[Pg 29]
Meanwhile an overhauling9 equally minute and thorough is going on in the engineer's department, which includes not only the engines and boilers11, but also the electric-lighting plant of the ship. The work of this department, however, is so arduous12 while at sea that officers and men receive liberty for the entire time the ship remains13 in port, their places being taken by a special shore force which remains aboard until sailing day. One boiler10 is left untouched to supply power for the engines that work the electric and refrigerating apparatus14, the pumps and the machinery15 used in shipping16 cargo17, but all the others as soon as they have cooled are entered, examined and, if need be, repaired. Each tube, combustion18 chamber19 and furnace receives careful attention; cylinders20, pistons21, crankpins and crossheads are gone over one by one, while the engines are generally overhauled and all the arrangements of the fireroom inspected. Nor is the steward22's department less busy while in port. All the bed and table linen23 used during the voyage, many thousands of[Pg 30] pieces, is collected and sent to the company's laundry, after which all the staterooms are cleaned and put in order and the fresh supply of linen made ready for the coming voyage.
During a steamship's stay in port the three chief divisions, sailing, engineer's and steward's, are under the jurisdiction24 of shore officials whose officers are on the deck. The sailing department is responsible to the marine25 superintendent26, the engineer's to the superintending engineer and the steward's to the port steward. Thus the vessel28 while in port has no direct communication with the company's office, the dock superintendents29 acting30 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 superintending engineer furnish the other materials required. Should provisions be found unsatisfactory when received the chief steward sends them back, and in such action[Pg 31] is always upheld by the port steward. The cargo is in charge of the sailing department and is received and stowed under the direction of a boss stevedore31 selected by the dock superintendent.
Even the fleetest ocean steamships32 carry considerable cargoes33, and to those unfamiliar34 with it the process of loading a vessel is a sight full of interest. On the wharf35 assorted36 merchandise by the carload is being lifted from vans and piled near the ship, and teams by the score are adding their quota37 to the immense mass, while on the water side lighters38 laden39 with more merchandise are either fastened to the vessel's side or anchored close at hand waiting to hoist40 their contents aboard. Engines are puffing41, ropes are tugging42 and derricks lifting heavy freight of every kind to the ship's deck, the orders of the stevedore and the answers of his men mingling44 with the general din27. Large vessels45 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[Pg 32] for the center of the vessel, while cured provisions are packed as far forward and aft as possible for their better preservation46 from the heat of the ship's fires. In many vessels carrying passengers as well as freight the heaviest weight is stowed in the lowest hold; this is to steady the ship and is called in the argot47 of the stevedore "stiffening48" the ship. It requires about 1,500 tons to "stiffen49" an ocean steamship of the largest size, and when this is done the hold is battened down and work begun on the next.
An important feature in the loading of a steamship is her coal. It is customary to take as high as 200 tons of a surplus over the actual needs of the voyage, and the bunkers of the vessel are in charge of a special gang of men. Some vessels load their coal over all, but a majority receive it through openings at the sides. Large V-shaped pockets, running direct to the bunkers, are let down on each side and around them are built stagings on which a couple of men are stationed to dump the coal from huge buckets hoisted50 by engines[Pg 33] 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 intermittent51 the men are paid by the hour, and there is a keeper who does nothing else but take down the time each one is employed. Certain gangs of longshoremen stick to certain lines, and many of them have worked nearly all their lives for the same company. When the loading of a ship is completed a detailed52 inspection53 of cargo is made by one of the officers, and for this reason the boss stevedore is always careful to prevent slovenly54 methods on the part of his men, being aware that in the end he will be the one held responsible for haste or error.
[Pg 34]
While the cargo is being received and loaded stores for the coming voyage are also being taken aboard. The supplies for the physical comfort and necessities of 1,500 persons on a ship can be measured only by the ton, 30,000 pounds of beef, for instance, being often used on a single voyage. About 150 tons of water are required for cooking and drinking, an additional fifty tons being made daily on board by the evaporators from sea water and used for cleaning purposes. When it comes to food and drink the ingenuity55 of the port and ship's stewards56 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 tabulated57 list of the supplies needed for the trip, nearly 1,000 articles being named in the requisition, which includes food and drink in every conceivable form. The port steward sends his orders to the firms that supply the line and arranges for the delivery of the goods at certain hours, care being taken that[Pg 35] they shall arrive when the pier58 is not blocked with wagons59 unloading freight. The meats come at a certain hour, the groceries at another and the spices and so on at another, everything being weighed on scales at the pier and counted as it goes on board.
