The Men on Deck: Master, Mates and Crew, Their Duties and Responsibilities

Care should be taken to stow liquors, canned goods, and things easily broken open, in parts of the hold and 'tween decks where they can be easily blocked off by less tempting cargo.

Special Cargoes. Cargoes of chemicals, fruit, guano, jute, and the like, will require special care and consideration. The deck officers of a merchant vessel will do well if they keep and compare notes on matters such as these. A vast amount of information having to do with the important function of moving the products of the world is going begging for the want of suitable recording. Such knowledge carries with it the possibility for great saving. Merchant mariners, owners, and naval designers take notice. The cargo note book is an important part of the baggage of an officer.

Munitions. Cargoes under the general heading of munitions call for the most careful handling. It is well for the Chief Mate to know just what is being stowed, and where. This knowledge should be of use in exercising increased care in the management and handling of the vessel. The Halifax disaster is a case in point.

Cost Data. The Chief Mate who is on his job should keep cost data on stevedoring, and in fact on most operations performed on board ship. He should know how many men can work a hatch effectively, and what their pay is, and how much cargo they can stow, say in tons (2,000 lbs.) per working day:

Cost data, actually kept, often is the foundation for important work later on as superintendent and manager.

Keeping cost data is a good way to relieve the monotony of supervising stevedores—it results in a note book of considerable value.

Live Stock. Vessels carrying live stock present added problems for the consideration of the Chief Mate. He should see to the proper organization of the cattlemen, their attention to duty, etc. The Chief Mate should be familiar with the laws relating to the carriage of live stock on passenger vessels.

Horse slings should be provided for valuable animals. Other cattle taken aboard in the stream are often slung on board by the horns alone.

Valuable horses should be placed in padded boxes, placed athwartships, and same fitted with slings under the bellies of the animals.

Passengers. Passengers are usually the special care of the Purser and Steward. The Chief Mate, however, should so organize the work of the ship that there is as little interference with the passengers as possible. The Second Mate, is usually delegated as baggage officer and has charge of the stowage and breaking out of this special cargo.

Tank Steamers. Tank steamers, like everything else, are undergoing changes in design, and each vessel requires special study on the part of the officers.

The Chief Mate should be familiar with the system of piping and the handling of the same. He should study the pipe diagrams and trace out the lead and use of everything for his own information.

There are many things in tank steamers not common to the regular run of sea carriers. The hose connections, the method of trimming, the use of summer tanks, the expansion trunks, and the many wrinkles having to do with the care and management of tankers.

When going into dry dock, be sure and see that all tanks are "gas free" before lights or red hot rivets are introduced. This is done by steaming them out, by blowing air through them, and by filling with water and pumping same out, the oil in the water, which should be overflowing, will run off first.

The officer who is going into tank steamers, or is in that service is advised to get a small pamphlet by Mr. Herbert John White, a British Merchant Marine officer, called OIL TANK STEAMERS, published by James Brown and Son, Glasgow, and for sale in New York by D. Van Nostrand Company (price $1.00). This is a very clear and practical manual for the use of tank steamer officers—one of the best books of its kind.

CHAPTER VIII
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:

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:

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.

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.,

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:

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:

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.

CHAPTER IX
RULES OF THE U. S. SUPERVISING INSPECTORS RELATING TO LIFESAVING

LIFE BOATS

The capacity of lifeboats shall hereafter be determined by an allowance of 15 cubic feet for each person carried.

Equipment for lifeboats.

All lifeboats on ocean steam vessels shall be equipped as follows:

In addition to the equipment already required in lifeboats, there shall be provided a hand pump with a plunger of not less than 2 inches in diameter, and a discharge pipe of sufficient length to reach clear of the boat's side.

Steam vessels carrying passengers and which enter the War Zone shall have each and every lifeboat which is carried under davits equipped with mast and sail and proper gear for same, as required by this section.

Food or provisions to be carried in lifeboats.

The food or provisions required to be carried in lifeboats may be hard bread or the "United States Army Emergency Ration." Food which produces unusual or immoderate thirst, such as corned beef, salt fish, etc., will not be allowed, under any circumstances, as lifeboat provisions.

