(a) A vessel which is running free shall keep out of the way of a vessel which is closehauled.
(b) A vessel which is closehauled on the port tack shall keep out of the way of a vessel which is closehauled on the starboard tack.
(c) When both are running free, with the wind on different sides, the vessel which has the wind on the port side shall keep out of the way of the other.
(d) When both are running free, with the wind on the same side, the vessel which is to the windward shall keep out of the way of the vessel which is to the leeward.
(e) A vessel which has the wind aft shall keep out of the way of the other vessel.
Steam vessels.
Art. 18. Rule I. When steam vessels are approaching each other head and head, that is, end on, or nearly so, it shall be the duty of each to pass on the port side of the other; and either vessel shall give, as a signal of her intention, one short and distinct blast of her whistle, which the other vessel shall answer promptly by a similar blast of her whistle, and thereupon such vessels shall pass on the port side of each other. But if the courses of such vessels are so far on the starboard of each other as not to be considered as meeting head and head, either vessel shall immediately give two short and distinct blasts of her whistle, which the other vessel shall answer promptly by two similar blasts of her whistle, and they shall pass on the starboard side of each other.
The foregoing only applies to cases where vessels are meeting end on, or nearly end on, in such a manner as to involve risk of collision; in other words, to cases in which, by day, each vessel sees the masts of the other in a line, or nearly in a line, with her own, and by night to cases in which each vessel is in such a position as to see both the side lights of the other.
It does not apply by day to cases in which a vessel sees another ahead crossing her own course, or by night to cases where the red light of one vessel is opposed to the red light of the other, or where the green light of one vessel is opposed to the green light of the other, or where a red light without a green light or a green light without a red light, is seen ahead, or where both green and red lights are seen anywhere but ahead.
Rule III. If, when steam vessels are approaching each other, either vessel fails to understand the course or intention of the other, from any cause, the vessel so in doubt shall immediately signify the same by giving several short and rapid blasts, not less than four, of the steam whistle.
Rule V. Whenever a steam vessel is nearing a short bend or curve in the channel, where, from the height of the banks or other cause, a steam vessel approaching from the opposite direction can not be seen for a distance of half a mile, such steam vessel, when she shall have arrived within half a mile of such curve or bend, shall give a signal by one long blast of the steam whistle, which signal shall be answered by a similar blast given by any approaching steam vessel that may be within hearing. Should such signal be so answered by a steam vessel upon the farther side of such bend, then the usual signals for meeting and passing shall immediately be given and answered; but, if the first alarm signal of such vessel be not answered, she is to consider the channel clear and govern herself accordingly.
When steam vessels are moved from their docks or berths, and other boats are liable to pass from any direction toward them, they shall give the same signal as in the case of vessels meeting at a bend, but immediately after clearing the berths so as to be fully in sight they shall be governed by the steering and sailing rules.
Rule VIII. When steam vessels are running in the same direction, and the vessel which is astern shall desire to pass on the right or starboard hand of the vessel ahead, she shall give one short blast of the steam whistle, as a signal of such desire, and if the vessel ahead answers with one blast, she shall put her helm to port; or if she shall desire to pass on the left or port side of the vessel ahead, she shall give two short blasts of the steam whistle as a signal of such desire, and if the vessel ahead answers with two blasts, shall put her helm to starboard; or if the vessel ahead does not think it safe for the vessel astern to attempt to pass at that point, she shall immediately signify the same by giving several short and rapid blasts of the steam whistle, not less than four, and under no circumstances shall the vessel astern attempt to pass the vessel ahead until such time as they have reached a point where it can be safely done, when said vessel ahead shall signify her willingness by blowing the proper signals. The vessel ahead shall in no case attempt to cross the bow or crowd upon the course of the passing vessel.
Rule IX. The whistle signals provided in the rules under this article, for steam vessels meeting, passing, or overtaking, are never to be used except when steamers are in sight of each other, and the course and position of each can be determined in the daytime by a sight of the vessel itself, or by night by seeing its signal lights. In fog, mist, falling snow or heavy rain storms, when vessels can not see each other, fog signals only must be given.
Supplementary regulations.
Sec. 2. That the supervising inspectors of steam-vessels and the Supervising Inspector-General shall establish such rules to be observed by steam vessels in passing each other and as to the lights to be carried by ferryboats and by barges and canal boats when in tow of steam vessels, not inconsistent with the provisions of this act, as they from time to time may deem necessary for safety, which rules when approved by the Secretary of Commerce are hereby declared special rules duly made by local authority, as provided for in article thirty of chapter eight hundred and two of the laws of eighteen hundred and ninety. Two printed copies of such rules shall be furnished to such ferryboats and steam vessels, which rules shall be kept posted up in conspicuous places in such vessels.
