"Why, you must have put on ten pounds, Dick!" cried Mr. Tolman, shaking hands with his young guest after greeting the steamboat magnate.
"It is eleven pounds, sir," laughed Dick. "We have bully6 eats at school and all you want of them."
The final phrase had a reminiscent ring as if it harked back to a time when three ample meals were a mirage7 of the imagination.
"Well, I am glad to hear you have done justice to them and encouraged the cook," was Mr. Tolman's jocular reply. "Now while you stay here you must cheer on our cook in the same fashion. If you don't we shall think you like New Haven8 better."
"I guess there is no danger of that," put in Mr.
Ackerman. "Dick seems hollow down to his ankles. There is no filling him up; is there, boy?"
"I couldn't eat that third ice-cream you offered me yesterday," was the humorous retort.
"I hope you've saved some room for to-morrow's dinner," Mrs. Tolman interrupted, "for there will be mince9 pie and plum pudding and I don't know what not. And then there is the turkey—we ordered an extra large one on purpose."
Dick and Steve exchanged a sheepish grin.
"Well, it is jolly to see you good people," Mr. Tolman declared, as he ushered10 the visitors into the living room, where a bright fire burned on the hearth11. "Our boys have done well, haven't they, Ackerman? I don't know which is to win the scholarship race—the steamboats or the railroads."
"We could compare marks," Stephen suggested.
"That would hardly be fair," Mr. Ackerman objected quickly, "for the steamboats did not start even with the railroads in this contest. Dick has had to put in a lot of hours with a tutor to make up for the work he missed at the beginning of the year. He has been compelled to bone down like a beaver12 to go ahead with his class; but he has succeeded, haven't you, sonny?"
"I hope I have," was the modest retort.
"Furthermore," went on Mr. Ackerman, "there are other things beside scholarship to be considered in this bargain. We want fine, manly13 boys as well as wise ones. Conduct counts for a great deal, you know."
Stephen felt himself coloring.
"There have been no black marks on Dick's record thus far. How about yours, Steve?" asked the New York man.
"I—er—no. I haven't had any black marks, either," responded Stephen, with a gulp14 of shame.
"That is splendid, isn't it!" commented Mr. Ackerman. "I wasn't looking for them. You have too fine a father to be anything but a square boy."
Once more Stephen knew himself to be blushing. If they would only talk about something else!
"Are you going to finish your steamboat story for us while you are here?" inquired he with sudden inspiration.
"Why, I had not thought of doing any steamboating down here," laughed the capitalist. "Rather I came to help the Pilgrims celebrate their first harvest."
"But even they had to come to America by boat," suggested Doris mischievously15.
"I admit that," owned the New Yorker. "And what is more, they probably would have come in a steamboat if one had been running at the time."
"What was the first American steamship16 to cross the Atlantic, Ackerman?" questioned Mr. Tolman when they were all seated before the library fire.
"I suppose the Savannah had that distinction," was the reply. "She was built in New York in 1818 to be used as a sailing packet; but she had side wheels and an auxiliary17 engine, and although she did not make the entire trans-Atlantic distance
by steam she did cover a part of it under steam power. Her paddle wheels, it is interesting to note, were so constructed that they could be unshipped and taken aboard when they were not in use, or when the weather was rough. I believe it took her twenty-seven days to make the trip from Savannah to Liverpool and eighty hours of that time she was using her engine. Although she made several trips in safety it was quite a while before the American public was sufficiently18 convinced of the value of steam to build other steamships19. A few small ones appeared in our harbors, it is true, but they came from Norway or England; they made much better records, too, than anything previously20 known, the Sirius crossing in 1838 in nineteen days, and the Great Western in fifteen. In the meantime shipbuilders on both sides of the Atlantic were studying the steamboat problem and busy brains in Nova Scotia and on the Clyde were working out an answer to the puzzle. One of the most alert of these brains belonged to Samuel Cunard, the founder21 of the steamship line that has since become world famous. In May, 1840, through his instrumentality, the Unicorn22 set out from England for Boston arriving in the harbor June third after a voyage of sixteen days. When we reflect that she was a wooden side-wheeler, not much larger than one of our tugboats, we marvel23 that she ever put in her appearance. Tidings of her proposed trip had already preceded her, and when after much anxious watching she was sighted there was the greatest
enthusiasm along the water front, the over-zealous populace who wished to give her a royal welcome setting off a six-pounder in her honor that shattered to atoms most of her stained glass as she tied up at the dock."
