Part 8 (1/2)

Mr. McFee, you see, has some excuse for being a good writer because he has never had to write for a living. He has been writing for the fun of it ever since he was an apprentice in a big engineering shop in London twenty years ago. His profession deals with exacting and beautiful machinery, and he could no more do hack writing than hack engineering.

And unlike the other English realists of his generation who have cultivated a cheap flippancy, McFee finds no exhilaration in easy sneers at middle-cla.s.s morality. He has a dirk up his sleeve for Gentility (how delightfully he flays it in _Aliens_) but he loves the middle cla.s.ses for just what they are: the great fly-wheel of the world. His att.i.tude toward his creations is that of a ”benevolent marbleheart” (his own phrase). He has seen some of the seams of life, and like McAndrew he has hammered his own philosophy. It is a manly, just, and gentle creed, but not a soft one. Since the war began he has been on sea service, first on a beef-s.h.i.+p and transport in the Mediterranean, now as sub-lieutenant in the British Navy. When the war is over, and if he feels the call of the desk, Mr. McFee's brawny shoulder will sit in at the literary feast and a big handful of scribblers will have to drop down the dumb-waiter shaft to make room for him. It is a disconcerting figure in Grub Street, the man who really has something to say.

Publishers are always busy casting horoscopes for their new finds. How the benign planets must have twirled in happy curves when Harold Bell Wright was born, if one may credit his familiar mage, Elsbury W.

Reynolds! But the fame that is built merely on publishers' press sheets does not dig very deep in the iron soil of time. We are all only raft-builders, as Lord Dunsany tells us in his little parable; even the raft that Homer made for Helen must break up some day. Who in these States knows the works of Nat Gould? Twelve million of his das.h.i.+ng paddock novels have been sold in England, but he is as unknown here as is Preacher Wright in England. What is so dead as a dead best seller?

Sometimes it is the worst sellers that come to life, roll away the stone, and an angel is found sitting laughing in the sepulchre. Let me quote Mr. McFee once more: ”I have no taste for blurb, but I cannot refuse facts.”

William M.P. McFee was born at sea in 1881. His father, an English skipper, was bringing his vessel toward the English coast after a long voyage. His mother was a native of Nova Scotia. They settled in New Southgate, a northern middle-cla.s.s suburb of London, and here McFee was educated in the city schools of which the first pages of _Casuals of the Sea_ give a pleasant description. Then he went to a well-known grammar school at Bury St. Edmunds in Suffolk--what we would call over here a high school. He was a quiet, st.u.r.dy boy, and a first-rate cricketer.

At sixteen he was apprenticed to a big engineering firm in Aldersgate.

This is one of the oldest streets in London, near the Charterhouse, Smithfield Market, and the famous ”Bart's” Hospital. In fact, the office of the firm was built over one of the old plague pits of 1665. His father had died several years before; and for the boy to become an apprentice in this well-known firm Mrs. McFee had to pay three hundred pounds sterling. McFee has often wondered just what he got for the money. However, the privilege of paying to be better than someone else is an established way of working out one's destiny in England, and at the time the mother and son knew no better than to conform. You will find this problem, and the whole matter of gentility, cuttingly set out in _Aliens_.

After three years as an apprentice, McFee was sent out by the firm on various important engineering jobs, notably a pumping installation at Tring, which he celebrated in a pamphlet of very creditable juvenile verses, for which he borrowed Mr. Kipling's mantle. This was at the time of the Boer War, when everybody in trousers who wrote verses was either imitating Kipling or reacting from him.

His engineering work gave young McFee a powerful interest in the lives and thoughts of the working cla.s.ses. He was strongly influenced by socialism, and all his spare moments were spent with books. He came to live in Chelsea with an artist friend, but he had already tasted life at first hand, and the rather hazy atmosphere of that literary and artistic Utopia made him uneasy. His afternoons were spent at the British Museum reading room, his evenings at the Northampton Inst.i.tute, where he attended cla.s.ses, and even did a little lecturing of his own. Competent engineer as he was, that was never sufficient to occupy his mind. As early as 1902 he was writing short stories and trying to sell them.

In 1905 his uncle, a s.h.i.+pmaster, offered him a berth in the engine room of one of his steamers, bound for Trieste. He jumped at the chance.

Since then he has been at sea almost continuously, save for one year (1912-13) when he settled down in Nutley, New Jersey, to write. The reader of _Aliens_ will be pretty familiar with Nutley by the time he reaches page 416. ”Netley” is but a thin disguise. I suspect a certain liveliness in the ozone of Nutley. Did not Frank Stockton write some of his best tales there? Some day some literary meteorologist will explain how these intellectual anticyclones originate in such places as Nutley (N.J.), Galesburg (Ill.), Port Was.h.i.+ngton (N.Y.), and Bryn Mawr (Pa.)

