Five Years Under the Southern Cross: Experiences and Impressions. Frederic C. Spurr
is gathering.
The creation of a new and a final factor in the situation is due to the opening of the Panama Canal. This mighty engineering work has now been completed, and the waters of the Atlantic and Pacific Oceans at last mingle. The canal has primarily, so the majority seem to think, a mercantile importance. It has brought the eastern coastline of the United States into direct and rapid communication by water with Australia, China, the islands of the Pacific, and a rich tropical zone, the exploiting of which, commercially, will mean much for American, British, and other markets. For purposes of trade, the canal is one of the most important water highways ever constructed. A new centre of shipping activity has been opened up, with consequences the extent of which at present can hardly be computed.
The canal, however, has a political importance which surpasses all else. To use the words of an American statesman, “this canal means infinitely more than the opening of a passage between one sea and another; it may yet mean the transference of international interests from the Mediterranean to the Pacific.”A What part the canal will play in such an event need not be discussed here. The point is that a displacement of political power—an entire change of interests—is by no means improbable; and, indeed, if the East, awakening, comes into the possession of its proper inheritance, it is more than likely to happen. What, then, of our relative interests in the North Sea and in the Indian Ocean? We British are so accustomed to the idea of government from a centre in a little island called “Britain” that we should probably scoff at the suggestion that one day, owing to a change of interests and the presenting of new aspects of powerful Eastern life, we might find it convenient and necessary to make Australia and not Britain the governmental centre of the Empire. But the idea may be worth thinking over for all that. Similar things have happened to other peoples before, and they may happen again. Putting aside all opinions and predictions, the simple facts remain that Australia at present is situated in the very centre of the British Empire, and that it is within easy touch of those nations which, by every sign, have to be seriously reckoned with in the near future.
A This was written before the Great European War broke out. Whatever be the issue of this war, the main contention of the above paragraphs remains true.
Australia is in the possession of the British people. This is a trite enough remark to make, but the remarkable thing, when we really think about it, is that the remark can be so easily made. The wonder is that it is not Dutch or Spanish or French. Explorers from each of these lands discovered it, and left it unoccupied. When the Dutch were foraging in Southern waters, they were the finest seamen of their time. Small as a nation, they were great business people and fine colonists. Yet they left Australia behind, after a passing acquaintance with its coast. It was reserved for Captain Cook to claim the hitherto terra incognita in the name of the people of Britain. To people who recognise in historical events nothing but the collisions of chance, the exploit of Captain Cook was a lucky adventure. To those of us who try to look below the surface of things, the event was a providence. Let the enemies of Britain say their worst of us—and they can point to many a discreditable thing in our history—it remains true that British sentiment, enlightened by Christianity, has more and more tended towards liberty and justice for all the people who come under her sway. Under any other flag would Australia, with all its faults, have become the country that it is?
If Divine destiny, and not blind chance, has reserved for the British race this immense country of Australia, and the British people faithfully fulfil their Divine and human mission in the world, then it is easy to perceive that this new land in the Southern Ocean will become a centre of healthful influence for the entire Pacific. And if to British influence in the South there is joined—through the medium of the Panama Canal—a powerful American influence of the highest quality, the Pacific may yet lead the world’s future, as the Mediterranean has for hundreds of years led the past.
CHAPTER I
GOING TO THE ENDS OF THE EARTH
To the Australian shores there pass, in ever-increasing numbers, steamers of every size and of every nationality. They go from America, from India, from Japan, from China, from France, and from Britain. The world has discovered Australia to be a fine continent for business. Year by year the tonnage of steamers grows. It is a far cry from the little cockle-boat of 300 tons which touched at Sydney Harbour a century ago to the new majestic liners of 13,000 tons which now ply between Tilbury and Sydney. The limitations of the Suez Canal seem to have determined the size of the largest steamers outward bound by that route. Via the Cape, there are no such restrictions; hence the White Star Company has been able to place its steamer, the Ceramic, a vessel of 18,000 tons, on the Australian trade, and the limit is not yet reached. There is no reason why steamers equal to the Atlantic greyhounds should not yet ply between Britain and Melbourne. The twin difficulties would be, obviously, fuel and food. The shorter journeys between England and Canada, England and the States, or England and the Mediterranean, offer no difficulty in the way of coal or provisions. But what of a voyage of six or seven weeks? The present arrangements are marvellous enough. Passengers pass from port to port without anxiety. Their table is always well spread. There is enough and to spare. Even at the end of a long voyage English sole and salmon appear on the menu for dinner. How is it all accomplished? The ease of working means that behind all there is a perfect organisation, which for the average passenger, however, remains enveloped in mystery. The varied menus at table indicate the existence of an immense reserve somewhere in the ship. I determine, if possible, to fathom the secret of a ship’s working. The man who knows everything is the purser, but previous experience makes me shy of pursers—at least, some of them. I remember the uniform, the haughty manners, the snobbishness, the air of condescension, the impression that a god had descended to earth and taken to the career of a purser. Is our purser of this type? I wonder! I approach him, and find him to be a splendid fellow—dignified, kind, courteous, and ready to do all in his power to satisfy my request. He places in my hands a book of romance. In point of fact, it is a book of quantities and prices, of descriptions and instructions; page after page deals with edibles of all kinds. To the purser all this is business; to me it is romance and miracle, for it represents the arrangements made to feed a little world, cut off from the rest of men, and launched upon the immense waters of the ocean.
These pages of dry figures, matter-of-fact as they are, simple as they are, represent years of experience and experiment. There is no likelihood of passengers ever starving; a generous margin is allowed, over and above actual needs, for eventualities. Nor is there likelihood of monotony in menus. The variety of provisions is astounding. These pages, dealing with the commissariat of the ship, contain a list of thirty-eight different kinds of soup, nearly 100 varieties of fish, entrées and sauces galore. The fundamentals of eating and drinking bulk more largely, of course, than anything else. Thus this ship started on its voyage with 1,400 lbs. of biscuits, 76 barrels and 216 bags of flour, 5,000 lbs. of butter, 10,000 eggs, 1,500 lbs. of coffee, and 10,000 lbs. of beef. Sugar is the heaviest item of all, being 12,000 lbs. Then follow hundreds of bottles of preserved fruit, poultry and game of all kinds, dried fruits of every description, jams, jellies, and marmalade to repletion, tinned meats and fish, raisins, currants, salt, milk, bacon, and vegetables of all kinds. Nothing seems missing. The list is prodigious. Not a taste is left unprovided for. At every port fresh provisions are taken in. The purser has a list of tradesmen at every place of call. He knows exactly what can be obtained, where it can be obtained, when, and at what price. His book informs him that it is not advisable to procure certain things at certain places. There are regular providers who undertake to furnish the ship with provisions. Woe to any of these men if they play tricks with the company; if for once only they supply inferior food their names are forthwith struck off the list, and no amount of pleading will succeed in having them replaced there. It is the unpardonable sin to supply stuff of inferior quality. I noted a line in the instructions which means much: “The company pay full price (for articles), and they expect none but the best quality.”
So this is how the purchasing