THE CHIEF MATE (Continued)
+Receiving Stores.+ All stores delivered to the vessel should be
received by the officer of the deck. The Chief Mate should provide for
the proper receipt and the proper entries either in a log book or in a
stores receipt book. Everything should be checked, weighed, and
measured. This should be the basis for the approval of bills from supply
houses, etc.
+Keys.+ The key board of a vessel should be the direct charge of the
Chief Mate, delegated, if necessary, but he should see that the keys are
kept in order, properly marked, and only in the possession of those
entitled to have them in charge. Receipts should be given for all keys
drawn from the key board.
+Master Keys.+ The master keys should be in the possession of the Chief
Mate, and of the Master. When the Chief Mate goes ashore, the master
keys should be left with the officer in charge of the ship during his
absence.
The key board is a fair indication of the efficiency of a vessel.
+Harbor Regulations.+ All harbor regulations should be observed. It is
the duty of the Chief Mate to acquaint himself with these rules and see
that the vessel and the crew abide by them.
+Turning To.+ The time when men turn to and knock off, while in harbor,
should be regulated by the Chief Mate, subject to companies' rules,
customs, etc. It is well to abide strictly to these rules, but when the
safety of the vessel, or the necessities of work require it, extra work
may be demanded by the Chief Mate.
In the point of work in port, and at sea, for that matter, working
conditions are now bound up in agreements between companies and seamen's
unions. Much of this is necessary and was brought about by abuses
practiced upon seamen in days past.
The Chief Mate who gives his crew a right deal, and knows how to handle
and take care of his men, never has any trouble in getting work done
after hours. The answer is be human—also just and firm—no sailor has any
use for a jelly fish officer.
+Upkeep.+ The work in port is usually confined to washing down, cleaning
up after the stevedores, preparing holds for cargo, painting over the
side, painting the boot-topping when the vessel is light, and cleaning
up after coaling. At this time the steering gear and steering engine
should be looked after, cleaned up and overhauled.
Wooden decks should be washed down every morning, as at sea, especially
if in a warm port.
Cover the ends of mooring lines, to keep out dirt and grit; stow
superfluous lines below—but handy—this keeps them away from harm, +and
the junk boats+.
Unscrew and stow away all brass fittings—when in ports where these
things can be disposed of—in most ports where the vessel lies at an
unwatched wharf.
All persons leaving the vessel with packages, and suit cases—unless
officers or officials—should show contents to the gangway watch.
No one should be allowed on the bridge or bridge deck, unless there on
business.
+Fire Hoses, Axes, Buckets, Extinguishers, etc.+ The Chief Mate is
charged with the care and working order of the fire-fighting equipment
of the vessel.
Fire drills must be held as required by law.
+Life-saving Equipment.+ The Chief Mate must pay special attention to
the condition and readiness of the life boats, and their equipment:
Life boats.
Life rafts.
Life belts.
Ring buoys.
Water lights.
Storm-oil tanks.
He should see that the bread tins, after each inspection, are tightly
screwed down, or the contents may spoil, or be unfit at the next
inspection by the U. S. Steamboat Inspectors.
The list of required boat equipment is a long one and should be
carefully complied with.
The rockets and line-throwing gun should be kept in good order, lines
and projectiles handy; charges measured out and sewed in proper bags and
kept in a copper canister.
The boat-launching equipment must be kept in perfect working condition,
davits, strongbacks, gripes and falls. The required tubs must be
provided and the boat falls coiled in them, clear for running.
The Chief Mate must organize and carry out the required drills.
After all drills—see everything secured—hoses dried out, extinguishers
recharged—if used, axes, life belts, ring buoys, life preservers, etc.
stowed.
+Ground Tackle.+ The Chief Mate is charged with the good order and
upkeep of the ground tackle.
He should look after:
Anchors.
Chain.
Riding chocks.
Shackles.
Pins.
Forelocks.
Markings (by turns of wire on studs), paint shackles white, as an aid
in noting run of chain at night.
Chain compressors.
Stoppers.
Chain should be ranged when in dry dock, if time permits, and locker
cleaned out and painted. See that ends of the chains are lashed at the
_top_ of the chain locker.
The kedges and stream anchors should be where they can be got at. See
that the necessary gear for getting them out is ready and stowed handy
for use.
The windlass is in charge of the engineers. The Chief Mate should
understand its working, and the Carpenter should also understand it in
every detail.
See that the hand gear is in order and can be worked by the crew. It is
a good plan to try this out when opportunity offers. When the emergency
comes there is little time to drill.
+When Coming to Anchor, or Heaving In.+ The Chief Mate takes his station
on the f'c'sle head. He is in charge of the ground tackle.
Anchoring.
Report when anchors are ready to let go.
When anchor has been let go, report chain out as the shackles come
through the hawse. When the anchor is down, report chain out. Trend of
chain, etc.
Heaving in.
Report "Short Stay."
Report the shackles as they come to the water.
Report "Anchor aweigh."
Report "Anchor in sight"—"clear," or "foul anchor."
Report anchor secured.
Report both anchors ready for letting go.
