Expenses which may be incurred in the acknowledgment of the services of masters and crews of foreign vessels in rescuing American seamen or citizens from shipwreck, four thousand five hundred dollars. (June 30, 1914.)
The Secretary of the Navy, to promote nautical education, is hereby authorized and empowered to furnish, upon the application in writing of the governor of a State, a suitable vessel of the navy, with all her apparel, charts, books, and instruments of navigation, provided the same can be spared without detriment to the naval service, to be used for the benefit of any nautical school, or school or college having a nautical branch, established at each of the following ports of the United States: Boston, Philadelphia, New York, Seattle, San Francisco, Baltimore, Detroit, Saginaw, Michigan, Norfolk, and Corpus Christi, upon the condition that there shall be maintained at such port a school or branch of a school for the instruction of youths in navigation, steamship-marine engineering, and all matters pertaining to the proper construction, equipment, and sailing of vessels or any particular branch thereof. (Sec. 1.)
A sum not exceeding the amount annually appropriated by any State or municipality for the purpose of maintaining such a marine school or schools or the nautical branch thereof is hereby authorized to be appropriated for the purpose of aiding in the maintenance and support of such school or schools:Provided, however, That appropriations shall be made for one school in any port heretofore named in section one and that the appropriation for any one year shall not exceed twenty-five thousand dollars for any one school. (Sec. 2.)
The President of the United States is hereby authorized, when in his opinion the same can be done without detriment to the public service, to detail proper officers of the navy as superintendents of or instructors in such schools:Provided, That if any such school shall be discontinued, or the good of the naval service shall require, such vessel shall be immediately restored to the Secretary of the Navy and the officers so detailed recalled:And provided further, That no person shall be sentenced to or received at such schools as a punishment or commutation of punishment for crime. (June 20, 1874; Mar. 3, 1881; Mar. 4, 1911; sec. 3.)
The navy rations shall consist of the following daily allowance of provisions to each person: One pound and a quarter of salt or smoked meat, with three ounces of dried or six ounces of canned or preserved fruit, and three gills of beans or peas, or twelve ounces of flour; or one pound of preserved meat, with three ounces of dried or six ounces of canned or preserved fruit and eight ounces of rice or twelve ounces of canned vegetables, or six ounces of desiccated vegetables; together with one pound of biscuit, two ounces of butter, four ounces of sugar, two ounces of coffee or cocoa, or one-half ounce of tea and one ounce of condensed milk or evaporated cream; and a weekly allowance of one-quarter pound of macaroni, four ounces of cheese, four ounces of tomatoes, one-half pint of vinegar or sauce, one-quarter pint of pickles, one-quarter pint of molasses, four ounces of salt, one-half ounce of pepper, one-eighth ounce of spices, and one-half ounce of dry mustard. Seven pounds of lard, or a suitable substitute, shall be allowed for every hundred pounds of flour issued as bread, and such quantities of yeast and flavoring extracts as may be necessary. (R. S., 1580; July 1, 1902; June 29, 1906.)
The following substitution for the components of the ration may be made when deemed necessary by the senior officer present in command: "For one and one-quarter pounds of salt or smoked meat or one pound of preserved meat, one and three-quarter pounds of fresh meat or fresh fish, or eight eggs; in lieu of the articles usually issued with salt, smoked or preserved meat, one and three-quarter pounds of fresh vegetables; for one pound of biscuit, one and one-quarter pounds of soft bread or eighteen ounces of flour; for three gills of beans and peas, twelve ounces of flour or eight ounces of riceor other starch food, or twelve ounces of canned vegetables; for one pound of condensed milk or evaporated cream, one quart of fresh milk; for three ounces of dried or six ounces of canned or preserved fruit, nine ounces of fresh fruit; and for twelve ounces of flour or eight ounces of rice or other starch food, or twelve ounces of canned vegetables, three gills of beans or peas; in lieu of the weekly allowance of one-quarter pound of macaroni, four ounces of cheese, one-half pint of vinegar or sauce, one-quarter pint of pickles, one-quarter pint of molasses, and one-eighth ounce of spices, three pounds of sugar, or one and a half pounds of condensed milk, or one pound of coffee, or one and a half pounds of canned fruit, or four pounds of fresh vegetables, or four pounds of flour.
"An extra allowance of one ounce of coffee or cocoa, two ounces of sugar, four ounces of hard bread or its equivalent, and four ounces of preserved meat or its equivalent shall be allowed to enlisted men of the engineer and dynamo force who stand night watches between eight o'clock postmeridian and eight o'clock antemeridian, under steam." (R. S., 1581; July 1, 1902; June 29, 1906.)