The variety of the food supplies required for one of these huge floating hotels is bewildering. For example, no less than fifteen kinds of cheese are used, while fish in fully3 a hundred grades and forms is stowed away. In the list of fruits, fresh, dried and canned, there are at least 125 varieties, and the same is true of vegetables. The list of supplies, moreover, must be scanned by the steward again and again, for it will not do to overlook 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 veal60, pork and corned beef; 8,000 pounds of sausage, tripe61, calves62' head, calves' feet, sweetbreads and kidneys; 2,000 pounds of fresh[Pg 36] fish, 10,000 clams63 and oysters64, 250 tins of preserved fruit, 200 tins of jam and marmalade, 100 large bottles of pickles65 and sauces, 500 pounds of coffee, 250 pounds of tea, 250 pounds of potted fish, 300 fresh lobsters66, 3,000 pounds of moist sugar, 600 pounds of lump sugar, 500 quarts of ice cream, 3,000 pounds of butter of various grades, 16 tons of potatoes, 5 tons of other vegetables, 15,000 eggs, 1,000 chickens and ducks, and 2,000 birds of different kinds. Lard by the ton is used and often as many as 140 barrels of flour are consumed.
The departure of an ocean liner from port is a critical moment for each member of the ship's company. All leaves of absence expire twenty-four hours before the time for sailing, and this precaution makes it certain that every man shall be at his post. At 8 o'clock on the morning of leaving the sea-watches are formally set. The lower fires in the many-lunged furnaces have been started at 10 o'clock on the previous night; six hours later the top fires are lighted, and at 6 A. M.[Pg 37] 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 pervades67 the waiting throng68, but there is no confusion among those charged with the ship's conduct and safety. Each officer is at his post, and knows his duty. The chief officer is stationed on the forward deck in full view of the captain on the bridge, where the latter with a wave of his hand indicates just what he wants done. The senior and junior second officers are on the after deck; the extra second with the captain on the bridge, and the third and fourth officers at the forward and after gangways.
Meanwhile, as the minutes wax and wane69, winches chatter70 noisily; windlasses clink musically; capstans rattle71 with slacking cables; and the shrill72 chanty songs of the docking gang working the warps73, answer the cheery "Yo-heave-oho" of the sailors on the deck. On the bridge with the silent yet impatient[Pg 38] captain lingers a representative of the company. By and by, after the final instructions have been given, this person departs, and as he goes over the side the captain, saluting74 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 tug43 or two on the cable, the ground is broken, and, dripping with cleansing75 water from the hose, the anchor, ring and stock, appears above the foam-streams rippling76 at the bow. When the catfall is hooked, the ship swings easily around the jutting77 pier, the engines increase their speed, the ensign dips in answer to salutes78, and a long blast from the whistle claims the right of the channel. Slowly and carefully she picks her way through the shipping that crowds the harbor, drops her pilot and heads for the open. The voyage has begun.
With the dropping of the pilot, sea routine is promptly79 taken up, and thereafter on the shoulders of the commander rests the [Pg 39]preservation of the ship and the safety of the passengers and crew. Every captain of an Atlantic liner embodies80 in his person a shining example of the law of the survival of the fittest, for there is no short cut to the bridge, and none but a master seaman81 ever reaches it. The man who would be captain cannot crawl through the cabin window. He must fight his way over the bows, and struggle out of the ruck and smother82 of the forecastle, by sturdy buffeting83 and hard knocks, by the persistent84 edging of stout85 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 for a captaincy shall have served as a captain somewhere; and only a few years ago a sailor on one of the largest steamships[Pg 40] plying86 between New York and Liverpool, who had climbed from the bottom to the high rank of first officer, left the company with which he had made his progress solely87 that he might take a place as captain on a smaller and less important vessel. If he succeeds in his new berth—and his old employers will watch his course—it is more than likely that he will be called back in a few years and have a command given him.
It is the man who knows his business who makes his way to the bridge. No matter how gruff or unpopular he may be, or what are any of his personal peculiarities88, if he understands his business and knows how to get smoothly89 over the sea, he is pretty sure of promotion90. A captain, however, does not obtain on shipboard all the education which makes him capable of commanding a Lucania or a Paris. There must be much study of books as well. He must know something of the art of shipbuilding, of engineering; he must be familiar with the science of meteorology; he must be a master of the moods of[Pg 41] the ocean, the currents and lanes as discovery has set them forth91; 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 judgment92, 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 forces with as much skill and alertness as the leader of an army must show against a surrounding enemy. His responsibility never ends, not even when he is asleep. Sometimes the dangers which beset93 him forbid any attempt at sleep, and hour after hour the captain must stand upon his high bridge, exposed to all manner of storms. Often does a commander come into port from a perilous94 voyage, during which for two days and nights he has not left his bridge, except four or five times, and then only for a few minutes at a time.
