Chapter VII: The Chief Mate

The Chief 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 duties at 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 same +at
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?

+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.

THE WORK OF THE CHIEF MATE

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 Mate who 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).

DUTIES IN PORT

Having familiarized himself with his vessel, her complement, equipment, and stores, the Chief Mate is ready to take up his duties with full knowledge of the situation.

The inspection of the vessel, from stem to stern, is a matter of some time and, in a large steamer, calls for repeated investigation. Every hole and tank and corner should be known to the Chief Mate, its condition, its contents, and its use.

+Deck Crew.+ He must organize and supervise the routine work of the deck department of the vessel.

Third Mate—forward holds, under immediate eye of Chief Mate.

Second Mate—after holds.

Boatswain, in active charge of crew at work on deck, over the side, and in holds.

Carpenter, at work about ship, under orders from the Chief Mate.

Quartermasters—gangway, bridge, and hold watches, under junior officers.

In large steamers where extra watch officers, junior officers and cadets, or sub-junior officers are carried, the Chief Mate usually has a clerk, and his work is largely that of a general manager. In such vessels the cargo, mail, baggage, specie, etc., is handled through the purser, or other officer, and the Chief Mate devotes himself strictly to the management of the seamanship end of his department.

+Holds.+ He must supervise the preparation of holds to receive cargo.

Sweep clean.

Dunnage on stringers.

Limbers cleared—limber boards lifted.

Bilges cleaned.

Rose boxes cleared (strainers—strum boxes).

Ceiling in good condition.

Cargo battens in good condition.

Smothering lines in good condition, ends clear.

Sounding pipes not dented or bent out of shape, ends free.—Brass screw plugs in place.

'Tween deck hatch covers, strong backs, etc., in good order.

'Tween deck and hold electrical connections—in good order.

Lift tank covers.

Take-up tank manholes (engineers).

Examine cement in tanks.

See that stanchion brackets and shifting boards are ready for bulk cargoes, such as grain.

See that sufficient dunnage is in each hold; spruce planking, and chocking pieces. Find out what kind of cargo is to be stowed.

See all hold ladders in good order—rungs all secure.

Look for runs of rust, under frames and stringers, in wake of mast doublings, under winch beds, under deck in wake of shrouds.

Examine all ports and dead lights in 'tween decks.

Examine all side ports—cargo—coal.

All rust should be cleaned off and painted—red lead and pigment in linseed oil.

See all bulkhead doors tight and in working order.

Spare propeller blades, booms, anchors, hubs, etc., stowed below, should be examined as to lashings and rust. Spare shafting usually carried in shaft tunnel, under charge of Chief Engineer, if in hold, Chief Mates responsible for safety.

Look to all wire lashings _in the nips_.

Look for leaks in joints of shell plating abreast of hatches where drafts of cargo swing in against the side.

Examine masts, at doublings, at the steps.

Examine all fire lines and connections in holds and 'tween decks.

Examine rivets under bed plates of winches.

Examine framing under hatch coamings.

Examine state of pillars and stanchions.

+Cargo Gear.+ The Chief Mate is charged with the proper use and upkeep of the cargo handling gear. This includes everything except the steam winches, and steam lines which are under the charge of the engineer department.

The Chief Mate should supervise and attend to the following—note condition and provide for proper maintenance:

+Masts—and all fittings, viz.—collars—trucks—sheaves—links—shrouds— stays—and all equipment on masts, whether cargo, radio, lights, or lookout cages.+

+King posts—same as masts—re-cargo handling.+

+Booms—goosenecks—bands—links—shackles—sheaves—gins—guys—and cradles.+

+Examine all shrouds and stays under the nips and thimbles.+

+Examine all links—turnbuckles—bales—eye bolts—pins—cleats—etc., for excessive wear, or fracture.+

+If wind platforms are fitted see to all stanchions, struts and brasses.+

+When heavy purchases are to be rove, the Chief Mate should carefully supervise the preparation of the gear—preventers—lashings—etc.+

+See that winches are powerful enough to take the load safely.+

+See that booms are strong enough or are fished and reinforced where needed.+

+Shore up weak goosenecks.+

+Rig preventer guys—stays—etc.+

Leave nothing to chance—use new gear—know the weight to be lifted—be sure it will clear the hatch coamings—the bulwarks—take your time. It takes ten times as long to clear away a wreck as to make the most careful preparation for lifting a heavy weight.

