Complete Works of Joseph Conrad (Illustrated)

by Joseph Conrad

  The Dover Patrol was equal to it. Its devotion, expressed in a plodding, dogged perseverance, stood the test of frequent severe losses in men and ships, and of continuous severe strain on its mental and physical faculties as a whole. The tale of the Dover

  Patrol is the tale of a small nucleus of ships and crews of the Royal Navy, and round it of a great number of other men and other vessels, mostly fisher-folk and fishercraft, with the addition of merchant Sen/ice men and of R.N.R. and R.N.V.R. officers and ratings. Though, properly speaking, not belonging to the fighting service, all those men lived up to their old tradition and were found sufficient for the trust reposed in them.

  They were found sufficient. No praise could be more adequately expressed, when one looks at the magnitude of the trust and the arduous character of the operations it imposed upon the men and the ships of the Dover command. Originating in the simple Downs Boarding Flotilla, under the orders of the naval officer commanding at Harwich, the Dover Patrol developed an independent existence and by the establishment of fortified German naval bases on the coast of Flanders acquired an importance in the scheme of naval defence which cannot well be exaggerated. The reinforcements and supplies for the army, the food for the country, demanded the safety of the Straits. Had the enemy probed the weakness of the Dover Patrol and broken with his overwhelming force through that thin defence to invade the waters of the Channel, it would have been a disaster, the fatal consequences of which imagination even now shrinks from contemplating.

  The great sailor-like qualities of the Dover Patrol, the consummate seamanship displayed in the planning and execution of its incessant operations, its steady manner of meeting deadly emergencies, its cool vigilance in the presence of an ever-menacing situation, may well compel the admiration of any man who knows something, however little, of the demands of sea sen/ice. To the risks of actual warfare the crews of the drifters watching over the barrage nets were often helplessly exposed. But nothing could dismay either the naval or the auxiliary branches of the Dover Patrol. These men were concerned about the perfection of their work, but the sudden flash of German guns in the night troubled them not at all. As, indeed, why should it? In their early days some of them had but a single rifle on board to meet the three four inch guns of German destroyers. Unable to put a fight and without speed to get away,

  they made a sacrifice of their lives every time they went out for a turn of duty; they concentrated their valour on the calm, seamanlike execution of their work amongst the exploding mines and bursting shells. It was their conception of their honour, and they carried it out of this war unblemished by a single display of weakness, by the slightest moment of hesitation in the long tale of dangerous service.

  In this simple way these seamen, professional and unprofessional, naval and civilian, have earned for themselves the memorial erected to their faithful labours. The record of the Dover Patrol’s work contains a great moral and a good many professional lessons for their children and their successors; the incalculable value of a steady front, the perfecting of nets, the exact process of laying barrages in a tideway, the evolving of an ingenious method for night bombardments, and of a system of long-range firing — a whole great store of new ideas and new practice laid up for future use. But in truth that which in the last instance kept the German forces from breaking disastrously on any dark night into the Channel, and jeopardizing the very foundations of our resisting power, was not the wonderfully planned and executed defences of nets and mines, but the indomitable hearts of the men of the Dover Patrol.

  MEMORANDUM ON THE SCHEME FOR FITTING OUT A SAILING SHIP FOR THE PURPOSE OF PERFECTING THE TRAINING OF MERCHANT SERVICES OFFICERS BELONGING TO THE PORT OF LIVERPOOL

  Assuming that the generous public spirit of the Liverpool shipowners will find the capital necessary for the building and equipping a southern-going sailing ship to perfect the training of the officers of the Mercantile Marine, I conceive that the cost of running such a ship — that is: wages, upkeep, repairs, general surveys and insurance — ought to be covered by what she may earn as a cargo carrier on the training voyages which will be planned for her.

  Here I will submit to the originators of the scheme that a voyage to an Australian port (including New Zealand) out by the Cape and round by the Horn would be the best for such a purpose. My reasons are: the healthy climate of that part of the world, the number of the meteorological regions traversed which will develop sound judgment as to weather, the comparative facility of the voyage, combined with a great variety of general experience which a round trip of that sort will offer. The length of passages need not be an objection; the complete training of a young seaman ought to include the experience of many together at sea between v/ater and sky. It would have a spiritual and practical value for him even if he is destined never to be out of sight of land for more than a few days in his future professional life.

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  Assuming then that the ship would be expected to be self-supporting (and no more) it is my deliberate opinion that her size should be limited strictly to the tonnage which will enable her under modern conditions to pay her expenses. I venture to suggest (however shocking it may appear to the minds of men who own and manage fleets of large steamships) fourteen to fifteen hundred tons, or as

  near thereto as is consistent with the earning of her expenses, as the proper tonnage for the ship. I admit that I don’t know that the best freight-carrying capacity of a ship is at the present time; but I beg the Committee charged with the elaboration of the scheme to allow me to expose my reasons for what I advance in support of the above opinion. I must premise here that in all that i am going to say I will be drawing on my own experience as a seaman trained to his duties under the British flag and, in regard to the performance of such duties, having a good record for more than sixteen years of sea life, both in sail and steam.