Two steam vessels crossing.
Art. 19. When two steam vessels are crossing, so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way of the other.
Steam vessel shall keep out of the way of sailing vessel.
Art. 20. When a steam vessel and a sailing vessel are proceeding in such directions as to involve risk of collision, the steam vessel shall keep out of the way of the sailing vessel.
Course and speed.
Art. 21. Where, by any of these rules, one of the two vessels is to keep out of the way, the other shall keep her course and speed. [See articles twenty-seven and twenty-nine.]
Crossing ahead.
Art. 22. Every vessel which is directed by these rules to keep out of the way of another vessel shall, if the circumstances of the case admit, avoid crossing ahead of the other.
Steam vessel shall slacken speed or stop.
Art. 23. Every steam vessel which is directed by these rules to keep out of the way of another vessel shall, on approaching her, if necessary, slacken her speed or stop or reverse.
Overtaking vessels.
Art. 24. Notwithstanding anything contained in these rules every vessel, overtaking any other, shall keep out of the way of the overtaken vessel.
Every vessel coming up with another vessel from any direction more than two points abaft her beam, that is, in such a position, with reference to the vessel which she is overtaking that at night she would be unable to see either of that vessel's side lights, shall be deemed to be an overtaking vessel; and no subsequent alteration of the bearing between the two vessels shall make the overtaking vessel a crossing vessel within the meaning of these rules, or relieve her of the duty of keeping clear of the overtaken vessel until she is finally past and clear.
As by day the overtaking vessel can not always know with certainty whether she is forward of or abaft this direction from the other vessel she should, if in doubt, assume that she is an overtaking vessel and keep out of the way.
Narrow channels.
Art. 25. In narrow channels every steam vessel shall, when it is safe and practicable, keep to that side of the fairway or mid-channel which lies on the starboard side of such vessel.
Right of way of fishing vessels.
Art. 26. Sailing vessels under way shall keep out of the way of sailing vessels or boats fishing with nets, or lines, or trawls. This rule shall not give to any vessel or boat engaged in fishing the right of obstructing a fairway used by vessels other than fishing vessels or boats.
General prudential rule.
Art. 27. In obeying and construing these rules due regard shall be had to all dangers of navigation and collision, and to any special circumstances which may render a departure from the above rules necessary in order to avoid immediate danger.
Sound signals for passing steamers.
[See article eighteen.]
Art. 28. When vessels are in sight of one another a steam vessel under way whose engines are going at full speed astern shall indicate that fact by three short blasts on the whistle.
Precaution.
Art. 29. Nothing in these rules shall exonerate any vessel, or the owner or master or crew thereof, from the consequences of any neglect to carry lights or signals, or of any neglect to keep a proper lookout, or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case.
Lights on United States naval vessels and revenue cutters.
Art. 30. The exhibition of any light on board of a vessel of war of the United States or a Coast Guard cutter may be suspended whenever, in the opinion of the Secretary of the Navy, the commander-in-chief of a squadron, or the commander of a vessel acting singly, the special character of the service may require it.
Distress signals.
Art. 31. When a vessel is in distress and requires assistance from other vessels or from the shore the following shall be the signals to be used or displayed by her, either together or separately, namely:
In the daytime—
A continuous sounding with any fog-signal apparatus, or firing a gun.
At night—
First. Flames on the vessel as from a burning tar barrel, oil barrel, and so forth.
Second. A continuous sounding with any fog-signal apparatus, or firing a gun.
CHAPTER XIX
LIMITS OF INLAND WATERS OF THE U. S.
Inland waters on the Atlantic, Pacific, and Gulf coasts of the United States where the Inland Rules of the Road are to be followed; and inland waters of the United States bordering on the Gulf of Mexico where the Inland Rules of the Road or Pilot Rules for Western Rivers are to be followed.
(All bearings are in degrees true and points magnetic; distances in nautical miles, and are given approximately.)
Cutler (Little River) Harbor, Me.
A line drawn from Long Point 226° (SW. by W. ⅞ W.) to Little River Head.
Little Machias Bay, Machias Bay, Englishman Bay, Chandler Bay, Moosabec Reach, Pleasant Bay, Narraguagus Bay, and Pigeon Hill Bay, Me.
A line drawn from Little River Head 232° (WSW. ⅜ W.) to the outer side of Old Man; thence 234° (WSW. ½ W.) to the outer side of Double Shot Islands; thence 244° (W. ⅝ S.) to Libby Islands Lighthouse; thence 231½° (WSW. ¼ W.) to Moose Peak Lighthouse; thence 232½° (WSW. ⅜ W.) to Little Pond Head; from Pond Point, Great Wass Island, 239° (W. by S.) to outer side of Crumple Island; thence 249° (W. ¼ S.) to Petit Manan Lighthouse.