Learn the way to run the winches, their construction—lifting capacity—steam pressure on lines—how to drain after working in cold weather, locate pet cocks—know when they are properly lubricated. Know as much as you can about steam and electrical deck machinery—(don't let your curiosity stop here—find out all you can about the main engines and boilers, it is interesting).

See that cargo falls come to the winch drums without chafing at the heels of booms, or other places.

Winchmen and hatch tenders are often found working their hatches with booms at the wrong angle—be ready to correct this. See that booms are properly plumbed when lifting heavy strongbacks from the guides, or when attempting to ship them. If in a roadstead, vessel feeling the swell, have guys and bull-ropes rove to steady strongbacks or other heavy weights lifted over the hatches.

Examine all pins of gin blocks, see that they are properly lubricated with plumbago.

When beginning to work cargo, either in or out, see that all slings, nets, falls, are in good order and that sufficient have been supplied. Look after chain slings carefully in person, this saves accidents—look at the hooks, see that jaws have not been opened, if so, discard.

Look after hatch boards and skids.

+Working Cargo.+ When the vessel is working cargo, whether with crew or stevedores, the Chief Mate is in responsible charge. He is responsible for the good condition of the gear, the proper stowage of the cargo, and the lawful handling, stowage, and carriage of combustibles. He should inform himself on this point.

+Whistle Signals.+ It is well, when working cargo, in cases where the Chief Mate takes active direction of operations, such as taking in or discharging extra heavy weights, to use a whistle signal when communicating with the winch and hatch men. Excessive singing out and undue noise of any kind indicates raw work and lack of real seamanship.

+Engages Stevedores.+ In many trades the Chief Mate engages the Stevedores and keeps a record of their time.

+Care of Cargo.+ At the close of the working day the Chief Mate should see that the hatches are properly covered, the tarpaulins laid smooth and in proper number, and securely wedged, with battens, if necessary.

During the day, or at any time while the hatches are open while working cargo, or otherwise, if rain is impending, the Chief Mate should use his judgment about covering hatches in which perishable cargo is exposed. He should also keep an eye on lighters alongside, and see that the lightermen cover their cargoes in plenty of time.

Scuppers, outboard discharge pipes, as from the circulating pump, should be considered when lighters carrying perishable cargo are alongside.

It is difficult often to establish the truth in regard to claims for damaged cargo, and blame often attaches to the ship, with resulting loss to the owners. This is often the case abroad—lightermen and consignees are often of the same nationality—great care in safeguarding the interests of the owners and the shippers is necessary.

+Duty to Cargo.+ The Chief Mate who establishes a record for the care of cargo stamps himself as a man of reliable qualities—one who is bound to gain the confidence of his superiors and owners.

Too much attention cannot be paid to this important part of the duty of a sea officer in the Merchant Service. The duty to cargo is a trust that should be impressed upon the minds of all members of the crew.

Many officers, in charge of cargo work, look upon this part of their duty as a necessary nuisance—something to be bothered with as little as possible. On the other hand, an alert officer can prevent damage, and consequent loss to owners, amounting to more than his salary on every voyage.

The Chief Mate should so regulate the hold duty, that the junior officers can relieve each other, and get the maximum amount of liberty. In ships so conducted, officers do not mind attending to business while on duty. Where hold duty is conducted on the chain gang system—all work and no leave—the owners suffer; so does the reputation of the Chief Mate.