Whenever the President shall find that in any American country conditions of domestic violence exist which are promoted by the use of arms or munitions of war procured from the United States, and shall make proclamation thereof, it shall be unlawful to export except under such limitations and exceptions as the President shall prescribe any arms or munitions of war from any place in the United States to such country until otherwise ordered by the President or by Congress.
Any shipment of material hereby declared unlawful after such a proclamation shall be punishable by fine not exceeding ten thousand dollars, or imprisonment not exceeding two years, or both. (Apr. 22, 1898; Mar. 14, 1912; sec. 2.)
Whoever shall willfully trespass upon, injure, or destroy any of the works or property or material of any submarine mine or torpedo, or fortification or harbor-defense system owned or constructed or in process of construction by the United States, or shall willfully interfere with the operation or use of any such submarine mine, torpedo, fortification, or harbor-defense system, shall be fined notmore than five thousand dollars, or imprisoned not more than five years, or both. [See also act Mar. 4, 1909, sec. 272, p. 468.] (Mar. 4, 1909; sec. 44; Repeals act July 7, 1898.)
Whoever, being subject to the authority of the United States, shall give, sell, or otherwise supply any arms, ammunition, explosive substance, intoxicating liquor, or opium to any aboriginal native of any of the Pacific islands lying within the twentieth parallel of north latitude and the fortieth parallel of south latitude, and the one hundred and twentieth meridian of longitude west and one hundred and twentieth meridian of longitude east of Greenwich, not being in the possession or under the protection of any civilized power, shall be fined not more than fifty dollars, or imprisoned not more than three months, or both. In addition to such punishment, all articles of a similar nature to those in respect to which an offense has been committed, found in the possession of the offender, may be declared forfeited. If it shall appear to the court that such opium, wine, or spirits have been given bona fide for medical purposes, it shall be lawful for the court to dismiss the charge. (Mar. 4, 1909; sec. 308; Repeals act Feb. 14, 1902, secs. 1-2.)
All offenses against the provisions of the section last preceding, committed on any of said islands or on the waters, rocks, or keys adjacent thereto, shall be deemed committed on the high seas on board a merchant ship or vessel belonging to the United States, and the courts of the United States shall have jurisdiction accordingly. (Mar. 4, 1909; sec. 309; Repeals act Feb. 14, 1902, sec. 3.)
It is the sense of the Congress of the United States that it is desirable, in the interest of uniformity of action by the maritime states of the world in time of war, that the President endeavor to bring about an understanding among the principal maritime powers with a view of incorporating into the permanent law of civilized nations the principle of the exemption of all private property at sea, not contraband of war, from capture or destruction by belligerents. (J. Res., Apr. 28, 1904.)
The right to remuneration for assistance or salvage services shallnot be affected by common ownership of the vessels rendering and receiving such assistance or salvage services. (Sec. 1.)
The master or person in charge of a vessel shall, so far as he can do so without serious danger to his own vessel, crew, or passengers, render assistance to every person who is found at sea in danger of being lost; and if he fails to do so, he shall, upon conviction, be liable to a penalty of not exceeding one thousand dollars or imprisonment for a term not exceeding two years, or both. (Sec. 2.)
Salvors of human life, who have taken part in the services rendered on the occasion of the accident giving rise to salvage, are entitled to a fair share of the remuneration awarded to the salvors of the vessel, her cargo, and accessories. (Sec. 3.)
A suit for the recovery of remuneration for rendering assistance or salvage services shall not be maintainable if brought later than two years from the date when such assistance or salvage was rendered, unless the court in which the suit is brought shall be satisfied that during such period there had not been any reasonable opportunity of arresting the assisted or salved vessel within the jurisdiction of the court or within the territorial waters of the country in which the libelant resides or has his principal place of business. (Sec. 4.)
Nothing in this Act shall be construed as applying to ships of war or to Government ships appropriated exclusively to a public service. (Aug. 1, 1912; sec. 5.)
Every steamer carrying passengers or freight shall be provided with suitable pipes and valves attached to the boiler to convey steam into the hold and to the different compartments thereof to extinguish fire, or such other suitable apparatus as may be prescribed by the regulations of the board of supervising inspectors, with the approval of the Secretary of Commerce, for extinguishing fire in the hold and compartments thereof by the introduction through pipes into such hold and compartments of carbonic acid gas or other fire-extinguishing gas or vapor; and every stove used on board of any such vessel shall be well and securely fastened, so as to prevent it from being moved or overthrown, and all woodwork or other ignitible substances about the boilers, chimneys, cook houses, and stove-pipes, exposed to ignition shall be thoroughly shielded by someincombustible material in such a manner as to leave the air to circulate freely between such material and woodwork or other ignitible substance; and before granting a certificate of inspection the inspector shall require all other necessary provisions to be made throughout such vessels to guard against loss or danger from fire. (R. S., 4470; Mar. 3, 1905; sec. 7.)
