DUTIES IN PORT
Having familiarized himself with his vessel, her complement, equipment, and stores, the Chief Mate is ready to take up his duties with full knowledge of the situation.
The inspection of the vessel, from stem to stern, is a matter of some time and, in a large steamer, calls for repeated investigation. Every hole and tank and corner should be known to the Chief Mate, its condition, its contents, and its use.
Deck Crew. He must organize and supervise the routine work of the deck department of the vessel.
Third Mate—forward holds, under immediate eye of Chief Mate.
Second Mate—after holds.
Boatswain, in active charge of crew at work on deck, over the side, and in holds.
Carpenter, at work about ship, under orders from the Chief Mate.
Quartermasters—gangway, bridge, and hold watches, under junior officers.
In large steamers where extra watch officers, junior officers and cadets, or sub-junior officers are carried, the Chief Mate usually has a clerk, and his work is largely that of a general manager. In such vessels the cargo, mail, baggage, specie, etc., is handled through the purser, or other officer, and the Chief Mate devotes himself strictly to the management of the seamanship end of his department.
Holds. He must supervise the preparation of holds to receive cargo.
Sweep clean.
Dunnage on stringers.
Limbers cleared—limber boards lifted.
Bilges cleaned.
Rose boxes cleared (strainers—strum boxes).
Ceiling in good condition.
Cargo battens in good condition.
Smothering lines in good condition, ends clear.
Sounding pipes not dented or bent out of shape, ends free.—Brass screw plugs in place.
'Tween deck hatch covers, strong backs, etc., in good order.
'Tween deck and hold electrical connections—in good order.
Lift tank covers.
Take-up tank manholes (engineers).
Examine cement in tanks.
See that stanchion brackets and shifting boards are ready for bulk cargoes, such as grain.
See that sufficient dunnage is in each hold; spruce planking, and chocking pieces. Find out what kind of cargo is to be stowed.
See all hold ladders in good order—rungs all secure.
Look for runs of rust, under frames and stringers, in wake of mast doublings, under winch beds, under deck in wake of shrouds.
Examine all ports and dead lights in 'tween decks.
Examine all side ports—cargo—coal.
All rust should be cleaned off and painted—red lead and pigment in linseed oil.
See all bulkhead doors tight and in working order.
Spare propeller blades, booms, anchors, hubs, etc., stowed below, should be examined as to lashings and rust. Spare shafting usually carried in shaft tunnel, under charge of Chief Engineer, if in hold, Chief Mates responsible for safety.
Look to all wire lashings in the nips.
Look for leaks in joints of shell plating abreast of hatches where drafts of cargo swing in against the side.
Examine masts, at doublings, at the steps.
Examine all fire lines and connections in holds and 'tween decks.
Examine rivets under bed plates of winches.
Examine framing under hatch coamings.
Examine state of pillars and stanchions.
Cargo Gear. The Chief Mate is charged with the proper use and upkeep of the cargo handling gear. This includes everything except the steam winches, and steam lines which are under the charge of the engineer department.
The Chief Mate should supervise and attend to the following—note condition and provide for proper maintenance:
Masts—and all fittings, viz.—collars—trucks—sheaves—links— shrouds—stays—and all equipment on masts, whether cargo, radio, lights, or lookout cages.
King posts—same as masts—re-cargo handling.
Booms—goosenecks—bands—links—shackles—sheaves—gins—guys—and cradles.
Examine all shrouds and stays under the nips and thimbles.
Examine all links—turnbuckles—bales—eye bolts—pins—cleats—etc., for excessive wear, or fracture.
If wind platforms are fitted see to all stanchions, struts and brasses.
When heavy purchases are to be rove, the Chief Mate should carefully supervise the preparation of the gear—preventers—lashings—etc.
See that winches are powerful enough to take the load safely.
See that booms are strong enough or are fished and reinforced where needed.
Shore up weak goosenecks.
Rig preventer guys—stays—etc.
