oars when the order to “LET FALL” is executed.
Talking among a boat’s crew, or turning the head to observe any object,
while the boat is underway, should never be allowed.
The starboard after oar is called the “stroke oar,” and gives
the stroke, the remainder of the crew taking the style from it;
consequently it should be manned by the best man in the boat--the
coxswain of a gig pulls the stroke oar when the Captain is in the boat.
In rowing, the blade of each oar should be lifted as high as the
gunwale after it leaves the water, then feathered by dropping the
wrist. A short pause should then be made, and the oar next thrown well
forward, and dropped edgewise into the water, taking care to avoid
splashing. Now, rip the oar through the water with a hearty swing, and
then repeat as above.
If it is required to turn a boat suddenly, or short round to starboard,
then give the order to “GIVE WAY PORT; BACK STARBOARD.” If it is
required to turn short to port, then “GIVE WAY STARBOARD; BACK PORT.”
When the boat is pointed aright, then, “GIVE WAY TOGETHER!”
In backing, as in pulling, the crew should always keep stroke with the
after oar of their respective sides.
Never send a boat away from a ship at night without being provided with
a lantern, as many a boat has been run down through inability to make
its presence known.
Remember, in running alongside a ship or landing, that the deeper the
boat is freighted, the longer she will carry her way in the water.
In leaving a ship in foggy weather, provide the boat with a fog-horn
and compass, and judge as nearly as possible the bearing of the landing
you wish to make. Take the opposite of this bearing to return to the
ship, making in both cases due allowance for tide.
The boats should always be kept in perfect condition, and, unless the
crew are required to shift themselves, not more than three minutes
should elapse between the time the boat is called away and its arrival
at the gangway, manned and ready.
Never send away a gig’s crew unless they are dressed alike, and look
“spick and span”; hat ribbons should always be worn by a boat’s crew,
unless racing hoods are used.
Nothing shows the good discipline of a yacht more than efficient boat
service; and it is worthy of all pains and consideration.
The ranking officer should always be the last to enter a boat, and the
first to leave it. He will, also, command the boat.
To ride out a gale of wind in an open boat, lash the oars and bottom
boards together and weight them if possible. Span them with the boat’s
painter and pitch them overboard. This will keep the boat head to the
sea and prevent it from drifting fast.
Assist the boat to keep head to the sea by the use of a steering oar.
When crossing the bar of a river, if the water is much troubled, a
steering oar should be used and the rudder unshipped.
In the case of a boat being unable to pull up to the ship against a
strong wind or tide, veer a line out from the ship with the end made
fast to a buoy or any floating material sufficient to sustain the
bight, and when this reaches the boat the crew can make the end of the
line fast to the ring in the stem, and the boat can then be hauled up.
Another way is to drop a boat astern with a line secured to its painter
and then haul them both up together.
When two boats are approaching the same gangway, or landing stage, the
junior officer in rank should always give way to the senior.
GOVERNMENT OF THE YACHT
SHIP’S BELLS.
The manner of telling the time on board ship is by striking the bell.
Eight bells indicate midnight, 4 A. M., 8 A. M., noon, 4 P. M., and 8
P. M. Thus it will be seen that every even four hours after midnight
brings 8 bells around. After midnight the first bell struck is 1, which
stands for half-past twelve; one o’clock is represented by 2 bells,
half-past one, by 3 bells; two o’clock by 4 bells; half-past two, by 5
bells; three o’clock, by 6 bells; half-past three, by 7 bells; and four
o’clock, by 8 bells.
At half-past four 1 bell is struck, and so on, in the above order,
until eight o’clock is made known by 8 bells again.
The time should always be taken from the flagship, or the senior
officer’s yacht present.
TABLE:
Midnight 8 bells.
12.30 A. M. 1 bell.
1.00 ” 2 bells.
1.30 ” 3 ”
2.00 ” 4 ”
2.30 ” 5 ”
3.00 ” 6 ”
3.30 ” 7 ”
4.00 ” 8 ”
4.30 ” 1 bell.
5.00 ” 2 bells.
5.30 ” 3 ”
6.00 ” 4 ”
6.30 ” 5 ”
7.00 ” 6 ”
7.30 ” 7 ”
8.00 ” 8 ”
8.30 ” 1 bell.