There was a time when the captain was a[Pg 42] prominent social figure on all ocean steamships, but this is no longer the case. He may be seen at his table in the saloon, when the weather is fine, or may be met on deck occasionally when he is looking over the ship, but at other times he is generally out of sight, except 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 at twenty minutes before noon, but with that exception is seldom seen there. The other officers are in sight only when one looks up at the bridge. Indeed, on some of the newer ships they sleep and mess in quarters of their own on the shade deck, and, thus are rarely if ever brought in contact with the passengers.
On all the largest steamships there are besides a captain and chief officer, three second officers, one third and one fourth officer. The[Pg 43] second officers are known as senior second, junior second and extra second, and each, like the chief officer, is a duly qualified95 master, capable of taking the ship around the world if need be. The general duty of the second officer is the navigation of the ship under the 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 tests the strength and tries the nerves of the strongest man, no officer can leave the bridge while on watch, and should he violate this rule, he would be dismissed at once. In addition to his watch the third officer has charge of all the flags and signals by night and day, and he also keeps the compass book, while the fourth officer, besides his work[Pg 44] on the bridge, has charge of the condition of the boats.
Observations are taken every two hours, as on an ocean greyhound, rushing over the course between America and Europe at the rate of twenty miles an hour, it is of the first importance that the ship's position should be known at all times. Fog may come down at any moment, and observations not to be obtainable for several hours. The positions of more than one hundred stars are known, and by observing any of these the ship's whereabouts can be ascertained96 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 given place the same forty times in succession, on the forty-first trip it may be entirely97 changed. Now and then a big storm that has ended four or five hours before a liner passes a certain[Pg 45] point may give the surface current a strong set in one direction, and there is no means of telling when these influences may have been at work save by taking the ship's position at frequent intervals98.
The ship's crew stand watch and watch, and in each watch there are three quartermasters who have charge of the wheel. Steering99 in the old days before the introduction of steam gear, was an arduous and too often perilous duty, but to-day, even in the roughest weather, a lad of twelve can easily manage the wheel, which is merely the purchasing end of 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 seamen100, and none are allowed many idle moments. In the middle watches the decks are scrubbed; in the morning watches the paint work is overhauled and cleaned; and finally, when the weather permits, the brass101 work is polished until it is made as radiant as the[Pg 46] midday sun. This scrubbing, burnishing102 and cleansing runs through every department, and in no perfunctory way, for each day the ship is inspected thoroughly103, and upon the result hangs the possible promotion of the subordinates.
Once in every twenty-four hours the captain receives a written report from the first officer, the chief engineer and the chief steward, and at eleven o'clock in the forenoon of each day, accompanied by the doctor, he inspects all parts of the ship. Let us follow him, if he is gracious enough to give permission, in this daily visit to the underground realm ruled over by the chief engineer and steward. In 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[Pg 47] or stormy weather officers stand at the throttles105 with peremptory106 orders to do no other work. In relieving each other great care is taken; those going on the platforms feeling the warmth of the bearings, examining the condition of the pins and shafting107, testing the valves, locating the position of the throttle104, counting the revolutions, and by every technical trial satisfying themselves before assuming charge that all is right.
Distressing109 at all times is the lot of the poor fellows who man the stoke hole. On the Fürst Bismarck, for instance, there are twenty-four furnaces, manned by thirty-six brawny110 and half-naked stokers. Suddenly from somewhere in the darkness comes three shrill calls upon a whistle, and instantly each furnace door flies open, and out dart111 hungry tongues of fire. With averted112 heads and steaming bodies, four stokers begin to shovel113 furiously, while two others thrust their 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[Pg 48] 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 plunge114 their heads in buckets of water, and take deep draughts115 from bottles of red wine. But this cooling respite116 lasts only a moment at best, for their taskmasters watch and drive them, and each furnace must do its stint117. It is fair, however, to say that everything that can be done to lessen118 the hardships of the stoke-hole has been done by the steamship companies. The best quality of food is given the stokers, and they are allowed double rations2 of wine and kummel four times a day, practically all they care to drink.
The chief engineer of an ocean steamship is fairly well paid, and he deserves to be, for fidelity119 and merit lead to the engine-room as they do to the bridge, and mastery of the former presupposes long years of exacting120 service in subordinate positions. Indeed, many[Pg 49] of these officers have given their best years to one employ, and, like the hardy121 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 traversed in the service of one company more than 900,000 shore miles, a distance four times that between the earth and the moon; and still higher is the record of another, who completed before his retirement122 154 round trips, making in distance over 1,000,000 statute123 miles.
