THE NIGHT ORDERS

The night orders are usually written up by the Master in the dog watch and are signed by the officer coming on for the first night watch, eight to midnight.

They may be amended and added to at any time. If the Master adds anything to the orders he will relieve the officer of the watch, while his added instructions are being read and initialed, if necessary.

The night orders are liable to instruct about:

  1. Changes in the course—when—how much—what course.
  2. Cautions as to lights and landfalls expected.
  3. Cautions as to vessels to be met.
  4. Cautions as to weather changes.
  5. Instructions as to calling of Captain, Chief Mate, etc.
  6. Instructions as to getting under way, calling officers, men, (when at anchor).
  7. Instructions as to navigation—sights—bearings.

The Deck. Where the Chief Mate stands a bridge watch, the officer of the watch is generally considered to be in charge of the men on deck, though they may be engaged at work under the boatswain—work laid out by the Chief Mate. This, however, is largely a matter of organization. If the vessel is small, the officer of the watch can keep an eye on things from the bridge. If he needs assistance of any kind he calls for it. He directs the taking in of awnings, and sails, if carried, the turning of ventilators, the closing of the cowls in case of rain.

Fire. In the event of fire:

CALL THE CAPTAIN, if a junior officer, call the Chief Mate also.

At the same time sound the fire alarms.

The usual fire drill then takes place.

The vessel is turned over to the Captain as soon as fire is reported and the officer of the watch attends at the fire or does as he is directed by the Captain. The Chief Engineer should also be informed of the fire, and the engineer on watch is advised of it by telephone or by voice tube.

The wireless operators are advised at once and await the orders of the Captain, except in case of sudden disaster, when they at once send out their calls for assistance.

Being Overtaken. When your vessel is being overtaken, set off flare-up and call Captain at once. On many slow cargo steamers a lookout astern is almost as necessary as a lookout ahead.

Running Lights. In narrow waters have oil lamps trimmed and ready for use, in case the electric lights give out. This is very important.

In War Zone. The standing of watches in the war zone is subject to special precautions.

The following recommendations have been published by the Supervising Inspector General:

Recommendations.

Reliable information is to the effect that many or nearly all of the lives that have been lost from vessels after attack has been due to the fact that, in many instances, the boats have been launched while the ship has had considerable way, either ahead or astern, and that engineers have been compelled to abandon the engine room while the engines were still working.

It is suggested, therefore, that the bridge watch, or the master, assure themselves, if possible, that the engines are at rest and the way off the vessel before the boats are launched. It is also strongly recommended that, due to the possibility of the boats on the weather side of the ship not being available, the full lifeboat capacity on cargo ships be carried on each side so that full capacity may be available at all times.

It is strongly and earnestly recommended that on all vessels entering the War Zone, or the dangerous areas, the passengers and crew be kept fully prepared (so far as may be possible or the navigation of the vessel permits), for speedy and immediate disembarking, or abandoning ship in case of emergency, and that the crew be furnished with life preservers of such character as to allow the free use of the arms in rowing and boat launching. All should be warmly clad without unnecessary or hindering incumbrance.

The requirements and suggestions herein set forth should be met promptly and generously, and it is expected that all concerned will cooperate in making better and safer conditions in the navigation of dangerous areas. Local inspectors, however, will not unnecessarily delay vessels from proceeding on their voyage to ports of the Allied Governments if it is not possible to meet these requirements previous to the appointed time of departure.

Geo. Uhler,

Supervising Inspector General.

Zig-zag. The great utility of zig-zagging is recognized. The Zig-zag control apparatus, marketed by Captain Arthur N. McGray of New York, has special advantages, and watch officers should master its use.

Bearings. Get bearings, bow and beam, two point, or cross, at every opportunity. Get vertical angles, horizontal angles, tangents, wherever possible. Fix the vessel as often as you can.

If the vessel carried a three-armed protractor, get the horizontal angles between any three objects that are visible, and favorably situated with reference to the vessel, and are plotted on the chart.

Lights. See all light houses, and light ships, when you expect to, or call the Captain.

Azimuths—Amplitudes. Get azimuths and amplitudes at every favorable opportunity and see the results carefully entered in the deviation log, so the Captain can inspect them.

Sights. Get sights as often as possible on the watch. With clear horizon at twilight, get stars east and west, and north and south. Such a fix is often most important. Check up all dead reckoning by observations.

Hydrographic Reports. The report blanks furnished by the Hydrographic Office should be carefully filled out and forwarded. This duty is usually given to one of the junior officers.

Pilot Charts. The officer on watch can very profitably occupy his mind in studying the pilot charts furnished by the U. S. Hydrographic Office, they yield much useful data, and are specially useful in warning of the existence of derelicts, and their possible drift.

Derelicts. Trace out all derelicts shown in your path with their possible drift since last report. Always keep a sharp lookout for them, whether on the pilot chart or not.

Bridge. Many bridges are fitted with comfortable shelters at the wings—others with elaborate enclosures. A simple work desk should be provided, when only one officer is on watch, so he can work out bearings, etc., while on the bridge, facing ahead.

Useful Desk. The desk also serves as a handy table for his sextant, or for a cup of hot coffee—cabin style.

Quartermasters. Quartermasters are usually carried, and they are under the immediate charge of the officer of the watch. The care of the bridge, its neat and shipshape appearance, reflects credit, or otherwise, on the watch officers.

Bridge Etiquette. The etiquette of the bridge, in the Merchant Service, especially on the large liners, is as formal and stiff as that on any battleship. The heights of responsibility are always on high tension. In the lesser trades, on tramps and the like, officers are more lax, though they should be no less vigilant.

Salutes are given and returned (on the liners) and uniform is worn.

Relieving officer should be on bridge at least five minutes before eight bells.

Commissions M. M. The British Merchant Service is at the present time strongly advocating commissions, by the Government, for Merchant Marine Officers. With our Shipping Board, and with the growing control by military and naval authorities over merchantmen, some such plan might be advisable for American Merchant Marine Officers, and would undoubtedly help to elevate the standards, and bring the naval and mercantile services into closer harmony.

Standard Uniform. The British Merchant Service associations are also agitating the question of some sort of standard uniform for merchant service, officers and men.

This is a good idea, and should be adopted by Americans. The writer, however, would not advise the adoption of the naval blouse. This is the property of the U. S. Navy. Merchant officers, if they adopt any sort of uniform, should provide themselves with something having pockets, and a roll collar, and less on the order of a princess gown.

Conclusion. The watch officers of a vessel should be as familiar as possible with the handling qualities of their vessel:

Her turning circle.

Her quickest turn—usually both screws ahead.

Her shortest turn—inner screw slow astern and the way her head scends, under all conditions.

See that the course is kept religiously—use small helm, be quick and courteous. Keep a sharp lookout for signals when passing craft at sea—Call Captain—and reply smartly.