9.00 ” 2 bells.
9.30 ” 3 ”
10.00 ” 4 ”
10.30 ” 5 ”
11.00 ” 6 ”
11.30 ” 7 ”
12.00 noon 8 ”
THE BOATSWAIN’S CALL.
On vessels where a good-sized crew is carried, the “Boatswain’s Call”
should be largely employed.
The following should always be “piped”:
The call to meals; the order to heave round; to order away boats; the
order to haul; the order to belay; the order to man the side; the order
to make colors; the order to make sunset; to call all hands; the call
to muster; to pipe down.
It is impossible to explain on paper the regular man-o’-wars-man’s
“pipe” for the different orders, nor is it necessary that their style
should be followed out strictly on yachts--any understood combination
between the boatswain (or mate) and the crew will answer all the
purposes for which the “call” is intended.
The following is offered:
_The Call of Attention_: A long straight pipe. This is used as a
preface to the verbal call of all hands on deck or to muster.
_To Call Away a Boat_: A long straight pipe, followed by the verbal
order: “AWAY GIG!” (or dingey or cutter, as the case may be).
_The Call to Meals_: Three long, rolling pipes.
_To Heave Round, or to Pull_: Several moderately short, straight pipes.
_To Belay_: Two short, quick chirps, followed by a moderately short,
rolling pipe.
_To Pipe the Side_: A prolonged straight pipe. (The Boatswain stands
facing the gangway, his “call” held to his mouth with his left hand,
while his right hand is raised to his cap in salute.) This pipe should
be made to the Captain, when coming on board or when leaving the yacht.
It should also be made to all other yacht commanders, dignitaries, and
officers of the army and navy.
_To Make “Colors” or “Sunset”_: Two short, quick chirps, followed by a
long, rolling pipe.
_To Pipe Down_: One long, straight, followed by a long, rolling pipe.
YACHT ROUTINE.
As soon as a yacht is put in commission, the organization of the
officers and crew should be considered, so that everything may work
smoothly and harmoniously, to the satisfaction and peace of the Captain
and the manifest benefit of all concerned. The Sailing-Master should be
held responsible for this, and, in perfecting the details, of course,
he must be guided by the number of his crew.
If, in washing down, cleaning bright work, etc., each man is given
a certain station and allotted a particular piece of work, it will
be found that matters will be greatly expedited, and the individual
tasks will be performed better, for the reason that the man is held
accountable for the appearance of his own part of the ship.
Silence is one of the best evidences of discipline, and the officers
should set the example to the crew. When it is necessary to issue an
order let it be done in a quiet tone and avoid calling along the deck
as much as possible. The latter suggests the “coaster” and establishes
a bad precedent.
When in port the quartermaster or the last anchor watch should turn out
the cook one hour before “all hands,” so that morning coffee may be
ready when the general call is made.
Allow but twenty minutes between “turn out” and “turn to.”
After pumping the bilges, wash down decks, wipe the sides around and
the bright wood of the rail skylights and companion way and then turn
all hands on to the brass work, using a chamois skin.
Half an hour should be given the crew for breakfast (7 to 7.30 A. M.),
after which they should again be turned to, the brass work finished,
the decks tidied up, the crew dressed in their ordered uniform for
the day and everything ready for inspection by the Sailing-Master and
Captain (if the latter so desires).
The Sailing-Master (or mate) should always have one of the men row him
around the vessel the last thing in the morning, to make sure that all
the running rigging is taut, no scratches or chafing on the sides; that
there are no evidences of grass or scum along the water-line, and that
everything is proper and ship-shape.
One hour should be allowed for men for dinner--from 12 to 1.
A good Sailing-Master will always find something for the crew to work
at during working hours.
Smoking hours on deck should be regulated.
Never allow smoking while the crew are at work about the decks.
After supper (in port) allow the crew to smoke on the forward deck as
long as they please.
Under no consideration ever permit a boat’s crew to smoke while in the
boat.
In sending any boat ashore, the Sailing-Master (or, in his absence, the
mate), should always direct the boat where to land, and when to return
to the ship, except when the Captain is in the gig, who will direct his
own crew.
The crew should be habituated to move smartly about the decks, and to
answer quickly and respectfully to their officers.
