, “for here comes the steward, teapot and all. Step down below into the cabin, and make yourself at home.” “Many thanks,” said I. “By the way, are you the master of this vessel? And I gather from your ensign being hoisted union-down that you are in distress. What is wrong with you?” <hr> <div style="break-after:column;"></div>

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