Two Years Before the Mast

up the rigging, usually occupies the time until seven bells, (half after seven,) when all hands get breakfast. At eight, the day's work begins, and lasts until sun-down, with the exception of an hour for dinner. Before I end my explanations, it may be well to define a day's work, and to correct a mistake prevalent among landsmen about a sailor's life. Nothing is more common than to hear people say--"Are not sailors very idle at sea?--what can they find to do?" This is a very natural mistake, and being very frequently made, it is one which every sailor feels interested in having corrected. In the first place, then, the discipline of the ship requires every man to be at work upon something when he is on deck, except at night and on Sundays. Except at these times, you will never see a man, on board a well-ordered vessel, standing idle on deck, sitting down, or leaning over the side. It is the officers' duty to keep every one at work, even if there is nothing to be done but to scrape the rust from the chain cables. In no state prison are the convicts more regularly set to work, and more closely watched. No conversation is allowed among the crew at their duty, and though they frequently do talk when aloft, or when near one another, yet they always stop when an officer is nigh. With regard to the work upon which the men are put, it is a matter which probably would not be understood by one who has not been at sea. When I first left port, and found that we were kept regularly employed for a week or two, I supposed that we were getting the vessel into sea trim, and that it would soon be over, and we should have nothing to do but sail the ship; but I found that it continued so for two years, and at the end of the two years there was as much to be done as ever. As has often been said, a ship is like a lady's watch, always out of repair. When first leaving port, studding-sail gear is to be rove, all the running rigging to be examined, that which is unfit for use to be got down, and new rigging rove in its place: then the standing rigging is to be overhauled, replaced, and repaired, in a thousand different ways; and wherever any of the numberless ropes or the yards are chafing or wearing upon it, there "chafing gear," as it is called, must be put on. This chafing gear consists of worming, parcelling, roundings, battens, and service of all kinds--both rope-yarns, spun-yarn, marline and seizing-stuffs. Taking off, putting on, and mending the chafing gear alone, upon a vessel, would find constant employment for two or three men, during working hours, for a whole voyage. The next point to be considered is, that all the "small stuffs" which are used on board a ship--such as spun-yarn, marline, seizing-stuff, etc.--are made on board. The owners of a vessel buy up incredible quantities of "old junk," which the sailors unlay, after drawing out the yarns, knot them together, and roll them up in balls. These "rope-yarns" are constantly used for various purposes, but the greater part is manufactured into spun-yarn. For this purpose every vessel is furnished with a "spun-yarn winch;" which is very simple, consisting of a wheel and spindle. This may be heard constantly going on deck in pleasant weather; and we had employment, during a great part of the time, for three hands in drawing and knotting yarns, and making them spun-yarn. Another method of employing the crew is, "setting up" rigging. Whenever any of the standing rigging becomes slack, (which is continually happening), the seizings and coverings must be taken off, tackles got up, and after the rigging is bowsed well taut, the seizings and coverings replaced; which is a very nice piece of work. There is also such a connection between different parts of a vessel, that one rope can seldom be touched without altering another. You cannot stay a mast aft by the back stays, without slacking up the head stays, etc. If we add to this all the tarring, greasing, oiling, varnishing, painting, scraping, and scrubbing which is required in the course of a long voyage, and also remember this is all to be done in addition to watching at night, steering, reefing, furling, bracing, making and setting sail, and pulling, hauling, and climbing in every direction, one will hardly ask, "What can a sailor find to do at sea?" If, after all this labor--after exposing their lives and limbs in storms, wet and cold, "Wherein the cub-drawn bear would couch; The lion and the belly-pinched wolf Keep their fur dry;--" the merchants and captain think that they have not earned their twelve dollars a month, (out of which they clothe themselves,) and their salt beef and hard bread, they keep them picking oakum--ad infinitum. This is the usual resource upon a rainy day, for then it will not do to work upon rigging; and when it is pouring down in floods, instead of letting the sailors stand about in sheltered places, and talk, and keep themselves comfortable, they are separated to different parts of the ship and kept at work picking oakum. I have seen oakum stuff placed about in different parts of the ship, so that the sailors might not be idle in the snatches between the frequent squalls upon crossing the equator. Some officers have been so driven to find work for the crew in a ship ready for sea, that they have set them to pounding the anchors (often done) and scraping the chain cables. The "Philadelphia Catechism" is, "Six days shalt thou labor and do all thou art able, And on the seventh--holystone the decks and scrape the cable." This kind of work, of course, is not kept up off Cape Horn, Cape of Good Hope, and in extreme north and south latitudes; but I have seen the decks washed down and scrubbed, when the water would have frozen if it had been fresh; and all hands kept at work upon the rigging, when we had on our pea-jackets, and our hands so numb that we could hardly hold our marline-spikes. I have here gone out of my narrative course in order that any who read this may form as correct an idea of a sailor's life and duty as possible. I have done it in this place because, for some time, our life was nothing but the unvarying repetition of these duties, which can be better described together. Before leaving this description, however, I would state, in order to show landsmen how little they know of the nature of a ship, that a ship-carpenter is kept in constant employ during good weather on board vessels which are in, what is called, perfect sea order. CHAPTER IV A ROGUE--TROUBLE ON BOARD--"LAND HO!"