The captain in his daily tour scrutinizes124 every nook and corner of the engineer's department, and not less scrupulous125 is his inspection of the domain126 in which the chief steward holds sway. There is good reason for this, since, as far as the comfort of the passengers is concerned, the chief steward is the most important person on board a liner, having charge of the staterooms, dining-room, storerooms and kitchen. Like the engine-room the ship's kitchen, located [Pg 50]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 pastry127 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 people are cooked in an apartment no larger than the kitchen in a low-priced flat, or the pantry in a country house. This makes it necessary to keep everything in its place, and it amazes one to see how compactly the ship's supplies can be arranged. Nothing is left down on shelves or in drawers which may be hung on hooks, and even the platters and serving dishes are made to hang, there being a loophole at one end for this purpose.
Moreover, what the ship's kitchen loses in size is made up in the number of storerooms. Far aft is the main storeroom, which, with its bins128 reaching from floor to ceiling, and its[Pg 51] racks overhead, looks like a wholesale129 grocery store.
Close at hand is the wine locker130, a long place, lined with narrow shelves, which have an upward tilt131 and are crowded with all sorts and kinds of bottled liquors. Down deeper, most often where the stern rolls in from the counter, is a big compartment132, 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 beef, joints133 of mutton, chickens and turkeys are kept frozen. All the liners, it may be noted134 in passing, carry a butcher, whose duty it is to cut the steaks and chops, and to see that no good material goes to waste through unskillful hacking135.
Adjoining the kitchen is the serving-room or pantry, frescoed136 with silver coffee-pots and cream-mugs and lined with shelves filled with crockery, while the hook-dotted ceiling glitters with an hundred other pieces of [Pg 52]silverware which swing and scintillate137 with every 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 manner of indentations for the trenchers, saucepans and soup pots which are sent in from the kitchen laden with food at mealtime. This is flanked by a line of glistening138 tea and coffee urns139, while in a convenient corner is a roomy icebox for the cold meats and butter.
To the kitchen and the pantry the storeroom is always sending tribute, and they send it to the glass-doored dining-room which, with its long tables, its dazzling white cloths, and its glittering array of silver and glass, looks at night like an enchanted140 realm. Seats at table are assigned by the steward or the purser, who gives out the seats to those who ask for them first. Each seat is numbered and the passenger receives a billet with his seat number on it when he goes to his first[Pg 53] meal on board. Formerly141 there was a struggle for seats at the captain's table, but now the wise and wary142 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 fixed143, the cabin passenger finds that no opportunity is neglected to serve his comfort and lighten the tedium144 of the voyage. On the German lines a band accompanies every vessel, and plays through the long first-cabin dinner, and again on deck in the evening. All German and American holidays are observed on these boats, and when Christmas comes to the travelers at sea, they find themselves in the midst of a Fatherland festival, the chief feature of which is a brightly adorned145 and illuminated146 tree. Nor are the steerage passengers forgotten on these occasions, amusements, and a special feast being provided for them.
On the boats of the Compagnie Generale Transatlantique French festivals and American holidays are celebrated147 by concerts, balls,[Pg 54] dinner parties and extra luxuries at the regular meals. Entertainment is provided for the steerage passengers and a special menu is furnished for the festal days. On such occasions, too, the ships are gayly decorated with bunting from stem to stern. 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. Champagne148 is furnished without extra charge at this dinner and toasts and speechmaking follow. On a British liner on Sunday morning the captain, in full uniform, supported by his officers, reads the Church of England service, to which all are invited, while American and British holidays are observed in a fitting manner, the ship being always "dressed" for the occasion. The boats of the British lines have also a concert for the exploitation of the talent on board and a parting dinner given an evening or two before arrival in port.
Meantime how do the steerage folk get on[Pg 55] when voyaging over the western ocean? Here there is another and different story to tell. In a ship like the Britannic of the White Star line, picture to yourself a barn-like apartment some seventy feet long and thirty feet wide, but tapering149 almost to a point at the forward end. It is dimly lighted and badly ventilated by means of a shaft108, through which the mainmast enters, and by portholes which are too near the water ever 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 bunks150, 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, of which there are seven in all, making a total of 224 souls who are crowded into these sordid151 quarters. Picture this to yourself and you have before you the men's cabin of the [Pg 56]steerage of the Britannic. The room being lighted at night by gasoline lamps, smoking is forbidden, while all relaxation152 must be taken on that small portion of the lower deck beyond which no steerage passenger is allowed to roam, for there is no means of amusement or recreation in the cabin.
