Chapter II (3)

How pleasing is our commuter's simplicity! A cage of white mice, or a crated goat (such are to be seen now and then on the Jamaica platform) will engage his eye and give him keen amusement. Then there is that game always known (in the smoking car) as "pea-knuckle." The sight of four men playing will afford contemplative and apparently intense satisfaction to all near. They will lean diligently over seat-backs to watch every play of the cards. They will stand in the aisle to follow the game, with apparent comprehension. Then there are distinguished figures that move through the observant commuter's peep-show. There is the tall young man with the beaky nose, which (as Herrick said)

Is the grace
And proscenium of his face.

He is one of several light-hearted and carefree gentry who always sit together and are full of superb cheer. Those who travel sometimes with twinges of perplexity or skepticism are healed when they see the magnificent assurance of this creature. Every day we hear him making dates for his cronies to meet him at lunch time, and in the evening we see him towering above the throng at the gate. We like his confident air toward life, though he is still a little too jocular to be a typical commuter.

But the commuter, though simple and anxious to be pleased, is shrewdly alert. Every now and then they shuffle the trains at Jamaica just to keep him guessing and sharpen his faculty of judging whether this train goes to Brooklyn or Penn Station. His decisions have to be made rapidly. We are speaking now of Long Island commuters, whom we know best; but commuters are the same wherever you find them. The Jersey commuter has had his own celebrant in Joyce Kilmer, and we hope that he knows Joyce's pleasant essay on the subject which was published in that little book, "The Circus and Other Essays." But we gain-say the right of Staten Islanders to be classed as commuters. These are a proud and active sort who are really seafarers, not commuters. Fogs and ice floes make them blench a little; but the less romantic troubles of broken brake-shoes leave them unscotched.

Of Long Island commuters there are two classes: those who travel to Penn Station, those who travel to Brooklyn. Let it not be denied, there is a certain air of aristocracy about the Penn Station clique that we cannot waive. Their tastes are more delicate. The train-boy from Penn Station cries aloud "Choice, delicious apples," which seems to us almost an affectation compared to the hoarse yell of our Brooklyn news-agents imploring "Have a comic cartoon book, 'Mutt and Jeff,' 'Bringing Up Father,' choclut-covered cherries!" The club cars all go to Penn Station: there would be a general apoplexy in the lowly terminal at Atlantic Avenue if one of those vehicles were seen there. People are often seen (on the Penn Station branch) who look exactly like the advertisements in _Vanity Fair_. Yet we, for our humility, have treasures of our own, such as the brightly lighted little shops along Atlantic Avenue and a station with the poetic name of Autumn Avenue. The Brooklyn commuter points with pride to his monthly ticket, which is distinguished from that of the Penn Station nobility by a red badge of courage--a bright red stripe. On the Penn Station branch they often punch the tickets with little diamond-shaped holes; but on our line the punch is in the form of a heart.

When the humble commuter who is accustomed to travelling via Brooklyn is diverted from his accustomed orbit, and goes by way of the Pennsylvania Station, what surprising excitements are his. The enormousness of the crowd at Penn Station around 5 P.M. causes him to realize that what he had thought, in his innocent Brooklyn fashion, was a considerable mob, was nothing more than a trifling scuffle. But he notes with pleasure the Penn Station habit of letting people through the gate before the train comes in, so that one may stand in comparative comfort and coolness downstairs on the train platform. Here a vision of luxury greets his eyes that could not possibly be imagined at the Brooklyn terminal--the Lehigh Valley dining car that stands on a neighbouring track, the pink candles lit on the tables, the shining water carafes, the white-coated stewards at attention. At the car's kitchen window lolls a young coloured boy in a chef's hat, surveying the files of proletarian commuters with a glorious calmness of scorn and superiority. His mood of sanguine assurance and self-esteem is so complete, so unruffled, and so composed that we cannot help loving him. Lucky youth, devoid of cares, responsibilities, and chagrins! Does he not belong to the conquering class that has us all under its thumb? What does it matter that he (probably) knows less about cooking than you or I? He gazes with glorious cheer upon the wretched middle class, and as our train rolls away we see him still gazing across the darkling cellars of the station with that untroubled gleam of condescension, his eyes seeming (as we look back at them) as large and white and unspeculative as billiard balls.