Every steamer permitted by her certificate of inspection to carry as many as fifty passengers, or upward, and every steamer carrying passengers, which also carries cotton, hay, or hemp, shall be provided with a good double-acting steam fire-pump, or other equivalent apparatus for throwing water. Such pump or other apparatus for throwing water shall be kept at all times and at all seasons of the year in good order and ready for immediate use, having at least two pipes of suitable dimensions, one on each side of the vessel, to convey the water to the upper decks, to which pipes there shall be attached, by means of stop-cocks or valves, both between decks and on the upper deck, good and suitable hose of sufficient strength to stand a pressure of not less than one hundred pounds to the square inch, long enough to reach to all parts of the vessel and properly provided with nozzles, and kept in good order and ready for immediate service. Every steamer exceeding two hundred tons burden and carrying passengers shall be provided with two good double-acting fire-pumps, to be worked by hand; each chamber of such pumps, except pumps upon steamers in service on the twenty-eighth day of February, eighteen hundred and seventy-one, shall be of sufficient capacity to contain not less than one hundred cubic inches of water; and such pumps shall be placed in the most suitable parts of the vessel for efficient service, having suitable well-fitted hose to each pump, of at least one-half the vessel in length, kept at all times in perfect order, and shipped up and ready for immediate use. On every steamer not exceeding two hundred tons, one of such pumps may be dispensed with. Each fire-pump thus prescribed shall be supplied with water by means of a suitable pipe connected therewith, and passing through the side of the vessel so low as to be at all times under water when she is afloat. Every steamer shall also be provided with a pump which shall be of sufficient strength and suitably arranged to test the boilers thereof. (R. S., 4471; June 30, 1906.)
Every steamer carrying passengers during the night-time shall keep a suitable number of watchmen in the cabins, and on eachdeck, to guard against fire or other dangers, and to give alarm in case of accident or disaster. (R. S., 4477.)
For any neglect to keep the watchmen required by the preceding section, the license of the officer in charge of the vessel for the time being shall be revoked; and every owner of such vessel who neglects or refuses to furnish the number of men necessary to keep watch as required, shall be fined one thousand dollars. (R. S., 4478.)
The board of supervising inspectors may require steamers carrying either passengers or freight to be provided with such number and kind of good and efficient portable fire-extinguishers as, in the judgment of the board, may be necessary to protect them from fire when such steamers are moored or lying at a wharf without steam to work the pumps. (R. S., 4479.)
Every such steam vessel carrying passengers shall keep such fire buckets, axes, and water barrels as shall be prescribed by the regulations established by the board of supervising inspectors, with the approval of the Secretary of Commerce. The buckets and barrels shall be kept in convenient places and filled with water, to be in readiness in case of fire, and the axes shall be kept in good order and ready for immediate use. Tanks of suitable dimensions and arrangement, or buckets in sufficient number, may be substituted for barrels. (R. S., 4483; Mar. 3, 1905; sec. 3.)
Upon the application of any master or owner of any steam vessel employed in the carriage of passengers, for a license to carry gunpowder, the local inspectors shall examine such vessel, and if they find that she is provided with a chest or safe composed of metal, or entirely lined and sheathed therewith, or if the vessel has one or more compartments thoroughly lined and sheathed with metal, at a secure distance from any fire, they may grant a certificate to that effect, authorizing such vessel to carry as freight within such chest, safes, or compartments, the article of gunpowder, which certificate shall be kept conspicuously posted on board such vessel. (R. S., 4422; Mar. 4, 1915; Sec. 2.)
No loose hay, loose cotton, or loose hemp, camphene, nitro-glycerine, naphtha, benzine, benzole, coal oil, crude or refined petroleum, or other like explosive burning fluids, or like dangerous articles,shall be carried as freight or used as stores on any steamer carrying passengers; nor shall baled cotton or hemp be carried on such steamers unless the bales are compactly pressed and thoroughly covered and secured in such manner as shall be prescribed by the regulations established by the board of supervising inspectors with the approval of the Secretary of Commerce; nor shall gunpowder be carried on any such vessel except under special license; nor shall oil of vitrol, nitric or other chemical acids be carried on such steamers except on the decks or guards thereof or in such other safe part of the vessel as shall be prescribed by the inspectors. Refined petroleum, which will not ignite at a temperature less than one hundred and ten degrees of Fahrenheit thermometer, may be carried on board such steamers upon routes where there is no other practicable mode of transporting it, and under such regulations as shall be prescribed by the board of supervising inspectors with the approval of the Secretary of Commerce; and oil or spirits of turpentine may be carried on such steamers when put up in good metallic vessels or casks or barrels well and securely bound with iron and stowed in a secure part of the vessel; and friction matches may be carried on such steamers when securely packed in strong, tight chests or boxes, the covers of which shall be well secured by locks, screws, or other reliable fastenings, and stowed in a safe part of the vessel at a secure distance from any fire or heat. All such other provisions shall be made on every steamer carrying passengers or freight, to guard against and extinguish fire, as shall be prescribed by the board of supervising inspectors and approved by the Secretary of Commerce.