Still there is a brighter side to the picture. All the companies provide ample and wholesome153 fare for their steerage passengers. No captain ever fails to include in his daily tour a personal and painstaking154 inspection of this department and he is always approachable in the event of complaints arising on the part of the humblest and poorest traveler. It is related of one old-time commander, Captain John Mirehouse, that in order to assure himself of the proper quality and preparation of the steerage food he invariably had his lunch served from the steerage galley155 at the dinner hour; and he used to declare that his lunches were as wholesome and palatable156 as he could desire. Nor is it to be supposed that steerage passengers are all immigrants, for, odd as it[Pg 57] may seem, there are many world wanderers who cross and recross in the steerage, who travel over great parts of the world and who in their class are as independent as the men and women lodged157 in the first cabin. Besides these curious characters there are Scottish carpenters and other mechanics who come to America for a few months at a time to take advantage of higher wages and who return as they came when the Christmas holidays draw nigh. Often a liner leaving New York in the early days of December carries more than I,000 passengers in the steerage.
Whether you travel in the cabin or the steerage, the closing days of a voyage are always sure to be the shortest and the pleasantest ones. The routine of marine life ceases to be a burden, and with the disappearance158 of the last lingering cases of sea sickness life on the fleet greyhound of the waters becomes a source of joy. Newly found friends and glimpses of passing vessels cheer and break the solitude159, while the tonic160 of the sea air courses like an elixir161 in the blood. Young[Pg 58] couples flirt162 demurely163 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 eddy164 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 westward165 one you may count, as a rule, upon skirting the Grand Banks without mishap166 and upon rounding the Georges in the same lucky manner. Then, after long and eager waiting, comes the happy hour when there is a cry of "Sail, ho," and a few minutes later a yawl emerges from the gathering167 darkness and a bluff168, black-garbed pilot climbs to the ship's deck, bringing news from the outer world and the glad assurance that land and home are just beyond the horizon line.
Soon comes the welcome cry, "There she is, Fire Island light, right over the starboard bow." The watcher in the lighthouse telegraphs the steamer's arrival to the quarantine station and the ship news office, and[Pg 59] long before noon the vessel reaches quarantine. Here the health officer boards her, and if it is found that she has no case of contagious169 disease 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 squad170 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 as soon as the vessel arrives at her dock. Here, also, an officer of the Immigration Bureau takes charge of the steerage passengers and has folk and baggage conveyed to the Barge171 Office for the examination which will impel172 their return to the place from which they came or end in the granting of permission for them to enter the land of mystery and promise.
Within the hour in which the liner reaches her moorings on the New York or Jersey173 shore the last passenger has taken his [Pg 60]departure, shore 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 the leviathan's next ocean pilgrimage, since, as I said at the outset, one voyage is no sooner ended than preparations for another are begun.
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steamship
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| n.汽船，轮船 | |
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rations
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| 定量( ration的名词复数 )； 配给量； 正常量； 合理的量 | |
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fully
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| adv.完全地，全部地，彻底地；充分地 | |
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hull
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| n.船身；(果、实等的)外壳；vt.去(谷物等)壳 | |
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exterior
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| adj.外部的，外在的；表面的 | |
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sanitary
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| adj.卫生方面的，卫生的，清洁的，卫生的 | |
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7
plumbing
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| n.水管装置；水暖工的工作；管道工程v.用铅锤测量（plumb的现在分词）；探究 | |
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overhauled
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| v.彻底检查( overhaul的过去式和过去分词 )；大修；赶上；超越 | |
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overhauling
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| n.大修；拆修；卸修；翻修v.彻底检查( overhaul的现在分词 )；大修；赶上；超越 | |
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boiler
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| n.锅炉；煮器(壶，锅等) | |
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11
boilers
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| 锅炉，烧水器，水壶( boiler的名词复数 ) | |
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12
arduous
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| adj.艰苦的，费力的，陡峭的 | |
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13
remains
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| n.剩余物，残留物；遗体，遗迹 | |
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14
apparatus
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| n.装置，器械；器具，设备 | |
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15
machinery
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| n.(总称)机械，机器；机构 | |
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16
shipping
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| n.船运（发货，运输，乘船） | |
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17
cargo
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| n.(一只船或一架飞机运载的)货物 | |
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18
combustion
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| n.燃烧；氧化；骚动 | |
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19
chamber
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| n.房间，寝室；会议厅；议院；会所 | |
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20
cylinders
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| n.圆筒( cylinder的名词复数 )；圆柱；汽缸；（尤指用作容器的）圆筒状物 | |
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21
pistons
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| 活塞( piston的名词复数 ) | |
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22
steward
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| n.乘务员，服务员；看管人；膳食管理员 | |
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23
linen
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| n.亚麻布，亚麻线，亚麻制品；adj.亚麻布制的，亚麻的 | |
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24
jurisdiction
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| n.司法权，审判权，管辖权，控制权 | |
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25
