The Survivors of the Chancellor.

by Jules Verne.

INTRODUCTION

THE SURVIVORS OF THE CHANCELLOR was issued in 1875. Shipwrecks occur in other of Verne's tales; but this is his only story devoted wholly to such a disaster. In it the author has gathered all the tragedy, the mystery, and the suffering possible to the sea. All the various forms of disaster, all the possibilities of horror, the depths of shame and agony, are heaped upon these unhappy voyagers. The acc.u.mulation is mathematically complete and emotionally unforgettable. The tale has well been called the "imperishable epic of shipwreck."

The idea of the book is said to have originated in the celebrated French painting by Gericault, "the Wreck of the Medusa," now in the Louvre gallery. The Medusa was a French frigate wrecked off the coast of Africa in 1816. Some of the survivors, escaping on a raft, were rescued by a pa.s.sing ship after many days of torture. Verne, however, seems also to have drawn upon the terrifying experiences of the British ship Sarah Sands in 1857, her story being fresh in the public mind at the time he wrote. The Sarah Sands caught fire off the African coast while on a voyage to India carrying British troops. There was gunpowder aboard liable to blow up at any moment. Some of it did indeed explode, tearing a huge hole in the vessel's side. A storm added to the terror, and the waters entering the breach caused by the explosion, combated with the fire. After ten days of desperate struggle, the charred and sinking vessel reached a port.

The extreme length of life which Verne allows his people in their starving, thirsting condition is proven possible by medical science and recent "fasting"' experiments. The dramatic climax of the tale wherein the castaways find fresh water in the ocean is based upon a fact, one of those odd geographical facts of which the author made such frequent, skillful and instructive use.

"Michael Strogoff" which, through its use as a stage play, has become one of the best known books of all the world, was first published in 1876. Its vivid, powerful story has made it a favorite with every red-blooded reader. Its two well-drawn female characters, the courageous heroine, and the stern, endurant, yearning mother, show how well Verne could depict the tenderer s.e.x when he so willed. Though usually the rapid movement and adventure of his stories leave women in subordinate parts.

As to the picture drawn in "Michael Strogoff" of Russia and Siberia, it is at once instructive and sympathetic. The horrors are not blinked at, yet neither is Russian patriotism ignored. The loyalty of some of the Siberian exiles to their mother country is a side of life there which is too often ignored by writers who dwell only on the darker view.

The Czar, in our author's hands, becomes the hero figure to the erection of which French "hero worship" is ever p.r.o.ne. The sarcasms thrown occasionally at the British newspaper correspondent of the story, show the changing att.i.tude of Verne toward England, and reflect the French spirit of his day.

The Survivors of the Chancellor

by Jules Verne

CHAPTER I

THE CHANCELLOR

CHARLESTON, September 27, 1898.--It is high tide, and three o'clock in the afternoon when we leave the Battery quay; the ebb carries us off sh.o.r.e, and as Captain Huntly has hoisted both main and top sails, the northerly breeze drives the Chancellor briskly across the bay. Fort Sumter ere long is doubled, the sweeping batteries of the mainland on our left are soon pa.s.sed, and by four o'clock the rapid current of the ebbing tide has carried us through the harbor mouth.

But as yet we have not reached the open sea we have still to thread our way through the narrow channels which the surge has hollowed out amongst the sand-banks. The captain takes a southwest course, rounding the lighthouse at the corner of the fort; the sails are closely trimmed; the last sandy point is safely coasted, and at length, at seven o'clock in the evening, we are out free upon the wide Atlantic.

The Chancellor is a fine square-rigged three-master, of 900 tons burden, and belongs to the wealthy Liverpool firm of Laird Brothers.

She is two years old, is sheathed and secured with copper, her decks being of teak, and the base of all her masts, except the mizzen, with all their fittings, being of iron. She is registered first cla.s.s, A1, and is now on her third voyage between Charleston and Liverpool. As she wended her way through the channels of Charleston harbor, it was the British flag that was lowered from her mast-head; but without colors at all, no sailor could have hesitated for a moment in telling her nationality,--for English she was, and nothing but English from her water-line upward to the truck of her masts.

I must now relate how it happens that I have taken my pa.s.sage on board the Chancellor on her return voyage to England.

At present there is no direct steamship service between South Carolina and Great Britain, and all who wish to cross must go either northward to New York or southward to New Orleans. It is quite true that if I had chosen a start from New York I might have found plenty of vessels belonging to English, French, or Hamburg lines, any of which would have conveyed me by a rapid voyage to my destination; and it is equally true that if I had selected New Orleans for my embarkation I could readily have reached Europe by one of the vessels of the National Steam Navigation Company, which join the French transatlantic line of Colon and Aspinwall. But it was fated to be otherwise.

One day, as I was loitering about the Charleston quays, my eye lighted on this vessel. There was something about the Chancellor that pleased me, and a kind of involuntary impulse took me on board, where I found the internal arrangements perfectly comfortable. Yielding to the idea that a voyage in a sailing vessel had certain charms beyond the transit in a steamer, and reckoning that with wind and wave in my favor there would be little material difference in time; considering, moreover, that in these low lat.i.tudes the weather in early autumn is fine and unbroken, I came to my decision, and proceeded forthwith to secure my pa.s.sage by this route to Europe.