Nothing in the foregoing or following sections of this Act shall prohibit the transportation by steam vessels of gasoline or any of the products of petroleum when carried by motor vehicles (commonly known as automobiles) using the same as a source of motive power:Provided, however, That all fire, if any, in such vehicles or automobiles be extinguished immediately after entering the said vessel, and that the same be not relighted until immediately before said vehicle shall leave the vessel:Provided further, That any owner, master, agent, or other person having charge of passenger steam vessels shall have the right to refuse to transport automobile vehicles the tanks of which contain gasoline, naphtha, or other dangerous burning fluids. (Mar. 3, 1905; sec. 8.)
Provided, however, That nothing in the provisions of this Titleshall prohibit the transportation by vessels not carrying passengers for hire, of gasoline or any of the products of petroleum for use as a source of motive power for the motor boats or launches of such vessels. (May 28, 1906.)
Provided further, That nothing in the foregoing or following sections of this Act shall prohibit the use, by steam vessels carrying passengers for hire, of lifeboats equipped with gasoline motors, and tanks containing gasoline for the operation of said motor-driven lifeboats:Provided, however, That no gasoline shall be carried other than that in the tanks of the lifeboats:Provided further, That the use of such lifeboats equipped with gasoline motors shall be under such regulations as shall be prescribed by the board of supervising inspectors with the approval of the Secretary of Commerce. (Jan. 24, 1913.)
Provided, however, That nothing in the foregoing or following sections of this Act shall prohibit the transportation and use by vessels carrying passengers or freight for hire of gasoline or any of the products of petroleum for the operation of engines to supply an auxiliary lighting and wireless system independent of the vessel's main power plant:Provided further, That the transportation or use of such gasoline or any of the products of petroleum shall be under such regulations as shall be prescribed by the Board of Supervising Inspectors, with the approval of the Secretary of Commerce. (R. S., 4472; Oct. 22, 1914.)
Every bale of cotton or hemp that shall be shipped or carried on any passenger-steamer, without conforming to the provisions of the preceding section, shall be subject to a penalty of five dollars, and shall be liable to seizure and sale to secure the payment of such penalty. (R. S., 4473.)
The Secretary of Commerce may grant permission to the owner of any steam vessel, to use any invention or process for the utilization of petroleum or other mineral oils or substances in the production of motive-power, and may make and enforce regulations concerning the application and use of the same for such purpose. But no such permission shall be granted, unless upon the certificate of the supervising inspector of steamboats for the district wherein such vessel is registered, and other satisfactory proof that the use of the sameis safe and efficient; and upon such proof, and the approval of such certificate by the Secretary of Commerce, a special license for the use of such process or invention shall issue under the seal of the Department of Commerce. (R. S., 4474; Feb. 14, 1903; sec. 10.)
The Secretary of Commerce may permit the use of petroleum as fuel on steamers not carrying passengers, without the certificate of the supervising inspector of the district where the vessel is to be used, subject to such conditions and safeguards as the Secretary of Commerce in his judgment shall provide. For a violation of any of the conditions imposed by the Secretary of Commerce a penalty of five hundred dollars shall be imposed, which penalty shall be a lien upon the vessel, but a bond may, as provided in other cases, be given to secure the satisfaction of the judgment. (Oct. 18, 1888; Feb. 14, 1903; sec. 10.)
Provided further, That when crude petroleum of a flash point not less than one hundred and fifty degrees Fahrenheit, is carried in the double-bottom fuel tanks of steamers using the same for fuel, the crude petroleum carried in such tanks in excess of the necessities of the voyage may be discharged at terminal ports when no passengers are on board the ship. Crude petroleum carried and discharged under these conditions will not be considered stores or cargo within the contemplation of section forty-four hundred and seventy-two, Revised Statutes of the United States. (R. S., 4474.)