All harbors on the coast of Maine, New Hampshire, and Massachusetts between Petit Manan Lighthouse, Me., and Cape Ann Lighthouses, Mass.
A line drawn from Petit Manan Lighthouse 205½° (SW. ¼ S.), 26½ miles, to Mount Desert Lighthouse; thence 250½° (W. ⅛ S.), about 33 miles, to Matinicus Rock Lighthouses; thence 267½° (WNW. ¾ W.), 20 miles, to Monhegan Island Lighthouse; thence 260° (W. ⅝ N.) 19½ miles, to Seguin Lighthouse; thence 233° (WSW. ⅛ W.), 18¼ miles, to Portland Light Vessel; thence 214½° (SW, ⅜ W.), 29½ miles, to Boon Island Lighthouse; thence 210° (SW.), 11 miles, to Anderson Ledge Spindle, off Isles of Shoals Lighthouse; thence 176¼° (S. by W.) 19½ miles, to Cape Ann Lighthouses, Mass.
Boston Harbor.
From Eastern Point Lighthouse 215° (SW. ⅜ W.) 15¾ miles, to The Graves Lighthouse; thence 139¼° (SSE. ⅜ E.), 7½ miles, to Minots Ledge Lighthouse.
All Harbors in Cape Cod Bay, Mass.
A line drawn from Plymouth (Gurnet) Lighthouses 77½° (E. ⅛ S.), 16¼ miles, to Race Point Lighthouse.
Nantucket Sound, Vineyard Sound, Buzzards Bay, Narragansett Bay, Block Island Sound, and Easterly entrance to Long Island Sound.
A line drawn from Chatham Lighthouses, Mass., 146° (S. by E. ¾ E.), 4⅜ miles, to Pollock Rip Slue Light Vessel; thence 142° (SSE. ⅛ E.), 12¾ miles, to Great Round Shoal Entrance Gas and Whistling Buoy (PS); thence 229° (SW. by W. ⅝ W.), 14½ miles, to Sankaty Head Lighthouse; from Smith Point, Nantucket Island, 261° (W. ⅜ N.), 27 miles, to No Mans Land Gas and Whistling Buoy, 2; thence 359° (N. by E. ⅛ E.), 8⅛ miles, to Gay Head Lighthouse; thence 250° (W. ⅝ S.), 34½ miles, to Block Island Southeast Lighthouse; thence 250½° (W. ⅝ S.), 14¾ miles, to Montauk Point Lighthouse, on the easterly end of Long Island, N. Y.
New York Harbor.
A line drawn from Rockaway Point Coast Guard Station 159½° (S. by E.), 6¼ miles, to Ambrose Channel Light Vessel; thence 238½° (WSW. ⅛ W.), 8¼ miles, to Navesink (southerly) Lighthouse.
Philadelphia Harbor and Delaware Bay.
A line drawn from Cape May Lighthouse 200° (SSW. ½ W.), 8½ miles, to Overfalls Light Vessel; thence 246¼° (WSW. ½ W.), 3⅛ miles, to Cape Henlopen Lighthouse.
Baltimore Harbor and Chesapeake Bay.
A line drawn from Cape Charles Lighthouse 179½° (S. ½ W.) 10½ miles, to Cape Henry Gas and Whistling Buoy, 2; thence 257° (W. ⅝ S.), 5 miles, to Cape Henry Lighthouse.
Charleston Harbor.
A line drawn from Ferris Wheel, on Isle of Palms, 154° (SSE. ¼ E.), 7 miles, to Charleston Light Vessel; thence 259° (W. ⅞ S.), through Charleston Whistling Buoy, 6 C, 7⅝ miles, until Charleston Lighthouse bears 350° (N. ⅞ W.); thence 270° (W.), 2½ miles, to the beach of Folly Island.
Savannah Harbor and Calibogue Sound.
A line drawn from Braddock Point, Hilton Head Island, 150½° (SSE. ⅝ E.), 9¾ miles, to Tybee Gas and Whistling Buoy, T (PS); thence 270° (W.), to the beach of Tybee Island.
St. Simon Sound (Brunswick Harbor) and St. Andrew Sound.
From hotel on beach of St. Simon Island 15⁄16 mile 60° (NE. by E. ¼ E.), from St. Simon Lighthouse, 130° (SE ½ E.), 6⅞ miles, to St. Simon Gas and Whistling Buoy (PS); thence 194° (S. by W. ⅛ W.), 8¾ miles, to St. Andrew Sound Bar Buoy (PS); thence 77° (W.), 4¾ miles, to the shore of Little Cumberland Island.
St. Johns River, Fla.
A straight line from the outer end of the northerly jetty to the outer end of the southerly jetty.
Florida Reefs and Keys.