Have I done right or wrong? Whether I shall have reason to regret my determination is a problem to be solved in the future. However, I will begin to record the incidents of our daily experience, dubious as I feel whether the lines of my chronicle will ever find a reader.

CHAPTER II

CREW AND Pa.s.sENGERS

SEPTEMBER 28.--John Silas Huntly, the captain of the Chancellor, has the reputation of being a most experienced navigator of the Atlantic.

He is a Scotchman by birth, a native of Dundee, and is about fifty years of age. He is of the middle height and slight build, and has a small head, which he has a habit of holding a little over his left shoulder. I do not pretend to be much of a physiognomist, but I am inclined to believe that my few hours' acquaintance with our captain has given me considerable insight into his character. That he is a good seaman and thoroughly understands his duties I could not for a moment venture to deny; but that he is a man of resolute temperament, or that he possesses the amount of courage that would render him, physically or morally, capable of coping with any great emergency, I confess I cannot believe. I observed a certain heaviness and dejection about his whole carriage. His wavering glances, the listless motion of his hands, and his slow, unsteady gait, all seem to me to indicate a weak and sluggish disposition. He does not appear as though he could be energetic enough ever to be stubborn; he never frowns, sets his teeth, or clenches his fists. There is something enigmatical about him; however, I shall study him closely, and do what I can to understand the man who, as commander of a vessel, should be to those around him "second only to G.o.d."

Unless I am greatly mistaken there is another man on board who, if circ.u.mstances should require it, would take the more prominent position--I mean the mate. I have hitherto, however, had so little opportunity of observing his character, that I must defer saying more about him at present.

Besides the captain and this mate, whose name is Robert Curtis, our crew consists of Walter, the lieutenant, the boatswain, and fourteen sailors, all English or Scotch, making eighteen altogether, a number quite sufficient for working a vessel of 900 tons burden. Up to this time my sole experience of their capabilities is, that under the command of the mate, they brought us skillfully enough through the narrow channels of Charleston; and I have no reason to doubt that they are well up to their work.

My list of the ship's officials is incomplete unless I mention Hobart the steward and Jynxstrop the negro cook.

In addition to these, the Chancellor carries eight pa.s.sengers, including myself. Hitherto, the bustle of embarkation, the arrangement of cabins, and all the variety of preparations inseparable from starting on a voyage for at least twenty or five-and-twenty days have precluded the formation of any acquaintanceships; but the monotony of the voyage, the close proximity into which we must be thrown, and the natural curiosity to know something of each other's affairs, will doubtless lead us in due time to an exchange of ideas. Two days have elapsed and I have not even seen all the pa.s.sengers. Probably sea-sickness has prevented some of them from making an appearance at the common table. One thing, however, I do know; namely, that there are two ladies occupying the stern cabin, the windows of which are in the aft-board of the vessel.

I have seen the ship's list, and subjoin a list of the pa.s.sengers. They are as follows:

Mr. and Mrs. Kear, Americans, of Buffalo.

Miss Herbey, a young English lady, companion to Mrs. Kear.

M. Letourneur and his son Andre, Frenchmen, of Havre.

William Falsten, a Manchester engineer.

John Ruby, a Cardiff merchant; and myself, J. R. Kazallon, of London.

CHAPTER III

BILL OF LADING

SEPTEMBER 29.--Captain Huntly's bill of lading, that is to say, the doc.u.ment that describes the Chancellor's cargo and the conditions of transport, is couched in the following terms:

Bronsfield and Co., Agents, Charleston:

I, John Silas Huntly, of Dundee, Scotland, commander of the ship Chancellor, of about 900 tons burden, now at Charleston, do purpose, by the blessing of G.o.d, at the earliest convenient season, and by the direct route, to sail for the port of Liverpool, where I shall obtain my discharge. I do hereby acknowledge that I have received from you, Messrs. Bronsfield and Co., Commission Agents, Charleston, and have placed the same under the gun-deck of the aforesaid ship, seventeen hundred bales of cotton, of the estimated value of 26,000 L., all in good condition, marked and numbered as in the margin; which goods I do undertake to transport to Liverpool, and there to deliver, free from injury (save only such injury as shall have been caused by the chances of the sea), to Messrs. Laird Brothers, or to their order, or to their representatives, who shall on due delivery of the said freight pay me the sum of 2,000 L. inclusive, according to the charter-party, and damages in addition, according to the usages and customs of the sea.

And for the fulfillment of the above covenant, I have pledged and do pledge my person, my property, and my interest in the vessel aforesaid, with all its appurtenances. In witness whereof, I have signed three agreements all of the same purport, on the condition that when the terms of one are accomplished, the other two shall be absolutely null and void.

Given at Charleston, September 13th, 1869.

J. S. HUNTLY.

From the foregoing doc.u.ment it will be understood that the Chancellor is conveying 1,700 bales of cotton to Liverpool; that the shippers are Bronsfield, of Charleston, and the consignees are Laird Brothers of Liverpool. The ship was constructed with the especial design of carrying cotton, and the entire hold, with the exception of a very limited s.p.a.ce reserved for pa.s.senger's luggage, is closely packed with the bales. The lading was performed with the utmost care, each bale being pressed into its proper place by the aid of screw-jacks, so that the whole freight forms one solid and compact ma.s.s; not an inch of s.p.a.ce is wasted, and the vessel is thus made capable of carrying her full complement of cargo.