Man on the Ocean - Robert Michael Ballantyne (mini ebook reader txt) 📗

In regard to its size, the most interesting way to consider it, perhaps, will be to compare it with the _Great Eastern_, the largest ship that has yet been built by man. Assuming a cubit to be about 18 inches, the length of the ark was about 450 feet, its breadth about 75 feet, and its depth about 45 feet.

The _Great Eastern's_ length is 680 feet, its breadth 83 feet, and its depth from deck to keel 60 feet.

The ark was built of gopher-wood, which is thought by some to be pine, by others cedar. It consisted of three stories, and had a window and a door, and was pitched within and without. But it had neither masts nor rudder; and it is evident that, although it was man's refuge, the ark was not designed to be managed by man, for after Noah and his family had entered in, God took on himself the guidance and preservation of their vessel. Thus our Saviour--of whom the ark was a type--specially guides and protects those who flee to him for refuge.

But although we have noticed the ark as being the first ship, we cannot with propriety place it in the front of the history of navigation. After the flood the ark seems to have been soon forgotten, or at least imperfectly remembered, and men reverted to their little canoes and clumsy boats, which sufficed for all their limited wants. It was not until about a thousand years later in the world's history that men built ships of considerable size, and ventured on prolonged _coasting_- voyages, for the purposes of discovery and commerce. Navigation had been practised, and the art of ship-building had made very considerable progress, long before men dared to lose sight of the shore and venture out upon the mysterious bosom of the great unknown sea.

To the ancients the Mediterranean was the ocean; and among its bays, and creeks, and islands, maritime enterprise sprang into being and rose into celebrity. Among the Phoenicians, the Egyptians, and Hebrews, we find the earliest traces of navigation and commerce. The first of these nations, occupying the narrow slip of land between Mount Lebanon and the Mediterranean, rose into fame as mariners between the years 1700 and 1100 before Christ--the renowned city of Sidon being their great sea-port, whence their ships put forth to trade with Cyprus and Rhodes, Greece, Sardinia, Sicily, Gaul, and Spain. Little is known of the state of trade in those days, or of the form or size of ancient vessels. Homer tells us, in his account of the Trojan War, that the Phoenicians supplied the combatants with many articles of luxury; and from Scripture we learn that the same enterprising navigators brought gold to Solomon from Ophir in the year 1000 B.C.

A short time previous to this the Phoenicians ventured to pass through the Strait of Gibraltar, and for the first time beheld the great Atlantic Ocean. Proceeding along the coast of Spain, they founded Cadiz; and, not long after, creeping down the western coast of Africa, established colonies there. But their grandest feat was achieved about 600 years B.C., when they sailed down the Red Sea and the eastern coast of Africa, doubled the Cape of Good Hope, sailed up the western coast, and returned home by the Strait of Gibraltar. Bartholomew Diaz must hide his diminished head before this fact; for, although he gets all the credit, the Phoenicians of old "doubled the Cape" at least twenty centuries before him!

That long voyages were made by the men of old, before authentic history began, seems highly probable. The expedition of the _Argonauts_ to Colchis in the year 1250 B.C., in search of the "Golden Fleece," is the first ancient voyage that lays claim to authenticity. What the Golden Fleece was is uncertain; some think it was a term used to symbolise the mines of precious metals near the Black Sea. Whatever it was, the _Argonauts_ went in search of it: whether or not they found it is unrecorded in history. Jason, son of the King of Thessaly, was the leader of this expedition, which consisted of one ship and fifty men. A man named _Argus_ built the ship, which from him was named the Argo, hence the name of _Argonauts_.

In treating of ancient vessels, we may as well proceed on the principle suggested by a sagacious child, who, when his mother was about to tell him a story, usually begged of her to "bedin at the bedinning." We shall begin at the beginning.


CHAPTER THREE.


RAFTS AND CANOES.

Rafts, as we have already remarked, must undoubtedly have been the beginning of navigation. But they have not, like many other species of ancient craft, been altogether superseded by modern inventions. True, we do not nowadays carry on war on rafts, but we still carry on trade with them in many parts of the world. How the rafts of ancient times were formed we cannot tell precisely, though we can easily guess; but one thing we know, and that is, that the first improvement made in such craft was the thrusting of a few thick planks down into the water, to the depth of three or four feet, between the logs which composed the raft. These acted the part of a keel, and, by pressing against the water _side-ways_ when a _side_ wind blew, prevented the raft from making much of what is called _leeway_--that is, drifting in the direction in which the wind happened to be blowing. Some sorts of Dutch vessels use lee-boards for this purpose at the present time.