A line drawn from the easterly end of the northerly jetty, at the entrance to the dredged channel ½ mile northerly of Norris Cut, 94° (E. ¼ S.), 1⅝ miles, to Florida Reefs North End Whistling Buoy, W (HS); thence 178° (S. ¼ E.), 8 miles, to Biscayne Bay Sea Bell Buoy, 1; thence 182° (S. ⅛ W.), 2⅜ miles, to Fowey Rocks Lighthouse; thence 188° (S. ⅝ W.), 6¾ miles, to Triumph Reef Beacon, O; thence 193° (S. by W.), 4½ miles, to Ajax Reef Beacon, M; thence 194° (S. by W. ⅛ W.), 2 miles, to Pacific Reef Beacon, L; thence 196½° (S. by W. ⅜ W.), 5 miles, to Turtle Harbor Sea Buoy, 2; thence 210° (SSW. ½ W.), 4⅞ miles, to Carysfort Reef Lighthouse; thence 209½° (SSW. ½ W.), 5¾ miles, to Elbow Reef Beacon, J; thence 217½° (SW. ¾ S.), 9¾ miles, to Molasses Reef Gas Buoy, 2 M; thence 235½° (SW. ¾ W.), 6 miles, to Conch Reef Beacon, E; thence 234½° (SW. ¾ W.), through Crocker Reef Beacon, D, 10⅜ miles, to Alligator Reef Lighthouse; thence 234° (SW. ⅝ W.), 10⅞ miles, to Tennessee Reef Buoy, 4; thence 251° (WSW. ⅛ W.), 10½ miles, to Coffins Patches Beacon, C; thence 247° (SW. by W. ¾ W.), 8¾ miles, to Sombrero Key Lighthouse; thence 253½° (WSW. ⅜ W.), 2⅞ miles, to Looe Key Beacon, 6; thence 257½° (WSW. ¾ W.), 6⅜ miles, to American Shoal Lighthouse; thence 253° (WSW. ¼ W.), 2¼ miles, to Maryland Shoal Beacon, S; thence 259° (WSW. ⅞ W.), 5¼ miles, to Eastern Sambo Beacon, A; thence 253° (WSW. ¼ W.), 2¼ miles, to Western Sambo Beacon, R; thence 257° (WSW. ⅝ W.), through Western Sambo Buoy, 2, 5½ miles, to Key West Entrance Gas Buoy (PS); thence 262° (W. ⅞ S.), 4¼ miles, to Sand Key Lighthouse; thence 261° (W. by S.), 2¾ miles, to Western Dry Rocks Beacon, 2; thence 268° (W. ⅜ S.), 3½ miles, through Satan Shoal Buoy (HS) to Vestal Shoal Buoy, 1; thence 274½° (W. ⅛ N.), 5¼ miles, to Coal Bin Rock Buoy, CB (HS); thence 324½° (NW. ⅝ N.), 7¼ miles, to Marquesas Keys left tangent; from northwesterly point Marquesas Keys 59° (NE. by E.), 4¾ miles, to Bar Buoy, 1, Boca Grande Channel; thence 83° (E. ⅞ N.), 9¾ miles, to Northwest Channel Entrance Bell Buoy, 1, Northwest Channel into Key West; thence 68° (NE. by E. ⅞ E.), 23½ miles, to northerly side of Content Keys; thence 49° (NE. ¼ E.), 29 miles, to East Cape, Cape Sable.
Charlotte Harbor and Punta Gorda, Fla.
Eastward of Charlotte Harbor Entrance Gas and Bell Buoy (PS), off Boca Grande, and in Charlotte Harbor, in Pine Island Sound and Matlacha Pass. Pilot Rules for Western Rivers apply in Peace and Miakka Rivers north of a 250° and 70° (WSW. and ENE.) line through Mangrove Point Light; and in Caloosahatchee River northward of the steamboat wharf at Punta Rasa.
Tampa Bay and Tributaries, Fla.
From the southerly end of Long Key 245° (SW. by W. ⅝ W.), 9 miles, to Tampa Bay Gas and Whistling Buoy (PS); thence 129° (SE. ¾ E.), 6½ miles, to Bar Bell Buoy (PS), at the entrance to Southwest Channel; thence 103° (E. by S.), 2¾ miles, to the house on the north end of Anna Maria Key. Pilot Rules for Western Rivers apply in Manatee River inside Manatee River Entrance Buoy, 2; in Hillsboro Bay and River inside Hillsboro Bay Light, 2.
St George Sound, Apalachicola Bay, Carrabelle and Apalachicola Rivers, and St. Vincent Sound, Fla.