A smart Chief Mate manages his work on the f'c'sle head without any
unnecessary singing out. In large ships the telegraph or whistle, or
hand signals are used between the Master on the bridge and the Chief
Mate.
The "trend" of the chain, when heaving in, should be indicated to the
bridge by direction of the hand. If heaving in in a tide way, this
information is important, and the engines are used to assist in breaking
out, while the vessel is given a proper sheer with the helm.
+Coming Alongside.+ As in coming to anchor, the Chief Mate's station is
on the forecastle head. He directs the handling of the vessel's forward
lines, the operation of the capstans, etc.
The Carpenter, Boatswain, and about half of the deck crew should be
assigned to this end of the vessel.
See all side ports closed or clear above string piece: Boats swung in if
necessary, etc.
The Chief Mate carries out lines, and handles the warps and springs as
directed by the Master, from the bridge. As little calling out of orders
as possible should be indulged in. Where both Mate and Master understand
their business, the coming alongside is a mere matter of detail and
works without a hitch. Where tugs are used, the Chief Mate should direct
the taking of lines, but the tugs receive their instructions direct from
the bridge.
Study of tide, wind, and local conditions, as well as knowledge of the
vessel herself, aid in smoothness in the performance of this evolution.
Have handy, heaving lines, cork fenders, and if necessary have a running
boat and crew ready to carry out the lines to the wharf. Send men on the
wharf rather than trust to help from casual loiterers.
+When Alongside.+ When alongside, see proper spring lines led so that
vessel can be shifted fore and aft as may be necessary in the working of
the cargo.
The proper mooring of the vessel is in charge of the Chief Mate. He
should satisfy himself that she is safe, that the lines are disposed in
the best possible way, free from chafe, and that the vessel will lie
without binding when at high water.
+Rat Guards.+ Where necessary, see that rat guards are placed on all
lines without delay.
In making fast, the Chief Mate should inform himself of the best
position of the ship for unloading or loading. The location of the
doors, if the wharf is covered, with respect to the hatches. The
location of chutes, water plugs, etc.
If lighters are to come in between the vessel and the wharf, means
should be at hand for breasting off, and for providing a gangway during
this operation.
The Chief Mate must plan ahead, think of what is needed, and provide for
it. He must keep such problems to himself and not bother the Master.
Overhang of the vessel's bow or stern at the off-shore end of a wharf or
pier should be considered; lights provided, fenders handy, and extra
breasts, and bow or stern lines led for safety.
+Coaling.+ The operation of coaling differs greatly in different ports
and in different vessels. The handling of the vessel and the rigging and
care of the coaling gear is a part of the duty of the deck department
and is under the supervision of the Chief Mate. In ports where gangways
are led to the wharf, or stages swung over side and the coal passed up
in baskets, or carried up by the shore gang, the problem is simple.
In ports like Coronel, Chile, where vessels lie in the stream and hoist
the coal up in canvas slings, considerable care should be given to the
gear and the leads to the deck winches.
Coaling ship is a partnership affair, and harmonious working between the
deck and engineers is essential.
Where the vessel lies under chutes, the trimming and supervision of same
is up to the black squad, and a great deal of trouble is saved if this
is done carefully. Where necessary see that spars or camels are ranged
alongside to give the vessel the required distance from the chutes—this
applies to small steamers with comparatively narrow beam.
Watch the mooring lines when coaling under the chutes—take in the slack
as necessary.
+Entering Dry Dock.+ When a vessel is about to enter a dry dock the
heads of the various departments should be notified in time, and should
be informed of the probable length of stay in the dock.
Also notify U. S. Local Inspectors that vessel will go in dock and
bottom can be examined.
All refuse should be put ashore, and provision made for taking care of
any that may accumulate while on the dock.
See that necessary lines, fenders, ladders, etc., are handy.
Prepare to do the work that is necessary on board ship, and best done
while the vessel is dry, viz.,
Paint scuppers; hose reels.
Range cables on floor of dock, overhaul same.
Clean and paint or bitumastic the chain lockers.
Have windlass overhauled.
Paint funnels; cargo booms, king posts, etc.
Paint and overhaul boats.
As the crew of a merchantman is not any too large, only work that can be
thoroughly done while in dock should be attempted.
+Blue Prints.+ The blue prints of the docking plan should be delivered
to the dock master. All assistance should be rendered to the dock
master, and his instructions carefully complied with.
If entering a graving dock, men will be needed to handle the wale shores.
If entering a floating dock the vessel will rest squarely upon her
bottom.
Straight stemmed vessels can best be placed on an absolutely level keel
by swinging a hand lead over the stem; the Chief Mate should see to this.
All closets, drains, and drip pipes should be shut off.
When the dock is dry the Chief Mate should make a careful inspection of
the bottom. If it is intended to drain the tanks; double bottoms, peaks,
etc., the carpenter should remove the necessary plugs. As soon as the
draining is completed these should be replaced and the Chief Mate should
see that they have been replaced properly by personal inspection. He
should see that the plugs are not wooden plugs—this has been done.
While the vessel is in dry dock, aside from any extraordinary repairs
that may be made, the following matters should be looked after:
Bottom cleaned and examined.
