The Human Drift by Jack London (uplifting book club books .txt) 📕

and laughter even then going on in the forecastle. I began to grow angry. Jokes were all very well, but this was carrying the thing too far. I was the youngest on board, only a youth, and they had no right to play tricks on me of the order that I well knew in the past had made raving maniacs of men and women. I grew angrier and angrier, and resolved to show them that I was made of sterner stuff and at the same time to wreak my resentment upon them. If the thing appeared again, I made my mind up that I would go up to it--furthermore, that I would go up to it knife in hand. When within striking distance, I would strike. If a man, he would get the knife-thrust he deserved. If a ghost, well, it wouldn't hurt the ghost any, while I would have learned that dead men did rise up.

Now I was very angry, and I was quite sure the thing was a trick; but when the thing appeared a third time, in the same spot, long, attenuated, and wavering, fear surged up in me and drove most of my anger away. But I did not run. Nor did I take my eyes from the thing. Both times before, it had vanished while I was running away, so I had not seen the manner of its going. I drew my sheath-knife from my belt and began my advance. Step by step, nearer and nearer, the effort to control myself grew more severe. The struggle was between my will, my identity, my very self, on the one hand, and on the other, the ten thousand ancestors who were twisted into the fibres of me and whose ghostly voices were whispering of the dark and the fear of the dark that had been theirs in the time when the world was dark and full of terror.

I advanced more slowly, and still the thing wavered and flitted with strange eerie lurches. And then, right before my eyes, it vanished. I saw it vanish. Neither to the right nor left did it go, nor backward. Right there, while I gazed upon it, it faded away, ceased to be. I didn't die, but I swear, from what I experienced in those few succeeding moments, that I know full well that men can die of fright. I stood there, knife in hand, swaying automatically to the roll of the ship, paralysed with fear. Had the Bricklayer suddenly seized my throat with corporeal fingers and proceeded to throttle me, it would have been no more than I expected. Dead men did rise up, and that would be the most likely thing the malignant Bricklayer would do.

But he didn't seize my throat. Nothing happened. And, since nature abhors a status, I could not remain there in the one place forever paralysed. I turned and started aft. I did not run. What was the use? What chance had I against the malevolent world of ghosts? Flight, with me, was the swiftness of my legs. The pursuit, with a ghost, was the swiftness of thought. And there were ghosts. I had seen one.

And so, stumbling slowly aft, I discovered the explanation of the seeming. I saw the mizzen topmast lurching across a faint radiance of cloud behind which was the moon. The idea leaped in my brain. I extended the line between the cloudy radiance and the mizzen-topmast and found that it must strike somewhere near the fore-rigging on the port side. Even as I did this, the radiance vanished. The driving clouds of the breaking gale were alternately thickening and thinning before the face of the moon, but never exposing the face of the moon. And when the clouds were at their thinnest, it was a very dim radiance that the moon was able to make. I watched and waited. The next time the clouds thinned I looked for'ard, and there was the shadow of the topmast, long and attenuated, wavering and lurching on the deck and against the rigging.

This was my first ghost. Once again have I seen a ghost. It proved to be a Newfoundland dog, and I don't know which of us was the more frightened, for I hit that Newfoundland a full right-arm swing to the jaw. Regarding the Bricklayer's ghost, I will say that I never mentioned it to a soul on board. Also, I will say that in all my life I never went through more torment and mental suffering than on that lonely night-watch on the Sophie Sutherland .

(TO THE EDITOR.--This is not a fiction. It is a true page out of my life.)


A CLASSIC OF THE SEA


Introduction to " Two Years before the Mast ."

Once in a hundred years is a book written that lives not alone for its own century but which becomes a document for the future centuries. Such a book is Dana's. When Marryat's and Cooper's sea novels are gone to dust, stimulating and joyful as they have been to generations of men, still will remain "Two Years Before the Mast."