North of a line from Lighthouse Point 246° (SW. by W. ⅝ W.) 13¼ miles, to southeasterly side of Dog Island; to northward of East Pass Bell Buoy, 1, at the entrance to East Pass, and inside West Pass Bell Buoy (PS) at the seaward entrance to West Pass. Pilot Rules for Western Rivers apply in Carrabelle River inside the entrance to the dredged channel; in Apalachicola River northward of Apalachicola Dredged Channel Entrance Buoy, 2.
Pensacola Harbor.
From Caucus Cut Entrance Gas and Whistling Buoy, 1A, 3° (N. ⅛ W.), tangent to easterly side of Fort Pickens, to the shore of Santa Rosa Island, and from the buoy northward in the buoyed channel through Caucus Shoal.
Mobile Harbor and Bay.
From Mobile Entrance Gas and Whistling Buoy (PS) 40° (NE. ⅞ N.) to shore of Mobile Point, and from the buoy 320° (NW.) to the shore of Dauphin Island. Pilot Rules for Western Rivers apply in Mobile River above Choctaw Point.
Sounds, Lakes, and Harbors on the Coasts of Alabama, Mississippi, and Louisiana, between Mobile Bay entrance and the Delta of the Mississippi River.
From Sand Island Lighthouse 259° (WSW. ⅝ W.), 43½ miles, to Chandeleur Lighthouse; westward of Chandeleur and Errol Islands, and west of a line drawn from the southwesterly point of Errol Island 182° (S. ¼ E.), 23 miles, to Pass a Loutre Lighthouse. Pilot Rules for Western Rivers apply in Pascagoula River, and in the dredged cut at the entrance to the river, above Pascagoula River Entrance Light, A, marking the entrance to the dredged cut.
New Orleans Harbor and the Delta of the Mississippi River.
Inshore of a line drawn from the outermost mud lump showing above low water at the entrance to Pass a Loutre to a similar lump off the entrance to Northeast Pass; thence to a similar lump off the entrance to Southeast Pass; thence to the outermost aid to navigation off the entrance to South Pass; thence to the outermost aid to navigation off the entrance to Southwest Pass; thence northerly, about 19½ miles, to the westerly point of the entrance to Bay Jaque.
Sabine Pass, Tex.
Pilot Rules for Western Rivers apply to Sabine Pass northward of Sabine Pass Gas and Whistling Buoy (PS), and in Sabine Lake and its tributaries. Outside of this buoy the International Rules apply.
Galveston Harbor.
A line drawn from Galveston North Jetty Light 129° (SE. by E. ¼ E.), 2 miles, to Galveston Bar Gas and Whistling Buoy (PS); thence 276° (W. ⅛ S.), 2¼ miles, to Galveston (S.) Jetty Lighthouse.
Brazos River, Tex.
Pilot Rules for Western Rivers apply in the entrance and river inside of Brazos River Entrance Gas and Whistling Buoy (PS). International Rules apply outside the buoy.
San Diego Harbor.
A line drawn from southerly tower of Coronado Hotel 208° (S. by W.), 5 miles, to Outside Bar Whistling Buoy, SD (PS); thence 345° (NNW. ¾ W.), 3⅝ miles, to Point Loma Lighthouse.
San Francisco Harbor.
A line drawn through Mile Rocks Lighthouse 326° (NW. ⅝ W.), to Bonita Point Lighthouse.
Columbia River entrance.
A line drawn from knuckle of Columbia River south jetty 351° (NNW. ⅞ W.) to Cape Disappointment Lighthouse.
Juan de Fuca Strait, Washington and Puget Sounds.
A line drawn from New Dungeness Lighthouse 13½° (N. by W.), 10⅜ miles, to Hein Bank Gas and Bell Buoy (HS); thence 337½° (NW. ½ W.), 10¾ miles, to Lime Kiln Light, on west side of San Juan Island; from Bellevue Point, San Juan Island, 336½° (NW. ¼ W.) to Kellett Bluff, Henry Island; thence 347° (NW. ⅝ N.) to Turn Point Light; thence 71½° (NE. ⅛ E.), 8¼ miles, to westerly point of Skipjack Island; thence 38½° (N. by E. ¼ E.), 4⅜ miles, to Patos Islands Light; thence 338° (NW. ⅛ W.), 12 miles, to Point Roberts Light.
General rule.
At all buoyed entrances from seaward to bays, sounds, rivers, or other estuaries for which specific lines have not been described, Inland Rules shall apply inshore of a line approximately parallel with the general trend of the shore, drawn through the outermost buoy or other aid to navigation of any system of aids.
CHAPTER XX
THE QUARTERMASTERS
For many years the quartermasters—situated somewhere between the deck hand (A.B.) and the licensed officer—have been the slim loophole through which a few American boys have slipped into the merchant service of their country.
The duties of the quartermasters have become fairly standard, and besides steering in two, and sometimes four hour shifts, the latter a practice that should be stopped by law, the quartermasters have had to do about as follows:
Care of the bridge.