The life of a merchantman engineer would not seem, to open a fair prospect into literature. The work is gruelling and at the same time monotonous. Constant change of scene and absence of home ties are (I speak subject to correction) demoralizing; after the coveted chief's certificate is won, ambition has little further to look forward to. A small and stuffy cabin in the belly of the s.h.i.+p is not an inviting study. The works of Miss Corelli and Messrs. Haig and Haig are the only diversions of most of the profession. Art, literature, and politics do not interest them. Picture postcards, waterside saloons, and the ladies of the port are the glamour of his that they delight to honour.

I imagine that Mr. Carville's remarkable account (in _Aliens_) of his induction into the profession of marine engineering has no faint colour of reminiscence in Mr. McFee's mind. The filth, the intolerable weariness, the instant necessity of the tasks, stagger the easygoing suburban reader. And only the other day, speaking of his work on a seaplane s.h.i.+p in the British Navy, Mr. McFee said some illuminating things about the life of an engineer:

It is Sunday, and I have been working. Oh, yes, there is plenty of work to do in the world, I find, wherever I go. But I cannot help wondering why Fate so often offers me the dirty end of the stick.

Here I am, awaiting my commission as an engineer-officer of the R.N.R., and I am in the thick of it day after day. I don't mean, when I say ”work,” what you mean by work. I don't mean work such as my friend the Censor does, or my friend the N.E.O. does, nor my friends and s.h.i.+pmates, the navigating officer, the flying men, or the officers of the watch. I mean _work_, hard, sweating, nasty toil, coupled with responsibility. I am not alone. Most s.h.i.+ps of the naval auxiliary are the same.

I am anxious for you, a landsman, to grasp this particular fragment of the sorry scheme of things entire, that in no other profession have the officers responsible for the carrying out of the work to toil as do the engineers in merchantmen, in transports, in fleet auxiliaries. You do not expect the major to clear the waste-pipe of his regimental latrines. You do not expect the surgeon to superintend the purging of his bandages. You do not expect the navigators of a s.h.i.+p to paint her hull. You do not expect an architect to make bricks (sometimes without straw). You do not expect the barrister to go and repair the lock on the law courts door, or oil the fans that ventilate the halls of justice. Yet you do, collectively, tolerate a tradition by which the marine engineer has to a.s.sist, overlook, and very often perform work corresponding precisely to the irrelevant ch.o.r.es mentioned above, which are in other professions relegated to the humblest and roughest of mankind.

I blame no one. It is tradition, a most terrible windmill at which to tilt; but I conceive it my duty to set down once at least the peculiar nature of an engineer's destiny. I have had some years of it, and I know what I am talking about.

_The_ point to distinguish is that the engineer not only has the responsibility, but he has, in nine cases out of ten, to do it. He, the officer, must befoul his person and derange his hours of rest and recreation, that others may enjoy. He must be available twenty-four hours a day, seven days a week, at sea or in port.

Whether chief or the lowest junior, he must be ready to plunge instantly to the succour of the vilest piece of mechanism on board.

When coaling, his lot is easier imagined than described.

The remarkable thing to note is that Mr. McFee imposed upon these laborious years of physical toil a strenuous discipline of intellect as well. He is a born worker: patient, dogged, purposeful. His years at sea have been to him a more fruitful curriculum than that of any university.

The patient sarcasm with which he speaks of certain Oxford youths of his acquaintance does not escape me. His sarcasm is just and on the target.

He has stood as Senior Wrangler in a far more exacting _viva voce_--the University of the Seven Seas.

If I were a college president, out hunting for a faculty, I would deem that no salary would be too big to pay for the privilege of getting a man like McFee on my staff. He would not come, of course! But how he has worked for his mastery of the art of life and the theory thereof! When his colleagues at sea were dozing in their deck chairs or rattling the bones along the mahogany, he was sweating in his bunk, writing or reading. He has always been deeply interested in painting, and no gallery in any port he visited ever escaped him. These extracts from some of his letters will show whether his avocations were those of most engineers:

As I crossed the swing-bridge of the docks at Garston (Liverpool) the other day, and saw the tapering spars silhouetted against the pale sky, and the zinc-coloured river with its vague Ches.h.i.+re sh.o.r.es dissolving in mist, it occurred to me that if an indulgent genie were to appear and make me an offer I would cheerfully give up writing for painting. As it is, I see things in pictures and I spend more time in the Walker Gallery than in the library next door.

I've got about all I _can_ get out of books, and now I don't relish them save as memories. The reason for my wish, I suppose, is that character, not incident, is my _metier_. And you can _draw_ character, _paint_ character, but you can't very well blat about it, can you?

I am afraid Balzac's job is too big for anybody nowadays. The worst of writing men nowadays is their horrible ignorance of how people live, of ordinary human possibilities.

A----. is always pitching into me for my insane ideas about ”cheap stuff.” He says I'm on the wrong tack and I'll be a failure if I don't do what the public wants. I said I didn't care a blue curse what the public wanted, nor did I worry much if I never made a big name. All I want is to do some fine and honourable work, to do it as well as I possibly could, and there my responsibility ended.... To h.e.l.l with writing, I want _to feel_ and _see_!