Chapter II: Part 2

In the case of a boat being unable to pull up to the ship against a strong wind or tide, veer a line out from the ship with the end made fast to a buoy or any floating material sufficient to sustain the bight, and when this reaches the boat the crew can make the end of the line fast to the ring in the stem, and the boat can then be hauled up. Another way is to drop a boat astern with a line secured to its painter and then haul them both up together.

When two boats are approaching the same gangway, or landing stage, the junior officer in rank should always give way to the senior.

GOVERNMENT OF THE YACHT

SHIP’S BELLS.

The manner of telling the time on board ship is by striking the bell. Eight bells indicate midnight, 4 A. M., 8 A. M., noon, 4 P. M., and 8 P. M. Thus it will be seen that every even four hours after midnight brings 8 bells around. After midnight the first bell struck is 1, which stands for half-past twelve; one o’clock is represented by 2 bells, half-past one, by 3 bells; two o’clock by 4 bells; half-past two, by 5 bells; three o’clock, by 6 bells; half-past three, by 7 bells; and four o’clock, by 8 bells.

At half-past four 1 bell is struck, and so on, in the above order, until eight o’clock is made known by 8 bells again.

The time should always be taken from the flagship, or the senior officer’s yacht present.

TABLE:

Midnight 8 bells.
12.30 A. M. 1 bell.
1.00 ” 2 bells.
1.30 ” 3 ”
2.00 ” 4 ”
2.30 ” 5 ”
3.00 ” 6 ”
3.30 ” 7 ”
4.00 ” 8 ”
4.30 ” 1 bell.
5.00 ” 2 bells.
5.30 ” 3 ”
6.00 ” 4 ”
6.30 ” 5 ”
7.00 ” 6 ”
7.30 ” 7 ”
8.00 ” 8 ”
8.30 ” 1 bell.
9.00 ” 2 bells.
9.30 ” 3 ”
10.00 ” 4 ”
10.30 ” 5 ”
11.00 ” 6 ”
11.30 ” 7 ”
12.00 noon 8 ”

THE BOATSWAIN’S CALL.

On vessels where a good-sized crew is carried, the “Boatswain’s Call” should be largely employed.

The following should always be “piped”:

The call to meals; the order to heave round; to order away boats; the order to haul; the order to belay; the order to man the side; the order to make colors; the order to make sunset; to call all hands; the call to muster; to pipe down.

It is impossible to explain on paper the regular man-o’-wars-man’s “pipe” for the different orders, nor is it necessary that their style should be followed out strictly on yachts--any understood combination between the boatswain (or mate) and the crew will answer all the purposes for which the “call” is intended.

The following is offered:

_The Call of Attention_: A long straight pipe. This is used as a preface to the verbal call of all hands on deck or to muster.

_To Call Away a Boat_: A long straight pipe, followed by the verbal order: “AWAY GIG!” (or dingey or cutter, as the case may be).

_The Call to Meals_: Three long, rolling pipes.

_To Heave Round, or to Pull_: Several moderately short, straight pipes.

_To Belay_: Two short, quick chirps, followed by a moderately short, rolling pipe.

_To Pipe the Side_: A prolonged straight pipe. (The Boatswain stands facing the gangway, his “call” held to his mouth with his left hand, while his right hand is raised to his cap in salute.) This pipe should be made to the Captain, when coming on board or when leaving the yacht. It should also be made to all other yacht commanders, dignitaries, and officers of the army and navy.

_To Make “Colors” or “Sunset”_: Two short, quick chirps, followed by a long, rolling pipe.

_To Pipe Down_: One long, straight, followed by a long, rolling pipe.

YACHT ROUTINE.

As soon as a yacht is put in commission, the organization of the officers and crew should be considered, so that everything may work smoothly and harmoniously, to the satisfaction and peace of the Captain and the manifest benefit of all concerned. The Sailing-Master should be held responsible for this, and, in perfecting the details, of course, he must be guided by the number of his crew.

If, in washing down, cleaning bright work, etc., each man is given a certain station and allotted a particular piece of work, it will be found that matters will be greatly expedited, and the individual tasks will be performed better, for the reason that the man is held accountable for the appearance of his own part of the ship.

Silence is one of the best evidences of discipline, and the officers should set the example to the crew. When it is necessary to issue an order let it be done in a quiet tone and avoid calling along the deck as much as possible. The latter suggests the “coaster” and establishes a bad precedent.

When in port the quartermaster or the last anchor watch should turn out the cook one hour before “all hands,” so that morning coffee may be ready when the general call is made.

Allow but twenty minutes between “turn out” and “turn to.”