Care of all signal equipment—flags—rockets—lights—etc.
Care of navigational gear, such as sounding machines, log lines and indicators; leads, etc.
Heaving the lead (blue pigeon) and working the sounding machine under an officer.
In port, the quartermasters have had to stand gangway watches, and watches in the holds while stowing or discharging cargo.
Quartermasters are a necessity—as signalmen, helmsmen, and generally useful assistants in the navigation of the vessel. They are the messengers for the officer of the watch, read the log when sights are taken, or course is changed, and assist generally.
Steering, however, should be done by all hands, the quartermasters being relieved for at least half of their watch by one of the seamen. This practice would result in a largely increased number of competent helmsmen, and in an increased efficiency all round.
Quartermasters should aim to become officers, and should devote as much of their time as possible to study, in which the deck officers are usually ready to assist.
All quartermasters should be certified lifeboat men, and should be familiar with the handling of ship's boats. They should be charged with the overhauling of the required lifeboat equipment, under the direction of one of the officers.
CHAPTER XXI
THE CARPENTER
The carpenter occupies an important position on board ship. He is one of the "idlers," works all day and turns in at night, like an ordinary human being; in other words, he stands no watches.
His duties, of course, are defined by his title, but on a well-regulated vessel, the Carpenter, under orders from the Chief Mate, to whom he reports in person, performs certain standard tasks.
Sounding. He has charge of the sounding; sounds the bilges and tanks, and reports their condition each morning, or when specially ordered.
In the event of grounding, or collision, one of the first things to do is to sound bilges and wells in the vicinity of the damage. This duty always falls to the Carpenter.
Tanks. Any work done to the tanks—not directly under the Chief Engineer—is attended to by the Carpenter.
Tools. The Carpenter is responsible for all tools used in the deck department—outside of marline spikes, fid, rigging screws, etc., which belong to the Boatswain. He takes care of his shop, keeps an inventory of his materials, and turns same in to the Chief Mate for approval.
Cargo Ports. The Carpenter should overhaul and attend to the opening and closing of all cargo ports.
Hatches. Hatches are opened and covered and the tarpaulins battened down by the Carpenter; he keeps an extra supply of hatch wedges in his shop.
Deadlights and Light Ports. The Carpenter is charged with the good order and care of all deadlights and light ports. He should examine all deadlights in 'tweendeck, where cargo has been carried.
Fresh Water. The Carpenter should examine all fresh water tanks before filling. He should see them cement washed, when necessary, and should be in attendance when fresh water is taken on board. When double-bottom tanks are being filled, he should see that vents are opened for the escape of air, so they will be completely filled.
Decks. The Carpenter is specially charged with the caulking and repair of wooden decks. He should keep a supply of deck plugs handy. Caulking is almost a lost art today.
Booms—Masts. The Carpenter is charged with the upkeep of booms and masts. He should examine the masts at the partners, whenever the vessel is unloaded. Runs of rust should be noted and the state of the wedges and mast coats reported to the Chief Mate, if necessary.
Old booms should be examined in the wake of bands, and probed for dry rot at the heel. Checks and dangerous cracks—probably puttied up—should be searched for and reported to the Chief Mate.
Storm Oil. The Carpenter should have charge of the storm-oil tank, and should see that the drip cocks and pipes leading to the hawse, or over side, are kept clear, and that the supply of oil required by the U. S. Inspectors is on hand:
- Vessels of over 200 and not over 1,000 gross tons, 30 gallons.
- Vessels of over 1,000 and not over 3,000 gross tons, 40 gallons.
- Vessels of over 3,000 and not over 5,000 gross tons, 50 gallons.
- Vessels of over 5,000 gross tons shall carry at least 100 gallons.
General. The modern ship carpenter is as much a worker with iron and steel as he is with wood. His duty requires that he be familiar with machinery—and his special charge is the braking and releasing of the windlass, under the direction of the Chief Mate.
A top-notch carpenter is a jewel, he is a scarce article in these degenerate days of high wages and indifferent performance. A good artisan can do no better than to go to sea as a carpenter in a well-found modern steamer; the pay is good he will have comfortable quarters, and good food, he will also save money. This holds true of most billets aboard a merchant vessel today.
CHAPTER XXII
THE BOATSWAIN
The Boatswain, for a long time was not in favor on American vessels, this prejudice being a survival of the hard old sailing-ship days, after America had ceased to be great with her white wings.
The cheese-paring policy of many owners denied the common sense arrangement of having a Boatswain—a leading man of the crew—to do the actual roustabout with the men in holds and on deck. The Mates were supposed to attend to such matters, and while they juggled hose, and did other energetic, but senseless duties, other matters of far greater importance went undone.