+Pilfering of Cargo.+ In many trades pilfering from the cargo has become a science. Wine casks are sprung out of true and the contents made away with, hoops are knocked loose and holes are drilled. In ports where the junk boat nuisance still prevails, vessels working cargo of all kinds are the victims of wholesale thievery. This sort of thing can only be stopped by vigilant supervision on the part of the officers of the vessel. Only reliable men should be put in the holds as watchmen. Offenders who are caught should be prosecuted—not merely discharged. The broaching of cargo by the crew is a serious offense.

The loss must be made good, and the offender may be sentenced to a year in jail.

+Accidents; Damage to Cargo.+ Accidents resulting in loss of cargo, or damage to same due to the fault of the vessel's tackle, due to rain, washing of the ship's decks, discharge through leaking scuppers, are blamable to the Chief Mate and through him to the Master and owners of the vessel.

+Stowage of Cargo.+ When stowing or discharging cargo the Chief Mate should keep in mind the trim and stability of the vessel. When any question as to her seaworthy condition arises, he should report the fact to the Master without delay.

+Freeboard.+ The freeboard in American steamers is fixed by rules of the underwriters. The load line should not be submerged (except in fresh water, when the vessel is to go out in salt water. The Chief Mate should know the rule governing loading for a salt water voyage in a fresh water port).

+Cargo Diagrams.+ In taking aboard cargo to be delivered at a number of different ports, the hold diagrams are very important. Such diagrams of cargo stowage should be prepared by the officer in charge of the holds and submitted to the Chief Mate for approval.

+Invoices; Bills of Lading.+ The Chief Mate receipts for all consignments of cargo, when same is delivered on board in ports abroad, or where no provision is made for handling such details by the freight department of the company. In the tramp this duty is almost always placed upon the Chief Mate. He is responsible for the accuracy of his receipts, and that cargo signed for is in good condition and as represented—marks—numbers—etc., before allowing same to be stowed.

Cargoes are usually accepted or rejected by the Mate on his own responsibility.

(A case in point where sugar, in bags, was brought alongside on a lighter, all nicely stacked. Best bags on top tier. This sugar had been wet with salt water—and was rejected on inspection by "tasting" the bags of the second tier.)

+Ventilation of Cargo.+ The Master is held responsible for the proper ventilation of cargo. This responsibility is of course delegated to the Chief Mate who personally is accountable to the Master for the careful carrying out of this requirement.

+Kinds of Cargo.+ Cargoes are generally classified as "Measurement" and "Dead Weight" cargoes. Most cargoes are "General" or mixed. Then of course there are fluid cargoes, carried in bulk in tankers. The Chief Mate who knows his business, will have mastered the various "kinks" that go with the stowage and discharging of many kinds of cargo.

It is only possible here to indicate, in a brief fashion, the things the Chief Mate should look after and know about.

+Coal Cargo.+ The Chief Mate should see that stowage is not commenced until the hold has been properly prepared. See that steel masts are carefully sealed, at the heel, that there is no "up take" for gases, in the event of fire. See that every possible point of "up take" is stopped off. See that shifting boards are firmly secured. That pillars and stanchions are secure, if they have been replaced, and that the hold, if length of passage warrants, is fitted with a gas pipe, plugged at bottom end, for lowering a thermometer into the body of the cargo. Temperatures should be taken at least every watch.

+Ventilation.+ Ventilation, +on the surface of the coal+, is very necessary. Two ventilators, at least, for each hold; an intake and an uptake (uptake to windward).

+Wet Coal.+ Wet coal is dangerous—it is specially subject to spontaneous combustion.

+Trimming.+ In loading coal cargo, where nothing else is taken, the trim of the vessel should be carefully watched by the Chief Mate, and the trimmers directed in their work so that no subsequent trimming is required after the cargo is all on board. Many kinds of coal sift down and flow easily—this should be kept in mind.