His audience laughed.
"You see," continued the capitalist, "the ship came in answer to a circular sent out by our government to various shipbuilders asking bids from swift and reliable boats to carry our mails to England. Cunard immediately saw the commercial advantages of such an opportunity, and not having money enough to back the venture himself the Halifax man went to Scotland where he met Robert Napier, a person who like himself had had wide experience in shipping24 affairs. Both men were enthusiastic over the project; before long the money necessary for the undertaking25 was raised, and the British and North American Royal Mail Steam Packet Company, with a line of four ships, was awarded the United States Government contract. These ships were very significantly named: the Britannia in honor of England, the Arcadia as a compliment to Mr. Cunard's Nova Scotia home, the Caledonia in memory of Napier's Scotch26 ancestry27, and the Columbia out of regard to America. And in passing it is rather interesting to recall that in homage28 to these pioneer ships it has become a tradition of the Cunard Line to use names that terminate in the letter a for all the ships that have followed them. For, you must remember, it was
this modest group of steam packets that were the ancestors of such magnificent boats as the Mauretania and Lusitania."
"There was some difference!" interrupted Stephen.
"Well, rather! Had you, however, told Samuel Cunard then that such mammoth29 floating hotels were possible he would probably not have believed you. He had task enough on his hands to carry the mails; transport the few venturesome souls that dared to cross the sea; and compete with the many rival steamship lines that sprang up on both sides of the ocean as soon as some one had demonstrated that trans-Atlantic travel was practical. For after Cunard had blazed the path there were plenty of less daring persons ready to steal from him the fruits of his vision and courage. From 1847 to 1857 the Ocean Steamship Company carried mails between New York and Bremen, and there was a very popular line that ran from New York to Havre, up to the period of the Civil War. Among the individual ships none, perhaps, was more celebrated30 than the Great Eastern, a vessel31 of tremendous length, and one that more nearly approached our present-day liners as to size. Then there was the Collins Line that openly competed with the Cunard Line; and to further increase trans-Atlantic travel, in 1855 Cornelius Vanderbilt, ever at the fore1 in novel projects, began operating lines of steamships not only to England and France but to Bremen."
Mr. Ackerman paused a moment.
"By 1871 there was an American line between Philadelphia and Liverpool. In the meantime, ever since 1861, there had been a slow but steady advance in ocean shipbuilding. Although iron ships had gradually replaced wooden ones the side-wheeler was still in vogue32, no better method of locomotion33 having been discovered. When the change from this primitive34 device to the screw propeller35 came it was a veritable leap in naval36 architecture. Now revolutions in any direction seldom receive a welcome and just as the conservatives had at first hooted37 down the idea of iron ships, asserting they would never float, so they now decried38 the use of the screw propeller. Indeed there was no denying that this innovation presented to shipbuilders a multitude of new and balking39 problems. While the clipper ships had greatly improved the designs of vessels40 the stern was still their weakest point and now, in addition to this already existing difficulty, came the new conundrums41 presented by the pitch, or full turn of the thread, in the screw propeller; also the churning of the current produced by the rapidly whirling wheel, which was found to retard42 the speed of the ship very materially. Valiantly43 engineers wrestled44 with one after another of these enigmas45 until they conquered them and put shipbuilding on the upward path where it has been ever since. In time steel ships replaced the cruder vessels of iron; finer types of engines were worked out; the wireless46 and
the many electrical devices which herald47 approaching foes48 and announce the presence of icebergs49 have been invented; until now the ocean liner is practically safe from all perils50 except fogs, icebergs and submarines."