In the eye of one commuter, the 12:50 SATURDAY ONLY is the most exciting train of all. What a gay, heavily-bundled, and loquacious crowd it is that gathers by the gate at the Atlantic Avenue terminal. There is a holiday spirit among the throng, which pants a little after the battle down and up those steps leading from the subway. (What a fine sight, incidentally, is the stag-like stout man who always leaps from the train first and speeds scuddingly along the platform, to reach the stairs before any one else.) Here is the man who always carries a blue cardboard box full of chicks. Their plaintive chirpings sound shrill and disconsolate. There is such a piercing sorrow and perplexity in their persistent query that one knows they have the true souls of minor poets. Here are two cheerful stenographers off to Rockaway for the week-end. They are rather sarcastic about another young woman of their party who always insists on sleeping under sixteen blankets when at the shore.

But the high point of the trip comes when one changes at Jamaica, there boarding the 1:15 for Salamis. This is the train that on Saturdays takes back the two famous club cars, known to all travellers on the Oyster Bay route. Behind partly drawn blinds the luncheon tables are spread; one gets narrow glimpses of the great ones of the Island at their tiffin. This is a militant moment for the white-jacketed steward of the club car. On Saturdays there are always some strangers, unaccustomed to the ways of this train, who regard the two wagons of luxury as a personal affront. When they find all the seats in the other cars filled they sternly desire to storm the door of the club car, where the proud steward stands on guard. "What's the matter with this car?" they say. "Nothing's the matter with it," he replies. Other more humble commuters stand in the vestibule, enjoying these little arguments. It is always quite delightful to see the indignation of these gallant creatures, their faces seamed with irritation to think that there should be a holy of holies into which they may not tread.

A proud man, and a high-spirited, is the conductor of the 4:27 on weekdays. This train, after leaving Jamaica, does not stop until Salamis is reached. It attains such magnificent speed that it always gets to Salamis a couple of minutes ahead of time. Then stands the conductor on the platform, watch in hand, receiving the plaudits of those who get off. The Salamites have to stand patiently beside the train--it is a level crossing--until it moves on. This is the daily glory of this conductor, as he stands, watch in one hand, the other hand on the signal cord, waiting for Time to catch up with him. "_Some_ train," we cry up at him; he tries not to look pleased, but he is a happy man. Then he pulls the cord and glides away.

Among other articulations in the anatomy of commuting, we mention the fact that no good trainman ever speaks of a train _going_ or _stopping_ anywhere. He says, "This train _makes_ Sea Cliff and Glen Cove; it don't make Salamis." To be more purist still, one should refer to the train as "he" (as a kind of extension of the engineer's personality, we suppose). If you want to speak with the tongue of a veteran, you will say, "He makes Sea Cliff and Glen Cove."

The commuter has a chance to observe all manner of types among his brethren. On our line we all know by sight the two fanatical checker players, bent happily over their homemade board all the way to town. At Jamaica they are so absorbed in play that the conductor--this is the conductor who is so nervous about missing a fare and asks everyone three times if his ticket has been punched--has to rout them out to change to the Brooklyn train. "How's the game this morning?" says someone. "Oh, I was just trimming him, but they made us change." However thick the throng, these two always manage to find seats together. They are still hard at it when Atlantic Avenue is reached, furiously playing the last moves as the rest file out. Then there is the humorous news-agent who takes charge of the smoking car between Jamaica and Oyster Bay. There is some mysterious little game that he conducts with his clients. Very solemnly he passes down the aisle distributing rolled-up strips of paper among the card players. By and by it transpires that some one has won a box of candy. Just how this is done we know not. Speaking of card players, observe the gaze of anguish on the outpost. He dashes ahead, grabs two facing seats and sits in one with a face contorted with anxiety for fear that the others will be too late to join him. As soon as a card game is started there are always a half dozen other men who watch it, following every play with painful scrutiny. It seems that watching other people play cards is the most absorbing amusement known to the commuter.

Then there is the man who carries a heavy bag packed with books. A queer creature, this. Day by day he lugs that bag with him yet spends all his time reading the papers and rarely using the books he carries. His pipe always goes out just as he reaches his station; frantically he tries to fill and light it before the train stops. Sometimes he digs deeply into the bag and brings out a large slab of chocolate, which he eats with an air of being slightly ashamed of himself. The oddities of this person do not amuse us any the less because he happens to be ourself.

