It is the ambition of most young men who reside upon the farm to become telegraph operators. This desire usually has its inception soon after the farmer boy begins to make daily visits to the little railway depot, wherein is a young man who grasps a brass key and sends strange signs upon the wire, which, reaching a given point, take the form of messages and are delivered to the person or persons to whom they are addressed.

As, day after day, the farmer boy watches the "city chap" handling the key, the more firm is his determination to learn telegraphing. After his courage has reached a certain pitch, the young fellow approaches the regular operator, and, if things are favorable, the young man is soon installed as "baggage master," or "switch-light tender," and given charge of a few other things about the depot. This work is done in return for instruction in telegraphy.

If the young student, as is not an infrequent occurrence, is quite apt, he learns readily, and within a few months is able to accept a small position at some "way-station," where he earns a salary that ranges anywhere from $20 to $45 per month, but, more usually, from $25 to $35 per month. The ambition of the majority of telegraph operators is to become, some day, train dispatchers and handle railroad "divisions."

In learning telegraphy it is quite essential that the student be young and have a quick ear for different sounds. When he first takes up telegraphy, he is given a sheet of paper, on which are written all of the characters of the Morse alphabet. In addition to the letters, there are certain punctuation marks and numbers from one to nine, with a "naught," which, with a figure one, makes ten.

Then the student begins to study the dots and dashes that have been placed before him. Upon investigation he finds that the letter "A" is composed of one dot and a dash, the dot being placed before the dash. Reverse this by placing the dash before the dot and you change the characters, making the letter "K." In a similar manner, "Z" is three dots, space, one dot, while reversed, is one dot, space, three dots, making the character "&." After the beginner has learned the telegraph alphabet by heart, he begins to practice making them upon the key.

The tendency of all beginners is to grasp the key with too firm a hand, and they are wont to imagine within a very short time that they know more, and are better operators, than those who are teaching them. In this the wise student soon finds out his mistake, and then he begins to learn much more than he ever did before about telegraphing.

Some operators—in fact, the most expert press operators—are born, not made. It is as natural for some men to be telegraph operators as it is for others to be great musicians.

Having mastered the alphabet, the student is set to practicing how to send different forms of messages, figures, etc. In the first stages he usually wants the message before him in order to be able to send it. After a time he is able to send from his head, and a little later, he is a full-fledged operator. The usual time required to learn to send and receive by sound is from six months to a year, according to the aptness of the student. Then it is that constant practice goes far toward making the successful operator. Once the art is learned, it can never pass from you, although your fingers get what old-time telegraphers term "a little rusty," still, they soon limber up and get back into their old-time speed.

In telegraphing it is harder to learn to receive than to send. Perfect sending is only possible with long and constant practice. If a person is nervous it will be shown in the work, for the sending will be "jerky."

In this day of telegraphy, typewriters are as essential as were the pencil and pen a half century ago. In fact, it is almost compulsory in most offices that the person applying for a position as telegraph operator must be able to use a typewriter. In the studying of telegraphy many students seek the telegraph school. This is a mistake, for it is a delusion and a snare. In many cases, the "professor" barely knows the Morse alphabet.

To properly learn telegraphy, the best place for a student is in an office where he can get real "main line" practice. This, and this alone, helps to make the successful operator. In commercial offices, messenger boys are often permitted to learn, and they frequently make excellent operators. The salaries of messengers range from $10 to 20 per month. In the city department of a big commercial office, which is known to the profession as the "Met," the salaries range from $25 to $60. In other branches and on heavy, first-class wires, the average salary earned is from $70 to $85 for nine hours' work.

The salaries of railroad operators range from $25 to $60; that of the train dispatcher from $75 to $100. The latter work in eight-hour shifts, and theirs is one of the most responsible tasks on the road. In handling the passenger trains, especially on a single track, the lives of the engineer, train crew and passengers are constantly in their hands. If a young man, or young woman, wishes to become a telegraph operator, let him or her get into a telegraph office where the before-mentioned "main line" practice can be secured. Telegraphing, while it offers many novelties, is a very trying position, and one that is hard to fill with satisfaction, for a petty error may often cause considerable trouble.