He stopped a moment with eyes fixed52 on the glowing logs that crackled on the hearth.
"Meanwhile," he went on, "comfort aboard ship has progressed to luxury. Better systems of ventilation, more roomy sleeping quarters, more windows and improved lighting53 facilities have been installed. The general arrangement of the ship has also been vastly improved since the days when the high bulwark54 and long deckhouse were in use. Now iron railings allow the sea to wash back and forth in time of storm, and in consequence there is less danger of vessels being swamped by the waves. Then there are watertight doors and bulkheads, double bottoms to the hulls55, and along with these more practical advances have come others of a more healthful and artistic56 trend. The furniture is better; the decoration of the cabins and saloons prettier and more harmonious57; there has been more hygienic sanitation58. When the Oceanic of the White Star Line was built in 1870 she had a second deck, and this novel feature was adopted broadcast and eventually ushered in the many-deck liners now in use. The Servia, built in 1881, was the first steel ship and the advantage of its greater elasticity59 was instantly seen. Builders were wise enough to grasp the fact that with the increasing
length of vessels steel ships would be able to stand a greater strain. Little by little the gain went on in every direction. Nevertheless, in spite of the intelligence of the shipbuilders, it was long before trans-Atlantic navigators had the courage to trust themselves entirely60 to their engines and discard masts; although they shifted to steel ones instead of those of iron or wood, they still persisted in carrying them."
He smiled as he spoke61.
"When the twin-screw propeller made its appearance it brought with it greater speed and there was a revival62 of the old racing63 spirit. Between the various shipping lines of all nations the contest for size and swiftness has raged ever since. Before the Great War, Germany had a very extensive collection of large and rapid liners, many of them built on the Clyde, that fought to surpass the Cunard ships. The White Star Line also took a hand in the game and built others. In the contest, alas64, America has been far behind until gradually she has let other countries slip in and usurp65 the major proportion of ocean commerce. It is a pitiful thing that we should not have applied66 our skill and wealth of material to building fine American steamship lines of our own instead of letting so many of our tourists turn their patronage67 to ships of foreign nations. Perhaps if the public were not so eager for novelty, and so constantly in search for the newest, the largest and the fastest boats, we should be content to make our crossings in the
older and less gaudy68 ships, which after all are quite as seaworthy. But we Americans must always have the superlative, and therefore many a steamer has had to be scrapped69 simply because it had no palm gardens, no swimming pools, no shore luxuries. We have not, however, wholly neglected naval construction for we have many fine steamships, a praiseworthy lot of battleships and cruisers and some very fine submarines. I hope and believe that the time will come when our merchant marine51 will once again stand at the front as it did in the days of the clipper ships. Our commerce reaches out to every corner of the earth and why should we rely on other countries to transport our goods?"
"I suppose there are no pirates now, are there, Mr. Ackerman?" asked Dick, raising his eyes expectantly to the capitalist's face.
"I am afraid there are very few, Dick boy," returned the elder man kindly70. "I suppose that is somewhat of a disappointment to you. You would have preferred to sail the seas in the days when every small liner carried her guns as a defence against raiders and was often forced to use them, too. But when international law began to regulate traffic on the high seas and the ocean thoroughfare ceased to be such a deserted71 one pirates went out of fashion, and every nation was granted equal rights to sail the seas unmolested. It was because this freedom was menaced by German submarines in the late war and our privilege to travel by water threatened that our nation refused to tolerate such
conditions. A code of humane72 laws that had been established for the universal good was being broken and we could not permit it. For you must remember that now there are almost as many laws on the ocean as on the land. There are rules for all kinds of vessels, of which there are a far greater variety than perhaps you realize. Not only have we steamships, cruisers, and battleships but we have schooners73, barques, brigs, tugboats, dredgers, oil-tankers, turret74 ships for freight, cargo75 boats, steam tramps, coalers, produce ships, ice-breakers, train ferries, steam trawlers, fire boats, river boats, harbor excursion boats, coasters, whalebacks, steam yachts, launches and lake steamers. Each of these is carefully classified and has its particular traffic rules, and in addition to these is obliged to obey certain other general marine laws to which all of them are subject, in order that travel by water may be made safe."