In passing the Captain the crew should always salute by touching the
right hand to the cap, and the Captain should at all times acknowledge
same.
In the case of a gig’s crew, the coxswain only should salute the
Captain, both on entering and leaving the gig.
Mattresses and blankets should be thoroughly aired once every week, and
oftener should there have been damp weather.
The Sailing-Master and mates should never be ashore at the same time
while the yacht is in commission.
When coming to anchor, have the men stationed, and the instant the
anchor leaves the cat-head, fire a gun and swing out the boat booms,
except on Sundays, when no gun will be fired. If a salute is due,
however, it should be fired immediately after colors on Monday morning.
When leaving anchorage, if a steam yacht, fire a gun the instant the
anchor is aweigh, and the bell is rung to go ahead, but if a sailing
yacht, fire a gun when the anchor is tripped, and the vessel fills away.
On large yachts a quartermaster should always be on watch to give
notice to the officer of the deck on the approach of boats to the
vessel, signals made from other yachts, or from the shore.
_Underway at Night_: Always have a lookout stationed forward, and in
case of unusual darkness or thick weather, it is better to have two
lookouts--one on either bow. As soon as a light or a sail is sighted,
it should be reported in clear sharp tones to the officer of the deck,
who will at once convince himself as to its character and whether his
vessel or the one reported has the “right of way” and act accordingly.
_At Anchor at Night_: As soon as it is dark the “anchor watch” should
be set. According to the number of the crew available, the length of
time for each man to guard the deck should be regulated, so that from
the time the first anchor watch is set until all hands are called
in the morning, the watches shall be uniform, and no one man called
on deck twice during the night. It is the duty of the watch to keep
continually on the alert, examining the moorings occasionally, visiting
the quarter-deck, keeping an eye to the bright burning of the anchor
light, observing the drift lead, the swinging of his own vessel with
the tide, also of the vessels around him, and being careful that no
boat gets alongside his vessel unawares. In case a boat is seen making
for the yacht, it should be hailed--“BOAT-AHOY!” and if the hail is
answered satisfactorily, the boat can be allowed to board but, if
not, it must be warned off. In case of danger pound on the top of the
forecastle slide with anything available, at the same time calling
“ALL HANDS!” in a voice calculated to rouse the sleepers, and then,
until the deck is officered, act yourself under the circumstances, as
your common sense dictates. The anchor watch should strike the bells
regularly during the night.
_Boat Hails_: All boats closely approaching a yacht at night should be
hailed by the officer of the deck or the watch. Replies should be as
follows:
For Commodore intending to board, “Commodore.”
For Vice and Rear Commodores, “Flag.”
For Fleet Captain, “Fleet.”
For Captain, the name of his yacht.
For a Club Member, “Aye, Aye.”
For a visitor, “Visitor.”
For Sailing-Master and other yacht officers, “No, no.”
For one of the crew, “Hello.”
For passing boats, “Passing.”
_Concerning Watches_: As soon as a yacht leaves port, bound on a
voyage, the crew should be divided into watches and the first regular
watch set at 8 P. M. on the day of sailing. The Captain always takes
the first watch out, and the Sailing-Master the first watch home. The
stewards, cooks, and waiters are known as “idlers” and they stand no
watch.
The captain’s watch is called the “starboard” and the Sailing-Master’s
the “port” watch.
If there is an uneven number of men in the forecastle, the odd man goes
into the captain’s watch by courtesy.
Provided the yacht carries a mate, the captain’s watch is kept by him,
so that the captain has no regular deck duty, but goes and comes as he
pleases.
The officer on watch is known as the “officer of the deck,” and, while
left in possession, his orders must be obeyed to the letter. He has
full powers to alter the course of the ship to avoid danger, to make or
alter, or take in sail, etc.
The seven regular watches are named as follows:
From midnight to 4 A. M. _the Mid Watch_.
” 4 A. M. to 8 A. M. _the Morning Watch_.
” 8 A. M. to noon _the Forenoon Watch_.
” noon to 4 P. M. _the Afternoon Watch_.
” 4 P. M. to 6 P. M. _the First Dog Watch_.
” 6 P. M. to 8 P. M. _the Second Dog Watch_.