Paradoxical as it may seem, Dana's book is the classic of the sea, not because there was anything extraordinary about Dana, but for the precise contrary reason that he was just an ordinary, normal man, clear-seeing, hard-headed, controlled, fitted with adequate education to go about the work. He brought a trained mind to put down with untroubled vision what he saw of a certain phase of work-a-day life. There was nothing brilliant nor fly-away about him. He was not a genius. His heart never rode his head. He was neither overlorded by sentiment nor hag-ridden by imagination. Otherwise he might have been guilty of the beautiful exaggerations in Melville's "Typee" or the imaginative orgies in the latter's "Moby Dick." It was Dana's cool poise that saved him from being spread-eagled and flogged when two of his mates were so treated; it was his lack of abandon that prevented him from taking up permanently with the sea, that prevented him from seeing more than one poetical spot, and more than one romantic spot on all the coast of Old California. Yet these apparent defects were his strength. They enabled him magnificently to write, and for all time, the picture of the sea-life of his time.

Written close to the middle of the last century, such has been the revolution worked in man's method of trafficking with the sea, that the life and conditions described in Dana's book have passed utterly away. Gone are the crack clippers, the driving captains, the hard-bitten but efficient foremast hands. Remain only crawling cargo tanks, dirty tramps, greyhound liners, and a sombre, sordid type of sailing ship. The only records broken to-day by sailing vessels are those for slowness. They are no longer built for speed, nor are they manned before the mast by as sturdy a sailor stock, nor aft the mast are they officered by sail- carrying captains and driving mates.

Speed is left to the liners, who run the silk, and tea, and spices. Admiralty courts, boards of trade, and underwriters frown upon driving and sail-carrying. No more are the free-and-easy, dare-devil days, when fortunes were made in fast runs and lucky ventures, not alone for owners, but for captains as well. Nothing is ventured now. The risks of swift passages cannot be abided. Freights are calculated to the last least fraction of per cent. The captains do no speculating, no bargain-making for the owners. The latter attend to all this, and by wire and cable rake the ports of the seven seas in quest of cargoes, and through their agents make all business arrangements.

It has been learned that small crews only, and large carriers only, can return a decent interest on the investment. The inevitable corollary is that speed and spirit are at a discount. There is no discussion of the fact that in the sailing merchant marine the seamen, as a class, have sadly deteriorated. Men no longer sell farms to go to sea. But the time of which Dana writes was the heyday of fortune-making and adventure on the sea--with the full connotation of hardship and peril always attendant.

It was Dana's fortune, for the sake of the picture, that the Pilgrim was an average ship, with an average crew and officers, and managed with average discipline. Even the hazing that took place after the California coast was reached, was of the average sort. The Pilgrim savoured not in any way of a hell-ship. The captain, while not the sweetest-natured man in the world, was only an average down-east driver, neither brilliant nor slovenly in his seamanship, neither cruel nor sentimental in the treatment of his men. While, on the one hand, there were no extra liberty days, no delicacies added to the meagre forecastle fare, nor grog or hot coffee on double watches, on the other hand the crew were not chronically crippled by the continual play of knuckle-dusters and belaying pins. Once, and once only, were men flogged or ironed--a very fair average for the year 1834, for at that time flogging on board merchant vessels was already well on the decline.

The difference between the sea-life then and now can be no better epitomised than in Dana's description of the dress of the sailor of his day:

"The trousers tight around the hips, and thence hanging long and loose around the feet, a superabundance of checked shirt, a low-crowned, well- varnished black hat, worn on the back of the head, with half a fathom of black ribbon hanging over the left eye, and a peculiar tie to the black silk neckerchief."

Though Dana sailed from Boston only three-quarters of a century ago, much that is at present obsolete was then in full sway. For instance, the old word larboard was still in use. He was a member of the larboard watch. The vessel was on the larboard tack. It was only the other day, because of its similarity in sound to starboard, that larboard was changed to port . Try to imagine "All larboard bowlines on deck!" being shouted down into the forecastle of a present day ship. Yet that was the call used on the Pilgrim to fetch Dana and the rest of his watch on deck.

The chronometer, which is merely the least imperfect time-piece man has devised, makes possible the surest and easiest method by far of ascertaining longitude. Yet the Pilgrim sailed in a day when the chronometer was just coming into general use. So little was it depended upon that the Pilgrim carried only one, and that one, going wrong at the outset, was never used again. A navigator of the present would be aghast if asked to voyage for two years, from Boston, around the Horn to California, and back again, without a chronometer. In those days such a proceeding was a matter of course, for those were the days when dead reckoning was indeed something to reckon on, when running down the latitude was a common way of finding a place, and when lunar observations were direly necessary. It may be fairly asserted that very few