The Sea Rovers

lystoned, sprinkled with sand and made beautifully clean; the outside of her hull, from deck to water line, is repainted and, if it be the end of a round trip or voyage, all th

he boatswain, who reports each day to the officer on dut

d until sailing day. One boiler is left untouched to supply power for the engines that work the electric and refrigerating apparatus, the pumps and the machinery used in shipping cargo, but all the others as soon as they have cooled are entered, examined and, if need be, repaired. Each tube, combustion chamber and furnace receives careful attention; cylinders, pistons, crankpins and crossheads are gone over o

has no direct communication with the company's office, the dock superintendents acting as intermediaries. When stores are sent to the ship they are addressed to the department for which they are intended. The port steward controls the direct purchasing of provisions and is supposed to buy in the cheapest and best market. The marine superintendent and supe

ng to hoist their contents aboard. Engines are puffing, ropes are tugging and derricks lifting heavy freight of every kind to the ship's deck, the orders of the stevedore and the answers of his men mingling with the general din. Large vessels have four or five holds and much skill is required to properly stow the cargo in them, grain, from its compact and dead weight, being mostly reserved for the center of the vessel, while cured provisions are packed

sted by engines from lighters. On the wharf side the coal is wheeled in barrows up a shelving gangway and turned into the bunkers direct. To load a great vessel requires the services for several days of 125 men, including a boss stevedore and a couple of foremen and with all the appliances of steam and gearing to assist their operations. The force is divided into half a dozen or more gangs, each having its head, who is in communication with the boss stevedore. As the work is intermittent the men are paid by the

and used for cleaning purposes. When it comes to food and drink the ingenuity of the port and ship's stewards is put fairly to the test. A day or two before the ship leaves port the number of passengers who will probably sail on it is figured up and the ship's steward makes up and hands to the port steward a tabulated list of the supplies needed for the trip, nearly 1,000 articles being named in the requisition, which includes food a

ok a single article that may be needed. Here is part of what is required in the way of supplies when a ship like the Carmania is crowded: 25,000 to 30,000 pounds of beef, 5,000 pounds of mutton, 2,600 pounds of veal, pork and corned beef; 8,000 pounds of sausage, tripe, calves' head, calves' feet, sweetbreads and kidneys; 2,000 pounds of fresh fish, 10,000 clams and oysters, 250 tins of preserved fruit, 200 tins of jam and marmalade, 100 lar

on the previous night; six hours later the top fires are lighted, and at 6 A. M. the operation of getting up steam begins, it being always necessary to have a full pressure of steam at least one hour before sailing time. As the moment of departure draws nearer, an air of suppressed excitement pervades the waiting throng, but there is no confusion among those charged with the ship's conduct and safe

n given, this person departs, and as he goes over the side the captain, saluting him with a wave of the hand, gives a quiet order to the first officer. The wheel is shifted, the capstan reels noisily, and link by link the chain comes home. At last, after a vicious tug or two on the cable, the ground is broken, and, dripping with cleansing water from the hose, the anchor, ring and stock, appears ab

smother of the forecastle, by sturdy buffeting and hard knocks, by the persistent edging of stout shoulders backed by a strong heart and an active brain. There is probably not a commander of an ocean liner who has not been around the world as a common sailor, a mate, and finally a master of a ship. In fact, it would be difficult if not impossible to get the command of a transatlantic ship without having first been the captain of a large sailing vessel. Some of the companies like the Cunard, have a rule requiring that a candidate fo

amiliar with the science of meteorology; he must be a master of the moods of the ocean, the currents and lanes as discovery has set them forth; he must have the mathematics of navigation completely under control, and he must have a general knowledge of the politics and laws of the high seas. Most important of all, he must be a man of courage and good judgment, for he must govern his crew more wisely, shrewdly and sternly than a general controls his army, and be prepared to withstand the attacks of nature's force

t when he may appear on the bridge. The chief officer is seen most of all by the passengers. His principal duty is to look after the daily work of the crew, and he is about the deck constantly when not inspecting various parts of the ship. He takes an observation on the bridge with the other officers every day a