+Ore Cargo.+ Vessels carrying ore are usually designed for that particular trade. Where ore is to be carried in the usual type of freighter, special care must be taken to fit the required trunks and shifting boards. Heavy ore carried in the lower holds is liable to make a vessel crank, and the Chief Mate should see that means are provided for the lifting up of the weights, and the proper distribution, fore and aft. The usual plan, in a vessel with four holds, is to fill No. 2 and No. 3, and trim with No. 1 and No. 4. This keeps the cargo high amidships, and eases the vessel in a seaway.

+Wooden Steamers.+ The shipment of ore cargoes in vessels of weak construction, should not be attempted unless the movement of the ore cannot be accomplished in any other way. The wooden steamers, built as an emergency measure, are a case in point.

The highest skill in loading, stowage and handling will be required for these vessels.

+Grain Cargo.+ The carriage of grain cargo calls for special precautions to prevent shifting. The British Board of Trade and the underwriters have made special rules for the stowage of such cargoes. The Chief Mate should inform himself of these rules as a part of his stock of knowledge.

+Cotton Cargo.+ The danger to fire when loading a cotton cargo is great and every precaution should be taken. Smoking, which should never be permitted in the holds or about the hatches at any time, should be specially guarded against when loading cotton.

Care should be taken that no sparks from the funnels, from passing or nearby tugboats, or from steam boilers on the wharf, find their way into the hatches. Have the fire lines connected up at all times and have the steam on the smothering lines.

Steam is the best agent for smothering a cotton fire. If a fire starts do not wet down the decks or side plating. This may get very hot, but do not play cold water on it. Strains would be set up in the plating or deck that might seriously injure it.

Keep all oil cans, oily waste, paint, paint pots or paint rags and brushes away from the cotton.

Keep all ventilator cowls closed, to prevent sparks finding their way into the cargo.

When hatches are closed down at night, or when battening down for sea, the Chief Mate should have an officer make certain that no fire is present in the holds.

All electrical conduits through the holds and 'tween decks should be carefully inspected before loading a cotton cargo.

+Smoke Helmets.+ The smoke helmets should be handy and in order.

+Frozen Cargo.+ Vessels carrying frozen cargo are lined and insulated in the holds prepared for this sort of stowage. All steel work should be covered, on account of the high conductivity of the metal. The insulating materials are usually granulated cork, charcoal, silicate cotton, or sawdust. Felt and cow hair is also used. Dead air, if properly confined, is an excellent insulating medium.

Care should be taken to avoid and detect fire in the insulating material, due to spontaneous combustion.

The Chief Mate should be familiar with the system of refrigeration used—cold-air—dry-air—ammonia—carbonic-anhydride—etc.

In some systems the air is chilled in the holds by piping, in others the air is drawn from the holds to a chilling chamber and pumped back with the required degree of cold.

+Chilled Beef.+ Chilled beef is usually shipped in quarters, and must be suspended from the deck above by chains and hooks.

+Frozen Mutton.+ Mutton is usually shipped in carcases, frozen stiff and stowed one on top of another. Being hollow, the interstices provide space for the circulation of cold air. About 15 degrees Fahrenheit should be maintained in the hold.

+General Cargo.+ Every general cargo is a rule unto itself. The Chief Mate who knows his business will see to the proper stowage. This is the cargo that demands care as to hold diagrams. The following points are recommended for consideration:

Keep perishable goods clear of the steel framing.

Cargo liable to leakage should be stowed low.

Cargo liable to damage from heat should be kept clear of engine-room bulkheads, steam lines, and not stowed close under upper deck when in hot weather trades.

Casks, bung up and bilge free. Stow from amidships to wings and ends of hold. Use four beds for each cask.

Casks, second tier—stow bilge and cutline.

Barrels, hogsheads, etc. (63 gals.) eight heights.

Puncheons (84 gals.) four heights.

Pipes, butts, (126 gals.) three tiers.