After pumping the bilges, wash down decks, wipe the sides around and the bright wood of the rail skylights and companion way and then turn all hands on to the brass work, using a chamois skin.

Half an hour should be given the crew for breakfast (7 to 7.30 A. M.), after which they should again be turned to, the brass work finished, the decks tidied up, the crew dressed in their ordered uniform for the day and everything ready for inspection by the Sailing-Master and Captain (if the latter so desires).

The Sailing-Master (or mate) should always have one of the men row him around the vessel the last thing in the morning, to make sure that all the running rigging is taut, no scratches or chafing on the sides; that there are no evidences of grass or scum along the water-line, and that everything is proper and ship-shape.

One hour should be allowed for men for dinner--from 12 to 1.

A good Sailing-Master will always find something for the crew to work at during working hours.

Smoking hours on deck should be regulated.

Never allow smoking while the crew are at work about the decks.

After supper (in port) allow the crew to smoke on the forward deck as long as they please.

Under no consideration ever permit a boat’s crew to smoke while in the boat.

In sending any boat ashore, the Sailing-Master (or, in his absence, the mate), should always direct the boat where to land, and when to return to the ship, except when the Captain is in the gig, who will direct his own crew.

The crew should be habituated to move smartly about the decks, and to answer quickly and respectfully to their officers.

In passing the Captain the crew should always salute by touching the right hand to the cap, and the Captain should at all times acknowledge same.

In the case of a gig’s crew, the coxswain only should salute the Captain, both on entering and leaving the gig.

Mattresses and blankets should be thoroughly aired once every week, and oftener should there have been damp weather.

The Sailing-Master and mates should never be ashore at the same time while the yacht is in commission.

When coming to anchor, have the men stationed, and the instant the anchor leaves the cat-head, fire a gun and swing out the boat booms, except on Sundays, when no gun will be fired. If a salute is due, however, it should be fired immediately after colors on Monday morning.

When leaving anchorage, if a steam yacht, fire a gun the instant the anchor is aweigh, and the bell is rung to go ahead, but if a sailing yacht, fire a gun when the anchor is tripped, and the vessel fills away.

On large yachts a quartermaster should always be on watch to give notice to the officer of the deck on the approach of boats to the vessel, signals made from other yachts, or from the shore.

_Underway at Night_: Always have a lookout stationed forward, and in case of unusual darkness or thick weather, it is better to have two lookouts--one on either bow. As soon as a light or a sail is sighted, it should be reported in clear sharp tones to the officer of the deck, who will at once convince himself as to its character and whether his vessel or the one reported has the “right of way” and act accordingly.

_At Anchor at Night_: As soon as it is dark the “anchor watch” should be set. According to the number of the crew available, the length of time for each man to guard the deck should be regulated, so that from the time the first anchor watch is set until all hands are called in the morning, the watches shall be uniform, and no one man called on deck twice during the night. It is the duty of the watch to keep continually on the alert, examining the moorings occasionally, visiting the quarter-deck, keeping an eye to the bright burning of the anchor light, observing the drift lead, the swinging of his own vessel with the tide, also of the vessels around him, and being careful that no boat gets alongside his vessel unawares. In case a boat is seen making for the yacht, it should be hailed--“BOAT-AHOY!” and if the hail is answered satisfactorily, the boat can be allowed to board but, if not, it must be warned off. In case of danger pound on the top of the forecastle slide with anything available, at the same time calling “ALL HANDS!” in a voice calculated to rouse the sleepers, and then, until the deck is officered, act yourself under the circumstances, as your common sense dictates. The anchor watch should strike the bells regularly during the night.

_Boat Hails_: All boats closely approaching a yacht at night should be hailed by the officer of the deck or the watch. Replies should be as follows:

For Commodore intending to board, “Commodore.”
For Vice and Rear Commodores, “Flag.”
For Fleet Captain, “Fleet.”
For Captain, the name of his yacht.
For a Club Member, “Aye, Aye.”
For a visitor, “Visitor.”
For Sailing-Master and other yacht officers, “No, no.”
For one of the crew, “Hello.”
For passing boats, “Passing.”

_Concerning Watches_: As soon as a yacht leaves port, bound on a voyage, the crew should be divided into watches and the first regular watch set at 8 P. M. on the day of sailing. The Captain always takes the first watch out, and the Sailing-Master the first watch home. The stewards, cooks, and waiters are known as “idlers” and they stand no watch.

The captain’s watch is called the “starboard” and the Sailing-Master’s the “port” watch.

If there is an uneven number of men in the forecastle, the odd man goes into the captain’s watch by courtesy.