So fares the commuter: a figure as international as the teddy bear. He has his own consolations--of a morning when he climbs briskly upward from his dark tunnel and sees the sunlight upon the spread wings of the Telephone and Telegraph Building's statue, and moves again into the stirring pearl and blue of New York's lucid air. And at night, though drooping a little in the heat and dimness of those Oyster Bay smoking cars, he is dumped down and set free. As he climbs the long hill and tunes his thoughts in order, the sky is a froth of stars.

THE PERMANENCE OF POETRY

We heard a critic remark that no great sonnets are being written nowadays. What (he said morosely) is there in the way of a recent sonnet that is worthy to take its place in the anthologies of the future beside those of Sir Philip Sidney, Milton, Wordsworth, Keats, Mrs. Browning, Louise Guiney, Rupert Brooke, or Lizette Reese? (These were the names he mentioned.)

This moves us to ask, how can you tell? It takes time for any poem to grow and ripen and find its place in the language. It will be for those of a hundred or more years hence to say what are the great poems of our present day. If a sonnet has the true vitality in it, it will gather association and richness about it as it traces its slender golden path through the minds of readers. It settles itself comfortably into the literary landscape, incorporates itself subtly into the unconscious thought of men, becomes corpuscular in the blood of the language. It comes down to us in the accent of those who have loved and quoted it, invigorated by our subtle sense of the permanent rightness of its phrasing and our knowledge of the pleasure it has given to thousands of others. The more it is quoted, the better it seems.

All this is a slow process and an inscrutable. No one has ever given us a continuous history of any particular poem, tracing its history and adventures after its first publication--the places it has been quoted, the hearts it has rejoiced. It could only be done by an infinity of toil and a prodigal largesse to clipping bureaus. It would be a fascinating study, showing how some poems have fought for their lives against the evaporation of Time, and how they have come through, sometimes, because they were carried and cherished in one or two appreciative hearts. But the point to bear in mind is, the whole question of the permanence of poetry is largely in the hands of chance. If you are interested to observe the case of some really first-class poetry which has been struggling for recognition and yet shows, so far, no sign of breaking through into the clear light of lasting love and remembrance, look at the poems of James Elroy Flecker.

Generally speaking, one law is plain: that it is not until the poet himself and all who knew him are dead, and his lines speak only with the naked and impersonal appeal of ink, that his value to the race as a permanent pleasure can be justly appraised.

There is one more point that perhaps is worth making. It is significant of human experience that the race instinctively demands, in most of the poetry that it cares to take along with it as permanent baggage, a certain honourable sobriety of mood. Consider Mr. Burton E. Stevenson's great "Home Book of Verse," that magnificent anthology which may be taken as fairly indicative of general taste in these matters. In nearly 4,000 pages of poetry only three or four hundred are cynical or satirical in temper. Humanity as a whole likes to make the best of a bad job: it grins somewhat ruefully at the bitter and the sardonic; but when it is packing its trunk for the next generation it finds most room for those poets who have somehow contrived to find beauty and not mockery in the inner sanctities of human life and passion. This thought comes to us on reading Aldous Huxley's brilliant and hugely entertaining book of poems called "Leda." There is no more brilliant young poet writing to-day; his title poem is nothing less than extraordinary in pagan and pictorial beauty, but as a whole the cynical and scoffish tone of carnal drollery which gives the book its appeal to the humorously inclined makes a very dubious sandal for a poet planning a long-distance run. Please note that we are not taking sides in any argument: we ourself admire Mr. Huxley's poems enormously; but we are simply trying, clumsily, to state what seem to us some of the conditions attaching to the permanence of beauty as arranged in words.

It is not to be supposed that you have done your possible when you have read a great poem once--or ten times. A great poem is like a briar pipe--it darkens and mellows and sweetens with use. You fill it with your own glowing associations and glosses, and the strong juices seep through, staining and gilding the grain and fibre of the words.