Note fouling and state of previous coatings, and when last applied.
Note corrosion and damage.
Outboard valves should be examined and reground when necessary.
Rudder pintles and gudgeons should be carefully examined. Rudder
lifted, and repairs made if necessary.
Stuffing boxes and valves of the rudder should be repacked.
Look for corrosion along the butts of shell plating. Look for corroded
rivets; such rivets should be removed and new ones driven.
Look after all zincs at the stern frames, valve openings, and at the
propellers.
Examine struts, propeller shafting, brackets, etc.
+Painting.+ It is essential that the bottom be dry before applying the
anti-fouling paints. It should also be clean and the paint should be
well stirred before being taken in the individual buckets of the
painters.
All metal but the zincs and the bronze propellers should be covered.
+Waterline.+ The waterline should be properly struck; nothing looks
worse—except perhaps a camouflaged tramp—than a vessel with a slovenly
line to her boot top.
The correct and neat painting of the draft numerals on stem and stern
should be seen to.
+Docking Notes.+ It is well for the Chief Mate to keep "docking notes,"
these will come in very handy later on.
Seeing a vessel out of water is vastly different from merely inspecting
her blue prints.
+If Vessel Has Grounded.+ If the vessel has grounded before going on the
dock, the greatest care should be taken in her inspection.
The bottom should be "sighted"; the cement on the tank bottoms and in
the bilges should be examined for cracks.
The dock master should be consulted before weights of any kind are
shifted while the vessel is on the blocks.
+Duties of Chief Mate at Sea.+ The duties of the Chief Mate, while the
vessel is at sea, depend upon the size and organization of the ship. If
a large vessel, he does not stand a bridge watch, but devotes his entire
time to the management of the deck department of the vessel. He is on
duty all the time, but turns in at night, much the same as the Master.
In most vessels the Chief Mate stands a watch, usually the four to
eight. This enables him to oversee things from the bridge, which he
should never leave, and it gives him some time after breakfast to look
over the vessel and outline the work of the boatswain.
The duties of the watch, the navigation, and lookout, are much the same
for all officers, and will be dealt with under the chapter on the
Officer of the Watch.
At sea the routine of keeping the vessel clean, of attending to the
upkeep of hull and gear, and of looking after the ventilation of the
cargo, is largely a matter of the particular trade in which she is
engaged.
A vessel jumping from port to port, with her booms up and down twice a
week, presents a different problem from the vessel that keeps at sea a
week or two at a time. The weather, the kind of cargo, the fact that
passengers are carried or not, all tend to modify and direct the
progress of work on board.
Before the Panama Canal was built, cargo vessels trading from the
Atlantic Coast to the West Coast and the Hawaiian Islands, carried out a
routine at sea as comfortable and settled as that of a sailing ship.
Weather and time were in their favor and the maximum amount of painting
and overhauling of gear could be attended to between ports.
So far as duty, aside from keeping watch is concerned, the Chief Mate
should look after the following:
Have temperature of holds taken twice a day—coal cargo every watch.
Arrange for inspection and ventilation as weather permits.
Carry on all work with as little interference as possible, when
passengers are on board.
Take into consideration the weather, when about to start painting.
Always clean all surfaces before applying paint.
See a daily washdown of all wooden decks.
Keep all canvas dodgers and screens scrupulously white.
Under him the boatswain carries on the work as outlined.
Boat drills, fire drill, etc., are carried out under his direction
while at sea and duly entered in the log.
The Chief Mate should see that all necessary assistance is given to the
officer of the watch—when he stands days duty—in matters of taking
soundings, turning ventilators, setting and taking in awnings, heaving
the deep sea lead, etc. Where the Chief Mate stands his watch, the watch
officer on duty during a day watch is technically in full charge, and
gives his orders direct.
+Cooperation.+ The Chief Mate should manage his department so that he
will obtain the cooperation of the heads of all other departments in the
vessel, Chief Engineer, Purser, Doctor, Chief Steward, all should be in
harmony. A thorough understanding of the work and needs of these
officers helps toward the smooth working of a ship.
+Conclusion.+ From the foregoing, it will be seen that the Chief Mate
who attends to his duty in every detail is a very busy officer. It will
also be noted that he is not called upon to handle the hose while
washing down (I have seen this done), to juggle paint brushes, or sew a
seam.
The Chief Mate must first of all be a sailor—he must know how—his orders
can only be successfully enforced when backed up by the knowledge and
experience that tell him when things are going right or wrong.
The dignity and power of command come to the sea officer who is fully
competent and alive to the high responsibilities of his calling. Much of
his duty can be delegated—its responsibility, however, always rests with
him.
The Chief Mate who respects his billet, who respects the work and the
rights of those under him, and who makes them respect the ship and
himself, in turn, may well feel satisfied. He has something concrete,
something definite, and worth while; he has his vessel to be proud of,
and to reflect credit upon himself and his service. Such an officer is a
gentlemen in the finest sense of the word—with all of his duties, and
they are many—he will find time to cultivate ideals and expand his soul.
The prize of command will soon be his, and then he can look forward to
years of satisfying service as Master.