--POMPERO--CAPE HORN After speaking the Carolina, on the 21st August, nothing occurred to break the monotony of our life until Friday, September 5th, when we saw a sail on our weather (starboard) beam. She proved to be a brig under English colors, and passing under our stern, reported herself as forty-nine days from Buenos Ayres, bound to Liverpool. Before she had passed us, "sail ho!" was cried again, and we made another sail, far on our weather bow, and steering athwart our hawse. She passed out of hail, but we made her out to be an hermaphrodite brig, with Brazilian colors in her main rigging. By her course, she must have been bound from Brazil to the south of Europe, probably Portugal. Sunday, Sept. 7th. Fell in with the north-east trade winds. This morning we caught our first dolphin, which I was very eager to see. I was disappointed in the colors of this fish when dying. They were certainly very beautiful, but not equal to what has been said of them. They are too indistinct. To do the fish justice, there is nothing more beautiful than the dolphin when swimming a few feet below the surface, on a bright day. It is the most elegantly formed, and also the quickest fish, in salt water; and the rays of the sun striking upon it, in its rapid and changing motions, reflected from the water, make it look like a stray beam from a rainbow. This day was spent like all pleasant Sabbaths at sea. The decks are washed down, the rigging coiled up, and everything put in order; and throughout the day, only one watch is kept on deck at a time. The men are all dressed in their best white duck trowsers, and red or checked shirts, and have nothing to do but to make the necessary changes in the sails. They employ themselves in reading, talking, smoking, and mending their clothes. If the weather is pleasant, they bring their work and their books upon deck, and sit down upon the forecastle and windlass. This is the only day on which these privileges are allowed them. When Monday comes, they put on their tarry trowsers again, and prepare for six days of labor. To enhance the value of the Sabbath to the crew, they are allowed on that day a pudding, or, as it is called, a "duff." This is nothing more than flour boiled with water, and eaten with molasses. It is very heavy, dark, and clammy, yet it is looked upon as a luxury, and really forms an agreeable variety with salt beef and pork. Many a rascally captain has made friends of his crew by allowing them duff twice a week on the passage home. On board some vessels this is made a day of instruction and of religious exercises; but we had a crew of swearers, from the captain to the smallest boy; and a day of rest, and of something like quiet, social enjoyment, was all that we could expect. We continued running large before the north-east trade winds for several days, until Monday-- September 22d; when, upon coming on deck at seven bells in the morning, we found the other watch aloft throwing water upon the sails; and looking astern, we saw a small clipper-built brig with a black hull heading directly after us. We went to work immediately, and put all the canvas upon the brig which we could get upon her, rigging out oars for studding-sail yards; and continued wetting down the sails by buckets of water whipped up to the mast-head, until about nine o'clock, when there came on a drizzling rain. The vessel continued in pursuit, changing her course as we changed ours, to keep before the wind. The captain, who watched her with his glass, said that she was armed, and full of men, and showed no colors. We continued running dead before the wind, knowing that we sailed better so, and that clippers are fastest on the wind. We had also another advantage. The wind was light, and we spread more canvas than she did, having royals and sky-sails fore and aft, and ten studding-sails; while she, being an hermaphrodite brig, had only a gaff topsail, aft. Early in the morning she was overhauling us a little, but after the rain came on and the wind grew lighter, we began to leave her astern. All hands remained on deck throughout the day, and we got our arms in order; but we were too few to have done anything with her, if she had proved to be what we feared. Fortunately there was no moon, and the night which followed was exceedingly dark, so that by putting out all the lights and altering our course four points, we hoped to get out of her reach. We had no light in the binnacle, but steered by the stars, and kept perfect silence through the night. At daybreak there was no sign of anything in the horizon, and we kept the vessel off to her course. Wednesday, October 1st. Crossed the equator in long. 24° 24' W. I now, for the first time, felt at liberty, according to the old usage, to call myself a son of Neptune, and was very glad to be able to claim the title without the disagreeable initiation which so many have to go through. After once crossing the line you can never be subjected to the process, but are considered as a son of Neptune, with full powers to play tricks upon others. This ancient custom is now seldom allowed, unless there are passengers on board, in which case there is always a