marine
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| adj.海的；海生的；航海的；海事的；n.水兵 | |
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26
superintendent
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| n.监督人，主管，总监；(英国)警务长 | |
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27
din
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| n.喧闹声，嘈杂声 | |
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28
vessel
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| n.船舶；容器，器皿；管，导管，血管 | |
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29
superintendents
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| 警长( superintendent的名词复数 )； （大楼的）管理人； 监管人； （美国）警察局长 | |
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30
acting
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| n.演戏，行为，假装；adj.代理的，临时的，演出用的 | |
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31
stevedore
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| n.码头工人；v.装载货物 | |
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32
steamships
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| n.汽船，大轮船( steamship的名词复数 ) | |
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33
cargoes
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| n.（船或飞机装载的）货物( cargo的名词复数 )；大量，重负 | |
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34
unfamiliar
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| adj.陌生的，不熟悉的 | |
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35
wharf
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| n.码头，停泊处 | |
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36
assorted
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| adj.各种各样的，各色俱备的 | |
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37
quota
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| n.（生产、进出口等的）配额，（移民的）限额 | |
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38
lighters
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| n.打火机，点火器( lighter的名词复数 ) | |
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39
laden
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| adj.装满了的；充满了的；负了重担的；苦恼的 | |
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40
hoist
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| n.升高，起重机，推动；v.升起，升高，举起 | |
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41
puffing
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| v.使喷出( puff的现在分词 )；喷着汽（或烟）移动；吹嘘；吹捧 | |
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42
tugging
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| n.牵引感v.用力拉，使劲拉，猛扯( tug的现在分词 ) | |
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43
tug
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| v.用力拖(或拉)；苦干；n.拖；苦干；拖船 | |
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44
mingling
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| adj.混合的 | |
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45
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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46
preservation
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| n.保护，维护，保存，保留，保持 | |
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47
argot
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| n.隐语，黑话 | |
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48
stiffening
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| n. (使衣服等)变硬的材料, 硬化 动词stiffen的现在分词形式 | |
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49
stiffen
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| v.(使)硬，(使)变挺，(使)变僵硬 | |
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50
hoisted
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| 把…吊起，升起( hoist的过去式和过去分词 ) | |
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51
intermittent
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| adj.间歇的，断断续续的 | |
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52
detailed
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| adj.详细的，详尽的，极注意细节的，完全的 | |
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53
inspection
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| n.检查，审查，检阅 | |
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54
slovenly
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| adj.懒散的，不整齐的，邋遢的 | |
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55
ingenuity
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| n.别出心裁；善于发明创造 | |
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56
stewards
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| （轮船、飞机等的）乘务员( steward的名词复数 )； （俱乐部、旅馆、工会等的）管理员； （大型活动的）组织者； （私人家中的）管家 | |
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57
tabulated
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| 把（数字、事实）列成表( tabulate的过去式和过去分词 ) | |
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58
pier
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| n.码头；桥墩，桥柱；[建]窗间壁，支柱 | |
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59
wagons
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| n.四轮的运货马车( wagon的名词复数 )；铁路货车；小手推车 | |
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60
veal
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| n.小牛肉 | |
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61
tripe
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| n.废话，肚子, 内脏 | |
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62
calves
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| n.(calf的复数)笨拙的男子，腓；腿肚子( calf的名词复数 )；牛犊；腓；小腿肚v.生小牛( calve的第三人称单数 )；（冰川）崩解；生（小牛等），产（犊）；使（冰川）崩解 | |
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63
clams
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|
| n.蛤；蚌，蛤( clam的名词复数 )v.（在沙滩上）挖蛤( clam的第三人称单数 ) | |
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64
oysters
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| 牡蛎( oyster的名词复数 ) | |
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65
pickles
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| n.腌菜( pickle的名词复数 )；处于困境；遇到麻烦；菜酱 | |
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66
lobsters
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| 龙虾( lobster的名词复数 )； 龙虾肉 | |
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67
pervades
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| v.遍及，弥漫( pervade的第三人称单数 ) | |
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68
throng
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| n.人群，群众；v.拥挤，群集 | |
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69
wane
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| n.衰微，亏缺，变弱；v.变小，亏缺，呈下弦 | |
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70
chatter
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|
| vi.／n.喋喋不休；短促尖叫；(牙齿)打战 | |
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71
rattle
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|
| v.飞奔，碰响；激怒；n.碰撞声；拨浪鼓 | |
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72
shrill
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| adj.尖声的；刺耳的；v尖叫 | |
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73
warps
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| n.弯曲( warp的名词复数 )；歪斜；经线；经纱v.弄弯，变歪( warp的第三人称单数 )；使（行为等）不合情理，使乖戾， | |