"Don't all ships have to be inspected, too?" asked Stephen.
"Yes; and not only are they inspected but to protect the lives of their passengers and crew, as well as preserve their cargo, they must adhere to specified76 conditions. The number of passengers and crew is regulated by law, as is the amount of the cargo. Ocean liners, for example, must have aboard a certain number of lifeboats, rafts, belts, life preservers, fire extinguishers, lines of hose; and the size of all these is carefully designated. There must be frequent drills in manning the
boats; the fire hose must be tested to see that it works and is in proper condition; and in thick weather the foghorns78 must be sounded at regular intervals79. There is no such thing now as going to sea in haphazard80 fashion and trusting to luck. Everything that can be done for the safety of those who travel the ocean must be done."
He paused a moment, then added:
"And in the meanwhile, that every protection possible shall be offered to ships, we have been as busy on the land as on the water and have established a code of laws to govern our coasts, harbors and rivers. Government surveys have charted the shores of all countries so that now there are complete maps that give not only the coast line but also the outlying islands, rocks and shoals that might be a menace to ships. It is no longer possible for a State bordering on the sea to put up a low building at the water's edge and set a few candles in the windows as was done back in the year eighteen hundred."
Both the boys laughed.
"We can laugh now," assented81 Mr. Ackerman with a smile, "but in those days I fancy it was no laughing matter. Even with all our up-to-date devices there are wrecks82; and think of the ships that must have gone down before charts were available, lighthouses and bell buoys83 in vogue, wireless signals invented and the coast patrol in operation. I shudder84 to picture it. Sailing the seas was a perilous85 undertaking then, I assure you. Even the
first devices for safety were primitive. The Argand lamp of 1812 was not at all powerful and the lenses used were far from perfect. Foghorns were operated by hand or by horse power and were not strong enough to be heard at any great distance. Bell buoys were unknown although there were such things as bell-boats which were anchored in dangerous spots and rung by the wash of the waves. There were lightships, too, but more often than not their feeble light was obscured or unnoticed and they were run down by the ships they sought to protect. Altogether there was room for improvement at every point and slowly but surely it came. After the Daboll trumpet86, whistle and siren had been tried finer horns operated by steam or power engines supplanted87 them until now all along our coasts and inland streams signals of specified strength have been installed, a commission deciding just what size signals shall be used and where they shall be placed. There are lighthouses of prescribed candle power; automatic flashlights and whistling buoys; coastguard stations with carefully drilled crews; all regulated by law and matters of compulsion. If men and ships are lost now it is because it is beyond human power to help it."
"There are facts about the water that are impossible to modify," interrupted Mr. Tolman, "and I suppose we shall never be able wholly to eliminate the dangers growing out of them. There are for example silence zones where, because of the nature of air currents or atmospheric88 conditions,
no sounds can be heard. Often a foghorn77 comparatively near at hand will belch89 forth its warning and its voice be swallowed up in this strange stillness. Many a calamity90 has occurred that could only be accounted for in this way. Man is ingenious, it is true, but he is not omniscient91 and in the face of some of the caprices of nature he is powerless."
Mr. Ackerman rose and stood with his back to the fire.
"And now," went on Mr. Tolman, addressing Stephen and Dick, "I should say you two had had quite a lecture on steamboating and should move that you both go to bed."
Quickly Mr. Ackerman interrupted him.
"I should amend92 the motion by suggesting that we all go to bed," laughed he. "I am quite as tired as the boys are."
The amendment93 was passed, the motion carried, and soon the entire Tolman family was wrapped in sleep.