Provided the yacht carries a mate, the captain’s watch is kept by him, so that the captain has no regular deck duty, but goes and comes as he pleases.

The officer on watch is known as the “officer of the deck,” and, while left in possession, his orders must be obeyed to the letter. He has full powers to alter the course of the ship to avoid danger, to make or alter, or take in sail, etc.

The seven regular watches are named as follows:

From midnight to 4 A. M. _the Mid Watch_.
” 4 A. M. to 8 A. M. _the Morning Watch_.
” 8 A. M. to noon _the Forenoon Watch_.
” noon to 4 P. M. _the Afternoon Watch_.
” 4 P. M. to 6 P. M. _the First Dog Watch_.
” 6 P. M. to 8 P. M. _the Second Dog Watch_.
” 8 P. M. to 12 midnight _the First Watch_.

DUTIES AND RESPONSIBILITIES OF OFFICERS.

NOTE.

In the following treatise on the duties and responsibilities of the Captain and his officers, the question of the steam yacht carrying a goodly crew has been particularly considered but the rules, regulations, etc., laid down for the government of such large craft may easily be modified and brought within the compass of smaller steam and sail yachts.

THE CAPTAIN.

The Sailing-Master, mates, boatswain, carpenter, engineers, stewards, the petty officers, such as quartermasters, cooks, oilers, boatswain’s mates, etc., as well as every seaman, fireman, and waiter on board the yacht are subject to the control and orders of the Captain.

The Captain is responsible for the general equipment and general management of his yacht, and for the vessel (when in commission) being at all times fully found and provided with coals, water, provisions, compasses, chronometers, charts, sextants, and other stores and appliances requisite for the navigation of the yacht. Of course, these duties may be assigned to the Sailing-Master by the Captain, but upon the latter rests the responsibility of giving the necessary orders to insure such performance.

The Captain shall inspect the yacht every day to observe that cleanliness and order is practised in the various departments--deck, engineer and steward’s--and shall hold strictly accountable for each department the officer in charge of same.

The Captain shall see to it that the officers attend strictly to their several duties, that no waste or extravagance in the way of stores and provisions is allowed, and that the men under the different heads of the departments are respectful and obedient to their superiors and move smartly in the discharge of their duties.

The Captain will observe that the officers and men respect the laws and regulations of the ports visited by the yacht, and will issue strict orders that contraband or dutiable articles for personal use shall not be brought on board to cause trouble and annoyance upon the return of the yacht to a home port, or upon an attempt to smuggle such articles ashore in any other port.

The Captain shall see to it that the crew are frequently exercised at fire-quarters, and shall enforce the order that all boats are kept ready for immediate lowering and that the fire hose is attached at night and ready for use at a moment’s notice.

The Captain will exact the observance of strict courtesy between the officers of various departments and not allow undue familiarity between them outside of their own quarters, and gambling between the officers or between the men shall always be prohibited.

The Captain will forbid private trading on the part of officers and crew under any circumstances, and shall impress upon the minds of all on board that the dignity of a gentleman’s private vessel is to be upheld, and that loud or vulgar language will not be tolerated.

The Captain will have reported to him all cases of misconduct on the part of any of the crew, and will never permit punishment to be inflicted unless by his express orders, and he will award the character of the punishment after consulting with the Sailing-Master, engineer or steward, according to the department in which the offender belongs. He is responsible for any ill-treatment of the crew by his officers.

If one of the crew die on board, the Captain must make an inventory of his effects, entering same with the name, rank, etc., in the log-book, and upon the arrival of the yacht in port, a report must be made to the health-officer of the port.

The Captain has the power to appoint his officers and has entire command over them during the time they are on board. He may, for any cause, suspend them from duty, and in case of mutinous conduct at sea, he is justified in putting in irons any officer or any member of the crew. The log-book must, according to law, set forth all that occurs of an important nature during the voyage, especially such cases as punishment inflicted, and for what cause, etc.

Upon arrival in a foreign port, the Captain should go to the Custom House, taking the bill of health and yacht’s papers and report his arrival.

THE SAILING-MASTER.

Under the head of “Yacht Routine,” in a preceding chapter, will be found in detail the character of the deck work that the Sailing-Master should see carried out.

The Sailing-Master, when the yacht is underway, will never allow the officer of the deck to leave the bridge unless regularly or temporarily relieved.

If the Sailing-Master disapproves of anything performed by one of the officers, he should quietly call him aside and correct him, but he should never do it within the hearing of the crew, as they may lose respect for an officer who was not shown respect by an officer above him.

