The futile Spanish bravado, in refusing to lower their sails to any Englishman, after having displayed the white flag in token of surrender, is decidedly amusing; one cannot help wondering whether any one of them really persuaded himself that he had "saved his face" by such a piece of tomfoolery.

[Footnote 3: This traffic in "Bulls" from the Pope was, of course, a gross abuse of papal prerogative, which was probably engineered by some of his underlings for their own enriching. A packet of nearly one million and a half of such doc.u.ments obviously could not have been signed by the Pope himself.]

[Footnote 4: The fly-boat was a flat-bottomed Dutch vessel, with a high stern; probably the term is used loosely here, to distinguish between the two vessels; the _St. Peter_ more nearly resembling a fly-boat.]

PRIVATEERING IN THE SOUTH SEAS

[Ill.u.s.tration: WILLIAM DAMPIER, THE FAMOUS CIRc.u.mNAVIGATOR]

CHAPTER III

WILLIAM DAMPIER

The t.i.tle of this section requires, perhaps, some explanation; and first as to the phrase "South Seas." In the sixteenth and two following centuries this term was applied to that portion of the Pacific Ocean which borders the west coast of South America, from Cape Horn to the Gulf of Panama. It had been first exploited by the Spaniards, and became a great treasure-hunting ground for them, until France and England stepped in to obtain a share in the spoils, and the Spanish treasure-ships were tracked and waylaid by English privateers and men-of-war; which also attacked Spanish ports and towns.

To this end there were several privateering expeditions sent out, at the end of the seventeenth and during the eighteenth century: and it is of some of these that it is proposed to treat in this chapter.

In this connection, it is impossible to omit the name of William Dampier; for he was, for a time, a privateer captain, duly supplied with a commission to fight against the enemies of his sovereign. He had served, in his youth, in the Royal Navy, but had subsequently been in very bad company, sailing with the famous buccaneers, who were practically pirates, in the South Seas. This did not prevent him, however, from eventually obtaining, after many vicissitudes, the command of a man-of-war, the _Roebuck_: he lost his ship, and was tried by court-martial for cruelty to Lieutenant Fisher; and this was the end of his connection with the Navy, for the court found the charge proved against him, sentenced him to forfeit his pay, and p.r.o.nounced him to be an unfit person to command a king's ship.

Dampier was not, indeed, fit for any post of command, though he was a very distinguished man, by reason of his skill as a navigator, and the immense pains he took in noting and recording the characteristics, natural history, winds, currents, and every imaginable detail of those portions of the world which he visited. The results of his observations were treated with the greatest deference for generations afterwards, and in many respects hold good to the present day. His praises have been sung in all the languages of Europe, and one at least of his admirers alludes to him as "a man of exquisite refinement of mind." The word "refinement" must be taken as signifying, in this instance, the faculty of recognising and distinguishing between cause and effect in what came under his notice, a kind of natural intuition with regard to matters of scientific interest, a love of science for its own sake; for of refinement, in the commonly accepted sense of the word, Dampier certainly displayed a grievous lack, at least in his capacity as captain of a ship, even in those rough days.

However, after his trouble in the _Roebuck_, he was placed in command of a privateer, the _St. George_, of twenty-six guns, for a voyage to the South Seas, having for a consort a smaller vessel, the _Cinque Ports_, commanded by one Pickering, and they sailed from Kinsale--a favourite port of call and place of departure in those days--on September 11th, 1703.

The voyage was almost entirely a failure; the crews were more or less insubordinate from the first, neither Dampier nor Pickering knowing how to manage them. Pickering died when on the coast of Brazil, and Stradling, his mate, succeeded him.

When they had got round Cape Horn, and made the island of Juan Fernandez, the crews mutinied openly; some of them went on sh.o.r.e, and declared their intention of deserting altogether. When this was patched up, there still remained an utter lack of confidence between Dampier and his subordinates. The two ships engaged a French cruiser, against Dampier's wish, and the action was futile and ill-fought, so that the Frenchman got away. Nothing prospered with them.