BOOKS OF THE SEA

The National Marine League asks, What are the ten best books of the sea? Without pondering very deeply on the matter, and confining ourself to prose, we would suggest the following as our own favourites:

_Typhoon, by Joseph Conrad
The Nigger of the "Narcissus," by Joseph Conrad
The Mirror of the Sea, by Joseph Conrad
Captains Courageous, by Rudyard Kipling
The Brassbounder, by David W. Bone
Salt of the Sea, by Morley Roberts
Mr. Midshipman Easy, by Captain Marryat
The Wreck of the "Grosvenor," by Clark Russell
Moby Dick, by Herman Melville
An Ocean Tramp, by William McFee._

If one is allowed to include books that deal partially with salt water, one would have to add "Treasure Island," "Casuals of the Sea," by McFee, and "Old Junk," by Tomlinson. The kind of shallow-water sea tales that we love to read after supper, with our feet on the nearest chair and a decent supply of tobacco handy, are the delicious stories by W.W. Jacobs. Dana's "Two Years Before the Mast," which is spoken of as a classic, we have never read. We have always had a suspicion of it, we don't know why. Before we tackle it we shall re-read "The Water Babies." We have always found a good deal of innocent cheer in the passages in John Woolman's Journal describing his voyage from Philadelphia to London in 1772. Friend Woolman, like the sturdy Quaker that he was, was horrified (when he went to have a look at the ship _Mary and Elizabeth_) to find "sundry sorts of carved work and imagery" on that part of the vessel where the cabins were; and in the cabins themselves he observed "some superfluity of workmanship of several sorts." This subjected his mind to "a deep exercise," and he decided that he would have to take passage in the steerage instead of the cabin. Having our self made use of the steerage aforetime, both in the _Mauretania_ and humbler vessels, we feel a certain kindred sympathy for his experiences. We have always enjoyed his remark: "The wind now blew vehemently, and the sea wrought to that degree that an awful seriousness prevailed."

To come to poetry, we suppose that the greatest sea-poet who never ventured on anything more perilous than a ferry-boat was Walt Whitman. Walt, one likes to think, would have been horribly sea-sick if he had ventured out beyond the harbour buoy. A good deal of Walt's tempestuous uproar about the glories of America was undoubtedly due to the fact that he had never seen anything else. Speaking of Walt reminds us that one book of the sea that we have never read (for the best of reasons: it has not been written) might be done by Thomas Mosher, the veteran tippler of literary minims. Mr. Mosher, we understand, "followed" the sea in his youth. Not long ago, when Mr. Mosher published that exquisite facsimile of the 1855 "Leaves of Grass," we asked him when and how he first came in contact with Whitman's work. He said:

I don't suppose there was anything particularly interesting
about my first acquaintance with Whitman, which at 14 years of
age I made in my old family mansion situated at Smith's Corner,
America. I had been taking "The Galaxy" from its start, only a
few months previous to the date I mention. I can still see
myself in the sitting room of the old house. Smith's Cor.,
America, I will remind you, is a portion of Biddeford, Me. An
extra "d" has got into the old English name--which, by the way,
only a year later I passed through after a shipwreck on the
Devonshire coast. (That was in 1867.) No one ever told me
anything about Walt.

These amateurish speculations on maritime books are of no value except for the fact that they elicited an interesting letter from an expert on these matters. William McFee wrote us as follows:--

"The first thing I laid my hands on this evening, while hunting
for some forgotten nugget of wisdom in my note-books filled
with Mediterranean brine, was that list of books for a
projected sea library. Perpend....

_The Sea Farer's Library_

Tom Cringle's Log Michael Scott
Two Years Before the Mast Dana
Midshipman Easy Marryat
Captains Courageous Kipling
The Flying Cloud Morley Roberts
The Cruise of the Cachalot Frank T. Bullen
Log of a Sea Waif Frank T. Bullen
The Salving of a Derelict Maurice Drake
The Grain Carriers Edward Noble
Marooned Clark Russell
Typhoon Conrad
Toilers of the Sea Hugo
An Iceland Fisherman Loti
The Sea Surgeon D'Annunzio
The Sea Hawk Sabatini

"A good many of these need no comment. Attention is drawn not
to the individual items, but to the balance of the whole. That
is the test of a list. But there is a good balance, a balance
of power, and a balance of mere weight or prestige. It is the
power we are after here. Regard for a moment the way 'Tom
Cringle' balances Dana's laconic record of facts. No power on
earth could hold 'Tom Cringle' to facts, with the result that
his story is more truly a representation of sea life in the old
navy than a ton of statistics. He has the seaman's mind, which
Dana had not.