The Sailing-Master, mate, second mate, or any other officer, when in charge of the deck, has full power over the yacht, as he represents the authority of the Captain.

The Sailing-Master will navigate the yacht and will be responsible to the Captain for the safety and order of the vessel above and below decks, and, provided he is entrusted to select the officers and crew, he will be responsible to the Captain for their competency and desirability in all respects.

Whenever an officer, or any of the seamen, desires to see the Captain for personal reasons, he must first acquaint the Sailing-Master with his wishes, and the Sailing-Master will refer the request to the Captain, who will specify his pleasure in the matter, and such will be conveyed in turn to the applicant; but under no circumstances will the Captain be approached by an officer or man, “over the Sailing-Master’s head,” for the only way to maintain discipline on board is by impressing upon the crew as a whole that the Sailing-Master, being the executive officer, the running of the yacht is in his hands, and the most implicit obedience and respect must be accorded him.

Officers and men must never think of leaving the yacht, even when alongside the dock, without first obtaining the consent of the Sailing-Master, or, in his absence, from the officer left in command, who will be acquainted with the Sailing-Master’s wishes in the matter.

When entering or leaving port, the Sailing-Master’s place is on the bridge, directing the movements of the yacht.

CHIEF ENGINEER.

The chief engineer has full control over all persons--officers and men--in his department.

The engineer on watch in the engine-room when the yacht is underway, represents the chief engineer, and the fireman on watch must obey him, and he in turn must obey any orders received from the officer of the deck in the way of handling the engines.

The chief engineer will be held responsible for all hands in his department implicitly carrying out the orders of the Captain, or of the officer of the deck.

Neither the assistants nor any member of the engine or fire-room force will leave the vessel without first reporting to and obtaining the chief engineer’s consent, who, in turn, will solicit the same from the Sailing-Master and then acquaint the applicant with the result.

The chief engineer will personally superintend the coaling of the yacht, and satisfy himself that the quantity of coal charged for has been received on board. He will make an entry on the engine-room log-book stating the amount of coal receipted for, also its quality.

When other engine-room stores, tools, etc., are received on board, they will be receipted for by the chief engineer and a memorandum of same entered on his log-book.

The chief engineer will be held responsible for any waste of stores or extravagance in his department.

The chief engineer will be held accountable for the conduct of all officers and men under his control.

The chief engineer will enforce the law that an engineer on watch is never to absent himself from the engine-room without having been regularly relieved by another engineer, and will also see to it that no fireman, oiler, water-tender, etc., leaves his post without permission from the engineer on watch.

Should any member of the engineer’s force misconduct himself, or disobey any order received by him from a superior officer, the chief engineer must report the case to the Captain, so that it may be dealt with by the latter, and in no case is the chief or one of his assistants to inflict punishment upon a man unless such punishment is authorized by the Captain.

The chief engineer will see to it that the engineer of the watch keeps a steady pressure of steam, according to the instructions that he has received, and with a view to economy of fuel, the engineer on watch will direct attention to the condition of the fires, and the mode of firing. The chief will also make sure that his assistants are well acquainted with the various pipes, cocks, valves and connections generally.

When entering or leaving port the chief engineer will assume personal charge of the engines, or at any other time when special care is demanded for executing promptly the orders signalled from the bridge.

The chief engineer will keep the engine-room log-book, and fill up the columns therein. Under the head of “Remarks” he will enter the particulars of all stores used; the time of leaving and arriving in port; all occurrences relating to the working of the boilers and machinery, accidents of whatever nature to engines or to the men, etc., and each day’s log is to be verified by his signature.

The chief engineer will daily, at noon, while under steam, lay before the Sailing-Master an abstract of the engine-room log-book, containing the expenditure of coals, oils and other stores during the preceding twenty-four hours, and the amount remaining on hand; also the total number of revolutions made during the preceding twenty-four hours.

The chief engineer will be held responsible that the steam steering-gear, windlass, refrigerating and electric plants are kept in efficient state and at all times ready when required.

On sailing days, or on departure from any port, the chief engineer must have his department in good order, steam maintained at the proper limit, and half an hour before the time of starting he must report to the Sailing-Master that his department is all ready, after which the chief and his assistants must remain on duty until the yacht is clear of the pilot or the harbor cleared, when the first assistant engineer will take charge of the engine-room watch.

Should the engineer of the watch find it necessary to stop his engines when underway, he shall at once send word to the Sailing-Master or to the officer of the deck, and obtain his consent before stopping, except in cases of special emergency, when he will be justified in stopping without orders, but knowledge of the act must at once be sent to the officer of the deck.

The chief engineer will have full control of regulating the amount of steam to be carried, using his own judgment as to what is necessary for the speed required.