All gunpowder, nitro-glycerine, camphene, naphtha, benzine, benzole, coal-oil, crude or refined petroleum, oil of vitriol, nitric or other chemical acids, oil or spirits of turpentine, friction-matches, and all other articles of like character, when packed or put up for shipment, shall be securely packed and put up separately from each other and from all other articles; and the package, box, cask, or other vessel containing the same shall be distinctly marked on the outside, with the name or description of the article contained therein.
It shall be unlawful to transport, carry, or convey, liquid nitro-glycerine, fulminate in bulk in dry condition, or other like explosive, between a place in a foreign country and a place within or subject to the jurisdiction of the United States, or between a place in one State, Territory, or District of the United States, or place noncontiguous to but subject to the jurisdiction thereof, and a place in any other State, Territory, or District of the United States, or place noncontiguousto but subject to the jurisdiction thereof, on any vessel or vehicle of any description operated by a common carrier in the transportation of passengers or articles of commerce by land or water. (R. S., 4475.)
Every person who packs or puts up, or causes to be packed or put up for shipment, any gunpowder, nitro-glycerine, camphene, naphtha, benzine, benzole, coal oil, crude or refined petroleum, oil of vitriol, nitric or other chemical acids, oil or spirits of turpentine, friction-matches, or other articles of like character otherwise than as directed by the preceding section, or who knowingly ships or attempts to ship the same, or delivers the same to any such vessels as stores unless duly packed and marked, shall be deemed guilty of a misdemeanor, and punished by a fine not exceeding two thousand dollars, or imprisonment not exceeding eighteen months, or both; one-half of the fine to go to the informer, and the articles to be liable to seizure and forfeiture. (R. S., 4476.)
Every package containing explosives or other dangerous articles when presented to a common carrier for shipment shall have plainly marked on the outside thereof the contents thereof; and it shall be unlawful for any person to deliver, or cause to be delivered, to any common carrier engaged in interstate or foreign commerce by land or water, for interstate or foreign transportation, or to carry upon any vessel or vehicle engaged in interstate or foreign transportation, any explosive, or other dangerous article, under any false or deceptive marking, description, invoice, shipping order, or other declaration, or without informing the agent of such carrier of the true character thereof, at or before the time such delivery or carriage is made. Whoever shall knowingly violate, or cause to be violated, any provision of this section, or of the three sections last preceding, or any regulation made by the Interstate Commerce Commission in pursuance thereof, shall be fined not more than two thousand dollars, or imprisoned not more than eighteen months, or both. (Mar. 4, 1909; sec. 235; Repeals R. S., 5353, 5354.)
When the death or bodily injury of any person is caused by the explosion of any article named in the four sections last preceding, while the same is being placed upon any vessel or vehicle to be transported in violation thereof, or while the same is being so transported, or while the same is being removed from such vessel or vehicle, theperson knowingly placing, or aiding or permitting the placing, of such articles upon any such vessel or vehicle, to be so transported, shall be imprisoned not more than ten years. (Sec. 236.)
It shall be unlawful to transport, carry, or convey, any dynamite, gunpowder, or other explosive, between a place in a foreign country and a place within or subject to the jurisdiction of the United States, or between a place in any State, Territory, or District of the United States, or place noncontiguous to but subject to the jurisdiction thereof, and a place in any other State, Territory, or District of the United States, or place noncontiguous to but subject to the jurisdiction thereof, on any vessel or vehicle of any description operated by a common carrier, which vessel or vehicle is carrying passengers for hire:Provided, That it shall be lawful to transport on any such vessel or vehicle small arms ammunition in any quantity, and such fuses, torpedoes, rockets, or other signal devices, as may be essential to promote safety in operation, and properly packed and marked samples of explosives for laboratory examination, not exceeding a net weight of one-half pound each, and not exceeding twenty samples at one time in a single vessel or vehicle; but such samples shall not be carried in that part of a vessel or vehicle which is intended for the transportation of passengers for hire:Provided further, That nothing in this section shall be construed to prevent the transportation of military or naval forces with their accompanying munitions of war on passenger equipment vessels or vehicles. (Mar. 4, 1909; Repeals R S., 5353 and 5354; sec. 232.)
The Interstate Commerce Commission shall formulate regulations for the safe transportation of explosives, which shall be binding upon all common carriers engaged in interstate or foreign commerce which transport explosives by land. Said commission, of its own motion, or upon application made by any interested party, may make changes or modifications in such regulations, made desirable by new information or altered conditions. Such regulations shall be in accord with the best known practicable means for securing safety in transit, covering the packing, marking, loading, handling while in transit, and the precautions necessary to determine whether the material when offered is in proper condition to transport. Such regulations, as well as all changes or modifications thereof, shall take effect ninety days after their formulation and publication bysaid commission and shall be in effect until reversed, set aside, or modified. (Sec. 233; Repeals R. S., 5355.)