"Then again 'Captains Courageous' and 'The Flying Cloud'
balance each other with temperamental exactitude. Each is a
fine account of sea-doings with a touch of fiction to keep the
sailor reading, neither of them in the very highest class. 'The
Cruise of the Cachalot' is balanced by the 'Log of a Sea Waif,'
each in Bullen's happier and less evangelical vein. I was
obliged to exclude 'With Christ at Sea,' not because it is
religious, but because it does not balance. It would give the
whole list a most pronounced 'list,' if you will pardon the
unpardonable.... I regret this because 'With Christ at Sea' has
some things in it which transcend anything else Bullen ever
wrote.

"Now we come to a couple of books possibly requiring a little
explanation. 'The Salving of a Derelict' is a remarkably able
story of a man's reclamation. I believe Maurice Drake won a
publisher's prize with it as a first novel some years ago. It
was a winner among the apprentices, I remember. 'The Grain
Carriers' is a grim story of greedy owners and an unseaworthy
ship by an ex-master mariner whose 'Chains,' while not a sea
story, is tinged with the glamour of South American shipping,
and is obviously a work written under the influence of Joseph
Conrad. 'Marooned' and 'Typhoon' balance (only you mustn't be
too critical) as examples of the old and new methods of telling
a sea story.

"'The Sea Surgeon' is one of a collection of stories about the
Pescarese, which D'Annunzio wrote years ago. They are utterly
unlike 'II Fuoco' and the other absurd tales on which
translators waste their time. In passing one is permitted to
complain of the persistent ill-fortune Italian novelists suffer
at the hands of their English translators.

"Assuming, however, that our seafarer wants a book or two of
what is euphemistically termed 'non-fiction,' here are a few
which will do him no harm:

"Southey's 'Life of Nelson.'

"'The Influence of Sea Power Upon History,' Mahan.

"Admiral Lord Beresford's 'Memoirs.'

"The Diary of Samuel Pepys, F.R.S., Secretary to the Admiralty
in the Reign of Charles II and James II. It is most grievously
overlooked that Samuel was the first to draft a naval Rate
Book, which is a sort of indexed lexicon of everything one
needs 'for fighting and sea-going efficiency.' And it is a
pleasure, chastened by occasional fits of ill-temper, to
discover that the present British Naval Rate Book hath in it
divers synonyms coeval with Samuel and his merry monarchs. As
when the present writer tried to order some hammer-handles and
discovered after much tribulation that the correct naval
equivalent for such is 'ash-helms.' Whereupon he toilfully
rewrote his requisitions 'and so to bed.'

"Another suggestion I might make is a volume to be compiled,
containing the following chapters:

I. "Landsmen Admirals," Generals Blake and Monk.
II. "A Dutch Triumvirate," Van Tromp, De Witt and De Ruyter.
III. "Napoleon as a Sea Tactician."
IV. "Decatur and the Mediterranean Pirates."
V. "The Chesapeake and the Shannon."
VI. "The Spanish-American Naval Actions."
VII. "The Russo-Japanese Naval Actions."
VIII. "The Turko-Italian Naval Actions."
Conclusion. "Short Biography of Josephus Daniels."

"Only deep-water sailors would be able to take this suggested
library to sea with them, because a sailor only reads at sea.
When the landward breeze brings the odours of alien lands
through the open scuttle one closes the book, and if one is a
normal and rational kind of chap and the quarantine regulations
permit, goes ashore."

Gruesome as anything in any seafaring pirate yarn is Trelawny's description (in "Recollections of the Last Days of Shelley and Byron") of the burning of Shelley's body on the seashore near Via Reggio. The other day, in company with two like-minded innocents, we visited a bookshop on John Street where we found three battered copies of this great book, and each bought one, with shouts of joy. The following day, still having the book with us, we dropped in to see the learned and hospitable Dr. Rosenbach at his new and magnificent thesaurus at 273 Madison Avenue. We showed him the book, because every time one shows the doctor a book he can startle you by countering with its original manuscript or something of that sort. We said something about Shelley and Trelawny, in the hope of starting him off. He smiled gently and drew out a volume from a shelf. It was the copy of "Prometheus Unbound" that Shelley had given Trelawny in July, 1822, with an inscription. As the poet was drowned on July 8, 1822, it probably was the last book he ever gave away.