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1
fore
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| adv.在前面；adj.先前的；在前部的；n.前部 | |
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wrought
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| v.引起；以…原料制作；运转；adj.制造的 | |
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rosy
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| adj.美好的，乐观的，玫瑰色的 | |
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manliness
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| 刚毅 | |
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forth
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| adv.向前；向外，往外 | |
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bully
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| n.恃强欺弱者，小流氓；vt.威胁，欺侮 | |
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mirage
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| n.海市蜃楼，幻景 | |
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haven
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| n.安全的地方，避难所，庇护所 | |
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mince
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| n.切碎物；v.切碎，矫揉做作地说 | |
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ushered
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| v.引，领，陪同( usher的过去式和过去分词 ) | |
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hearth
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| n.壁炉炉床，壁炉地面 | |
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beaver
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| n.海狸，河狸 | |
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manly
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| adj.有男子气概的；adv.男子般地，果断地 | |
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gulp
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| vt.吞咽，大口地吸（气）；vi.哽住；n.吞咽 | |
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mischievously
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| adv.有害地；淘气地 | |
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steamship
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| n.汽船，轮船 | |
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auxiliary
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| adj.辅助的，备用的 | |
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sufficiently
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| adv.足够地，充分地 | |
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steamships
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| n.汽船，大轮船( steamship的名词复数 ) | |
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previously
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| adv.以前，先前（地） | |
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Founder
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| n.创始者，缔造者 | |
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unicorn
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| n.(传说中的)独角兽 | |
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marvel
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| vi.(at)惊叹vt.感到惊异；n.令人惊异的事 | |
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shipping
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| n.船运（发货，运输，乘船） | |
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undertaking
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| n.保证，许诺，事业 | |
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scotch
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| n.伤口，刻痕；苏格兰威士忌酒；v.粉碎，消灭，阻止；adj.苏格兰(人)的 | |
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ancestry
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homage
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| n.尊敬，敬意，崇敬 | |
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mammoth
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| n.长毛象；adj.长毛象似的，巨大的 | |
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celebrated
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| adj.有名的，声誉卓著的 | |
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vessel
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| n.船舶；容器，器皿；管，导管，血管 | |
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Vogue
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| n.时髦，时尚；adj.流行的 | |
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locomotion
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| n.运动，移动 | |
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primitive
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| adj.原始的；简单的；n.原(始)人，原始事物 | |
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propeller
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| n.螺旋桨，推进器 | |
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naval
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| adj.海军的，军舰的，船的 | |
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hooted
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| （使）作汽笛声响，作汽车喇叭声( hoot的过去式和过去分词 ) | |
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decried
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| v.公开反对，谴责( decry的过去式和过去分词 ) | |
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balking
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| n.慢行，阻行v.畏缩不前，犹豫( balk的现在分词 )；（指马）不肯跑 | |
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vessels
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| n.血管( vessel的名词复数 )；船；容器；（具有特殊品质或接受特殊品质的）人 | |
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conundrums
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retard
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| n.阻止，延迟；vt.妨碍，延迟，使减速 | |
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valiantly
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| adv.勇敢地，英勇地；雄赳赳 | |
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wrestled
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| v.（与某人）搏斗( wrestle的过去式和过去分词 )；扭成一团；扭打；（与…）摔跤 | |
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enigmas
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| n.难于理解的问题、人、物、情况等，奥秘( enigma的名词复数 ) | |
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wireless
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| adj.无线的；n.无线电 | |
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herald
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| vt.预示...的来临，预告，宣布，欢迎 | |
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foes
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| 敌人，仇敌( foe的名词复数 ) | |
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icebergs
