And this work, of course, must go on continuously, no matter how the vessel is behaving, even if, as often happens, there descends occasionally from on high a flood of sea-water as waves break right over the labouring ship. The fireman must, to be efficient, nurse his fires, keep them clean, and hand them over to his successor in first-class going order, with the steam up to its ordered pressure; and failure to do this is provocative of bad language and much ill-feeling. Surely it hardly needs pressing upon the reader that such an occupation involves a truly awful strain upon the human animal, especially in tropical climates. The amount of strain has been officially recognized in the arrangement of firemen's watches. Instead of getting four hours on and four hours off, as do the sailors, they have four hours on and eight hours off, so that the exhausted frame may be able in some measure to recuperate. And in addition, wherever it is possible to do so, they get somewhat better food. I do not know certainly whether the institution is general, but I have been in several steamers where, at supper time, the firemen received a mess from the galley called the "black pot." It consisted of the remains of the saloon passengers' fare, sometimes made into a savoury stew, sometimes simply of itself, according to its component parts. But it was looked upon as the firemen's right, and no sailor ever participated in its contents. It has probably occurred to the reader before this to ask the question, "How, if the fireman is so hard-worked in the stokehold and the space there be so limited, does he manage to get at the truly enormous quantity of coal that must be required to feed those devouring furnaces?" The explanation of this brings us to the lowest deep of all on board-ship life to-day. The providing of the coal for the use of the firemen is the duty of the "trimmer," the nature of whose work is so terrible that he should receive the sympathy of every kindly man and woman whom he serves. The coal is kept in vast magazines called bunkers, giving on to the stokeholds by means of watertight doors. In merchant ships these bunkers are placed so as to be most convenient for the transmission of coal to the stokeholds, and are as little subdivided as possible. What their capacity is may be imagined from the fact that some ships require three thousand tons of coal for a single passage, it being consumed at the rate of between twenty and thirty tons per hour! At the commencement of the passage the trimmer's work is comparatively easy. The coal lies near the outlet, and by a little skilful manipulation it is made to run out upon the stokehold floor handy for the fireman's shovelling. But as the consumption goes on, and the "face" of the coal recedes from the bulkhead, the trimmer's work grows rapidly more heavy. His labour knows no respite as he struggles to keep the fireman's needs supplied. And there is no ventilator pouring down fresh air into the bunker.