Part 11

+------------+----------+-----------------+----------- Name. | Fastest |Direction.| Date. | Line. | passage. | | | ----------------+------------+----------+-----------------+----------- | D. H. M. | | | Teutonic |{ 5 16 30 | Westward | August, 1891 }|White Star. |{ 5 21 22 | Eastward | September, 1891}| | | | | Majestic |{ 5 18 8 | Westward | August, 1891 }|White Star. |{ 5 23 13 | Eastward | September, 1890}| | | | | City of Paris |{ 5 19 18 | Westward | August, 1889 }|Inman. |{ 5 22 50 | Eastward | December, 1889 }| | | | | City of New York|{ 5 21 19 | Westward | October, 1890 }|Inman. |{ 5 22 50 | Eastward | September, 1891}| | | | | Etruria |{ 6 1 50 | Westward | September, 1889}|Cunard. |{ 6 4 40 | Eastward | April, 1888 }| | | | | Umbria |{ 6 3 29 | Westward | August, 1890 }|Cunard. |{ 6 3 4 | Eastward | November, 1888 }| | | | | |{ 6 14 15 | Westward | May, 1891 }| Fürst Bismarck |{ (_Maiden trip_) }|Hamburg. |{ 6 12 58 | Eastward | September, 1891}| | | | | Columbia |{ 6 16 2 | Westward | June, 1890 }|Hamburg. |{ 6 15 0 | Eastward | October, 1890 }| | | | | Normannia |{ 6 17 2 | Westward | August, 1890 }|Hamburg. |{ 6 17 20 | Eastward | September, 1890}| | | | | Augusta Victoria|{ 6 22 40 | Westward | October, 1890 }|Hamburg. |{ 6 22 32 | Eastward | September, 1890}| | | | | Havel |{ 6 23 52 | Westward | May, 1891 }|North |{ 6 19 5 | Eastward | September, 1891}|German. | | | | Spree |{ 6 21 20 | Westward | August, 1891 }|North |{ 6 20 10 | Eastward | July, 1891 }|German. | | | | Lahn |{ 6 22 42 | Westward | August, 1889 }|North |{ 6 23 18 | Eastward | October, 1889 }|German. | | | | |{ 6 23 58 | Westward | June, 1891 }| La Touraine |{ (_Maiden trip_) }|French. |{ 7 4 16 | Eastward | July, 1891 }| ----------------+------------+----------+-----------------+-----------

NOTE.—For table of records in 1890, see page 45; for a comparison of records from the Sirius to the Teutonic, see page 78.

The trips of the first six vessels in the above table are measured between Sandy Hook lightship and Roche’s Point, the entrance to Queenstown Harbor; the North German Lloyd and the Hamburg-American lines measure the trips between Sandy Hook lightship and the Needles, near Southampton; and the French line, between Sandy Hook lightship and Havre.

The fast ships of several lines now make a seven-days’ journey from port to port; these lines are the Cunard, Inman, White Star, North German Lloyd, Hamburg-American, French, Guion, and Anchor. Their vessels are well fitted, the passengers find every convenience at hand, and, barring extremely bad weather, the traveller may imagine that he is confined but a few days to a first rate hotel on land. Nevertheless, it may be worth while to mention one or two comparatively minor features that have been introduced lately to make the journey to Europe comfortable. The Midland Railway Company of England and the London & Northwestern Railway Company have both adopted the American system of checking baggage, and it is now possible to have your trunks checked at your house for delivery in London, although the steamship may terminate its journey at Liverpool. This service naturally calls for a small extra fee, but it is hardly more than would be charged by an expressman who would take your trunks to the dock where the steamship lies awaiting your departure. It is quite the custom now, also, for steamship companies to issue letters of credit to passengers, who, for one reason or another, may not care to deposit their moneys with the banking houses. On one line, at least, passengers can rent steamer-chairs previous to sailing at fifty cents each for the trip, and when they arrive on board they simply apply to the deck-steward for their chairs. At the offices of all the principal lines steamer-chairs may be engaged at the time tickets are procured, but the price charged for the trip is one dollar; the enterprise being managed by an independent concern who have obtained the privilege from the different lines.

Every traveller may have at least one interesting souvenir of the voyage across the Atlantic. The names of the passengers, and in some cases their home addresses, are neatly printed upon folios along with a blank chart for recording the progress of the voyage, and more or less information about the company, the vessel, and the fleet of which it is a member. A sufficient number of these passenger lists are printed to assure one at least for every cabin passenger, and the lists are usually distributed in the saloon soon after the vessel leaves her dock. They are not only prized as souvenirs, but they are invaluable in assisting one to make acquaintances—or avoid them, for that matter. It is the custom of the Inman and Guion lines to distribute passenger lists at the gang-plank just previous to the sailing of the vessel, so that friends of passengers may carry away a token of the great journey, and speculate as to how companionable this or another person will prove to the party in which they are especially interested. On nearly all the larger vessels there is a miniature newspaper printed by the ship’s printer, which gives the usual amount of “local” gossip and happenings peculiar to the surroundings; articles are contributed by the passengers, and sometimes there is a good deal of talent on board. Reports of concerts and domestic entertainments, etc., are given.