One wonders what may have become of the log of the American clipper that Shelley and Trelawny visited in the harbour of Leghorn shortly before Shelley's death. Shelley had said something in praise of George Washington, to which the sturdy Yankee skipper replied: "Stranger, truer words were never spoken; there is dry rot in all the main timbers of the Old World, and none of you will do any good till you are docked, refitted, and annexed to the New. You must log that song you sang; there ain't many Britishers that will say as much of the man that whipped them; so just set these lines down in the log!"

Whereupon Shelley autographed the skipper's log for him, with some sentiments presumably gratifying to American pride, and drank some "cool peach brandy." It was his last drink.

We ourself, just as much as Shelley, enjoy visiting ships, and have had some surprising adventures in so doing. We remember very clearly our first call upon William McFee, when he was First Assistant Engineer in S.S. _Turrialba_. But getting aboard vessels is a much more complicated and diplomatic task than it was in Shelley's day. Even when armed with Mr. McFee's autographed card, it was by no means easy. We went dutifully up to the office of the United Fruit Company at Pier 9, to apply for a pass, and were surveyed with grim suspicion. Why, we asked gently, in these peaceful times is it so difficult to visit a friend who happens to be in a ship? Prohibition, said the candid clerk, and a whole province of human guile was thereby made plain to our shrinking mind. Mortals incline readily to sin, it seems, and apparently evil and base men will even go so far as to pretend a friendship with those who go down to wet territory in ships, simply for the sake of--well, we cannot bring ourself to mention it. "How do you know Mr. McFee wants to see you?" we were asked. Luckily we had Mac's card to prove it.

We had long wanted to see Mr. McFee in his sea-going quarters, where he writes his books and essays (so finely flavoured with a rich ironical skepticism as to the virtues of folk who live on shore). Never was a literary sanctum less like the pretentious studios of the imitation litterateurs. In a small cabin stood our friend, in his working dungarees (if that is what they are called) talking briskly with the Chief and another engineer. The conversation, in which we were immediately engulfed, was so vivacious that we had small chance to examine the surroundings as we would have liked to. But save for the typewriter on the desk and a few books in a rack, there was nothing to suggest literature. "Plutarch's Lives," we noticed--a favourite of Mac's since boyhood; Frank Harris's "The Bomb" (which, however, the Chief insisted belonged to him), E.S. Martin's "Windfalls of Observation," and some engineering works. We envied Mac the little reading lamp at the head of his bunk.

We wish some of the soft-handed literary people who bleat about only being able to write in carefully purged and decorated surroundings could have a look at that stateroom. In just such compartments Mr. McFee has written for years, and expected to finish that night (in the two hours each day that he is able to devote to writing) his tale, "Captain Macedoine's Daughter." As we talked there was a constant procession of in-comers, most of them seeming to the opaque observation of the layman to be firemen discussing matters of overtime. On the desk lay an amusing memorandum, which the Chief referred to jocularly as one of Mac's "works," anent some problem of whether the donkeyman was due certain overtime on a Sunday when the _Turrialba_ lay in Hampton Roads waiting for coal. On the cabin door was a carefully typed list marked in Mr. McFee's hand "Work to Do." It began something like this:

_Main Engine Pump-Link Brasses
Fill Up Main Engine Feed Pump and Bilge Rams
Open and Scale After Port Boiler
Main Circulator Impeller to Examine
Hydrokineter Valve on Centre Boiler to be Rejointed_

The delightful thing about Mr. McFee is that he can turn from these things, which he knows and loves, to talk about literary problems, and can out-talk most literary critics at their own game.

He took us through his shining engines, showing us some of the beauty spots--the Weir pumps and the refrigerating machinery and the thrust-blocks (we hope we have these right), unconsciously inflicting upon us something of the pain it gives the bungling jack of several trades when he sees a man who is so fine a master not merely of one, but of two--two seemingly diverse, but in which the spirit of faith and service are the same. "She's a bonny ship," he said, and his face was lit with sincerity as he said it. Then he washed his hands and changed into shore clothes and we went up to Frank's, where we had pork and beans and talked about Sir Thomas Browne.

FALLACIOUS MEDITATIONS ON CRITICISM