” 8 P. M. to 12 midnight _the First Watch_.
DUTIES AND RESPONSIBILITIES OF OFFICERS.
NOTE.
In the following treatise on the duties and responsibilities of the
Captain and his officers, the question of the steam yacht carrying
a goodly crew has been particularly considered but the rules,
regulations, etc., laid down for the government of such large craft may
easily be modified and brought within the compass of smaller steam and
sail yachts.
THE CAPTAIN.
The Sailing-Master, mates, boatswain, carpenter, engineers, stewards,
the petty officers, such as quartermasters, cooks, oilers, boatswain’s
mates, etc., as well as every seaman, fireman, and waiter on board the
yacht are subject to the control and orders of the Captain.
The Captain is responsible for the general equipment and general
management of his yacht, and for the vessel (when in commission) being
at all times fully found and provided with coals, water, provisions,
compasses, chronometers, charts, sextants, and other stores and
appliances requisite for the navigation of the yacht. Of course, these
duties may be assigned to the Sailing-Master by the Captain, but upon
the latter rests the responsibility of giving the necessary orders to
insure such performance.
The Captain shall inspect the yacht every day to observe that
cleanliness and order is practised in the various departments--deck,
engineer and steward’s--and shall hold strictly accountable for each
department the officer in charge of same.
The Captain shall see to it that the officers attend strictly to their
several duties, that no waste or extravagance in the way of stores and
provisions is allowed, and that the men under the different heads of
the departments are respectful and obedient to their superiors and move
smartly in the discharge of their duties.
The Captain will observe that the officers and men respect the laws and
regulations of the ports visited by the yacht, and will issue strict
orders that contraband or dutiable articles for personal use shall not
be brought on board to cause trouble and annoyance upon the return of
the yacht to a home port, or upon an attempt to smuggle such articles
ashore in any other port.
The Captain shall see to it that the crew are frequently exercised at
fire-quarters, and shall enforce the order that all boats are kept
ready for immediate lowering and that the fire hose is attached at
night and ready for use at a moment’s notice.
The Captain will exact the observance of strict courtesy between the
officers of various departments and not allow undue familiarity between
them outside of their own quarters, and gambling between the officers
or between the men shall always be prohibited.
The Captain will forbid private trading on the part of officers and
crew under any circumstances, and shall impress upon the minds of all
on board that the dignity of a gentleman’s private vessel is to be
upheld, and that loud or vulgar language will not be tolerated.
The Captain will have reported to him all cases of misconduct on
the part of any of the crew, and will never permit punishment to be
inflicted unless by his express orders, and he will award the character
of the punishment after consulting with the Sailing-Master, engineer or
steward, according to the department in which the offender belongs. He
is responsible for any ill-treatment of the crew by his officers.
If one of the crew die on board, the Captain must make an inventory of
his effects, entering same with the name, rank, etc., in the log-book,
and upon the arrival of the yacht in port, a report must be made to the
health-officer of the port.
The Captain has the power to appoint his officers and has entire
command over them during the time they are on board. He may, for any
cause, suspend them from duty, and in case of mutinous conduct at sea,
he is justified in putting in irons any officer or any member of the
crew. The log-book must, according to law, set forth all that occurs
of an important nature during the voyage, especially such cases as
punishment inflicted, and for what cause, etc.
Upon arrival in a foreign port, the Captain should go to the Custom
House, taking the bill of health and yacht’s papers and report his
arrival.
THE SAILING-MASTER.
Under the head of “Yacht Routine,” in a preceding chapter, will be
found in detail the character of the deck work that the Sailing-Master
should see carried out.
The Sailing-Master, when the yacht is underway, will never allow the
officer of the deck to leave the bridge unless regularly or temporarily
relieved.
If the Sailing-Master disapproves of anything performed by one of the
officers, he should quietly call him aside and correct him, but he
should never do it within the hearing of the crew, as they may lose
respect for an officer who was not shown respect by an officer above
him.
The Sailing-Master, mate, second mate, or any other officer, when in
charge of the deck, has full power over the yacht, as he represents the
authority of the Captain.
The Sailing-Master will navigate the yacht and will be responsible to
the Captain for the safety and order of the vessel above and below
decks, and, provided he is entrusted to select the officers and
crew, he will be responsible to the Captain for their competency and
desirability in all respects.