Rivalry between the various lines has led to the establishment of agencies in various parts of this country and Europe.

Abroad the agents seek mainly, if not exclusively, to induce emigration. In this country the agents deal almost exclusively with those to whom travel has become a well-earned luxury. The central point of agencies is in Chicago. The agents there control the territory west of Chicago, and are in constant communication with the head-offices in New York, and they have their sub-agents scattered about everywhere, but especially in the Northwest. The New York offices are promptly informed by the Chicago agents concerning the number of people booked for certain steamships, and the chief stewards make provision accordingly.

* * * * *

Before showing how the steward has to provide for his passengers, it will be interesting to note, as well as may be, the increase in transatlantic voyaging. Exact records of cabin passengers have not been kept until within a few years; but it will be remembered that in the time of the clipper ships ten first-cabin passengers was the average on a ship. As it is now, the different steamship lines entering the port of New York employ several men to look after the landing of passengers. Their duties are mainly directed to steerage people; but recently they have also kept records of those who come over in either first or second class. From these records, kept in the Barge Office in New York City, it appears that ocean travel varies according to the business situation in this country. Following is an exhibit of the number of cabin passengers that arrived at this port during the years between 1881 and 1890, inclusive: 1881, 51,229; 1882, 57,947; 1883, 58,596; 1884, 59,503; 1885, 55,160; 1886, 68,742; 1887, 78,792; 1888, 86,302; 1889, 96,686; 1890, 99,189.

From one point of view, at least, these figures are very striking. In 1889 there was a great show in Paris that attracted world-wide attention and interest. In the spring of that year every steamship agent announced to prospective passengers that all vessels would be crowded, and that the volume of passenger traffic between the continents would swamp the capacity of every line. But the figures speak for themselves. Viewing the increase of oceanic travel, it appears that the financial depression of 1884 kept many people at home who otherwise might have crossed the ocean. After that distressing season had passed travel resumed its normal condition, and an increase may be noted with each year. When finances in this country had been somewhat adjusted we find that 86,302 cabin passengers landed at New York in 1888. Then came the Paris Exposition, and the record for 1889 is 96,686. That was the greatest year for ocean travel known theretofore. Yet 1890 came along, and the record of 1889 had been broken. The total number of arrivals of cabin passengers for that year being 99,189.

These figures mean that Americans are getting rich enough to travel: nothing more. An agent of an excursion company said to me during 1889:

“It doesn’t need an Exposition in Paris to induce travel. Europe is the loadstone! All we have to do is to show people that they can get to _Europe_ at a moderate cost, and that fetches ’em.”

The same men who keep these records at the Barge Office say that at least eighty per cent. of the arrivals from Europe represent people who live in this country; that is, that not more than 20,000 people during 1890 arrived in New York who did not live here, or who were not returning to their homes. Furthermore, it should be noted here that New York has become to so great a degree the port to which transatlantic business tends, that not more than fifteen per cent. of either immigrants or cabin passengers land at any other port. A few go to Boston, or Philadelphia, or Baltimore; and a few come in _via_ Quebec and the northern border; but the figures at New York really represent the volume of passenger traffic.

It is not possible to give an exact comparison between the traffic now and when passenger steamships first began to run between this country and Europe; but it will be remembered that the Cunards, beginning in 1840, had only four regular vessels. Now there are twelve steamship lines who have regular sailing days each week, and some have sailings twice and three times a week; they all terminate or begin in New York, and on these lines there are eighty-five steamships which carry saloon and steerage passengers. These lines make landings at Queenstown, Liverpool, Southampton, Havre, Bremen, Hamburg, Moville (Londonderry), Glasgow, Antwerp, Boulogne, Rotterdam, Amsterdam, and Copenhagen. No line employs less than four boats, and the Hamburg-American line keeps nineteen in commission. The North German Lloyd Company has the largest fleet of express steamships; there are twelve in commission between New York, Southampton, and Bremen. This great fleet of eighty-five vessels is composed of the following lines, given in the order in which they were established: Cunard line, 1840; Inman line, 1850; Allan line, 1853; Hamburg-American line, 1856; Anchor line, 1856; North German Lloyd line, 1857; French line (Compagnie Générale Transatlantique), 1862; Guion line, 1864; White Star line, 1870; Netherlands line, 1872; Red Star line, 1873; Thingvalla line, 1879. Besides these lines there is also the Anchor line, Fabre line, and the Florio line to Mediterranean ports; Wilson line to London, and also to Hull; National line to London, and also to Liverpool; Hill line to London; Union line to Hamburg; and Baltic line to Stettin. All these lines carry passengers.