Leave nothing to chance—use new gear—know the weight to be lifted—be sure it will clear the hatch coamings—the bulwarks—take your time. It takes ten times as long to clear away a wreck as to make the most careful preparation for lifting a heavy weight.
Learn the way to run the winches, their construction—lifting capacity—steam pressure on lines—how to drain after working in cold weather, locate pet cocks—know when they are properly lubricated. Know as much as you can about steam and electrical deck machinery—(don't let your curiosity stop here—find out all you can about the main engines and boilers, it is interesting).
See that cargo falls come to the winch drums without chafing at the heels of booms, or other places.
Winchmen and hatch tenders are often found working their hatches with booms at the wrong angle—be ready to correct this. See that booms are properly plumbed when lifting heavy strongbacks from the guides, or when attempting to ship them. If in a roadstead, vessel feeling the swell, have guys and bull-ropes rove to steady strongbacks or other heavy weights lifted over the hatches.
Examine all pins of gin blocks, see that they are properly lubricated with plumbago.
When beginning to work cargo, either in or out, see that all slings, nets, falls, are in good order and that sufficient have been supplied. Look after chain slings carefully in person, this saves accidents—look at the hooks, see that jaws have not been opened, if so, discard.
Look after hatch boards and skids.
Working Cargo. When the vessel is working cargo, whether with crew or stevedores, the Chief Mate is in responsible charge. He is responsible for the good condition of the gear, the proper stowage of the cargo, and the lawful handling, stowage, and carriage of combustibles. He should inform himself on this point.
Whistle Signals. It is well, when working cargo, in cases where the Chief Mate takes active direction of operations, such as taking in or discharging extra heavy weights, to use a whistle signal when communicating with the winch and hatch men. Excessive singing out and undue noise of any kind indicates raw work and lack of real seamanship.
Engages Stevedores. In many trades the Chief Mate engages the Stevedores and keeps a record of their time.
Care of Cargo. At the close of the working day the Chief Mate should see that the hatches are properly covered, the tarpaulins laid smooth and in proper number, and securely wedged, with battens, if necessary.
During the day, or at any time while the hatches are open while working cargo, or otherwise, if rain is impending, the Chief Mate should use his judgment about covering hatches in which perishable cargo is exposed. He should also keep an eye on lighters alongside, and see that the lightermen cover their cargoes in plenty of time.
Scuppers, outboard discharge pipes, as from the circulating pump, should be considered when lighters carrying perishable cargo are alongside.
It is difficult often to establish the truth in regard to claims for damaged cargo, and blame often attaches to the ship, with resulting loss to the owners. This is often the case abroad—lightermen and consignees are often of the same nationality—great care in safeguarding the interests of the owners and the shippers is necessary.
Duty to Cargo. The Chief Mate who establishes a record for the care of cargo stamps himself as a man of reliable qualities—one who is bound to gain the confidence of his superiors and owners.
Too much attention cannot be paid to this important part of the duty of a sea officer in the Merchant Service. The duty to cargo is a trust that should be impressed upon the minds of all members of the crew.
Many officers, in charge of cargo work, look upon this part of their duty as a necessary nuisance—something to be bothered with as little as possible. On the other hand, an alert officer can prevent damage, and consequent loss to owners, amounting to more than his salary on every voyage.
The Chief Mate should so regulate the hold duty, that the junior officers can relieve each other, and get the maximum amount of liberty. In ships so conducted, officers do not mind attending to business while on duty. Where hold duty is conducted on the chain gang system—all work and no leave—the owners suffer; so does the reputation of the Chief Mate.
Pilfering of Cargo. In many trades pilfering from the cargo has become a science. Wine casks are sprung out of true and the contents made away with, hoops are knocked loose and holes are drilled. In ports where the junk boat nuisance still prevails, vessels working cargo of all kinds are the victims of wholesale thievery. This sort of thing can only be stopped by vigilant supervision on the part of the officers of the vessel. Only reliable men should be put in the holds as watchmen. Offenders who are caught should be prosecuted—not merely discharged. The broaching of cargo by the crew is a serious offense.