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| n.冰山，流冰( iceberg的名词复数 ) | |
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perils
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| 极大危险( peril的名词复数 )； 危险的事（或环境） | |
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marine
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| adj.海的；海生的；航海的；海事的；n.水兵 | |
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fixed
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| adj.固定的，不变的，准备好的；(计算机)固定的 | |
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53
lighting
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| n.照明，光线的明暗，舞台灯光 | |
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54
bulwark
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| n.堡垒，保障，防御 | |
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55
hulls
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| 船体( hull的名词复数 )； 船身； 外壳； 豆荚 | |
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artistic
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| adj.艺术(家)的，美术(家)的；善于艺术创作的 | |
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harmonious
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| adj.和睦的，调和的，和谐的，协调的 | |
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58
sanitation
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| n.公共卫生，环境卫生，卫生设备 | |
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elasticity
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| n.弹性，伸缩力 | |
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60
entirely
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| ad.全部地，完整地；完全地，彻底地 | |
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61
spoke
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| n.（车轮的）辐条；轮辐；破坏某人的计划；阻挠某人的行动 v.讲，谈（speak的过去式）；说；演说；从某种观点来说 | |
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62
revival
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| n.复兴，复苏，（精力、活力等的）重振 | |
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racing
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| n.竞赛，赛马；adj.竞赛用的，赛马用的 | |
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64
alas
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| int.唉(表示悲伤、忧愁、恐惧等) | |
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65
usurp
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| vt.篡夺，霸占；vi.篡位 | |
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applied
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| adj.应用的；v.应用，适用 | |
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patronage
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| n.赞助，支援，援助；光顾，捧场 | |
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gaudy
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| adj.华而不实的；俗丽的 | |
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scrapped
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| 废弃(scrap的过去式与过去分词)； 打架 | |
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kindly
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| adj.和蔼的，温和的，爽快的；adv.温和地，亲切地 | |
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71
deserted
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| adj.荒芜的，荒废的，无人的，被遗弃的 | |
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humane
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| adj.人道的，富有同情心的 | |
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73
schooners
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| n.（有两个以上桅杆的）纵帆船( schooner的名词复数 ) | |
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74
turret
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| n.塔楼，角塔 | |
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cargo
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| n.(一只船或一架飞机运载的)货物 | |
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specified
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| adj.特定的 | |
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foghorn
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| n..雾号（浓雾信号） | |
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foghorns
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| n.（大雾时发出响亮而低沉的声音以警告其他船只的）雾角，雾喇叭( foghorn的名词复数 ) | |
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79
intervals
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| n.[军事]间隔( interval的名词复数 )；间隔时间；[数学]区间；（戏剧、电影或音乐会的）幕间休息 | |
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80
haphazard
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| adj.无计划的，随意的，杂乱无章的 | |
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assented
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| 同意，赞成( assent的过去式和过去分词 ) | |
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82
wrecks
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| n.沉船( wreck的名词复数 )；（事故中）遭严重毁坏的汽车（或飞机等）；（身体或精神上）受到严重损伤的人；状况非常糟糕的车辆（或建筑物等）v.毁坏[毁灭]某物( wreck的第三人称单数 )；使（船舶）失事，使遇难，使下沉 | |
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83
buoys
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| n.浮标( buoy的名词复数 )；航标；救生圈；救生衣v.使浮起( buoy的第三人称单数 )；支持；为…设浮标；振奋…的精神 | |
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84
shudder
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| v.战粟，震动，剧烈地摇晃；n.战粟，抖动 | |
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85
perilous
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| adj.危险的，冒险的 | |
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86
trumpet
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| n.喇叭，喇叭声；v.吹喇叭，吹嘘 | |
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supplanted
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| 把…排挤掉，取代( supplant的过去式和过去分词 ) | |
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atmospheric
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| adj.大气的，空气的；大气层的；大气所引起的 | |
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belch
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| v.打嗝，喷出 | |
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90
calamity
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| n.灾害，祸患，不幸事件 | |
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91
omniscient
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| adj.无所不知的；博识的 | |
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92
amend
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| vt.修改，修订，改进；n.[pl.]赔罪，赔偿 | |
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amendment
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| n.改正，修正，改善，修正案 | |
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