This record, of course, takes no account of the lines to the South American continent or to Pacific ports. Freight lines, of which there are several, are out of the question for the moment.

* * * * *

A great many passengers are more anxious about the table-fare upon an ocean steamship than about the state-rooms, saloons, smoking-rooms, and other matters of transient comfort. There is really no need for worry about the table. There is always enough, and on the best boats there is always a great variety.

On one of the recent departures of a great liner from this port her larder was stocked as follows:

20,000 pounds of fresh beef (a portion of this, although all was available, was intended for the return trip, beef being cheaper here than in Liverpool); fresh pork, 500 pounds; mutton, 3,500 pounds; lamb, 450 pounds; veal, 500 pounds; sausage, 200 pounds; liver, 230 pounds; corned beef, 2,900 pounds; salt pork, 2,200 pounds; bacon, 479 pounds; hams, 500 pounds; tongues, 8 dozen; sweetbreads, 200; fish, assorted, 2,100 pounds; oysters, 5,000; clams, 5,000; soft-shell crabs, 500; green turtle, 200 pounds; turkeys, 50; geese, 50; fowls, 248; chickens, 150; squabs, 300; snipe, 500; quail, 500; ducklings, 216; wild game, 108 pair. Butter, 1,500 pounds; eggs, 1,200; condensed milk, 400 quarts; fresh milk, 1,000 quarts; ice cream, 400 quarts. Apples, 12 barrels; pears, 10 boxes; musk-melons, 100; water melons, 60; oranges, 16 boxes; peaches, 10 crates; bananas, 10 bunches; huckleberries, 100 quarts; gooseberries, 100 quarts; cherries, 250 quarts; currants, 100 pounds; grapes, 75 pounds; lemons, 14 cases; pineapples, 100; plums, 150 quarts; strawberries, 250 quarts; raspberries, 250 quarts. Flour, 125 barrels; potatoes, 140 barrels; lettuce, 72 dozen; asparagus, 30 dozen; green peas, beans, tomatoes, 15 crates each; Brussels sprouts, 10 baskets. Crackers, cakes in large variety, and a quantity of pickles, sauces, spices, extracts, pâtés de foie gras, truffles, caviare, canned and dried and fresh vegetables, and general groceries in the most generous quantity. About 500 other items appeared on her list of stores, besides wines, spirits, beer, mineral waters, cigars, etc.

* * * * *

One of the bills of fare presented to first-cabin passengers from such a commissariat is here given.

SOUPS.

Turtle and Spring.

FISH.

Scotch Salmon and Sauce Hollandaise.

ENTRÉES.

Blanquettes de Poulet aux Champignons. Filets de Bœuf à la Bordelaise. Cailles sur Canapés.

JOINTS.

Saddle of Mutton and Jelly. Beef and Yorkshire Pudding. York Ham and Champagne Sauce.

POULTRY.

Roast Turkey and Truffles. Spring Ducklings.

VEGETABLES.

Pommes de Terre Duchesse. Asparagus. Potatoes. Parsnips.

SWEETS.

International Pudding. Rhubarb with Custard. Strawberry Jam. Tartlets. Sandwich.

PASTRY.

Genoese Pastry. Marlborough Pudding. Gooseberry Soufflés. Lemon Cream.

DESSERT.

Seville Oranges. Black Hamburg Grapes. English Walnuts. Madeira Nuts. Cantaloupes. Café Noir.

Following is a literal copy of a bill of fare for a second-cabin dinner on a favorite steamship:

SOUP.—Julienne.

FISH.—Boiled Rock Fish, butter sauce.

MEATS.—Haricot of mutton; roast beef, baked potatoes; boiled mutton, caper sauce; mashed turnips; potatoes.

Rice pudding; apple tart; small pastry. Biscuits and cheese.

So the accommodations on board ship have kept pace with the growing traffic and the increasing demand for luxurious appointments. Vessels now are lighted by electricity in every quarter, including even the steerage; there is ample room for exercises and games on deck; there are well-stocked libraries and music-rooms, no well-ordered ship being without a piano or organ, and some have both; smoking-rooms are usually on the upper deck; electric annunciators are handy; bath-rooms are numerous; the thrashing of the screw is heard faintly at the worst; there is plenty and a variety of food; and in short, the majority of cabin passengers fare for a week better, and are surrounded by more appointments of wealth and luxury, than they are accustomed to in their own homes.

