Feeling rather sick, I was ushered in before a very handsome old gentleman, who was courtesy itself—Captain John Steele. Noticing that I was nervous, he said a few pleasant words on ordinary topics, just to put me at my ease, and then quietly, without any parade, asked me how I would begin to stow a cargo of beer in casks. Question after question followed, without any particular sequence, but in such a manner that it must have been impossible for a book-instructed sailor to have answered them. Then he came to the "rule of the road." Handing me one model of a ship, he took two others himself, and bidding me consider myself at the helm of the ship I was holding, he began to manipulate his models and ask questions. At the expiration of ten minutes he was good enough to say that he had rarely come across any one with a clearer knowledge of this most important part of an officer's education. In thanking him, I could not help telling him of my experience with the schoolmaster's diagram, at which he laughed heartily. Thenceforward the examination proceeded smoothly to its close, which was considerably before the expiration of the time allowed for doing the navigation part only.
With my blessed slip of blue paper in my pocket, which I should exchange for my certificate as soon as the latter was prepared, I returned to the school to tell the crammer my good news. As soon as he saw me come in, he asked, "Have you got through your navigation?" "Yes," I replied. "That's good," said he; "now you must just hammer away at the rule of the road to-night as long as ever you can. If you do, you may squeeze through." I answered carelessly that I didn't think I could do much good like that. "Oh, well," he snapped; "do as you like, of course. Only, don't blame me for your failure." For all answer I handed him the order for my certificate.
As compared with some examinations I know, the above appears a very trivial business, and yet I am firmly persuaded that, as far as the seamanship goes, nothing could be more searching and complete. The navigation part is, no doubt, very easy, even the extra master's examination presenting no serious difficulty to a well-educated lad. That part may be learned—often is learned—without the learner possessing any knowledge of the sea at all. But the other, especially for master, with its searching questions into maritime legal matters, knowledge of the coasts added on to the intricacies of ship-handling under all circumstances of peril, is, I should say, perfect for its purpose, and such as no mere theorist can hope to pass. It may be true—I express no opinion—what I have been told about the laxity of examiners in some outports allowing duffers to slip through, but that is certainly not the fault of the examination as arranged.
And now I must apologize for having taken up so much space over this portion of my subject, and proceed to discuss the second mate's position in sailing ships. Before opening a fresh chapter, however, to which the importance of the matter fairly entitles it, I should like to say that there is an intermediate certificate which may be taken, of a higher grade than second mate, which is for use in small sailing ships which are not compelled to carry three certificated officers. It is called "Only Mate," and is rarely used. Its possession entitles a man to act as mate of a ship of a certain size trading to any part of the world. When an only mate is carried there will also be a second mate, but he need not be a certificated man. In practice he is usually a first-class seaman without any knowledge of navigation in the arithmetical sense, although I have been in two vessels as mate where my coadjutor in each case was a Russian Finn of fine mathematical qualifications, who had never troubled to take an English certificate nor ever practised his knowledge, confining himself solely to such practical seamanship as required doing, and also acting as carpenter and sailmaker. Both these men were perfect treasures, but only found scope for their varied abilities in small ships, where a man must be a jack-of-all-trades. Such men may also be found in the "down east" ports of the United States, and in British North America—seamen in the truest and fullest sense of the word; and I trust it may be long ere the advance of steam leaves them without occupation.
THE SECOND MATE (OF A SAILING SHIP).
It may be taken for granted by the uninitiated that there is almost as much difference to the beginner between taking charge of a steamer and a sailing ship as there is between wheeling a perambulator and driving a four-in-hand. In fact, I do not know but that I should be justified in saying that there is more. The young officer of a steamer has only to forget what gigantic forces he is controlling, be perfect in the "rule of the road," and he may go on serenely. But a new second mate, who has never in his life trimmed a sail to the changing wind, who has never had to exercise his judgment as to the taking in or making sail, whose knowledge, in fact, is as yet all theory, does not, as a rule, have a very good time when he is first compelled to put his theory to practical use. I was very fortunate. I joined my first ship as second mate in Port Lyttelton, New Zealand, the Bulwark, of 1300 tons, belonging to Messrs. Shaw, Savill & Co. Her master was an elderly gentleman named Seator, one of the most lovable of men, and withal a first-rate seaman. He received me as if I had been a veteran, instead of a man coming straight from the fo'c'sle. And the mate, who was also elderly, was kind in a quiet way. I was then barely twenty-one years of age. My first assumption of responsibility took place when the ship was lying out in the bay ready to sail. The mate had unfortunately had a severe fall, which confined him to his berth, and the master was ashore. At about 10 p.m. the wind had increased to a gale, and anxious watching had assured me that she was dragging her anchor. Therefore I took upon myself to let go a second anchor. Just as I did so the master arrived, and seemed gratified that I had acted so promptly. We left the next morning, and I very proudly took the mate's usual place on the forecastle while getting under way. Never once did the master interfere with me in the conduct of the work, his apparent confidence in me giving me such confidence in myself that I felt as if I could not make a mistake. And when night came the good old man on going below and leaving me in charge, said, "If you want me, don't hesitate to call me at once. But don't call me if you can help it, as I am very tired; and, besides, I want you to feel free to do your own work."
Under such cheery and sensible treatment I naturally developed rapidly, as any man not absolutely worthless would have done. Yet I am sure that had I met on this, my first venture, with the skipper I was unfortunate enough to serve under two voyages after, I should have been completely spoiled at the outset. I have, however, alluded to this matter before, and gladly drop a very disagreeable subject.