The loss must be made good, and the offender may be sentenced to a year in jail.
Accidents; Damage to Cargo. Accidents resulting in loss of cargo, or damage to same due to the fault of the vessel's tackle, due to rain, washing of the ship's decks, discharge through leaking scuppers, are blamable to the Chief Mate and through him to the Master and owners of the vessel.
Stowage of Cargo. When stowing or discharging cargo the Chief Mate should keep in mind the trim and stability of the vessel. When any question as to her seaworthy condition arises, he should report the fact to the Master without delay.
Freeboard. The freeboard in American steamers is fixed by rules of the underwriters. The load line should not be submerged (except in fresh water, when the vessel is to go out in salt water. The Chief Mate should know the rule governing loading for a salt water voyage in a fresh water port).
Cargo Diagrams. In taking aboard cargo to be delivered at a number of different ports, the hold diagrams are very important. Such diagrams of cargo stowage should be prepared by the officer in charge of the holds and submitted to the Chief Mate for approval.
Invoices; Bills of Lading. The Chief Mate receipts for all consignments of cargo, when same is delivered on board in ports abroad, or where no provision is made for handling such details by the freight department of the company. In the tramp this duty is almost always placed upon the Chief Mate. He is responsible for the accuracy of his receipts, and that cargo signed for is in good condition and as represented—marks—numbers—etc., before allowing same to be stowed.
Cargoes are usually accepted or rejected by the Mate on his own responsibility.
(A case in point where sugar, in bags, was brought alongside on a lighter, all nicely stacked. Best bags on top tier. This sugar had been wet with salt water—and was rejected on inspection by "tasting" the bags of the second tier.)
Ventilation of Cargo. The Master is held responsible for the proper ventilation of cargo. This responsibility is of course delegated to the Chief Mate who personally is accountable to the Master for the careful carrying out of this requirement.
Kinds of Cargo. Cargoes are generally classified as "Measurement" and "Dead Weight" cargoes. Most cargoes are "General" or mixed. Then of course there are fluid cargoes, carried in bulk in tankers. The Chief Mate who knows his business, will have mastered the various "kinks" that go with the stowage and discharging of many kinds of cargo.
It is only possible here to indicate, in a brief fashion, the things the Chief Mate should look after and know about.
Coal Cargo. The Chief Mate should see that stowage is not commenced until the hold has been properly prepared. See that steel masts are carefully sealed, at the heel, that there is no "up take" for gases, in the event of fire. See that every possible point of "up take" is stopped off. See that shifting boards are firmly secured. That pillars and stanchions are secure, if they have been replaced, and that the hold, if length of passage warrants, is fitted with a gas pipe, plugged at bottom end, for lowering a thermometer into the body of the cargo. Temperatures should be taken at least every watch.
Ventilation. Ventilation, on the surface of the coal, is very necessary. Two ventilators, at least, for each hold; an intake and an uptake (uptake to windward).
Wet Coal. Wet coal is dangerous—it is specially subject to spontaneous combustion.
Trimming. In loading coal cargo, where nothing else is taken, the trim of the vessel should be carefully watched by the Chief Mate, and the trimmers directed in their work so that no subsequent trimming is required after the cargo is all on board. Many kinds of coal sift down and flow easily—this should be kept in mind.
Ore Cargo. Vessels carrying ore are usually designed for that particular trade. Where ore is to be carried in the usual type of freighter, special care must be taken to fit the required trunks and shifting boards. Heavy ore carried in the lower holds is liable to make a vessel crank, and the Chief Mate should see that means are provided for the lifting up of the weights, and the proper distribution, fore and aft. The usual plan, in a vessel with four holds, is to fill No. 2 and No. 3, and trim with No. 1 and No. 4. This keeps the cargo high amidships, and eases the vessel in a seaway.
Wooden Steamers. The shipment of ore cargoes in vessels of weak construction, should not be attempted unless the movement of the ore cannot be accomplished in any other way. The wooden steamers, built as an emergency measure, are a case in point.
The highest skill in loading, stowage and handling will be required for these vessels.