Some specialty interesting features have been introduced into the North German Lloyd service, and also on the express steamers of the Hamburg-American line to make a voyage attractive. Among these is the band that accompanies every vessel. The performers are the stewards of the second cabin, who must not only be good waiters but also musicians as well. They play through the long first-cabin dinner, which lasts from one to two hours, and again on deck in the evening. There are no Sunday services on these boats, but in the morning the band plays hymn tunes, and in the evening there is a “sacred” concert. All German and American holidays are observed on board, special attention being paid to the Fourth of July and Washington’s Birthday, and particularly so on an eastward trip if the holiday occurs when the vessel is only a day or so out from New York; when Christmas comes to the travellers at sea, they find themselves in the midst of a German festival, in which there is no lack of a brightly adorned and illuminated tree. The steerage passengers are not forgotten on these occasions; amusements and a special feast are provided for them.

The French line has some remarkable features of its own. Baggage may be checked by it to any point in France. The company provides a special train that waits on the steamship dock in Havre, and on the arrival of the vessel from New York takes the passengers and baggage to Paris at once, and puts them in close connection with trains for other parts of the continent. This system of transfer and checking baggage applies not only to cabin passengers, but to those in the steerage as well, and the French line is the only line that makes such arrangements. It is also the only line (except the Netherlands which touches at Boulogne for Paris) that supplies immigrants with all necessary utensils, including bedding; and, more than that, it provides a wholesome wine at all meals in the steerage, and cognac once a day.

For the last eight years the French Government have permitted some of their naval officers to command the steamships of the French line, and in case of war they would retain command of these ships, which are specially constructed armed cruisers. All the crew must have served a certain time on a French man-of-war.

French festivals and American holidays are celebrated on board by concerts, balls, 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. Another unique and pleasant feature of the voyage on the French line is the “Captain’s Dinner.” This takes place just previous to the termination of the trip.

On the British lines Sunday is suitably observed; the captain, in full uniform, supported by his officers, reads the Church of England services, to which all on board are invited. American and British holidays are also observed in a fitting manner, the vessels being always “dressed” for the occasion. These lines also have a parting dinner, usually one or two evenings before arrival in port.

All incoming steamers are signalled off Fire Island or Sandy Hook, their arrival is telegraphed to the Quarantine station and the ship-news office, and in about three hours the vessel reaches Quarantine from Fire Island, or about one hour from Sandy Hook. At Quarantine the health officer boards her, and if it is found that she has no case of contagious 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 by the health officer; but if she has any serious case on board she is detained at Quarantine until she receives orders from the health officer to land her passengers. As soon as the vessel is reported inside Sandy Hook the revenue cutter starts down the bay to meet her, with the customs officers on board. The boarding officer places several staff officers on board, who go immediately to the saloon, where declarations are made and signed by the saloon passengers as to the contents of their trunks, etc., and all baggage is searched on arrival of the vessel at her dock, when those who attempt “monkeying” with the customs officials will find out that the little trick does not pay.

Meantime, how do the steerage folk get on?

Mention has been made of the British Government bill of fare. This was instituted when clipper ships were in vogue. It was ordered that a minimum weekly allowance of raw food should be provided for every adult third-class passenger as follows:

3-1/2 pounds bread, or biscuit, not inferior in quality to navy biscuit; 1 pound flour; 1-1/2 pound oatmeal; 1-1/2 pound rice; 1-1/2 pound peas; 1-1/4 pound beef; 1 pound pork; 2 pounds potatoes; 2 ounces tea; 1 pound sugar; 1/2 ounce mustard; 1/4 ounce ground black pepper; 2 ounces salt; 1 gill vinegar.

A government inspector saw to it that these items or their equivalents were provided upon the departure of every ship carrying third-class passengers, and that no ship went to sea without being provisioned for thirty days. The allowance, however, proved not to be altogether generous, and many passengers brought stores of their own along. In any event, each passenger had to prepare his own meals at the cook’s galley, for the number of cooks furnished was always insufficient. The kitchen is never commodious at the best, aboard ship, and it needs no imagination to picture the struggle of immigrants, one against another, for a turn at the fire. The government requisition is still in force, but it is substantially a dead letter, for not only the British but all European steamship companies now provide ample fare properly cooked and served, for all steerage passengers.

A young man who crossed in the steerage last year described his fare to the writer, thus: “At breakfast,” he said, “we usually had oatmeal porridge and molasses, with coffee in plenty, and rolls and butter. This was varied by hash instead of porridge on some days, or perhaps an Irish stew; but fresh baked rolls and butter were always in abundance. There was always soup at dinner, and some boiled beef, pork, or fish with potatoes and bread. Supper did not amount to much, but there was plenty of plain, good stuff to eat. Roast beef and plum duff were served at Sunday’s dinner.”

This food was served to the steerage passengers by stewards, but there was no placing of dishes opposite the passenger’s plate. The general meal was set down in the middle of the table, and “help yourself” was the order of the day. The steerage passengers do not cook their own food now, but they have to provide their own cups, plates, and other utensils, as well as their own bedding.