FIRST MATE.

It is common to refer to the first mate as the “chief officer.”

After being appointed the chief officer, he should get an inventory of everything under his charge, and obtain from the boatswain and carpenter a list of their stores also, and a memorandum of whatever else they require. He should see that the windlass is in good working order, and inspect personally the boats, falls, running and standing rigging, sails, sail-covers, awnings, etc., and each night should lay out the work for the boatswain and give him orders concerning his work for the coming day. He should also observe that the carpenter attends to the sluices and sounds the well and tanks night and morning.

When underway at sea, if the chief officer does not stand watch, he should be about the decks all day to see that the boatswain is pushing the work along.

The chief officer will also keep the log-book, copying into it from the rough or deck log, and should take sights of the sun for latitude and longitude, determine the deviation by azimuths of the sun, and keep the yachts run by dead-reckoning. The log-book must be ready each day at 2 bells (one o’clock P. M.), for inspection by the Sailing-Master.

In anchoring, mooring and unmooring ship, the chief officer’s place is on the forecastle, directing the handling of the bow-lines.

When heaving up anchor, or when coming to anchor, the chief officer’s place is on the forecastle directing the handling of the cable according to orders from the Sailing-Master on the bridge.

If the first officer stands deck watch, his bridge duties will be the same as those laid down for the second officer.

SECOND MATE.

In mooring and unmooring ship, the second officer’s place is aft, and he is responsible for any accident that occurs at his end of the yacht while docking or leaving dock, or when getting underway or coming to anchor.

When running out lines, or taking them in, he must be careful to keep them clear of the propeller, and in the event of a line getting foul of same he must at once make same known to the officer on the bridge, so that the engines may be stopped.

When docking, a couple of cork-fenders should be kept handy on the quarters.

After mooring, the ropes should be coiled down neatly and chafing gear put on where necessary, after which the men should be sent forward to the boatswain.

When leaving port, the second mate should attend to the secure lashing of anything requiring it aft, and also see to it that the carpenter has secured the gangways, ports, etc.

When coming to anchor, the second mate’s place is by the leadsman, when he does not take the lead himself.

When at sea, before he relieves the bridge, he should take a turn around the deck fore and aft to see that there is nothing adrift and no evidences of anything wrong.

He should never hesitate to call the Captain if in doubt about anything of an important nature--such as fog; if weather looks threatening; if the barometer is unsteady; if there is the sight or sound of broken water.

The second mate must be particular to note everything correctly in the log-book for his watch, reading the patent log the last thing and entering the distance run for the preceding four hours.

BOATSWAIN.

Upon reporting for duty the boatswain must ascertain the kind and quantity of the deck stores, cordage, sails, canvas, paints, brushes, salt-water-soap, brooms, etc., etc., because it is his duty to serve out such in keeping the yacht in order.

He must inspect every time they are used cat-falls, mooring-lines, etc., and if they are found defective, he must at once make a report to the first mate.

The boatswain remains on deck all day and takes charge of all the men engaged on deck work, receiving his orders each night from the first mate as to the character of the work to be carried on the following day; but he must also exercise his own judgment when he sees anything of a minor nature in his department requiring attention.

CARPENTER.

Upon reporting for duty the carpenter must overhaul all the sluices to see that they are in proper working order; make himself familiar with the location of the sounding-pipe, water tanks, etc.

He must also thoroughly understand the working of the windlass, and take personal charge of it when the anchors are being used. It is his special duty also to examine all dead lights for leaks, and to attend to the shipping and unshipping of the gangway ladders.

The carpenter is under the direct orders of the chief officer, and whenever the carpenter’s services are required by the engineers, the chief officer must have the application for the carpenter’s services made to him.

The carpenter must sound the tanks and well every night and morning, note his remarks on the engine-room slate, and report as well to the officer of the deck--this must be done both at sea and in port.

It is also the carpenter’s duty to attend to the steering-gear and report at once to the chief mate any defect in the wheel-chains or mechanism.

The carpenter has the keeping in repair of all the boats, spars, bulwarks, blocks, and in fact everything of a wooden nature on board the yacht.

QUARTERMASTERS.

The duties of quartermasters are to steer the yacht, keep the pilot house in order, clean all bright work belonging to his department in the way of binnacles, wheel, speaking tubes, steering-gear, step-plates, etc. They have charge of the bunting and are responsible for its condition, and it is also required of them that they shall be familiar with the signal code, and shall take the signal halliards under their personal care to insure their readiness for use. All the signal lanterns are under their charge, as is also the hand and deep-sea leads. When the yacht is at anchor, quartermasters stand regular watch and watch by day as well as by night, taking charge of the anchor watch.