The typewriter, as above stated, has become a necessity. Business and newspaper offices cannot do without this instrument. It is only a matter of time when typewriters will be in common and constant use in our schools and many residences. A prediction was made not long ago by a distinguished writer on social questions to this effect: "It is tolerably certain that the typewriter will soon be found in as common use in families as are sewing machines now." The bread and butter problem will naturally bring about this condition of domestic industry.

A DAY ON AN OCEAN LINER WITH THE STEWARD
A DAY WITH THE CHAUFFEUR
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© 1998, 2002 by Lynn Waterman

The steward of an ocean liner has a big job on his hands when he provisions the great ship for its round trip between the United States and Europe. This journey generally takes about twelve days, and with its great cargo of human freight, the vessel is nothing short of a floating city. The amount of edibles and drinkables, to say nothing of other provisions for the passengers' comfort, gives the steward food for thought.

In the first place, the ship carries about 2,000 passengers, to say nothing of its big crew, 450 in number.

To give an idea of the amount of work upon the steward's shoulders, it may be stated that he requires 150 assistants. He must care for the needs of the passengers, and one of the principal needs is the passengers' stomach supply.

The amount of bread consumed on board, which the steward has to provide, is in itself startling. Over 200 barrels of flour are stored away to help supply the bread and pastry. Next to bread, of course, comes meat. In the old days the steward must needs carry his livestock along and kill it on board. This, however, is all done away with now, for, with the modern improvements have come excellent refrigerating plants, and each ship is equipped with a big one, where tons of meats can be stored away conveniently.

Into these compartments, the day before the ship sails away, the steward must pack 20,000 pounds of beef, 14,000 pounds of lamb, 10,000 pounds of mutton, 500 pounds of veal and 500 pounds of pork.

Game also is in demand, especially among the first-cabin passengers, and Mr. Steward must see that all his people's wants are gratified. Therefore he packs away a stock that exceeds by far the supply of the greatest hotels in the country. Here also he stores over 5,000 pieces of game, including 500 spring chickens, 500 capons, 200 roasting chickens, 300 fowls, 500 ducklings, 50 goslings, 120 turkeys, 200 pheasants, 300 partridges, 800 squabs and 600 quails.

Altogether, the steward must pack away in the refrigerators about 3,000 pounds of fresh fish and 2,500 pounds of salt fish. About 30 barrels of herring, something like 15,000 in number, are also put away in the refrigerators. Besides these come 50 boxes of smoked fish, 500 pounds of lobsters, 400 tins of sardines, 500 pounds of turtles, 20,000 oysters and 10,000 clams.

Nor does this suffice. Eggs must be had in great numbers The total annual product of 277 hens is consumed each trip. Nearly a ton and a half of oatmeal must be provided, most of which goes to the steerage passengers.

About two tons of ham and bacon are used. Butter, jams, jellies and marmalades are shipped in enormous quantities. About 5,000 pounds of butter are used, and as much of jams and such sweets.

Of sugar, 10,000 pounds are packed away. Almost a ton of tea and about a ton and a half of coffee are taken on board by the steward and his assistants.

Enormous tanks of milk are filled and carried over to supply the passengers. Vegetables in great amount add to the stores. Of this latter commodity, 46 tons of potatoes are shipped.

Besides taking care of all this produce, the steward must see to the china and the utensils used to cook and serve the food in. There are 250 coffee pots and tea pots, 200 sugar bowls, 250 vegetable dishes, 100 butter dishes, besides 10,000 pieces of china for first and second cabin use, and 3,600 plates and 1,500 cups for third-class passengers.

In the course of a year, the steward makes about ten round trips, and in that time he has ordered and served 540,000 pounds of meat, 50,700 head of poultry and game, 200,000 oysters, 25,000 eggs, 15,000 pounds of tea, 25,000 pounds of coffee, 50,000 pounds of butter, 200,000 oranges, and 2,000 barrels of flour.

A DAY ON THE TROLLEY CAR, WITH ITS CREW
A DAY IN THE TELEGRAPH OFFICE WITH THE OPERATOR
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© 1998, 2002 by Lynn Waterman