However, there are ships where, as an old grizzled mate once told me, “nothing ever seems to go right!” And, looking from the poop where we both stood (I had paid him a neighbourly call in dock), he added:  “She’s one of them.”  He glanced up at my face, which expressed a proper professional sympathy, and set me right in my natural surmise:  “Oh no; the old man’s right enough.  He never interferes.  Anything that’s done in a seamanlike way is good enough for him.  And yet, somehow, nothing ever seems to go right in this ship.  I tell you what:  she is naturally unhandy.”

The “old man,” of course, was his captain, who just then came on deck in a silk hat and brown overcoat, and, with a civil nod to us, went ashore.  He was certainly not more than thirty, and the elderly mate, with a murmur to me of “That’s my old man,” proceeded to give instances of the natural unhandiness of the ship in a sort of deprecatory tone, as if to say, “You mustn’t think I bear a grudge against her for that.”

The instances do not matter.  The point is that there are ships where things do go wrong; but whatever the ship—­good or bad, lucky or unlucky—­it is in the forepart of her that her chief mate feels most at home.  It is emphatically his end of the ship, though, of course, he is the executive supervisor of the whole.  There are his anchors, his headgear, his foremast, his station for manoeuvring when the captain is in charge.  And there, too, live the men, the ship’s hands, whom it is his duty to keep employed, fair weather or foul, for the ship’s welfare.  It is the chief mate, the only figure of the ship’s afterguard, who comes bustling forward at the cry of “All hands on deck!” He is the satrap of that province in the autocratic realm of the ship, and more personally responsible for anything that may happen there.

There, too, on the approach to the land, assisted by the boatswain and the carpenter, he “gets the anchors over” with the men of his own watch, whom he knows better than the others.  There he sees the cable ranged, the windlass disconnected, the compressors opened; and there, after giving his own last order, “Stand clear of the cable!” he waits attentive, in a silent ship that forges slowly ahead towards her picked-out berth, for the sharp shout from aft, “Let go!” Instantly bending over, he sees the trusty iron fall with a heavy plunge under his eyes, which watch and note whether it has gone clear.

For the anchor “to go clear” means to go clear of its own chain.  Your anchor must drop from the bow of your ship with no turn of cable on any of its limbs, else you would be riding to a foul anchor.  Unless the pull of the cable is fair on the ring, no anchor can be trusted even on the best of holding ground.  In time of stress it is bound to drag, for implements and men must be treated fairly to give you the “virtue” which is in them.  The anchor is an emblem of hope, but