STEWARD.

The duties of the steward are varied, and the comfort and happiness of the yacht depend upon his ability, integrity, and ambition to keep a contented ship fore and aft.

Whether he is serving on a small yacht or a large one, he should remember that the money of the millionaire owner should not be any more recklessly spent by the steward than the money of the man who can afford yachting in only a very modest way. Besides this, the steward should be a man of sufficiently high moral character to realize that waste of any kind is wicked.

It matters not how rich an owner may be, he is just as sensitive to the foolish expenditure of his money as is his less pretentious yachting friend, and no steward should conduct his department on the theory that the owner is too well off to be at all concerned whether it costs five dollars a day to provision the yacht or five hundred.

There are stewards who personally are strictly honest, but who are either careless in the quantity of the purchases, or who leave entirely too much to the cook--who think it too great a trouble to look into “pots and pans,” or who avoid any such supervision for fear of offending the autocrat of the galley. This is all wrong. The cook is under the direction and orders of the steward, and if the latter is the proper sort of official he will not allow any other interpretation of his authority.

If under-stewards are carried, they are simply aids to the steward, whose orders they will at all times unquestionably obey, and to insure the smooth running of this department, the owner should authorize the steward to select his subordinates.

It goes without saying that all the provisions on board are under his care, and that he should at all times know the amount of stores on hand in his department. He should keep an expenditure book showing credit and debit sides, so as to be able quickly to know how much money he has received from the owner, and what amount of same he has expended.

In addition to his care of the owner’s wardrobe, the silverware, glass, crockery, bedding and linen, both in the cabins and officers’ quarters, he is responsible also for fixtures in the way of lamps, cushions, furniture, etc.

He should, in addition to his supervision of the cabins, inspect the officers’ rooms every morning to see that same are sweet and clean. He must demand that everything in the kitchen is kept shining; that the brass work on the inside of all skylights to cabin and officers’ quarters, and the hand-rails to companionway are at all times carefully polished.

Whenever it is desired to brush rugs and mats on deck, he should always notify the mate, so that proper precautions may be taken to prevent dust from injuring anything about decks in the way of fresh paint, varnish, etc.

When it is necessary that he should go ashore for provisions, ice, etc., he should notify the Sailing-Master sufficiently ahead of time so that the boat service required may not interfere with the regular deck work.

In the case of guests his duty is to contribute in everyway possible to their comfort and pleasure while on board, realizing that by so doing he is not only fulfilling another of his functions, but that he is rendering the greatest satisfaction to the owner, whose pleasure it is to know that the outing offered his friends is being made as pleasant as possible.

SURGEON.

In the event of a surgeon being carried, it will be the duty of this officer to look after the general health of all on board, and to be keenly alive to the sanitary condition of the yacht.

Whenever an inspection of the vessel is being held, it is his place to accompany the Captain on his rounds, and to offer needful suggestions.

When the yacht’s water tanks are to be filled, he should inspect the quality of the water offered, and should analyze same if he is suspicious that it may be unhealthy owing to the presence of vegetable matter, etc.

Should sickness occur among the crew, he should take proper precautions to isolate the man so far as possible until a satisfactory diagnosis of the case assures him as to the character of the illness.

SYNOPSIS OF U. S. LAWS GOVERNING AMERICAN STEAM AND SAIL YACHTS, AND FOREIGN YACHTS IN U. S. WATERS.

1. A yacht must be licensed.

A license authorizes a yacht to sail from port to port of the United States, and by sea to foreign ports, without entrance or clearance, and absolves her from the payment of tonnage duty and light money; but upon the return of a yacht from a foreign port she must enter at the Custom House of the port of her first arrival.

To enter a vessel, it is necessary to have a manifest with two copies ready on arrival. The revenue cutter may take one, the boarding officer another, while the third is produced by the Master before the Collector.

The Master makes oath to its truth. The manifest should specify ship’s stores, and state that no cargo is carried.

2. In going foreign a yacht captain may have a certified crew list and shipping articles (sign his crew to articles), although it is not compulsory.

3. Whether or not, in going foreign, a bill of health for the vessel would be needed, would depend upon the laws of the country of her destination. If it is decided to carry same, it may be obtained from the Custom House upon demand, provided the port sailing from is in a normal condition of healthfulness.

4. A foreign yacht arriving from abroad must be entered at the port of her first arrival; but tonnage duty is not exacted, provided she belongs to a regularly organized and incorporated yacht club.