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74
saluting
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| v.欢迎，致敬( salute的现在分词 )；赞扬，赞颂 | |
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75
cleansing
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|
| n. 净化(垃圾) adj. 清洁用的 动词cleanse的现在分词 | |
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76
rippling
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| 起涟漪的，潺潺流水般声音的 | |
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77
jutting
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| v.（使）突出( jut的现在分词 )；伸出；（从…）突出；高出 | |
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78
salutes
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| n.致敬，欢迎，敬礼( salute的名词复数 )v.欢迎，致敬( salute的第三人称单数 )；赞扬，赞颂 | |
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79
promptly
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| adv.及时地，敏捷地 | |
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80
embodies
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|
| v.表现( embody的第三人称单数 )；象征；包括；包含 | |
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81
seaman
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| n.海员，水手，水兵 | |
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82
smother
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| vt./vi.使窒息；抑制；闷死；n.浓烟；窒息 | |
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83
buffeting
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| 振动 | |
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84
persistent
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|
| adj.坚持不懈的，执意的；持续的 | |
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86
plying
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| v.使用（工具）( ply的现在分词 )；经常供应（食物、饮料）；固定往来；经营生意 | |
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87
solely
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|
| adv.仅仅，唯一地 | |
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88
peculiarities
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|
| n. 特质, 特性, 怪癖, 古怪 | |
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89
smoothly
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| adv.平滑地，顺利地，流利地，流畅地 | |
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90
promotion
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| n.提升，晋级；促销，宣传 | |
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91
forth
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| adv.向前；向外，往外 | |
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92
judgment
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| n.审判；判断力，识别力，看法，意见 | |
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93
beset
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| v.镶嵌；困扰，包围 | |
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94
perilous
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| adj.危险的，冒险的 | |
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95
qualified
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| adj.合格的，有资格的，胜任的，有限制的 | |
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96
ascertained
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| v.弄清，确定，查明( ascertain的过去式和过去分词 ) | |
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97
entirely
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| ad.全部地，完整地；完全地，彻底地 | |
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98
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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99
steering
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| n.操舵装置 | |
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100
seamen
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| n.海员 | |
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101
brass
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| n.黄铜；黄铜器，铜管乐器 | |
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102
burnishing
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| n.磨光，抛光，擦亮v.擦亮（金属等），磨光( burnish的现在分词 )；被擦亮，磨光 | |
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103
thoroughly
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| adv.完全地，彻底地，十足地 | |
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104
throttle
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| n.节流阀，节气阀，喉咙；v.扼喉咙，使窒息，压 | |
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105
throttles
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| n.控制油、气流的阀门( throttle的名词复数 )；喉咙，气管v.扼杀( throttle的第三人称单数 )；勒死；使窒息；压制 | |
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106
peremptory
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| adj.紧急的，专横的，断然的 | |
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107
shafting
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| n.轴系；制轴材料；欺骗；怠慢 | |
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108
shaft
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| n.(工具的)柄，杆状物 | |
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109
distressing
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| a.使人痛苦的 | |
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110
brawny
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| adj.强壮的 | |
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111
dart
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| v.猛冲，投掷；n.飞镖，猛冲 | |
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112
averted
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| 防止，避免( avert的过去式和过去分词 )； 转移 | |
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113
shovel
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| n.铁锨，铲子，一铲之量；v.铲，铲出 | |
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114
plunge
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| v.跳入，(使)投入，(使)陷入；猛冲 | |
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115
draughts
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| n. <英>国际跳棋 | |
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116
respite
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| n.休息，中止，暂缓 | |
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117
stint
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| v.节省，限制，停止；n.舍不得化，节约，限制；连续不断的一段时间从事某件事 | |
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118
lessen
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| vt.减少，减轻；缩小 | |
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119
fidelity
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| n.忠诚，忠实；精确 | |
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120
exacting
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| adj.苛求的，要求严格的 | |
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121
hardy
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| adj.勇敢的，果断的，吃苦的；耐寒的 | |
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122
retirement
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| n.退休，退职 | |
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123
statute
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| n.成文法，法令，法规；章程，规则，条例 | |
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124
scrutinizes