Grain Cargo. The carriage of grain cargo calls for special precautions to prevent shifting. The British Board of Trade and the underwriters have made special rules for the stowage of such cargoes. The Chief Mate should inform himself of these rules as a part of his stock of knowledge.
Cotton Cargo. The danger to fire when loading a cotton cargo is great and every precaution should be taken. Smoking, which should never be permitted in the holds or about the hatches at any time, should be specially guarded against when loading cotton.
Care should be taken that no sparks from the funnels, from passing or nearby tugboats, or from steam boilers on the wharf, find their way into the hatches. Have the fire lines connected up at all times and have the steam on the smothering lines.
Steam is the best agent for smothering a cotton fire. If a fire starts do not wet down the decks or side plating. This may get very hot, but do not play cold water on it. Strains would be set up in the plating or deck that might seriously injure it.
Keep all oil cans, oily waste, paint, paint pots or paint rags and brushes away from the cotton.
Keep all ventilator cowls closed, to prevent sparks finding their way into the cargo.
When hatches are closed down at night, or when battening down for sea, the Chief Mate should have an officer make certain that no fire is present in the holds.
All electrical conduits through the holds and 'tween decks should be carefully inspected before loading a cotton cargo.
Smoke Helmets. The smoke helmets should be handy and in order.
Frozen Cargo. Vessels carrying frozen cargo are lined and insulated in the holds prepared for this sort of stowage. All steel work should be covered, on account of the high conductivity of the metal. The insulating materials are usually granulated cork, charcoal, silicate cotton, or sawdust. Felt and cow hair is also used. Dead air, if properly confined, is an excellent insulating medium.
Care should be taken to avoid and detect fire in the insulating material, due to spontaneous combustion.
The Chief Mate should be familiar with the system of refrigeration used—cold-air—dry-air—ammonia—carbonic-anhydride—etc.
In some systems the air is chilled in the holds by piping, in others the air is drawn from the holds to a chilling chamber and pumped back with the required degree of cold.
Chilled Beef. Chilled beef is usually shipped in quarters, and must be suspended from the deck above by chains and hooks.
Frozen Mutton. Mutton is usually shipped in carcases, frozen stiff and stowed one on top of another. Being hollow, the interstices provide space for the circulation of cold air. About 15 degrees Fahrenheit should be maintained in the hold.
General Cargo. Every general cargo is a rule unto itself. The Chief Mate who knows his business will see to the proper stowage. This is the cargo that demands care as to hold diagrams. The following points are recommended for consideration:
Keep perishable goods clear of the steel framing.
Cargo liable to leakage should be stowed low.
Cargo liable to damage from heat should be kept clear of engine-room bulkheads, steam lines, and not stowed close under upper deck when in hot weather trades.
Casks, bung up and bilge free. Stow from amidships to wings and ends of hold. Use four beds for each cask.
Casks, second tier—stow bilge and cutline.
Barrels, hogsheads, etc. (63 gals.) eight heights.
Puncheons (84 gals.) four heights.
Pipes, butts, (126 gals.) three tiers.
Always stow barrels, wet or dry, with head pieces vertical.
Stow with marks up and out.
Acids, on deck.
Oilskins, on deck.
Matches, on deck.
Hay, on deck.
Heavy, well-boxed cargo, low.
Light crates, on top.
Railroad iron, grating fashion.
Dunnage, if needed, 10 inches on floors, 15 inches in bilges.
Cargo ports, if fitted, blocked off with dunnage.
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 resolves itself into this.
Amount of work done—any unit; tons of cargo—sq. ft. of paint.
Number of men—and pay:
Hatchmen at $.00 per hour.
Holdmen at $.00 per hour.
Lightermen or truckers at $.00 per hour.
Checkers—tally men at $.00 per hour.
Time required to do the work.
Kind of cargo stowed.
Port.
Remarks—weather—sea—etc.
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:
- Life boats.
- Life rafts.
- Life belts.
- Ring buoys.
- Water lights.
- Storm-oil tanks.