Always stow barrels, wet or dry, with head pieces vertical.

Stow with marks up and out.

Acids, on deck.

Oilskins, on deck.

Matches, on deck.

Hay, on deck.

Heavy, well-boxed cargo, low.

Light crates, on top.

Railroad iron, grating fashion.

Dunnage, if needed, 10 inches on floors, 15 inches in bilges.

Cargo ports, if fitted, blocked off with dunnage.

Care should be taken to stow liquors, canned goods, and things easily broken open, in parts of the hold and 'tween decks where they can be easily blocked off by less tempting cargo.

+Special Cargoes.+ Cargoes of chemicals, fruit, guano, jute, and the like, will require special care and consideration. The deck officers of a merchant vessel will do well if they keep and compare notes on matters such as these. A vast amount of information having to do with the important function of moving the products of the world is going begging for the want of suitable recording. Such knowledge carries with it the possibility for great saving. Merchant mariners, owners, and naval designers take notice. The cargo note book is an important part of the baggage of an officer.

+Munitions.+ Cargoes under the general heading of munitions call for the most careful handling. It is well for the Chief Mate to know just what is being stowed, and where. This knowledge should be of use in exercising increased care in the management and handling of the vessel. The Halifax disaster is a case in point.

+Cost Data.+ The Chief Mate who is on his job should keep cost data on stevedoring, and in fact on most operations performed on board ship. He should know how many men can work a hatch effectively, and what their pay is, and how much cargo they can stow, say in tons (2,000 lbs.) per working day:

Cost data resolves itself into this.

Amount of work done—any unit; tons of cargo—sq. ft. of paint.

Number of men—and pay:

Hatchmen at $.00 per hour.
Holdmen at $.00 per hour.
Lightermen or truckers at $.00 per hour.
Checkers—tally men at $.00 per hour.

Time required to do the work.

Kind of cargo stowed.

Port.

Remarks—weather—sea—etc.

Cost data, actually kept, often is the foundation for important work later on as superintendent and manager.

Keeping cost data is a good way to relieve the monotony of supervising stevedores—it results in a note book of considerable value.

+Live Stock.+ Vessels carrying live stock present added problems for the consideration of the Chief Mate. He should see to the proper organization of the cattlemen, their attention to duty, etc. The Chief Mate should be familiar with the laws relating to the carriage of live stock on passenger vessels.

Horse slings should be provided for valuable animals. Other cattle taken aboard in the stream are often slung on board by the horns alone.

Valuable horses should be placed in padded boxes, placed athwartships, and same fitted with slings under the bellies of the animals.

+Passengers.+ Passengers are usually the special care of the Purser and Steward. The Chief Mate, however, should so organize the work of the ship that there is as little interference with the passengers as possible. The Second Mate, is usually delegated as baggage officer and has charge of the stowage and breaking out of this special cargo.

+Tank Steamers.+ Tank steamers, like everything else, are undergoing changes in design, and each vessel requires special study on the part of the officers.

The Chief Mate should be familiar with the system of piping and the handling of the same. He should study the pipe diagrams and trace out the lead and use of everything for his own information.

There are many things in tank steamers not common to the regular run of sea carriers. The hose connections, the method of trimming, the use of summer tanks, the expansion trunks, and the many wrinkles having to do with the care and management of tankers.

When going into dry dock, be sure and see that all tanks are "gas free" before lights or red hot rivets are introduced. This is done by steaming them out, by blowing air through them, and by filling with water and pumping same out, the oil in the water, which should be overflowing, will run off first.

The officer who is going into tank steamers, or is in that service is advised to get a small pamphlet by Mr. Herbert John White, a British Merchant Marine officer, called OIL TANK STEAMERS, published by James Brown and Son, Glasgow, and for sale in New York by D. Van Nostrand Company (price $1.00). This is a very clear and practical manual for the use of tank steamer officers—one of the best books of its kind.