When hard bread only is carried in the lifeboat, there must be provided in addition thereto at least ten United States Army emergency rations.

How lifeboats shall be carried.

Lifeboats on cargo steamers shall be provided with a separate set of davits for each lifeboat required. When this requirement makes it necessary to install additional davits, it is recommended that the additional davits be of the mechanical type, to facilitate quick and safe launching. The old type of davits with "turning out gear" is not considered as mechanical davits.

Additional life-saving equipment.

Cargo vessels shall carry sufficient lifeboats to accommodate every person on board, and in addition thereto shall carry a sufficient number of approved life rafts to accommodate at least twenty-five per cent of the total number of persons on board.

Precautionary measures.

Before entering the War Zone all the lifeboats and life rafts shall be cleared away and made ready for launching, and the master or officer in charge, shall assure himself that all the required equipment is in the lifeboats and life rafts, in good order, and ready for immediate service. Steamers which are not equipped with mechanical davits shall have all the lifeboats swung out (weather permitting) and ready for immediate launching before entering the War Zone.

Future construction.

Cargo vessels contracted for after May 1, 1917, and serving trades within the War Zone, shall be equipped on each side with lifeboats of sufficient capacity to accommodate all persons on board based upon an allowance of 15 cubic feet per person, and in addition thereto shall be equipped with a sufficient number of approved life rafts to accommodate at least twenty-five per cent of all persons on board.

Handling of the boats and rafts.

All the boats and rafts must be stowed in such a way that they can be launched in the shortest possible time and that, even under unfavorable conditions of list and trim from the point of view of the handling of the boats and rafts, it may be possible to embark in them as large a number of persons as possible.

The arrangements must be such that it may be possible to launch on either side of the vessel as large a number of boats and rafts as possible.

Strength and operation of the davits

The davits shall be of such strength that the boats can be lowered with their full complement of persons and equipment, the vessel being assumed to have a list of 15 degrees.

The davits must be fitted with a gear of sufficient power to insure that the boat can be turned out against the maximum list under which the lowering of the boats is possible on the vessel in question.

The Secretary of Commerce is authorized by the seamen's act in specific cases to exempt existing vessels from the requirements of this section that the davits shall be of such strength and shall be fitted with a gear of sufficient power to insure that the boats can be lowered with their full complement of persons and equipment, the vessel being assumed to have a list of 15 degrees, where their strict application would not be practicable or reasonable.

Each set of davits shall have a boat of the first class attached to it, provided that the number of open boats of the first class attached to davits shall not be less than the minimum number fixed by law.

If it is neither practicable nor reasonable to place on a vessel the minimum number of sets of davits required, a small number of sets of davits may be fitted, provided always that this number shall never be less than the minimum number of open boats of the first class required by law.

If a large proportion of the persons on board are accommodated in boats whose length is greater than 50 feet, a further reduction in the number of sets of davits may be allowed exceptionally, if the arrangements are in all respects satisfactory.

In all cases in which a reduction in the minimum number of sets of davits or other equivalent appliances required by the rules is allowed, the owner of the vessel in question shall be required to prove, by a test made in the presence of an officer designated by the Supervising Inspector General, that all the boats can be efficiently launched in a minimum time.

The conditions of this test shall be as follows:

2 Lifeboats swung out—1 on each side.

All passenger steam vessels, except those fitted with mechanical davits, shall, when the weather permits, have one of their lifeboats swung out on each side while at sea, brailed into a boom or rail and ready for immediate use.

Equivalents for and weight of the persons.

In test for determining the number of persons which a boat or pontoon raft can accommodate each person shall be assumed to be an adult person wearing a life preserver.

In verifications of freeboard the pontoon boats shall be loaded with a weight of at least 165 pounds for each adult person that the pontoon boat is authorized to carry.

In all cases two children under 12 years of age shall be reckoned as one person.

Marking of lifeboats.

All lifeboats shall have the number of boat plainly marked or painted on each bow, in figures not less than 3 inches high. Where lifeboats are carried on both sides of a vessel, lifeboat No. 1 shall be forward on starboard side of vessel, lifeboat No. 2 forward on port side, lifeboat No. 3 next abaft lifeboat No. 1 on starboard side, lifeboat No. 4 next abaft lifeboat No. 2 on port side, and so forth, the odd-numbered boats being on the starboard side and the even-numbered boats being on the port side of vessel. All lifeboats shall have their cubic contents and the number of persons such lifeboat is allowed to carry plainly marked or painted on each bow in letters and figures not less than three-fourths of an inch high. All lifeboats shall also have the number of persons allowed to be carried plainly marked or painted on top of at least two of the thwarts, in letters and figures not less than 3 inches high. When the letters and figures above required are painted on lifeboats, such letters and figures shall be dark on a light ground or light on a dark ground.

Lifeboats and life rafts kept clear for launching.

The decks on which lifeboats of any class or life rafts are carried shall be kept clear of freight or any other obstruction that would interfere with the immediate launching of the lifeboats or life rafts. (R. S. Secs. 4405, 4488.)

Boat-davit falls and receptacles therefor.

It shall be the duty of the master or officer in charge of all vessels to see that the boat-davit falls shall at all times be in readiness for immediate use, and protected from ice, and not painted, and such boat-davit falls on all boats not swung out at boat drills shall be cast loose and overhauled; and it shall be unlawful to stow in any lifeboat articles other than those required by law and regulations. On all steamers over 1,000 gross tons, covered tubs, boxes, or reels shall be provided in which to stow away the boat-davit falls.

Care of lifeboats.

Lifeboats shall be stripped, cleaned, thoroughly overhauled, and painted at least once in every year.

Embarkation of the passengers in the lifeboats and rafts.

Suitable arrangements shall be made for embarking the passengers in the boats, in accord with regulations by the Board of Supervising Inspectors, with the approval of the Secretary of Commerce.

In vessels which carry rafts there shall be a number of rope or wooden ladders always available for use in embarking the persons on to the rafts.

Certificated lifeboat men—manning of the boats.

There shall be for each boat or raft a number of lifeboat men at least equal to that specified as follows: If the boat or raft carries 25 persons or less, the minimum number of certificated lifeboat men shall be 1; if the boat or raft carries 26 persons and less than 41 persons, the minimum number of certificated lifeboat men shall be 2; if the boat or raft carries 41 persons and less than 61 persons, the minimum number of certificated lifeboat men shall be 3; if the boat or raft carries from 61 to 85 persons, the minimum number of certificated lifeboat men shall be 4; if the boat or raft carries from 86 to 100 persons, the minimum number of certificated lifeboat men shall be 5; if the boat or raft carries from 111 to 160 persons, the minimum number of certificated lifeboat men shall be 6; if the boat or raft carries from 161 to 210 persons, the minimum number of certificated lifeboat men shall be 7; and, thereafter, 1 additional certificated lifeboat man for each additional 50 persons: Provided, That if the raft carries 15 persons or less a licensed officer or able seaman need not be placed in charge of such raft: Provided further, That one-half the number of rafts carried shall have a capacity of exceeding 15 persons.

The allocation of the certificated lifeboat men to each boat and raft remains within the discretion of the master, according to the circumstances.

By "certificated lifeboat man" is meant any member of the crew who holds a certificate of efficiency issued under the authority of the Secretary of Commerce.

In order to obtain the special lifeboat man's certificate the applicant must prove to the satisfaction of an officer designated by the Secretary of Commerce that he has been trained in all the operations connected with launching lifeboats and the use of oars; that he is acquainted with the practical handling of the boats themselves; and, further, that he is capable of understanding and answering the orders relative to lifeboat service.

Manning of boats.

A licensed officer or able seaman shall be placed in charge of each boat or pontoon raft; he shall have a list of its lifeboat men, and other members of its crew which shall be sufficient for her safe management, and shall see that the men placed under his orders are acquainted with their several duties and stations.

A man capable of working the motor shall be assigned to each motor boat.

The duty of seeing that the boats, pontoon rafts, and other life-saving appliances are at all times ready for use shall be assigned to one or more officers.

LIFE RAFTS

Handling of the rafts.

All rafts must be stowed in such a way that they can be launched in the shortest possible time and that, even under unfavorable conditions of list and trim from the point of view of the handling of the rafts, it may be possible to embark in them as large a number of persons as possible.

The arrangements must be such that it may be possible to launch on either side of the vessel as large a number of rafts as possible. Marking rafts.

There shall be stenciled in a conspicuous place on each life raft now in use the number of persons said raft can carry, as hereinafter provided.

Care of life rafts.

All life rafts shall be stripped, cleaned, painted, and thoroughly overhauled at least once in every year.

Equipment for life rafts.

All life rafts on ocean steam vessels shall be equipped as follows:

All loose equipment must be securely attached to the raft to which it belongs.

Life preservers.

Every ocean vessel inspected under the provisions of Title LII, Revised Statutes of the United States, shall be provided with one good life preserver, having the approval of the Board of Supervising Inspectors, for each and every person carried, and every ocean vessel carrying passengers shall have in addition thereto a number of life preservers suitable for children equal to at least 10 per cent of the total number of persons carried.

Ring life buoys.

The number of ring life buoys with which steamers must be provided is as follows: Vessels under 400 feet in length, 12, of which 6 must be luminous; vessels of 400 feet in length and less than 600 feet, 18, of which 9 must be luminous; vessels of 600 feet in length and less than 800 feet, 24, of which 12 must be luminous; vessels of 800 feet in length and over, 30, of which 15 must be luminous.

Ring life buoys shall not be permanently secured in any way, but shall be so placed as to be readily accessible in an emergency. Their location shall be plainly indicated in the vessel's station bill.

One of the buoys on each side of the vessel shall have a life line attached of at least 15 fathoms in length.

Luminous buoys are those having attached an efficient self-igniting light which can not be extinguished in water.

All the life buoys and life jackets shall be so placed as to be readily accessible to the persons on board; their position shall be plainly indicated so as to be known to the persons concerned.

The life buoys shall always be capable of being rapidly cast loose, and shall not be permanently secured in any way. The owner of any vessel who neglects or refuses to provide and equip his vessel with such lifeboats, floats, rafts, life preservers, line-carrying projectiles, and the means of propelling them, drags, pumps, or other appliances, as are required under the provisions of this section, or under the regulations of the Board of Supervising Inspectors, approved by the Secretary of Commerce, authorized by and made pursuant hereto, shall be fined not less than $500, nor more than $5,000, and every master of a vessel who shall fail to comply with the requirements of this section, and the regulations of the Board of Supervising Inspectors, approved by the Secretary of Commerce, authorized by and made pursuant hereto, shall upon conviction be fined not less than $50, nor more than $500.

Line-carrying guns, rockets and equipment.

All ocean steam, pleasure vessels and ocean steam vessels carrying passengers, except vessels of 150 gross tons and under, shall be provided with at least three line-carrying projectiles and the means of propelling them, such as may have received the formal approval of the Board of Supervising Inspectors.

Rockets.

When approved rockets are used instead of guns, there shall be in every case at least three of said rockets, and all steamers that are required under the law to carry line-carrying projectiles and the means of propelling them shall be supplied auxiliary thereto with at least 800 feet of 3-inch manila line for vessels of over 150 and not over 500 gross tons and 1,500 feet of said line for steamers above 500 gross tons; and, except where approved rockets are provided, with three approved service projectile lines and three projectiles. Such auxiliary line and all other equipment shall be kept always ready for use in connection with the gun and rocket, which lines and other equipment shall not be used for any other purpose. (R. S., 4488.)

Requirements for firing tests.

The test rounds required shall be fired from the gun when mounted on its own carriage, lashed as it would be in shipboard use.

The line shall be coiled, faked, or reeled in its own faking box or reel, and the gun, carriage, line box or reel, and projectiles shall all bear the same number and shall be initialed by the inspector, whose report of the test, giving number, date, and result, shall be filed in the office of the supervising inspector of the district in which the test is made.