He should see that the bread tins, after each inspection, are tightly screwed down, or the contents may spoil, or be unfit at the next inspection by the U. S. Steamboat Inspectors.
The list of required boat equipment is a long one and should be carefully complied with.
The rockets and line-throwing gun should be kept in good order, lines and projectiles handy; charges measured out and sewed in proper bags and kept in a copper canister.
The boat-launching equipment must be kept in perfect working condition, davits, strongbacks, gripes and falls. The required tubs must be provided and the boat falls coiled in them, clear for running.
The Chief Mate must organize and carry out the required drills.
After all drills—see everything secured—hoses dried out, extinguishers recharged—if used, axes, life belts, ring buoys, life preservers, etc. stowed.
Ground Tackle. The Chief Mate is charged with the good order and upkeep of the ground tackle.
He should look after:
- Anchors.
- Chain.
- Riding chocks.
- Shackles.
- Pins.
- Forelocks.
- Markings (by turns of wire on studs), paint shackles white, as an aid in noting run of chain at night.
- Chain compressors.
- Stoppers.
Chain should be ranged when in dry dock, if time permits, and locker cleaned out and painted. See that ends of the chains are lashed at the top of the chain locker.
The kedges and stream anchors should be where they can be got at. See that the necessary gear for getting them out is ready and stowed handy for use.
The windlass is in charge of the engineers. The Chief Mate should understand its working, and the Carpenter should also understand it in every detail.
See that the hand gear is in order and can be worked by the crew. It is a good plan to try this out when opportunity offers. When the emergency comes there is little time to drill.
When Coming to Anchor, or Heaving In. The Chief Mate takes his station on the f'c'sle head. He is in charge of the ground tackle.
Anchoring.
Report when anchors are ready to let go.
When anchor has been let go, report chain out as the shackles come through the hawse. When the anchor is down, report chain out. Trend of chain, etc.
Heaving in.
- Report "Short Stay."
- Report the shackles as they come to the water.
- Report "Anchor aweigh."
- Report "Anchor in sight"—"clear," or "foul anchor."
- Report anchor secured.
- Report both anchors ready for letting go.
A smart Chief Mate manages his work on the f'c'sle head without any unnecessary singing out. In large ships the telegraph or whistle, or hand signals are used between the Master on the bridge and the Chief Mate.
The "trend" of the chain, when heaving in, should be indicated to the bridge by direction of the hand. If heaving in in a tide way, this information is important, and the engines are used to assist in breaking out, while the vessel is given a proper sheer with the helm.
Coming Alongside. As in coming to anchor, the Chief Mate's station is on the forecastle head. He directs the handling of the vessel's forward lines, the operation of the capstans, etc.
The Carpenter, Boatswain, and about half of the deck crew should be assigned to this end of the vessel.
See all side ports closed or clear above string piece: Boats swung in if necessary, etc.
The Chief Mate carries out lines, and handles the warps and springs as directed by the Master, from the bridge. As little calling out of orders as possible should be indulged in. Where both Mate and Master understand their business, the coming alongside is a mere matter of detail and works without a hitch. Where tugs are used, the Chief Mate should direct the taking of lines, but the tugs receive their instructions direct from the bridge.
Study of tide, wind, and local conditions, as well as knowledge of the vessel herself, aid in smoothness in the performance of this evolution.
Have handy, heaving lines, cork fenders, and if necessary have a running boat and crew ready to carry out the lines to the wharf. Send men on the wharf rather than trust to help from casual loiterers.
When Alongside. When alongside, see proper spring lines led so that vessel can be shifted fore and aft as may be necessary in the working of the cargo.
The proper mooring of the vessel is in charge of the Chief Mate. He should satisfy himself that she is safe, that the lines are disposed in the best possible way, free from chafe, and that the vessel will lie without binding when at high water.
Rat Guards. Where necessary, see that rat guards are placed on all lines without delay.
In making fast, the Chief Mate should inform himself of the best position of the ship for unloading or loading. The location of the doors, if the wharf is covered, with respect to the hatches. The location of chutes, water plugs, etc.