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| v.仔细检查，详审( scrutinize的第三人称单数 ) | |
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125
scrupulous
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| adj.审慎的，小心翼翼的，完全的，纯粹的 | |
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126
domain
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| n.(活动等)领域，范围；领地，势力范围 | |
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127
pastry
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| n.油酥面团，酥皮糕点 | |
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128
bins
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| n.大储藏箱( bin的名词复数 )；宽口箱（如面包箱，垃圾箱等）v.扔掉，丢弃( bin的第三人称单数 ) | |
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129
wholesale
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| n.批发；adv.以批发方式；vt.批发，成批出售 | |
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130
locker
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| n.更衣箱，储物柜，冷藏室，上锁的人 | |
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131
tilt
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| v.(使)倾侧；(使)倾斜；n.倾侧；倾斜 | |
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132
compartment
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| n.卧车包房，隔间；分隔的空间 | |
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133
joints
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| 接头( joint的名词复数 )； 关节； 公共场所（尤指价格低廉的饮食和娱乐场所） （非正式）； 一块烤肉 （英式英语） | |
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134
noted
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| adj.著名的，知名的 | |
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135
hacking
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| n.非法访问计算机系统和数据库的活动 | |
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136
frescoed
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| 壁画( fresco的名词复数 )； 温壁画技法，湿壁画 | |
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137
scintillate
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| v.闪烁火光；放出火花 | |
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glistening
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| adj.闪耀的，反光的v.湿物闪耀，闪亮( glisten的现在分词 ) | |
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139
urns
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| n.壶( urn的名词复数 )；瓮；缸；骨灰瓮 | |
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140
enchanted
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| adj. 被施魔法的，陶醉的，入迷的 动词enchant的过去式和过去分词 | |
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141
formerly
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| adv.从前，以前 | |
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142
wary
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| adj.谨慎的，机警的，小心的 | |
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143
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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144
tedium
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| n.单调；烦闷 | |
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adorned
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| [计]被修饰的 | |
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illuminated
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| adj.被照明的；受启迪的 | |
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celebrated
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| adj.有名的，声誉卓著的 | |
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148
champagne
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| n.香槟酒；微黄色 | |
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149
tapering
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| adj.尖端细的 | |
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150
bunks
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| n.（车、船等倚壁而设的）铺位( bunk的名词复数 )；空话，废话v.（车、船等倚壁而设的）铺位( bunk的第三人称单数 )；空话，废话 | |
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151
sordid
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| adj.肮脏的，不干净的，卑鄙的，暗淡的 | |
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152
relaxation
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| n.松弛，放松；休息；消遣；娱乐 | |
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153
wholesome
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| adj.适合；卫生的；有益健康的；显示身心健康的 | |
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154
painstaking
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| adj.苦干的；艰苦的，费力的，刻苦的 | |
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155
galley
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| n.（飞机或船上的）厨房单层甲板大帆船；军舰舰长用的大划艇； | |
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156
palatable
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| adj.可口的，美味的；惬意的 | |
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157
lodged
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| v.存放( lodge的过去式和过去分词 )；暂住；埋入；（权利、权威等）归属 | |
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158
disappearance
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| n.消失，消散，失踪 | |
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159
solitude
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| n. 孤独; 独居,荒僻之地,幽静的地方 | |
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160
tonic
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| n./adj.滋补品，补药，强身的，健体的 | |
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161
elixir
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| n.长生不老药，万能药 | |
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162
flirt
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| v.调情，挑逗，调戏；n.调情者，卖俏者 | |
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163
demurely
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| adv.装成端庄地，认真地 | |
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164
eddy
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| n.漩涡，涡流 | |
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165
westward
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| n.西方，西部；adj.西方的，向西的；adv.向西 | |
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166
mishap
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| n.不幸的事，不幸；灾祸 | |
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167
gathering
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| n.集会，聚会，聚集 | |
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168
bluff
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| v.虚张声势，用假象骗人；n.虚张声势，欺骗 | |
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169
contagious
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| adj.传染性的，有感染力的 | |
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170
squad
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| n.班，小队，小团体；vt.把…编成班或小组 | |
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171
barge
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| n.平底载货船，驳船 | |
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172
impel
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| v.推动；激励，迫使 | |
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173
jersey
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| n.运动衫 | |
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