Owners are now generally alive to the fact that a Boatswain makes the Chief Mate about ten times as useful as an officer. He can plan work, attend to his duties and inspections, while such matters as washing decks, mixing paints, standing over gangs of chippers, or side cleaners, goes on without interruption under the Boatswain.
The Duty of the Boatswain is so closely associated with the duty of the Chief Mate, that it is more or less a matter of repetition to enumerate just what he is supposed to look after.
Under the Chief Mate, the Boatswain works the men; if in a large vessel, with the assistance of a Boatswain's Mate. At sea, the watches are divided between the Boatswain and his Mate.
The Boatswain should be something more than an able seaman, as the term is known today. Steamers do not carry a sailmaker, and the Boatswain should be able to sew a seam, sew on a bolt rope, and fit and cut an awning, or a staysail.
He should understand something about rigging—the splicing of wire ropes—the turning in of thimbles—the making and rigging of lifeboat sails (most of them on merchant vessels are an abomination).
Boatswain's Orders. A small book of Boatswains' Orders, filled out by the Chief Mate helps to keep things straight and the work on deck progressing. This is specially necessary where the Chief Mate stands a bridge watch and may be turned in for a part of the day.
Stands By. The Boatswain or his Mate, whoever is on deck, should always "stand by" for an emergency call from the bridge, to attend to any work that the officer of the watch may wish to have done.
CHAPTER XXIII
ABLE SEAMEN
The able seaman of the present is an elusive bird who draws twice as much pay as the Chief Mate of a three-skysail-yarder earned in the slack days of the past, and his knowledge of seamanship is in the ratio of nothing to everything. The modern A.B. just is; he arrives at the office of the Shipping Commissioner, when the crew sign on, and he is there when they pay off, that is, if he has not become tired of travel, while on the voyage, and stopped off for rest in foreign ports.
However, better days are dawning for the men of the sea; official recognition of the seaman, is carrying with it certain requirements as to real ability. Higher standards bring with them increased respect and less friction between officers and men. No mate, worthy of the name, will find fault with a man who can "surge" a ten-inch manila line when springing a vessel around a pier, or who can turn a splice into a wire mooring line—any seaman worthy of his pay should be able to do such things and many others—the official standards, as set forth in a Department of Commerce circular follow:
ABLE SEAMEN
Department of Commerce Circular No. 264
By virtue of the authority conferred by section 13, of the act approved March 4, 1915, which provides "That upon examination, under rules prescribed by the Department of Commerce as to eyesight, hearing, physical condition, and knowledge of the duties of seamanship a person found competent may be rated as able seaman after having served on deck twelve months at sea, or on the Great Lakes," the following regulations are prescribed for determining the knowledge of the duties of seamanship of such persons who make application for examination for a certificate of service as able seaman:
1. Any person who has had twelve months' service on deck at sea or on the Great Lakes on any vessel of 100 tons gross and upward (except those navigating rivers exclusively and the smaller inland lakes, and except fishing or whaling vessels or yachts), including decked fishing vessels, naval vessels, and coast-guard vessels, may make application to any board of local inspectors for a certificate of service as able seaman, and upon proof being made to said board by affidavit as to service, and examination as to physical condition and knowledge of the duties of seamanship, showing the nationality and age of the applicant and the vessel or vessels on which he has had service, the board of local inspectors shall issue to said applicant a certificate of service which shall be retained by him and be accepted as prima facie evidence of his rating as able seaman.
2. No person shall be examined who does not produce satisfactory affidavit or affidavits that he has served at sea or on the Great Lakes as prescribed in paragraph 1.
3. Each applicant shall pass the prescribed physical examination before a medical officer of the Public Health Service before being permitted to take the examination to determine his knowledge of the duties of seamanship.
4. The professional examination to determine the applicant's knowledge of the duties of seamanship shall be oral, and shall be conducted in the form of questions and answers and by practical tests. The applicant shall be examined in each of the prescribed subjects and given a mark in each based on a scale of 100.
5. No person shall be recommended for or shall receive the certificate of service as able seaman who fails to attain a general average of merit of 70 per cent.
6. The professional examination may be conducted by an officer of the United States Navy, the Coast Guard, Lighthouse Service, Coast and Geodetic Survey, Navigation Service, or any other marine officer designated by the Secretary of Commerce. When any such officer conducts the examination the board of local inspectors shall issue to the applicant a certificate of service as able seaman upon receiving notice in writing from such an officer that the applicant has passed the prescribed examination as to the knowledge of the duties of seamanship.
7. The professional examination will be conducted as concisely as possible, with the view of determining the applicant's qualifications, and will embrace the following subjects:
(a) Boxing the compass.—The applicant will be required to box the compass by points or degrees, according to the experience he has had in the use of either method.