Dampier was for ever making plans which held out the prospect of wealth, but had not the courage to follow them up. Alarmed at the sight of two French ships as they returned to Juan Fernandez, he sheered off, leaving a quant.i.ty of stores, and six men who had secreted themselves on the island. When at length they were in great straits for food, they captured a large Spanish ship laden with provisions; over this capture there was a final rupture between Dampier and Stradling, and they parted for good. They took two or three small vessels also, of no value, which only facilitated the defection of Dampier's followers. One of them Stradling had appropriated; in the other two, first John Clipperton, Dampier's mate, and then William Funnell, his steward, decamped, each with a party of men. The _St. George_ was too rotten to venture in any longer, and eventually, after plundering a small Spanish town, Dampier seized a brigantine, and sailed for the East Indies, only to be taken and imprisoned in a Dutch factory for some months. At last he arrived in England, towards the end of 1707, to find that William Funnell--who represented himself as Dampier's mate--had published an account of the cruise, in which Dampier was belittled and held up to ridicule.

Dampier immediately set to work and wrote a vindication of his conduct during the cruise--an angry and incoherent tirade, which probably convinced no one, and was answered shortly afterwards by one George Welbe, one of his former officers, in a pamphlet which was also a wordy and violent a.s.sault; but the impression finally left upon the mind of the reader is that Dampier was a very fine navigator and amateur scientist, but a very bad commander. We shall hear of him again very shortly, in a more subordinate capacity.

In connection with this luckless cruise, there is one incident of considerable interest, which should not be overlooked. The _Cinque Ports_ carried as sailing master one Alexander Selkirk, of Scotch extraction. Obviously, he must have been a seaman of considerable experience and capacity, to have been selected for this post; and presumably he would have knowledge of the navigation of the South Seas.

He had, in fact, quitted his home in Scotland at the age of eighteen, and been absent for six years, during part of which time he is believed to have been with the buccaneers.

When Captain Pickering died Selkirk viewed with great dissatisfaction the prospect of sailing under his successor, Stradling, whom he hated; and on the return of the _Cinque Ports_ to Juan Fernandez, after parting from Dampier, he took occasion of a violent quarrel with Stradling to carry out a mad project which he had formed some time previously--to desert the vessel and fend for himself on this or some other island.

Stradling took him at his word, and, when on the point of sailing, conveyed Selkirk, with all his traps, on sh.o.r.e and "dumped" him on the beach.

The Scotchman shook hands with his shipmates very cheerfully, wishing them luck, while Stradling, apprehensive of more desertions, kept calling to them to return to the boat, which they did.

As the boat pulled away, and Selkirk realised that he was to be left there, absolutely severed from all intercourse with mankind, probably for years, possibly until death, a sudden terrible revulsion of feeling rushed upon him, and he ran down the beach, wading into the sea, with outstretched hands imploring them to return and take him on board.

Stradling only mocked him; told him his conduct in asking to be landed was rank mutiny, and that his present situation was a very suitable one for such a fellow, as he would at least not be able to affect others by his bad example; and so rowed away and left him: and it was nearly four and a half years later that he was rescued, by the crew of another English privateer, as we shall see.

The special interest attached to this incident lies, of course, in the fact that, had Stradling not hardened his heart and rowed away, that wonderful book "Robinson Crusoe," the delight of our early years, would in all probability never have been written--or at least the princ.i.p.al portion, dealing with his life on the island, would not have been written; for it was undoubtedly the story of Alexander Selkirk's long, solitary sojourn on Juan Fernandez which gave Daniel Defoe the idea, though there is no reason to suppose that he obtained any details from Selkirk himself; indeed, the story of Robinson Crusoe and his adventures is, without doubt, pure romance. So there we may leave Alexander Selkirk for the present: a miserable man enough at first, we may well imagine.