The rafts now in use on the great rivers of America are exceedingly curious in many respects. One peculiarity of many of them is that they float _themselves_, not goods, to market--the pine logs of which they are constructed being the marketable commodity. Some of these "lumber-rafts," as they are called, are of great size; and as their navigators have often to spend many weeks on them, slowly floating down the rivers, they build huts or little cottages on them, cook their provisions on board, and, in short, spend night and day in their temporary floating-homes as comfortably as if they were on the land.

When these rafts approach a waterfall or a rapid, they unfasten the lashings and allow several logs tied together to run down at a time. After the rapid is passed, the loose logs are collected together, the raft is reconstructed, and the voyage down to the sea continued. Of course, huts are built only on rafts which navigate the largest rivers, and are not thus liable to be taken to pieces.

When the logs reach the sea, they are shipped to various parts of the world where timber is scarce. Large quantities are imported into Great Britain from Canada and other parts of America.

A bold thing has occasionally been done. Instead of shipping the logs in vessels, enterprising and ingenious men built them into a _solid ship_, leaving a small space to serve as a cabin and a hold for provisions; then, erecting masts, they hoisted sail, and in this singular craft crossed the Atlantic. On arriving at port they broke up their raft-ship and sold it.

The immense size of the rafts which are floated down some of the great rivers of the world may be gathered from the following engraving, which represents a raft on the Dwina, one of the great rivers of Russia.

Rafts, however, have not been confined to the purposes of traffic. They have frequently been the means of saving the lives of shipwrecked mariners; but too often they have been the means only of prolonging the wretched existence of those who have ultimately perished at sea.

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Turning now from the consideration of rafts, we shall describe canoes.

Canoes must, we think, have been invented after rafts. They were formed, as we have said, out of logs, of bark and of skins stretched upon frames of wood. Of ancient canoes we can say little. But it is probable that they were similar in most respects to the canoes used by savage nations at the present time; for man, in his lowest or most savage condition, is necessarily the same now that he was in ancient times. We shall, therefore, take a glance at the canoes of savage nations now existing, and thus shall form a good idea, we doubt not, of what canoes were in days of old.

Simplest among them all, perhaps, are the canoes of the North American Indians. These are built of thin laths and ribs of wood, and are covered with the bark of the birch-tree. The sheets of bark are not a quarter of an inch thick. Several sheets are used in the covering of one canoe. They are sewed together with the long pliant roots of the pine, and the seams are rendered tight with gum procured from the same tree. So light are these canoes, that two men can carry on their shoulders one capable of holding eight or ten men, with their provisions, etcetera, for a voyage of many months. They are of various sizes--from the hunting canoe which holds one Indian, to the largest canoe that carries fourteen. They are propelled by short paddles instead of oars.

Many and terrible are the risks run by _voyageurs_ who travel through the lakes and rivers of North America in these canoes.

The following anecdote is related of a narrow escape made by some fur-traders while descending one of the rivers in the backwoods of the Hudson Bay Territory:--One fine evening in autumn, a north-canoe was gliding swiftly down one of the noble bends in the river referred to. New, beautiful, and ever-changing scenes were being constantly opened up to the view of the _voyageurs_, whose plaintive and beautiful canoe-songs were rolling over the waters. Suddenly the song ceased as the distant roar of a waterfall struck their ears, and the steersmen-- for there are usually two, one in the bow and one in the stern--prepared to land and "_make a portage_,"--that is, carry the canoe and lading past the falls by land, and re-launch and re-load in the smooth water below.

The approach to the landing-place at the head of the fall was somewhat difficult, owing to a point of rock which projected into the stream in the direction of the fall, and round which point it was necessary to steer with some dexterity, in order to avoid being drawn into the strong current. The fearless guides, however, had often passed the place in former years in safety, and accordingly dashed at the point with reckless indifference, their paddles flinging a circle of spray over their heads as they changed from side to side with graceful but vigorous rapidity. The swift stream carried them quickly round the point of danger, and they had almost reached the quiet eddy near the landing-place when the stem of the canoe was caught by the current, which instantly whirled it out from the shore and carried it down stream like an arrow. Another moment, and the gushing water dragged them to the verge of the fall, which thundered and foamed among frightful chasms and rocks many feet below. It was the work of a moment. The stern of the canoe almost overhung the abyss, and the voyageurs plied their paddles with the desperation of men who felt that their lives depended on the exertions of the next awful minute. For a