(b) Lights and fog signals.—A knowledge will be required of the running and anchor lights for steam and sailing vessels on the sea, inland waters, or Great Lakes, and a like knowledge of fog signals, according to the waters on which the applicant has served.
(c) Signals for starting, stopping, slowing down, and backing the engines of steam vessels.—This examination will be restricted to the signals in use on the sea, or Great Lakes, according to the waters on which the applicant has served. In view of the widespread use of engine telegraphs, knowledge of engine bell signals, while deemed advantageous, will not be required if in other respects the candidate qualified.
(d) Passing signals for steam vessels.—To be confined to vessels meeting or passing under ordinary conditions.
(e) Knotting, bending, splicing, and hitching.—The applicant will be required to make a few of the principal knots, bends, splices, and hitches in common use by sailormen.
(f) Ability to pull an oar.—The applicant's knowledge of pulling an oar will be determined by actual trial in a boat.
(g) Clearing away, lowering, and getting away from the ship.—The applicant's ability will be determined by actual trial aboard ship.
(h) Handling boats at sea.—This examination will include questions relative to the proper handling of a boat in running before a heavy sea; in pulling into a sea; the trim of the boat; and steering with an oar, tiller, or yoke.
(i) Knowledge of nautical terms.—The applicant will be required to definitely locate different parts of a ship, and to give the names of the different masts, sails, rigging davits, etc.
(j) Steering.—The applicant will be required to demonstrate his knowledge of handling the wheel of a steamer by obeying orders passed to him as "wheelman."
The able seaman should also know the following:
- Markings and use of the hand lead.
- Handling of a boat under sail.
- Running a steam winch.
- Slinging a scaffold plank.
- Use of the life line and breeches buoy—that is what to do on the ship end of the line.
- Use of rockets.
- Use of line-throwing gun.
- Use of the heaving line.
- Slinging a cask.
- Sewing canvas.
- International Code Flags.
- Hand semaphore signals.
An able seaman might know a lot more, but the above coupled with the things mentioned by Mr. Redfield, should turn him out as a competent American sailorman.
The following common sense advice taken from the pages of the Coast Seamen's Journal, on "Teaching Seamanship", is given—it clearly sets forth the things a modern merchant sailorman should know.
Were we asked to prescribe a course of instruction in seamanship for beginners, we should arrange it somewhat as follows:
First—Teach the pupil the names, locations and uses of the different parts of the ship, and of her spars, sails, standing and running riggings; together with the meaning of such terms as port, starboard, lee, weather, astern, ahead, abaft, aloft and alow.
Second—Show him how to box the compass and, if possible, how to steer. Explain to him the meaning of the commands, "Hard up" and "Hard down the helm," and why he must turn the wheel to port when ordered to starboard the helm, and vice versa. Also show him the marks on the hand leadline.
Third—Teach him how to whip a rope; how to make a clinch; how to tie a reef knot; how to make the bends and hitches commonly used on a ship, such as a bowline, clove hitch, sheet bend, anchor bend, rolling hitch, timber hitch, bow line on a bight, cat's paw, blackwall hitch, midshipman's hitch, single carrick bend, sheepshank, etc. Also how to put on a strop and how to shorten a cargo sling.
Fourth—Take up splicing and knotting—eye splice, short splice, long splice, crown and wall knot, lanyard knot and manrope knot. Instruct the learner how to worm, parcel and serve a rope; how to put on a seizing; how to pass the head earing on a sail; how to put on a ratline; how to make plain sennit and paunch mats, and explain their uses.
Fifth—Give the pupils a thorough drilling in the loosing, setting, taking in, reefing and furling of the sails; in bracing the yards; in catting and fishing the anchors; in pulling boats and handling of oars; in sending the lighter spars down on deck and up again, and such other maneuvers as are generally recognized as necessary to the safe navigation of ships. In fact, these drills might, with great benefit to the learners, alternate daily with the instruction in the other details of seamanship.
A willing, healthy young fellow, who has gone through a course of training as outlined above, will, with two or three months of actual seafaring behind him, be well worth his keep and wages as a sailor. The experience he will then be daily gaining will soon fill up the gaps in his nautical education necessarily left by his hurried training ship instruction, till in another year or two he will have developed into a full-fledged able seaman. If he then chooses to take up with "fancy work"—and they usually do—all good and well. But safety first. And safety for a man before the mast lies in knowing how to perform in a shipshape manner the daily, prosaic, everyday routine duties of an able seaman.
The laws governing the American Seaman, in which are incorporated the laws known as the "Seamen's Act," follow. They are of interest to every one who is governed by them. Laws are made to provide for the proper regulation of our affairs, and no matter how wordy, the intent is to uphold recognized authority, and be just to all—sea lawyers take notice.