IN OF AN

captain's directions. Each of these officers stands a four hours' watch on the bridge, and each during his tour of duty has, as the captain's representative, direct charge of the ship. The third and fourth officers stand a watch of six hours, alternating with each other, and, there are, therefore, always a second and third or fourth officer on watch at the same time. Although in rough weather it is work that

d by observing any of these the ship's whereabouts can be ascertained in a few minutes. Of course, the "road" becomes more or less familiar to a man who crosses the ocean along the same route year after year, yet this familiarity never breeds contempt or carelessness, for no man knows all the influences that affect the currents of the ocean, and while you will find the current in a gi

a mechanical system that opens and shuts the valve governing the steam admitted to the steering cylinders. First-class ships number from twelve to fifteen men in each watch. A certain number of these must be able seamen, and none are allowed many idle moments. In the middle watches the decks are scrubbed; in the morning watches the paint work is o

n the fleetest of the liners the engineer force numbers nearly two hundred men, divided, as a rule, into three crews, with a double allowance of officers for duty. An engineer keeps watch in each fire-room, and two are stationed on each engine-room platform. Watches depend upon the weather. In most cases, the force, officers and men, serve four out of twelve hours, but in foggy or stormy weather office

eir slice-bars through each door and into the mass of fire and flame. Burying their lances deep in the coals, they throw their weights full upon the ends as levers, and lift the whole bank of fire several inches. Then they draw out the lances, leaving a black hole through the fire into which the draft is sucked with an increasing roar. Three times they thrust and withdraw the lances, pausing after each charge to plunge their heads in buckets of water, and take deep

of these officers have given their best years to one employ, and, like the hardy McAndrews sung by Kipling, deserve much of it in every way. Some of the old chiefs are the greatest travelers in the world, so far as miles may count. One of whom I was told has travers

om the ship's kitchen, located amidships, is an unknown world to most of the passengers. There are, as a matter of fact, three kitchens, besides a serving-room. The soups, fish, meats and vegetables are prepared and cooked in one room and the bread and pastry in another, while the steerage has a kitchen to itself in which all the cooking is done by steam. Space being valuable, all these rooms are small, and meals for 500 or 1,000

torerooms. Far aft is the main storeroom, which, with its bins reaching from

artment, where are stored barrels of flour, potatoes, vinegar and beer, which when needed are hoisted up under the direction of the storekeeper. Pretty well forward is the refrigerating plant, a zinc-lined chamber, where the choicest sides of

very motion of the ship. The shelves are really wooden pockets, faced with strips of wood, which keep the dishes from rolling out, and stowed away there are cups and plates by the hundred. Along the side of the room is a big hot press, having on its top all mann

it when he goes to his first meal on board. Formerly there was a struggle for seats at the captain's table, but now the wise and wary ones rally about the purser and the doctor, for the commander's duties seldom permit him to go below save at dinnertime. Still, wherever his place at table may be fixed, the cabin passenger finds that no opportunity is neglected to serve his comfort and lighten the tedium of the voyage. On the German lines a band accompan

The "captain's dinner" is another pleasant feature of the voyage on a French liner. This takes place just before the end of the voyage and is regarded as a token of good will between the passengers and the ship's company. Champagne is furnished without extra charge at this dinner and toasts and speechmaking follow. On a British liner on Sunday morning the captain, in full un

to be opened except in harbor and are well nigh submerged when the vessel lies over or rolls. Lined along the three sides of this rude triangle are large skeleton frames, each upholding two tiers of coffin-like bunks, one above the other, the beds being placed side to side in rows of eight and end to end two deep. Thus each of these structures holds thirty-two bunks, whose sides and bottoms are of rough boards. A narrow passageway runs across ship between the pens,

e himself of the proper quality and preparation of the steerage food he invariably had his lunch served from the steerage galley at the dinner hour; and he used to declare that his lunches were as wholesome and palatable as he could desire. Nor is it to be supposed that steerage passengers are all immigrants, for, odd as it may seem, there are many world wanderers who cross and recross in the steerage, who travel over great parts of th

the sea air courses like an elixir in the blood. Young couples flirt demurely in shady corners of the deck, whence issue now and again sudden bursts of rippling laughter; nor is there lack of jollity in the smoking room, whence eddy the flotsam and jetsam of the ship and cards rule the hour from early forenoon until the lights are turned out at night. If it be summer and the passage a westward one you may count, as a rule, u

on board she is permitted to proceed to her dock, which she reaches in about one hour and a half, including the time of examination. Meanwhile she has been met down the bay by a revenue cutter having a squad of customs officers on board and declarations have been made and signed by the cabin passengers as to the contents of their trunks, which are searched

leave has been granted to the majority of the ship's company and waiting hands have promptly taken in hand the task of making ready for th