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The man who feeds the furnace of the marine boiler is summoned to his task at eight bells. Hurriedly donning his working outfit, he descends many rungs of iron ladders until he reaches an iron platform on the bottom of the hold, where for four hours he must strive as the slave of the two or three towering boilers in front of him. Above him, through a circular opening, comes a current of fresh air, sent down by the big ventilator on deck. With feet stretched wide apart on the sloppy platform, he seizes a shovel and throws wide open the doors of the roaring furnaces in turn, the vessel sometimes pitching violently. With tense muscles and a desperate sort of energy, he shovels in coal in great quantities, and occasionally rakes the surface of his fires. At intervals he pokes them with "slice" and "devil" to prevent clogging of the bars, until the furnaces are in a fierce, white glow. When the stoker finds it necessary to "clean the fires," he throws open the door of one furnace, while the others, at their utmost blast, are supplying the needed motive power. Laboriously working his "slice" and "devil" into the innermost vitals of the raging Imass, he pulls out a quantity of clinkers, blistering hot. This he at once dampens, causing a choking smoke. After repeating the process several times, until the furnace bars are clear of obstruction and the upward draught is perfect, he replenishes the somewhat enfeebled fire with more fuel, and applies himself to the other furnaces likewise. All this requires incessant and intense exertion in the face of roasting heat, and involves an exhaustive strain upon the stoker. Instances have occurred in tropical climates where he was totally unable, when relieved, to climb on deck, but fell on the reeking floor, limp as a heap of wet rags. On account of the severe requirements of his task the stoker has eight hours off, instead of the four hours which compose the sailors' relief period. It is not uncommon, also, for him to be favored with a better ration than the sailors get, in the shape of a mess from the galley called the "black pot," composed of remnants from the saloon passengers' fare. The coal supply of the ship is stored in high bunkers, with water-tight doors opening into the stokehole. Out of these magazines the trimmer also under a fearful strain, throws the coal to a point convenient for the stoker. Although not exposed to fiery heat, he has no cooling air-current from overhead, but must work in a close place, and with the aid of a safety lamp. Some ships use 3,000 tons of coal in a single passage, consuming from 20 to 30 tons per hour. A DAY WITH THE BRAKEMAN ON THE TRAIN On every freight train are two or more brakemen. The disagreeable features of their experience result mainly from severe weather, although they have much trouble with tramps. In running on ascending grades or at a slow speed, the brakeman can ride under cover, but in descending grades or when running fast, he must be on top, ready to apply the brakes instantly. When a train is unexpectedly stopped on the road, the rear-end brakeman takes his red flag or lantern and hurries back half .a mile to give the stop signal to any train which may be following. Another duty of the brakeman is to couple the cars, the uncoupling being generally devolved on the freight conductors. Both these tasks are dangerous and result in the loss of many lives. The brakeman is on hand promptly at the hour of preparation for departure, and has a brief period of lively work in assembling the cars from different tracks, changing cars from the front to the rear or middle of the train, and setting aside those that are broken or disabled. During much of his trip-time in the pleasant months of the year, the freight brakeman has an opportunity to get acquainted with the farmers, from whom he buys good things at low prices and lives on fine fruits, vegetables, etc. The passenger brakeman has to deal more or less with the public, and his chief duties are those of a porter. On the modern "limited" trains his day's work consists of a three hours' run without stop. Occasionally the passenger brakeman must go back to, "flag." In former days he was credited with much flirting along the run, and he has not altogether outgrown it. If be does well he will become a conductor. A DAY IN THE CIGAR FACTORY |