Whenever an officer, or any of the seamen, desires to see the Captain
for personal reasons, he must first acquaint the Sailing-Master with
his wishes, and the Sailing-Master will refer the request to the
Captain, who will specify his pleasure in the matter, and such will be
conveyed in turn to the applicant; but under no circumstances will the
Captain be approached by an officer or man, “over the Sailing-Master’s
head,” for the only way to maintain discipline on board is by
impressing upon the crew as a whole that the Sailing-Master, being the
executive officer, the running of the yacht is in his hands, and the
most implicit obedience and respect must be accorded him.
Officers and men must never think of leaving the yacht, even when
alongside the dock, without first obtaining the consent of the
Sailing-Master, or, in his absence, from the officer left in command,
who will be acquainted with the Sailing-Master’s wishes in the matter.
When entering or leaving port, the Sailing-Master’s place is on the
bridge, directing the movements of the yacht.
CHIEF ENGINEER.
The chief engineer has full control over all persons--officers and
men--in his department.
The engineer on watch in the engine-room when the yacht is underway,
represents the chief engineer, and the fireman on watch must obey him,
and he in turn must obey any orders received from the officer of the
deck in the way of handling the engines.
The chief engineer will be held responsible for all hands in his
department implicitly carrying out the orders of the Captain, or of the
officer of the deck.
Neither the assistants nor any member of the engine or fire-room force
will leave the vessel without first reporting to and obtaining the
chief engineer’s consent, who, in turn, will solicit the same from the
Sailing-Master and then acquaint the applicant with the result.
The chief engineer will personally superintend the coaling of the
yacht, and satisfy himself that the quantity of coal charged for has
been received on board. He will make an entry on the engine-room
log-book stating the amount of coal receipted for, also its quality.
When other engine-room stores, tools, etc., are received on board, they
will be receipted for by the chief engineer and a memorandum of same
entered on his log-book.
The chief engineer will be held responsible for any waste of stores or
extravagance in his department.
The chief engineer will be held accountable for the conduct of all
officers and men under his control.
The chief engineer will enforce the law that an engineer on watch
is never to absent himself from the engine-room without having been
regularly relieved by another engineer, and will also see to it that no
fireman, oiler, water-tender, etc., leaves his post without permission
from the engineer on watch.
Should any member of the engineer’s force misconduct himself, or
disobey any order received by him from a superior officer, the chief
engineer must report the case to the Captain, so that it may be
dealt with by the latter, and in no case is the chief or one of his
assistants to inflict punishment upon a man unless such punishment is
authorized by the Captain.
The chief engineer will see to it that the engineer of the watch
keeps a steady pressure of steam, according to the instructions that
he has received, and with a view to economy of fuel, the engineer on
watch will direct attention to the condition of the fires, and the
mode of firing. The chief will also make sure that his assistants are
well acquainted with the various pipes, cocks, valves and connections
generally.
When entering or leaving port the chief engineer will assume personal
charge of the engines, or at any other time when special care is
demanded for executing promptly the orders signalled from the bridge.
The chief engineer will keep the engine-room log-book, and fill up
the columns therein. Under the head of “Remarks” he will enter the
particulars of all stores used; the time of leaving and arriving in
port; all occurrences relating to the working of the boilers and
machinery, accidents of whatever nature to engines or to the men, etc.,
and each day’s log is to be verified by his signature.
The chief engineer will daily, at noon, while under steam, lay before
the Sailing-Master an abstract of the engine-room log-book, containing
the expenditure of coals, oils and other stores during the preceding
twenty-four hours, and the amount remaining on hand; also the total
number of revolutions made during the preceding twenty-four hours.
The chief engineer will be held responsible that the steam
steering-gear, windlass, refrigerating and electric plants are kept in
efficient state and at all times ready when required.
On sailing days, or on departure from any port, the chief engineer
must have his department in good order, steam maintained at the proper
limit, and half an hour before the time of starting he must report to
the Sailing-Master that his department is all ready, after which the
chief and his assistants must remain on duty until the yacht is clear
of the pilot or the harbor cleared, when the first assistant engineer
will take charge of the engine-room watch.