It shall not be lawful to transport, carry, or convey, ship, deliver on board, or cause to be delivered on board, the substance or article known or designated as nitro-glycerine, or glynoin oil, nitroleum or blasting oil, or nitrated oil, or powder mixed with any such oil, or fiber saturated with any such article, or substance, upon or in any vessel or vehicle used or employed in transporting passengers by land or water between a place in any foreign country and a place within the limits of any State, Territory, or district of the United States, or between a place in one State, Territory, or district of the United States, and a place in any other State, Territory, or district thereof. (R. S., 4278.)
It shall not be lawful to ship, send, or forward any quantity of the substances or articles named in the preceding section, or to transport, convey, or carry the same by a vessel or vehicle of any description, upon land or water, between a place in a foreign country and a place within the United States, or between a place in one State, Territory, or district of the United States, and a place in any other State Territory, or district thereof, unless the same shall be securely enclosed, deposited, or packed in a metallic vessel surrounded by plaster of Paris, or other material that will be non-explosive when saturated with such oil or substance, and separate from all other substances, and the outside of the package containing the same be marked, printed, or labeled in a conspicuous manner with the words "Nitro-glycerine, dangerous." (R. S., 4279.)
The two preceding sections shall not be so construed as to prevent any State, Territory, district, city, or town within the United States from regulating or from prohibiting the traffic in or transportation of those substances, between persons or places lying or being within their respective territorial limits, or from prohibiting the introduction thereof into such limits, for sale, use, or consumption therein. (R. S., 4280.)
TheChief Officer of an ocean steamer is officially styled the Chief Mate. Also, he is often referred to simply as the Mate. In passenger liners, transports, and the like, the term Chief Officer, finds favor. But among men of the sea, the fine old sailor title "Chief Mate" prevails.
The Chief Mate has the most difficult, and in many ways, the most important position on a vessel. An energetic Chief Mate, who is also competent, makes his vessel a successful organization. He should possess the necessary knowledge and skill in his profession, combined with initiative, tact, and executive ability of a high order.
The position of Chief Mate is the test job of the sea. An indifferent junior officer can survive for years, but when he is appointed Chief Mate, he must either make good, and achieve promotion, or his faults and shortcomings overtake him and ruin his career. This is the hard screen through which the master mariners are sifted.
Next to Master.The Chief Mate is next in authority to the Master, and acts in his place during his absence. If the Master dies while the vessel is at sea, the Chief Mate assumes command, and is vested with all of the authority and responsibilities of that station, subject to the pleasure of the owners upon the arrival of the vessel in port.
He Reports for Duty.Upon receiving his appointment to a vessel as Chief Mate, it is the duty of that officer to report on board and present his credentials to the Master without delay. He should be ready to take up his dutiesat once, settling all of his private affairs before going on board.
He should carry out any special orders that the Master may give.
Vessel in the Stream.If the vessel is in the stream the new Chief Mate should note the following:
1. Locate vessel on chart.2. Verify depth of water and character of bottom.3. How much chain out—what anchor? Is chain locked on windlass, or on riding chocks?4. If moored, either bow or stern, inspect mooring wires; trappings; etc., see to means for slipping and hauling in.5. Is the anchorage safe—at all times—at that season?6. What weather—tide—current—sea, may be expected?7. Examine windlass carefully—be certain you know how to work sameat night.8. Look to compressors—capstans—and anchor davits, if fitted.9. Look to hand gear—that brake beams, bars, and stoppers are handy, and where located.10. Look for fo'c'sle hose, and connection. Be ready to flush off a chain covered with mud, so there will be no delay when heaving in.11. Look for docking telegraph—learn dial.12. Have Deck Engineer and Carpenter inspect the windlass with you, get all the wrinkles you can about same.13. Look for vessels near at hand. Is vessel clear of them when tide turns?14. Is vessel loading or discharging?15. Are lighters expected—which side—what cargo?16. Are cork fenders and skids ready?17. Are heaving lines handy?18. Are lines ready for the lighters?19. Look after gangway and side ladders.20. Are cargo clusters in order—where kept?21. Are riding lights in order?22. Has anchor watch been set?23. Is a working and life boat swung out and ready for lowering without delay?24. If blowing, have drift lead over side, tend same, and watch bearings.