CHAPTER IV

WOODES ROGERS

Captain Woodes Rogers was a very different stamp of man from Dampier, and far better adapted by nature for the command of a privateering expedition.

His father was a Bristol man, a sea-captain, and subsequently resided at Poole; Woodes Rogers the younger was probably born at Bristol, about the year 1678. Of his early life we know nothing in detail, but he was evidently brought up as a seaman and attained a good position, for in the year 1708 he proposed to some merchants of Bristol that they should fit out a couple of privateers for a voyage to the South Seas. Whether he put any money in the venture we do not know, but he held strong views as to the folly of permitting the French and Spaniards to have it all their own way in that part of the world, and put his case to such good purpose that the necessary funds were speedily forthcoming. We are told, in Seyer's "Memoirs of Bristol," that among the gentlemen who financed the business, and to the survivors of whom, sixteen in number, Rogers dedicates his account of the cruise, there were several Quakers: a remarkable statement which, if true, would appear to indicate that the privateering fever, with huge gains in prospect, was too much for the principles even of the Society of Friends.

Like many another sailor who has sat down to write an account of his doings, Rogers commences by disclaiming any pretensions to literary skill: "I had not time, were it my talent, to polish the stile; nor do I think it necessary for a mariner's journal." Nevertheless, the account is written in pleasing fashion, occasionally very quaint in phraseology, and has the merit also--which is decidedly lacking in some writings whereof great parade is made of "polishing the stile"--of being very lucid.

The two vessels, named the _Duke_, of 320 tons, 30 guns, and 117 men, and the _d.u.c.h.ess_, of 260 tons, 26 guns, and 108 men, sailed from King Road, near Bristol, on August 2nd, 1708, for Cork, where Rogers hoped to complete his crews, or exchange some of the very mixed company for more efficient seamen, having not more than twenty such on board, while the _d.u.c.h.ess_ was very little better off; so they were fortunate in not meeting with an enemy of any force on the way to Ireland; indeed, they appear to have sailed from Bristol in the greatest disorder--the rigging slack, ships out of trim, decks lumbered up, stores badly stowed, and so on, which must have gone greatly against the grain with a good seaman like Rogers. It is not difficult to imagine, however, the causes which led to such hurried departure: merchants who had been putting their hands in their pockets pretty freely for some months would be anxious to see the two ships at sea, commencing to rake in the spoil. Even the Quakers, perhaps, were impatient over the matter; and Rogers was probably told that it was time he was off.

However, he made good use of the time at Cork, and reconst.i.tuted his crews, if not entirely to his liking, at least with considerable improvement.

The owners, with, as we may conclude, the a.s.sistance of Rogers, had drawn up the const.i.tution of a council, by which the progress of the voyage was to be determined, and all questions and disputes were to be settled. This is a very sensible doc.u.ment, providing for all probable contingencies; and, in the event of an equality of votes upon any matter, the casting vote was to be given by Thomas Dover, Rogers's second in command, who was appointed president of the council; this brings us to the subject of the officers of the two ships, and we find some very improbable persons included among them.

In the first place, Thomas Dover, second captain, president of the council, and captain of the Marines, appears to have been neither a sailor nor soldier, but a doctor.[5] There were three lieutenants and three mates, but John Ballet, third mate, was "designed surgeon if occasion arose; he had been Captain Dampier's doctor, in his last unfortunate voyage round the world." Samuel Hopkins, a kinsman of Dover's, and an apothecary, was to act as Dover's lieutenant in case of landing a party. Then there was John Vigor, a "Reformado," to act as Dover's ensign if landed; while George Underwood and John Parker, _two young lawyers_, were designed to act as midshipmen. The whole arrangement has a savour of Gilbert and Sullivan, or Lewis Carroll, about it; one is irresistibly reminded of the "Hunting of the Snark,"

where the captain was a bellman, and had for his crew a butcher, a billiard-marker, and a beaver!