  My contention is that for sea-going qualities, ease of handling, quickness is manoeuvring, and even in point of actual safety, if caught in a bad position, nothing can beat a, say, 1400-ton ship, designed so as to have a dead weight carrying capacity of about once and a half her registered tonnage. The same remark may be applied to the comfort in bad weather when, it must be remembered, the men managing her propelling machinery must remain exposed on the deck instead of being sheltered under it. The latest big sailing ship (in so far as she still exists) is generally in that respect what the sailors graphically describe as a mere “bathing-machine,” her enormous main deck, especially when running before a heavy sea, being always full of water and extremely uncomfortable, besides being dangerous for that very reason. Also, the great length necessarily given to those big ships of three thousand tons and over masks them clumsy to handle, anything but quick in manoeuvre, and renders them rather helpless, from their very size, in case of any serious damage either aloft or about the rudder. It is also to be remarked that a ship’s quick response in manoeuvring develops a corresponding activity and smartness in her crew.

  I beg the gentlemen concerned with this scheme to understand that I am not speaking as a literary person indulging his fancy but as the usual sort of Merchant Service officer who has served in all sorts of ships and draws upon his ordinary experience; with this advantage, only, that he had time to think about it and meditate over its lessons. Pursuing the matter further, I wish also to touch on the question of the ship’s appearance. In a steamship the increase of

  size certainly makes for good looks, adding to the inherent beauty of the lines an expression of power and dignity which arouses one’s admiration. It is not so with a sailing vessel. Hardly any ship of over 2000 tons I have ever seen escaped giving an impression which may be best defined by the word “overgrown”; and I have a good many in my memory to whom nothing but the sailors’ graphic phrase “a big, clumsy brute” could in justice be applied. Now, in view of the end which the Liverpool shipowners have in equipping a sailing ship, that is to perfecnhe training of officers for their fleets, certain ideal elements must be taken into
consideration. It is very necessary that those boys should grow attached to their ship (an easy thing for a sailor to do), be proud of her individual appearance, of her sea qualities, of their association with her; and that they should remember their period of training, not as a horrible grind in discomfort and without personal gratification of any kind, but as a great time in their lives; an experience it has been their privilege as seamen of the Port of Liverpool to go through; a time to be remembered with pleasure and pride, somewhat as an old public-school boy looks back at his old school, the beauty of its old buildings and the prestige of its traditions. The greatest achievements of Merchant Sen/ice seamen have been performed in ships of between 900 to 1600 tons, in the way of record passages (which were then the exclusive merit of seamen), of feats in clever handling and in the bringing in of disabled ships to port by their own seamanship and determination without any outside assistance. And if the objection is made that I am advocating things hopelessly out of date, then my answer will be that in this scheme of perfected training associated so closely with men’s morale and with old traditions, the out-of-dateness argument does not apply. On the practical side that objection may be met by pointing out that those boys are not to be trained for officers of modern sailing ships, but to be perfectedas future officers of the finest rfiodern steamships. Therefore, what is important is to give them for their training not the most modern sailing ship (which in any case in doomed and need not be taken into consideration at all), but to select for them the best period of sailing-ship practice and service.

  One more consideration I want to present to the originators of the scheme, which is this: that in a very large sailing ship there is always a tendency to supply her (on account of the difficulty of manning her effectively) with a lot of labour-saving appliances. This brings me to the second postulate which, after the size of the ship I am most anxious to submit for consideration. And it is this:

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  That there should be no labour-saving appliances in the shape of steam winches and so on; and that the hoisting of the sails, the working of the boats, and the general physical work of the sailor’s calling should be done by man power, of which, of course, the cadets on board would be the principal part. A vertical boiler, mainly for the purpose of heaving up the anchors, may be advisable; but the windless should be of the kind which can be also worked by the crew by means of a capstan on the forecastle-head.

  My reasons for this insistence on the use of man power are as follows: First of all, there is no necessity for anything else. With forty boys out of any given batch on board (Mr. Holt mentions eighty as the number and on that point I will offer a remark later) of an advanced physical development and certain weight of body, together with a ship’s crew of, say, twelve A.B.’s, four officers, and some other ratings, the officers ought to be able to handle a ship, of the size and rig I am thinking of, like a plaything. Secondly, it may be laid down as an axiom that no labour done on board ship in the way of duty is either too hard or in any way unworthy of the best effort and attention or, so to speak, beneath the dignity of any youngster wishing to fit himself to be a good officer. Thirdly, there is undoubtedly something elevating in physical work into which one puts all one’s heart in association with others and for a clearly understood purpose. Apart from that it will bring these youths into a more intimate contact with the propelling machinery of the ship and they will, so to speak, learn the feel of it. It mustn’t be forgotten that seamen’s woik was never looked upon or had the character of mere slavish toil, as some branches of labour on shore tend to become. In its essence

  life at sea has been always a healthy life, and part of that was owing to the very nature of the physical exertions required. I affirm with profound conviction that sailing-ship life is an excellent physical developer. I have repeatedly seen a delicate youngster brought on board by an anxious relative change out of all knowledge into a stout youth during a twelve month’s voyage. I have never seen an apparently delicate boy break down under the conditions of the sea life of my time. They all improved. Moreover, any physical work intelligently done develops a special mentality; in this case it would be the sailor mentality; surely a valuable acquisition for a sea officer either in sail or steam.

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  The sailing ship, then, I have in my eye (something very much like the Liverpool Sierras which were afloat between ‘80 and ‘90) would be a hull of between 1400 and 1500 tons register with a dead weight capacity of over 2000 tons, in which case it would be sufficient for her to have three square-rigged masts. If the tonnage of the ship is raised to 2000 tons register then there must be four masts, of which the aftermost one would be rigged fore and aft. In any case, I would advocate for the training ship a long poop and a very roomy forecastle head; the poop, if the vessel is three-masted, extending as far as the main rigging; and the object being to reduce the area of the main deck as much as possible. This would tend to make the ship much more comfortable. Ships with long poops are always the driest in all weathers and safest for the individuals having to move about the decks in heavy weatner. The main deck would have on it a deck house in the space between the for coaming of the main hatch and the foremast; leaving a clear passage across at each end and foremast; leaving a clear passage across at each end and having wide alleyways on each side. The house would contain the vertical boiler for raising steam for the windlass; the accommodation for the ship’s crew and the berths of the ship’s petty officers. Under the forecastle there would be space at the sides for various storerooms, or the electric light pant, if carried, could be installed on one side

  and the storerooms on the door. All that, however, may be left to the skill and ingenuity of the designer, once the actual size of the ship and the number of people she had to carry, all told, has been decided upon.

  In this matter I have a certain competence because I was for 2 years chief officer of a sailing passenger ship running between London and Adelaide and I believe the very last of her kind, with the exception perhaps of the Macquarrie (later training ship for New Zealand merchant cadets), where the experience of a comparatively large number of persons on board ship could be obtained by the sailing-ship officer. She was only 1270 tons register and the greater number of people I had on board of her was 113 all told. She had room for 50 passengers when full and we had perforce to carry a lot of live stock, a milk cow for the children and so on; yet her space was not inconveniently crowded, and no passenger ever complained of cramped accommodation, and generally they made the round trip in her. She carried outwards a general cargo and in Adelaide loaded the usual Australian cargo, for the most part wool. Her poop was 78 over all; under that we carried eleven double passenger cabins on each side, two cabins for the mates, a large pantry amidships and a doctor’s berth and surgery. The accommodation for the captain consisted of two stern cabins, both very roomy, of which one was his staterooms and the other was planned an furnished as a sitting room, which he never used at sea, sharing the saloon with the passengers. This saloon contained two long tables at which all the people berthed under the poop deck could sit down to meals. I think that this arrangement could be adopted with advantage in the cadet ship under contemplation. The artificial lighting of the Torrens being oil and candles required extreme vigilance, but assuming the Liverpool cadets berthed in cabins as above, if electric light is to be introduced the lamps could be set in the partitions between them, so that each lamp would light two cabins. The long saloon would be the common room for navigational studies and meals, the electric lighting of that space, however economically applied, would be always better than the lamp-lighting of that ship which was sufficient for the passengers to read, write, or play their games in the evening. There

  were never any complaints on that score. The captain of a training, ship would probably use all his accommodation at sea too, messing by himself. Apart from that it seems to me that the man entrusted with the responsible position of commanding such a training ship would wish to keep in as close touch wit
h the boys as conformable with the preservation of proper merchant-ship discipline; and that he would not find the nearness of his cabin to the bulk of them either inconvenient or irksome.

  The accommodation on the poop, being sufficient only for about 44 cadets, could be duplicated to a certain extent below, aft, on the twin deck, and be made accessible by means of the after hatch, fitted with a proper companionway. There may be some difficulty with the supply of daylight down there and in that respect the berths below would be inferior, but as there would be no doubt different grades among the boys in the way of seniority and ratings, a boy would be moved by seniority or on promotion from below to above at some time or other in the course of his training. This would be something to look forward to; and in this connection I would remark that the comfort of the boys should be care for strictly within the limits of due regard for their health, physical development and opportunity for study, and no more. The greatest simplicity in such arrangements compatible with health and self-respect should be the note; and I believe that no boy properly constituted and wishing to be a seaman will resent such a system.