5. A pleasure vessel purchased by a citizen from an alien has the same privileges as a vessel built in the United States, except that she cannot be documented. She is subject to light money of fifty cents per ton on arrival at each port, although this is seldom enforced.

6. If a foreign yacht should be wrecked in U. S. waters, and be purchased by a citizen, who expends upon her in repairs three times as much as he paid for her as a wreck, she could be documented as a yacht of the United States.

7. A foreign-built yacht owned by a citizen may fly the U. S. flag, but not the American yacht ensign, according to law, which ensign is prescribed for American-built yachts only; but it is often flown contrary to law.

8. For a sailing yacht the name of the vessel and port must be placed conspicuously upon the stern. The letters to be not less than three inches in length.

9. The name of a screw steamer yacht, and her port, must be placed on the stern in letters six inches in length, and upon each outer side of the pilot house; but if she be a side-wheel vessel, the name must be painted on the outside of each paddle-box also.

10. The painting of the name upon the bows of yachts is optional with the owner.

11. Any vessel propelled in whole or in part by steam is declared a steam vessel within the meaning of the law.

12. The hull and boiler of a steam yacht is subject to annual inspection by the U. S. Board of Local Inspectors.

13. No steam yacht, whatever her size, is permitted to be navigated without a licensed master or pilot, and engineer, under penalty of a fine of one hundred dollars for each offense.

14. Masters, mates, pilots, and engineers, upon giving satisfactory evidence of their qualifications, may be licensed by the U. S. Local Inspectors for the term of five years, but the license may be revoked for cause.

15. Every licensed officer must have his license framed under glass, and posted in a conspicuous place on board the vessel, under penalty of revocation or one hundred dollars fine.

16. Any one who employs an unlicensed officer is subject to a fine of one hundred dollars.

17. The Local Inspectors are authorized to suspend or revoke, upon satisfactory evidence, the license of any officer for bad conduct, drunkenness, inattention to duty, or incapacity.

18. If an owner proves to the Local Inspectors that his engineer has allowed his boiler to burn, and that he has not kept his engine and machinery in good order, the Inspectors are authorized to degrade him.

19. The fees previously charged for licenses to officers, and for inspections and examinations of vessels of the United States, were abolished in 1886.

20. A yacht of any foreign nation, which extends like courtesies to the United States, provided the yacht belongs to a regularly organized and incorporated yacht club, is privileged to arrive at and depart from port to port of the United States without making entrance or clearance, but when arriving from a foreign port she must enter at the port of her first arrival in the United States.

If the yacht does not belong to such a nation, or does not belong to such a yacht club, she must enter at and clear from every port of the United States she goes into.

21. A commission to sail for pleasure, in any designated yacht belonging to a regularly organized and incorporated yacht club, may be obtained from the Treasury Department through the Collector of Customs at the port where the yacht may be. It does not supersede the license, but is in addition to it, and is only issued by yachts going abroad to secure more extended courtesies. It is issued for the voyage only, and must be surrendered at the port of her first arrival on her return to the United States.

22. Yachts of 20 tons and upwards must also be enrolled. (1899 Laws.)

23. According to law, the owner of a steam yacht may secure a license to command and pilot his own vessel, provided he passes the examination required by the U. S. Local Inspectors of Steam Vessels.

INDEX

BOAT SERVICE. PAGE

Boat Ceremony and Discipline, 49

Boat Orders, 49

Boat Salutes and Management, 51

Particulars Concerning Boats, 47

CEREMONIES AND COURTESIES.

Captain of Visiting Yacht Pays Respects, 29

Commodore’s Duties--Commissioning Club, 35

Commodore’s Duties--Club in Commission, 36

Commodore’s Duties--Going Out of Commission, 38

Duties of the Fleet Captain, 40

Honors to the Captain Embarking, 39

Honors to the Captain Disembarking, 39

Putting Yacht In Commission, 34

Putting Yacht Out of Commission, 34

Quarter-Deck to be Saluted, 29

Reception of the President, 30

Reception of the Vice-President, 31

Reception of Secretary of Navy, 31

Reception of Cabinet Officers, 31

Reception of a Governor, 32

Reception of Foreign Sovereign, 32

Reception of Royalty, 32

Reception of Naval Officers, 32

Reception of Army Officers, 32

Reception of Other Officials, 33

Reception of Flag Officers, 33

Reception of Diplomatic Corps, 33

Senior Officer Returns Salutes and Visits, 29

Senior Officer Tenders Civilities, 29

Yacht Joining Squadron, 29

COLORS IN GENERAL.