However, Rogers and his merry men were not for hunting any such shadowy affair as a "Snark"; they meant business, and the list of sub-officers includes further two midshipmen, c.o.xswain of the pinnace, surgeon, surgeon's mate, and a.s.sistant--they were well off in the medical branch--gunner, carpenter, with mate and three a.s.sistants; boatswain and mate; cooper, four quarter-masters, ship's steward, sailmaker, armourer, ship's corporal (who was also cook to the officers), and ship's cook.

Also, as sailing-master and pilot for the South Seas, William Dampier sailed under Rogers in the _Duke_, probably the best man who could have been found for the post; he was a member of the council, and was no doubt a very valuable addition to the staff.

The _d.u.c.h.ess_, commanded by Captain Stephen Courtney, was similarly officered, the second lieutenant being John Rogers, a brother of Woodes Rogers, some ten years his junior.

"Most of us," says Rogers, "the chief officers, embraced this trip of privateering round the world, to retrieve the losses we had sustained by the enemy. Our complement of sailors in both ships was 333, of which alone one-third were foreigners from most nations; several of her Majesty's subjects on board were tinkers, tailors, haymakers, pedlars, fiddlers, etc., one negro, and about ten boys. With this mixed gang we hoped to be well manned, as soon as they had learnt the use of arms, and got their sea-legs, which we doubted not soon to teach them, and bring them to discipline." Very hopeful!

One curious characteristic common to this mixed crew was that, as Rogers puts it, they "were continually marrying whilst we staid at Cork, though they expected to sail immediately. Among others there was a Dane coupled by a Romish priest to an Irish woman, without understanding a word of each other's language, so that they were forced to use an interpreter; yet I perceived this pair seemed more afflicted at separation than any of the rest. The fellow continued melancholy for several days after we were at sea. The rest, understanding each other, drank their cans of flip till the last minute, concluded with a health to our good voyage and their happy meeting, and then parted unconcerned."

This "continual marrying" const.i.tutes, in truth, a tribute to the character of Irish women; had it been at Wapping there would have been, it is to be feared, but little question of marrying.

Even when they had restowed their holds and set up the rigging, Rogers is somewhat disheartened over the condition of the two ships: "Our holds are full of provisions; our cables, a great deal of bread, and water-casks between decks: and 183 men aboard the _Duke_, with 151 aboard the _d.u.c.h.ess_: so that we are very much crowded and pestered ships, not fit to engage an enemy without throwing provision and store overboard."

However, they sailed on September 1st, in company with the _Hastings_ man-of-war and some other vessels, from whom they parted on the 6th, bound for Madeira; and a few days later there was trouble with the undisciplined crew, who had as yet found neither their sea-legs nor their manners.

Rogers had overhauled a vessel, sailing under Swedish colours; some of her crew, who were more or less drunk, had declared that she carried gunpowder and cables, so she was detained, in spite of the captain's remonstrances. However, no sign of any contraband goods could be discovered, so Rogers very properly let her go; upon which his men, who had no notion of going a-privateering without the joys of plunder, a.s.sumed a mutinous att.i.tude, the boatswain at their head--all the mutineers were Englishmen. One man was flogged, ten were put in irons, and with the remainder Rogers reasoned, admitting, however, that he was forced to wink at the conduct of some. Next day a seaman came aft, "with near half the ship's company of sailors following him, and demanded the boatswain out of irons. I desired him to speak with me by himself on the quarter-deck, which he did, where the officers a.s.sisted me, seized him [_i.e._ tied him up], and made one of his chief comrades whip him. This method I thought best for breaking any unlawful friendship among themselves; which, with different correction to other offenders, allayed the tumult, so that now they begin to submit quietly, and those in irons beg pardon and promise amendment."

An excellent method of "breaking friendship," unlawful or otherwise!

On September 18th, in sight of Teneriffe, a small Spanish vessel was captured, belonging to Orotava, a port of Teneriffe.