1. Locate vessel on chart.
2. Verify depth of water and character of bottom.
3. How much chain out—what anchor? Is chain locked on windlass, or on riding chocks?
4. If moored, either bow or stern, inspect mooring wires; trappings; etc., see to means for slipping and hauling in.
5. Is the anchorage safe—at all times—at that season?
6. What weather—tide—current—sea, may be expected?
7. Examine windlass carefully—be certain you know how to work sameat night.
8. Look to compressors—capstans—and anchor davits, if fitted.
9. Look to hand gear—that brake beams, bars, and stoppers are handy, and where located.
10. Look for fo'c'sle hose, and connection. Be ready to flush off a chain covered with mud, so there will be no delay when heaving in.
11. Look for docking telegraph—learn dial.
12. Have Deck Engineer and Carpenter inspect the windlass with you, get all the wrinkles you can about same.
13. Look for vessels near at hand. Is vessel clear of them when tide turns?
14. Is vessel loading or discharging?
15. Are lighters expected—which side—what cargo?
16. Are cork fenders and skids ready?
17. Are heaving lines handy?
18. Are lines ready for the lighters?
19. Look after gangway and side ladders.
20. Are cargo clusters in order—where kept?
21. Are riding lights in order?
22. Has anchor watch been set?
23. Is a working and life boat swung out and ready for lowering without delay?
24. If blowing, have drift lead over side, tend same, and watch bearings.
Vessel Alongside.If the vessel is alongside the new Chief Mate should note the following:
1. Look after mooring lines.2. Are they adjusted to the rise and fall of tide?3. Are they free from chafe?4. Are they properly disposed—springs, breasts, bow and stern lines—this is an art. Can one watchman tend them?5. Do they all bear an equal stress—this is important with wire hawsers.6. If near wooden warehouses—see if a wire fire warp has been led.7. Are the gangways safe?8. If bow or stern projects beyond bulkhead line, are lights ready?9. If twin-screw vessel, are propeller signs in place?10. Is a gangway watch necessary—is it being kept?11. Is the vessel discharging or loading—what—what holds—how near completed?12. What is the draft—forward and aft?13. How much water under her at low tide?14. Is the berth fair or foul?15. Telephone connection on dock. Number of Police, Fire, U. S. Secret Service.16. Locate water plugs on docks.17. Are rat guards on lines? Are they needed?
1. Look after mooring lines.
2. Are they adjusted to the rise and fall of tide?
3. Are they free from chafe?
4. Are they properly disposed—springs, breasts, bow and stern lines—this is an art. Can one watchman tend them?
5. Do they all bear an equal stress—this is important with wire hawsers.
6. If near wooden warehouses—see if a wire fire warp has been led.
7. Are the gangways safe?
8. If bow or stern projects beyond bulkhead line, are lights ready?
9. If twin-screw vessel, are propeller signs in place?
10. Is a gangway watch necessary—is it being kept?
11. Is the vessel discharging or loading—what—what holds—how near completed?
12. What is the draft—forward and aft?
13. How much water under her at low tide?
14. Is the berth fair or foul?
15. Telephone connection on dock. Number of Police, Fire, U. S. Secret Service.
16. Locate water plugs on docks.
17. Are rat guards on lines? Are they needed?
In General.1. Ask for cargo diagrams—how kept—if loading.
2. Are the working holds under supervision—by whom?3. When will vessel be discharged—or ready to leave?4. Get reports from the junior officers—the boatswain and carpenter.5. Will she work at night?6. Are cargo clusters ready—length of cables—location of connections—are they in good order—where kept?7. Are the fire lines clear and in working order?8. When was last fire drill held—inspect log?9. Inspect crew list—muster same.10. Inspect station bill.11. Inspect crew's quarters. Look for signs of intoxicating liquors—destroy any found.12. Are bills of lading in order?13. Look after cargo gear—stays—masts—booms—guys—pendants—falls—whips—gins—skids—cargo slings—cargo falls—cargo hooks—nets, winches—etc.14. Are hatch covers, strong backs, battens, tarpaulins, wedges, etc., ready and in good order?15. Pay special attention to the flanges on the steel strongbacks—are they true?16. Get acquainted with the engineers and establish friendly relations—this is important.17. Locate all sounding pipes—Have carpenter sound tanks and bilges and report.
2. Are the working holds under supervision—by whom?
3. When will vessel be discharged—or ready to leave?
4. Get reports from the junior officers—the boatswain and carpenter.
5. Will she work at night?
6. Are cargo clusters ready—length of cables—location of connections—are they in good order—where kept?
7. Are the fire lines clear and in working order?
8. When was last fire drill held—inspect log?
9. Inspect crew list—muster same.
10. Inspect station bill.
11. Inspect crew's quarters. Look for signs of intoxicating liquors—destroy any found.
12. Are bills of lading in order?
13. Look after cargo gear—stays—masts—booms—guys—pendants—falls—whips—gins—skids—cargo slings—cargo falls—cargo hooks—nets, winches—etc.