Absent Flag, 14

At Anchor with Naval Vessels, 13

Before Colors or After Sunset, 13

Boat Engaged in Funeral Ceremony, 19

Burgee and Private Signal Broken Out, 16

Colors in Yacht’s Boats, 15

Colors to be Well Hoisted, 16

Commodore Cruising with Another Club, 24

Commodore’s Night and Day Pennant, 25

Commodore’s Private Signal, 25

Day Signals for Pilots, 21

Death of Captain, 17

Death of Club Member, 18

Death of Flag Officer, 17

Death of One of the Crew, 19

Dressing Ship, 22

Ensign When Passing Light Houses, Etc., 15

Ensign When Passing Naval Vessels, 15

Entering or Leaving Port, 13

Flag Officer Entering Another Harbor, 25

Flag Officer’s Pennant, 16

Hauling Down Half-Mast Colors, 18

Hours for Half-Masting Colors, 19

How to Half-Mast Colors, 18

Jack--When Displayed, 26

Making Colors, 19

Making Sunset, 20

Mastless Yachts, 16

Meal Pennants, 14

National Mourning, 17

Night Pennant, 13

Night Signals for Pilots, 21

Off a Naval Station, 13

Permission to Half-Mast Colors, 19

Place to Display Colors, 11

Saluting with Ensign Half-Mast, 18

Senior Officer Gives the Time, 12

Signal for Towing-Boat, 22

Single Stickers, 14

Sunrise and Sunset, 12

Time to Make Colors, 11

Visiting Another Club, 13

Yacht Flags and How They Are Used, 11

Yacht Short-Handed, 16

DUTIES OF OFFICERS.

Boatswain, 76

Captain, 65

Carpenter, 76

Chief Engineer, 70

First Mate, 73

Quartermasters, 77

Sailing-Master, 68

Second Mate, 74

Steward, 78

Surgeon, 81

GOVERNMENT OF THE YACHT.

At Anchor at Night, 62

Boat Hails, 62

Concerning Watches, 63

Ship’s Bells, 56

The Boatswain’s Call, 57

Underway at Night, 61

Yacht Routine, 58

SALUTES IN GENERAL.

Boat Salutes, 46

Colors and Sunset Gun, 41

Dipping the Ensign, 42

Flag Officer’s Official Visit, 44

Guns Between Sunset and Colors, 41

Guns on Sunday, 41

Judges’ Yacht not Saluted, 45

Junior Officer Entering Harbor, 43

Official Salute to Another Club, 44

Ordinary Salute to Commodore, 43

Postponed Salutes, 45

Salute of Passing Yachts, 42

Salute to Quarter-Deck, 46

Salute to Yacht Entering, 42

Salutes Between Squadrons, 45

Salutes to Naval Vessels, 41

Salutes Upon Entering Harbor, 42

Salutes When Meeting at Sea, 42

Senior Officer Leaving Harbor, 44

Single Yacht and Squadron, 45

Special Salute to Commodore, 43

Steam Whistles Not to be Used, 42

When Firing Guns is Prohibited, 46

When Making Signals is Prohibited, 46

SPECIAL LIGHTS.

Absent Lights, 27

Commodore’s Lights, 27

Dinner Light, 28

Lanterns Under Boom, 28

Rear-Commodore’s Lights, 27

Vice-Commodore’s Lights, 27

SYNOPSIS OF U. S. YACHTING LAWS.

Bill of Health, 82

Documenting of a Foreign Yacht, 83

Entering a Yacht, 82

Fine for Unlicensed Officers, 84

Foreign Yacht May Fly American Flag, 83

Foreign Yacht Must Enter, 83

Foreign Yachts Visiting the U. S., 85

Hailing Port Must be Shown, 83

Inspection of Hull and Boiler, 84

Licensed Master, Pilot and Engineer, 84

Light Money, 83

Name of Yacht to be Displayed, 83

Owner’s Licenses as Master and Pilot, 86

Shipping Articles, 82

Suspension of License, 84

Tonnage Duty, 83

What Constitutes a Steam Vessel, 84

Yacht Commission, 86

Yacht Enrollment, 86

Yacht License Privileges, 82

Yacht’s Manifest, 82

Transcriber’s Notes

Italics have been represented by _underlines_. Small caps have been represented by CAPITALS.

Inconsistencies in hyphenation and capitalization have been silently addressed.

Obvious printing errors have been silently corrected. Other changes:

When the date of going out of commission is fixed[,]

They are set tau[gh]t by lanyards.

but the rules, regulations[,] etc., laid down for the government of
such large craft

Flag illustrations have been moved from pages 8 and 9 to a place in the text where each flag is mentioned. The flag not specifically mentioned in the text remains in its original location.