If lighters are to come in between the vessel and the wharf, means should be at hand for breasting off, and for providing a gangway during this operation.
The Chief Mate must plan ahead, think of what is needed, and provide for it. He must keep such problems to himself and not bother the Master.
Overhang of the vessel's bow or stern at the off-shore end of a wharf or pier should be considered; lights provided, fenders handy, and extra breasts, and bow or stern lines led for safety.
Coaling. The operation of coaling differs greatly in different ports and in different vessels. The handling of the vessel and the rigging and care of the coaling gear is a part of the duty of the deck department and is under the supervision of the Chief Mate. In ports where gangways are led to the wharf, or stages swung over side and the coal passed up in baskets, or carried up by the shore gang, the problem is simple.
In ports like Coronel, Chile, where vessels lie in the stream and hoist the coal up in canvas slings, considerable care should be given to the gear and the leads to the deck winches.
Coaling ship is a partnership affair, and harmonious working between the deck and engineers is essential.
Where the vessel lies under chutes, the trimming and supervision of same is up to the black squad, and a great deal of trouble is saved if this is done carefully. Where necessary see that spars or camels are ranged alongside to give the vessel the required distance from the chutes—this applies to small steamers with comparatively narrow beam.
Watch the mooring lines when coaling under the chutes—take in the slack as necessary.
Entering Dry Dock. When a vessel is about to enter a dry dock the heads of the various departments should be notified in time, and should be informed of the probable length of stay in the dock.
Also notify U. S. Local Inspectors that vessel will go in dock and bottom can be examined.
All refuse should be put ashore, and provision made for taking care of any that may accumulate while on the dock.
See that necessary lines, fenders, ladders, etc., are handy.
Prepare to do the work that is necessary on board ship, and best done while the vessel is dry, viz.,
- Paint scuppers; hose reels.
- Range cables on floor of dock, overhaul same.
- Clean and paint or bitumastic the chain lockers.
- Have windlass overhauled.
- Paint funnels; cargo booms, king posts, etc.
- Paint and overhaul boats.
As the crew of a merchantman is not any too large, only work that can be thoroughly done while in dock should be attempted.
Blue Prints. The blue prints of the docking plan should be delivered to the dock master. All assistance should be rendered to the dock master, and his instructions carefully complied with.
If entering a graving dock, men will be needed to handle the wale shores.
If entering a floating dock the vessel will rest squarely upon her bottom.
Straight stemmed vessels can best be placed on an absolutely level keel by swinging a hand lead over the stem; the Chief Mate should see to this.
All closets, drains, and drip pipes should be shut off.
When the dock is dry the Chief Mate should make a careful inspection of the bottom. If it is intended to drain the tanks; double bottoms, peaks, etc., the carpenter should remove the necessary plugs. As soon as the draining is completed these should be replaced and the Chief Mate should see that they have been replaced properly by personal inspection. He should see that the plugs are not wooden plugs—this has been done.
While the vessel is in dry dock, aside from any extraordinary repairs that may be made, the following matters should be looked after:
- Bottom cleaned and examined.
- Note fouling and state of previous coatings, and when last applied.
- Note corrosion and damage.
- Outboard valves should be examined and reground when necessary.
- Rudder pintles and gudgeons should be carefully examined. Rudder lifted, and repairs made if necessary.
- Stuffing boxes and valves of the rudder should be repacked.
- Look for corrosion along the butts of shell plating. Look for corroded rivets; such rivets should be removed and new ones driven.
- Look after all zincs at the stern frames, valve openings, and at the propellers.
- Examine struts, propeller shafting, brackets, etc.
Painting. It is essential that the bottom be dry before applying the anti-fouling paints. It should also be clean and the paint should be well stirred before being taken in the individual buckets of the painters.
All metal but the zincs and the bronze propellers should be covered.
Waterline. The waterline should be properly struck; nothing looks worse—except perhaps a camouflaged tramp—than a vessel with a slovenly line to her boot top.