14. Are hatch covers, strong backs, battens, tarpaulins, wedges, etc., ready and in good order?
15. Pay special attention to the flanges on the steel strongbacks—are they true?
16. Get acquainted with the engineers and establish friendly relations—this is important.
17. Locate all sounding pipes—Have carpenter sound tanks and bilges and report.
Having reported for duty, and having seen to the matters outlined above—and a smart Chief Mate sees such things quickly, for he must by that time have spent more than a dog watch in the Merchant Service—the new Chief Mate can intelligently carry on the work of his vessel.
Different Vessels.Differences in construction, type, tonnage, and trade, modify the size and kind of organization on board a steamer. But in the main essentials, the work of the Chief Mate should be fairly standard—he is charged with the supervision of everything that has to do with the work of the deck department.
Crew.The Chief Mate should study his junior officers and his crew. He should at once check up the crew list; see that the living quarters on board—including coal passers, firemen, and glory hole—are in a sanitary and ship shape condition. He should see after everything having to do with the sanitary condition of the vessel. Wash rooms, water closets, showers, lockers, mess rooms, etc. All should be inspected daily.
Station Bill.The Chief Mate should see that the Station Bill is properly made out, and posted as required by law.
Inventories.The materials and tools of the deck department come under the immediate charge of the Chief Matewho should see that all inventories are correctly kept, and that the stores list is properly posted up from time to time. The correct list of unbroken ship's stores is very important, and must be produced when the vessel enters the customs.
The following lists should be kept and checked under the supervision of the Chief Mate:
A. Mooring lines, and hawsers—wire—manila—hemp.B. Tarpaulins—awnings—sails—dodgers—side screens—wind sails—ventilator covers—skylight covers—spare boat covers—mast covers, etc.,C. Boatswain's stores, rope, gear, tools, etc.D. Carpenter's stores, tools, lamps, oils, etc.E. Paints—oils—turpentine—white lead—red lead—bitumastic—bottom composition—putty, brushes, graining tools, etc., etc.F. Cargo gear—in use, condition, location, etc. Spare gear—condition and where stowed.G. Ship's navigating gear (under care of Second Mate).H. Coaling gear, condition, where stowed.I. Life-saving equipment—boats, rafts and their complete equipment. When bread boxes were last filled—inspected, when breakers were last filled, etc. Life preservers—number—location—last inspected. Fire hose, when supplied length, and location of reels, nozzles, couplings, reducers, valves, etc. Fire extinguishers, kind—number—location—when charged last. Axes, number—location. Buckets—number—location. Smoke helmets, condition and where stowed. Extra tarpaulins.Also ring buoys, rockets, line-throwing gun, spare lines, projectiles, powder charges—sewed in bunting bags, and stowed in proper canister. Coston lights, number—kind. Wave oil, tanks and fittings.J. Ship's signal gear—flags—rockets—etc. (under charge of Third Mate).
A. Mooring lines, and hawsers—wire—manila—hemp.
B. Tarpaulins—awnings—sails—dodgers—side screens—wind sails—ventilator covers—skylight covers—spare boat covers—mast covers, etc.,
C. Boatswain's stores, rope, gear, tools, etc.
D. Carpenter's stores, tools, lamps, oils, etc.
E. Paints—oils—turpentine—white lead—red lead—bitumastic—bottom composition—putty, brushes, graining tools, etc., etc.
F. Cargo gear—in use, condition, location, etc. Spare gear—condition and where stowed.
G. Ship's navigating gear (under care of Second Mate).
H. Coaling gear, condition, where stowed.
I. Life-saving equipment—boats, rafts and their complete equipment. When bread boxes were last filled—inspected, when breakers were last filled, etc. Life preservers—number—location—last inspected. Fire hose, when supplied length, and location of reels, nozzles, couplings, reducers, valves, etc. Fire extinguishers, kind—number—location—when charged last. Axes, number—location. Buckets—number—location. Smoke helmets, condition and where stowed. Extra tarpaulins.
Also ring buoys, rockets, line-throwing gun, spare lines, projectiles, powder charges—sewed in bunting bags, and stowed in proper canister. Coston lights, number—kind. Wave oil, tanks and fittings.
J. Ship's signal gear—flags—rockets—etc. (under charge of Third Mate).
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 lashingsin 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.
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 lashingsin 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.
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—takeyour 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 winchand 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 notbe 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, foreand 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 theproper stowage. This is the cargo that demands care as to hold diagrams. The following points are recommended for consideration: