As a matter of fact, nothing is ever cast in that sense on board ship but the lead, of which a cast is taken to search the depth of water on which she floats. A lashed boat, a spare spar, a cask or whatnot secured about the decks, is “cast adrift” when it is untied. Also the ship herself is “cast to port or starboard” when getting under way. She, however, never “casts” her anchor.
To speak with severe technicality, a ship or a fleet is “brought up”—the complementary words unpronounced and unwritten being, of course, “to an anchor.” Less technically, but not less correctly, the word “anchored,” with its characteristic appearance and resolute sound, ought to be good enough for the newspapers of the greatest maritime country in the world. “The fleet anchored at Spithead”: can anyone want a better sentence for brevity and seamanlike ring? But the “cast-anchor” trick, with its affectation of being a sea-phrase—for why not write just as well “threw anchor,” “flung anchor,” or “shied anchor”?—is intolerably odious to a sailor’s ear. I remember a coasting pilot of my early acquaintance (he used to read the papers assiduously) who, to define the utmost degree of lubberliness in a landsman, used to say, “He’s one of them poor, miserable ‘cast-anchor’ devils.”
V
From first to last the seaman’s thoughts are very much concerned with his anchors. It is not so much that the anchor is a symbol of hope as that it is the heaviest object that he has to handle on board his ship at sea in the usual routine of his duties. The beginning and the end of every passage are marked distinctly by work about the ship’s anchors. A vessel in the Channel has her anchors always ready, her cables shackled on, and the land almost always in sight. The anchor and the land are indissolubly connected in a sailor’s thoughts. But directly she is clear of the narrow seas, heading out into the world with nothing solid to speak of between her and the South Pole, the anchors are got in and the cables disappear from the deck. But the anchors do not disappear. Technically speaking, they are “secured inboard”; and, on the forecastle head, lashed down to ringbolts with ropes and chains, under the straining sheets of the headsails, they look very idle and as if asleep. Thus bound, but carefully looked after, inert and powerful, those emblems of hope make company for the lookout man in the night watches; and so the days glide by, with a long rest for those characteristically shaped pieces of iron, reposing forward, visible from almost every part of the ship’s deck, waiting for their work on the other side of the world somewhere, while the ship carries them on with a great rush and splutter of foam underneath, and the sprays of the open sea rust their heavy limbs.
The first approach to the land, as yet invisible to the crew’s eyes, is announced by the brisk order of the chief mate to the boatswain: “We will get the anchors over this afternoon” or “first thing tomorrow morning,” as the case may be. For the chief mate is the keeper of the ship’s anchors and the guardian of her cable. There are good ships and bad ships, comfortable ships and ships where, from first day to last of the voyage, there is no rest for a chief mate’s body and soul. And ships are what men make them: this is a pronouncement of sailor wisdom, and, no doubt, in the main it is true.
However, there are ships where, as an old grizzled mate once told me, “nothing ever seems to go right!” And, looking from the poop where we both stood (I had paid him a neighbourly call in dock), he added: “She’s one of them.” He glanced up at my face, which expressed a proper professional sympathy, and set me right in my natural surmise: “Oh no; the old man’s right enough. He never interferes. Anything that’s done in a seamanlike way is good enough for him. And yet, somehow, nothing ever seems to go right in this ship. I tell you what: she is naturally unhandy.”
The “old man,” of course, was his captain, who just then came on deck in a silk hat and brown overcoat, and, with a civil nod to us, went ashore. He was certainly not more than thirty, and the elderly mate, with a murmur to me of “That’s my old man,” proceeded to give instances of the natural unhandiness of the ship in a sort of deprecatory tone, as if to say, “You mustn’t think I bear a grudge against her for that.”
The instances do not matter. The point is that there are ships where things do go wrong; but whatever the ship—good or bad, lucky or unlucky—it is in the forepart of her that her chief mate feels most at home. It is emphatically his end of the ship, though, of course, he is the executive supervisor of the whole. There are his anchors, his headgear, his foremast, his station for manoeuvring when the captain is in charge. And there, too, live the men, the ship’s hands, whom it is his duty to keep employed, fair weather or foul, for the ship’s welfare. It is the chief mate, the only figure of the ship’s afterguard, who comes bustling forward at the cry of “All hands on deck!” He is the satrap of that province in the autocratic realm of the