The correct and neat painting of the draft numerals on stem and stern should be seen to.
Docking Notes. It is well for the Chief Mate to keep "docking notes," these will come in very handy later on.
Seeing a vessel out of water is vastly different from merely inspecting her blue prints.
If Vessel Has Grounded. If the vessel has grounded before going on the dock, the greatest care should be taken in her inspection.
The bottom should be "sighted"; the cement on the tank bottoms and in the bilges should be examined for cracks.
The dock master should be consulted before weights of any kind are shifted while the vessel is on the blocks.
Duties of Chief Mate at Sea. The duties of the Chief Mate, while the vessel is at sea, depend upon the size and organization of the ship. If a large vessel, he does not stand a bridge watch, but devotes his entire time to the management of the deck department of the vessel. He is on duty all the time, but turns in at night, much the same as the Master.
In most vessels the Chief Mate stands a watch, usually the four to eight. This enables him to oversee things from the bridge, which he should never leave, and it gives him some time after breakfast to look over the vessel and outline the work of the boatswain.
The duties of the watch, the navigation, and lookout, are much the same for all officers, and will be dealt with under the chapter on the Officer of the Watch.
At sea the routine of keeping the vessel clean, of attending to the upkeep of hull and gear, and of looking after the ventilation of the cargo, is largely a matter of the particular trade in which she is engaged.
A vessel jumping from port to port, with her booms up and down twice a week, presents a different problem from the vessel that keeps at sea a week or two at a time. The weather, the kind of cargo, the fact that passengers are carried or not, all tend to modify and direct the progress of work on board.
Before the Panama Canal was built, cargo vessels trading from the Atlantic Coast to the West Coast and the Hawaiian Islands, carried out a routine at sea as comfortable and settled as that of a sailing ship. Weather and time were in their favor and the maximum amount of painting and overhauling of gear could be attended to between ports.
So far as duty, aside from keeping watch is concerned, the Chief Mate should look after the following:
- Have temperature of holds taken twice a day—coal cargo every watch.
- Arrange for inspection and ventilation as weather permits.
- Carry on all work with as little interference as possible, when passengers are on board.
- Take into consideration the weather, when about to start painting. Always clean all surfaces before applying paint.
- See a daily washdown of all wooden decks.
- Keep all canvas dodgers and screens scrupulously white.
- Under him the boatswain carries on the work as outlined.
- Boat drills, fire drill, etc., are carried out under his direction while at sea and duly entered in the log.
The Chief Mate should see that all necessary assistance is given to the officer of the watch—when he stands days duty—in matters of taking soundings, turning ventilators, setting and taking in awnings, heaving the deep sea lead, etc. Where the Chief Mate stands his watch, the watch officer on duty during a day watch is technically in full charge, and gives his orders direct.
Cooperation. The Chief Mate should manage his department so that he will obtain the cooperation of the heads of all other departments in the vessel, Chief Engineer, Purser, Doctor, Chief Steward, all should be in harmony. A thorough understanding of the work and needs of these officers helps toward the smooth working of a ship.
Conclusion. From the foregoing, it will be seen that the Chief Mate who attends to his duty in every detail is a very busy officer. It will also be noted that he is not called upon to handle the hose while washing down (I have seen this done), to juggle paint brushes, or sew a seam.
The Chief Mate must first of all be a sailor—he must know how—his orders can only be successfully enforced when backed up by the knowledge and experience that tell him when things are going right or wrong.
The dignity and power of command come to the sea officer who is fully competent and alive to the high responsibilities of his calling. Much of his duty can be delegated—its responsibility, however, always rests with him.
The Chief Mate who respects his billet, who respects the work and the rights of those under him, and who makes them respect the ship and himself, in turn, may well feel satisfied. He has something concrete, something definite, and worth while; he has his vessel to be proud of, and to reflect credit upon himself and his service. Such an officer is a gentlemen in the finest sense of the word—with all of his duties, and they are many—he will find time to cultivate ideals and expand his soul.
The prize of command will soon be his, and then he can look forward to years of satisfying service as Master.